JPS61265331A - Control device for supercharging pressure of internal combustion engine - Google Patents
Control device for supercharging pressure of internal combustion engineInfo
- Publication number
- JPS61265331A JPS61265331A JP60105267A JP10526785A JPS61265331A JP S61265331 A JPS61265331 A JP S61265331A JP 60105267 A JP60105267 A JP 60105267A JP 10526785 A JP10526785 A JP 10526785A JP S61265331 A JPS61265331 A JP S61265331A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- value
- exhaust
- pressure value
- engine
- 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.)
- Granted
Links
Landscapes
- Supercharger (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明はターボチャージャを備えた内燃機関の過給圧制
御装置の改良に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an improvement in a boost pressure control device for an internal combustion engine equipped with a turbocharger.
（在米の技術）
機関の吸気充填効率を高めるために、排気のエネルギを
利用して吸気を過給するターボチャージャか知られてい
るが、この過給も特定の運松条件下にあっては、機関に
過大な熱負荷を及ぼす危険があるため、高速高負荷運転
時など機関の耐久性が損なわれることのないように、種
々の手段により過給圧が異常に上昇するのを防止してい
る。(U.S.-based technology) Turbochargers are known to use exhaust energy to supercharge the intake air in order to increase the engine's intake air filling efficiency, but this supercharging also depends on specific operating conditions. Since there is a risk of excessive heat load on the engine, various measures are taken to prevent the boost pressure from increasing abnormally, so as not to impair the durability of the engine during high-speed, high-load operation. ing.
例えば、ターボチャージャの排気タービンをバイパスす
る通路に、過給圧が所定値を越えたら開くバイパスバル
ブを設け、Ｗ１関の高負荷時など過給圧が上限を越元な
いように排気の一部をバイパスさせるようにしている。For example, a bypass valve that opens when the boost pressure exceeds a predetermined value is installed in the passage that bypasses the exhaust turbine of the turbocharger, and a part of the exhaust gas is I am trying to bypass it.
したがって機関の高負荷時など過給圧が目標値を越える
とバイパスパルプが開き、排気タービンをバイパスして
排気を流すため、排気タービンの回転が減少し、吸気コ
ンプレッサの過給圧が低下するのである。Therefore, when the boost pressure exceeds the target value, such as when the engine is under high load, the bypass pulp opens and the exhaust gas bypasses the exhaust turbine, which reduces the rotation of the exhaust turbine and reduces the boost pressure of the intake compressor. be.
そして上記にあっては、過給圧制御が何等かの原因で不
能になり、上限値を越えるような事態が生じたとぎは、
７エイルセー７の機能として、機関に対する燃料の供給
を総てカットするようになっている。In the above case, if boost pressure control becomes impossible for some reason and the upper limit value is exceeded,
The function of the 7-Eil-Say 7 is to cut off all fuel supply to the engine.
（発明が解決しようとする問題点）
ところが上記のように過給圧の異常上昇時に各気筒に対
しての燃料供給を総てカットすると、燃料カットに伴う
機関出力の急減によりトルクショックが発生し、運転者
に不快感を与えるという問題があった。(Problem to be solved by the invention) However, as mentioned above, if all fuel supply to each cylinder is cut when the boost pressure rises abnormally, a torque shock will occur due to the sudden decrease in engine output due to the fuel cut. , there was a problem that it caused discomfort to the driver.
これに対して特開昭５７−１２２１４２号公報に開示さ
れたもののように、過給圧が所定の上限値を越えたとき
に、燃料の供給回数（供給量）を減らして機関出力を徐
々に低下させ、過給圧の異常上昇を回避して機関の破損
を防止するようにしでいるものもある。この場合は、機
関出力が急激に低下するのを防止できるため、前記に比
較してドルクシシックは小さくなるが、いずれにしても
運転者の意志とは無関係に機関出力が低下するので運転
フィーリングは悪化する。On the other hand, as disclosed in Japanese Patent Application Laid-Open No. 57-122142, when the boost pressure exceeds a predetermined upper limit, the engine output is gradually reduced by reducing the number of fuel supplies (supply amount). Some systems lower the boost pressure to avoid an abnormal increase in boost pressure and prevent damage to the engine. In this case, it is possible to prevent the engine output from decreasing rapidly, so the drastic is smaller than in the above case, but in any case, the engine output decreases regardless of the driver's will, so the driving feeling is affected. Getting worse.
本発明はこのような問題を解決することを目的とする。The present invention aims to solve such problems.
