WO2008018380A1 - Dispositif de commande pour moteur à combustion interne équipé d'un turbocompresseur - Google Patents
Dispositif de commande pour moteur à combustion interne équipé d'un turbocompresseur Download PDFInfo
- Publication number
- WO2008018380A1 WO2008018380A1 PCT/JP2007/065253 JP2007065253W WO2008018380A1 WO 2008018380 A1 WO2008018380 A1 WO 2008018380A1 JP 2007065253 W JP2007065253 W JP 2007065253W WO 2008018380 A1 WO2008018380 A1 WO 2008018380A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- compressor
- surge
- speed
- internal combustion
- combustion engine
- Prior art date
Links
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
- 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
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04D—NON-POSITIVE-DISPLACEMENT PUMPS
- F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
- F04D27/02—Surge control
- F04D27/0261—Surge control by varying driving speed
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
- F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/16—Control of the pumps by bypassing charging air
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
-
- 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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
-
- 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
- Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
- Y02B30/00—Energy efficient heating, ventilation or air conditioning [HVAC]
- Y02B30/70—Efficient control or regulation technologies, e.g. for control of refrigerant flow, motor or heating
-
- 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 with a supercharger.
- Patent Document 1 discloses a control device for an internal combustion engine including a turbocharger. This conventional control device performs a surge judgment of the compressor of the turbocharger based on the relationship between the pressure ratio before and after the compressor and the flow rate of air passing through the compressor, or the relationship between the pressure ratio and the engine speed. I am doing so.
- Patent Document 1 Japanese Patent Laid-Open No. 2001-342840
- Patent Document 2 Japanese Utility Model Publication No. 5-42642
- the present invention has been made to solve the above-described problems.
- An internal combustion engine with a supercharger that can control a compressor in a highly efficient operation region near a surge limit while accurately avoiding a surge.
- the primary purpose is to provide an engine control system.
- the present invention has been made to solve the above-described problems, and provides a control device for an internal combustion engine with a supercharger capable of accurately and quickly executing a surge determination of a compressor. Second purpose.
- a first invention provides a turbocharger including a centrifugal compressor,
- Rotational speed acquisition means for acquiring the rotational speed of the centrifugal compressor, and operating parameters of the internal combustion engine correlated with the operating characteristics of the centrifugal compressor, wherein the operating parameters are less varied than the intake pipe pressure.
- Driving parameter acquisition means for acquiring
- limit rotation number acquisition means for acquiring the surge limit compressor rotation speed
- Compressor control means for controlling a compressor speed based on the surge limit compressor speed and the compressor speed
- the compressor control means comprises:
- Target rotational speed acquisition means for acquiring a target compressor rotational speed of the centrifugal compressor based on operating conditions of the internal combustion engine
- target rotation speed limiting means for limiting the target compressor rotation speed to be equal to or lower than the surge limit compressor rotation speed.
- the third invention is the second invention, further comprising an electric motor for driving the centrifugal compressor,
- the compressor control means is provided separately from an engine control device that controls the operation of the internal combustion engine, and further includes a motor control device that controls the rotation speed of the electric motor, and the compressor control means includes the target rotation speed acquisition means.
- the target rotational speed limiting means is provided in the engine control device,
- the motor control device includes the target compressor supplied from the engine control device.
- the electric motor is controlled so that the difference between the rotational speed and the current compressor speed is eliminated.
- a fourth invention is characterized in that, in any one of the first to third inventions, the operating parameter is an amount of air passing through the centrifugal compressor.
- a fifth invention is characterized in that, in any one of the first to third inventions, the operation parameter is an engine speed.
- the limit rotational speed acquisition means acquires the surge limit compressor rotational speed based on the intake efficiency of the internal combustion engine in addition to the engine rotational speed. It is characterized by.
- a seventh invention provides a supercharger including a centrifugal compressor
- Rotational speed acquisition means for acquiring the rotational speed of the centrifugal compressor, and operating parameters of the internal combustion engine correlated with the operating characteristics of the centrifugal compressor, wherein the operating parameters are less varied than the intake pipe pressure.
- Driving parameter acquisition means for acquiring
- limit rotation number acquisition means for acquiring the surge limit compressor rotation speed
- Surge determination means for performing a surge determination of the centrifugal compressor based on the surge limit compressor rotation speed and the compressor rotation speed;
- a surge margin until a surge occurs in the centrifugal compressor is acquired based on the surge limit compressor rotation speed and the operation parameter.
- Surge margin acquisition means
- a surge avoidance control means for adjusting a control amount of an actuator of the internal combustion engine for avoiding the surge based on the surge margin
- a ninth invention is characterized in that, in the seventh or eighth invention, the operating parameter is an amount of air passing through the centrifugal compressor.
- the operating parameter is an engine speed.
- the limit rotational speed acquisition means calculates the surge limit compressor rotational speed based on an intake efficiency of the internal combustion engine in addition to the engine rotational speed. It is characterized by acquiring.
- the surge limit compressor rotational speed is acquired accurately and quickly based on the operation parameter with relatively little fluctuation. Then, based on the surge limit compressor rotation speed, the rotation speed of the compressor is controlled. Therefore, according to the present invention, it is possible to control the compressor in a highly efficient operation region near the surge limit while accurately avoiding the surge.
- the surge is accurately controlled by controlling the target compressor rotational speed so that it is less than or equal to the surge limit compressor rotational speed obtained accurately and quickly as described above. While avoiding well, it is possible to control the compressor in the highly efficient operating range near the surge limit.
- a complicated feed knock circuit or the like is separately provided by simply giving the target compressor rotational speed from the engine control device to the electric motor whose rotational speed is controlled by the motor control device. unnecessary.
- the surge limit compressor rotation speed can be obtained accurately and quickly based on the amount of air passing through the compressor.
- the surge limit compressor speed can be obtained accurately and quickly based on the engine speed.
- the sixth aspect of the invention in the internal combustion engine with a supercharger that includes an actuator that affects the intake efficiency, a change in the intake efficiency that accompanies the drive of the actuator can be reflected in the surge limit compressor speed. .
- the accuracy is further improved compared to the fifth invention. It is possible to control the compressor in a high-efficiency operating region near the surge limit, while avoiding the trouble.
- the eighth invention it is possible to more reliably avoid entering the surge region as compared with the seventh invention. In addition, it is possible to prevent an unnecessary surge avoidance correction amount from being given in a situation where the surge margin is relatively high, and therefore, the force S that avoids an excessive decrease in engine output can be avoided.
- the surge limit compressor rotational speed can be acquired accurately and quickly based on the amount of air passing through the compressor!
- the surge limit compressor speed can be obtained accurately and quickly based on the engine speed.
- the eleventh invention in the internal combustion engine with a supercharger including an actuator that affects the intake efficiency, the change in the intake efficiency caused by the drive of the actuator is reflected in the surge limit compressor rotational speed. Can do. Therefore, according to the present invention, when the internal combustion engine is equipped with such an actuator, it is possible to make a surge determination with higher accuracy than in the tenth invention.
- FIG. 1 is a schematic configuration diagram for explaining a configuration of a first embodiment of the present invention.
- FIG. 2 is a block diagram for explaining an electric motor control system provided in the turbocharger according to the first embodiment of the present invention.
- FIG. 3 is a graph showing the relationship between the pressure ratio of the outlet pressure to the compressor inlet pressure and the amount of air passing through the compressor.
