JPS60243346A - Supercharging pressure control apparatus for engine with supercharger - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an engine equipped with a supercharger, and particularly to a device that can control the supercharging pressure supplied to the engine.

[Conventional technology]

BACKGROUND ART Conventionally, engines with filter feeders have been proposed that selectively operate with high boost pressure characteristics or low boost pressure characteristics depending on the operating state.

In such an engine, the power performance during acceleration is increased by temporarily increasing the supercharging pressure higher than during steady state during acceleration.

[Problem that the invention seeks to solve]

However, in conventional supercharging-like Ennon supercharging pressure control devices, the condition for canceling operation with high supercharging pressure characteristics is that a certain period of time has elapsed, and furthermore, this In addition to this, the presence or absence of knock is determined, but with this method, there is a risk that the knock will be canceled even though operation with high boost pressure characteristics can still be continued, and therefore sufficient power will not be available during acceleration. There is a problem that there are cases where the performance is not achieved or achieved.

The reason why such a problem occurs is as follows. In other words, although boost pressure should originally be set within a range that is acceptable for knocking and exhaust temperature, conventionally the boost pressure has been set within a range that is acceptable for knocking and exhaust temperature, but conventionally the boost pressure has been set at a time and place that does not match such information.

This is because the amount of fuel leakage alone is 1111%, and for this reason, it is necessary to cancel operation with high boost pressure characteristics at an early stage in consideration of safety.

The present invention aims to solve these problems, and by canceling operation with high boost pressure characteristics based on appropriate information, it is possible to fully demonstrate power performance during acceleration. The object of the present invention is to provide a supercharging pressure control device for an engine with a supercharger.

[Means for solving problems]

For this reason, the supercharging pressure control device of the present invention is capable of selectively operating with high boost pressure characteristics or low boost pressure characteristics depending on the operating condition. Feeder I”
The engine is equipped with a knock control means that performs control to avoid knock by controlling the amount of retardation at the time of ignition, and by retarding the ignition with the non-knock control means, the high boost pressure characteristics described in -1- can be achieved. A supercharging pressure characteristic switching means is provided which switches the operating state from the high supercharging pressure characteristic to the low supercharging pressure characteristic when the absolute ignition timing falls below the lower limit absolute ignition timing determined by the operating state. It is characterized by the fact that it was established.

[For production]

With the above configuration, when the engine is operating with high boost pressure characteristics during acceleration, for example, by retarding the ignition timing using the knock control means, the lower limit absolute ignition timing is determined based on the operating state with the high boost pressure characteristics. When the pressure falls below , the operation state is switched from the operating state with the high supercharging pressure characteristic (2) to the operating state with the low supercharging pressure characteristic (-F).

〔Example〕

Hereinafter, referring to Drawing 2, a supercharger 1 as an embodiment of the present invention
To explain the supercharging pressure control device of the same size, Fig. 1 is a block diagram of its main parts, Figs. 2-4 are graphs for explaining its actions, and Fig. 5 is a diagram for explaining its actions. Flow chart, Figures 6 and 7 are schematic diagrams showing modified examples of the boost pressure characteristic switching actuator, and Figures 8 and 9 are graphs for explaining the action of the one shown in Figure 6.7, respectively. be.

As shown in Figure 1, this Ennon is equipped with a supercharger (turbocharger) 3.
The compressor 5 includes a turbine 1 installed in the exhaust passage 2 of the Ennon, and a compressor 5 installed in the intake passage 1 of the Ennon and driven by the turbine 1.

Further, a bypass passage 2a is connected to the exhaust passage 2 so as to bypass a portion where the turbine 4 is disposed, and a waste gate valve 6 for opening and closing the bypass passage 2a is provided in the bypass passage 2a.

Furthermore, a pressure-responsive actuator 7 for driving the wastegate valve 6 to open and close is provided. This actuator 7 has a first guia 7 of the same diameter in its casing.
The first
The diaphragm 9 is connected to the waste date valve 6 via a tenth rod 8, and the second diaphragm 10 is connected to the first diaphragm 9 to a twentieth rod 15 which is separable from the first diaphragm 9.

Mainly, this actuator 7 is used for the first actuator which has a large set load.
The 19th turn spring 13 is equipped with a return spring 13 and a second return spring 14 with a small set load. 1
The wastegate valve 6 is biased in the closing direction through the zero throat 8, and the second return spring 14 is loaded between the casing and the second Guia 7 ram 10Σ to bias the 20th throat 15 through the second diaphragm 10. The first diaphragm 9 is biased in a direction to be separated from the first diaphragm 9.