（問題点を解決するための手Ｆｉ）
そこで本発明は、第１図に示すように、排気のエネルギ
により駆動され吸気を過給するターボチャージャ４０と
、ターボチャージャ４０による過給圧を検出する手段４
１と、この検出過給圧に応じて排気タービン４２への流
入排気を制御するＷｉ構（呼気バイパスバルブ、可変翼
）４３とを備え、過給圧が目標値になるようにフィード
バック制御する内燃機関の過給圧制御装置において、過
給圧の目標値よりも高い第１の圧力値を設定する手Ｐｉ
４４と、この第１の圧力値よりも相対的に高くかつ吸入
空気量の増加に応じて低下する特性をもつ第２の圧力値
を設定する手段４５と、過給圧が前記第１の圧力値を越
えたときに前記制御機構を過給圧が低下する方向に強制
動作させる手段４６と、同じく過給圧がｔＪＳ２の圧力
値を越えたときに燃料の供給を停止する手ｐ′ｉ４７と
を備える。(Measures to solve the problem) Therefore, as shown in FIG. 1, the present invention includes a turbocharger 40 that is driven by exhaust energy and supercharges intake air, and detects the supercharging pressure by the turbocharger 40. Means 4
1 and a Wi structure (exhalation bypass valve, variable vane) 43 that controls the exhaust gas flowing into the exhaust turbine 42 according to the detected boost pressure, and performs feedback control so that the boost pressure reaches the target value. In an engine boost pressure control device, a method Pi for setting a first pressure value higher than a target value of boost pressure
44, means 45 for setting a second pressure value that is relatively higher than the first pressure value and has a characteristic of decreasing as the intake air amount increases; means 46 for forcibly operating the control mechanism in a direction in which the supercharging pressure decreases when the pressure value exceeds the pressure value tJS2; and a means p'i47 for stopping the fuel supply when the supercharging pressure exceeds the pressure value tJS2. Equipped with
（作用）
このようにしたので、過給圧が目標値の範囲内でフィー
ドバック制御されている状態から、何等かの原因で過給
圧が目標値を越えて上昇したとすると、まず第１の圧力
値の範囲では制御機構を過給圧を低下させる方向に強制
的に作動させ、これにより機関の出力を大幅に低下させ
るようなことなく、つまり運転フィーリングを悪化させ
ることなく、機関の損傷などを未然に回避することがで
きる。(Function) With this method, if the boost pressure rises beyond the target value for some reason from the state where the boost pressure is feedback-controlled within the target value range, the first In the range of pressure values, the control mechanism is forced to operate in the direction of reducing the boost pressure, thereby preventing damage to the engine without significantly reducing engine output, or in other words, without deteriorating the driving feeling. etc. can be avoided.
これにもかかわらず過給圧がさらに上昇し、第２の圧力
値を越えるような場合、機関に対する燃料の供給が停止
され、異常事態に陥るのを防止する。Despite this, if the boost pressure increases further and exceeds the second pressure value, the supply of fuel to the engine is stopped to prevent an abnormal situation.
ただしこの場合、機関が損傷しやすい高速高負荷時など
のように吸入空気量が大きくなる程、この第２の圧力値
は設定圧力が低下するので、同じ異常上昇時でも、機関
の損傷にいたる危険が高いときほど早期に対処できる。However, in this case, as the amount of intake air increases, such as during high-speed, high-load situations where the engine is likely to be damaged, the set pressure for this second pressure value will decrease, so even at the same abnormal rise, engine damage may occur. The higher the risk, the sooner it can be dealt with.
（実施例） 以下本発明の実施例を図面に基づいて説明する。(Example) Embodiments of the present invention will be described below based on the drawings.
第２図において、１は機関本体、２は吸気通路、３は排
気通路で、この排気通路３にターボチャージャ４の排気
タービン５が介装されると共に、その吸気プンプンッサ
６が吸気通路２に介装され、排気ブスの圧力で駆動され
る排気タービン５の回転により吸気コンプレッサ６が作
動して機関の吸入空気を過給する。In FIG. 2, 1 is an engine body, 2 is an intake passage, and 3 is an exhaust passage. An exhaust turbine 5 of a turbocharger 4 is installed in this exhaust passage 3, and its intake pump pump sensor 6 is installed in the intake passage 2. The rotation of the exhaust turbine 5 driven by the pressure of the exhaust bus causes the intake compressor 6 to operate and supercharge the intake air of the engine.
排気タービン５の人口から出口へとバイパスする通路７
が形成され、このバイパス通路７には排気バイパスバル
ブ８が設けられ、このバイパスバルブ８を開閉すること
により排気タービン５に流入する排気量を制御する一方
、排気タービン５の入口部には可変翼９が設けられ、こ
の可変翼９の開度に応じて排気〃スのタービン流入速度
を制御するようになっており、これらにより排気タービ
ン５に対する流入排気の制御機構を構成している。A bypass passage 7 from the exhaust turbine 5 to the outlet
An exhaust bypass valve 8 is provided in this bypass passage 7, and by opening and closing this bypass valve 8, the amount of exhaust gas flowing into the exhaust turbine 5 is controlled. 9 is provided, and the inflow speed of exhaust gas into the turbine is controlled according to the opening degree of the variable blade 9, and these constitute a control mechanism for the inflow of exhaust gas into the exhaust turbine 5.
