JPS61268846A - Control device for engine with supercharger - Google Patents

Abstract

PURPOSE:To enable a device to restrict the maximum torque to a fixed value or less, by outputting a supercharge pressure decreasing signal prior to a supercharge pressure control signal when an ignition timing signal, determined by an ignition timing control means, is larger than a limit value signal from an ignition timing delay limit value determining means. CONSTITUTION:An engine, blockably providing a waste gate valve 6 in a bypass passage 2a detouring around a turbine 4 in a supercharger 3, controls a supercharge pressure by driving the waste gate valve 6 to be opened and closed through an actuator 7 in accordance with an output from a controller 29. And the engine provides an ignition timing control means M3 controlling the ignition timing in accordance with an output from a reference ignition timing displacement amount determining means M6. While the engine provides a delay limit value determining means M8 outputting a delay side limit value signal of the ignition timing. And when an ignition timing signal by the control means M3 is larger than the limit value signal, the engine, feeding a supercharge pressure decreasing signal to the actuator 7 prior to a supercharge pressure control signal, controls the supercharge pressure from the supercharger 3 so as to be decreased.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for an engine (internal engine), and particularly to a control device for supercharging pressure of an engine equipped with a supercharger.

[Conventional technology]

Conventionally, the strength of a drive system rotationally driven by an engine has been determined by the maximum torque T of the engine, as shown in FIG.
It is necessary to ensure strength that complies with O&lX,
Improving the strength increases the size of the drive system, which increases the space and weight, which is particularly undesirable for automobile engines.

Furthermore, efforts are being made to increase the output of engines equipped with superchargers.

Similarly, in engines that use a mixture of fuel with a high octane number (premium gasoline) and fuel with a low octane number (regular gasoline), which will be described below, efforts are being made to increase the output of the engine.

In other words, it is well known that the octane number of gasoline has a strong correlation with the knock resistance in internal combustion engines.
Gasoline with a high octane rating is difficult to knock.

Figure 20 shows the ignition timing-output shaft torque characteristics of an engine using commercially available regular gasoline and premium gasoline (higher octane number than regular gasoline), and the LA point shows the characteristics of the output shaft torque when using regular gasoline. The knock limit point, L, is the knock limit point when premium gasoline is used, and if the ignition timing is advanced beyond the knock limit point, 7 knocks occur.

According to FIG. 20, when premium gasoline is used, the ignition timing can be advanced to a certain point, making it possible to improve the output shaft torque compared to when regular gasoline is used. FIG. 21 is an ignition timing characteristic diagram showing the ignition timing at the LA point and Li2 point in FIG. 20 with respect to the rotational speed of the internal combustion engine.

In an internal combustion engine with such characteristics, when regular Solin and premium Solin are mixed or used interchangeably, engine output can be increased by advancing the ignition timing according to the ignition timing and the mixture ratio of premium gasoline to regular gasoline. It becomes possible to improve.

[Problem that the invention seeks to solve]

However, in such conventional engine control devices, when the medium speed torque becomes extremely large, the maximum torque T
Determining the drive system capacity according to the QA is wasteful in terms of the necessary and sufficient torque TQA required of the engine.

Particularly, such problems are noticeable in a combination of a supercharger and mixed gasoline.

The present invention aims to solve these problems, and provides a control for a supercharged engine that can regulate the maximum torque so that it does not exceed a certain value by controlling the ignition timing of the engine. The purpose is to provide equipment.

[Means for solving problems]

For this reason, the control device for a supercharged engine of the present invention includes a supercharger consisting of a turbine installed in the exhaust passage of the Ennon and a compressor driven by the turbine and installed in the intake passage. The exhaust passage includes a detour passage that guides exhaust gas to bypass the turbine, a waste date pulp that can block the detour passage, and an opening/closing drive mechanism that opens and closes the waste gate valve. Drive 8! a first supercharging pressure control means for controlling supercharging pressure from the supercharger by controlling a mechanism; an ennon rotational speed sensor for detecting the rotational speed of the ennon; and a displacement of a reference ignition timing of the ennon. ignition timing control means for controlling the ignition timing of the engine in accordance with an output signal of the reference ignition timing displacement amount determination means; and a retardation of the ignition timing of the engine. retarding limit value determining means for outputting an angular side limit value signal, and in order to limit the output torque of the engine, the first supercharging pressure control means receives a detection signal from the engine rotation speed sensor. is configured as a supercharging pressure control means that determines the supercharging pressure of the supercharger according to the above, α
When the ignition timing signal from the large control means is larger than the ignition timing limit value signal from the retard limit value determining means, the first
The above opening/closing type gives priority to the boost pressure control signal from the boost pressure control means! ! ! The present invention is characterized in that a supercharging pressure control means fjS2 is provided which sends a supercharging pressure reduction signal to the lJm mechanism to reduce the supercharging pressure from the supercharger.

[For production]

In the control device for a supercharged engine of the present invention described above, the output torque of the engine is limited by the boost pressure control signal from the first boost pressure control means, and the reference ignition timing displacement amount determining means If the ignition timing signal determined by the ignition timing control means according to the output signal of is larger than the ignition time X11 limit value signal from the ignition timing retard limit value determining means, the first boost pressure control A supercharging pressure reduction signal is sent from the second supercharging pressure control means to the opening/closing drive mechanism of the supercharger in priority to the supercharging pressure control signal from the supercharging means, and the supercharging is supplied from the supercharger to the ENON. pressure is reduced.

〔Example〕

Hereinafter, embodiments of the present invention will be explained with reference to the drawings.
Figures 1 to 18 show a composite intake engine for a vehicle equipped with a supercharged engine control device as an embodiment of the present invention. Figure 1 is its overall configuration, and Figure 2 is its overall configuration. A configuration diagram showing the control mechanism of the supercharger, FIG. 3 is an electric circuit diagram showing the control means, FIG. 4 is an electric circuit diagram explaining the ignition timing control means, and FIG. 5 explains its operation. Figures 6 and 7 are both 70-charts for explaining the effect, Figure 8 is a graph for explaining the effect, and Figures 9 to 13 are all for explaining the effect. The 70-chart and FIGS. 14 to 18 are all graphs for explaining the effect.