- FIG. 4 A direct representation of the relationship between compressor air flow and surge limit turbo speed.
- FIG. 5 is a flowchart of a routine that is executed in the first embodiment of the present invention.
- FIG. 6 is a flowchart of a routine executed in a modification of the first embodiment of the present invention. It is.
- FIG. 7 Surge map for obtaining the surge limit turbo speed based on the corrected air volume.
- FIG. 8 is a diagram showing a surge map used in Embodiment 2 and Embodiment 5 of the present invention.
- FIG. 9 is a diagram showing a surge map used in a modification of the third embodiment and the fifth embodiment of the present invention.
- FIG. 10 is a flowchart of a routine executed in the fourth embodiment of the present invention.
- FIG. 11 is a diagram showing a change in surge margin due to valve overlap.
- FIG. 12 is a flowchart of a routine executed in the modification of the fourth embodiment of the present invention.
- FIG. 13 There is a surge map ⁇ , for obtaining the surge limit turbo speed based on the corrected air volume.
- FIG. 14 is a flowchart of a routine executed in Embodiment 6 of the present invention.
- FIG. 15 is a diagram for explaining the surge margin.
- FIG. 16 A map in which the surge avoidance correction amount is defined in relation to the surge margin.
- FIG. 1 is a schematic configuration diagram for explaining the configuration of the first embodiment of the present invention.
- the system of this embodiment includes an internal combustion engine 10.
- the intake system of the internal combustion engine 10 includes an intake manifold 12 and an intake pipe (intake passage) 14 connected to the intake manifold 12. Air is taken into the intake pipe 14 from the atmosphere and distributed to the combustion chamber of each cylinder via the intake manifold 12.
- An air cleaner 16 is attached to the inlet of the intake pipe 14. Near the downstream of the air cleaner 16, there is provided an air flow meter 18 that outputs a signal corresponding to the flow rate of air sucked into the intake pipe 14.
- a throttle valve 20 is provided upstream of the intake manifold 12.
- An intercooler 22 for cooling the compressed air is provided upstream of the throttle valve 20.
- a supercharging pressure sensor 24 that outputs a signal corresponding to the pressure in the intake pipe 14 is disposed downstream of the intercooler 22.
- a turbocharger (motor-assisted turbocharger, hereinafter referred to as MAT) 26 with an electric motor is provided in the middle of the intake pipe 14 leading to the throttle valve 20 from an airflow meter 18 force.
- MAT26 is a centrifugal compressor 26a, turbine 26b, and compressor The motor 26 is arranged between the turbine 26a and the turbine 26b.
- the electric motor 28 is an AC motor.
- the compressor 26a and the turbine bin 26b are integrally connected by a connecting shaft, and the compressor 26a is rotationally driven by the exhaust energy of the exhaust gas input to the turbine 26b.
- the connecting shaft is also connected to the rotor of the electric motor 28. By operating the electric motor 28, the compressor 26a can be forcibly driven.
- turbo speed in the MAT26 is the same as the motor speed of the electric motor 28, so that it is detected based on the current applied to the electric motor 28 without depending on the turbo speed sensor 30.
- An intake bypass pipe 32 is connected midway in the intake pipe 14 from the compressor 26a to the intercooler 22.
- the other end of the intake bypass pipe 32 is connected to the upstream side of the compressor 26a.
- a bypass valve 34 for controlling the flow rate of the air flowing through the intake bypass pipe 32 is arranged! /.
- An intake pressure sensor 36 that outputs a signal corresponding to the pressure in the intake pipe 14 and an intake air temperature sensor 37 that outputs a signal corresponding to the inlet air temperature of the compressor 26a are arranged upstream of the compressor 26a. Has been.
- the exhaust system of the internal combustion engine 10 includes an exhaust manifold 38 and an exhaust pipe 40 connected to the exhaust manifold 38.
- the exhaust gas discharged from each cylinder of the internal combustion engine 10 is collected in the exhaust manifold 38 and is discharged to the exhaust pipe 40 through the exhaust manifold 38.
- the exhaust pipe 40 is connected to an exhaust bypass passage 42 that bypasses the turbine 26b and connects the inlet side and the outlet side of the turbine 26b.
- an electric waste gate valve 44 is disposed in the middle of the exhaust bypass passage 42.
- Westgate valve 44 It is opened and closed based on the supercharging pressure of the intake air detected by the supercharging pressure sensor 24.
- the waste gate valve is not limited to the electric type, and may be a pressure regulating type valve using a pressure difference.
- variable valve mechanism 46 and an exhaust variable valve mechanism 48 for driving the intake valve and the exhaust valve of each cylinder, respectively.
- variable valve mechanisms 46 and 48 shall be equipped with a VVT mechanism for controlling the opening and closing timing of the intake and exhaust valves!
- the control system of the internal combustion engine 10 includes an ECU (Electronic Control Unit) 50 and a motor controller 52.
- the maximum number of revolutions of the internal combustion engine 10 is about 6,000 revolutions per minute, whereas the maximum number of revolutions of the turbocharger 26 is about 200,000 revolutions per minute, which is very high speed.
- the motor controller 52 requires high-speed processing as compared with other engine controls. Therefore, it is provided separately from the engine ECU50.
- the motor controller 52 controls the energization state of the electric motor 28 based on the rotational speed based control based on a command from the ECU 50. Electric power to the electric motor 28 is supplied from the battery 54.
- the ECU 50 is a control device that comprehensively controls the entire system shown in FIG.
- a fuel injection valve 56 for supplying fuel to each cylinder is connected on the output side of the ECU 50.
- Various sensors are connected.
- a turbo speed sensor 30 is connected to the motor controller 52.
- the ECU 50 is connected to a plurality of devices and sensors in addition to these devices and sensors. The ECU 50 drives each device according to a predetermined control program based on the output of each sensor.
- FIG. 2 is a block diagram for explaining a control system of the electric motor 28 provided in the MAT 26.
- the electric motor 28 which is an AC motor is driven based on commands from the engine ECU 50 and the motor controller 52.
- Engine ECU5 At 0, the target turbo speed of the electric motor 28 is calculated according to parameters that are the operating conditions of the internal combustion engine 10 such as the accelerator opening and the engine speed. Basically, the target turbo speed calculated here is output from the engine ECU 50 to the motor controller 52. Then, in the motor controller 52, the motor control rotational speed is calculated so that the deviation between the target turbo rotational speed and the current turbo rotational speed detected by the turbo rotational speed sensor 30 approaches zero.
- the motor current applied to the electric motor 28 is controlled so that the control rotation speed is achieved.
- the engine ECU 50 of the present embodiment has a surge limit turbo speed (surge limit compressor speed) in relation to the amount of air passing through the compressor according to a surge map described later with reference to Figs. ) Is calculated. Then, as shown in FIG. 2, the engine ECU 50 uses the smaller one of the surge limit turbo speed and the target turbo speed as the final target turbo speed, as a motor controller. Output to 52! /!
- the engine ECU 50 calculates the target turbo rotation speed to be given to the electric motor 28 and outputs the target turbo rotation speed to the motor controller 52.
- the motor controller 52 gives it to the electric motor 28 by the feedback control of the turbo rotational speed using the PID control based on the target turbo rotational speed (including the case of the surge limit turbo rotational speed) received from the engine ECU 50. Control of the motor current is performed.