排気バイパスバルブ８と可変翼９とはい°ずれもグイヤ
７ラム装置１０と１１により駆動され、このグイヤ７ラ
ム装置１０．１１の作動圧力は圧力制御弁１２と１３を
介して制御される。各グイヤ７ラム装置１０．１１には
圧力通路１４．１５を介して前記吸気コンプレッサ６と
吸気絞弁１６との間の過給圧（大気圧よりも高い正圧）
が導かれると共に、これら圧力通路１４．１５を低圧側
の吸気コンプレッサ６の上流とそれぞれ連通する解放通
路１７．１８の途中に前記圧力制御弁１２と１３が介装
される。圧力制御弁１２．１３が開けば過給圧が低圧側
に逃げ、グイヤ７ラム装置１０．１１に対する供給圧が
低下し、逆に閉じれば供給圧が上昇するのであり、これ
に伴い排気パイノ（スパルプ８と可変翼９とが駆動され
、その開度を増減する。排気バイパスパルプ８の開度が
増加すると、排気タービン５に対する流入量が減少して
タービン回転が低下するし、また可変翼９の開度が増加
すると排気流速が低下しタービン回転が低下する。The exhaust bypass valve 8 and the variable vane 9 are both driven by Guya 7 ram devices 10 and 11, the operating pressure of which is controlled via pressure control valves 12 and 13. Each Guya 7 ram device 10.11 has a boost pressure (positive pressure higher than atmospheric pressure) between the intake compressor 6 and the intake throttle valve 16 via a pressure line 14.15.
The pressure control valves 12 and 13 are interposed in the middle of release passages 17 and 18 that communicate these pressure passages 14 and 15 with the upstream side of the intake compressor 6 on the low pressure side. When the pressure control valve 12.13 opens, the supercharging pressure escapes to the low pressure side and the supply pressure to the Guya 7 ram device 10.11 decreases, and when the pressure control valve 12.13 closes, the supply pressure increases. The spulp 8 and the variable blades 9 are driven to increase or decrease their opening.When the opening of the exhaust bypass pulp 8 increases, the amount of inflow to the exhaust turbine 5 decreases and the turbine rotation decreases, and the variable blades 9 As the opening degree increases, the exhaust flow velocity decreases and the turbine rotation decreases.
これら圧力制御弁１２．１３の開度を運転状態に応じて
制御回路２０が制御する。制御回路２０はマイクロコン
ピュータなどで構成され、吸気通路２に設けた吸入空気
量を検出するエア７０−メータ２１、吸気絞弁１６の開
度を検出する絞弁開度スイッチ２２、機関回転数を検出
するクランク角センサ２３、機関冷却水温度を検出する
水温センサ２４、吸気通路２の過給圧を検出する圧力セ
ンサ２５からの信号が入力されると、これらに基づいて
過給圧が所定の目標値となるように圧力制御弁１２．１
３の開度をフィードバック制御するのである。なお、制
御回路２０は同時にこれらの検出信号に基づいて所定の
空燃比となるように、燃料噴射弁１９から噴射される燃
料の噴射量を制御する。A control circuit 20 controls the opening degrees of these pressure control valves 12, 13 according to the operating state. The control circuit 20 is composed of a microcomputer, etc., and includes an air 70-meter 21 installed in the intake passage 2 to detect the amount of intake air, a throttle valve opening switch 22 to detect the opening of the intake throttle valve 16, and a throttle valve opening switch 22 to detect the engine speed. When signals from the crank angle sensor 23 to detect, the water temperature sensor 24 to detect the engine cooling water temperature, and the pressure sensor 25 to detect the boost pressure in the intake passage 2 are input, the boost pressure is adjusted to a predetermined level based on these signals. Pressure control valve 12.1 to achieve target value
The opening degree of No. 3 is feedback-controlled. Note that the control circuit 20 simultaneously controls the injection amount of fuel injected from the fuel injection valve 19 based on these detection signals so that a predetermined air-fuel ratio is achieved.
