JPH0211823A - Supercharge pressure controller for internal combustion engine - Google Patents

Abstract

PURPOSE:To improve the operation performance by varying the supercharge pressure control corresponding to the characteristics of fuel by open-controlling a pressure control valve for adjusting the pressure in an intake passage on the downstream side of a compressor according to a duty value map corresponding to the characteristics of fuel. CONSTITUTION:A control means 56 receives the signals of a variety of sensors, and in the noncorrection region which is dividingly set in the operation region of an internal combustion engine 2, open-controls the operation of a pressure control valve 52 for adjusting the downstream side intake pressure of the compressor 6 of a supercharger 4 by the duty value which is previously set, and corrects the duty value in accordance with the correction region. Further, the control means 56 open-controls the pressure control valve 52 according to the characteristics of the fuel supplied into the internal combustion engine 2, in other words, a duty value map corresponding to the regular gasoline or high octane gasoline. Thus, the supercharge pressure can be finely controlled according to the characteristics of fuel, and the operation performance can be improved.

Description

[Detailed Description of the Invention] [Industry - Field of Application of -] The invention of - relates to a boost pressure control device for an internal combustion engine, and in particular,
Fine control of boost pressure according to the properties of the two fuels! Rl.

Concerning the boost pressure control device for internal combustion engines.

[Conventional technology]

In a supercharger that pumps intake air to an internal combustion engine in order to increase its output, the boost pressure (intake air amount) is 1,
Excessive pressure may cause damage to the supercharger and internal combustion engine. Therefore, conventionally, when the boost pressure reaches the set value C1 determined by outside air temperature, engine speed, etc., a part of the intake air on the downstream side of the engine pressure sensor of the turbocharger is diverted to the downstream side. The one that controls the relief so that it does not exceed the set value,
A part of the exhaust gas from the turbocharger's exhaust turbine I and the downstream side is connected to the F stream side 1.
．． There is a device that controls the temperature so that it does not exceed a set value.

Further, a boost pressure control device for an internal combustion engine such as No. 1, - is disclosed in, for example, Japanese Patent Publication No. 62-30285'r and Japanese Patent Application Laid-open No. 62-225719. t) described in Japanese Patent Publication No. 62-30285 compares the measured intake air amount with the target intake air amount and controls the boost pressure so that the actual intake air amount becomes the target intake air amount. It is. Furthermore, the system described in Japanese Patent Application Laid-Open No. 62-225719 learns the feedback system 'aTJ region based on the deviation between the intake boost pressure and a predetermined target boost pressure, and uses this learning result to determine the current By determining the feed hack control region, the integral control for each of the variable displacement region and the exhaust bypass region is made appropriate, achieving stable boost pressure characteristics and improving engine torque performance. .

[Problem that the invention seeks to solve]

By the way, in the gasoline market for vehicle fuel, high-octane gasoline and regular gasoline can be easily purchased, so controlling the boost pressure in accordance with the octane number will protect the internal combustion engine and improve its performance. It is important to obtain

However, conventionally, the control means has only one duty value map for operating the control valve that controls the boost pressure. For this reason, the control distinction between regular gasoline and high-octane gasoline is simply a matter of multiplying by a fixed ratio, and it is not possible to finely control the boost pressure according to the properties of gasoline, resulting in poor driving performance. It caused inconvenience.

[Purpose of the invention]

Therefore, the purpose of this invention is to eliminate the above-mentioned disadvantages (
This invention provides a supercharging pressure control device for internal combustion engines that can finely control supercharging pressure according to the properties of the fuel and improve operating performance by operating the pressure control valve according to a duty value map according to the properties of the fuel to be supplied. It is in the realization.

(Means for Solving Problem 1￥J1) In order to achieve this object, the present invention uses a wastegate valve provided in a bypass passage that bypasses the exhaust turbine of a supercharger and communicates with the exhaust passage to A boost pressure control device for an internal combustion engine that controls boost pressure supplied to an internal combustion engine, which includes an actuator that operates the wastegate valve, and controls the pressure in the intake passage downstream of the compressor of the supercharger that acts on the pressure chamber of the actuator. A pressure control valve is provided to adjust the operation of the internal combustion engine, and the operation of the pressure control valve is divided and set for the operating range of the internal combustion engine.In the non-correction region, ozone control is performed according to a preset duty value, and in the correction region, various duty values are determined. The pressure control valve is characterized by being provided with a control means for controlling the pressure control valve to open by correcting it to a duty value determined by a factor, and controlling the pressure control valve to open according to a duty value map corresponding to the properties of the fuel supplied to the internal combustion engine. do.

