JPH10252488A - Boost pressure controller for engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve boost pressure control accuracy by freely changing a boost pressure set data. SOLUTION: This supercharger controller is equipped with a boost pressure setting part 33 in which a boost pressure set data showing relation between the operational property of an engine and/or a vehicle and a boost pressure set value, is previously set. In this case, at least a part of the data of the operational property of the engine and/or the vehicle composing the boost pressure set data or the data of the boost pressure set value can be optionally set and changed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a supercharging pressure control device for a supercharged engine.

[0002]

2. Description of the Related Art An engine with a supercharger includes a turbine provided on an exhaust passage and driven by exhaust gas, and a compressor provided coaxially with the turbine on an intake passage and supercharging intake air. An exhaust bypass valve that opens and closes an exhaust bypass passage that communicates with the exhaust gas upstream of the turbine in the passage, and an actuator that drives the exhaust bypass valve are provided. And in this supercharged engine, a control parameter input unit for inputting an operation state quantity of the engine;
A supercharging pressure setting unit in which supercharging pressure setting data indicating a relationship between an operating state amount of the engine and a supercharging pressure setting value is set in advance, and an input value of a control parameter input unit and a supercharging pressure setting unit And an actuator control unit for controlling an actuator based on the calculation result based on the supercharging pressure setting data. No. 90621).

At this time, in the prior art, the throttle opening and the engine speed are used as the engine operation state quantities input to the control parameter input section for supercharging pressure control. The supercharging pressure setting unit calculates the supercharging pressure set value based on the supercharging pressure setting data including the three-dimensional map including the throttle opening, the engine speed, and the supercharging pressure set value. I have. Further, the actuator control section obtains a deviation of the measured supercharging pressure of the engine from the supercharging pressure set value, and controls the actuator such that the deviation becomes zero.

[0004]

However, the prior art has the following problems. The supercharging pressure setting data (throttle opening, engine speed, and supercharging pressure set value) set in the supercharging pressure setting section are fixed, and individual differences of the engine or the supercharger and each user It cannot be changed to be optimal for different driving styles.

The actuator control section has a control target of making the deviation of the measured supercharging pressure from the supercharging pressure set value zero, and does not have a control amount target value of the actuator itself. Therefore, there is an inevitable delay in controlling the supercharging pressure by controlling the actuator.

[0006] Since the actual measured supercharging pressure is collected at regular time intervals by the actuator control unit, the influence of the pulsation can be reduced even in the same operating condition of the engine (throttle opening, engine speed, etc.). As a result, it may not be possible to collect a stable actual measured value of the supercharging pressure without the influence of the pulsation, which may impair the control accuracy.

An object of the present invention is to make it possible to freely change the supercharging pressure setting data and to improve the supercharging pressure control accuracy.

[0008]

According to a first aspect of the present invention, there is provided a turbine provided on an exhaust passage and driven by exhaust gas, and a turbocharger provided coaxially with the turbine on an intake passage. An exhaust bypass valve that opens and closes an exhaust bypass passage that communicates with the exhaust passage upstream of the turbine in the exhaust passage, and an actuator that drives the exhaust bypass valve. A control parameter input unit for inputting
A supercharging pressure setting unit in which supercharging pressure setting data indicating a relationship between the operating state quantity of the engine and / or the vehicle and the supercharging pressure set value is set in advance, and an input value of a control parameter input unit;
An actuator control unit that calculates a supercharging pressure set value corresponding to an operating state of the engine and / or the vehicle based on the supercharging pressure setting data of the supercharging pressure setting unit, and controls the actuator based on the calculation result. In the supercharging pressure control device for an engine, at least part of the data of the operating state quantity of the engine and / or the vehicle and the data of the supercharging pressure set value constituting the supercharging pressure setting data are arbitrarily set. It is designed to be interchangeable.

According to a second aspect of the present invention, in the first aspect of the present invention, the actuator control unit further includes at least a first control amount of the actuator for each operating state of the engine and / or the vehicle. And the first measured supercharging pressure at that time, and the second controlled variable of the actuator and the measured second supercharging pressure at that time, determine the correlation between the controlled variable of the actuator and the supercharging pressure. A control amount expected value of the actuator corresponding to the supercharging pressure set value calculated in advance and calculated from the supercharging pressure setting data corresponding to the operating state of the engine and / or the vehicle is calculated based on the correlation, The control amount of the actuator is controlled based on the calculation result.

According to a third aspect of the present invention, in addition to the second aspect of the present invention, the actuator control section further comprises a supercharging pressure setting value constituting supercharging pressure setting data of a supercharging pressure setting section. When the respective control amount expected values of the actuator are calculated, the difference between the control amount expected value and the supercharging pressure set value is calculated as the offset control amount, and the difference is calculated in accordance with the operating state of the engine and / or the vehicle. A value obtained by subtracting the offset control amount from the supercharging pressure set value calculated from the supercharging pressure setting data is calculated as a correction control amount of the actuator, and the control amount of the actuator is controlled based on the calculation result. It is.

According to a fourth aspect of the present invention, in addition to the second aspect of the present invention, the actuator control section further comprises a supercharging pressure setting value constituting supercharging pressure setting data of a supercharging pressure setting section. When the measured supercharging pressure does not match the corresponding supercharging pressure set value due to the influence of the operation state of the engine and / or the vehicle under the actuator control state based on the predicted value of each control amount of the actuator corresponding to the actual supercharging, The actual control amount of the actuator is changed and controlled so that the pressure matches the supercharging pressure set value. The difference between the actual control amount after the change and the supercharging pressure set value is calculated as an offset control amount, and the engine and / or Alternatively, a value obtained by subtracting the offset control amount from the supercharging pressure set value calculated from the supercharging pressure setting data in accordance with the driving state of the vehicle is calculated as a correction control amount of the actuator. It is obtained so as to control the control amount of the actuator based on.

According to a fifth aspect of the present invention, in the third or fourth aspect of the present invention, the actuator control section further controls the actuator in accordance with the operating state of the engine and / or the vehicle. In the process of increasing the boost pressure to the boost pressure setting value calculated from the boost pressure setting data, a value obtained by subtracting the offset control amount from the boost pressure rising value is calculated as a startup control amount of the actuator. The control amount of the actuator is controlled based on the calculation result.

[0013] The present invention described in claim 6 provides the invention according to claims 2 to 5.
In the present invention described in any one of the above, further, the control amount of the actuator and the measured supercharging pressure value in each operating state of the engine and / or the vehicle used in the actuator control unit may be used as an engine rotation reference signal. They are collected in synchronization.

According to the first aspect of the present invention,
Has the effect of The supercharging pressure setting data (for example, throttle opening, engine speed, vehicle speed, and supercharging pressure set value) set by the supercharging pressure setting unit can be arbitrarily changed. Therefore, the supercharging pressure setting data can be changed so as to be optimal according to the individual difference of the engine or the supercharger or the driving style that differs for each user.

By controlling the supercharging pressure by taking in the vehicle speed signal as the vehicle operation state quantity, when the vehicle starts accelerating or when the road surface conditions change, tire idling caused by excessive accelerator operation, etc. , And stable running of the vehicle can be performed.

According to the second aspect of the present invention,
Has the effect of When controlling the supercharging pressure by controlling the actuator by the actuator control unit, it is possible to have a predicted value of the control amount of the actuator itself, thereby quickly contributing to the control by the actuator control unit.