前記排気バイパスパルプ８と可変翼９とは、第３図Ａの
ように、低負荷域では■で示すように排気バイパスパル
プ８と可変翼９を共に全閉とし、中負荷域では■で示す
ように排気バイパスパルプ８を全開に保持したまま可変
翼９をフィードバック制御し、高負荷域では■で示すよ
うに排気バイパスパルプ８をフィードバック制御すると
共に可変翼９を全開に保持する。可変翼９が全閉状態（
ただし完全に閉じるのではなく、所定の最小開度に保持
される）では排気タービン５に流入する排気流速は最大
となり、排気タービン５の回転を上昇させる方向に制御
され、可変翼９の開度を増大すると排気流速が低下して
タービン回転が抑制される。また排気バイパスパルプ８
の開度を増加すると排気タービン５を排気がバイパスし
ていくため、タービン回転数の上昇は抑制される。なお
、低負荷域では排気バイパスパルプ８と可変翼９を共に
全開に保持するのは、機関の排気量、排気圧が共に少な
く、このように両方共全閑に保持しても排気タービン５
の回転が一ヒが９にくいためである。As shown in FIG. 3A, the exhaust bypass pulp 8 and the variable blades 9 are both fully closed in the low load range, as shown by ■, and in the medium load range, as shown by ■. The variable blades 9 are feedback-controlled while the exhaust bypass pulp 8 is kept fully open, and in the high load range, the exhaust bypass pulp 8 is feedback-controlled as shown by ■, and the variable blades 9 are held fully open. The variable blade 9 is fully closed (
However, when the opening is not completely closed and is maintained at a predetermined minimum opening, the exhaust flow velocity flowing into the exhaust turbine 5 becomes maximum, and the rotation of the exhaust turbine 5 is controlled in the direction of increasing, and the opening of the variable blade 9 is When increasing , the exhaust flow velocity decreases and turbine rotation is suppressed. Also exhaust bypass pulp 8
When the opening degree of the exhaust gas turbine 5 is increased, the exhaust gas bypasses the exhaust turbine 5, so that an increase in the turbine rotational speed is suppressed. In addition, in a low load range, the exhaust bypass pulp 8 and variable blade 9 are both kept fully open because both engine displacement and exhaust pressure are small, and even if both are kept fully open in this way, the exhaust turbine 5
This is because the rotation of 1hi is difficult to 9.
第３図Ｂは過給圧と排気バイパスパルプ８と可変翼９と
の制御デユーティの関係を示すもので、いずれも制御デ
ユーティが太き（なるほど（最大値１００％）過給圧が
上昇するようになっている。Figure 3B shows the relationship between the boost pressure and the control duty of the exhaust bypass pulp 8 and the variable blade 9. It has become.
つまり、排気バイパスパルプ８の開度を制御する圧力制
御弁１２は制御デユーティが０％のとき１−） ｈ Ｉ
Ｗ Ｉ Ｅ ＋ ：？ｂ ｍ Ｉ Ａ
ｈｂ Ｌ ａ ｍ Ｅ ＭＭｌ、 情涌臨 １７に逃げ
ることなくそのままグイヤ７ラム装置１０に作用して排
気バイパスパルプ８を全開して過給圧を低下させるし、
逆に制御デユーティが１００％のときは圧力制御弁１７
が全開して、圧力通路１４からの過給圧を低圧側の解放
通路１７に逃がしてグイヤ７ラム装置１０に対する供給
圧を低下させ、排気バイパスパルプ８を全閉保持して過
給圧を上昇させる。また同じようにして、可変翼９の開
度を制御する圧力制御弁１３も制御デユーティが０％の
ときは、グイヤ７ラム装置１１に対する供給圧を高めて
１１ｆ変！！＆９の開度を全開にし、過給圧を低下させ
る方向に制御する一方、制御デユーティが１００％のと
きは供給圧を低下させ、可変翼９の開度な全開保持して
過給圧を上昇させるのである。In other words, when the control duty is 0%, the pressure control valve 12 that controls the opening degree of the exhaust bypass pulp 8 is 1-) h I
WIE+:? b m I A
hb L a m E MMl, without escaping to 17, it directly acts on the Guya 7 ram device 10 to fully open the exhaust bypass pulp 8 and lower the supercharging pressure,
Conversely, when the control duty is 100%, the pressure control valve 17
is fully opened and the supercharging pressure from the pressure passage 14 is released to the release passage 17 on the low pressure side to lower the supply pressure to the Guya 7 ram device 10, and the exhaust bypass pulp 8 is kept fully closed to increase the supercharging pressure. let In the same way, when the control duty of the pressure control valve 13 that controls the opening degree of the variable vane 9 is 0%, the supply pressure to the Guya 7 ram device 11 is increased and the pressure is changed to 11f! ! &9 is fully opened and the boost pressure is controlled in the direction of lowering, while when the control duty is 100%, the supply pressure is lowered and the variable vane 9 is kept fully open to increase the boost pressure. Let it happen.
第３図Ｃは過給圧の制御目標値Ｐｍの特性を示すもので
あるが、機関吸入空気量により変化するが、中負荷域で
は最大値として４２５ｍｍＨｇに設定され、低負荷域と
高負荷域とではこれよりも若干低くなるように設定しで
ある。Figure 3C shows the characteristics of the control target value Pm of boost pressure, which changes depending on the engine intake air amount, but is set at the maximum value of 425 mmHg in the medium load region, and in the low load region and high load region. It is set to be slightly lower than this.
