JPH1077856A - Control device for variable displacement turbo charger - Google Patents
Control device for variable displacement turbo chargerInfo
- Publication number
- JPH1077856A JPH1077856A JP8233804A JP23380496A JPH1077856A JP H1077856 A JPH1077856 A JP H1077856A JP 8233804 A JP8233804 A JP 8233804A JP 23380496 A JP23380496 A JP 23380496A JP H1077856 A JPH1077856 A JP H1077856A
- Authority
- JP
- Japan
- Prior art keywords
- throttle
- engine
- pressure
- control device
- movable vane
- 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.)
- Pending
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Supercharger (AREA)
- Control Of Turbines (AREA)
Abstract
Description
【0001】[0001]
【発明の属する技術分野】本発明は、可動ベーンの開閉
により可変ノズル(バリアブルノズル:VN)の開度を
変化させるタイプの可変容量ターボチャージャの制御装
置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a variable displacement turbocharger control device that changes the opening of a variable nozzle (variable nozzle: VN) by opening and closing a movable vane.
【0002】[0002]
【従来の技術】特開昭63−227926号公報に開示
されているように、可変容量ターボチャージャにおいて
は、可動ベーンはアクチュエータにより開閉され、アク
チュエータ作動室へ供給される作動圧(たとえば、コン
プレッサー出口圧など)を制御することによって可動ベ
ーンの開閉が制御される。従来、可動ベーンは、機関運
転条件(機関回転数×機関負荷)をセンサーで検知し、
その時に可動ベーンが開とされるべきか閉とされるべき
かを、予め作成し記憶しておいた、機関運転の過渡状態
が考慮されていない機関回転数×機関負荷の2次元マッ
プ(機関定常状態を対象にして作成されたマップ)に基
づいて決定し、開閉を制御されている。2. Description of the Related Art As disclosed in Japanese Patent Application Laid-Open No. 63-227926, in a variable capacity turbocharger, a movable vane is opened and closed by an actuator and an operating pressure supplied to an actuator working chamber (for example, a compressor outlet). Pressure, etc.), the opening and closing of the movable vanes is controlled. Conventionally, movable vanes detect engine operating conditions (engine speed x engine load) with sensors,
A two-dimensional map (engine speed × engine load) of whether the movable vane should be opened or closed at that time is prepared and stored in advance, and the engine rotational speed × engine load without taking into account the transient state of engine operation. Opening and closing are controlled based on a map created for a steady state.
【0003】[0003]
【発明が解決しようとする課題】しかし、従来の可変容
量ターボチャージャの可動ベーンの開閉制御は、機関の
定常運転状態では満足な制御が行われるが、機関の過渡
運転状態ではつぎの問題がある。すなわち、機関運転の
非定常状態では、定常状態基準で作成しておいた機関回
転数×機関負荷の2次元マップに基づいて可動ベーンを
開閉しても狙った開閉からずれてしまい、十分な過給圧
の上昇、加速性能が得られないという問題が生じる。た
とえば、機関の運転状態の過渡時(たとえば、機関立ち
上げ時)には、タービンの入口ガス温が定常状態に比べ
て大幅に異なり、ある機関回転数×機関負荷で、定常状
態でたとえば600℃のものが機関立ち上げ時にはたと
えば400℃にしかなっていない。その場合は、過渡時
には定常状態よりも当然に排気エネルギが減るので、タ
ービン回転数も低く、したがって過給圧も少なくなり、
加速性能が十分でない。十分な加速が得られていないに
もかかわらず、機関回転数、機関負荷がある値まで上昇
すると、可動ベーンは早めに開いてしまい、過渡時に加
速不足が生じてしまう。本発明の目的は、過渡時におい
ても十分な加速性能が得られる可変容量ターボチャージ
ャの制御装置を提供することにある。However, in the conventional open / close control of the movable vane of the variable displacement turbocharger, satisfactory control is performed in a steady operation state of the engine, but there are the following problems in a transient operation state of the engine. . That is, in the unsteady state of the engine operation, even if the movable vane is opened and closed based on the two-dimensional map of the engine speed × the engine load prepared based on the steady state, the opening and closing of the movable vane deviate from the intended opening and closing, and a sufficient excess There is a problem that the supply pressure increases and acceleration performance cannot be obtained. For example, during a transition of the operating state of the engine (for example, at the time of starting the engine), the gas temperature at the inlet of the turbine is significantly different from the steady state, and at a certain engine speed × engine load, for example, 600 ° C. in the steady state When the engine is started, the temperature is only 400 ° C., for example. In that case, the exhaust energy is naturally reduced in the transient state as compared with the steady state, so that the turbine speed is also low, and the supercharging pressure is also low,
The acceleration performance is not enough. If the engine speed and the engine load rise to a certain value even though sufficient acceleration has not been obtained, the movable vane opens earlier, resulting in insufficient acceleration during transition. An object of the present invention is to provide a control device for a variable displacement turbocharger capable of obtaining a sufficient acceleration performance even in a transient state.
