JPH08260991A - Intake device for engine having turbo charger - Google Patents

Abstract

PURPOSE: To attain enough air quantity during low speed operation such as starting or the like in a comparatively simple system by providing a pipeline from a compressor of a turbo charger with a by-pass pipe, and serially connecting a solenoid valve, a pressure accumulating tank, and a regulator valve to the by-pass pipe. CONSTITUTION: During the operation of an engine, first the engine rotating speed is detected by a sensor 18, it is judged whether the detected rotating speed is above a designated value or not by an ECU 9, and if yes, a solenoid valve 3 is opened and a regulator valve 5 is closed to store supercharging pressure in a pressure accumulating tank 4. In the lapse of fixed time, the internal pressure of the pressure accumulating tank 4 is detected by a pressure sensor 11, and if the pressure exceeds a target value, the solenoid valve 3 is closed. Subsequently, the car speed is detected by a car speed sensor 19, and if the car speed is 0 and an accelerator is in an on-state, the pressure accumulating tank 4 and an intake manifold 10 are communicated with each other, and the regulator valve 5 is controlled in such a manner that the detected pressure becomes fixed supercharging pressure, whereby enough intake air quantity can be ensured so as to heighten the accelerating ability from standstill.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system for an engine provided with a turbine in an exhaust manifold of the engine and a turbocharger in which a compressor driven by the turbine communicates with an intake manifold.

[0002]

2. Description of the Related Art In a turbocharged engine with a turbocharger, when the air amount is set to be appropriate at the maximum supercharging point of high rotation, the air amount is remarkably reduced in the low rotation speed range. A turbocharger with a wastegate that secures an appropriate intake amount in the high range and bypasses the turbocharger when the supercharging pressure becomes high, and a turbine by changing the exhaust gas flow path and distribution area in the low speed range. A turbocharger that aims to improve response at low speeds and increase the amount of intake air, such as a VNT (variable displacement type) turbocharger that aims to improve turbocharging pressure at low speeds by colliding exhaust gas with increasing turbine speed. There is supercharger technology.

[0003]

However, in recent years, due to the increase in vehicle mass for improving safety and enhancing equipment, and strengthening measures against exhaust gas, the above-mentioned technique has a problem of improving low-speed torque related to startability. The improvement of the feed response and the increase of the intake air amount are not always sufficient.

In view of the above problems, the present invention provides an intake control method for an engine equipped with a turbocharger which secures a sufficient intake air amount at a low speed and improves the starting acceleration of a vehicle, and an intake control device. With the goal.

[0005]

SUMMARY OF THE INVENTION An intake control system for an engine equipped with a turbocharger according to the present invention is provided with a turbine in an exhaust manifold of the engine, and a turbocharger in which a compressor driven by the turbine is communicated with the intake manifold. In an intake system of an engine, a bypass pipe is provided in a pipe line from the compressor, a solenoid valve, a pressure accumulator tank, and a regulator valve are connected in series to the bypass pipe, and a direction is provided at a confluence point of the pipe line and the bypass pipe. A directional control valve is provided, and the downstream side of the directional control valve is connected to the intake manifold via a pipeline, and the pressure on the compressor side of the junction pressure between the tank pressure in the accumulator tank and the bypass pipe in the pipeline is A pressure sensor for detecting the pressure in the pipeline on the downstream side of the directional control valve is provided, and based on signals from these pressure sensors, Solenoid valves, and a control device for controlling the regulator valve or directional control valve 7,.

Further, according to the present invention, when the engine speed is more than a certain value, the solenoid valve is opened and the regulator valve is closed, the intake air compressed by the compressor is stored in the pressure accumulation tank, and the tank pressure is detected after a certain time. Then, if it is equal to or higher than the target pressure, the solenoid valve is closed, then it is determined whether or not the vehicle is once stopped, and if it is stopped, the directional control valve is controlled so that the accumulator tank and the intake manifold communicate with each other, Adjust the opening of the regulator valve to the target pressure, compare the tank pressure with the duct pressure before bypass branching after a certain period of time, and if the tank pressure becomes higher than the duct pressure, target the regulator valve again. The opening is adjusted so that the pressure becomes a pressure, and the intake air is controlled so as to return to the initial state when the tank pressure becomes lower than the duct pressure.

[0007]

As described above, according to the present invention, by providing the accumulator tank, the intake pressure is increased at the time of starting the vehicle, so that the low-speed operation at the time of starting, which cannot be obtained by the conventional turbocharged supercharged engine, is achieved. Sufficient air volume is obtained with a relatively simple system.

[0008]

Embodiments of the present invention will be described below with reference to FIGS.

In FIG. 1, a turbine 1a of a turbocharger 1 is connected to an exhaust manifold 15 of an engine, and a compressor driven by this turbine sucks in air from an air intake port (not shown) and intakes air through an air cleaner 16. It is compressed and connected to the intake manifold 10 via the intake pipe 2 and a pipe line 8 connected to the intake pipe 2.

Further, the intake pipe 2 is provided with a bypass pipe 6 at a branch point 17, and the bypass pipe 6 is sequentially provided with a surplus boost pressure when the solenoid valve 3 and the engine are rotating at a high speed. A pressure accumulating tank 4 for temporarily storing and a regulator valve 5 for taking out the temporarily stored supercharging pressure while adjusting the pressure during low rotation such as starting acceleration are interposed.

