JPH0543860B2 - - Google Patents
Info
- Publication number
- JPH0543860B2 JPH0543860B2 JP60105267A JP10526785A JPH0543860B2 JP H0543860 B2 JPH0543860 B2 JP H0543860B2 JP 60105267 A JP60105267 A JP 60105267A JP 10526785 A JP10526785 A JP 10526785A JP H0543860 B2 JPH0543860 B2 JP H0543860B2
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- boost pressure
- value
- exhaust
- boost
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 239000000446 fuel Substances 0.000 claims description 19
- 230000007423 decrease Effects 0.000 claims description 18
- 238000002485 combustion reaction Methods 0.000 claims description 4
- 230000003247 decreasing effect Effects 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 4
- 230000002159 abnormal effect Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 230000005856 abnormality Effects 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Landscapes
- Supercharger (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明はターボチヤージヤを備えた内燃機関の
過給圧制御装置の改良に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an improvement in a boost pressure control device for an internal combustion engine equipped with a turbocharger.
（従来の技術）
機関の吸気充填効率を高めるために、排気のエ
ネルギを利用して吸気を過給するターボチヤージ
ヤが知られているが、この過給も特定の運転条件
下にあつては、機関に過大な熱負荷を及ぼす危険
があるため、高速高負荷運転時など機関の耐久性
が損なわれることのないように、種々の手段によ
り過給圧が異常に上昇するのを防止している。(Prior Art) In order to increase the intake air filling efficiency of an engine, a turbocharger is known that uses exhaust energy to supercharge the intake air. Since there is a risk of excessive heat load being applied to the engine, various measures are taken to prevent the boost pressure from increasing abnormally, so as not to impair the durability of the engine during high-speed, high-load operation.
例えば、ターボチヤージヤの排気タービンをバ
イパスする通路に、過給圧が所定値を越えたら開
くバイパスバルブを設け、機関の高負荷時など過
給圧が上限を越えないように排気の一部をバイパ
スさせるようにしている。 For example, a bypass valve that opens when the boost pressure exceeds a predetermined value is installed in the passage that bypasses the exhaust turbine of the turbocharger, allowing a portion of the exhaust to bypass to prevent the boost pressure from exceeding the upper limit, such as when the engine is under high load. That's what I do.
したがつて機関の高負荷時など過給圧が目標値
を越えるとバイパスバルブが開き、排気タービン
をバイパスして排気を流すため、排気タービンの
回転が減少し、吸気コンプレツサの過給圧が低下
するのである。 Therefore, when the boost pressure exceeds the target value, such as when the engine is under high load, the bypass valve opens and the exhaust gas bypasses the exhaust turbine, reducing the rotation of the exhaust turbine and reducing the boost pressure of the intake compressor. That's what I do.
そして上記にあつては、過給圧制御が何等かの
原因で不能になり、上限値を越えるような事態が
生じたときは、フエイルセーフの機能として、機
関に対する燃料の供給を総てカツトするようにな
つている。 In the above case, if boost pressure control becomes impossible for some reason and the upper limit value is exceeded, the failsafe function is to cut off all fuel supply to the engine. It's getting old.
（発明が解決しようとする問題点）
ところが上記のように過給圧の異常上昇時に各
気筒に対しての燃料供給を総てカツトすると、燃
料カツトに伴う機関出力の急減によりトルクシヨ
ツクが発生し、運転者に不快感を与えるという問
題点があつた。(Problem to be Solved by the Invention) However, if all fuel supply to each cylinder is cut off when the boost pressure abnormally increases as described above, a torque shock will occur due to the sudden decrease in engine output due to the fuel cut. However, there was a problem in that it caused discomfort to the driver.
これに対して特開昭57−122142号公報に開示さ
れたもののように、過給圧が所定の上限値を越え
たときに、燃料の供給回数（供給量）を減らして
機関出力を徐々に低下させ、過給圧の異常上昇を
回避して機関の破損を防止するようにしているも
のもある。この場合は、機関出力が急激に低下す
るのを防止できるため、前記に比較してトルクシ
ヨツクは小さくなるが、いずれにしても運転者の
意志とは無関係に機関出力が低下するので運転フ
イーリングは悪化する。 On the other hand, as disclosed in Japanese Patent Application Laid-Open No. 57-122142, when the boost pressure exceeds a predetermined upper limit, the engine output is gradually reduced by reducing the number of fuel supplies (supply amount). Some systems lower the boost pressure to avoid an abnormal increase in boost pressure and prevent damage to the engine. In this case, it is possible to prevent the engine output from decreasing rapidly, so the torque shock is smaller than in the above case, but in any case, the engine output decreases regardless of the driver's will, so the driving feeling is affected. Getting worse.