That is, for example, in a swing valve type actuator that raises the supercharging pressure by driving the exhaust bypass valve in the closing direction by reducing the control pressure of the actuator, the control pressure of the actuator is increased when the supercharging pressure is increased. It exhibits a linear function or a linear function falling to the right. On the other hand, in a poppet valve type actuator in which the boost pressure is increased by driving the exhaust bypass valve in the closing direction by increasing the control pressure of the actuator, when the boost pressure is to be increased, the control pressure of the actuator is 1 Shows a quadratic function or a multidimensional function. Therefore, if a correlation function such as the above-mentioned linear function or multi-dimensional function is obtained for each operating state of the engine and / or the vehicle (throttle opening, engine speed, vehicle speed, etc.), the operating state can be obtained in that operating state. The control amount (expected value) of the actuator to be controlled to realize a certain supercharging pressure set value can be predicted according to the correlation function.

The amount of control of the actuator is caused by a change in exhaust pressure in an exhaust pipe acting on an exhaust bypass valve driven by the actuator, or a change in hardness of the spring or rubber itself of the actuator due to heat. It constantly changes due to various factors such as a change in a set load of a spring of an actuator for driving the exhaust bypass valve in the closing direction.

Therefore, even in the above situation, in order to increase the control accuracy of the supercharging pressure by the supercharging pressure control device, the correlation function between the supercharging pressure and the control pressure of the actuator must be higher than the second order. It shall be treated as a multi-order function. That is, the actuator control unit collects the measured values of the actuator control amount and the actual measured value of the supercharging pressure at at least three or more points, thereby conforming to the actual operating state amounts of the engine and the vehicle. An accurate control amount (expected value) of the actuator can be predicted, and the control accuracy of the supercharging pressure can be improved.

According to the third aspect of the present invention, the following operations are provided. When controlling the supercharging pressure by controlling the actuator by the actuator control unit, a correction control amount of the actuator is calculated, and it is possible to quickly contribute to the control by the actuator control unit.

According to the present invention, there is provided the following operation. When the booster pressure is controlled by controlling the actuator using the above-described control amount expected value by the actuator control unit, it is possible to use the correction control amount of the actuator (a value obtained by subtracting the offset control amount from the boost pressure set value). The control accuracy of the actuator control unit can be improved.

According to the fifth aspect of the present invention, the following operations are provided. In the process of increasing the boost pressure to the set value under the control of the actuator control unit, if the value obtained by subtracting the offset control amount from the boost pressure rise value is used as the actuator startup control amount, In order to minimize the actuator operation delay due to pressure rise change, it is possible to start appropriate control of the actuator before the actual boost pressure reaches the set value, improving the control accuracy of the actuator control unit it can.

According to the sixth aspect of the present invention, the following operations are provided. The control amount of the actuator and the measured value of the supercharging pressure at that time are sampled in synchronization with the engine rotation reference signal. For this reason, it is possible to collect stable data without the influence of pulsation during the same stroke of the engine, and it is possible to improve the control accuracy of the actuator control unit.

[0024]

FIG. 1 is a schematic view showing an engine with a supercharger, FIGS. 2 to 10 illustrate a supercharging pressure control device according to a first embodiment, and FIG. FIG. 3 is a schematic diagram showing a three-dimensional map of a boost pressure setting unit, FIG. 4 is a correlation diagram between an actuator control pressure calculated by an actuator control unit and a boost pressure, and FIG. 5 is an actuator. Offset control state diagram of the supercharging pressure by the control unit,
6 is a diagram showing an offset control amount calculated by the actuator control unit, FIG. 7 is a flowchart showing a correlation calculation procedure by the actuator control unit, and FIG. 8 is a flowchart showing a supercharging pressure control procedure by the actuator control unit. 9 is a flowchart showing a boost pressure offset control procedure by the actuator control unit, FIG. 10 is a flowchart showing a pressure data sampling procedure, and FIGS. 11 to 19 are diagrams for explaining a boost pressure control device according to the second embodiment. FIG. 11 is a block diagram illustrating a supercharging pressure control device, FIG. 12 is a schematic diagram illustrating a three-dimensional map of a supercharging pressure setting unit, and FIG. 13 is a diagram illustrating a relationship between an actuator control unit and a supercharging pressure calculated by the actuator control unit. FIG. 14 is a diagram showing a state of offset control of the supercharging pressure by the actuator control unit, and FIG. 15 is a line showing an offset control amount calculated by the actuator control unit. , The flow diagram 16 illustrating the correlation calculation procedure by the actuator control unit, the flow diagram 17 showing the control procedure of the supercharging pressure by the actuator control unit,
FIG. 18 is a flowchart showing a procedure for controlling the supercharging pressure offset by the actuator control unit, and FIG. 19 is a flowchart showing a pressure data sampling unit.

As shown in FIG. 1, a supercharged engine 10 is provided on an exhaust passage 11 and driven by exhaust gas, and is provided on an intake passage 13 coaxially with the turbine 12 to supply intake air. And a supercharging compressor 14. That is, dust and the like are removed from the air taken into the engine 10 by an air cleaner device 15, an intake air amount is calculated by an air flow meter 16 provided on an intake passage 13, and then a compressor provided coaxially with the turbine 12. 14 to increase the efficiency of charging the intake air. A throttle valve 17 and a surge tank 18 for adjusting the amount of intake air taken into the engine 10 are provided on an intake passage downstream of the compressor 14, and are burned in a combustion chamber by opening and closing the intake valve 19. Exhaust gas generated in the combustion chamber is released to the exhaust passage 11 by opening and closing the exhaust valve 20,
The turbine 12 provided on the top 1 is rotated, and is discharged to the atmosphere via a silencer (not shown).

The supercharged engine 10 includes an exhaust bypass valve 22 that opens and closes an exhaust bypass passage 21 that communicates upstream of the turbine 12 in the exhaust passage 11 with exhaust gas.
An actuator 23 for driving the exhaust bypass valve 22. That is, the opening and closing of the exhaust bypass valve 22 is controlled by the operation of the actuator 23.
By the opening and closing operation of 2, the flow rate of the exhaust gas bypassed to the exhaust bypass passage 21 is adjusted, and the supercharging pressure is controlled. At this time, the actuator 23 is controlled by a control amount (control pressure) applied by an actuator control unit 34 of the supercharging pressure control device 30 described later. If a swing valve is employed as the actuator 23, the control pressure of the actuator 23 is reduced to drive the exhaust bypass valve 22 in the closing direction to increase the supercharging pressure. On the other hand, when a poppet valve is employed as the actuator 23, the supercharging pressure is increased by increasing the control pressure of the actuator 23 to drive the exhaust bypass valve 22 in the closing direction.

(First Embodiment) (FIGS. 2 to 10) As shown in FIG. 2, a supercharging pressure control device 30 of a first embodiment includes a control parameter input unit 31, a pressure data storage unit 32, It is configured to include a supply pressure setting unit 33, an actuator control unit 34, and an actuator driving unit 35. Hereinafter, the configuration of each of these units will be described.

(Control Parameter Input Unit 31) The control parameter input unit 31 inputs an operation state quantity of the engine 10. Specifically, the control parameter input unit 31 is connected to the throttle opening signal from the throttle sensor 41 connected to the throttle valve 17 provided on the intake passage 13 of the engine 10 and to the crankshaft of the engine 10. An engine speed signal from the crank angle sensor 42 is input.