A directional control valve 7 is provided at the confluence of the intake pipe 2 and the bypass pipe 6 so as to be connected to the pipe line 8, and is arranged in the pressure accumulator tank, the intake pipe 2 before the branch point 17, and the pipe. Pressure sensors 11, 12, 13 are provided in the passage 8. Further, the solenoid valve 3, the regulator valve 5, the direction switching valve based on the input information from the engine rotation sensor 18 that detects the engine rotation speed, the vehicle speed sensor 19 that detects the vehicle speed, the accelerator sensor 20, and the pressure sensors 11, 12, and 13. A control unit 9 for controlling the opening / closing of 7, the flow rate, and the switching of the direction is provided.

Next, the flow chart of FIG. 4 and the characteristic diagram of the supercharging pressure in the tank when the supercharging pressure is filled in the accumulator tank 4 of FIG. 2 and when the pressure is taken out from the accumulator tank 4 of FIG. The control flow of supercharging will be described with reference to the characteristics diagram of supercharging pressure in the tank and duct pressure. First, starting, the engine speed N is detected by the engine speed sensor 18 in step S1. Next, in step S2, the control unit 9 determines whether or not the engine speed N is a predetermined value N0 or more. If it is not a predetermined value N0 or more, the process returns to step S1 and is a predetermined value N0 or more. In this case, the process proceeds to the next step S3, the solenoid valve 3 is opened, the regulator valve 5 is closed, and the boost pressure is stored in the accumulator tank 4. After a lapse of a fixed time t2, the tank pressure is detected by the pressure sensor (step S4), the process proceeds to step S5, and referring to FIG. 2, the control unit 9 indicates that the pressure P in the tank is a target value (for example, 80% of the maximum supercharging pressure). It is determined whether P0 is exceeded, and if P0 is not exceeded, the process returns to step S4, and P
If it exceeds 0, the process proceeds to step S6, the solenoid valve 3 is closed,
Further, in step S7, the vehicle speed sensor 19 detects the vehicle speed V, and the control unit 9 detects the vehicle speed sensor 19
It is determined whether the vehicle speed V is 0 based on the input information from (step S8), and if it is not 0, the process returns to step S7, and if it is 0 and the accelerator is ON, the directional control valve 7
Is controlled so that the accumulator tank 4 and the intake manifold 10 communicate with each other (step S9), and the control unit 9 proceeds to step S10 where the pressure detected by the pressure sensor 13 is a constant supercharging pressure PB (about 30% of P0 is appropriate. The regulator valve 5 is adjusted to open so that the pressure becomes equal to), and the process proceeds to step S11 to detect the tank pressure PT and the duct pressure PD in the pipeline 8 after t4 hours by the pressure sensors 11 and 12, and then to step S12. Advance control unit 9
Determines whether PT≤PD, and if PT≤PD, returns to step S10. If PT≤PD, control returns to the beginning and repeats these controls.

[0013]

According to the turbocharger intake system of the present invention, which is constructed and controlled as described above, it is possible to obtain a sufficient performance in low-speed operation such as at start-up, which cannot be obtained by the conventional turbocharged supercharged engine. The air volume is obtained by a relatively simple system.

Therefore, particularly at low speed acceleration at the time of starting and the like, the performance of the conventional engine with a turbocharger is maintained even at the output at high speed.

[Brief description of drawings]

FIG. 1 is a schematic diagram of an overall configuration according to an embodiment of the present invention.

FIG. 2 is a diagram showing the relationship between the elapsed time during filling of the accumulator tank used in the present invention and the supercharging pressure (tank pressure).

FIG. 3 is a diagram showing the relationship between the elapsed time when the accumulator tank used in the present invention is opened, the tank pressure, and the upstream duct pressure.

FIG. 4 is a flowchart showing a control flow of the present invention.

[Explanation of symbols]

 1 ... Turbocharger 1a ... Turbine 1b ... Compressor 2 ... Intake pipe 3 ... Electromagnetic valve 4 ... Accumulation tank 5 ... Regulator valve 6 ... Bypass pipe 7 ... Direction switching valve 8 ... Pipe line 9 ... Control device 10 ... Intake manifold 11, 12, 13 ... Pressure sensor 15 ... Exhaust manifold 16 ... Air cleaner 18 ... Engine rotation sensor

Claims (2)

[Claims] 1. An intake system for an engine, comprising a turbocharger in which a turbine is provided in an exhaust manifold of an engine and a compressor driven by the turbine is connected to an intake manifold, and a bypass pipe is provided in a conduit from the compressor. An electromagnetic valve, an accumulator tank, and a regulator valve are connected in series to this bypass pipe, and a directional switching valve is provided at the confluence of the pipe and the bypass pipe, and the downstream side of the directional switching valve is connected via the pipe. A pressure sensor that is connected to the intake manifold and that detects the tank pressure in the accumulator tank and the pressure on the compressor side with respect to the confluence point of the bypass line with the bypass line and the pressure on the downstream side line of the directional control valve. And a control device for controlling the solenoid valve, the regulator valve, or the directional control valve 7 based on signals from these pressure sensors. An intake control device for an engine equipped with a turbocharger characterized by 2. The control device opens the solenoid valve and closes the regulator valve when the engine speed is equal to or higher than a certain level, stores the intake air compressed by the compressor in the accumulator tank, and detects the tank pressure after a certain period of time. If the pressure is equal to or higher than the target pressure, the solenoid valve is closed, and then it is determined whether or not the vehicle has once stopped.If the vehicle has stopped, the directional control valve is controlled so that the accumulator tank and the intake manifold communicate with each other, and the regulator valve Is adjusted to the target pressure, the tank pressure is compared with the duct pressure before bypass bypass after a certain period of time, and if the tank pressure becomes higher than the duct pressure, the regulator valve is set to the target pressure again. 2. The intake control device according to claim 1, which has a function of adjusting the opening so as to control the intake air so as to return to the initial state when the tank pressure becomes lower than the duct pressure. An intake control device for an engine equipped with a turbocharger.