Now, this device is designed for in-line 4-cylinder 2 CIS (composite intake type engine) engine equipped with a primary intake system and a secondary intake system.
As shown in Figure 1, this engine E is equipped with a primary intake valve (P valve) 18 in the primary intake system IA that operates over the entire engine rotation range The secondary intake system IB is provided with a secondary intake valve (S valve) 19 that stops operating in a low engine rotation range and starts operating in a high engine rotation range.

Here, the first operating region (P region) in which only P valve 1B operates
An example of the second operating range (p+s15 range) in which the P valve 18 and the S valve 19 operate together is shown by symbols P and P+S, respectively, in FIG.

Note that the symbol WOT in Fig. 5 is the throttle fully open line,
WCT indicates the throttle fully closed line.

Also, do the P area and p+sg area actually partially overlap in order to prevent hunting due to switching? is playing.

Furthermore, as a special case, in reality, when the engine cooling water temperature is below a certain value, the S valve 19 starts operating when the engine E reaches a certain rotation speed, and P+
After reaching the S% range, even if the engine speed drops and the S valve 19 should stop operating, the S
The operation of the valve 19 is not stopped, that is, the p-sH range is expanded to the entire operating range.

In the engine valve train system of this embodiment, the P valve 18, the S valve
The valve 19 and the exhaust valve 15 are each driven to open and close by a cam via a rocker arm.
The rocker arm that opens and closes the valve 19 with a cam has a
A valve stop mechanism is provided.

This valve operation stop mechanism consists of an oil passage in the rocker shaft and an oil control pulp (hereinafter referred to as "OC■") 3.
Engine oil (lubricating oil) can be supplied from an oil pump through an oil passage provided with 8.

Here, ○CV38 has its solenoid as controller 2.
When it receives the ON signal from 9 and becomes excited, the oil pump side opens and carrot oil can be supplied.
Conversely, when the signal to the solenoid of 0CV3B is switched to an off signal, this 0CV3B is configured to open the reservoir side and bring the oil path to the reservoir pressure.

In addition, the above-mentioned valve operation stop device 1 is, for example, disclosed in Japanese Patent Application Laid-open No. 5
This is a known structure as shown in Japanese Patent No. 8-47131.

By the way, a detection means DM is provided for detecting the engine operating state.

That is, as shown in the mi diagram, the throttle sensor 2 detects the opening degree (throttle opening degree) θ of the throttle valve 11.
0fIfvk is off, and this throttle sensor 20
For example, a 3-meter meter that generates a voltage proportional to the throttle opening is used.

Further, a water temperature sensor 21 is provided that detects the cooling water temperature as a warm-up temperature of the engine E, and the engine rotation speed N is detected using ignition pulse information obtained from the primary side negative terminal of the engine engine coil 32, for example. A sensor 17 is provided.

Note that the engine speed N may be determined from detection signals from crank angle sensors 27 and 27', which will be described later.

Furthermore, a vehicle speed sensor 24 is provided which detects the vehicle speed using a pulse signal having a frequency proportional to the vehicle speed, and a known reed switch is used as the vehicle speed sensor 24.

Further, a cranking switch 26 is provided as a cranking sensor that detects the engine cranking state, and this cranking switch 26 is turned on (closed) when the starter motor is turned on, and turned off (open) otherwise.
This is the switch.

Further, an idle switch 25 is provided, and this idle switch 25 is turned on (closed) when the throttle valve 11 is at the fully closed stop position (during non-idling operation state), and turned off (open) at other times. It is a switch.

Furthermore, an air 70-sensor (Karman vortex flow meter) 16 is provided, and this air 70-sensor 16 measures the number of Karman vortices generated by the columnar body disposed in the intake passage 1 using ultrasonic waves #i. The intake passage 1 can be
It detects the intake air amount of F70-sensor 16.
The digital output of the controller 29 is input to a controller 29. Note that the digital output from the air sensor 16 is applied to, for example, a 1/2 frequency divider within the controller 29, and then subjected to various processing.

In addition, it is generally said that the air 70-sensor 16 malfunctions due to intake pulsation etc. when the engine E is at low speed and under high load, but in this embodiment, the intercooler 8 is installed downstream of the By appropriately adjusting the dimensions, etc., the intake pulsation as described above almost no longer occurs, so it is considered that the measurement reliability or accuracy by the air 70-sensor 16 is sufficiently high.

Furthermore, in addition to the above-mentioned sensors and switches, an intake air temperature sensor 13. Atmospheric pressure sensor 14 that detects atmospheric pressure. 02 sensor 22 that detects the oxygen concentration in exhaust gas.
Knock sensor 23 for detecting engine knock condition. A crank angle sensor 27, 27' detects the crank angle by a charge conversion means with a distributor 33, and a reference opening of the throttle valve 11 (this opening is set as a small opening corresponding to, for example, an engine speed of around 600 rpm I11). ) The position of the rod with actuator 12 that corresponds to! ! Position 1 to detect i (reference position)
A motor position switch 28 and the like as a sensor are provided, and signals from these sensors and switches are input to a controller 29.

The motor position switch 28 is provided on the I) side of the end surface of the rod for driving the throttle valve 11 during idle, and is turned on (closed) when the rod is in its most retracted position. It is configured to turn off (leap) when the

In addition, the intake air temperature sensor 13. Atmospheric pressure sensor 14. Water temperature sensor 21. Throttle sensor 20.0. Since the detection signals of the sensors 22 and the like are analog signals, they are input to the controller 29 via the level adjusters 62 to 64 and the A/D converters 52 to 54, as shown in FIG.

This controller 29 is a knock control means Ml.