- FIG. 3 is a diagram showing the relationship between the pressure ratio of the outlet pressure to the inlet pressure of the compressor 26a and the amount of air passing through the compressor.
- the curve indicated by the bold line in Fig. 3 represents the surge line.
- the hatched area on the left side of the surge line corresponds to the surge area. That is, surge is likely to occur under the condition that the pressure ratio of the compressor 26a is large and the amount of air passing through the compressor is small.
- FIG. 3 shows an equal turbo rotation speed line.
- the number of turbo revolutions is constant, the closer to the surge region, the smaller the amount of air passing through the compressor. Also, between the turbo speed and the pressure ratio, the higher the pressure ratio, There is a relationship that the number of turns increases. According to the relationship shown in Fig. 3, if the amount of air passing through the compressor, which is one of the operating parameters of the internal combustion engine 10, is known, the turbo speed reaching the surge line, that is, the surge limit turbo speed, can be determined. can do.
- FIG. 4 is a diagram directly representing the relationship between the amount of air passing through the compressor and the surge limit turbo rotational speed. As shown in Fig. 4, the surge limit turbo speed tends to increase as the amount of air passing through the compressor increases. If the relationship shown in Fig. 4 is stored in the ECU 50 as a surge map, the amount of air passing through the compressor measured by the air flow meter 18 can be acquired, and the surge limit turbo rotational speed can be acquired by the force S. .
- the electric motor 28 of the MAT 26 is controlled based on the surge limit turbo rotational speed calculated based on the surge map shown in FIG. 4 and the current turbo rotational speed. . More specifically, the target turbo speed of the electric motor 28 is controlled within a range not exceeding the surge limit turbo speed calculated as described above.
- FIG. 5 is a flowchart of a routine executed by the ECU 50 in the first embodiment in order to realize the above function.
- the routine shown in FIG. 5 first, the current accelerator opening and engine speed are acquired based on the outputs of the accelerator position sensor 60 and the crank angle sensor 58, and based on these, the target turbo speed of the electric motor 28 is obtained. A number is calculated (step 100).
- the amount of air passing through the compressor is measured by the air flow meter 18 (step 102), and then the turbo speed is measured by the turbo speed sensor 30 (step 104).
- the surge limit turbo rotation speed is calculated based on the surge map and the compressor passing air amount acquired in step 102 (step 106).
- the ECU 50 stores the relationship shown in FIG. 4 as a surge map for acquiring the surge limit turbo rotational speed. Such a surge map is determined in advance by experiments or the like.
- step 108 On the other hand, if it is determined in step 108 above that the surge limit turbo speed> the target turbo speed is not satisfied! /, The operating point of the compressor 26a enters the surge region.
- the target turbo speed is replaced with the surge limit turbo speed calculated in step 106 from the value calculated in step 100 (step 110).
- the surge limit turbo speed is obtained accurately and quickly based on the air flow rate through the compressor, and the target turbo speed of the electric motor 28 is set to the surge limit. Control is performed within a range not exceeding the turbo rotational speed. Then, as described with reference to the block diagram shown in FIG. 2, the current turbo speed is adjusted by the motor controller 52 so that the target turbo speed is kept within such a surge limit.
- the rotational speed of the motor that is, the turbo rotational speed is controlled by the feedback control of the turbo rotational speed using the number. Therefore, according to the method of the present embodiment, it is possible to control the compressor 26a in a highly efficient operating region near the surge limit while avoiding surge with high accuracy.
- a method of controlling the electric motor 28 based on the boost pressure is also known. More specifically, the pressure ratio that is the surge limit is calculated from the relationship between the engine ECU power, the amount of air passing through the compressor, and the turbo speed, and the limit pressure of the supercharging pressure is calculated from the surge limit pressure ratio. Next, a target value of the motor output of the electric motor is calculated based on the difference between the limit pressure and the current supercharging pressure. Next, the target value of the motor output calculated by the engine ECU is output to the motor controller. The motor controller determines a predetermined target turbo speed (motor speed) so that the difference between the target value of the motor output and the current motor output value approaches zero. And that target In this method, the motor current is controlled so that the difference between the rotation speed of the engine and the current turbo speed is zero.
- the intake pipe pressure is affected by the pulsation of the intake system. It takes a certain time (several hundred milliseconds) to calculate an accurate pressure ratio.
- the supercharging pressure it is difficult to quickly and accurately determine the surge due to a large control delay and variations in measured values.
- the parameters that need to be measured in real time are the compressor passing air amount and the turbo rotation speed.
- the amount of air passing through the compressor is measured near the inlet of the intake pipe 14 where V is hardly affected by pulsation, so an accurate value can be obtained in a relatively short time.
- the target turbo rotation speed considering the surge limit is given to the motor controller 52 that attempts to control the rotation speed of the electric motor 28 that is an AC motor. Therefore, it is not necessary to provide the control system for the electric motor 28 with a feedback circuit for the supercharging pressure and the motor output as in the conventional method. Therefore, according to the method of the present embodiment, it is possible to realize supercharging control that can avoid the surge with high accuracy while simplifying the configuration of the control system of the electric motor 28.
- the target turbo rotation speed may be controlled by the method described.
- FIG. 6 is a flowchart of a routine executed by the ECU 50 in order to realize such a modification of the target turbo speed control.
- the same steps as those shown in FIG. 5 are denoted by the same reference numerals, and the description thereof is omitted or simplified.
- the routine shown in FIG. 6 first, the intake air temperature and the intake pressure are measured based on the outputs of the intake air temperature sensor 37 and the intake pressure sensor 36, respectively (step 200).
- step 102 and 104 After the compressor passage air amount and the turbo rotation speed are measured (steps 102 and 104), the compressor passage air amount and the compressor passage air amount obtained in steps 102 and 104 are calculated based on the intake air temperature and the intake pressure.
- Each turbo speed is corrected (step 202). Specifically, it is corrected according to the following equation.
- Corrected air volume Compressor air volume ⁇ ⁇ / ⁇
- ⁇ is the intake air temperature / reference temperature (eg 293.15.)
- ⁇ is the intake air pressure / reference pressure (eg 101.325 kPa abs (absolute pressure))
- FIG. 7 is a surge map stored in the ECU 50 force S in order to obtain the surge limit turbo rotational speed based on the corrected air amount.
- the map shown in FIG. 7 is the same as the map shown in FIG. 4 described above except that the amount of air passing through the compressor is changed to the corrected air amount.
- step 208 a comparison is made between the surge limit turbo rotational speed acquired in step 204 and the corrected turbo rotational speed acquired in step 202 (step 206). As a result, if it is determined that Surge Limit Turbo Speed> Corrected Turbo Speed, then it can be determined that the current target turbo speed has not yet reached the surge limit. Therefore, in this case, the corrected turbo speed is used as the target turbo speed (step 208).
- step 206 surge limit turbo speed> corrected turbo speed If it is determined that is not satisfied! /, The surge limit turbo speed that avoids the operating point of the compressor 26a from entering the surge region is used as the target turbo speed (step 110).
- the calculation accuracy of the surge limit turbo rotational speed can be further improved as compared with the method shown in Fig. 5 above. It is possible to control the compressor 26a in a highly efficient operating range near the surge limit while avoiding surge more accurately.
- the ECU 50 force causes the “rotation speed acquisition means” in the first invention to execute the processing in step 102 by executing the processing in step 104 above.