【0004】[0004]
【課題を解決するための手段】上記目的を達成する本発
明は、つぎの通りである。 (1) 可動ベーンを開閉駆動するアクチュエータにか
かる印加圧力を所定時間操作して、可動ベーンの閉じ状
態を持続する。具体的には、アクチュエータの印加圧力
経路に絞りを設ける。 (2) 絞りは可動絞りとする。 (3) 可変絞りの絞り量は、機関の冷間時には温間時
に比べて大とされる。 (4) 可変絞りの絞り量は、サージング発生可能期間
には、一時的に小とされ、可動ベーンは一時的に開とさ
れる。 (5) 絞りの代わりに、作動圧源の圧力を、機関運転
過渡時に一時的に弱めてもよい。The present invention to achieve the above object is as follows. (1) The applied pressure applied to the actuator that drives the movable vane to open and close is operated for a predetermined time to keep the movable vane closed. Specifically, a throttle is provided in the pressure path applied to the actuator. (2) The diaphragm is a movable diaphragm. (3) The throttle amount of the variable throttle is larger when the engine is cold than when it is warm. (4) The throttle amount of the variable throttle is temporarily reduced during the surging possible period, and the movable vane is temporarily opened. (5) Instead of the throttle, the pressure of the working pressure source may be temporarily reduced during engine operation transition.
【0005】上記(1)〜(4)では、絞りを設けたの
で、過渡時に機関運転条件が可動ベーンを閉から開にす
る特定の条件になっても、アクチュエータへの圧力印加
が遅延され、可動ベーンが開くことが遅れる。これによ
って、過渡時、排気温が十分に上がっていない時に、可
動ベーンの閉じ状態が所定時間持続されるので、過給圧
は十分に上昇され、過渡時に十分な加速性能が得られ
る。上記(3)では、温間時よりも冷間時の方が絞り量
を大きくしてあるので、冷間時の加速性能の改善、暖機
性の向上がはかられる。ディーゼル車は一般的にガソリ
ンエンジン車に比べて排気温の立ち上がりが遅く、暖機
性が悪い。そのために、温間時に絞りによって加速性を
向上させる他に、冷間時にはその絞り量を大きくし可動
ベーンの開きを温間時よりも遅らせて、冷間時にはさら
に過給圧が上がるようにし、エンジン負荷が増大される
時間も増え、冷間時の加速性能の改善、暖機性の向上が
はかられる。上記(4)では、可動ベーンを一時的に開
(絞り量小)とするのでコンプレッサーのサージングを
回避することができる。加速後のアクセル急閉時にコン
プレッサー出口圧上昇、空気流量減少により所定期間コ
ンプレッサーのサージング現象が生じようとするが、そ
の期間可動ベーンを開にしタービンガス圧を減少させ、
タービン回転を抑え、コンプレッサー出口圧を低下さ
せ、サージングの発生が抑えられる。上記(5)では、
絞りに代えて過渡時に一時的にアクチュエータの作動圧
源の圧力を弱める(正圧の場合は正圧を低くし、負圧の
場合は負圧を弱める)ことにより、絞りと同じ作用、効
果が得られるので、そのようにしてもよい。In the above (1) to (4), since the throttle is provided, even if the engine operating condition becomes a specific condition of moving the movable vane from the closed state to the open state during the transition, the application of the pressure to the actuator is delayed, Opening of the movable vane is delayed. As a result, the closed state of the movable vane is maintained for a predetermined period of time when the exhaust gas temperature is not sufficiently increased during a transition period, so that the supercharging pressure is sufficiently increased, and sufficient acceleration performance is obtained during the transition period. In the above (3), since the throttle amount is larger in the cold state than in the warm state, the acceleration performance in the cold state and the warm-up property can be improved. Diesel vehicles generally have a slower rise in exhaust gas temperature than gasoline engine vehicles and have poor warm-up properties. Therefore, in addition to improving the acceleration performance by the throttle during warming, the amount of throttle is increased during cold and the opening of the movable vane is delayed from that during warm, so that the supercharging pressure further increases during cold, The time during which the engine load is increased also increases, so that the acceleration performance in cold weather and the warm-up property can be improved. In the above (4), since the movable vane is temporarily opened (the throttle amount is small), surging of the compressor can be avoided. At the time of sudden closing of the accelerator after acceleration, the compressor outlet pressure rises, the surging phenomenon of the compressor tends to occur for a predetermined period due to the decrease in air flow rate, but during that period, the movable vane is opened and the turbine gas pressure is reduced,
The turbine rotation is suppressed, the compressor outlet pressure is reduced, and the occurrence of surging is suppressed. In the above (5),
By temporarily weakening the pressure of the operating pressure source of the actuator during transition instead of the throttle (lower the positive pressure for positive pressure and lowering the negative pressure for negative pressure), the same operation and effect as the throttle can be achieved. You may do so because it is obtained.
