WO2005085612A1 - Dispositif de régulation pour moteur à combustion interne avec compresseur de suralimentation à entraînement électrique - Google Patents

Dispositif de régulation pour moteur à combustion interne avec compresseur de suralimentation à entraînement électrique Download PDF

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Publication number
WO2005085612A1
WO2005085612A1 PCT/JP2005/004017 JP2005004017W WO2005085612A1 WO 2005085612 A1 WO2005085612 A1 WO 2005085612A1 JP 2005004017 W JP2005004017 W JP 2005004017W WO 2005085612 A1 WO2005085612 A1 WO 2005085612A1
Authority
WO
WIPO (PCT)
Prior art keywords
supercharging
internal combustion
combustion engine
electric motor
engine
Prior art date
Application number
PCT/JP2005/004017
Other languages
English (en)
Japanese (ja)
Inventor
Akihide Okuyama
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Priority to CN200580007449XA priority Critical patent/CN1930386B/zh
Priority to JP2006510789A priority patent/JP4380701B2/ja
Priority to DE112005000534T priority patent/DE112005000534B4/de
Publication of WO2005085612A1 publication Critical patent/WO2005085612A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F02D23/02—Controlling engines characterised by their being supercharged the engines being of fuel-injection type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • 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

Definitions

  • the present invention relates to a control device for an internal combustion engine that can control a supercharging pressure by using a supercharger with an electric motor.
  • a supercharger is used to supercharge an intake air amount of an engine (internal combustion engine) to obtain high output (or to achieve low fuel consumption). It is also possible to downsize the engine by lowering the displacement instead of raising the maximum output by using the output boosting effect of supercharging.
  • a technique for controlling a supercharging pressure by incorporating an electric motor into such a supercharger Japanese Patent Publication No. 2003-239754.
  • the supercharger with electric motor can control the supercharging pressure arbitrarily, so that the controllability is poor. If the turbocharger is a turbocharger, the turbo lag can be eliminated. In the case of the turbocharger, there is a problem that due to the inertial mass of the turbine compressor wheel, a delay occurs before the turbo rotation starts and the supercharging rises slowly. At this time, turbo lag can be eliminated by assisting the supercharging with the electric motor.
  • an object of the present invention is to provide a control device for an internal combustion engine with an electric supercharger capable of achieving good supercharging performance in all operating ranges irrespective of the gear position.
  • a control device for an internal combustion engine with an electric supercharger according to the present invention controls an internal combustion engine mounted on a vehicle, a supercharger with an electric motor for supercharging the internal combustion engine, and supercharging by the electric motor. And a transmission that shifts the output of the internal combustion engine. When the gear position of the transmission is low (or lower), the supercharge by the electric motor is higher than when the gear position is higher. It is characterized in that the assist amount is increased.
  • Some examples include a method of increasing the target boost pressure and a method of increasing the amount of electric power (voltage and / or current) supplied to the motor. At that time, a method of preparing a map for each gear position, a method of obtaining a correction coefficient corresponding to the gear position, and a method of increasing the supercharging assist amount as the speed is lower, by using the correction coefficient. Conceivable.
  • FIG. 1 is a configuration diagram showing a configuration of an engine having an embodiment of a control device for an internal combustion engine with an electric supercharger according to the present invention.
  • FIG. 2 is a flowchart of the supercharging pressure control.
  • Fig. 3 is a map for determining the amount of boosting the boost pressure by the motor.
  • FIG. 4 is a map for determining an instruction value to the controller of the electric motor.
  • FIG. 1 shows an engine 1 having a control device for an internal combustion engine with an electric supercharger according to the present embodiment.
  • the engine 1 described in the present embodiment is a multi-cylinder engine mounted on a vehicle. Here, only one cylinder is shown in FIG. 1 as a cross-sectional view.
  • the engine 1 is a so-called in-cylinder injection engine in which fuel is injected into the upper surface of a piston 4 in a cylinder 3 by an injector 2.
  • the engine 1 is capable of not only homogeneous combustion but also stratified combustion.
  • this engine 1 (Lean burn engine) is also possible, and by supercharging more intake air with the turbocharger 11 described later to perform lean burn, not only high output but also low fuel consumption are realized. Can be done.
  • the engine 1 compresses the air sucked into the cylinder 3 through the intake passage 5 by the piston 4, and injects fuel into the hollow formed on the upper surface of the piston 4 to perform rich mixing. Air is collected near the spark plug 7 and ignited by the ignition plug 7 for combustion. Due to the combustion at this time, the pressure in the cylinder 3 rises and the piston 4 reciprocates, and this reciprocating motion is converted into a rotary motion by a connecting rod and taken out as an output. The output driving force is decelerated or accelerated (shifted) by the transmission (transmission) 27 to rotate the driving wheels.
  • An intake valve 8 opens and closes the interior of the cylinder 3 and the intake passage 5.
  • the exhaust gas after combustion is exhausted to the exhaust passage 6.
  • An exhaust valve 9 opens and closes between the inside of the cylinder 3 and the exhaust passage 6.
  • an air cleaner 10 On the intake passage 5, an air cleaner 10, a turbo unit (supercharger) 11, an intercooler 12, a throttle valve 13, and the like are arranged from the upstream side.
  • the air cleaner 10 is a filter that removes dust and the like in the intake air.
  • the turbo unit 11 is arranged between the intake passage 5 and the exhaust passage 6 and performs supercharging.
  • the turbine-side impeller and the compressor-side impeller are connected by a rotating shaft (hereinafter, this portion is simply referred to as a turbine Z compressor 11a).