[Effect]

According to the configuration of the present invention, the control means first controls the operation of the pressure control valve to be open according to a preset duty value in the non-correction region that is divided into the operating range of the internal combustion engine, and in the correction region. Open control is performed by correcting the duty value determined by various duty value determining factors, and the boost pressure is controlled according to the properties of the fuel, so the boost pressure can be adjusted while taking into account the engine operating state and the properties of the fuel. Fine control can be achieved, thereby improving driving performance.

〔Example〕

Embodiments of the present invention will be described in detail and specifically below based on the drawings.

1 to 23 show embodiments of this invention.

In FIG. 1, 2 is an internal combustion engine, 4 is a supercharger constituted by a compressor 6 and an exhaust turbine 8, 10 is an intake passage, and 12 is an exhaust passage. An air flow meter 1 is installed in the first intake circuit 10-1 upstream of the compressor 6 of the supercharger 4.
An air cleaner 16 is provided via an ink cooler 18 and an intake throttle valve 20 in a second intake passage 10-2 on the downstream side of the compressor 6. Further, the internal combustion engine 2 has a first exhaust passage I2.
-1 An exhaust turbine 8 of the supercharger 4 is provided on the downstream side, and a second exhaust passageway 2-2 is connected to the downstream side of the exhaust turbine 8.

The first exhaust passage 1 bypasses the exhaust turbine 8 of the supercharger 4.
A bypass passage 24 is provided to communicate the exhaust passage 2-1 and the second exhaust passage 12-2. The bypass passage 24 has one end connected to an inlet 26 that opens into the first exhaust passage 12-1, and the other end connected to an outlet 28 that opens into the second exhaust passage 12-1. This bypass passage 24
The inlet 26 is opened and closed by a wastegate valve 30. This sea urchin ist gate valve 30 is operated by an actuator 32.

A pressure chamber 38 and an atmospheric chamber 40 are defined in this actuator 32 by a diaphragm 36 in a main body 34 . One end of an actuating rod 42 is connected to one surface of the diaphragm 36, and the other end of the actuating rod 42 is connected to a rotating lever 44 connected to the wastegate valve 30.

Further, an atmospheric chamber 40 of the main body 34 of the actuator 32
A spring 46 is disposed to bias the diaphragm 36 in the direction in which the pressure chamber 38 is contracted.

The pressure chamber 38 of the actuator 32 is opened at the other end of a pressure guiding passage 48 whose one end is opened to the second intake passage 10 - 2 on the downstream side of the supercharger 4 .

Furthermore, a first constriction portion 50 having a predetermined opening area is provided at one end of the pressure guiding passage 48 .

A pressure control passage 50 is connected in the middle of this pressure guiding passage 48, and one end thereof is open to the pressure guiding passage 48, and the other end thereof is connected to the first intake passage 10-1 on the upstream side of the supercharging 1 m4. There is.

A pressure control valve 52, which is a duty solenoid, is provided in the middle of the pressure control passage 50 and is operated according to a duty value in order to adjust the pressure acting on the pressure chamber 38 of the actuator 32 from the pressure guiding passage 48. Further, in the pressure control passage 50, a pressure control valve 52 is provided on the pressure control passage 48 side from the pressure control valve 52.
A second constriction portion 54 having a predetermined opening area is provided to adjust the pressure acting on the second constriction portion 54 to a predetermined value.

The pressure control valve 52 is connected to a control means 56 that controls the pressure control valve 52 to open in order to control the boost pressure according to the duty value determining factor.

As shown in FIG. 1, this control means 56 includes an ignition signal detection section 58 that detects the engine rotation speed, an intake air temperature sensor 60 that detects the cooling water temperature, and an intake air temperature sensor 60 that detects the cooling water temperature of the internal combustion engine 2. A cooling water temperature sensor 62, an atmospheric pressure sensor 64 that detects atmospheric pressure, a vehicle speed sensor 66 that detects acceleration, a non-knock sensor 68 that detects knocking, and a throttle sensor 70 are in communication. Furthermore, the control means 56 is in communication with a battery 72 .

Further, the control means 56 controls the operation of the pressure control valve 52 to be open according to a preset duty value in a non-correction region dividedly set for the operating region of the internal combustion engine 2, and determines various duty values in the correction region. Open control is performed by correcting the duty value determined by the factor. That is, the pressure control valve 5
The duty value for controlling the operation of 2 is stored in advance in the program as a two-dimensional map. That is, the duty value map is a two-dimensional map of engine speed and intake air temperature, and this duty value is corrected by the engine cooling water temperature. In a low load area, the power supply to the pressure control valve 52 is cut off, and in a high load area, the duty value is set to 100% or a high value.