Boost pressure characteristic switching control means M2. The first ignition timing control means M3 is replaced by the standard ignition timing determination means M4. Advance ignition timing determining means M5. Reference ignition timing displacement amount determining means M6.Ignition timing (retard) limit value determining means M8. Second ignition timing control means M9. It has various functions as the boost pressure control means Mll of the first boost pressure controller FiM10°12.

The controller 29 has the following information as shown in FIG.
A CPU 29a is provided, and a crank angle sensor 2 is provided.
7 through the waveform shaping circuit 55;
Interrupt signal INT4 generated from the crank angle sensor 27' at β (45>α>β>0) degrees before compression top dead center of each cylinder
is received via a waveform shaping circuit 56,
Furthermore, the detection signal due to the Karman vortex from the air 70-sensor 16 is sent to the interrupt signal INT via the pulse converter 57.
It is now accepted as a 5.

The controller 29 also receives a clock signal CLOCK for each predetermined time width from the clock 29cl of the CPU 29a.
In response to this, a 16-bit counter 29b is provided which holds the current time as a 16-bit signal.
6-bit counter 29b and second to sixth registers 68
Second to sixth comparators 74-78 are provided which receive 16-bit signals representing respective times from 72 to 72.

In these second to sixth comparators 74 to 78,
When it is detected that the time signals set in the second to sixth registers 68 to 72, respectively, and the current time signal sent from the 16-bit counter 29b match, each of the 7-rip, 70-bit FF2 Heliset signal, 7-lip 70-tube FF3 heliset signal, 7-lip flop FF4 heliset signal, 7-lip 70-tube FF5
It is configured to send a heset signal and a 7-lip, 70-tube FF5 heset signal.

That is, the 7-lip 70-tube FF2 switches the output level upon receiving the set signal from the CPU 29a and the match signal (reset signal) from the second comparator 74, and when the output is at a high level, , the power transistor 30b is turned on, the solenoid fill 34m of the electromagnetic switching valve 34 is energized, and the Du and Arguiablum type Westdate pulp 6 can be controlled by duty control.

Furthermore, the 7-lip 70-tube FF3 switches the output level upon receiving a set signal from the CPU 29a and a match signal (reset signal) from the third comparator 75, and when the output is at a high level, , the power transistor 30d is turned on, and the pre/id 9alj' of the electromagnetic fuel injection valve 9 is excited.

And 7 lip 70 lip FF4 is CPU 29a
The output level is switched in response to a set signal from the comparator 76 and a match signal (reset signal) from the fourth comparator 76, and when the output is at a high level, the power transistor 30e is turned on. Electromagnetic fuel injection valve 1
0 thread/id 10m is excited.

In addition, the 7-lip 70-tube FF5 receives the coincidence signal (reset signal) from the fifth comparator 77 and the sixth comparator 78.
The output level is switched in response to a match signal (set signal) from the ignition coil 32, and when the output changes from high level to low level, high voltage from the ignition coil 32 is supplied to the spark plug 80. The ignition is starting to jump.

Further, the reference numeral 29c in FIG.
The overflow signal sent to 9a is shown.

Note that the atmospheric pressure sensor 14 may be incorporated into the controller 29.

The controller 29 controls the appropriate input/output ink 7 and the source 51.
-54. In addition to CPU29a, RAM65 and ROM66
The controller 29 receives signals from the above-mentioned sensors, etc., detects the engine operating state, and sends control signals for controlling the operation stoppage of the SO29. It has the function of S valve control means CMI which outputs to 0CV38 of the valve operation stop mechanism.

The process 70- for such OCv control is shown in FIG.

70- shown in FIG. 6 performs arithmetic processing every time an ignition interrupt signal is input. First, in step a1,
The operating state is read, and in the next step a2, it is determined whether or not it is in the pm range, that is, whether or not the operation of the S valve 19 should be stopped.

If YES, issue a control signal to turn on 0CV38 to turn on 0CV38 (step a3); if NO, issue a control signal to turn 0CV38 off to turn 0CV38 on. is turned off (step a4).

When the 0CV38 is turned on, as described above, the S valve 19 is in the stopped state (Nina I) (in the Pli region), and when the 0CV38 is turned off, the S valve 19 is in the operating state (in the P+S region).

By the way, as shown in FIG. 1, an ignition filter 32 is provided.
The primary side current is switched on and off by a power transistor 30m serving as a switching transistor. That is, this device is equipped with an ignition device rIIID whose ignition operation is controlled by receiving electrical control signals.

In addition, the intake passage 1 and exhaust passage 2 of this CIS engine E
An exhaust gas recirculation passage (EGR passage) is interposed between the two, and a control valve (EGR valve) for controlling the amount of exhaust gas recirculation (EGR amount) is installed in this EGR passage.

This EGR valve is configured as a pressure-responsive EGR valve that is driven to open and close by a single diaphragm type pressure-responsive device.

Note that the operating range in which exhaust gas is recirculated (EGR is applied) is the operating range indicated by the symbol EGR in the m5 diagram, provided that the cooling water temperature is above a predetermined temperature (for example, around 70°C).
As shown in FIG. 5, this operating range EGR spans both the PI3 range and the P+S range.

In addition, in operating ranges other than the EGR operating range (including the throttle valve fully closed cut operating range), EGR is not applied, and when the water temperature is lower than the predetermined temperature above, EGR is applied throughout the entire operating range.
I don't spend a lot of time.

Further, the controller 29 includes a first memory for setting ignition advance information (retard amount) for the P@ range and a second memory for setting ignition advance information (retard amount) for the P+S operation range. and ignition timing control means that receives signals from the above-mentioned sensors and switches and outputs a control signal having ignition advance information (retard 1) from the first memory or second memory to the power transistor 30a of the ignition device ID. It has a function with CM2.

The process 70- for controlling the ignition timing is shown in FIG.

The flow shown in FIG. 7 also performs arithmetic processing every time an ignition interrupt signal is input, but first, in step b1,
The operating state is read, and in the next step b2, it is determined whether or not it is in the Pli region (whether or not stopping of the S valve 19 has been instructed).