(Pressure Data Storage Unit 32) The pressure data storage unit 32 stores the engine 10 detected by the surge tank 18.
And the control pressure applied to the actuator 23 at that time.

(Supercharging pressure setting unit 33) Supercharging pressure setting unit 33
Is set in advance with supercharging pressure setting data indicating the relationship between the operating state quantity (throttle opening, engine speed) of the engine 10 and the supercharging pressure set value.

At this time, the supercharging pressure setting unit 33 includes at least the data of the operating state amount of the engine 10 (throttle opening and engine speed) constituting the supercharging pressure setting data and the data of the supercharging pressure setting value. Some of them can be arbitrarily changed.

Specifically, as shown in FIG. 3, the supercharging pressure setting section 33 uses a three-dimensional map having the engine speed and the throttle opening signal as axes and the supercharging pressure set value as a value. It has as setting data. This three-dimensional map is partitioned into 5 × 5 sizes as shown in FIG. 3, and each grid point has an arbitrary value (for example, engine speed: 0 to 12000r).
pm, the throttle opening can be set to any value between 0 and 5V).

The supercharging pressure setting section 33 can use only one of the throttle opening and the engine speed as a two-dimensional map. That is, when only the throttle opening is used, the engine output characteristic proportional to the throttle opening can be set by setting the supercharging pressure set value to increase as the throttle opening increases.
Conversely, if only the engine speed is used, the boost pressure set value may be set to decrease as the engine speed increases, which may help protect the engine.

(Actuator control unit 34) The actuator control unit 34 includes input values (throttle opening signal and engine speed signal) of the control parameter input unit 31 and supercharging pressure setting data (3) of the supercharging pressure setting unit 33. Based on the (dimensional map), a supercharging pressure set value corresponding to the operating state of the engine 10 is calculated, and based on the calculation result, the actuator driving unit 35 is controlled, and thus the actuator 23 is controlled.

(Actuator Driving Unit 35) The actuator driving unit 35 drives the actuator 23, and is roughly classified into a mechanical electric type. The electric type is a solenoid type and a stepping type. It is divided into motor type.

Hereinafter, the calculation function of the actuator control section 34 will be described. (A) Predicted control pressure calculation function of actuator 23 (FIG. 4) The actuator control unit 34 controls the operation state of the engine 10 (throttle opening, engine speed) (lattice points of the three-dimensional map) in FIG. As shown in FIG.
First control pressure _Pa1 and the first supercharged pressure measured value P at that time
_b1, and based on the second control pressure P _a2 of the actuator 23 and the second boost pressure actual value P _b2 of the time correlation (control of the control pressure P _a supercharging pressure P _b of the actuator 23 ) Is determined in advance, for example, as a linear function in FIG.

Then, in the actuator control section 34,
The supercharging pressure set value P calculated from the supercharging pressure setting data of the supercharging pressure setting unit 33 corresponding to each operating state of the engine 10 (throttle opening, engine speed) (lattice point of the three-dimensional map). The control pressure expected value P _ai of the actuator 23 corresponding to _bs is calculated based on the linear function. The actuator control unit 34 controls the actuator 23 based on the predicted control pressure value P _ai .

(B-1) Correction Control Pressure Calculation Function of Actuator 23 (FIG. 5) (Part 1) The actuator control section 34 controls the supercharging pressures constituting the supercharging pressure setting data of the supercharging pressure setting section 33. The control value expected value P _ai of the actuator 23 corresponding to the set value is
When the calculation is made in (A), the difference between the control pressure expected value P _ai and the supercharging pressure set value P _bs is calculated as the offset control amount P _of .

Then, in the actuator control section 34,
The supercharging pressure set value P _bs calculated from the supercharging pressure setting data of the supercharging pressure setting unit 33 corresponding to the operating state of the engine 10 (throttle opening, engine speed) (lattice points of the three-dimensional map). the minus the offset control amount P _of the computed as the correction control quantity P _aa actuator 23. The actuator control unit 34 _{calculates the} correction control amount P _aa
To control the actuator 23 based on the

(B-2) Correction Control Pressure Calculation Function of Actuator 23 (FIG. 6) (No. 2) The actuator control section 34 sets the respective boost pressures constituting the boost pressure setting data of the boost pressure setting section 33. Under the control state of the actuator 23 according to the control amount expected value P _ai of the actuator 23 corresponding to the value, due to the influence of the operation state of the engine 10, for example, due to the excessive opening of the exhaust bypass valve 22 due to the influence of the exhaust pressure, the actual measurement is excessive. when Kyu圧P _br does not reach the corresponding boost pressure setpoint P _bs, change the actual control quantity P _ar actuator 23 so that the actual supercharge pressure P _br matches its supercharging pressure set P _bs controlled, the actual control quantity P _ar supercharging pressure setpoint offset control quantity P _of the the P _bs after the change
Is calculated as

Then, in the actuator control section 34,
The supercharging pressure set value P _bs calculated from the supercharging pressure setting data of the supercharging pressure setting unit 33 corresponding to the operating state of the engine 10 (throttle opening, engine speed) (lattice points of the three-dimensional map). the minus the offset control amount P _of the computed as the correction control pressure P _aa actuator 23. The actuator control unit 34 _{calculates the} correction control pressure P _aa
To control the actuator 23 based on the

(B-3) Correction Control Pressure Calculation Function of Actuator 23 (FIG. 6) (Part 3) The actuator control unit 34 controls the operation of the engine 10, for example, the exhaust bypass valve 22 due to the effect of exhaust pressure.
Excessive of when the actual supercharging pressure P _br not reach the corresponding boost pressure setpoint P _bs by the opening, the supercharging pressure actual value P _br and above
The difference between the control pressure expected value P _ai computed with computed as an offset initial amount P _of1 at (A), the actuator 23 so that the actual supercharge pressure P _br matches its supercharging pressure set P _bs in fact the control amount P _ar change control, calculates a difference between the supercharging pressure setpoint P _bs actual control pressure P _ar as the offset control quantity P _of2 of.

[0043] Then, the actuator control unit 34, the ratio of the actual control quantity P _ar control pressure expected value P _ai and the actuator is calculated as an offset ratio OF, the operating state of the engine 10 (throttle opening degree, engine rotational speed) ( The control pressure predicted value P _ai of the actuator 23 corresponding to the supercharging pressure set value calculated from the supercharging pressure setting data of the supercharging pressure setting unit 33 corresponding to the grid point of the three-dimensional map) is represented by (A). And the calculated expected control pressure value P _ai multiplied by the above-mentioned offset ratio OF is used as the correction control amount P
Calculate as _aa . The actuator control section 34 controls the actuator 23 based on the correction control amount _Paa .

(C) Function for Calculating Start-up Control Pressure of Actuator 23 (FIG. 5) The actuator control unit 34 corresponds to the operating state of the engine 10 (throttle opening, engine speed) (lattice points of a three-dimensional map). controls the actuator 23 Te, at will boost pressure rises until the supercharging pressure set value P _bs computed from supercharging pressure setting data of the supercharging pressure setting unit 33 processes, supercharging圧立increased value P from _bx, computed as startup control pressure P _ax of the (B-1) ~ (B -3) the offset control amount P _of the minus the (P _of2) actuator 23 calculated in.
The actuator control unit 34 controls the actuator 23 based on the start-up control pressure _Pax .