【0006】[0006]
【発明の実施の形態】図1は本発明の装置の要部を示し
ており、図2は従来装置に対する本発明の装置の作用、
効果を示しており、図3は本発明の装置の制御を示して
おり、図4はターボ過給機の一般の系統を示している。
まず、般構成を説明する。図4に示すように、ターボチ
ャージャ10は、タービン11とタービン11によって
駆動されるコンプレッサー12を有し、タービン11は
内燃機関(ディーゼル機関またはガソリン機関)13の
排気通路14に配置されて排気エネルギー(排気ガスの
速度と温度)によって回転駆動され、コンプレッサー1
2はタービン11によって回転駆動され、かつ内燃機関
13の吸気通路15に配置されて吸気を圧縮して内燃機
関に過給する。これによって、内燃機関へのエア量が増
大し、内燃機関のトルク、出力が高くなるとともに、加
速性が大幅に高まる。FIG. 1 shows a main part of the apparatus of the present invention, and FIG. 2 shows the operation of the apparatus of the present invention with respect to a conventional apparatus.
FIG. 3 shows the control of the device of the present invention, and FIG. 4 shows the general system of a turbocharger.
First, the general configuration will be described. As shown in FIG. 4, the turbocharger 10 includes a turbine 11 and a compressor 12 driven by the turbine 11. The turbine 11 is disposed in an exhaust passage 14 of an internal combustion engine (diesel engine or gasoline engine) 13 and emits exhaust energy. (The speed and temperature of the exhaust gas).
Numeral 2 is rotationally driven by a turbine 11 and arranged in an intake passage 15 of an internal combustion engine 13 to compress intake air and supercharge the internal combustion engine. As a result, the amount of air to the internal combustion engine is increased, the torque and output of the internal combustion engine are increased, and the acceleration is significantly improved.
【0007】タービン11のブレードに高速、高温のエ
ンジン排気ガスを吹きつけるタービンノズル部には、回
動して開度が変化しそれによってノズル面積を変化させ
る可動ベーン16が配置されており、可動ベーン16を
開閉することにより、タービン11に作用する排気の流
速を制御し、ターボチャージャ10の容量を可変とす
る。A movable vane 16 that rotates and changes the opening degree and thereby changes the nozzle area is disposed in a turbine nozzle portion that blows high-speed, high-temperature engine exhaust gas to the blades of the turbine 11. By opening and closing the vanes 16, the flow rate of the exhaust gas acting on the turbine 11 is controlled, and the capacity of the turbocharger 10 is made variable.
【0008】可動ベーン16は複数枚あり、各可動ベー
ン16の軸をタービンハウジングの壁を挿通させてハウ
ジング外に延ばして単一のユニゾンリング17に連結
し、ユニゾンリング17を、図1に示すように、アクチ
ュエータ1で回転させることにより、全可動ベーン16
を同時に開閉する構造になっている。アクチュエータ1
は作動室を有し、そこに作動圧源2(コンプレッサ出口
圧部の過給圧またはバキュウムポンプからの負圧)から
の作動圧が導かれる。作動圧がアクチュエータ作動室に
オンされるとユニゾンリング17は可動ベーン16を開
側に回転し、作動圧がオフされるとアクチュエータ1に
内蔵されたバネ18によってユニゾンリング17は可動
ベーン16を閉側に回転する。A plurality of movable vanes 16 are provided. The shaft of each movable vane 16 extends through the wall of the turbine housing, extends outside the housing, and is connected to a single unison ring 17. The unison ring 17 is shown in FIG. As described above, the entire movable vane 16 is rotated by the actuator 1.
Are simultaneously opened and closed. Actuator 1
Has a working chamber into which working pressure from a working pressure source 2 (supercharging pressure at the compressor outlet pressure or negative pressure from the vacuum pump) is led. When the operating pressure is turned on to the actuator working chamber, the unison ring 17 rotates the movable vane 16 to the open side, and when the operating pressure is turned off, the unison ring 17 closes the movable vane 16 by a spring 18 built into the actuator 1. Rotate to the side.