本発明はこのような問題を解決することを目的
とする。 The present invention aims to solve such problems.
（問題点を解決するための手段）
そこで本発明は、第１図に示すように、排気の
エネルギにより駆動され吸気を過給するターボチ
ヤージヤ４０と、ターボチヤージヤ４０による過
給圧を検出する手段４１と、この検出過給圧に応
じて排気タービン４２への流入排気を制御する機
構（排気バイパスバルブ、可変翼）４３とを備
え、過給圧が目標値になるようにフイードバツグ
制御する内燃機関の過給圧制御装置において、過
給圧の目標値よりも高い第１の圧力値を設定する
手段４４と、この第１の圧力値よりも相対的に高
くかつ吸入空気量の増加に応じて低下する特性を
もつ第２の圧力値を設定する手段４５と、過給圧
が前記第１の圧力値を越えたときに前記制御機構
を過給圧が低下する方向に強制動作させる手段４
６と、同じく過給圧が第２の圧力値を越えたとき
に燃料の供給を停止する手段４７とを備える。(Means for Solving the Problems) The present invention, as shown in FIG. , a mechanism (exhaust bypass valve, variable vane) 43 that controls the exhaust gas flowing into the exhaust turbine 42 according to the detected boost pressure, and provides feedback control for the internal combustion engine so that the boost pressure reaches the target value. In the boost pressure control device, means 44 for setting a first pressure value higher than the target value of boost pressure, and means 44 for setting a first pressure value that is relatively higher than the first pressure value and decreases as the intake air amount increases. means 45 for setting a second pressure value having a characteristic; and means 4 for forcibly operating the control mechanism in a direction in which the boost pressure decreases when the boost pressure exceeds the first pressure value.
6, and means 47 for stopping the fuel supply when the boost pressure exceeds the second pressure value.
（作用）
このようにしたので、過給圧が目標値の範囲内
でフイードバツグ制御されている状態から、何等
かの原因で過給圧が目標値を越えて上昇したとす
ると、まず第１の圧力値の範囲では制御機構を過
給圧を低下させる方向に強制的に作動させ、これ
により機関の出力を大幅に低下させるようなこと
なく、つまり運転フイーリングを悪化させること
なく、機関の損傷などを未然に回避することがで
きる。(Function) With this method, if the boost pressure rises beyond the target value for some reason from the state where the boost pressure is under feedbag control within the range of the target value, the first In the range of pressure values, the control mechanism is forced to operate in the direction of lowering the boost pressure, thereby preventing engine damage without significantly reducing the engine output, or in other words, without deteriorating the operating feeling. can be avoided.
これにもかかわらず過給圧がさらに上昇し、第
２の圧力値を越えるような場合、機関に対する燃
料の供給が停止され、異常事態に陥るのを防止す
る。 Despite this, if the boost pressure increases further and exceeds the second pressure value, the supply of fuel to the engine is stopped to prevent an abnormal situation.
ただしこの場合、機関が損傷しやすい高速高負
荷時などのように吸入空気量が大きくなる程、こ
の第２の圧力値は設定圧力が低下するので、同じ
異常上昇時でも、機関の損傷にいたる危険が高い
ときほど早期に対処できる。 However, in this case, as the amount of intake air increases, such as during high-speed, high-load situations where the engine is likely to be damaged, the set pressure for this second pressure value will decrease, so even at the same abnormal rise, engine damage may occur. The higher the risk, the sooner it can be dealt with.
（実施例）
以下本発明の実施例を図面に基づいて説明す
る。(Example) Examples of the present invention will be described below based on the drawings.
第２図において、１は機関本体、２は吸気通
路、３は排気通路で、この排気通路３にターボチ
ヤージヤ４の排気タービンが介装されると共に、
その吸気コンプレツサ６が吸気通路２に介装さ
れ、排気ガスの圧力で駆動される排気タービン５
の回転により吸気コンプレツサ６が作動して機関
の吸入空気を過給する。 In FIG. 2, 1 is the engine body, 2 is an intake passage, and 3 is an exhaust passage, in which the exhaust turbine of the turbocharger 4 is interposed,
The intake compressor 6 is interposed in the intake passage 2, and the exhaust turbine 5 is driven by the pressure of exhaust gas.
The rotation of the intake compressor 6 activates the intake air compressor 6 to supercharge the intake air of the engine.