In the boost pressure control device 30, the pressure data stored in the pressure data storage unit 32 is stored in the actuator control unit 3.
Each operating condition of the engine used in the 4 (throttle opening degree, engine rotational speed) is taken timing of the supercharging pressure actual value P _b of the control pressure P _a and the time of the actuator 23 in the (three-dimensional lattice point of the map) , (A) synchronous with the rotation reference signal of the engine 10, or (b) a fixed time interval.

Next, the control operation of the supercharging pressure control device 30 will be described. (Procedure for Calculating Control Characteristics of Actuator 23) (FIG. 7) The engine 10 performs various operating states (throttle opening, engine speed) based on the function (FIG. 4) for calculating the expected control pressure of the actuator 23 described above (A). For each of the (grid points of the three-dimensional map), the actuator 23
Using the relationship between the control pressure P _a supercharging pressure P _b of (control characteristic).

(1) The first supercharged pressure actually measured value _Pb1 and the first control pressure _Pa1 applied to the actuator 23 at that time when the actuator 23 is operated and stabilized (when the throttle opening is fully opened) Is stored in the pressure data storage unit 32.

(2) When the exhaust bypass valve 22 is a swing valve, the second control value obtained by subtracting a constant pressure from the first control pressure _Pa1 .
_Is stored in the pressure data storage unit 32. The control pressure _Pa2 and the actual measured supercharging pressure value _Pb2 (second measured actual supercharging pressure) are stored in the pressure data storage unit 32.

[0049] (3) when the exhaust bypass valve 22 is of the poppet valve, the first control pressure P _a1 to the second control pressure P _a2 obtained by adding a constant pressure supercharging pressure measured value at that time P _b2 (second (The measured supercharging pressure) is stored in the pressure data storage unit 32.

(4) In the actuator control unit 34,
The first control pressure _Pa1 and the first supercharged pressure measured value _{Pb1 of} (1) above.
And a second point B defined by the second control pressure _Pa2 and the second measured supercharging pressure value _{Pb2 in} (2) or (3) above. Find a linear function. This linear function is
In the operating state of the engine 10, it is used as a correlation function of the control pressure P _a supercharging pressure P _b of the actuator 23.

(Control Procedure of Actuator 23) (FIGS. 8 and 9) The engine 10 has the function (FIG. 4) of calculating the expected control pressure of the actuator 23 (FIG. 4A) and the functions (B-1) to (B) described above. -3) Correction control pressure calculation function of actuator 23 (FIGS. 5 and 6)
The boost pressure setting value P in each operating state (throttle opening, engine speed) (lattice point of the three-dimensional map) is calculated by the start-up control pressure calculation function (FIG. 5) of the actuator 23 described above (C). _bs and the corresponding target control pressure (correction control pressure _Paa , start-up control pressure _Pax ) of the actuator 23 are determined, and the actuator 23 is controlled by the correction control pressure _Paa and the start-up control pressure _Pax .

(1) The throttle opening and the engine speed are input to the control parameter input unit 31 as the operating state quantities of the engine 10.

(2) The actuator control unit 34
Based on the input value (throttle opening, engine speed) of the control parameter input unit 31 of (1) and the supercharging pressure setting data (three-dimensional map) of the supercharging pressure setting unit 33, it corresponds to the operating state of the engine 10. The supercharging pressure set value _Pbs is calculated.

[0054] (3) the actuator control unit 34, in the operating state of the engine 10, previously determined Aru using a linear function of the above with a correlation function of the control pressure P _a supercharging pressure P _b of the actuator 23, the (2) Supercharging pressure set value P _bs
Is calculated.

(4) The actuator control unit 34 determines whether or not (B)
-1) to (B-3), the offset control amount P _of (P _of2 ) corresponding to the operating state of the engine 10 (throttle opening, engine speed) (lattice point of the three-dimensional map).
Ask for.

(5) The actuator control unit 34
The (C), in the course of the supercharging pressure setpoint P _bs until supercharging pressure which is calculated from the supercharging pressure setting data of the supercharging pressure setting unit 33 raised, the from supercharged圧立raised value P _bx ( 4) The value _obtained by subtracting the offset control amount P _of (P _of2 ) from
_Is calculated as the start-up control pressure _Pax . The actuator control unit 34 controls the actuator 23 based on the start-up control pressure _Pax .

(6) The actuator control section 34 determines that the start-up control pressure _Pax of the actuator 23 is equal to the above (B-1) to (B-3).
It reaches the correct control pressure P _aa determined by either until the boost pressure of the engine 10 reaches the supercharging pressure setpoint P _bs, above
Continue with (5).

The above (1) to (6), and particularly the supercharging pressure rising control operation of (5) will be described in detail as follows. That is, generally speaking, there is a time delay between the time when the pressure is applied to the actuator and the time when the actuator operates and the time when the actual boost pressure changes after the actuator starts operating. Therefore, if the control of the actuator pressure is started when the supercharging pressure reaches the set supercharging pressure, the actual supercharging pressure becomes larger than the set supercharging pressure and then returns to the set supercharging pressure. This causes the phenomenon of shooting.

Conversely, if the control pressure is continuously applied to the actuator before the boost pressure rises, the above-mentioned overshoot symptom does not occur, but the actual boost pressure rise speed is reduced because the actuator is constantly operated. It gets dull.

Therefore, in the present apparatus, as shown by the dotted arrow in FIG. 5, the set supercharging pressure and the differential pressure between the actuator pressures for controlling the set supercharging pressure are calculated in advance, and the actual supercharging pressure is calculated. Control is performed such that the difference between the actuator control pressures is constantly equal to the differential pressure. By performing the control in this manner, since the pressure is applied to the actuator before reaching the set supercharging pressure, the operation delay of the actuator can be suppressed. Further, since the actuator starts operating before reaching the set supercharging pressure, a delay until the supercharging pressure actually changes can be suppressed. Furthermore,
As can be seen from FIG. 5, since the actuator control pressure is low at the time of the start of supercharging and the actuator is not considered to be operating sufficiently, compared to the case where the control pressure is continuously applied to the actuator before the boost pressure increases. As a result, the actual boost pressure increasing speed increases.

(Sampling Procedure of Pressure Data Collected in Pressure Data Storage Unit 32) (FIG. 10) Each operation state (throttle opening, engine speed) of the engine 10 collected for use by the actuator control unit 34 ( Actuator 2 at grid point of 3D map)
3 of the control pressure P _a and the sampling timing of the supercharging pressure actual value P _b at that time with any of the following (1) or (2).

(1) Sampling is performed in synchronization with the rotation reference signal of the engine 10.

(2) Collect at regular time intervals.

(3) The pressure data collected in the above (1) or (2) is stored.

Therefore, according to the present embodiment, the following operations are provided. The supercharging pressure setting data (for example, throttle opening, engine speed, and supercharging pressure set value) set by the supercharging pressure setting unit 33 can be arbitrarily changed. Therefore, the supercharging pressure setting data can be changed so as to be optimal according to the individual difference of the engine or the supercharger or the driving style that differs for each user.

When controlling the supercharging pressure by controlling the actuator 23 by the actuator control unit 34, the control amount expected value of the actuator 23 itself can be obtained, and the control by the actuator control unit 34 can be quickly contributed.