The reason for determining whether it is the pH range or the P+sg range in this way is because the ignition advance angle is different between the P range and the P+S@ range, and based on this judgment, the next step b3. b4
You can select the ignition advance information suitable for each region.

That is, if YES (if it is in the pH range), in step b3, the retard amount R is read out from the map (P map) of the first memory based on (θ, N), but if NO
1, that is, in the P+sg region, in step b4, the second
The retard amount R is read out from the memory map (P+S map) based on (θ, N).

In addition, the ignition advance angle in the P map is set for standard specifications,
The ignition advance angle in the P+S map is set to be more advanced than that in the P map.

The reason why the ignition advance angle is changed between the P region and the P+S region is that in the P region, the internal EGR due to valve overlap
This is because the effect of different combustion conditions due to swirl caused by flow velocity and pulp arrangement is greater in the P+SII region, whereas in the PfJI region and P+S
This is because the factors that are affected differ depending on the area.

Next, in step b5, the retard amount R is corrected based on other operating conditions, which will be detailed below, and in the next step b6, the power transistor 30a is operated at a timing corresponding to the retard amount R.

In other words, the controller 29 uses the crank angle sensor 27. Signals from the throttle sensor 201, rotation speed sensor 17, etc. are input, and the following calculations are performed to calculate an ignition signal suitable for the Pli range or the p10s11 range, and the power transistor 30a is controlled on/off to perform ignition operation. It constitutes an electronic advance angle device.

That is, the P map and the P+S map (these maps are written in the ROM 66) are
, A/N, N) is stored in advance, and each time a reference position signal is given, the engine speed N and throttle opening θ are calculated. The retardation amount R corresponding to the intake air amount A is PII
The ignition signal is read from each map for the area or P+S area, and when the value matches the integrated value of the angle signal from the time when the reference position signal is generated, an ignition signal is sent out.

This ignition signal operates the buff transistor 30a, and a high voltage is generated in the ignition coil 32, causing ignition.

The engine E is equipped with a turbocharger 3, and the turbocharger 3 is equipped with a turbine 4 interposed in the exhaust passage 2 of the engine E.
A compressor 5 is provided in the intake passage 1 of the engine E and is rotationally driven by a turbine 4.

Note that a bypass passage that bypasses a portion of the exhaust passage 2 where the turbine is disposed is connected to the exhaust passage 2, and a waste gate valve 6 is provided to open and close this bypass passage.

This wastegate valve 6 is designed to be opened and closed by a two-diaphragm type pressure response device 7, and an electromagnetic switching valve (solenoid valve) 34 (this valve 34 has a return spring (not shown) for the valve body). ), by selectively supplying atmospheric pressure and supercharging pressure to one pressure chamber of the pressure response device 7, the opening timing of the waste gate valve 6, etc. can be adjusted, and at least two types of supercharging pressure characteristics can be realized. It looks like this.

Furthermore, by sending a control signal through duty control to the strain/id fill 34a of the solenoid valve 34, a characteristic between these two types of supercharging pressure characteristics can be obtained.

In other words, as shown in Fig. 2, this engine is supercharged I
f! The turbocharger 3 is equipped with a turbine 4 installed in the exhaust passage 2 of the engine, and a compressor driven by the turbine 4 installed in the intake passage 1 of the engine. It has 5 features.

Further, a bypass passage (detour passage) 2a is connected to the exhaust passage 2 so as to bypass a part of the turbine 4, and a waste gate valve 6 for opening and closing the bypass passage 2a is provided. ing.

Furthermore, a pressure-responsive actuator 7 is provided as an opening/closing drive mechanism for driving the wastegate valve 6 to open and close. This actuator 7 has, in its casing,
The first diaphragm 41 and the second diaphragm 42 have the same diameter.
It is equipped with the 1st Gui 77? The system 41 is connected to the waste gate valve 6 via the tenth valve 40, and the second
The diaphragm 42 is connected to a twentieth rod 47 that can be moved into and out of contact with the first diaphragm 41 .

Moreover, this actuator 7 has a large set load.
It is equipped with a return spring 45 and a second return spring 46 with a small set load, and the first return spring 45 is loaded between the casing and the first diaphragm 41, thereby controlling the first diaphragm 41 and the first set 40. The second return spring 46 is loaded between the casing and the second diaphragm 42 to bias the wastegate valve 6 in the closing direction.
The 20th rod 47 is biased through the diaphragm 42 in a direction to separate it from the first diaphragm 41.

Further, the actuator 7 includes a first pressure chamber 43 and a second pressure chamber 44, the first pressure chamber 43 is formed between the first guia 7 ram 41 and the second diaphragm 42, and the second pressure chamber 44 is formed between the first pressure chamber 43 and the second diaphragm 42. is formed adjacent to the first pressure chamber 43 via the second diaphragm 42 .

Incidentally, a first control passage 48 is connected to the first pressure chamber 43, and a pressure passage 5o as a second control passage is connected to the second pressure chamber 44.

The #S1 control passage 48 is connected to an atmospheric passage 49 and a pressure passage 5° via a solenoid valve 34 serving as an electromagnetic switching valve.

The atmospheric passage 49 is connected to the upstream side intake passage section 1a of the compressor, and the pressure passage 50 is connected to the downstream side intake passage section 1b of the compressor. As a result, atmospheric pressure is introduced through the atmospheric passage 49, and pressure on the downstream side of the compressor in the intake passage 1 is introduced through the pressure passage 50.

The solenoid valve 34 also includes a solenoid coil 34a that receives a signal from the controller 29, and when the solenoid coil 34a is excited, the plunger 34b
is attracted against the return spring 34c, thereby introducing atmospheric pressure into the first control passage 48. On the other hand, when the solenoid coil 34a is de-energized, the plunger 3
4b is pushed by the return spring 34c, compressor downstream pressure is introduced into the first control passage 48. In this way, the first pressure chamber 4
Atmospheric pressure or compressor downstream pressure is selectively introduced into the second pressure chamber 44 through the first control passage 48 .
The downstream pressure of the compressor is introduced through the pressure passage 50 .

