JPH02119630A - Control device for turbo-charger - Google Patents

Abstract

PURPOSE:To lighten an unnecessary load on a battery and to secure traveling safety during going back of a car in a turbo-charger having an electric mechanism for superchargedly energizing by providing a control means for stopping the superchargedly energizing executed by the electric mechanism during going back and stopping of a vessel. CONSTITUTION:When a driver presses down an accelerator pedal 3, a potentiometer 31 outputs a signal corresponding with the pressed down amount of the accelerator, and the signal is inputted into a control unit 9. In the case where, when it is judged that accelerating operation has been performed in the control unit 9, a brake is not in its functioning, and a clutch is in a connected state, and moreover shift is at the position of advance, the signal is outputted to an electric motor 24 to make the turbo-charger 2 poweringly operate. Thus a compressor 21 is encouraged in its supercharging action. In addition to that, when even any one of the above-mentioned three conditions can not be realized, the electric motor 24 is not driven, and the supercharging action to be performed by the compressor 21 is done by only torque produced through exhaust generated by a turbine.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control device for a turbocharger that energizes supercharging by an electric mechanism installed on a rotating shaft.

(Prior Art) In conventional vehicles equipped with engines that are supercharged by a turbocharger and equipped with an electric mechanism that uses the rotational axis of the turbocharger as a common rotational axis, the electric mechanism described above is not used. The judgment as to whether or not to operate the engine and activate supercharging by the turbocharger is made only by the operation performed by the driver.

In other words, the amount or speed of the accelerator pedal operated by the driver is detected, and if it is determined that the vehicle is accelerating from the detected amount or speed of the accelerator pedal, the electric mechanism is energized and the turbocharger is activated. Activate supercharging.

(Problems to be Solved by the Invention) In such a conventional turbocharger control device, even when the clutch is disengaged and the engine is racing, it is determined that an acceleration operation has been performed, and the electric mechanism is energized.

Therefore, there is a problem in that unnecessary load is applied to the battery and the charging rate is reduced. Further, even when driving in reverse, if the accelerator pedal is depressed rapidly, the electric mechanism is energized, causing rapid acceleration, which is dangerous for driving safety.

The present invention has been made in view of the above points, and does not immediately energize the electric mechanism even if it is determined that an acceleration operation has been performed by depressing the accelerator pedal, and when the gear is in the reverse or neutral position. Alternatively, in at least one of the following cases: the clutch is disengaged, or the brake is activated, power to the electric mechanism is prohibited, reducing unnecessary load on the battery, and driving safety when reversing. The present invention aims to provide a turbocharger control device that does not impede performance.

(Means for Solving the Problems) According to the present invention, in a control device for a turbocharger equipped with an electric mechanism for overfeeding, a regulating means for prohibiting overfeeding by the electric mechanism when the vehicle is reversed or stopped is provided. It is possible to provide a turbocharger control device having the following features.

(Function) In the turbocharger control device of the present invention, even if it is determined that an acceleration operation has been performed by depressing the accelerator pedal, the electric mechanism is not immediately energized, and if the gear is in the reverse or neutral position or the clutch In at least one of the following cases: when the brake is off or when the brake is activated, the power to the electric mechanism is prohibited, reducing unnecessary load on the battery and improving driving safety when reversing. It has a non-inhibitory effect.

(Example) Hereinafter, an example of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a block diagram of a control device according to the invention.

In the figure, 1 is an engine, and the rotational force generated by the engine 1 is transmitted to a transmission 5 via a clutch 4. Further, the clutch 4 is provided with a clutch sensor 41 that detects the disengaged state of the clutch 4. The rotational force changed by the transmission 5 is transmitted to the tires 7 via the drive shaft 6, causing the vehicle to travel. A shift sensor 51 is installed in the transmission 5 to detect a shift position.