このようにして通常の運転状態では過給圧が目標値とな
るように、排気バイパスパルプ８と可変翼９の開度がフ
ィードバック制御されるのであるが、この制御にも拘わ
らず、圧力センサ２５で検出される過給圧が目標値を越
えて上昇していく場合、制御回路２０は前記排気バイパ
スパルプ８と可変翼９の開度を制御するための信号、つ
まり制御デユーティを強制的に減じて排気バイパスパル
プ８と可変翼９を開いて過給圧を低下する方向に補正す
る。そしてこの制御は過給圧が第３図Ｃに示す目標値Ｐ
ｍよりも高い第１の制御圧力値Ｐｓを越えたときに行な
われ、またこの第１の圧力値ＰＳよりもさらに高い第２
の圧力値Ｐｅを越えたときは、機関に対する燃料の供給
が停止されるようになっている。In this way, under normal operating conditions, the openings of the exhaust bypass pulp 8 and the variable vanes 9 are feedback-controlled so that the boost pressure reaches the target value, but despite this control, the pressure sensor 25 When the boost pressure detected by the boost pressure increases beyond the target value, the control circuit 20 forcibly reduces the signal for controlling the opening degree of the exhaust bypass pulp 8 and the variable blade 9, that is, the control duty. The exhaust bypass pulp 8 and the variable blade 9 are opened to correct the supercharging pressure in the direction of lowering it. This control is performed so that the boost pressure reaches the target value P shown in Fig. 3C.
This is carried out when the first control pressure value Ps higher than m is exceeded, and the second control pressure value Ps which is higher than this first pressure value
When the pressure exceeds the pressure value Pe, the supply of fuel to the engine is stopped.
この制御動作について第４図の７０−チャートにしたが
って説明すると、まず８！関吸気量（＊たけ機関回転数
）と過給圧（Ｐ２）を読み込み、ついでこの吸気量に対
応した過給圧の目標値Ｐａ、第１の圧力値Ｐｓ、第２の
圧力値Ｐｃをそれぞれメモリから読みだす。この場合、
メモリに設定された圧力値ＰｓとＰｃは、機関の吸気量
が増大する高負荷域に低下する特性となっており、した
がって高負荷域はど前記過給圧の強制補正制御並びに燃
料カットは早期、つまり過給圧の低い領域で開始される
ようになっている。This control operation will be explained according to the 70-chart in FIG. 4. First, 8! Read the intake air amount (*taken engine speed) and boost pressure (P2), and then set the target value Pa, first pressure value Ps, and second pressure value Pc of the boost pressure corresponding to this intake air amount, respectively. Read from memory. in this case,
The pressure values Ps and Pc set in the memory have a characteristic that they decrease in the high load range where the intake air amount of the engine increases. Therefore, in the high load range, the forced correction control of the boost pressure and the fuel cut are performed early. In other words, it starts in a region where the boost pressure is low.
次にＰ２とＰｓを比較してＰ ２ ＞ Ｐ ｓでないと
判断したときは、通常の過給圧のフィードバック制御を
行う。これに対してＰ２＞Ｐｓのときは、Ｐ２とＰｃを
比較して、Ｐ ｚ ＞ Ｐ ｃでないときは排気バイパ
スパルプ８（ＷＧと称する）と可変翼９（ＶＮと称する
）の制御デユーティを強制的に５０％だけ減少させ、過
給圧を減少する方向に強制制御する。Next, when P2 and Ps are compared and it is determined that P2>Ps is not satisfied, normal boost pressure feedback control is performed. On the other hand, when P2>Ps, P2 and Pc are compared, and when Pz>Pc is not, the control duty of the exhaust bypass pulp 8 (referred to as WG) and the variable blade 9 (referred to as VN) is forced. 50% and forcefully controls the supercharging pressure in the direction of decreasing it.
ただしこのように過給圧が上昇する高負荷側では開度制
御しているのは排気バイパスパルプ８のみで、可変翼９
の開度は全開に保持されているため、排気バイパスパル
プ８のみ開き方向に強制的に制御してもよい、この結果
、排気の一部が排気タービン５をバイパスして流れるの
で、ターボチャージャ４の回転数が減少して過給圧が低
下するように修正される。この場合、過給圧は低下して
も燃料をカットもしくは減少させたときのように機関出
力が大幅に低下することはなく、高出力運転時にいきな
りエンジンブレーキがかかるような運転フィーリングの
悪化は回避される。一方、このような操作にも拘わらず
、過給圧が上昇してＰ２＞Ｐｃとなったときは、燃料噴
射弁１９からの燃料の供給を停止するように制御される
。However, on the high load side where the boost pressure increases, only the exhaust bypass pulp 8 controls the opening, and the variable blade 9
Since the opening degree of is kept fully open, only the exhaust bypass pulp 8 may be forcibly controlled in the opening direction.As a result, a part of the exhaust gas bypasses the exhaust turbine 5 and flows, so the turbocharger 4 The engine speed is reduced and the boost pressure is reduced. In this case, even if the boost pressure decreases, the engine output will not drop significantly like when fuel is cut or reduced, and the driving feeling will not deteriorate, such as when engine braking suddenly applies during high-output operation. Avoided. On the other hand, in spite of such an operation, when the supercharging pressure increases and becomes P2>Pc, the fuel injection valve 19 is controlled to stop supplying fuel.