- the “operating parameter acquisition means” in the first invention executes the processing in step 106
- the “limit rotational speed acquisition means” in the first invention executes the processing in steps 108 and 110.
- the “compressor control means” 1S in the first invention is realized.
- the ECU 50 force causes the “target speed acquisition means” in the second invention to execute the process of step 110 when the determination of step 108 is not established.
- the “target speed limiting means” in the second aspect of the present invention is realized.
- the engine ECU 50 corresponds to the “engine control device” in the third invention
- the motor controller 52 corresponds to the “motor control device” in the third invention.
- Embodiment 2 of the present invention will be described with reference to FIG.
- the system of this embodiment can be realized by causing the ECU 50 to execute a routine similar to the routine shown in FIG. 5 using the hardware configuration shown in FIG.
- FIG. 8 shows a surge map used in the second embodiment.
- the surge limit turbo rotational speed is set to the air passing through the compressor.
- the calculation is performed according to a surge map determined in relation to the quantity.
- it is an operating parameter of the internal combustion engine 10 that can be used for surge determination, correlates with the operating characteristics of the compressor 26a, and has less fluctuation than the intake pipe pressure.
- the parameter is not limited to the amount of air passing through the compressor.
- it may be the engine speed.
- the present embodiment is characterized in that the surge limit turbo speed is calculated according to a surge map determined in relation to the engine speed.
- Control of the target turbo speed using a surge map that defines the surge limit turbo speed in relation to the engine speed is based on the amount of air passing through the compressor in the routine shown in FIG. This can be achieved by causing the ECU 50 to execute a similar routine that has been replaced, and can achieve the same effects as those of the first embodiment described above.
- the system of this embodiment can be realized by causing the ECU 50 to execute a routine similar to the routine shown in FIG. 5 using the hardware configuration shown in FIG.
- FIG. 9 shows a surge map used in the third embodiment.
- the surge map of the present embodiment defines the surge limit turbo speed in relation to the engine speed as in the second embodiment described above.
- the intake efficiency of the internal combustion engine 10 changes, for example, when the opening of the swirl control valve changes or when the control positions of the variable valve mechanisms 46, 48 change. Therefore, in this embodiment, a change in the intake efficiency due to the drive of the actuator provided in such an internal combustion engine 10 is surged. Reflect on the map! /, And have features in the points! /, Ru.
- the surge map of the present embodiment surges a surge line corresponding to the control amount of the actuator 10 of the internal combustion engine 10 (here, the opening of the swirl control valve).
- This surge line is set so that the value of the surge limit turbo speed for a certain engine speed increases as the opening of the swirl control valve increases, that is, as the intake efficiency increases.
- the surge limit turbo rotational speed is calculated based on the opening degree of the scale control valve in addition to the engine rotational speed. For this reason, the change in the intake efficiency accompanying the drive of the actuator of the internal combustion engine 10 can be reflected in the calculation of the surge limit turbo rotational speed. Then, by using the surge limit turbo rotational speed calculated in this way, the compressor 26a can be operated with high efficiency near the surge limit while avoiding the surge more accurately than in the second embodiment. It is possible to control by area.
- the surge limit turbo rotational speed is calculated based on the opening degree of the swirl control valve that is an activator related to the intake efficiency of the internal combustion engine 10.
- the actuator that is related to the intake efficiency of the internal combustion engine 10 has the valve opening characteristics (lift amount, operating angle, opening / closing timing, etc.) of the intake and exhaust valves controlled by the variable valve mechanisms 46, 48. Good.
- an internal two-pressure sensor and an internal intake air temperature sensor that detect the pressure and temperature in the intake manifold 12 of the internal combustion engine 10 may be provided. Then, the intake efficiency is calculated during operation of the internal combustion engine 10 according to the following formula, and the surge line in the surge map is changed according to the calculated intake efficiency.
- Intake efficiency (intake air amount / intake air density) / (engine speed X displacement) X (reference pressure / inner two pressure) X (inner intake temperature / reference temperature)
- the system of the present embodiment is realized by causing the ECU 50 to execute the routine of FIG. 10 using the hardware configuration shown in FIG.
- the surge determination method of this embodiment will be described with reference to FIG.
- the bold curve in Fig. 3 represents the surge line
- the hatched area on the left side of Fig. 3 corresponds to the surge area. Talk. In other words, surge is likely to occur under circumstances where the pressure ratio of the compressor 26a is large and the amount of air passing through the compressor is small.
- FIG. 3 shows an equal turbo rotation speed line.
- the turbo speed when the number of turbo revolutions is constant, the closer to the surge region, the smaller the amount of air passing through the compressor.
- the turbo speed there is a relationship between the turbo speed and the pressure ratio that the higher the pressure ratio, the higher the turbo speed. According to the relationship shown in FIG. 3, if the amount of air passing through the compressor, which is one of the operating parameters of the internal combustion engine 10, is known, the turbo speed reaching the surge line, that is, the surge limit turbo speed (surge Capability to grasp the limit compressor speed).
- FIG. 4 is a diagram that directly represents the relationship between the amount of air passing through the compressor and the surge limit turbo rotational speed.
- the surge limit turbo rotational speed tends to increase as the amount of air passing through the compressor increases.
- the relationship is stored in the ECU 50 as a map, it is possible to acquire the surge limit turbo rotational speed by acquiring the compressor passing air amount measured by the air flow meter 18. Then, if the current turbo speed detected by the turbo speed sensor 30 is compared with the surge limit turbo speed, the current operating range of the turbocharger 26 enters the surge area. It is possible to determine whether or not there is.
- the parameters that need to be measured in real time are the compressor passing air amount and the turbo rotation speed.
- the intake pipe pressure is affected by the pulsation of the intake system. It takes a certain time (several hundred milliseconds) to calculate.
- the amount of air passing through the compressor is measured in the vicinity of the inlet of the intake pipe 14 that is hardly affected by the pulsation, so that it is possible to obtain an accurate straight line in a relatively short time.
- the surge determination surge limit turbo speed determined in relation to the amount of air passing through the compressor the internal combustion engine is based on the current turbo speed. While the engine 10 is operating, the current operating point of the turbocharger 26 can be estimated, and based on the estimated result, the surge judgment can be performed accurately and quickly.
- the ECU 50 uses the relationship shown in FIG. 4 described above, and based on the compressor passing air amount and the current turbo speed, the current operating point (in other words, the turbocharger 26). For example, the current operating position in the compressor map shown in Fig. 3 above is calculated.
- the ECU 50 controls predetermined actuators (such as the waste gate valve 44 and the bypass valve 34) of the internal combustion engine 10 so that the operating point does not exceed the surge line of the compressor 26a and passes through the vicinity of the surge line. Like to do.
- FIG. 10 is a flowchart of a routine executed by the ECU 50 in the fourth embodiment to realize the above function.
- the routine shown in FIG. 10 first, the amount of air passing through the compressor is measured by the air flow meter 18 (step 300), and then the turbo speed is measured by the turbo speed sensor 30 (step 302).
- the surge limit turbo rotation speed is calculated based on the surge map and the compressor passing air amount acquired in step 300 (step 304).
- the ECU 50 stores the relationship shown in FIG. 4 as a surge map for acquiring the surge limit turbo rotational speed. Such a surge map is determined in advance by experiments or the like.