排気タービン５の入口から出口へとバイパスす
る通路７が形成され、このバイパス通路７には排
気バイパスバルブ８が設けられ、このバイパスバ
ルブ８を開閉することにより排気タービン５に流
入する排気量を制御する一方、排気タービン５の
入口部には可変翼９が設けられ、この可変翼９の
開度に応じて排気ガスのタービン流入速度を制御
するようになつており、これらにより排気タービ
ン５に対する流入排気の制御機構を構成してい
る。 A bypass passage 7 is formed from the inlet to the outlet of the exhaust turbine 5, and an exhaust bypass valve 8 is provided in the bypass passage 7. By opening and closing the bypass valve 8, the amount of exhaust gas flowing into the exhaust turbine 5 is controlled. On the other hand, variable blades 9 are provided at the inlet of the exhaust turbine 5, and the inflow speed of exhaust gas into the turbine is controlled according to the opening degree of the variable blades 9. It constitutes the exhaust control mechanism.
排気バイパスバルブ８と可変翼９とはいずれも
ダイヤフラム装置１０と１１により駆動され、こ
のダイヤフラム装置１０，１１の作動圧力は圧力
制御弁１２と１３を介して制御される。各ダイヤ
フラム装置１０，１１には圧力通路１４，１５を
介して前記吸気コンプレツサ６と吸気絞弁１６と
の間の過給圧（大気圧よりも高い正圧）が導かれ
ると共に、これら圧力通路１４，１５を低圧側の
吸気コンプレツサ６の上流とそれぞれ連通する開
放通路１７，１８の途中に前記圧力制御弁１２と
１３が介装される。圧力制御弁１２，１３が開け
ば過給圧が低圧側に逃げ、ダイヤフラム装置１
０，１１に対する供給圧が低下し、逆に閉じれば
供給圧が上昇するのであり、これに伴い排気バイ
パスバルブ８と可変翼９とが駆動され、その開度
を増減する。排気バイパスバルブ８の開度が増加
すると、排気タービン５に対する流入量が減少し
てタービン回転が低下するし、また可変翼９の開
度が増加すると排気流速が低下しタービン回転が
低下する。 Both the exhaust bypass valve 8 and the variable vane 9 are driven by diaphragm devices 10 and 11 whose operating pressures are controlled via pressure control valves 12 and 13. The supercharging pressure (positive pressure higher than atmospheric pressure) between the intake compressor 6 and the intake throttle valve 16 is introduced to each diaphragm device 10 and 11 via pressure passages 14 and 15, and these pressure passages , 15 are interposed in the middle of open passages 17 and 18 which respectively communicate with the upstream side of the intake compressor 6 on the low pressure side. When the pressure control valves 12 and 13 open, the supercharging pressure escapes to the low pressure side, and the diaphragm device 1
The supply pressure for 0 and 11 decreases, and conversely, when the valve closes, the supply pressure increases.Accompanying this, the exhaust bypass valve 8 and the variable vane 9 are driven to increase or decrease their opening degree. When the opening degree of the exhaust bypass valve 8 increases, the amount of inflow into the exhaust turbine 5 decreases and the turbine rotation decreases, and when the opening degree of the variable blade 9 increases, the exhaust flow velocity decreases and the turbine rotation decreases.
これら圧力制御弁１２，１３の開度を運転状態
に応じて制御回路２０が制御する。制御回路２０
はマイクロコンピユータなどで構成され、吸気通
路２に設けた吸入空気量を検出するエアフローメ
ータ２１、吸気絞弁１６の開度を検出する絞弁開
度スイツチ２２、機関回転数を検出するクランク
角センサ２３、機関冷却水温度を検出する水温セ
ンサ２４、吸気通路２の過給圧を検出する圧力セ
ンサ２５からの信号が入力されると、これらに基
づいて過給圧が所定の目標値となるように圧力制
御弁１２，１３の開度をフイードバツグ制御する
のである。なお、制御回路２０は同時にこれらの
検出信号に基づいて所定の空燃比となるように、
燃料噴射弁１９から噴射される燃料の噴射量を制
御する。 A control circuit 20 controls the opening degrees of these pressure control valves 12 and 13 according to the operating state. Control circuit 20
is composed of a microcomputer, etc., and includes an air flow meter 21 installed in the intake passage 2 that detects the amount of intake air, a throttle valve opening switch 22 that detects the opening of the intake throttle valve 16, and a crank angle sensor that detects the engine speed. 23. When signals from the water temperature sensor 24 that detects the engine cooling water temperature and the pressure sensor 25 that detects the boost pressure in the intake passage 2 are input, the boost pressure is set to a predetermined target value based on these signals. The opening degrees of the pressure control valves 12 and 13 are controlled by feedback. Note that the control circuit 20 simultaneously adjusts the air-fuel ratio to a predetermined air-fuel ratio based on these detection signals.