Furthermore, the control means 56 determines the properties of the fuel, and when regular gasoline is used, the control means 56 corrects the duty value using regular gasoline, for example, uses regular gasoline with a reduced duty value to lower the boost pressure. It has a duty value map for gasoline, and a duty value map for high-octane gasoline that takes into account correction of the duty value by high-octane gasoline when high-octane gasoline is used, and the pressure control valve 52 is controlled according to these duty value maps for gasoline. It is open controlled.

As described above, the division into the low load area, high load area, and control area is performed based on the opening degree of the throttle valve 20, intake air amount, fuel injection amount, atmospheric pressure, etc. These low load area, high load area, and control area can be set for each engine speed.

When transitioning from a low load area to a high load area and when transitioning from a high load area to a control area, the transition is performed by integrating time. The duty value is corrected using atmospheric pressure.

During sudden acceleration, the duty value is corrected for a certain period of time, and then attenuated by time integration.

Acceleration determination during sudden acceleration is performed based on the amount of change in the throttle valve 20, the amount of change in the amount of intake air, and the like.

In combination with the knock sensor 68, when a non-king occurs, the duty value is corrected for a certain period of time and then attenuated by time integration. For example, in a car with high-octane gasoline specifications, when regular gasoline is supplied, regular gasoline is determined based on the degree of knocking, and the duty value is decreased to lower the boost pressure. Furthermore, when the engine speed and vehicle speed become too high, the duty value is reduced to lower the supercharging pressure.

It is of course applicable to the internal combustion engine 2 with an air flow sensor 14, but it is also applicable to an internal combustion engine with a pressure sensor.

Next, the operation of this embodiment will be explained based on the flowchart of FIG.

In the control means 56, when the program starts (step 102), first, the pressure control valve 52, which is a duty solenoid, is energized to FF (step 104).
Next, the operating range of the internal combustion engine 2 is determined (step 1
06). This operating region is divided into a low load region, a high load region, and a control region.

If the operating region is the low load region a in step 106, the process returns to step 104. Also, step 10
6, in case of high load area, 4.8.9.
As shown in FIG. 10, the duty is set to -X% (step 108). Then, in step 110, the operating region is determined again.

In this step 110, in the case of low load N area a,
Return to step 104 above. Further, if the high load area is determined in step 110, the process returns to step 108.

On the other hand, in step 106 and step 110, if the control area is C, an open duty control value is calculated in step 7 step 112. That is, the open duty control is performed by OPDTY=DTYMPX (1-TWK+H
ACK+ΔTHVKN).

Here, DTYMP is determined by the duty map value shown in FIG. TWK is cooling water temperature correction, and HA
CK is atmospheric pressure correction, ΔTHV is acceleration correction, and KN is knocking correction. To be more specific, the correction amount of the cooling water temperature is determined corresponding to the cooling water temperature as shown in FIGS. 11 to 13, and is constant above the set value. Further, as shown in FIGS. 14 to 16, the atmospheric pressure correction amount corresponds to the atmospheric pressure, and is determined by varying the set value between positive and negative. Further, the correction amount during acceleration is determined by comparing the value ΔTH from the throttle sensor 70 with the set value ΔTHVK, checking the control range, and determining the elapsed time, as shown in FIGS. 17 to 19.

Furthermore, as shown in FIGS. 20 to 23, the knocking correction amount is determined by comparing the detected knocking amount KNOCK and the set value KNK, and is determined from the table shown in FIG. 23, and changes depending on the elapsed time.

After calculating the open duty control value in step 112, fuel properties are determined in step 114.

If the fuel is regular gasoline in step 114, the pressure control valve 52 is operated and controlled in accordance with the regular gasoline duty value map in step 116. On the other hand, if the fuel is high-octane gasoline in step 114, the pressure control valve 52 is operated and controlled in accordance with the duty value map for high-octane gasoline in step 118. In this way, by controlling the operation of the pressure control valve 52 according to the fuel situation, the pressure applied to the pressure chamber 38 by the actuator 32 is finely adjusted, and the supercharging pressure is finely controlled.

Next, after steps 116 and 118, it is determined in step 120 whether there is an overrun. If step 120 is YES due to overrun, set 0PDTY=RN (%) (step 122
).

However, the duty (%) during RN neo-balance and
If step 120 is NO and the step knob 122 is turned off, the duty value of the pressure control valve 52 is set to 0PDTY value in step 124, and the process ends (step 126).