That is, for example, by reducing the control pressure of the actuator 23, the exhaust valve 22 is driven in the closing direction to increase the supercharging pressure.
In 3, when increasing the supercharging pressure, the control pressure of the actuator 23 exhibits a linear function falling to the right. On the other hand, in the poppet valve type actuator 23 that increases the supercharging pressure by driving the exhaust bypass valve 22 in the closing direction by increasing the control pressure of the actuator 23, the control pressure of the actuator 23 is increased when the supercharging pressure is to be increased. It exhibits a linear function that rises to the right. Therefore, if a correlation function such as the above-described linear function is obtained for each operating state (throttle opening, engine speed) of the engine 10, a set supercharging pressure value in that operating state is realized. The control amount (predicted value) of the actuator 23 to be controlled in the above manner can be predicted according to the correlation function.

When controlling the supercharging pressure by controlling the actuator 23 by the actuator control unit 34, a correction control amount of the actuator 23 is calculated, which can quickly contribute to the control by the actuator control unit 34.

When the actuator control unit 34 controls the supercharging pressure by controlling the actuator 23 using the above-mentioned estimated control amount, the influence of the operation state of the engine 10 (excessive operation of the exhaust bypass valve 22 due to the influence of the exhaust pressure) is obtained. (A difference between the supercharging pressure set value and the offset control amount) except for the correction control amount of the actuator 23 except for the opening of the actuator, and the control accuracy of the actuator control unit 34 can be improved.

In the process of raising the supercharging pressure to the set value under the control of the actuator control section 34, a value obtained by subtracting the offset control amount from the supercharging pressure rising value is used as the rising control amount of the actuator 23. Then, appropriate control of the actuator 23 can be started before the actual supercharging pressure reaches the set value so that the operation delay of the actuator 23 due to the rising change of the supercharging pressure can be avoided as much as possible. The control accuracy of the control unit 34 can be improved.

The control amount of the actuator 23 collected by the actuator control section 34 and the measured supercharging pressure at that time are sampled in synchronization with the rotation reference signal of the engine 10.
Therefore, stable data that does not include the influence of pulsation can be collected in the same stroke of the engine 10, and the control accuracy of the actuator control unit 34 can be improved.

(Second Embodiment) (FIGS. 11 to 19) As shown in FIG. 11, a supercharging pressure control device 30 according to a second embodiment has a control parameter input unit 31 and a pressure data storage unit 3.
2, the supercharging pressure setting unit 33, and the actuator control unit 34
And an actuator driving unit 35.
Hereinafter, the configuration of each of these units will be described.

(Control Parameter Input Unit 31) The control parameter input unit 31 inputs the operation state quantities of the engine 10 and the vehicle. Specifically, the control parameter input unit 31
Is a throttle opening signal from a throttle sensor 41 connected to a throttle valve 17 provided on the intake passage 13 of the engine 10, and an engine rotation from a crank angle sensor 42 connected to a crankshaft of the engine 10. A number signal and a vehicle speed signal from a vehicle speed sensor (not shown) are input.

(Pressure Data Storage Unit 32) The pressure data storage unit 32 stores the engine 10
And the control pressure applied to the actuator 23 at that time.

(Supercharging pressure setting unit 33) Supercharging pressure setting unit 33
Is set in advance with supercharging pressure setting data indicating the relationship between the operating state quantities of the engine 10 and the vehicle (throttle opening, engine speed, vehicle speed) and the supercharging pressure set value.

At this time, the supercharging pressure setting unit 33 includes data on the operating state quantities of the engine 10 and the vehicle (throttle opening, engine speed, vehicle speed) which constitute the supercharging pressure setting data.
And at least a part of the data of the supercharging pressure set value can be arbitrarily changed.

More specifically, the supercharging pressure setting section 33
As shown in the figure, a three-dimensional map having a throttle pressure signal, an engine speed, or a vehicle speed as an axis and a supercharging pressure set value as a value is provided as supercharging pressure setting data. This three-dimensional map is partitioned into 5 × 5 sizes as shown in FIG. 12, and each grid point has an arbitrary value (for example, engine speed: 0 to 12000 rpm, throttle opening 0 to 5 V, vehicle speed 10 to 5).
Any value within the range of 300km / h) can be changed.

In the boost pressure setting section 33, even if only one of the throttle opening, the engine speed and the vehicle speed is used,
It can be used as a two-dimensional map. That is, when only the throttle opening is used, the engine output characteristic proportional to the throttle opening can be set by setting the supercharging pressure set value to increase as the throttle opening increases. Conversely, if only the engine speed is used, the boost pressure set value may be set to decrease as the engine speed increases, which may help protect the engine. In addition, when only the vehicle speed is used, when the vehicle starts and accelerates or when the road surface condition changes, it is possible to prevent tire idling and the like caused by excessive accelerator operation, and to perform stable vehicle traveling. .

(Actuator control unit 34) The actuator control unit 34 controls the input values (throttle opening signal, engine speed signal, vehicle speed signal) of the control parameter input unit 31 and the supercharging pressure setting of the supercharging pressure setting unit 33. Based on the data (three-dimensional map), a supercharging pressure set value corresponding to the operating state of the engine 10 and the vehicle is calculated, and based on the calculation result, the actuator driving unit 35 is controlled, and thus the actuator 23 is controlled.

(Actuator Driving Unit 35) The actuator driving unit 35 drives the actuator 23, and is roughly classified into a mechanical electric type. The electric type is a solenoid type and a stepping type. It is divided into motor type.

Hereinafter, the calculation function of the actuator control section 34 will be described. (A) Function for calculating expected control pressure of actuator 23 (FIG. 1)
3) The actuator control unit 34 controls the operating states of the engine 10 and the vehicle (throttle opening, engine speed, vehicle speed).
As shown in FIG. 13, the first control pressure Pa1 of the actuator 23 and the first control pressure _Pa1 at that time are shown for each (grid point of the three-dimensional map).
Pressure measured value P _b1 , the second control pressure _Pa 2 of the actuator 23 and the second measured pressure P _b2 at that time, the third control pressure _Pa 3 of the actuator 23 and the based 3 of the supercharging pressure actual value P _b3, the correlation between the control pressure P _a supercharging pressure P _b of the actuator 23 (control characteristics), obtained in advance for example as a quadratic function of FIG.

Then, in the actuator control section 34,
Each operation state of the engine 10 and the vehicle (throttle opening,
The control pressure of the actuator 23 corresponding to the supercharging pressure set value P _bs calculated from the supercharging pressure setting data of the supercharging pressure setting unit 33 corresponding to the engine speed, vehicle speed) (grid points of the three-dimensional map). The expected value P _ai is calculated based on the quadratic function. The actuator control unit 34 controls the actuator 23 based on the predicted control pressure value P _ai .

(B-1) Correction Control Pressure Calculation Function of Actuator 23 (FIG. 14) (Part 1) The actuator control section 34 controls the supercharging pressures constituting the supercharging pressure setting data of the supercharging pressure setting section 33. The control value expected value P _ai of the actuator 23 corresponding to the set value is
When the calculation is made in (A), the difference between the control pressure expected value P _ai and the supercharging pressure set value P _bs is calculated as the offset control amount P _of .