The amount of fuel injected from the fuel injection valve 19 is controlled.
前記排気バイパスバルブ８と可変翼９とは、第
３図Ａのように、低負荷域ではで示すように排
気バイパスバルブ８と可変翼９を共に全閉とし、
中負荷域ではで示すように排気バイパスバルブ
８を全閉に保持したまま可変翼９をフイードバツ
グ制御し、高負荷域ではで示すように排気バイ
パスバルブ８をフイードバツグ制御すると共に可
変翼９を全開に保持する。可変翼９が全平状態
（ただし完全に閉じるのではなく、所定の最小開
度に保持される）では排気タービン５に流入する
排気流速は最大となり、排気タービン５の回転を
上昇させる方向に制御され、可変翼９の開度を増
大すると排気流速が低下してタービン回転が抑制
される。また排気バイパスバルブ８の開度を増加
すると排気タービン５を排気がバイパスしていく
ため、タービン回転数の上昇は抑制される。な
お、低負荷域では排気バイパスバルブ８と可変翼
９を共に全閉に保持するのは、機関の排気量、排
気圧が共に少なく、このように両方共全閉に保持
しても排気タービン５の回転が上がりにくいため
である。 As shown in FIG. 3A, the exhaust bypass valve 8 and the variable vane 9 are both fully closed in the low load range as shown by .
In the medium load range, the exhaust bypass valve 8 is kept fully closed and the variable vane 9 is controlled in a feedbag manner, as shown in , and in the high load range, the exhaust bypass valve 8 is controlled in a feedbag manner as shown in , and the variable vane 9 is fully opened. Hold. When the variable blades 9 are in the fully flat state (but not completely closed, but held at a predetermined minimum opening), the exhaust flow velocity flowing into the exhaust turbine 5 is maximum, and the rotation of the exhaust turbine 5 is controlled in the direction of increasing. When the opening degree of the variable blades 9 is increased, the exhaust flow velocity decreases and the turbine rotation is suppressed. Furthermore, when the opening degree of the exhaust bypass valve 8 is increased, the exhaust gas bypasses the exhaust turbine 5, so that an increase in the turbine rotational speed is suppressed. Note that in a low load range, both the exhaust bypass valve 8 and the variable vane 9 are kept fully closed because the engine displacement and exhaust pressure are both small, and even if both are kept fully closed in this way, the exhaust turbine 5 This is because the rotation of the engine is difficult to increase.
第３図Ｂは過給圧と排気バイパスバルブ８と可
変翼９との制御デユーテイの関係を示すもので、
いずれも制御デユーテイが大きくなるほど（最大
値100％）過給圧が上昇するようになつている。 FIG. 3B shows the relationship between boost pressure and control duty between the exhaust bypass valve 8 and the variable vane 9.
In both cases, the boost pressure increases as the control duty increases (maximum value: 100%).
つまり、排気バイパスバルブ８の開度を制御す
る圧力制御弁１２は制御デユーテイが０％のとき
は全閉し、圧力通路１４から過給圧が開放通路１
７に逃げることなくそのままダイヤフラム装置１
０に作用して排気バイパスバルブ８を全開して過
給圧を低下させるし、逆に制御デユーテイが100
％のときは圧力制御弁１７を全開して、圧力通路
１４からの過給圧を低圧側の開放通路１７に逃が
してダイヤフラム装置１０に対する供給圧を低下
させ、排気バイパスバルブ８を全閉保持して過給
圧を上昇させる。また同じようにして、可変翼９
の開度を制御する圧力制御弁１３も制御デユーテ
イが０％のときは、ダイヤフラム装置１１に対す
る供給圧を高めて可変翼９の開度を全開にし、過
給圧を低下させる方向に制御する一方、制御デユ
ーテイが100％のときは供給圧を低下させ、細可
変翼９の開度を全閉保持して過給圧を上昇させる
のである。 In other words, the pressure control valve 12 that controls the opening degree of the exhaust bypass valve 8 is fully closed when the control duty is 0%, and the boost pressure is transferred from the pressure passage 14 to the open passage 1.
Diaphragm device 1 without escaping to 7.
0, fully opens the exhaust bypass valve 8 and lowers the boost pressure, and conversely, the control duty is 100.