このようにして最後の手段として燃料カットが行なわれ
るのであるが、このとき機関の高負荷域はど第２の圧力
値Ｐｃは低下する特性のため、機関の熱負荷が大きい高
負荷域はど早期に燃料カットに移行して、過給圧をその
まま制御不能の状態で放置しておいたときに機関がより
一層損傷に陥りやすいときほど、早めに対策を講じるよ
うになっている。In this way, fuel cut is performed as a last resort, but since the second pressure value Pc has a characteristic of decreasing in the high load region of the engine, in the high load region where the heat load of the engine is large, The sooner the engine is susceptible to damage if a fuel cut is initiated and the boost pressure is left uncontrolled, the sooner countermeasures are taken.
次に第５図に示す制御動作の他の実施例について説明す
る。Next, another embodiment of the control operation shown in FIG. 5 will be described.
この実施例は排気バイパスパルプ８の開度を段階的に開
くようにしたもので、前記第１の圧力値Ｐｓと第２の圧
力値Ｐｃとの間に第３、第４の圧力値Ｐｓｌ、Ｐｓ２を
設定し、過給圧Ｐ２が第１の圧力値Ｐｓと圧力値Ｐｓ、
の間のときは、排気バイパスパルプ８の制御デエーティ
を２５％だけ減じ、圧力値Ｐｓｌと圧力値Ｐｓ、の間の
ときは同じく５０％だけ減じ、さらに圧力値Ｐｓ２と圧
力値Ｐｃとの間にあるときは同じく７５％減じるように
しである。In this embodiment, the opening degree of the exhaust bypass pulp 8 is opened in stages, and between the first pressure value Ps and the second pressure value Pc, there are third and fourth pressure values Psl, Ps2 is set, and the supercharging pressure P2 is the first pressure value Ps and the pressure value Ps,
When between, the control duty of the exhaust bypass pulp 8 is reduced by 25%, when between the pressure value Psl and the pressure value Ps, it is also reduced by 50%, and further between the pressure value Ps2 and the pressure value Pc. In some cases, the amount is reduced by 75%.
この結果、排気バイパスパルプ８を強制的に開くにあた
り、段階的に排気バイパス量を制御するので、急激な過
給圧の変化を防いでより一層滑らかな運転フィーリング
を確保することができる。As a result, when the exhaust bypass pulp 8 is forcibly opened, the exhaust bypass amount is controlled in stages, thereby preventing sudden changes in boost pressure and ensuring a smoother driving feeling.
（発明の効果）
以上のように本発明は、過給圧が目標値の範囲内でフィ
ー−パック制御されている状態から、何等かの原因で過
給圧が目標値を越えて上昇したときは、まず第１の圧力
値の範囲では過給圧制御機構を過給圧を低下させる方向
に強制的に作動させるので、これにより機関の出力を大
幅に低下させるようなことなく、つまり運転フィーリン
グを悪化させることなく、機関の損傷などを未然に回避
し、またこれにもかかわらず過給圧がさらに上昇し、第
２の圧力値を越えるようなときは、機関に対する燃料の
供給を停止して異常事態に陥るのを防止し、しかもこの
場合、吸入空気量が大きくなる程この第２の圧力値は設
定圧力が低下するので、過給圧の同じ異常上昇時でも、
機関の損傷にいたる危険が高いとさほど早期に対処で訃
るという効果がある。(Effects of the Invention) As described above, the present invention is effective when the boost pressure rises beyond the target value for some reason from a state where the boost pressure is under fee-pack control within the range of the target value. First, in the first pressure value range, the boost pressure control mechanism is forcibly operated in the direction of decreasing the boost pressure, so the engine output is not significantly reduced, and the operating performance is reduced. This prevents damage to the engine without deteriorating the ring, and if the boost pressure increases further and exceeds the second pressure value, the fuel supply to the engine is stopped. In this case, as the amount of intake air increases, the set pressure of this second pressure value decreases, even when the boost pressure rises abnormally.
If there is a high risk of damage to the engine, it has the effect of preventing death if it is dealt with too early.