【0009】図1に示すように、作動室への作動圧のオ
ンオフは、作動圧源2とアクチュエータ1を連通する作
動圧入力経路19に、絞り4としても兼用される弁を設
け、この弁4をエンジンコントロールコンピュータのC
PU(セントラルプロセッサユニット)3の出力信号に
応じて開閉することにより行う。CPU3には、エンジ
ン回転数信号(NE)5、エンジン負荷信号(θ)6が
送られる。As shown in FIG. 1, for turning on and off the working pressure to the working chamber, a valve which is also used as the throttle 4 is provided in a working pressure input path 19 which connects the working pressure source 2 and the actuator 1, and this valve is provided. 4 for C of the engine control computer
This is performed by opening and closing in response to an output signal of a PU (Central Processor Unit) 3. The CPU 3 receives an engine speed signal (NE) 5 and an engine load signal (θ) 6.
【0010】つぎに、本発明の過渡時の加速性向上の構
成、作用を説明する。本発明においては、図1に示すよ
うに、作動圧源2とアクチュエータ1を連通する作動圧
入力経路19に、作動圧源2の作動圧の、アクチュエー
タ1の作動室への印加を遅延させるための絞り4が設け
られている。絞り4は作動圧の印加をオンオフする弁と
別に設けてもよいし、あるいは図1に示したように、作
動圧の印加をオンオフする弁と兼用されてもよいが、弁
と兼用される場合は弁の開の状態が、従来の単なるオン
オフ弁の開の状態よりも絞られたものである必要があ
る。Next, the configuration and operation of the present invention for improving the acceleration during transition will be described. In the present invention, as shown in FIG. 1, in order to delay the application of the working pressure of the working pressure source 2 to the working chamber of the actuator 1, a working pressure input path 19 connecting the working pressure source 2 and the actuator 1. Aperture 4 is provided. The throttle 4 may be provided separately from a valve for turning on and off the application of the operating pressure, or as shown in FIG. 1, may be used also as a valve for turning on and off the application of the operating pressure. The open state of the valve needs to be narrower than the conventional open state of the simple on / off valve.
【0011】絞り4はその絞り量が可変の可変絞りであ
ることが望ましい。とくに、図3に示すようなきめ細か
い可変容量制御を行う場合は、絞り4は可変絞りでなけ
ればならない。絞り4を弁と兼用する場合で、弁開状態
の絞り量を可変とするには、弁にデューティ制御のバキ
ュームスイッチングバルブを用いるか、エレクトリック
バキュームレギュレーティングバルブを用いればよい。
あるいは、機械的に絞り量を可変としてもよく、その場
合はバイメタルなどの感熱タイプの絞りとしてもよい。The stop 4 is preferably a variable stop whose stop amount is variable. In particular, when performing fine variable displacement control as shown in FIG. 3, the diaphragm 4 must be a variable diaphragm. In the case where the throttle 4 is also used as a valve, in order to make the throttle amount variable when the valve is in the open state, a duty-controlled vacuum switching valve or an electric vacuum regulating valve may be used.
Alternatively, the aperture may be variable mechanically, in which case a heat-sensitive aperture such as bimetal may be used.
【0012】作用を、図2を参照して説明する。従来
は、図2に実線で示すように、可動ベーンの開閉は、過
渡を考慮していないエンジン回転数×エンジン負荷の2
次元マップにより規定されていた。したがって、過給圧
PB が上がっていなくても、エンジン回転数NEが所定
回転数NE 1 になると、可動ベーン16が開動作に移
り、十分な過給圧上昇、加速性能が得られなかった。The operation will be described with reference to FIG. Conventional
As shown by the solid line in FIG.
2 of engine speed x engine load without considering passing
Specified by a dimensional map. Therefore, the boost pressure
PBEngine speed NE is specified even if
Rotation speed NE 1Is reached, the movable vane 16 moves to the opening operation.
As a result, sufficient boost pressure and acceleration performance could not be obtained.
【0013】これに対し、本発明では、絞り4を設けた
ので、図2に破線で示すように、過渡時に機関回転数N
Eが可動ベーン16を閉から開にする特定の条件になっ
ても、アクチュエータ1への圧力印加が絞り4があるた
めに遅延され、可動ベーン16が開くことが遅れる。こ
れによって、過渡時、排気温が十分に上がっていない時
に、可動ベーン16の閉じ状態が所定時間持続されるの
で、過給圧PB は十分に上昇され(たとえば、設定圧ま
で立ち上がっていくことができ)、過渡時に十分な加速
性能が得られる。図2でハッチングを施した領域が過給
圧の改善部分である。On the other hand, in the present invention, since the throttle 4 is provided, as shown by a broken line in FIG.
Even if E becomes a specific condition for moving the movable vane 16 from the closed state to the open state, the application of the pressure to the actuator 1 is delayed due to the presence of the throttle 4, and the opening of the movable vane 16 is delayed. Thus, during the transient, when the exhaust temperature is not raised sufficiently, the closed state of the movable vane 16 is continued a predetermined time, supercharging pressure P B is sufficiently be increased (e.g., to go stand up to the set pressure ), And sufficient acceleration performance can be obtained during transition. The hatched area in FIG. 2 is a part where the boost pressure is improved.