%, the pressure control valve 17 is fully opened, the boost pressure from the pressure passage 14 is released to the low pressure side open passage 17, the supply pressure to the diaphragm device 10 is reduced, and the exhaust bypass valve 8 is kept fully closed. to increase boost pressure. In the same way, variable wing 9
When the control duty is 0%, the pressure control valve 13, which controls the opening degree of When the control duty is 100%, the supply pressure is lowered, and the opening degree of the fine variable blades 9 is kept fully closed, and the supercharging pressure is increased.
第３図Ｃは過給圧の制御目標値Pmの特性を示
すものであるが、機関吸入空気量により変化する
が、中負荷域では最大値として425mmHgに設定さ
れ、低負荷域と高負荷域とではこれよりも若干低
くなるように設定してある。 Figure 3C shows the characteristics of the control target value Pm of boost pressure, which changes depending on the amount of engine intake air, but in the medium load range, the maximum value is set to 425 mmHg, and in the low load range and high load range. and is set to be slightly lower than this.
このようにして通常の運転状態では過給圧が目
標値となるように、排気バイパスバルブ８と可変
翼９の開度かフイードバツグ制御されるのである
が、この制御にも拘わらず、圧力センサ２５で検
出される圧力過給圧が目標値を越えて上昇してい
く場合、制御回路２０は前記排気バイパスバルブ
８と可変翼９の開度を制御するための信号、つま
り制御デユーテイを強制的に減じて排気バイパス
バルブ８と可変翼９を開いて過給圧を低下する方
向に補正する。そしてこの制御は過給圧が第３図
Ｃに示す目標値Pmよりも高い第１の制御圧力値
Psを越えたときに行なわれ、またこの第１の圧
力値Psよりもさらに高い第２の圧力値Pcを越え
たときは、機関に対する燃料の供給が停止される
ようになつている。 In this way, under normal operating conditions, the openings of the exhaust bypass valve 8 and the variable vanes 9 are controlled by feedbag control so that the boost pressure reaches the target value, but despite this control, the pressure sensor 25 When the boost pressure detected by the boost pressure increases beyond the target value, the control circuit 20 forcibly outputs a signal for controlling the opening degrees of the exhaust bypass valve 8 and the variable vane 9, that is, the control duty. Then, the exhaust bypass valve 8 and the variable vane 9 are opened to correct the supercharging pressure in the direction of lowering it. This control is performed at a first control pressure value where the boost pressure is higher than the target value Pm shown in Figure 3C.
Ps, and when a second pressure value Pc, which is higher than the first pressure value Ps, is exceeded, the supply of fuel to the engine is stopped.
この制御動作について第４図のフローチヤート
にしたがつて説明すると、まず機関吸気量（また
は機関回転数）と過給圧（P2）を読み込み、つ
いでこの吸気量に対応した過給圧の目標値Pm、
第１の圧力値Ps、第２の圧力値Pcをそれぞれメ
モリから読みだす。この場合、メモリに設定され
た圧力値PsとPcは、機関の吸気量が増大する高
負荷域に低下する特性となつており、したがつて
高負荷域ほど前記過給圧の強制補正制御並びに燃
料カツトは早期、つまり過給圧の低い領域で開始
されるようになつている。 To explain this control operation according to the flowchart in Figure 4, first read the engine intake air amount (or engine speed) and boost pressure (P 2 ), then set the target boost pressure corresponding to this intake air amount. value Pm,
The first pressure value Ps and the second pressure value Pc are each read from the memory. In this case, the pressure values Ps and Pc set in the memory have a characteristic that they decrease in the high load range where the intake air amount of the engine increases, and therefore the forced correction control of the boost pressure and the Fuel cut is started early, that is, in an area where boost pressure is low.
次にP2とPsを比較してP2＞Psでないと判断し
たときは、通常の過給圧のフイードバツグ制御を
行う。これに対してP2＞Psのときは、P2とPcを
比較して、P2＞Pcでないときは排気バイパスバ
ルブ８（WGと称する）と可変翼９（VNと称す
る）の制御デユーテイを強制的に50％だけ減少さ
せ、過給圧を減少する方向に強制制御する。 Next, when P 2 and Ps are compared and it is determined that P 2 >Ps is not established, normal boost pressure feedbag control is performed. On the other hand, when P 2 > Ps, compare P 2 and Pc, and when P 2 > Pc, control duty of exhaust bypass valve 8 (referred to as WG) and variable vane 9 (referred to as VN) is determined. It is forcibly reduced by 50%, and the boost pressure is forcibly controlled in the direction of decreasing.