Then, in the actuator control section 34,
The supercharging pressure calculated from the supercharging pressure setting data of the supercharging pressure setting unit 33 corresponding to the operating state (throttle opening, engine speed, vehicle speed) of the engine 10 and the vehicle (grid points of the three-dimensional map). From the set value P _bs , the offset control amount P
correction control amount P _aa of the minus the _of actuator 23
Is calculated as The actuator control section 34 controls the actuator 23 based on the correction control amount _Paa .

(B-2) Correction Control Pressure Calculation Function of Actuator 23 (FIG. 15) (No. 2) The actuator control unit 34 sets the respective boost pressures constituting the boost pressure setting data of the boost pressure setting unit 33. Under the control state of the actuator 23 according to the control amount expected value P _ai of the actuator 23 corresponding to the value, due to the influence of the operation state of the engine 10, for example, due to the excessive opening of the exhaust bypass valve 22 due to the influence of the exhaust pressure, the actual measurement is when Kyu圧P _br does not reach the corresponding boost pressure setpoint P _bs, change the actual control quantity P _ar actuator 23 so that the actual supercharge pressure P _br matches its supercharging pressure set P _bs controlled, the actual control quantity P _ar supercharging pressure setpoint offset control quantity P _of the the P _bs after the change
Is calculated as

Then, in the actuator control section 34,
The supercharging pressure calculated from the supercharging pressure setting data of the supercharging pressure setting unit 33 corresponding to the operating state (throttle opening, engine speed, vehicle speed) of the engine 10 and the vehicle (grid points of the three-dimensional map). From the set value P _bs , the offset control amount P
correction control pressure P _aa of the minus the _of actuator 23
Is calculated as The actuator control section 34 controls the actuator 23 based on the correction control pressure _Paa .

(B-3) Correction Control Pressure Calculation Function of Actuator 23 (FIG. 15) (Part 3) The actuator control section 34 controls the operation of the engine 10, for example, the exhaust bypass valve 22 due to the exhaust pressure.
Excessive of when the actual supercharging pressure P _br not reach the corresponding boost pressure setpoint P _bs by the opening, the supercharging pressure actual value P _br and above
The difference between the control pressure expected value P _ai computed with computed as an offset initial amount P _of1 at (A), the actuator 23 so that the actual supercharge pressure P _br matches its supercharging pressure set P _bs in fact the control amount P _ar change control, calculates a difference between the supercharging pressure setpoint P _bs actual control pressure P _ar as the offset control quantity P _of2 of.

[0088] Then, the actuator control unit 34, controls the actual ratio of the control quantity P _ar of pressure expected value P _ai and the actuator is calculated as an offset ratio OF, the operating state of the engine 10 and the vehicle (throttle opening, engine speed , Vehicle speed) (lattice points of the three-dimensional map), the control pressure expected value P _ai of the actuator 23 corresponding to the supercharging pressure set value calculated from the supercharging pressure setting data of the supercharging pressure setting unit 33 is calculated as described above. (A), and the calculated control pressure expected value P _ai multiplied by the offset ratio OF is used as the actuator 23.
_Is calculated as the correction control amount _Paa . The actuator control section 34 controls the actuator 23 based on the correction control amount _Paa .

(C) Function for Calculating Start-up Control Pressure of Actuator 23 (FIG. 14) The actuator control unit 34 operates the engine 10 and the vehicle (throttle opening, engine speed, vehicle speed).
Actuator 2 corresponding to (grid point of three-dimensional map)
3 in the process of increasing the supercharging pressure to the supercharging pressure set value P _bs calculated from the supercharging pressure setting data of the supercharging pressure setting unit 33, from the supercharging pressure rising value P _bx , The (B-1) ~
The offset control amount P _of calculated in (B-3) (P _of2 )
Is reduced to the start control pressure P _{ax of the} actuator 23.
Is calculated as The actuator control unit 34 controls the actuator 23 based on the start-up control pressure _Pax .

In the boost pressure control device 30, the pressure data stored in the pressure data storage unit 32 is stored in the actuator control unit 3.
Engine 10 and the driving state of the vehicle used in the 4 (throttle opening, engine speed, vehicle speed) control pressure P _a supercharging pressure actual value P at that time of the actuator 23 at (lattice points of a three-dimensional map) collecting timing _b, it is made selectable (a) synchronized with the rotation reference signal of the engine 10, or (b) a predetermined time interval, to one of the.

Next, the control operation of the supercharging pressure control device 30 will be described. (Procedure for Calculating Control Characteristics of Actuator 23) (FIG. 16) The engine 10 performs various operation states (throttle opening, engine speed, vehicle speed) (in 3-dimensional lattice point of the map) each, by the following (1) to (4), the correlation between the control pressure P _a supercharging pressure P _b of the actuator 23 seek (control characteristics).

(1) The first measured supercharging pressure _Pb1 and the first control pressure _Pa1 applied to the actuator 23 at the time when the actuator 23 is operated and stabilized (when the throttle opening is fully opened). Is stored in the pressure data storage unit 32.

(2) When the exhaust bypass valve 22 is a swing valve, the second control pressure is obtained by subtracting a constant pressure from the first control pressure _Pa1 .
Control pressure P _a2 supercharging pressure measured value P _b2 (second boost pressure actual value) at that time and the third and the control pressure P _a3 at that time that the constant pressure is subtracted from the second control pressure P _a2 of Of the actual supercharging pressure P
_b3 (third supercharged pressure measured value) is stored in the pressure data storage unit 32.

[0094] (3) when the exhaust bypass valve 22 is of the poppet valve, the first control pressure P _a1 to the second control pressure P _a2 obtained by adding a constant pressure supercharging pressure measured value at that time P _b2 (second the supercharging pressure actual value) and the second control pressure P _a2 third by adding a constant pressure from the control pressure P _a3 supercharging pressure measured value at that time P _b3 (third boost pressure actual value) Is stored in the pressure data storage unit 32.

(4) In the actuator control section 34,
The first control pressure _Pa1 and the first supercharged pressure measured value _{Pb1 of} (1) above.
A second point B defined by the second control pressure _Pa2 and the second measured supercharged pressure value _{Pb2 of} the above (2) or (3), and a third control A quadratic function connecting the point C determined by the pressure _Pa3 and the third measured supercharging pressure value _Pb3 is obtained. The quadratic function in the operating state of the engine 10 and the vehicle, is used as a correlation function of the control pressure P _a supercharging pressure P _b of the actuator 23.

(5) When the accuracy of the supercharging pressure control is continuously improved, the above-mentioned (2) to (4) are applied to the third control pressure _Pa3 and the third actually measured supercharging pressure value _Pb3 . the by repeating, it may be the control pressure P _a supercharging pressure multidimensional function of third or higher order correlations between P _b of the actuator 23.

(Control Procedure of Actuator 23) (FIG. 1)
7, FIG. 18) The engine 10 has the above-described (A) control pressure predicted value calculation function of the actuator 23 (FIG. 13) and the (B-1) to (B-3) correction control pressure calculation function of the actuator 23 described above. (FIGS. 14 and 15) and the above-mentioned (C) start-up control pressure calculation function (FIG. 14) of the actuator 23, the respective operating states (throttle opening, engine speed, vehicle speed) (grid points of the three-dimensional map) ), The supercharging pressure set value _Pbs and the corresponding target control pressures (correction control pressure _Paa , start-up control pressure _Pax ) of the actuator 23 are determined, and these correction control pressure _Paa , start-up control pressure are _calculated . The actuator 23 is controlled by _Pax .