【0014】つぎに、本発明のディーゼルの冷間時の暖
機性、過渡時の加速性の向上の構成、作用、および加速
後のアクセル急閉時のコンプレッサーサージング回避の
構成、作用を図3を参照して説明する。ディーゼル機関
において、可変絞り4の絞り量は機関の冷間時には温間
時に比べて一時的に大とされる。また、機関加速後のア
クセル急閉時には、サージング発生可能期間には、可変
絞り4の絞り量は一時的に小とされ、可動ベーン16が
一時的に開かれる。また、上記のきめ細かい制御を行う
ために、CPU3に水温センサーからの水温信号8、過
給圧信号PB 7も入力される。CPU3は絞り4の絞り
量を制御するように構成される。FIG. 3 shows the structure and operation of the diesel engine according to the present invention for improving the warm-up property during cold operation and the acceleration property during transition, and for avoiding compressor surging when the accelerator is suddenly closed after acceleration. This will be described with reference to FIG. In a diesel engine, the throttle amount of the variable throttle 4 is temporarily increased when the engine is cold compared to when it is warm. In addition, when the accelerator is rapidly closed after the acceleration of the engine, the throttle amount of the variable throttle 4 is temporarily reduced during the surging possible period, and the movable vane 16 is temporarily opened. In addition, a water temperature signal 8 and a supercharging pressure signal P B 7 from a water temperature sensor are also input to the CPU 3 in order to perform the above detailed control. The CPU 3 is configured to control the aperture amount of the aperture 4.
【0015】図3は、CPU3で実行される絞り量制
御、可動ベーンの開閉制御の制御ルーチンを示してい
る。このルーチンには、過渡時において、一定時間間隔
ごとに割り込まれる。ステップ101では、機関負荷が
加速状態にあるか減速状態にあるかが判定される。加速
状態ならステップ102に進み、減速状態ならステップ
106に進む。FIG. 3 shows a control routine for controlling the throttle amount and controlling the opening and closing of the movable vanes, which are executed by the CPU 3. This routine is interrupted at regular time intervals during transition. In step 101, it is determined whether the engine load is in an acceleration state or a deceleration state. If the vehicle is accelerating, the process proceeds to step 102. If the vehicle is decelerating, the process proceeds to step 106.
【0016】加速状態の場合は、ステップ102でエン
ジン回転数NEが所定回転数NE*(エンジン全負荷・
耐久性上許容される値)以下か否かを判定し、NE<N
E*でないなら、エンジン壊れ防止のために、ステップ
109に進んで、絞り4の絞り量を最小にして可動ベー
ン16がすぐに開くことができるようにする。過渡時に
可動ベーン16が開けば、タービン回転数が低下し過給
圧も上がりにくくなる。If the engine is in the accelerated state, the engine speed NE is increased to a predetermined speed NE * (full engine load /
Is determined to be less than or equal to a value allowable for durability), and NE <N
If it is not E *, the process proceeds to step 109 to prevent the engine from being broken, and the amount of throttle 4 is minimized so that the movable vane 16 can be opened immediately. If the movable vane 16 is opened during the transition, the turbine speed decreases and the boost pressure hardly increases.
【0017】ステップ102でNE<NE*ならばステ
ップ103に進んで、エンジン水温TW が所定値TW *
(低温時の耐久性上許容される値)より大か否かを判定
し、TW >TW *ならエンジンは温間状態にあるとみな
してステップ105に進む。ステップ105で、過給圧
PB が所定値PB *(エンジン全負荷・耐久性上許容さ
れる値)以下か否かを判定し、PB <PB *でないな
ら、エンジン破壊防止のためにステップ109に進み、
絞り4の絞り量を最小にして可動ベーン16を開き側に
する。ステップ105で、PB <PB *ならば、ステッ
プ108に進み、絞り4の絞り量を最大にして可動ベー
ン16を閉じ状態を維持するようにする。ステップ10
1、102、103、105、108のルートが経路1
9に絞り4を入れて過渡時に可動ベーン16の開きを遅
延させる制御に対応する。If NE <NE * in step 102, the routine proceeds to step 103, where the engine coolant temperature T W is set to a predetermined value T W *.
It is determined whether or not the value is greater than (a value allowable for durability at low temperatures). If T W > T W *, the engine is considered to be in a warm state, and the routine proceeds to step 105. In step 105, the supercharging pressure P B it is determined whether a predetermined value P B * (acceptable value full engine load and durability on) or less, if not * P B <P B, to prevent engine breakdown To step 109,
The movable vane 16 is set to the open side with the aperture amount of the aperture 4 minimized. In step 105, if * P B <P B, the process proceeds to step 108, so as to maintain the closed state of the movable vanes 16 to maximize the aperture of the diaphragm 4. Step 10
Routes 1, 102, 103, 105, and 108 are route 1
9 corresponds to a control for delaying the opening of the movable vane 16 at the time of a transition by inserting the throttle 4 into 9.