Therefore, when the solenoid fill 34a is demagnetized and compressor downstream pressure is applied to the first pressure chamber 43 similarly to the second pressure chamber 44, the wastegate valve 6
It is only necessary to consider the load in the closing direction caused by the #S1 return spring 45, so that the actuator operates as an actuator having substantially only the first Guia 7 ram 41 with low boost pressure characteristics. However, the twist/id coil 34a
is excited and atmospheric pressure is applied to the first pressure chamber 43. In this case, the load in the closing direction of the waste date pulp 6 must be considered from both the first return spring 45 and the second return spring 46. Not necessarily,
This makes it possible to obtain high boost pressure characteristics, and as a result, the boost pressure is controlled to be high.

As a result, this engine can selectively operate with high boost pressure characteristics or low boost pressure characteristics,
Furthermore, the duty control allows operation with a boost pressure characteristic between a high boost pressure characteristic and a low boost pressure characteristic.

From a different perspective, it can be said that the supercharging pressure-engine rotational speed characteristic of this engine can be set as shown by the symbol a, as shown in FIG.

Here, the characteristic a represents the case where the pressure on the downstream side of the humppressor is introduced into the first pressure chamber 43 to make the pressure acting on the first pressure chamber 43 and the second pressure chamber 44 the same.
The case where atmospheric pressure is introduced into the pressure chamber 43 is shown. In this engine, even if the actuator 7 malfunctions, it can be kept within the range indicated by the symbol d in FIG. On the other hand, in the conventional system in which the pressure acting on the actuator is leaked to the atmosphere through a leak passage, there is a risk that the supercharging pressure may rise abnormally as shown by the symbol C in FIG.

By the way, the knock sensor 23 is attached to an engine block or the like, and as shown in FIG. 4, a knock detection circuit 23a is provided which integrates the signal KS from the knock sensor 23 and outputs an integrated voltage R3. The /k integrated voltage (analog signal) R3 from the knock detection circuit 23a is supplied to the controller 29 via the A/D converter 61.

As shown in FIG. 3, the block configuration of the /tsuk sensor 23 includes a bandpass filter 58°, a noise level detector 59. Comparator 60 and integrator 61 may be used.

It is generally said that the air 70-sensor 16 malfunctions due to intake pulsation in low-speed, high-load engine conditions, but in this embodiment, the intercooler 8 is installed downstream of the air 70-sensor 16, and the size of the air cleaner section By appropriately adjusting the above, the intake pulsation as described above almost no longer occurs, so it is considered that the measurement reliability or accuracy by the air 70-sensor 16 is sufficiently high.

Signals from each sensor are then input to the controller 29. This controller 29 has functions such as knock control means M1 and supercharging pressure characteristic switching control means M2.

Here, the knock control means M1 performs control to avoid knocking by controlling the amount of retardation at the time of ignition, and the boost pressure characteristic switching control means M2 performs control to avoid knocking by controlling the amount of retardation at the time of ignition.
By retarding the ignition timing by 1, when the lower limit absolute ignition timing is lower than the lower limit absolute ignition timing determined by the operating condition with high boost pressure characteristics, the difference between the operating condition with high boost pressure characteristic and the operating condition with low boost pressure characteristic This controls switching between the two.

The knock control means M1 will be explained. This knock control means M1 first receives engine load information (A/N; A is intake air amount information, N is engine rotation speed information).

The knock control means M1 is equipped with a basic ignition timing characteristic map (two types for regular gasoline and one for premium gasoline may be prepared) that stores the ignition timing determined from engine speed information N. A correction means is provided for correcting the ignition timing information according to the engine operating state from the knock detection circuit 23a to the retard side according to the knock amount information from the knock detection circuit 23a.

That is, the knock control means M1 receives intake air amount information A, engine rotation speed information N, knock amount information, and reference signal information (this information is 18 in crank angle) from various sensors.
It has a 0° period and controls the energization start timing and ignition timing) and crank angle information (these reference signal information and crank angle information are taken in from the distributor 33), and the correction means adjusts the knock amount according to the knock amount. The retarded ignition signal is sent to the ignition coil 3.
2 is supplied to the power transistor 30a. As a result, the power transistor 30a is turned on and off at a predetermined timing, and the ignition filter 30a is turned on and off at a predetermined timing.
2 primary currents are intermittent.

Further, in the intake passage 1 of the engine E, in order from the upstream side (air cleaner side), an air 70-sensor 16, a compressor 5. Intercooler 8. An electromagnetic fuel injection valve 9.10 and a throttle valve 11 are provided in the exhaust passage 2 of the engine E, and in order from the upstream side (engine combustion chamber side), a turbine 4Jk medium converter 31 of the turbocharger 3 and a 77 (not shown) are provided. A ra is provided.

Furthermore, a display meter 35 is provided in the vehicle interior.

The display meter 35 may have a needle-type display section 35a or a segment-type display section 35b in which light-emitting diodes (LEDs) are arranged in a row and these LEDs blink as appropriate. .

Note that the reference numeral 36 in FIG. 1 indicates an ignition key switch, and the reference numeral 37 indicates a battery.

Also, in FIG. 1, a line directly connected to the controller 29 from the battery 37 is connected to a backup memory within the controller 29.

Since the control device for a supercharged engine according to an embodiment of the present invention is configured as described above, in the main routine, as shown in FIG. 9, knock voltage information KN, which is various operating state information, is first obtained.

Water temperature information Tw, throttle temperature accuracy information, intake temperature information A, etc. are sent to the CPU 2 through each A/D converter 51 to 54.
9a, the knock retard fLRv is calculated based on the data value of the knock voltage information KN input to each address of the RAM 65 (step AI), and the address R,
(Step A2), and ignition timing data 5rs (for example, ignition timing data for regular gasoline ) is calculated (step A3, see FIG. 18).