- step 304 it is determined whether or not the surge limit turbo rotational speed acquired in step 304 is larger than the current turbo rotational speed acquired in step 302 (step 306). As a result, if the surge limit turbo speed> the current turbo speed is established, it is possible to determine that the current operating point of the compressor 26a enters the surge region! /,! /. For this reason, the current processing cycle is immediately terminated thereafter.
- step 306 On the other hand, if it is determined in step 306 above that the surge limit turbo speed> the current turbo speed is not satisfied! /, The current operating point of the compressor 26a has reached the surge line. Judgment can be made. For this reason, in this case, the following surge avoidance control is performed (step 308). Specifically, the opening degree of the waste gate valve 44 is controlled to be increased by a predetermined amount. As a result, an increase in turbo rotation speed is suppressed.
- the surge limit turbo speed is calculated based on the surge map and the amount of air passing through the compressor, and the surge limit turbo speed and the current turbo speed are calculated. Based on the comparison result with the rotation speed, the current operating point of the turbocharger 26 is calculated. Then, the opening degree of the wastegate valve 44 is controlled so that the operating point passes through the vicinity of the surge line without exceeding the surge line of the compressor 26a. For this reason, it is possible to make an accurate and quick surge determination, and it is possible to quickly avoid a surge even when a surge is determined, and the compressor 26a can be controlled in the vicinity of the surge line. As a result, the turbocharger 26 can be used to achieve good efficiency! / Supercharging.
- the opening degree of the wastegate valve 44 is controlled as an example of the surge avoidance control in step 308 described above.
- the method used for surge avoidance control in step 308 above is It is not limited. That is, for example, when the intake pipe 14 includes the bypass valve 34 as in the internal combustion engine 10 of the present embodiment, the opening degree of the bypass valve 34 is increased by a predetermined amount in order to avoid surge. Also good. According to such a technique, the force S that separates the operating point of the compressor 26a from the surge line is increased by increasing the amount of air passing through the compressor.
- the fuel injection amount may be reduced by a predetermined amount in order to avoid a surge in step 308.
- the exhaust energy supplied to the turbine 26b can be reduced, so that an increase in the turbo rotational speed can be suppressed.
- the turbo with the electric motor 28 can be suppressed.
- the output of the electric motor 28 may be reduced by a predetermined amount in order to avoid a surge in the above step 308. This method can also reduce the turbo rotational speed.
- the opening of the variable nozzle is avoided in order to avoid a surge in step 308 above. May be increased by a predetermined amount, ie the inlet area of the turbine may be increased. Even with this method, the turbo rotational speed can be reduced. Further, as in this embodiment, when a variable valve mechanism 46 48 for controlling the opening / closing timing of the intake valve and the exhaust valve is provided. In order to avoid surge in step 308, the valve overlap amount between the intake valve and the exhaust valve may be increased by a predetermined amount.
- FIG. 11 is a diagram showing a change in surge margin due to valve overlap.
- the valve overlap amount is appropriately increased, the intake efficiency of the internal combustion engine 10 is improved.
- the amount of air passing through the compressor is increased, and the operating margin of the compressor 26a is separated from the surge line, so that the surge margin is improved.
- the method of increasing the intake efficiency for avoiding surge is not limited to this.
- the opening of the swirl control valve is used to avoid surge. May be increased by a predetermined amount.
- the amount of air passing through the compressor measured by the airflow meter 18 and the current turbo speed measured by the turbo speed sensor 30 are respectively determined. It is used directly.
- the method described with reference to Figs. 12 and 13 below may be used.
- FIG. 12 is a flowchart of a routine executed by the ECU 50 in order to realize such a modified example of the surge avoidance control.
- the same steps as those shown in FIG. 10 are denoted by the same reference numerals, and the description thereof is omitted or simplified.
- the intake temperature and the intake pressure are measured based on the outputs of the intake temperature sensor 37 and the intake pressure sensor 36 (step 400).
- step 402 After the compressor passing air amount and the turbo rotation speed are measured (steps 300 and 302), based on the intake air temperature and the intake pressure, the compressor passing air amount and Each turbo speed is corrected (step 402). Specifically, it is corrected according to the following equation.
- Corrected air volume Compressor air volume ⁇ ⁇ / ⁇
- ⁇ is the intake air temperature / reference temperature (eg 293.15.)
- ⁇ is the intake air pressure / reference pressure (eg 101.325 kPa abs (absolute pressure))
- FIG. 13 is a surge map stored in the ECU 50 in order to acquire the surge limit turbo speed based on the corrected air amount.
- the map shown in FIG. 13 is the same as the map shown in FIG. 4 described above except that the compressor passing air amount is changed to the corrected air amount.
- step 404 a comparison is made between the surge limit turbo rotational speed acquired in step 404 and the corrected turbo rotational speed acquired in step 402 (step 406).
- the subsequent processing is the same as the routine shown in FIG. Detailed explanation shall be omitted.
- the ECU 50 force executes the processing in step 302 described above, so that the “revolution number acquisition means” in the seventh invention executes the processing in step 300 described above.
- the “operating parameter acquisition means” in the seventh aspect of the invention executes the process of step 304, so that the “limit rotational speed acquisition means” of the seventh aspect of the invention executes the process of step 306, thereby Each of the “surge determination means” in the present invention is realized.
- the system of the present embodiment uses the hardware configuration shown in FIG. It can be realized by executing a routine similar to the routine shown in the figure.
- a map that defines the relationship between the surge limit turbo rotation speed and the amount of air passing through the compressor is used.
- the operating parameters of the internal combustion engine 10 that can be used for surge judgment and that are correlated with the operating characteristics of the compressor 26a and that are less variable than the intake pipe pressure are: Not only the amount of air passing through the compressor but also the engine speed! /.
- FIG. 8 described above is also a diagram showing a surge map used in the fifth embodiment.
- the present embodiment is characterized by using a surge map in which the surge limit turbo speed used for surge determination is determined in relation to the engine speed.
- the surge limit turbo speed used for surge determination is determined in relation to the engine speed.
- turbo speed turbo speed
- surge region As shown in the compressor map in Fig. 3 above. Therefore, in the same way as the case of air flow through the compressor, if the engine speed is known, the turbo speed reaching the surge line It is possible to grasp the rotation speed, that is, the surge limit turbo speed (surge limit compressor speed).
- the engine speed can also be detected quickly based on the output of the crank angle sensor 58, and the acquisition delay is shorter than the pressure ratio. Therefore, it is possible to make a surge judgment accurately and quickly.
- the relationship between the surge limit turbo speed and the engine speed is the same as that shown in FIG. 4, and the higher the engine speed, the higher the surge limit turbo speed.
- the surge judgment using the surge map that defines the surge limit turbo speed in relation to the current engine speed is similar to the above-mentioned routine shown in Fig. 10 in which the air flow through the compressor is replaced with the engine speed.
- This routine can be realized by causing the ECU 50 to execute the same routine, and the same effect as in the fourth embodiment described above can be obtained.
- the surge limit turbo speed is obtained based on the relationship with the current engine speed.
- the intake efficiency of the internal combustion engine 10 changes, for example, when the opening of the swirl control valve changes or when the control positions of the variable valve mechanisms 46, 48 change. Therefore, in an internal combustion engine equipped with an actuator that affects the intake efficiency, such as a swirl control valve or a variable valve mechanism, as shown in the surge map shown in Fig. 9, the intake efficiency is further increased.
- the surge limit turbo speed (surge limit compressor speed) may be determined.