【0018】ステップ103でTW >TW *でないな
ら、エンジンは冷間状態であるから、ステップ104に
進む。ステップ104で、過給圧PB が所定値PB *
(エンジン全負荷・耐久性上許容される値)に或る値P
0 を加えた値PB *+P0 より小か否かを判定し、PB
<PB *+P0 ならステップ108に進んで、絞り4の
絞り量を最大にし、可動ベーン16の閉じ状態を保つよ
うにする。ステップ104は、過給圧PB が従来のPB
*よりもP0 だけ高目まで可動ベーン16を閉じ側にさ
せる機能をもつ。ステップ104で、PB <PB *+P
0 でないなら、エンジン破壊防止のためにステップ10
9に進み、絞り4の絞り量を最小にして可動ベーン16
を開き側にする。ステップ103、104、108がエ
ンジン冷間時に可動ベーン閉じ状態を長引かせて過給圧
を十分に高め、加速性をさらに向上させるとともに、エ
ンジン暖機性を向上させる制御に対応する。If T W > T W * is not satisfied in step 103, the engine is in a cold state, and the routine proceeds to step 104. In step 104, the supercharging pressure P B is set to a predetermined value P B *.
A certain value P (a value allowed for the engine full load and durability)
0 added value P B * + small whether determined from P 0, P B
If <P B * + P 0 , the routine proceeds to step 108, where the amount of aperture of the aperture 4 is maximized, and the movable vane 16 is kept closed. Step 104 is to determine whether the supercharging pressure P B is equal to the conventional P B
Only P 0 than * to a high eye has the function of the movable vane 16 to the closing side. In step 104, P B <P B * + P
If not 0, Step 10 in order to prevent engine breakdown
9, the movable vane 16
On the open side. Steps 103, 104, and 108 correspond to control for prolonging the movable vane closed state when the engine is cold, sufficiently increasing the supercharging pressure, further improving acceleration, and improving engine warm-up.
【0019】ステップ101で減速状態と判定されてス
テップ106に進むと、ステップ106でエンジン回転
数NEが所定回転数NE**(コンプレッサーサージン
グ特性上許容される値)より小か否かを判定する。NE
<NE**でないならサージング領域に突入するおそれ
がないので、ステップ108に進み、絞り4を最大にし
た状態を継続し可動ベーンが閉じ状態を維持するように
可動ベーン16の開きを遅延させる。ステップ106で
NE<NE**ならステップ107に進み、過給圧PB
が所定の値PB **(コンプレッサーサージング特性上
許容される値)より大きいか否かを判定する。PB >P
B **でないならサージング領域に突入するおそれがな
いので、ステップ108に進み、絞り4を最大にした状
態を継続し可動ベーンが閉じ状態を維持するように可動
ベーン16の開きを遅延させる。ステップ107でPB
>PB **ならサージング域に突入する可能性があるの
で、ステップ109に進み、絞り4の絞り量を最小にし
て可動ベーン16がすぐ開くようにする。ステップ10
1、106、107、109のルートが、加速後のアク
セル急閉時に、可動ベーン16を一時的に開き、タービ
ン回転数を低下させ、コンプレッサー回転数を低下さ
せ、過給圧の上昇を一時的に抑え、コンプレッサ吐出側
にサージングが発生するのを防止する制御に対応する。If it is determined in step 101 that the vehicle is in the deceleration state and the routine proceeds to step 106, it is determined in step 106 whether or not the engine speed NE is smaller than a predetermined speed NE ** (a value allowable in the compressor surging characteristic). . NE
If it is not <NE **, there is no possibility of entering the surging area. Therefore, the process proceeds to step 108, and the opening of the movable vane 16 is delayed so that the state where the diaphragm 4 is maximized and the movable vane is kept closed. If NE <NE ** in step 106, the routine proceeds to step 107, where the supercharging pressure P B
Is larger than a predetermined value P B ** (a value allowed in the compressor surging characteristic). P B > P
If it is not B **, there is no risk of entering the surging area. Therefore, the process proceeds to step 108, and the opening of the movable vane 16 is delayed so that the state where the throttle 4 is maximized is continued and the movable vane is kept closed. In step 107, P B
If> P B **, there is a possibility of entering the surging area. Therefore, the process proceeds to step 109, in which the amount of the diaphragm 4 is minimized so that the movable vane 16 is opened immediately. Step 10
Routes 1, 106, 107, and 109 cause the movable vanes 16 to temporarily open, reduce the turbine speed, reduce the compressor speed, and temporarily increase the boost pressure when the accelerator is rapidly closed after acceleration. And controls to prevent the occurrence of surging on the compressor discharge side.