Next, in step A4, the ignition timing data STs at the predetermined engine rotational speed information N and the 7 retard amount RT are added, and by the functions of @1's ignition timing control means M3 and reference ignition timing displacement amount determination means M6, Ignition timing information S^ calculated as a crank angle is obtained.

Ratio A between intake air amount information A and engine rotation speed information N
/N and engine speed information N, an ignition timing setting value (retard data) R, which takes exhaust temperature into consideration, is calculated and input to address R8 (step A5).

This ignition timing information S^ is compared with the ignition timing setting value R5 (step A6), and when S^>Rs, the function as retard limit value determining means M8 determines that the ignition timing is too late and the exhaust temperature is Since there is a risk that the boost pressure will rise too much, the duty rate (or a value corresponding to the duty rate) D is set to 0% so as not to increase the boost pressure (step A8).

In order to control the torque TQ, as shown in FIG. 18, in a device that variably controls the supercharging pressure, the ignition timing S^ or When the knock retard jlRv becomes more retard than the set value, the supercharging pressure is preferentially controlled to the lower side to prevent the occurrence of knock.

That is, when the exhaust gas temperature of the engine E reaches a retardation amount (S^>Rs), the second supercharging pressure control signal is given priority over the supercharging pressure control signal from the first supercharging pressure control means MIO. The supercharging pressure reduction signal (D=0) from the means M11 is sent to the differential pressure responsive actuator 7 as an opening/closing drive mechanism of the turbocharger 3, and the control is performed so that the supercharging pressure is not sent to the engine E. As a result, the rise in exhaust gas temperature is suppressed.

In this way, when the actual ignition timing or the retard amount exceeds a certain value according to the intake air amount information A and the engine speed information N and retard V, the torque/id coil 34a is controlled to the low (Loud) side boost. do.

Then, when S^≦R9, as shown in FIG. 17, the duty rate according to the ennon rotational speed information N is determined and set as the duty rate at address D (step A7).

The relationship between this duty ratio and the boost pressure (P, ll!~P min ) from the turbocharger 3 is determined in advance as shown in FIG. Since the output torque TQ of the engine E is determined based on the characteristics of the first
4.In order to obtain the linear characteristic of constant torque TOA shown by symbol CP in Fig. 15, the engine rotation speed N shown in Fig. 17 is
- Duty rate characteristics are determined.

In this way, the duty rate changes from zero to the maximum value of the duty rate (or the value corresponding to the maximum value of the duty rate)
It is set to a value up to D, , (= 100%).

That is, as shown in FIG. 14, the low boost pressure characteristic curve L
O, and the turbocharger 3 is connected to this low boost pressure characteristic curve Lo.
The maximum output characteristic (high supercharging pressure characteristic curve) can be controlled between Hl and the maximum output characteristic (high supercharging pressure characteristic curve) when supercharging pressure control is performed.

When the exhaust temperature does not become too high and the boost pressure control is not performed, the symbol [PI→P2→P
, →P, J, the maximum output is controlled to be the torque TQA, whereas when supercharging pressure control is performed, the symbols [Pl→P, →P ,→P6→P
, J, the maximum output is controlled to be the torque TQ^, and in this case, it is possible to improve the force in the shaded area Zl and Z2 in the figure.

At this time, within the range of the engine rotational speed N indicated by the symbols "P, ~PsJ" and "P6~P7~" in FIG. (=100%), and the output torque TQ of the engine E improves.

Within the range of engine speed N indicated by symbols [P, ~P, J in FIG. 15, the first supercharging pressure control means MIO
With this function, the duty rate is (0 to 100%)
), the output torque T of the engine E (+ becomes a constant value To^), and the maximum torque within the drive system capacity is obtained.

Next, in step A9, the ignition timing information S^ is
For example, by multiplying the value divided by 180° and the reciprocal of the engine speed N, the conversion value ST of the ignition timing information to time information is obtained, and in step AIO, the energization time of the power transistor 30a is fixed. In order to control the energization start timing, a conversion value S of the closing angle data into time information according to the ennon rotational speed information N is calculated.

Then, the fuel injection basic pulse width Do corresponding to the engine rotation speed N corresponding to the engine rotation speed N is set and inputted to the address Do (step A11), and then the process returns.

Note that the base characteristic R8 considering the t-temperature may be mapped according to the ratio A/N of the intake air amount information A to the engine rotation speed information N and the engine rotation speed information N. When N is larger than the set value (that is, under high load), mapping may be performed according to the engine rotation speed information N).

In addition, as shown by the two-dot chain line in the tjS9 diagram, steps A3 to A5 are skipped and steps A3 to A5 are not processed, and in step A6, whether or not the knock retard iRv exceeds the set value S^ is determined. Judge, S^>
At the time of RT, the duty rate may be set to zero in step A8.

Next, apart from the main routine, each interrupt signal lNTl
, 2-5 will be explained based on FIGS. 10-13.

As shown in FIG. 10, this time interrupt routine is executed when the interrupt signal lNTl is generated every set time T.
The function as a boost pressure control means) starts, and the above-mentioned duty rate is converted into time using the set time T1 and the maximum value D of the duty rate to obtain a time conversion value ΔTD (step Bl). , this time conversion value ΔTD is added to the current time TR to obtain a time conversion value ΔTo (steps B2 and B3).
), sets this time conversion value ΔTD in the second register 68 (step B4), and sets the 7-lip 70-tub F.
Output a set signal to F2 (step BS) and return.

As a result, the 7-lip 70-tube FF2 turns on the power transistor 30b, turns on the electromagnetic switching valve 34 using the solenoid fill 34a, and decreases the intake pressure supplied to the first pressure chamber 43 so as to approach atmospheric pressure. Then, the duty control is performed to close the waste gate valve 6.

Next, in response to the interrupt signal INT3 generated at α (45〉α〉0) degrees before compression top dead center of each cylinder, the first
Processing of the rotation cycle time interrupt routine (functioning as ignition timing control means) starts.