  • the turbocharger according to the present embodiment is a turbocharger with a motor in which the motor 11b is incorporated so that the rotation shaft of the turbine compressor 11a is the output shaft.
  • 1 lb of motor is an AC motor and can also function as a generator.
  • the turbo unit 11 can also function as a normal supercharger that supercharges only with exhaust energy, but further supercharges by forcibly driving the turbine compressor 11 a with the electric motor 11 b You can also.
  • the electric motor 11b can be rotated through the turbine Z compressor 11a to generate regenerative power, and the generated power can be recovered.
  • the motor lib mainly includes a rotor fixed to the rotating shaft of the turbine / compressor 11a and a stator arranged around the rotor.
  • an air-cooled intercooler 12 that lowers the temperature of the intake air whose temperature has increased due to the pressure increase due to supercharging by the turbo unit 11 is arranged. .
  • the intercooler 12 lowers the temperature of the intake air and improves the charging efficiency.
  • a throttle valve 13 for adjusting the amount of intake air is disposed downstream of the intercooler 12.
  • the throttle valve 13 of the present embodiment is a so-called electronically controlled throttle valve.
  • the throttle valve 14 is operated by an accelerator position sensor 15 to detect an operation amount of the accelerator pedal 14. Based on this detection result and other information amount, ECU
  • the control means 16 determines the opening of the throttle valve 13.
  • the throttle valve 13 is opened and closed by a throttle motor 17 provided in association with the throttle valve 13.
  • a throttle positioning sensor 18 for detecting the opening of the throttle valve 13 is also provided in association with the throttle valve 13.
  • a pressure sensor 19 for detecting the pressure (intake pressure) in the intake passage 5 is provided downstream of the throttle valve 13, a pressure sensor 19 for detecting the pressure (intake pressure) in the intake passage 5 is provided. These sensors 15, 18, and 19 are connected to the ECU 16, and the detection results are sent to the ECU 16.
  • the ECU 16 is an electronic control unit including a CPU, a ROM, a RAM, and the like.
  • the injector 2, the spark plug 7, the electric motor 1 lb, and the like are connected to the CU 16, and these are controlled by a signal from the ECU 16.
  • a cam position sensor 20 for detecting a cam position a controller (control means) 21 connected to the electric motor 11b, and a battery 22 are also connected.
  • the controller 21 not only controls the driving of the motor lib, but also functions as an inverter that performs voltage conversion of the electric power generated by the motor 11b. It also has the function of The electric power generated by the regenerative power generation is charged into the battery 22 after voltage conversion by the controller 21.
  • an exhaust purification catalyst 23 for purifying exhaust gas is attached downstream of the turbo unit ii.
  • EGR Exhaust Ga &
  • intake passage 5 surge tank where pressure sensor 19 is installed.
  • Recirculation passage 24 is provided. On £ 6 passage 2 4, the E GR valve 2 5 to adjust the exhaust gas instead flow is attached. £. ! Opening degree control of the valve 2 5 also performed by E CU 1 6 described above.
  • a rotation speed sensor 26 for detecting an engine rotation speed is mounted near the crankshaft of the engine 1.
  • the transmission 27 performs a shift operation when the internal control valve 28 is driven by receiving a signal from the ECU 16. That is, the gear position of the transmission 27 is grasped by the ECU 16.
  • the illustrated transmission 27 is an automatic transmission (5 forward speeds-1 reverse speed), but may be a manual transmission. In the case of a manual transmission, a sensor that detects the gear position is provided.
  • FIG. 2 shows a flowchart of this control.
  • the control of the flowchart shown in FIG. 2 is repeatedly executed at predetermined time intervals (for example, at every 32 ms).
  • a base target supercharging pressure B is calculated from the engine speed and the engine load (step 205).
  • the base target boost pressure B is the boost pressure that is expected to be generated at the specified engine speed during steady operation and at the specified engine load. This is obtained in advance through experiments or the like and stored as a map in the ROM in the ECU 16.
  • the amount to be raised by the motor 11b is calculated.
  • the supercharging pressure P is determined (step 210).
  • the relationship between the engine speed, the accelerator opening, and the boost pressure P is determined in advance through experiments and the like, and is stored in the ROM in the ECU 16 as a map. Figure 3 shows this map. As shown in FIG.
  • an area where the engine speed is equal to or lower than the predetermined engine speed and the accelerator opening is equal to or higher than the predetermined engine opening is set as the specific operation area, and the state of the engine 1 is Only when the vehicle is operated within this specific operation region, the above-described boost pressure P is set as a positive value, and the electric motor 11b assists. Even within a specific operating range, the boost pressure P is increased as the engine speed becomes lower and the accelerator opening becomes larger.
  • the target boost pressure ⁇ is higher when the gear position is on the low speed side (or on the low speed side) by the correction coefficient ⁇ ⁇ than when the gear position is on the high speed side. Will also be higher.
  • the target supercharging pressure ⁇ is a control target value set for supercharging control by the electric motor 11b, and may not match the actually desired supercharging pressure.
  • the target boost pressure T at this time may be a boost pressure that cannot be actually achieved.
  • the target supercharging pressure T is calculated through the raising amount P. Therefore, the supercharging pressure is set to be slightly larger than the supercharging pressure actually desired, so that the supercharging by the electric motor 11b is performed reliably.
  • the pressure in the intake pipe is detected as the actual boost pressure C by the pressure sensor 19 (step 220), and the above-described target boost pressure T is detected.
  • the difference ⁇ ⁇ from the supercharging pressure C is calculated (step 225).
  • step 230 is affirmative, that is, if the difference ⁇ is larger than 0, an instruction value for performing supercharging assistance by the electric motor 11b is determined based on the difference ⁇ P.