ただしこのように過給圧が上昇する高負荷側で
は開度制御しているのは排気バイパスバルブ８の
みで、可変翼９の開度は全開に保持されているた
め、排気バイパスバルブ８のみ開き方向に強制的
に制御してもよい。この結果、排気の一部が排気
タービン５をバイパスして流れるので、ターボチ
ヤージヤ４の回転数が減少して過給圧が低下する
ように補正される。この場合、過給圧は低下して
も熱量をカツトもしくは減少させたときのように
機関出力が大幅に低下することはなく、高出力運
転時にいきなりエンジンブレーキがかかるような
運転フイーリングの悪化は回避される。一方、こ
のような操作にも拘わらず、過給圧が上昇して
P2＞Pcとなつたときは、燃料噴射弁１９からの
燃料の供給を停止するように制御される。 However, on the high load side where the boost pressure increases, only the exhaust bypass valve 8 controls the opening, and the opening of the variable vane 9 is kept fully open, so only the exhaust bypass valve 8 opens. It may be forcibly controlled in the direction. As a result, a portion of the exhaust gas flows bypassing the exhaust turbine 5, so that the rotational speed of the turbocharger 4 is reduced and the supercharging pressure is corrected to be lowered. In this case, even if the boost pressure decreases, the engine output will not drop as much as when the heat quantity is cut or reduced, and the deterioration in driving feeling that would occur when engine braking is suddenly applied during high-output operation is avoided. be done. On the other hand, despite these operations, the boost pressure increases.
When P 2 >Pc, the fuel injection valve 19 is controlled to stop supplying fuel.
このようにして最後の手段として燃料カツトが
行なわれるのであるが、このとき機関の高負荷域
ほど第２の圧力値Pcは低下する特性のため、機
関の熱負荷が大きい高負荷域ほど早期に燃料カツ
トに移行して、過給圧をそのまま制御不能の状態
で放置しておいたときに機関がより一層損傷に陥
りやすいときほど、早めに対策を講じるようにな
つている。 In this way, fuel cut is performed as a last resort, but at this time, the second pressure value Pc decreases the higher the engine load range, so the higher the engine heat load is, the earlier the second pressure value Pc decreases. The sooner the engine is likely to be damaged if the fuel is cut off and the boost pressure is left uncontrolled, the sooner countermeasures will be taken.
次に第５図に示す制御動作の他の実施例につい
て説明する。 Next, another embodiment of the control operation shown in FIG. 5 will be described.
この実施例は排気バイパスバルブ８の開度を段
階的に開くようにしたもので、前記第１の圧力値
Psと第２の圧力値Pcとの間に第３、第４の圧力
値Ps1、Ps2を設定し、過給圧P2が第１の圧力値Ps
と圧力値Ps1の間のときは、排気バイパスバルブ
８の制御デユーテイを25％だけ減じ、圧力値Ps1
と圧力値Ps2の間のときは同じく50％だげ減じ、
さらに圧力値Ps2と圧力値Pcとの間にあるときは
同じく75％減じるようにしてある。 In this embodiment, the opening degree of the exhaust bypass valve 8 is opened in stages, and the first pressure value is
Third and fourth pressure values P s1 and P s2 are set between Ps and the second pressure value Pc , and the supercharging pressure P 2 is set to the first pressure value Ps.
and the pressure value P s1 , the control duty of the exhaust bypass valve 8 is reduced by 25%, and the pressure value P s1
and the pressure value P s2 , the same reduction is made by 50%,
Furthermore, when the pressure value is between the pressure value P s2 and the pressure value Pc, it is also reduced by 75%.
この結果、排気バイパスバルブ８を強制的に開
くあたり、段階的に排気バイパス量を制御するの
で、急激な過給圧の変化を防いでより一層滑らか
な運転フイーリングを確保することができる。 As a result, when the exhaust bypass valve 8 is forcibly opened, the amount of exhaust bypass is controlled in stages, so it is possible to prevent sudden changes in supercharging pressure and to ensure a smoother driving feeling.