This time interrupt routine adds the above-mentioned converted value ST to the current time TR (steps Di, D2), and adds the ignition time Tss to the current time TR (steps Di, D2).
is calculated, and this α Tuesday time Tss is stored in the sixth register 72.
(step D3), and at the ignition time TBS, a reset signal is sent from the sixth comparator 78 to the 7-lip 70-tube FFS, thereby causing the ignition plug 80 to ignite.

In addition, in response to the interrupt signal INT4 generated at β (45>α>β>0) degrees before the compression top dead center of each cylinder, the processing of the second rotational timing time interrupt routine (ignition preparation function and function to obtain the reciprocal of the engine speed) start.

That is, the conversion value s of the above-mentioned closing angle data into time information
B is added to the current time TR to calculate the ignition preparation time T'sa (step El, E2), and this ignition preparation time Tss is set in the fifth register 71 (step E3), and when the predetermined time is reached, 7 rip 7 from the fifth comparator 77
A set signal is sent to the 0-tube FF5, and an initial current is caused to flow through the igniter coil 32, thereby preparing for ignition.

The rotor 33 corresponds to the interval between top dead centers between each cylinder.
A time interval ATN is calculated from the previous time MTN that occurs every 180° of the crank angle from a and the current time TR, and based on this, the reciprocal number RjTN of the engine rotation speed information N is calculated.
is determined and inputted to address N (step E4).

For example, the reciprocal number RjTN of the engine rotational speed information N is determined as follows.

First, this time interval ΔTN and one to three previous interrupt signals I
Time interval M which is the time interval ΔTN when receiving NT4
From the time interval M l jTN + and the time interval M2jTN, the reciprocal number RjTN of the Ennon rotation speed N is determined based on the following equation.

(1) Next, the previous time MTN and the time interval M0ΔTN+time interval M, ATN or time interval M2ΔTN, which is one to three previous times, are updated, and then the process returns. .

Next, as shown in Fig. 13, we will explain the processing of the time interrupt routine by Kalman pulse (fuel injection control and the function of determining the reciprocal of the intake air amount). In response to signal INT5, fuel injection basic pulse width Do is determined according to engine speed information N corresponding to one pulse, fuel correction data KF is determined based on water temperature information Twt, throttle opening information θ, intake temperature information A, etc. Step F1), add this fuel injection time width DF to the current time TR to calculate the fuel injection time TSF (Step F3), add this fuel injection time width D to the current time TR ．．
Set the fourth register 69.70 (step F4
), 7 lip 70 lip FF3. The configuration is such that the state in which FF4 is set is reset after a predetermined time Dr (steps F5 to F9).

Next, the time M immediately before this Kalman pulse occurs
The time interval AT is calculated from TK and the current time TR, and based on this, the reciprocal RjT of the intake air amount information A is determined and input to address A (step F10).

For example, the reciprocal number RjTK of information A on the intake air amount is determined as follows.

First, this time interval ΔTK and the time interval MOjTK which is the time interval ΔTK when receiving 1 to 3 previous INT5
+ time interval Ml, ITK and time interval M2. ．． Number RjTK according to the reciprocal of intake air amount A based on the following formula
seek.

...(2) Next, to the previous time MT, and the time interval M, which is one to three previous times. jTK1 time intervals M, , 7K or time intervals M2jT are updated and then returned.

In this way, supercharging pressure control is performed in the C-engine S engine E, and furthermore, after warming up, the engine is operated at a high load and at a predetermined engine speed [for example, 1800 (rpm)].
] above, knock control and ignition timing learning control are performed, but ignition timing learning control is
Characteristic curves with advanced ignition timing (for example, characteristic curve #X for premium gasoline) and characteristic curves that are retarded than the characteristic curve Hi (for example, characteristic curves for regular and solin vehicles)
By having two types of ignition timing maps, the ignition timing may be determined between the two characteristic ranges by learning control based on these characteristics.

At this time, the learned value is gradually modified according to the output voltage of the knock control, and is modified to the retard side when the knock voltage is on, and to the advance side when the knock voltage is small. The information is also stored in the back 7 sled.

Here, one characteristic curve corresponds to the ignition advance angle of the ignition timing characteristic for premium gasoline, and the other characteristic curve corresponds to the ignition advance angle of the ignition timing characteristic for regular gasoline, and the boost pressure is fixed to the standard. When this happens, the output increases depending on the ignition timing, and here, the ignition timing is set to a limit value according to the engine rotation speed information N (a limit value according to the intake air amount may also be used).
By providing this, it is possible to prevent the output torque from exceeding a certain value even if the learned value becomes a high output characteristic curve.

In particular, the present invention is applicable to automatic transmissions (A
/T), it is possible to improve the durability and reliability of the A/T by controlling engine parameters so that the output shaft torque does not exceed a certain value. Is it driven according to the necessary and sufficient output torque from the engine? , the capacity can be reduced.

The reference ignition timing displacement determining means M6 calculates the knock occurrence rate through knock detection, and shifts the reference ignition timing to the retard side or the advance side based on the calculation result, thereby adjusting the amount of gasoline used. This is to obtain a reference ignition timing that is compatible with the octane number of the engine.

〔Effect of the invention〕

As described in detail above, the control device for a supercharged engine of the present invention includes a turbine installed in the exhaust passage of the engine and a compressor driven by the turbine and installed in the intake passage. Along with being equipped with a supercharger,
Is it the same as the detour passage that guides the exhaust gas to bypass the turbine in the exhaust passage and the wastedate pulp that can block the detour passage? a first supercharging pressure control means comprising an opening/closing drive mechanism that drives the estdate valve to open and close, and controlling the supercharging pressure from the supercharger by controlling the opening/closing drive mechanism; and a rotation speed of the engine. an engine rotational speed sensor that detects the engine speed, a reference ignition timing displacement determination means that determines the displacement amount of the reference ignition timing of the engine, and a reference ignition timing displacement determination means that determines the displacement amount of the engine according to the output signal of the reference ignition timing displacement amount determination means. ignition timing control means for controlling ignition timing; and retardation limit value determining means for outputting a retard side limit value signal for ignition timing of the engine; The supercharging pressure control means of No. 1 is configured as a supercharging pressure control means that determines the supercharging pressure of the supercharger according to the detection signal from the engine rotation speed sensor, and controls the ignition timing from the ignition control means. When the signal is larger than the ignition timing limit value signal from the retard limit value determining means, the rWi close drive 8! is given priority over the boost pressure control signal from the first boost pressure control means. This simple addition includes a second supercharging pressure control means that sends a supercharging pressure reduction signal to the system and reduces the supercharging pressure from the supercharger, and the supercharging pressure from the supercharger can be appropriately controlled. This control has the advantage of being able to restrict the maximum torque so that it does not exceed a certain value, which allows the output torque required from the engine to be kept within the drive system capacity. Excessive temperature rise can be prevented.