(1) The throttle opening, the engine speed, and the vehicle speed are input to the control parameter input unit 31 as the operating state quantities of the engine 10 and the vehicle.

(2) The actuator control unit 34
From the input values (throttle opening, engine speed, vehicle speed) of the control parameter input unit 31 of (1) and the supercharging pressure setting data (three-dimensional map) of the supercharging pressure setting unit 33, the engine 10
And a supercharging pressure set value P _bs corresponding to the driving state of the vehicle.

[0100] (3) the actuator control unit 34, using the relevant operation state of the engine 10 and the vehicle, a quadratic function described above that is determined beforehand as a correlation function of the control pressure P _a supercharging pressure P _b of the actuator 23 The control pressure predicted value P _ai corresponding to the supercharging pressure set value P _bs in (2) is calculated.

(4) The actuator control unit 34 operates as described above (B
The operating state of the engine 10 and the vehicle (throttle opening, engine speed, vehicle speed) according to any of -1) to (B-3)
An offset control amount P _of (P _of2 ) corresponding to (the lattice point of the three-dimensional map) is obtained.

(5) The actuator control unit 34
The (C), in the course of the supercharging pressure setpoint P _bs until supercharging pressure which is calculated from the supercharging pressure setting data of the supercharging pressure setting unit 33 raised, the from supercharged圧立raised value P _bx ( 4) The value _obtained by subtracting the offset control amount P _of (P _of2 ) from
_Is calculated as the start-up control pressure _Pax . The actuator control unit 34 controls the actuator 23 based on the start-up control pressure _Pax .

(6) The actuator control section 34 determines that the start-up control pressure _Pax of the actuator 23 is equal to the above (B-1) to (B-3).
It reaches the correct control pressure P _aa determined by either until the boost pressure of the engine 10 reaches the supercharging pressure setpoint P _bs, above
Continue with (5).

The above-mentioned (1) to (6), and particularly the supercharging pressure rising control operation of (5) will be described in detail as follows. That is, generally speaking, there is a time delay between the time when the pressure is applied to the actuator and the time when the actuator operates and the time when the actual boost pressure changes after the actuator starts operating. Therefore, if the control of the actuator pressure is started when the supercharging pressure reaches the set supercharging pressure, the actual supercharging pressure becomes larger than the set supercharging pressure and then returns to the set supercharging pressure. This causes the phenomenon of shooting.

Conversely, if the control pressure is continuously applied to the actuator before the boost pressure rises, the above-mentioned overshoot symptom does not occur, but the actual boost pressure rise speed is reduced because the actuator is constantly operated. It gets dull.

Accordingly, in the present apparatus, as shown by the dotted arrow in FIG. 14, the preset supercharging pressure and the differential pressure between the actuator pressures for controlling to the set supercharging pressure are calculated in advance, and the actual supercharging pressure is calculated. Control is performed such that the difference between the actuator control pressures is constantly equal to the differential pressure. By performing the control in this manner, since the pressure is applied to the actuator before reaching the set supercharging pressure, the operation delay of the actuator can be suppressed. Further, since the actuator starts operating before reaching the set supercharging pressure, a delay until the supercharging pressure actually changes can be suppressed. Further, as can be seen from FIG. 14, since the actuator control pressure is low at the start of supercharging and the actuator is not considered to be operating sufficiently, the control pressure is continuously applied to the actuator before the boost pressure increases. As a result, the speed at which the actual supercharging pressure rises increases.

(Sampling Procedure of Pressure Data Collected in Pressure Data Storage Unit 32) (FIG. 19) Each operating state (throttle opening, engine speed) of the engine 10 and the vehicle collected for use by the actuator control unit 34 , the sampling timing of the supercharging pressure actual value P _b of the control pressure P _a and the time of the actuator 23 in the vehicle) (lattice points of a three-dimensional map) and any one of the following (1) or (2).

(1) Sampling is performed in synchronization with the rotation reference signal of the engine 10.

(2) Collect at regular time intervals.

(3) The pressure data collected in the above (1) or (2) is stored.

Therefore, according to the present embodiment, the following operation is provided. The supercharging pressure setting data (for example, the throttle opening, the engine speed, the vehicle speed, and the supercharging pressure set value) set by the supercharging pressure setting unit 33 can be arbitrarily changed. Therefore, the supercharging pressure setting data can be changed so as to be optimal according to the individual difference of the engine or the supercharger or the driving style that differs for each user.

By controlling the supercharging pressure by taking in the vehicle speed signal as the vehicle operation state quantity, when the vehicle starts accelerating or when the road surface conditions change, tire idling caused by excessive accelerator operation is performed. , And stable running of the vehicle can be performed.

When controlling the supercharging pressure by controlling the actuator 23 by the actuator control section 34, it is possible to have a predicted value of the control amount of the actuator 23 itself, thereby quickly contributing to the control by the actuator control section 34.

That is, for example, by reducing the control pressure of the actuator 23, the exhaust bypass valve 22 is driven in the closing direction to increase the supercharging pressure.
In 3, when increasing the supercharging pressure, the control pressure of the actuator 23 exhibits a multiplying function falling to the right. On the other hand, in the poppet valve type actuator 23 that increases the supercharging pressure by driving the exhaust bypass valve 22 in the closing direction by increasing the control pressure of the actuator 23, the control pressure of the actuator 23 is increased when the supercharging pressure is to be increased. It exhibits a multidimensional function that rises to the right. Therefore, if a correlation function such as the above-described multi-order function is obtained for each operating state (throttle opening, engine speed, vehicle speed) of the engine 10 and the vehicle, the supercharging pressure setting in that operating state is determined. The control amount (expected value) of the actuator 23 to be controlled to realize the value can be predicted according to the correlation function.

The amount of control of the actuator 23 depends on the fluctuation of the exhaust pressure in the exhaust pipe 11 acting on the exhaust bypass valve 22 driven by the actuator 23,
The spring and rubber itself are constantly affected by various factors, such as a change in the set load of the spring of the actuator 23 for driving the exhaust bypass valve 22 in the closing direction, which is caused by a change in the hardness of the spring and the rubber itself. I do.

Therefore, even in the above situation, in order to improve the control accuracy of the supercharging pressure by the supercharging pressure control device 30,
It is assumed that the correlation function between the supercharging pressure and the control pressure of the actuator 23 is handled as a second-order or higher-order function.
That is, the actuator control unit 34 obtains measured values of the actuator control amount and the actual measured supercharging pressure at a plurality of at least three or more points, so that the measured values are based on the actual operation state amounts of the engine and the vehicle. It is possible to predict an accurate control amount (expected value) of the actuator, and improve the control accuracy of the supercharging pressure.

When controlling the supercharging pressure by controlling the actuator 23 by the actuator control unit 34, a correction control amount of the actuator 23 is calculated, which can quickly contribute to the control by the actuator control unit 34.

When the supercharging pressure is controlled by controlling the actuator 23 using the predicted value of the control amount by the actuator control unit 34, the correction control amount of the actuator 23 (the offset control amount is subtracted from the supercharging pressure set value) thing)
Can be used, and the control accuracy of the actuator control unit 34 can be improved.