（発明の効果）
以上のように本発明は、過給圧が目標値の範囲
内でフイードバツグ制御されている状態から、何
等かの原因で過給圧が目標値を越えて上昇したと
きは、まず第１の圧力値の範囲では過給圧制御機
構を過給圧を低下させる方向に強制的に作動させ
るので、これにより機関の出力を大幅に低下させ
るようなことなく、つまり運転フイーリングを悪
化させることなく、機関の損傷などを未然に回避
し、またこれにもかかわらず過給圧がさらに上昇
し、第２の圧力値を越えるようなときは、機関に
対する燃料の供給を停止して異常事態に陥るのを
防止し、しかもこの場合、吸入空気量が大きくな
る程この第２の圧力値は設定圧力が低下するの
で、過給圧の同じ異常上昇時でも、機関の損傷に
いたる危険が高いときほど早期に対処できるとい
う効果がある。(Effects of the Invention) As described above, in the present invention, when the boost pressure rises beyond the target value for some reason from a state in which the boost pressure is under feedbag control within the range of the target value, First, in the first pressure value range, the boost pressure control mechanism is forcibly operated in the direction of lowering the boost pressure, so the engine output is not significantly reduced, which means that the driving feeling is worsened. If the boost pressure rises further and exceeds the second pressure value, stop the fuel supply to the engine and prevent any abnormalities. In this case, as the amount of intake air increases, the set pressure for this second pressure value decreases, so even if the boost pressure rises abnormally, there is no risk of damage to the engine. The effect is that the higher the level, the sooner it can be dealt with.
第１図は本発明の構成図、第２図は本発明の実
施例を示す概略構成図、第３図Ａは排気バイパス
バルブと可変翼との制御領域を示す説明図、第３
図Ｂは過給圧と制御デユーテイの関係を示す説明
図、第３図Ｃは過給圧の制御圧力値の特性を示す
説明図、第４図、第５図はそれぞれ制御動作の実
施例を示すフローチヤートである。
１……機関本体、２……吸気通路、３……排気
通路、４，４０……ターボチヤージヤ、５，４２
……排気タービン、６……吸気コンプレツサ、８
……排気バイパスバルブ、９……可変翼、１０，
１１……ダイヤフラム装置、１２，１３……圧力
制御弁、２０……制御回路、２１……エアフロー
メータ、２２……絞弁開度センサ、２３……クラ
ンク角センサ、２５，４１……圧力センサ、４３
……流入排気制御機構、４４……第１の圧力値設
定手段、４５……第２の圧力値設定手段、４６…
…強制制御手段、４７……燃料供給停止手段。
FIG. 1 is a configuration diagram of the present invention, FIG. 2 is a schematic configuration diagram showing an embodiment of the present invention, FIG.
Figure B is an explanatory diagram showing the relationship between boost pressure and control duty, Figure 3 C is an explanatory diagram showing the characteristics of the control pressure value of boost pressure, and Figures 4 and 5 each show examples of control operations. This is a flowchart. 1...Engine body, 2...Intake passage, 3...Exhaust passage, 4, 40...Turbocharger, 5, 42
...Exhaust turbine, 6...Intake compressor, 8
...Exhaust bypass valve, 9...Variable blade, 10,
DESCRIPTION OF SYMBOLS 11... Diaphragm device, 12, 13... Pressure control valve, 20... Control circuit, 21... Air flow meter, 22... Throttle valve opening sensor, 23... Crank angle sensor, 25, 41... Pressure sensor , 43
...Inflow/exhaust control mechanism, 44...First pressure value setting means, 45...Second pressure value setting means, 46...
... Forced control means, 47... Fuel supply stop means.
Claims (1)
るターボチヤージヤと、ターボチヤージヤによる
過給圧を検出する手段と、この検出過給圧に応じ
て排気タービンへの流入排気を制御する機構とを
備え、過給圧が目標値になるようにフイードバツ
ク制御する内燃機関の過給圧制御装置において、
過給圧の目標値よりも高い第１の圧力値を設定す
る手段と、この第１の圧力値よりも相対的に高く
かつ吸入空気量の増加に応じて低下する特性をも
つ第２の圧力値を設定する手段と、過給圧が前記
第１の圧力値を越えたときに前記制御機構を過給
圧が低下する方向に強制動作させる手段と、同じ
く過給圧が第２の圧力値を越えたときに燃料の供
給を停止する手段とを備えたことを特徴とする内
燃機関の過給圧制御装置。1 A turbocharger that is driven by exhaust energy to supercharge intake air, a means for detecting supercharging pressure by the turbocharger, and a mechanism that controls exhaust gas flowing into an exhaust turbine according to the detected supercharging pressure. In a boost pressure control device for an internal combustion engine that performs feedback control so that the pressure reaches a target value,
means for setting a first pressure value higher than a target value of boost pressure; and a second pressure that is relatively higher than the first pressure value and has a characteristic of decreasing as the intake air amount increases. means for setting a value, means for forcing the control mechanism to operate in a direction in which the boost pressure decreases when the boost pressure exceeds the first pressure value, and a means for setting the boost pressure to a second pressure value. 1. A supercharging pressure control device for an internal combustion engine, comprising: means for stopping fuel supply when the boost pressure exceeds the supercharging pressure.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60105267A JPS61265331A (en) | 1985-05-17 | 1985-05-17 | Control device for supercharging pressure of internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60105267A JPS61265331A (en) | 1985-05-17 | 1985-05-17 | Control device for supercharging pressure of internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61265331A JPS61265331A (en) | 1986-11-25 |