【0020】以上は、過渡時に作動圧源2の作動圧がア
クチュエータ1の作動圧室にかかるのを遅延させるの
に、作動圧入力経路19に絞り4を設ける場合を説明し
たが、絞りを設けることに代えて、過渡時に作動圧源2
の作動圧を一時的に弱めるようにしても、上記と同じ作
用(作動圧のかかりを遅延させ駆動ベーン16が閉じた
状態を長引かせるという作用)が得られるので、そのよ
うな場合も本発明に含まれる。In the above, the case where the throttle 4 is provided in the operating pressure input path 19 to delay the operating pressure of the operating pressure source 2 from being applied to the operating pressure chamber of the actuator 1 during a transition has been described. Alternatively, the operating pressure source 2
Even if the operating pressure is temporarily weakened, the same effect as described above (the effect of delaying the application of the operating pressure and prolonging the state in which the drive vane 16 is closed) can be obtained. include.
【0021】[0021]
【発明の効果】請求項1から4によれば、絞りを設けた
ので、過渡時に機関運転条件が可動ベーンを閉から開に
する特定の条件になっても、アクチュエータへの圧力印
加が遅延され、可動ベーンが開くことが遅れる。これに
よって、過渡時、排気温が十分に上がっていない時に、
可動ベーンの閉じ状態が所定時間持続されるので、過給
圧は十分に上昇され、過渡時に十分な加速性能が得られ
る。請求項3によれば、温間時よりも冷間時の方が絞り
量を大きくしてある(絞り量大の時間を長引かせる)の
で、冷間時の加速性能の改善、暖機性の向上がはかられ
る。これは、ガソリンエンジン車に比べて排気温の立ち
上がりが遅いディーゼル車にとくに効果がある。請求項
4によれば、減速時で所定回転数以下の時に、絞り量を
一時的に小とするので、可動ベーンを一時的に開かせ
て、過給圧の上昇を抑え、コンプレッサーのサージング
を回避することができる。請求項5によれば、絞りに代
えて過渡時に一時的にアクチュエータの作動圧源の圧力
を弱めても、請求項1と同じ効果が得られる。According to the first to fourth aspects of the present invention, since the throttle is provided, the application of pressure to the actuator is delayed even if the engine operating condition becomes a specific condition in which the movable vane is closed to open during transition. , Delays that the movable vanes open. By this, at the time of transition, when the exhaust gas temperature is not enough,
Since the closed state of the movable vane is maintained for a predetermined time, the supercharging pressure is sufficiently increased, and sufficient acceleration performance can be obtained during a transition. According to the third aspect, the throttle amount is made larger in the cold state than in the warm state (the time for the large throttle amount is prolonged), so that the acceleration performance in the cold state is improved and the warm-up property is improved. Improve. This is particularly effective for diesel vehicles whose exhaust temperature rises slowly compared to gasoline engine vehicles. According to the fourth aspect, at the time of deceleration, when the rotation speed is equal to or less than the predetermined rotation speed, the throttle amount is temporarily reduced, so that the movable vane is temporarily opened to suppress an increase in the supercharging pressure and reduce the surging of the compressor. Can be avoided. According to the fifth aspect, the same effect as that of the first aspect can be obtained even if the pressure of the operating pressure source of the actuator is temporarily reduced during transition instead of the throttle.
【図1】本発明の一実施例に係る可変容量ターボチャー
ジャの制御装置の系統図である。FIG. 1 is a system diagram of a control device for a variable capacity turbocharger according to an embodiment of the present invention.
【図2】図1の装置の特性図である。FIG. 2 is a characteristic diagram of the device of FIG.
【図3】図1の装置の制御ルーチンのフローチャートで
ある。FIG. 3 is a flowchart of a control routine of the apparatus shown in FIG. 1;
【図4】ターボチャージャの近傍の概略断面図である。FIG. 4 is a schematic sectional view near a turbocharger.