In the process of raising the supercharging pressure to the set value under the control of the actuator control section 34, a value obtained by subtracting the offset control amount from the supercharging pressure rising value is used as the rising control amount of the actuator 23. Then, appropriate control of the actuator 23 can be started before the actual supercharging pressure reaches the set value so that the operation delay of the actuator 23 due to the rising change of the supercharging pressure can be avoided as much as possible. The control accuracy of the control unit 34 can be improved.

The control amount of the actuator 23 collected by the actuator control section 34 and the measured value of the supercharging pressure at that time are sampled in synchronization with the rotation reference signal of the engine 10.
Therefore, stable data that does not include the influence of pulsation can be collected in the same stroke of the engine 10, and the control accuracy of the actuator control unit 34 can be improved.

The actuator control section of the present invention only needs to calculate the supercharging pressure set value corresponding to the operating state of the engine and / or the vehicle. A value may be calculated.

Although the embodiment of the present invention has been described in detail with reference to the drawings, the specific configuration of the present invention is not limited to this embodiment, and the design can be changed without departing from the scope of the present invention. The present invention is also included in the present invention. For example, in the embodiment of the present invention, the operating state quantity of the engine that constitutes the supercharging pressure setting data is not limited to the throttle opening and the engine speed. Further, the driving state quantity of the vehicle is not limited to the vehicle speed, and may be a transmission gear ratio or the like.

The control amount of the actuator is not limited to the control pressure, but may be based on another physical amount (such as a voltage).

[0124]

As described above, according to the present invention, the charging pressure setting data can be freely changed, and the charging pressure control accuracy can be improved.

[Brief description of the drawings]

FIG. 1 is a schematic view showing an engine with a supercharger.

FIG. 2 is a block diagram showing a supercharging pressure control device.

FIG. 3 is a schematic diagram illustrating a three-dimensional map of a supercharging pressure setting unit.

FIG. 4 is a correlation diagram between an actuator control pressure calculated by an actuator control unit and a supercharging pressure.

FIG. 5 is a diagram showing a state of offset control of a supercharging pressure by an actuator control unit.

FIG. 6 is a diagram illustrating an offset control amount calculated by an actuator control unit.

FIG. 7 is a flowchart illustrating a correlation calculation procedure performed by an actuator control unit.

FIG. 8 is a flowchart showing a procedure for controlling a supercharging pressure by an actuator control unit.

FIG. 9 is a flowchart showing a procedure for controlling a boost pressure offset by an actuator control unit.

FIG. 10 is a flowchart showing a procedure for collecting pressure data.

FIG. 11 is a block diagram showing a supercharging pressure control device.

FIG. 12 is a schematic diagram showing a three-dimensional map of a supercharging pressure setting unit.

FIG. 13 is a correlation diagram between the actuator control unit calculated by the actuator control unit and the supercharging pressure.

FIG. 14 is a diagram illustrating an offset control state of a supercharging pressure by an actuator control unit.

FIG. 15 is a diagram illustrating an offset control amount calculated by an actuator control unit.

FIG. 16 is a flowchart illustrating a correlation calculation procedure performed by an actuator control unit.

FIG. 17 is a flowchart showing a procedure for controlling a supercharging pressure by an actuator control unit.

FIG. 18 is a flowchart showing a procedure for controlling a boost pressure offset by an actuator control unit.

FIG. 19 is a flowchart showing pressure data sampling means.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Engine 11 Exhaust passage 12 Turbine 13 Intake passage 14 Compressor 21 Exhaust bypass passage 22 Exhaust bypass valve 23 Actuator 30 Supercharging pressure control device 31 Control parameter input unit 33 Supercharging pressure setting unit 34 Actuator control unit

Claims (6)

[Claims] 1. A turbine provided on an exhaust passage and driven by exhaust gas, and a compressor provided coaxially with the turbine on an intake passage and supercharging intake air, the exhaust gas being upstream of the turbine in the exhaust passage. An exhaust bypass valve for opening and closing the exhaust bypass passage communicated therewith, an actuator for driving the exhaust bypass valve, and a control parameter input unit for inputting an operating state quantity of the engine and / or the vehicle; and the engine and / or the vehicle A supercharging pressure setting unit in which supercharging pressure setting data indicating a relationship between the operating state quantity and the supercharging pressure set value is set in advance. Based on the supercharging pressure setting data, a supercharging pressure set value corresponding to the operating state of the engine and / or the vehicle is calculated, and an actuator for controlling the actuator based on the calculation result. In a supercharging pressure control device for an engine, comprising a tutor control unit, at least one of data of an operating state quantity of an engine and / or a vehicle and data of a supercharging pressure set value which constitute the supercharging pressure setting data. A supercharging pressure control device for an engine, wherein the setting of the section can be arbitrarily changed. 2. The actuator control unit according to claim 1, wherein at least a first control amount of the actuator, a first measured supercharging pressure value at that time, and a second control value of the actuator for each operating state of the engine and / or the vehicle. A correlation between the control amount of the actuator and the supercharging pressure is obtained in advance based on the control amount and the second actually measured supercharging pressure value, and the supercharging pressure is determined in accordance with the operating state of the engine and / or the vehicle. 2. The engine according to claim 1, wherein a control amount expected value of the actuator corresponding to the supercharging pressure set value calculated from the setting data is calculated based on the correlation, and the control amount of the actuator is controlled based on the calculation result. Supercharging pressure control device. 3. When the actuator control section calculates each control amount expected value of the actuator corresponding to each boost pressure set value constituting the boost pressure setting data of the boost pressure setting section, the control amount prediction is performed. The difference between the supercharge pressure set value and the supercharge pressure set value is calculated as an offset control amount, and the offset control amount is calculated from the supercharge pressure set value calculated from the supercharge pressure set data in accordance with the operating state of the engine and / or the vehicle. 3. The supercharging pressure control device for an engine according to claim 2, wherein a value obtained by subtracting the calculated value is calculated as a correction control amount of the actuator, and the control amount of the actuator is controlled based on a result of the calculation. 4. The engine control unit according to claim 1, wherein the actuator control unit controls an engine under an actuator control state based on each control amount expected value of the actuator corresponding to each boost pressure setting value constituting the boost pressure setting data of the boost pressure setting unit. And / or when the measured boost pressure does not match the corresponding boost pressure set value due to the influence of the driving state of the vehicle, the actual control amount of the actuator is adjusted so that the measured boost pressure matches the boost pressure set value. Controlling the change, calculating the difference between the actual control amount after the change and the supercharging pressure set value as an offset control amount, and calculating from the supercharging pressure setting data in accordance with the operating state of the engine and / or the vehicle. 3. The control amount of the actuator according to claim 2, wherein a value obtained by subtracting the offset control amount from the supercharging pressure set value is calculated as a correction control amount of the actuator, and the control amount of the actuator is controlled based on the calculation result. Engine boost pressure control device. 5. The system according to claim 1, wherein the actuator control unit controls an actuator in accordance with an operating state of an engine and / or a vehicle to increase a supercharging pressure to the supercharging pressure set value calculated from the supercharging pressure setting data. 5. The controller according to claim 3, wherein a value obtained by subtracting the offset control amount from a boost pressure rising value is calculated as a start-up control amount of the actuator, and the control amount of the actuator is controlled based on the calculation result. Engine supercharging pressure control device. 6. A control amount of an actuator and an actual measured supercharging pressure value in each operation state of an engine and / or a vehicle used in the actuator control unit are sampled in synchronization with an engine rotation reference signal. The supercharging pressure control device for an engine according to claim 2.