As a result, the control means 56 is provided with a duty value map for regular gasoline and a duty value map for high-octane gasoline, and the supercharging pressure is controlled with a duty value that matches the properties of the supplied gasoline. Fine control of boost pressure can be achieved, and as a result, whether regular gasoline or high-octane gasoline is supplied, maximum engine performance can be brought out according to the octane number, and driving performance can be improved.

Further, when the internal combustion engine 2 is at a low temperature, an unreasonable load is not applied to the internal combustion engine 2, and the durability of the internal combustion engine 2 can be improved.

Furthermore, it is possible to prevent a decrease in the engine output of the internal combustion engine 2 when the temperature is high.

Furthermore, the characteristics of parts such as fuel injection valves need only be examined at room temperature, making it easy to determine the characteristics of the parts.

Further, there is no need to increase the size of parts in consideration of the characteristics at low temperatures, and costs can be reduced.

Furthermore, fluctuations in engine output performance due to changes in atmospheric pressure can be prevented, and substantially constant output performance can be obtained under any atmospheric conditions.

Since the power supply to the pressure control valve 52 is cut in the low load region, deterioration of the efficiency of the compressor 6 on the low load side is prevented,
The engine performance can be fully demonstrated.

In the high load area, the duty of the pressure control valve 52 is set to 100.
% or higher, the amount of pressure leaked to the actuator 32 is increased, and the boost pressure increases quickly, so acceleration performance can be improved.

When transitioning between low, high, and control regions, the transition occurs by integrating time, so
There is no sudden change in engine output, and drivability can be improved.

During acceleration, the duty value is increased for a certain period of time to accelerate the rise in boost pressure and improve acceleration performance.

When knocking occurs, the supercharging pressure is lowered to reduce the frequency of knocking, thereby preventing overload on the internal combustion engine 2.

In high-octane gasoline specification cars, when refueling with regular gasoline, the supercharging pressure can be lowered and regular gasoline can be used without abnormal knocking.

If the engine speed and vehicle speed become too high, the boost pressure can be lowered to reduce the load on the internal combustion engine 2.

〔Effect of the invention〕

As is clear from the detailed description below, according to the present invention, by controlling the operation of the pressure control valve according to the duty value map according to the properties of the fuel, fine boost pressure control that matches the properties of the fuel can be achieved. This can improve driving performance.

[Brief explanation of the drawing]

1 to 23 show embodiments of the present invention, FIG. 1 is a schematic diagram of a boost pressure control device, FIG. 2 is a flowchart explaining the invention in detail, and FIG. 3 is a diagram showing intake air temperature and engine rotation. Figures 4 to 10 are explanatory diagrams showing the division state of the operating region, Figures 11 to 13 are diagrams explaining the cooling water temperature correction amount, and Figures 14 to 16 are diagrams explaining the atmospheric pressure correction amount. Figures 17 to 19 are diagrams explaining acceleration correction amounts, Figures 20 to 19 are diagrams explaining acceleration correction amounts.
FIG. 23 is a diagram illustrating the amount of knocking correction. In the figure, 2 is an internal combustion engine, 4 is a supercharger, 10 is an intake passage, 18 is an intake throttle valve, 24 is a bypass passage, 26 is an inlet, 28 is an outlet, 30 is a wastegate valve, 32 is an actuator, and 38 is a a pressure chamber, 48 a pressure guiding passage, 50 a pressure control passage, 52 a pressure control valve, 56 a control means;
58 is an ignition signal detection unit, 60 is an intake air temperature sensor, 6
2 is a cooling water temperature sensor, and 70 is a throttle sensor. Patent Applicant Suzuki Motor Co., Ltd. Agent Patent Attorney Yoshimi Saigo (uJdJ) Ryo + 4 times + ≦ Kuko ■ C) JQG [%l AJII (J ■ - Omin)

Claims (1)

[Claims] 1. A supercharging pressure control device for an internal combustion engine that controls supercharging pressure supplied to the internal combustion engine by a wastegate valve provided in a bypass passage that bypasses an exhaust turbine of a supercharger and communicates with an exhaust passage, wherein the wastegate An actuator for operating the valve is provided, and a pressure control valve is provided for adjusting the pressure in the intake passage downstream of the compressor of the supercharger that acts on the pressure chamber of the actuator, and the operation of the pressure control valve is controlled within the operating range of the internal combustion engine. In the non-correction region, which is divided and set, open control is performed using a preset duty value, and in the correction region, open control is performed by correcting the duty value determined by various duty value determining factors. 1. A supercharging pressure control device for an internal combustion engine, comprising: control means for controlling the opening of the pressure control valve according to a duty value map according to the properties of the fuel.