Further, the intake pipe 11 and exhaust pipe 12 of the engine 1 are connected to the turbocharger 2, and the intake air is supplied to the compressor 21.
The pressure of the fuel is increased and the engine 1 is supercharged through the intake pipe 11. The exhaust gas passes through the exhaust pipe 12, rotates the turbine 22, and then is released into the atmosphere. A rotating shaft 23 connecting the compressor 21 and the turbine 22 is provided with an electric motor 24 that uses the rotating shaft 23 as a common rotating shaft. 8 is a brake pedal, and a brake switch 81 is connected to the brake pedal 8 to detect that the pedal is depressed and the brake is activated. 3 is an accelerator pedal, and a potentiometer 31 converts the amount of depression of the pedal into a signal.
is connected to. Detection signals from the potentiometer 31, clutch sensor 41, shift sensor 51, and brake switch 81 are input into the control unit 9 via an input/output interface 95, and signals are also sent to the electric motor 24 via the input/output interface 95. Output. Inside the control unit 9, in addition to the human output interface 95, there is a ROM 93 that stores programs and various setting values, a CPtJ91 that executes calculations based on the programs in the ROM 93, a RAM 94 that temporarily stores calculation results and data, and a control unit 9
It is comprised of a control memory 92 that controls the operation of each element within.

Next, the operation of the control device according to the present invention will be explained. The amount of depression of the accelerator pedal 3 by the driver is converted into a signal by the potentiometer 31 and input into the control unit 9. If it is determined that an acceleration operation has been performed based on the amount or speed of depression of the accelerator pedal 3, a signal is output to the electric motor 24 only when the brake is not operating, the clutch is engaged, and the shift is in the forward position. Bombressa 2
1 supercharging is activated. If even one of the three conditions is not satisfied, no signal is output to the electric motor 24, and thus supercharging by the compressor 21 is performed only by the rotational force of the exhaust gas generated by the turbine 22.

Next, the flow of calculations within the control unit 9 will be explained.

FIG. 2 is a flow diagram showing the flow of calculations within the control unit 9.

In step S1, it is determined whether or not an acceleration operation has been performed based on the full depression signal from the potentiometer 31. If no acceleration operation has been performed, the process proceeds to step S9 and is switched to a normal mode of constant speed or deceleration driving. When it is determined in step S1 that an acceleration operation has been performed, the electric motor 24 is not energized immediately, but proceeds to step S2 to determine whether the shift is other than forward, and if it is other than forward, proceeds to step S3, and moves to the forward position. If so, proceed to step S4. In step S3, a motor operation prohibition alarm is used to notify the driver that the motor operation is prohibited. In step S4, it is determined whether or not the brake is in operation. If the brake is in operation, the process proceeds to step S5, and if the brake is not in operation, the process proceeds to step S6. Step S5 is the same as step S3. In step S6, it is determined whether or not the clutch is in a disengaged state. If the clutch is in a disengaged state, the process proceeds to step S7; if the clutch is in a connected state, the process proceeds to step S8; step S7 is replaced by step S3.
and step S5. In step S8, the electric motor is energized and supercharging by the compressor 21 is controlled in the energization acceleration mode. For details of the determination of the acceleration operation in step S1, the normal mode in step S9, and the acceleration mode in step S8, please refer to Japanese Patent Application No. 62
-261240 etc.

It should be noted that since various different embodiments can be easily constructed without departing from the spirit of the invention, the present invention is not limited to specific embodiments other than the limitations set forth in the claims.

(Effects of the Invention) As explained above, according to the present invention, even if it is determined that an acceleration operation has been performed by depressing the accelerator pedal, the electric mechanism is not immediately energized and the gear is in the reverse or neutral position. or if the clutch is disengaged,
Or, in at least one of the cases where the brake is operating, the turbo has the effect of prohibiting power to the electric mechanism, reducing unnecessary load on the battery, and not interfering with driving safety when reversing. A control device for the charger can be provided.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing one embodiment of the present invention, and FIG. 2 is a flow diagram showing the flow of calculations within the control unit 9. As shown in FIG. 1...Engine, 2...Turbocharger, 3...
・Accelerator pedal, 4...Clutch, 5...Transmission, 6...Drive shaft, 7...Tire, 8...
・Brake pedal, 9...Control unit, 1
DESCRIPTION OF SYMBOLS 1... Intake pipe, 12... Exhaust pipe, 21... Compressor, 22... Turbine, 23... Rotating shaft, 24
...Electric motor, 31...Potentiometer, 41...
・Clutch sensor, 51...Shift sensor, 81...
・Brake switch. Patent applicant Isuy Automobile Co., Ltd.

Claims (1)

[Claims] What is claimed is: 1. A control device for a turbocharger equipped with an electric mechanism for over-energizing, comprising a regulating means for prohibiting over-energizing by the electric mechanism when the vehicle is reversing or stopping.