1 アクチュエータ 2 作動圧源 3 CPU 4 絞り(可変絞りである場合を含む) 5 機関回転数信号 6 機関負荷信号 7 過給圧信号 8 エンジン冷却水の水温信号 10 ターボチャージャ 11 タービン 12 コンプレッサー 16 可動ベーン 17 ユニゾンリング 19 作動圧入力経路 DESCRIPTION OF SYMBOLS 1 Actuator 2 Operating pressure source 3 CPU 4 Throttle (including variable throttle) 5 Engine speed signal 6 Engine load signal 7 Supercharging pressure signal 8 Water temperature signal of engine cooling water 10 Turbocharger 11 Turbine 12 Compressor 16 Moving vane 17 Unison ring 19 Working pressure input path
Claims (5)
可動ベーンを開閉制御する可変容量ターボチャージャの
制御装置において、前記アクチュエータへの作動圧入力
経路に絞りを設けたことを特徴とする可変容量ターボチ
ャージャの制御装置。1. A variable displacement turbocharger control device for controlling opening and closing of a movable vane by an actuator operated by a fluid, wherein a throttle is provided in an operating pressure input path to the actuator. Control device.
の可変容量ターボチャージャの制御装置。2. The variable displacement turbocharger control device according to claim 1, wherein said throttle is a variable throttle.
べて絞り量が大とされる可変絞りである請求項2記載の
可変容量ターボチャージャの制御装置。3. The control device for a variable displacement turbocharger according to claim 2, wherein the throttle is a variable throttle having a larger throttle amount when the engine is cold than when the engine is warm.
転数より低い場合に絞り量が一時的に小とされる可変絞
りである請求項2記載の可変容量ターボチャージャの制
御装置。4. The variable displacement turbocharger control device according to claim 2, wherein the throttle is a variable throttle whose throttle amount is temporarily reduced when the engine speed is lower than a predetermined speed during deceleration.
可動ベーンを開閉制御する可変容量ターボチャージャの
制御装置において、前記アクチュエータへの作動圧入力
経路に、作動圧が機関過渡時に一時的に弱められる作動
圧源を接続したことを特徴とする可変容量ターボチャー
ジャの制御装置。5. A control device for a variable displacement turbocharger which controls opening and closing of a movable vane by an actuator operated by a fluid, wherein an operating pressure is temporarily reduced in an operating pressure input path to the actuator during an engine transition. A control device for a variable capacity turbocharger, characterized in that a source is connected.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP8233804A JPH1077856A (en) | 1996-09-04 | 1996-09-04 | Control device for variable displacement turbo charger |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP8233804A JPH1077856A (en) | 1996-09-04 | 1996-09-04 | Control device for variable displacement turbo charger |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH1077856A true JPH1077856A (en) | 1998-03-24 |
Family
ID=16960853
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP8233804A Pending JPH1077856A (en) | 1996-09-04 | 1996-09-04 | Control device for variable displacement turbo charger |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH1077856A (en) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6725660B2 (en) | 2001-12-28 | 2004-04-27 | Isuzu Motors Limited | Control device for variable-geometry turbocharger |
JP2009108808A (en) * | 2007-10-31 | 2009-05-21 | Toyota Motor Corp | Hybrid system control device |
JP2010180710A (en) * | 2009-02-03 | 2010-08-19 | Mazda Motor Corp | Intake control method for engine and device therefor |
JP2016133107A (en) * | 2015-01-22 | 2016-07-25 | 三菱自動車工業株式会社 | Boost pressure control device for engine |
KR20180028589A (en) * | 2016-09-08 | 2018-03-19 | 현대자동차주식회사 | Control method of turbo-charger for vehicle and control system for the same |
CN112081675A (en) * | 2020-07-31 | 2020-12-15 | 广西玉柴机器股份有限公司 | Anti-surge function control strategy for internal combustion engine controller |
-
1996
- 1996-09-04 JP JP8233804A patent/JPH1077856A/en active Pending
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6725660B2 (en) | 2001-12-28 | 2004-04-27 | Isuzu Motors Limited | Control device for variable-geometry turbocharger |
JP2009108808A (en) * | 2007-10-31 | 2009-05-21 | Toyota Motor Corp | Hybrid system control device |
JP4492672B2 (en) * | 2007-10-31 | 2010-06-30 | トヨタ自動車株式会社 | Control device for hybrid system |
US8494698B2 (en) | 2007-10-31 | 2013-07-23 | Toyota Jidosha Kabushiki Kaisha | Hybrid system control apparatus and hybrid system control method |
JP2010180710A (en) * | 2009-02-03 | 2010-08-19 | Mazda Motor Corp | Intake control method for engine and device therefor |
JP2016133107A (en) * | 2015-01-22 | 2016-07-25 | 三菱自動車工業株式会社 | Boost pressure control device for engine |
KR20180028589A (en) * | 2016-09-08 | 2018-03-19 | 현대자동차주식회사 | Control method of turbo-charger for vehicle and control system for the same |
US10634072B2 (en) | 2016-09-08 | 2020-04-28 | Hyundai Motor Company | Control method and control system of turbocharger for vehicle |
CN112081675A (en) * | 2020-07-31 | 2020-12-15 | 广西玉柴机器股份有限公司 | Anti-surge function control strategy for internal combustion engine controller |
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