- FIG. 9 described above is also a diagram showing a surge map used in such a modification of the fifth embodiment.
- the surge map shown in FIG. 9 reflects changes in the intake efficiency due to changes in the amount of control of the actuator of the internal combustion engine 10 (here, the opening of the swirl control valve). To explain conceptually, this surge map has multiple surge lines in the surge map according to the opening of the swirl control valve.
- This surge line is set so that the value of the surge limit turbo speed for a certain engine speed increases as the opening of the swirl control valve increases, that is, as the intake efficiency increases.
- the surge limit turbo rotational speed is calculated based on the opening degree of the swirl control valve in addition to the engine rotational speed. This Therefore, the change in the intake efficiency accompanying the driving of the actuator of the internal combustion engine 10 can be reflected in the calculation of the surge limit turbo rotational speed. Then, by using the surge limit turbo rotation speed calculated in this way, the compressor 26a can be operated with high efficiency near the surge limit while avoiding surge more accurately than in the fifth embodiment. It is possible to control by area.
- the surge limit turbo rotation speed is calculated based on the opening of the swirl control valve, which is an actuator related to the intake efficiency of the internal combustion engine 10.
- the actuator that is related to the intake efficiency of the internal combustion engine 10 is the valve opening characteristics (lift amount, operating angle, opening / closing timing, etc.) of the intake and exhaust valves controlled by the variable valve mechanisms 46, 48. Also good.
- an internal two-pressure sensor and an internal intake air temperature sensor that detect the pressure and temperature in the intake manifold 12 of the internal combustion engine 10 may be provided. Then, the intake efficiency is calculated during operation of the internal combustion engine 10 according to the following formula, and the surge line in the surge map is changed according to the calculated intake efficiency.
- Intake efficiency (intake air amount / intake air density) / (engine speed X displacement) X (reference pressure / inner two pressure) X (inner intake temperature / reference temperature)
- Embodiment 6 of the present invention will be described with reference to FIGS. 14 to 16.
- the system of the present embodiment can be realized by using the hardware configuration shown in FIG. 1 and causing the ECU 50 to execute a routine shown in FIG. 14 described later instead of the routine shown in FIG. Monkey.
- the surge margin is determined based on the difference between the surge limit turbo rotational speed and the current turbo rotational speed, and the surge margin is avoided based on the surge margin. It is characterized by controlling the control amount of a predetermined actuator.
- FIG. 14 is a flowchart of a routine executed by the ECU 50 in the sixth embodiment in order to realize the above function.
- the same steps as those shown in FIG. 12 are denoted by the same reference numerals, and the description thereof is omitted or simplified.
- the surge limit turbo rotational speed is calculated based on the surge map of FIG. 13 and the corrected air amount acquired in step 402 (step 404). Then, the surge margin is calculated (step 500).
- FIG. 15 is a diagram for explaining such a surge margin. As shown in FIG. 15, the current operating point of the compressor 26a can be obtained from the current corrected air amount and the turbo speed. Then, the surge margin is calculated as the difference between the surge limit turbo speed and the current turbo speed at the current corrected air amount.
- a surge avoidance correction amount is calculated based on the surge margin calculated in step 500 and the surge correction map shown in FIG. 16 (step 502).
- the surge avoidance correction amount is a control amount of the actuator for avoiding surge.
- the surge avoidance correction amount is a correction amount in the direction of increasing the opening degree.
- Fig. 16 is a map that defines the surge avoidance correction amount in relation to the surge margin. The map shown in Fig. 16 is set so that the surge avoidance correction amount starts to be applied when the surge margin falls below a predetermined value, and the surge avoidance correction amount increases as the surge margin decreases. Has been.
- surge avoidance control is performed by adjusting the opening degree of the waste gate valve 44 according to the surge avoidance correction amount calculated in step 502 (step 504).
- the actuator for avoiding the surge is not limited to the waste gate valve 44 as described in the fourth embodiment. That is, when the surge margin becomes small, the opening degree is increased for the non-pass valve 34, the output is decreased for the electric motor 28, the output is decreased for the fuel injection amount, and the variable nozzle is used. If so, the opening may be increased, if the valve overlap amount is increased, or if it is a swirl control valve, the opening may be increased. [0110] According to the routine shown in Fig. 14 described above, the surge avoidance correction amount given to the actuator increases as the surge margin decreases, that is, as the operating point of the compressor 26a approaches the surge line. Is done.
- the surge margin calculation method is not limited to this. That is, the surge margin may be calculated based on the difference between the current compressor passage air amount and the surge limit air flow rate calculated from the current turbo speed! / ⁇ (See Figure 15).
- a map (see Fig. 13 (Fig. 15)) that defines the relationship between the surge limit turbo rotation speed and the compressor passing air amount (corrected air amount) is used.
- the operating parameter of the internal combustion engine 10 used for acquiring the surge limit turbo speed is not limited to the amount of air passing through the compressor, and even if the engine speed is the same as in the case of the fourth embodiment described above. Good.
- the surge margin calculation method may be based on the difference between the surge limit turbo speed calculated from the current engine speed and the current turbo speed, or the current engine speed. Or the surge limit engine speed calculated from the current turbo speed.
- the ECU 50 force executes the processing of step 500, so that the "surge margin acquisition means" in the eighth invention performs the processing of steps 502 and 504. By executing this, the “surge avoidance control means” in the eighth invention is realized.
- turbocharger 26 including the electric motor 28 capable of forcibly driving the compressor 26a is used!
- the turbocharger is not limited to this as long as it has a centrifugal compressor. That is, for example, an electric compressor may be used.