  • the command value is output to controller 21 (step 235).
  • FIG. 4 shows the relationship between the difference ⁇ P and the command value given to the controller 21.
  • the command value to the controller 21 is given by the voltage value.
  • the range of the voltage value here is in the range of 0 to 4.3 V.
  • the controller 21 fully drives the motor 11b to fully assist the supercharging.
  • the assist flag Fassist is set to 1 (step 240), and the motor 11 b is controlled based on the indicated value received by the controller 21 (step 24 5). ).
  • the target supercharging pressure T is set to increase as the gear position of the transmission 27 becomes lower. For this reason, when the gear position of the transmission 27 is on the lower gear side (or on the lower gear side), the difference ⁇ becomes larger (compared with the case of the higher gear side under the same conditions). As a result, the supply voltage to the motor 11b increases, and the amount of supercharging assist by the motor 11b increases.
  • the transmission 27 is on the low speed side (or on the low speed side)
  • the supercharging assist effect of the motor is enhanced, so that the rotation of the turbine / compressor 11a rises sharply.
  • the transmission 27 is on the low-speed side, the engine speed rises sharply during acceleration, but as the turbine compressor 11a also starts sharply in this way, Output reduction can be prevented.
  • the gear position of the transmission 27 is low.
  • the vehicle speed is low
  • overtaking acceleration full-open acceleration
  • the time required for the engine speed to reach the maximum speed becomes relatively short ( Shorter than the high-speed side).
  • the correction according to the gear position as in the present embodiment is not performed, the response delay with respect to the engine speed increases at the rise of the turbo speed due to the moment of inertia of the turbine compressor 11a.
  • the above-described response delay is eliminated by performing correction in accordance with the gear position, and a transient decrease in vehicle acceleration performance in a low-speed range is suppressed.
  • the running resistance is large, and the engine speed rises at a low speed.
  • the temperature rise of the exhaust system itself is high (normal full load). Approaching). For this reason, the response delay of the turbo speed becomes smaller as the speed becomes higher (the gear position becomes higher).
  • the raising supercharge P is set as a negative value.
  • the calculated target supercharging pressure T is calculated to be smaller, and as a result, the difference ⁇ ⁇ is also calculated to be smaller.
  • Whether or not to perform the supercharging pressure control by the motor 11b is determined based on the magnitude of the difference ⁇ , so that the difference ⁇ is calculated to be smaller. This means that pressure control is hardly performed.
  • the difference ⁇ ⁇ ⁇ is the difference between the target supercharging pressure T and the actual supercharging pressure C, which is calculated relatively small.Therefore, when judging the necessity of the supercharging pressure control by 1 lb of the motor, A certain range of fluctuation is maintained for the actual boost pressure C.
  • the supercharging pressure control is stabilized by making it difficult to start the supercharging by the motor 11b. It is trying to make it.
  • the above-described embodiment is an embodiment in which “when the gear position of the transmission is low, the supercharging assist amount by the electric motor is increased as compared with when the gear position is high”, and The lower the value, the greater the supercharging assist amount by the electric motor as compared to the case of a higher value.
  • the present invention is not limited to the above-described embodiment.
  • the control device of the internal combustion engine with the electric supercharger of the present invention is a direct gasoline engine. Although applied to engines, it can also be applied to gasoline engines and diesel engines that do not have direct injection.
  • the turbocharger is a turbocharger. However, instead of a turbocharger, for example, an electric compressor such as a turbocharger with a motor except for the exhaust side may be used.
  • the transmission when the transmission is at a lower gear (or at a lower gear), the transmission is higher than when it is higher.
  • the supercharging assist amount is increased, it is possible to suppress a transient decrease in vehicle acceleration performance in a low speed range, and to obtain a suitable supercharging effect in all gear positions (ie, all vehicle speed ranges). it can.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Dispositif de régulation pour moteur à combustion interne doté d'un compresseur de suralimentation à entraînement électrique ; ce dispositif de régulation offrant d'excellentes performances de suralimentation sur toutes les plages de fonctionnement indépendamment des rapports de transmission. Le dispositif de régulation met en jeu un moteur à combustion interne (1) monté sur un véhicule ; un compresseur de suralimentation (11) à moteur électrique (11b) suralimentant le moteur (1) ; un moyen de régulation (16, 21) pour réguler la suralimentation par le moteur électrique (11b) ; et un variateur de vitesse (27) pour changer la vitesse produite par le moteur (1). Quand le rapport de transmission du changeur de vitesse (27) se trouve à une position basse, le moyen de régulation (16, 21) augmente le facteur d'assistance de la suralimentation par le moteur électrique (11b) à un niveau plus haut qu'à une position élevée. Comme le facteur d'assistance de la suralimentation augmente à mesure que l'étage de vitesse du variateur (27) est réduit, il est possible d'éviter une baisse transitoire des performances d'accélération du véhicule dans une plage de basse vitesse, ce qui permet d'obtenir un effet de suralimentation préférable sur tous les rapports de transmission (plages complètes de vitesse du véhicule).
PCT/JP2005/004017 2004-03-08 2005-03-02 Dispositif de régulation pour moteur à combustion interne avec compresseur de suralimentation à entraînement électrique WO2005085612A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN200580007449XA CN1930386B (zh) 2004-03-08 2005-03-02 带电动增压器的内燃机的控制装置
JP2006510789A JP4380701B2 (ja) 2004-03-08 2005-03-02 電動過給機付内燃機関の制御装置
DE112005000534T DE112005000534B4 (de) 2004-03-08 2005-03-02 Antriebseinheit mit elektrisch angetriebener Aufladevorrichtung