[Brief explanation of drawings]

Figures 1 to 18 show a single-stroke composite intake engine equipped with a supercharger-equipped ennon control device as an embodiment of the present invention. Figure 1 is its overall configuration, and Figure 2 is A configuration diagram showing the control mechanism of the supercharger, Fig. 53 is an electric circuit diagram showing the control means, Fig. 4 is an electric circuit diagram explaining the ignition timing control means, and Fig. 5 explains its operation. Figures 6 and 7 are both 70-charts for explaining the effect, Figure 8 is a graph for explaining the effect, and Figures 9 to 13 are all for explaining the effect. The 70-chart and Figures 14 to 18 are graphs for explaining the effect, and Figures 19 to 2 are graphs for explaining the effect.
1 are graphs for explaining the operation of a conventional engine control device. 1...Intake passage, 1a...Compressor upstream intake passage part, 1b...Compressor downstream intake passage part, IA
...Primary intake system, IB...Secondary intake system, 2...Exhaust passage, 2a...Bypass passage (detour passage), 3...Turbocharger, 4...Turbine, 5...Compressor, 6
...Wastedate pulp, 7..Pressure response device (actuator) as an opening/closing drive mechanism, 8..Intercooler, 9.10..Electromagnetic fuel injection valve, 9a, 10a...
Solenoid, 11... Throttle valve, 12... Actuator, 13... Intake temperature sensor, 14... Atmospheric pressure sensor, 15... Exhaust valve, 16... Air 70-sensor (Karman vortex flow meter), 17... Rotation speed sensor, 18...Primary intake valve (P valve), 19...Secondary intake valve (S valve), 20...
Throttle sensor, 21...Water temperature sensor, 22...02
Sensor, 23.../Tsuku sensor, 23a...Knock detection circuit, 24...$1! J sensor, 25...Idle switch as idle sensor, 26...Cranking switch, 2F, 27'...Crank angle sensor, 28
・・Motor position switch, 29・・Controller, 29a・・CPU129b・・16 bit counter,
29c...I10 bus, 29d-・rit77ri, 30a
. 30b*30dt30e--t<word transistor, 3
1... Catalytic converter, 32... Ignition filter, 33... Distributor, 33a... Rotor, 3
4...Solenoid type switching valve (gin/id valve), 34a...Solenoid fill, 34b...Plant holder, 34c...Return spring, 35...Display meter, 35'a...Needle type display section, 35b... Segment type display, 36...Ignition key switch, 37...Battery, 38...Oil control pulp (OCV), 40...! @10
41...1st Guia 7 Ram, 42...fjS2 Guia 7 Ram, 43...1st pressure chamber, 44...2nd pressure chamber, 45...1st return spring, 46...2nd return Spring, 47...20th node, 48...1st control passage, 49...atmospheric passage, 50...pressure passage (#2 control passage), 51-54...A/D as input/output interface 7 eighth Converter, 55.56...Waveform shaping circuit, 57
...Pulse converter, 58...Band pass filter, 59
...Noise level detector, 60..Comparator, 61..Integrator, 62-64..Level adjuster, 65..RAM,
66...ROM, 68~72...Renostar, 74~78
... Comparator, 80... Spark plug, CMI... S valve control means, CM2... Ignition timing valve control means, DM... Detection means, E... CIS engine, FF2 to FF5... 7 lip 70 knobs, ID...Ignition device, Ml...Knock control means including knock discrimination means, M2...Supercharging pressure characteristic switching control means, M3...#1 ignition timing control means, M4...Standard ignition timing determining means, M5・Advance ignition timing determining means, M
6. Reference ignition timing displacement amount determination means, M8.. Ignition timing (retard) limit value determination means, M9.. Second ignition timing control means, MIO.. First supercharging pressure control means, Mll. - Second boost pressure control means.

Claims (1)

[Claims] The supercharger includes a turbine installed in an exhaust passage of an engine and a compressor driven by the turbine and installed in an intake passage, and guides exhaust gas to bypass the turbine in the exhaust passage. It is equipped with a detour passage, a waste gate valve that can shut off the detour passage, and an opening/closing drive mechanism that opens and closes the waste gate valve, and by controlling the opening/closing drive mechanism, supercharging from the turbocharger is controlled. a first supercharging pressure control means for controlling the pressure, an engine rotation speed sensor for detecting the rotation speed of the engine, and a reference ignition timing displacement amount determination means for determining the displacement amount of the reference ignition timing of the engine; ignition timing control means for controlling the ignition timing of the engine in accordance with the output signal of the reference ignition timing displacement amount determination means; and retardation limit value determination means for outputting a retard side limit value signal of the ignition timing of the engine. supercharging, wherein the first supercharging pressure control means determines the supercharging pressure of the supercharger according to a detection signal from the engine rotation speed sensor in order to limit the output torque of the engine; the boost pressure from the first boost pressure control means when the ignition timing signal from the ignition control means is larger than the ignition timing limit value signal from the retard limit value determining means; a second supercharging pressure control means that sends a supercharging pressure reduction signal to the opening/closing drive mechanism to reduce the supercharging pressure from the supercharger in priority to the control signal; Control device for an engine with feeder.