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP07791927A EP2050943B1 (en) | 2006-08-10 | 2007-08-03 | Control device for internal combustion engine with supercharger |
US12/302,934 US7762068B2 (en) | 2006-08-10 | 2007-08-03 | Control apparatus for internal combustion engine with supercharger |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2006218810A JP4306703B2 (ja) | 2006-08-10 | 2006-08-10 | 過給機付き内燃機関の制御装置 |
JP2006-218811 | 2006-08-10 | ||
JP2006-218810 | 2006-08-10 | ||
JP2006218811A JP4375369B2 (ja) | 2006-08-10 | 2006-08-10 | 過給機付き内燃機関の制御装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2008018380A1 true WO2008018380A1 (fr) | 2008-02-14 |
Family
ID=39032910
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2007/065253 WO2008018380A1 (fr) | 2006-08-10 | 2007-08-03 | Dispositif de commande pour moteur à combustion interne équipé d'un turbocompresseur |
Country Status (3)
Country | Link |
---|---|
US (1) | US7762068B2 (ja) |
EP (1) | EP2050943B1 (ja) |
WO (1) | WO2008018380A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2009017596A1 (en) * | 2007-07-31 | 2009-02-05 | Caterpillar Inc. | System that limits turbo speed by controlling fueling |
Families Citing this family (52)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4595701B2 (ja) * | 2005-06-21 | 2010-12-08 | トヨタ自動車株式会社 | 電動機付き過給機を有する内燃機関の制御装置 |
JP4760914B2 (ja) * | 2006-12-19 | 2011-08-31 | トヨタ自動車株式会社 | 内燃機関の過給制御システム |
JP4623064B2 (ja) * | 2007-08-13 | 2011-02-02 | トヨタ自動車株式会社 | 過給機付き内燃機関の制御装置 |
JP4877200B2 (ja) * | 2007-11-06 | 2012-02-15 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
US8161744B2 (en) * | 2008-03-04 | 2012-04-24 | Deere & Company | Internal combustion engine with turbocharger surge detection and control |
US20100089056A1 (en) * | 2008-10-09 | 2010-04-15 | General Electric Company | Integrated turbo-boosting and electric generation system and method |
DE102009049394A1 (de) * | 2009-10-14 | 2011-04-21 | 2G Energietechnik Gmbh | Lastenregelungsvorrichtung und Verfahren zur Lastregelung für einen Motor |
US20150211423A1 (en) * | 2010-01-27 | 2015-07-30 | Tzu-Nan CHUANG | Air inlet system of engine |
US20120179356A1 (en) * | 2010-02-09 | 2012-07-12 | Kazunari Ide | Control device for turbocharged engine |
DE102010021449B4 (de) * | 2010-05-25 | 2012-09-13 | Continental Automotive Gmbh | Verfahren zum Betreiben eines Verbrennungsmotors und Verbrennungsmotor |
DE102010040503B4 (de) * | 2010-09-09 | 2012-05-10 | Siemens Aktiengesellschaft | Verfahren zur Steuerung eines Verdichters |
JP5716352B2 (ja) * | 2010-10-29 | 2015-05-13 | いすゞ自動車株式会社 | ターボ過給システム |
FR2972233B1 (fr) * | 2011-03-04 | 2017-10-20 | Snecma | Procede de suppression du decollement tournant dans une turbomachine |
US8161746B2 (en) * | 2011-03-29 | 2012-04-24 | Ford Global Technologies, Llc | Method and system for providing air to an engine |
JP5786502B2 (ja) * | 2011-07-05 | 2015-09-30 | 浜名湖電装株式会社 | 蒸発燃料パージ装置 |
US20130167810A1 (en) * | 2011-12-28 | 2013-07-04 | Caterpillar Inc. | System and method for controlling pressure ratio of a compressor |
US9097447B2 (en) * | 2012-07-25 | 2015-08-04 | Johnson Controls Technology Company | Methods and controllers for providing a surge map for the monitoring and control of chillers |
US20140026871A1 (en) * | 2012-07-27 | 2014-01-30 | Gary Haven | Supercharger Control Device |
JP2014062498A (ja) * | 2012-09-21 | 2014-04-10 | Hitachi Automotive Systems Ltd | 内燃機関の制御装置 |
US9151215B2 (en) * | 2012-10-01 | 2015-10-06 | Fca Us Llc | Artificial aspiration methods and systems for increasing engine efficiency |
US9194319B2 (en) * | 2013-01-25 | 2015-11-24 | General Electric Company | Methods for intentional turbo surging for enhanced system control and protections |
JP6072286B2 (ja) * | 2013-10-29 | 2017-02-01 | 三菱日立パワーシステムズ株式会社 | 温度制御装置、ガスタービン、温度制御方法およびプログラム |
WO2015088662A2 (en) * | 2013-12-10 | 2015-06-18 | Cummins Inc. | System, method, and apparatus for variable geometry turbocharger control |
DE102014201947B3 (de) * | 2014-02-04 | 2015-01-22 | Ford Global Technologies, Llc | Verfahren und Vorrichtung zur Bestimmung eines Ladeluftmassenstroms |
WO2015138172A1 (en) * | 2014-03-11 | 2015-09-17 | Borgwarner Inc. | Method for identifying the surge limit of a compressor |
SE540370C2 (en) * | 2014-04-29 | 2018-08-21 | Scania Cv Ab | Förfarande samt system för styrning av ett överladdningssystem vid ett motorfordon |
CN106414960B (zh) * | 2014-06-06 | 2020-01-14 | 洋马株式会社 | 发动机装置 |
WO2015186610A1 (ja) * | 2014-06-06 | 2015-12-10 | ヤンマー株式会社 | エンジン装置 |
KR20160057717A (ko) * | 2014-11-14 | 2016-05-24 | 현대자동차주식회사 | 스월제어방식 예혼합 연소강도 제어방법 및 엔진제어시스템 |
US9765688B2 (en) * | 2014-12-11 | 2017-09-19 | Ford Global Technologies, Llc | Methods and system for controlling compressor surge |
US10655548B2 (en) * | 2015-02-17 | 2020-05-19 | Volvo Truck Corporation | Electric supercharging system and method for controlling electric supercharger |
JP6330770B2 (ja) * | 2015-09-25 | 2018-05-30 | マツダ株式会社 | ターボ過給機付エンジンの制御装置 |
CN107532526B (zh) | 2015-11-20 | 2020-11-10 | 三菱重工发动机和增压器株式会社 | 增压系统的控制装置 |
WO2017154106A1 (ja) * | 2016-03-08 | 2017-09-14 | 三菱重工業株式会社 | 排気タービン過給機のサージ回避制御方法、サージ回避制御装置 |
US10273874B2 (en) | 2016-04-15 | 2019-04-30 | Ford Global Technologies, Llc | Method and system for compressor outlet temperature regulation |
FR3053392A1 (fr) * | 2016-07-04 | 2018-01-05 | Peugeot Citroen Automobiles Sa | Ensemble moteur suralimente avec boucle de recirculation entre deux compresseurs d’une ligne d’admission d’air au moteur |
US10508590B2 (en) * | 2017-02-07 | 2019-12-17 | Kohler Co. | Forced induction engine with electric motor for compressor |
US10316740B2 (en) * | 2017-02-15 | 2019-06-11 | Borgwarner Inc. | Systems including an electrically assisted turbocharger and methods of using the same |
JP6509958B2 (ja) * | 2017-07-04 | 2019-05-08 | 本田技研工業株式会社 | 内燃機関の制御装置 |
JP6581163B2 (ja) * | 2017-10-03 | 2019-09-25 | 本田技研工業株式会社 | 内燃機関 |
US11072355B2 (en) * | 2018-11-15 | 2021-07-27 | Transportation Ip Holdings, Llc | System and methods for detecting surge in an engine system |
US11143097B2 (en) * | 2018-11-29 | 2021-10-12 | Deere & Company | Electrified air system for removing cold start aids |
CN110318897B (zh) * | 2019-06-27 | 2022-04-15 | 潍柴重机股份有限公司 | 一种基于烟度限制的电控发动机控制方法 |
US11292302B2 (en) | 2019-08-06 | 2022-04-05 | Deere & Company | Electrified air system for use with central tire inflation system |
US11745550B2 (en) | 2019-08-06 | 2023-09-05 | Deere & Company | Electrified air system for use with central tire inflation system |