ｔＪＳ１図は本発明の構成図、第２図は本発明の実施例
を示す概略構成図、第３図Ａは排気バイパスパルプと可
変翼との制御領域を示す説明図、第３図Ｂは過給圧と制
御デユーティの関係を示す説明図、第３図Ｃは過給圧の
制御圧力値の特性を示す説明図、第４図、第５図はそれ
ぞれ制御動作の実施例を示すフローチャートである。
１・・・機関本体、２・・・吸気通路、３・・・排気通
路、４ｔ４０・・・ターボチャークヤ、
５．４２・・・排気タービン、６・・・吸気コンプレッ
サ、８・−・排気バイパスバルブ、９・・・可変翼、１
０．１１・・・ダイヤプラム装置、１２．１３・・・圧
力制御弁、２０・・・制御回路、２１・・・エア７０−
メータ、２２・・・絞弁開度センサ、２３・・・クラン
ク角センサ、２５ｆ４１・・・圧力センサ、４３・・・
流入排気制御機構、４４・・・第１の圧力値設定手段、
４５・・・第２の圧力値設定手段、４６・・・強制制御
手段、４７・・・燃料供給停止手段。
特許出願人 日産自動車株式会社
第３図
（Ａ）
（、ｘｔｇ 膚を膚ｌコーム授た）
第４図tJS1 is a configuration diagram of the present invention, FIG. 2 is a schematic configuration diagram showing an embodiment of the present invention, FIG. 3A is an explanatory diagram showing the control area of the exhaust bypass pulp and the variable blade, and FIG. FIG. 3C is an explanatory diagram showing the relationship between boost pressure and control duty, FIG. 3C is an explanatory diagram showing the characteristics of the control pressure value of boost pressure, and FIGS. 4 and 5 are flowcharts each showing an example of control operation. . 1... Engine body, 2... Intake passage, 3... Exhaust passage, 4t40... Turbocharger, 5.42... Exhaust turbine, 6... Intake compressor, 8... Exhaust Bypass valve, 9... variable blade, 1
0.11... Diaphragm device, 12.13... Pressure control valve, 20... Control circuit, 21... Air 70-
Meter, 22... Throttle valve opening sensor, 23... Crank angle sensor, 25f41... Pressure sensor, 43...
Inflow/exhaust control mechanism, 44...first pressure value setting means,
45... Second pressure value setting means, 46... Forced control means, 47... Fuel supply stop means. Patent applicant: Nissan Motor Co., Ltd. Figure 3 (A)
Claims (1)
ャージャと、ターボチャージャによる過給圧を検出する
手段と、この検出過給圧に応じて排気タービンへの流入
排気を制御する機構とを備え、過給圧が目標値になるよ
うにフィードバック制御する内燃機関の過給圧制御装置
において、過給圧の目標値よりも高い第１の圧力値を設
定する手段と、この第１の圧力値よりも相対的に高くか
つ吸入空気量の増加に応じて低下する特性をもつ第２の
圧力値を設定する手段と、過給圧が前記第１の圧力値を
越えたときに前記制御機構を過給圧が低下する方向に強
制動作させる手段と、同じく過給圧が第２の圧力値を越
えたときに燃料の供給を停止する手段とを備えたことを
特徴とする内燃機関の過給圧制御装置。The turbocharger is equipped with a turbocharger that is driven by exhaust energy to supercharge intake air, a means for detecting the supercharging pressure by the turbocharger, and a mechanism that controls the exhaust gas flowing into the exhaust turbine according to the detected supercharging pressure. In a boost pressure control device for an internal combustion engine that performs feedback control so that boost pressure becomes a target value, means for setting a first pressure value higher than a target value of boost pressure, and means for setting a first pressure value higher than the first pressure value. means for setting a second pressure value that is relatively high and has a characteristic of decreasing as the amount of intake air increases; Boost pressure control for an internal combustion engine, comprising means for forcing the pressure to decrease, and means for stopping fuel supply when the boost pressure exceeds a second pressure value. Device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60105267A JPS61265331A (en) | 1985-05-17 | 1985-05-17 | Control device for supercharging pressure of internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60105267A JPS61265331A (en) | 1985-05-17 | 1985-05-17 | Control device for supercharging pressure of internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61265331A true JPS61265331A (en) | 1986-11-25 |
| JPH0543860B2 JPH0543860B2 (en) | 1993-07-02 |
Family
ID=14402882
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60105267A Granted JPS61265331A (en) | 1985-05-17 | 1985-05-17 | Control device for supercharging pressure of internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61265331A (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01318728A (en) * | 1988-06-16 | 1989-12-25 | Mazda Motor Corp | Fuel feeding device for engine with supercharger |
| JPH02201027A (en) * | 1989-01-31 | 1990-08-09 | Mazda Motor Corp | Supercharge pressure control device for engine with supercharger |
| WO1994023190A1 (en) * | 1993-03-30 | 1994-10-13 | Robert Bosch Gmbh | Protective system for a supercharged internal combustion engine |