| JPH0543860B2 true JPH0543860B2 (en) | 1993-07-02 |
Family
ID=14402882
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60105267A Granted JPS61265331A (en) | 1985-05-17 | 1985-05-17 | Control device for supercharging pressure of internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61265331A (en) |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01318728A (en) * | 1988-06-16 | 1989-12-25 | Mazda Motor Corp | Fuel feeding device for engine with supercharger |
| JP2791570B2 (en) * | 1989-01-31 | 1998-08-27 | マツダ株式会社 | Supercharging pressure control device for turbocharged engine |
| DE4310261A1 (en) * | 1993-03-30 | 1994-10-06 | Bosch Gmbh Robert | Protection system for an internal combustion engine operated with supercharging |
| DE4434607A1 (en) * | 1994-09-28 | 1996-04-04 | Bosch Gmbh Robert | Protection system for an internal combustion engine operated with supercharging |
| US6155050A (en) * | 1999-06-01 | 2000-12-05 | Cummins Engine Co Inc | System and method for protecting a turbocharger in the event of a wastegate failure |
| FR2844829B1 (en) * | 2002-09-20 | 2004-11-26 | Inst Francais Du Petrole | METHOD FOR CONTROLLING THE TORQUE OF AN INTERNAL COMBUSTION ENGINE OPERATING WITH CHARGED AIR |
| JP6183004B2 (en) * | 2013-06-27 | 2017-08-23 | 三菱自動車工業株式会社 | Engine control device |
| JP6137473B2 (en) * | 2013-06-27 | 2017-05-31 | 三菱自動車工業株式会社 | Engine control device |
| JP6137472B2 (en) * | 2013-06-27 | 2017-05-31 | 三菱自動車工業株式会社 | Engine control device |
| JP6326910B2 (en) * | 2014-03-28 | 2018-05-23 | マツダ株式会社 | Control device for turbocharged engine |
| JP6295855B2 (en) * | 2014-06-25 | 2018-03-20 | トヨタ自動車株式会社 | Control device for an internal combustion engine with a supercharger |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60139037U (en) * | 1984-02-25 | 1985-09-13 | 日産自動車株式会社 | Exhaust turbo charger boost pressure control device |
-
1985
- 1985-05-17 JP JP60105267A patent/JPS61265331A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61265331A (en) | 1986-11-25 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CA2397972C (en) | Control of a variable geometry turbocharger by sensing exhaust pressure | |
| US7363761B1 (en) | Exhaust gas throttle for divided turbine housing turbocharger | |
| US6662562B2 (en) | Method and device for regulating the boost pressure of an internal combustion engine | |
| EP1983180B1 (en) | Air intake control device of v-diesel engine | |
| JPS595775B2 (en) | Boost pressure control device for supercharged engines | |
| JP3975894B2 (en) | Turbocharger over-rotation prevention device | |
| JPH0543860B2 (en) | ||
| JPH02227522A (en) | Supercharging pressure control device | |
| JP3680537B2 (en) | diesel engine | |
| JPH0329547Y2 (en) | ||
| JPH0953470A (en) | Exhaust brake device of diesel engine with turbocharger | |
| JPH0749771B2 (en) | Supercharging pressure control device for internal combustion engine with variable displacement exhaust turbocharger | |
| JPH07119475A (en) | Control unit of internal combustion engine | |
| JPS61164041A (en) | Internal-combustion engine with turbo charger | |
| JPH0563615B2 (en) | ||
| JPH0480208B2 (en) | ||
| JP3783764B2 (en) | EGR device for turbocharged engine | |
| JP2605053B2 (en) | Engine boost pressure control device | |
| JPH0352986Y2 (en) | ||
| JPH0511309Y2 (en) | ||
| JPH0861104A (en) | Excessive supercharging preventing method in supercharging pressure control | |
| KR100456838B1 (en) | Method for fuel injection controlling in internal combustion engine | |
| JPH01280635A (en) | Supercharging pressure controller for internal combustion engine | |
| JPH05133235A (en) | Internal combustion engine with mechanical supercharger | |
| JP4395975B2 (en) | Engine supercharging pressure control device |