US11292301B2 (en) | 2019-08-06 | 2022-04-05 | Deere & Company | Electrified air system for use with central tire inflation system |
SE543456C2 (en) * | 2019-10-23 | 2021-02-23 | Scania Cv Ab | Four-Stroke Internal Combustion Engine and Method of Controlling Timings of an Exhaust Camshaft and an Intake Camshaft |
US20230011920A1 (en) * | 2019-12-20 | 2023-01-12 | Volvo Truck Corporation | Method for diagnosing a part of a powertrain system |
US11220962B1 (en) | 2020-11-19 | 2022-01-11 | Ford Global Technologies, Llc | Methods and systems for a boosted engine |
US11421582B2 (en) * | 2020-12-02 | 2022-08-23 | Ford Global Technologies, Llc | Method of controlling a turbocharger |
SE545437C2 (en) * | 2020-12-11 | 2023-09-12 | Scania Cv Ab | Controlling Valve Actuation of an Internal Combustion Engine |
US11492958B2 (en) * | 2020-12-15 | 2022-11-08 | Garrett Transportation I Inc. | Boost pressure control for electrically assisted turbochargers |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH02102397A (ja) * | 1988-10-11 | 1990-04-13 | Mitsubishi Heavy Ind Ltd | 遠心または軸流圧縮機のサージコントロール方法 |
JPH0542642U (ja) | 1991-11-12 | 1993-06-11 | 三菱自動車工業株式会社 | エンジンのターボチヤージヤ装置 |
JP2001342840A (ja) | 2000-05-30 | 2001-12-14 | Mitsubishi Motors Corp | 過給機付き内燃機関の制御装置 |
JP2003239755A (ja) * | 2002-02-18 | 2003-08-27 | Toyota Motor Corp | 過給圧制御装置 |
JP2005330835A (ja) * | 2004-05-18 | 2005-12-02 | Mazda Motor Corp | 電動過給機を備えたパワートレインの制御装置 |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS63120821A (ja) * | 1986-11-08 | 1988-05-25 | Kubota Ltd | 車載用排気タ−ビン過給機付きエンジンの過給装置 |
JP2589214B2 (ja) * | 1990-11-27 | 1997-03-12 | 株式会社ユニシアジェックス | 過給機付内燃機関の燃料供給制御装置 |
US6364602B1 (en) * | 2000-01-06 | 2002-04-02 | General Electric Company | Method of air-flow measurement and active operating limit line management for compressor surge avoidance |
US6298718B1 (en) * | 2000-03-08 | 2001-10-09 | Cummins Engine Company, Inc. | Turbocharger compressor diagnostic system |
JP3925397B2 (ja) * | 2002-11-20 | 2007-06-06 | トヨタ自動車株式会社 | 電動機付ターボチャージャ制御装置 |
JP3951951B2 (ja) * | 2003-04-03 | 2007-08-01 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
US6871498B1 (en) | 2003-12-20 | 2005-03-29 | Honeywell International, Inc. | Compressor surge protector for electric assisted turbocharger |
DE102004035575A1 (de) * | 2004-07-22 | 2006-02-16 | Daimlerchrysler Ag | Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine mit einem Verdichter, insbesondere eines Abgasturboladers |
US7137253B2 (en) * | 2004-09-16 | 2006-11-21 | General Electric Company | Method and apparatus for actively turbocharging an engine |
US8307645B2 (en) * | 2005-11-02 | 2012-11-13 | General Electric Company | Apparatus and method for avoidance of turbocharger surge on locomotive diesel engines |
KR100802762B1 (ko) * | 2006-11-01 | 2008-02-12 | 현대자동차주식회사 | 가변 형상 터보차저의 최소 유량 제어 장치 및 방법 |
-
2007
- 2007-08-03 EP EP07791927A patent/EP2050943B1/en not_active Expired - Fee Related
- 2007-08-03 WO PCT/JP2007/065253 patent/WO2008018380A1/ja active Search and Examination
- 2007-08-03 US US12/302,934 patent/US7762068B2/en not_active Expired - Fee Related
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH02102397A (ja) * | 1988-10-11 | 1990-04-13 | Mitsubishi Heavy Ind Ltd | 遠心または軸流圧縮機のサージコントロール方法 |
JPH0542642U (ja) | 1991-11-12 | 1993-06-11 | 三菱自動車工業株式会社 | エンジンのターボチヤージヤ装置 |
JP2001342840A (ja) | 2000-05-30 | 2001-12-14 | Mitsubishi Motors Corp | 過給機付き内燃機関の制御装置 |
JP2003239755A (ja) * | 2002-02-18 | 2003-08-27 | Toyota Motor Corp | 過給圧制御装置 |
JP2005330835A (ja) * | 2004-05-18 | 2005-12-02 | Mazda Motor Corp | 電動過給機を備えたパワートレインの制御装置 |
Non-Patent Citations (1)
Title |
---|
See also references of EP2050943A4 * |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2009017596A1 (en) * | 2007-07-31 | 2009-02-05 | Caterpillar Inc. | System that limits turbo speed by controlling fueling |
GB2464036A (en) * | 2007-07-31 | 2010-04-07 | Caterpillar Inc | System that limits turbo speed by controlling fueling |
US7908858B2 (en) | 2007-07-31 | 2011-03-22 | Caterpillar Inc. | System that limits turbo speed by controlling fueling |
GB2464036B (en) * | 2007-07-31 | 2012-10-10 | Caterpillar Inc | System that limits turbo speed by controlling fueling |
Also Published As
Publication number | Publication date |
---|---|
EP2050943A1 (en) | 2009-04-22 |
US20090198432A1 (en) | 2009-08-06 |
EP2050943A4 (en) | 2010-03-24 |
US7762068B2 (en) | 2010-07-27 |
EP2050943B1 (en) | 2011-11-23 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
WO2008018380A1 (fr) | Dispositif de commande pour moteur à combustion interne équipé d'un turbocompresseur | |
JP4306703B2 (ja) | 過給機付き内燃機関の制御装置 | |
JP4375369B2 (ja) | 過給機付き内燃機関の制御装置 | |
US9938911B2 (en) | Method of operating an internal combustion engine with a turbocharger based on change in gas flow quantity over time | |
JP5389238B1 (ja) | 内燃機関のウェイストゲートバルブ制御装置 | |
JP4120524B2 (ja) | エンジンの制御装置 | |
US10267216B2 (en) | Control device for internal combustion engine | |
JP2005220888A (ja) | 過給機付き内燃機関の過給圧推定装置 | |
US10006383B2 (en) | Control device and control method for an internal combustion engine with a supercharger | |
CN104564318A (zh) | 内燃机的控制装置及控制方法 | |
KR101950617B1 (ko) | 배기 가스 재순환을 갖는 수퍼과급된 내연 엔진의 배기 가스 재순환 밸브를 작동시키기 위한 방법 및 장치 | |
JP2010180781A (ja) | 過給機付き内燃機関の制御装置 | |
CN105026722A (zh) | 用于内燃机的控制装置 | |
CN110645110B (zh) | 内燃机控制装置 | |
US20110213539A1 (en) | Control device for internal combustion engine | |
JP5649343B2 (ja) | 内燃機関の吸気絞り弁制御方法 | |
JP4853471B2 (ja) | 過給機付き内燃機関の制御装置 | |
JP2004076659A (ja) | 過給装置 | |
EP1302644B1 (en) | Method for controlling an exhaust-gas turbocharger with a variable turbine geometry | |
JP3846462B2 (ja) | 電動過給機構のバイパス弁制御装置 | |
JP4452534B2 (ja) | 内燃機関における過給機の異常検出装置 | |
JP2001193573A (ja) | 内燃機関の制御装置 | |
JP5930288B2 (ja) | 内燃機関 | |
JP2016200034A (ja) | 内燃機関の制御装置 | |
EP2354501B1 (en) | Control apparatus for internal combustion engine |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 200780022487.1 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 07791927 Country of ref document: EP Kind code of ref document: A1 |
|
DPE1 | Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101) | ||
WWE | Wipo information: entry into national phase |
Ref document number: 12302934 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2007791927 Country of ref document: EP |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
NENP | Non-entry into the national phase |
Ref country code: RU |
|
DPE1 | Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101) |