| WO1996010128A1 (en) * | 1994-09-28 | 1996-04-04 | Robert Bosch Gmbh | Protective system for a supercharged internal combustion engine |
| US6155050A (en) * | 1999-06-01 | 2000-12-05 | Cummins Engine Co Inc | System and method for protecting a turbocharger in the event of a wastegate failure |
| FR2844829A1 (en) * | 2002-09-20 | 2004-03-26 | Inst Francais Du Petrole | Method for controlling supercharged i.c. engine torque comprises determining the required torque from which set point of supercharged air inlet pressure and fuel injection time is determined |
| WO2014208360A1 (en) * | 2013-06-27 | 2014-12-31 | 三菱自動車工業株式会社 | Engine control device |
| WO2014208361A1 (en) * | 2013-06-27 | 2014-12-31 | 三菱自動車工業株式会社 | Engine control device |
| JP2015010513A (en) * | 2013-06-27 | 2015-01-19 | 三菱自動車工業株式会社 | Control device for engine |
| WO2015145924A1 (en) * | 2014-03-28 | 2015-10-01 | マツダ株式会社 | Control device for engine equipped with turbo-supercharger |
| JP2016008560A (en) * | 2014-06-25 | 2016-01-18 | トヨタ自動車株式会社 | Control unit of internal combustion engine with turbocharger |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60139037U (en) * | 1984-02-25 | 1985-09-13 | 日産自動車株式会社 | Exhaust turbo charger boost pressure control device |
-
1985
- 1985-05-17 JP JP60105267A patent/JPS61265331A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60139037U (en) * | 1984-02-25 | 1985-09-13 | 日産自動車株式会社 | Exhaust turbo charger boost pressure control device |
Cited By (20)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01318728A (en) * | 1988-06-16 | 1989-12-25 | Mazda Motor Corp | Fuel feeding device for engine with supercharger |
| JPH02201027A (en) * | 1989-01-31 | 1990-08-09 | Mazda Motor Corp | Supercharge pressure control device for engine with supercharger |
| WO1994023190A1 (en) * | 1993-03-30 | 1994-10-13 | Robert Bosch Gmbh | Protective system for a supercharged internal combustion engine |
| WO1996010128A1 (en) * | 1994-09-28 | 1996-04-04 | Robert Bosch Gmbh | Protective system for a supercharged internal combustion engine |
| US5913301A (en) * | 1994-09-28 | 1999-06-22 | Robert Bosch Gmbh | Protection system for a turbocharged internal combustion engine |
| US6009710A (en) * | 1994-09-28 | 2000-01-04 | Robert Bosch Gmbh | Protection system for a turbocharged internal combustion engine |
| US6155050A (en) * | 1999-06-01 | 2000-12-05 | Cummins Engine Co Inc | System and method for protecting a turbocharger in the event of a wastegate failure |
| FR2844829A1 (en) * | 2002-09-20 | 2004-03-26 | Inst Francais Du Petrole | Method for controlling supercharged i.c. engine torque comprises determining the required torque from which set point of supercharged air inlet pressure and fuel injection time is determined |
| JP2015010521A (en) * | 2013-06-27 | 2015-01-19 | 三菱自動車工業株式会社 | Control device of engine |
| WO2014208361A1 (en) * | 2013-06-27 | 2014-12-31 | 三菱自動車工業株式会社 | Engine control device |
| WO2014208360A1 (en) * | 2013-06-27 | 2014-12-31 | 三菱自動車工業株式会社 | Engine control device |
| JP2015010513A (en) * | 2013-06-27 | 2015-01-19 | 三菱自動車工業株式会社 | Control device for engine |
| JP2015010522A (en) * | 2013-06-27 | 2015-01-19 | 三菱自動車工業株式会社 | Control device of engine |
| CN105358806A (en) * | 2013-06-27 | 2016-02-24 | 三菱自动车工业株式会社 | Engine control device |
| US9879617B2 (en) | 2013-06-27 | 2018-01-30 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Control apparatus of engine |
| US9885293B2 (en) | 2013-06-27 | 2018-02-06 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Control apparatus of engine |
| WO2015145924A1 (en) * | 2014-03-28 | 2015-10-01 | マツダ株式会社 | Control device for engine equipped with turbo-supercharger |
| JP2015190414A (en) * | 2014-03-28 | 2015-11-02 | マツダ株式会社 | Control device of engine with turbo supercharger |
| US10145297B2 (en) | 2014-03-28 | 2018-12-04 | Mazda Motor Corporation | Control device for engine equipped with turbo-supercharger |
| JP2016008560A (en) * | 2014-06-25 | 2016-01-18 | トヨタ自動車株式会社 | Control unit of internal combustion engine with turbocharger |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0543860B2 (en) | 1993-07-02 |
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