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2004-064609 2004-03-08
JP2004064609 2004-03-08

Publications (1)

Publication Number Publication Date
WO2005085612A1 true WO2005085612A1 (fr) 2005-09-15

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PCT/JP2005/004017 WO2005085612A1 (fr) 2004-03-08 2005-03-02 Dispositif de régulation pour moteur à combustion interne avec compresseur de suralimentation à entraînement électrique

Country Status (4)

Country Link
JP (1) JP4380701B2 (fr)
CN (1) CN1930386B (fr)
DE (1) DE112005000534B4 (fr)
WO (1) WO2005085612A1 (fr)

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JP2012092704A (ja) * 2010-10-26 2012-05-17 Isuzu Motors Ltd エンジンの過給装置

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JP5197528B2 (ja) * 2008-12-25 2013-05-15 本田技研工業株式会社 エンジン負荷検知装置およびエンジン負荷検知方法
US8915082B2 (en) * 2011-02-03 2014-12-23 Ford Global Technologies, Llc Regenerative assisted turbocharger system
US9303554B2 (en) 2011-04-08 2016-04-05 Ihi Corporation Power-assisted supercharger and method for controlling same
KR101326972B1 (ko) * 2011-12-07 2013-11-13 현대자동차주식회사 밀러 사이클엔진 시스템 및 제어방법
JP6115580B2 (ja) * 2015-02-20 2017-04-19 トヨタ自動車株式会社 内燃機関の制御装置
DE102015219337A1 (de) * 2015-10-07 2017-04-13 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Antriebsvorrichtung, Antriebsvorrichtung
CN107435585B (zh) * 2016-05-27 2020-03-31 长城汽车股份有限公司 车辆的控制方法、系统及车辆
CN108757154A (zh) * 2018-05-25 2018-11-06 上海永耐商贸有限公司 电动压气机与涡轮增压器串联式增压系统
JP7151618B2 (ja) * 2019-05-14 2022-10-12 トヨタ自動車株式会社 車両

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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Also Published As

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JPWO2005085612A1 (ja) 2010-02-04
JP4380701B2 (ja) 2009-12-09
DE112005000534B4 (de) 2011-06-09
CN1930386A (zh) 2007-03-14
CN1930386B (zh) 2011-12-28
DE112005000534T5 (de) 2007-01-18

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