Furthermore, the actuator 7 has a first pressure chamber 1 and a second pressure chamber 12, the first pressure chamber 11 is formed at the opening of the first diaphragm 9 and the second diaphragm 10, and the second pressure chamber 12 is the first through the second diaphragm 1°.
It is formed adjacent to the pressure chamber 11.

Incidentally, a first control passage 16 is connected to the first pressure chamber 11, and a pressure passage 19 as a second control passage is connected to the second pressure chamber 12.

The first control passage 16 is connected to a large 1-air passage 17 and a pressure passage 19 via a slide/id valve 18 serving as an electromagnetic switching valve.

Note that the atmospheric passage 17 is connected to the compressor upstream intake passage portion 1a, and the pressure passage 1! ] is connected to the compressor downstream intake passage portion 1b. As a result, atmospheric pressure is introduced through the atmospheric passage 17, and the pressure passage] 5)
The compressor downstream pressure in the intake passage 1 is introduced through the intake passage 1.

The slide/id valve 18 also has a solenoid fill 1.8a that receives a signal from the controller 20, and when the solenoid coil 18a is energized, the plunger 18
I] is attracted against the return spring 18c, thereby introducing atmospheric pressure into the first control passage 16. On the other hand, when the solenoid coil 18a is de-energized, the planter 181] is pushed by the turn spring 18c. As a result, pressure downstream of the compressor is introduced into the first control passage 16. In this way, the first
Atmospheric pressure or compressor downstream pressure is selectively introduced into the pressure chamber 11 through the first control passage 6, and compressor downstream pressure is introduced into the first pressure chamber 1 through the L main power passage 19. .

Therefore, when the solenoid coil 18a is demagnetized and pressure on the downstream side of the compressor is applied to the 1j upper blade chamber 11 in the same way as the 21st power chamber 12, the waste)'z'-)
It is only necessary to consider the load in the closing direction of the valve 6 due to the first return spring 13, so that substantially only the first diaphragm 9, which has a low boost pressure characteristic as shown by phase number a in FIG. 2, is used. Actuates as an actuator with However, when the solenoid fill I 3a is energized,
When atmospheric pressure is applied to the first pressure chamber 11, in this case,
The load in the closing direction of the waste 1 gate valve 6 must be considered from both the first return ring 13 and the second return spring 14. can obtain pressure characteristics,
As a result, the boost pressure is controlled to be high.

Thereby, this ennon can be selectively operated with the high boost pressure characteristic β or with the low boost pressure characteristic a.

If you look at it from a different perspective, it can be said that the supercharging pressure-enon rotation speed characteristics depending on woodworking/non-carrying can be set as shown in numbers a and 1] as shown in Fig. 3.

Here characteristic a1. Characteristic 1) shows the case where the compressor downstream pressure is introduced into the first pressure chamber 11 and the pressure acting on the first pressure chamber 1 and the second pressure chamber 12 is made the same.
indicates the case where atmospheric pressure is introduced into the first pressure chamber]1. In the case of woodworking/non-woodworking, even if the actuator 7 malfunctions, it can be kept within the range indicated by the symbol d in FIG. On the other hand, in the conventional system in which the pressure acting on the actuator is leaked to the atmosphere through a leak passage, there is a risk that the supercharging pressure may rise abnormally as shown by the symbol C in FIG.

By the way, a knock sensor 21 is attached to an engine 7' lock, etc., and a knock detection circuit 21' is provided which integrates a signal from this knock sensor 21 and outputs an integrated voltage. The knock integrated voltage (analog signal) from the controller 20 is supplied to the controller 20.

Further, a rotation speed sensor 22 for detecting the engine rotation speed N is provided, and an air flow sensor 23 for detecting the amount of air intake air in the intake passage 1 is also provided.
2, the detection signal at 23J is a Tinotal signal. .

It should be noted that it is generally said that the air 70-sensor 23 malfunctions due to intake pulsation in low speed and high load conditions of the engine, and in this embodiment, the ink cooler 24 is installed on the downstream side of the air 70-sensor 23. By appropriately adjusting the dimensions, the intake pulsation as described above almost no longer occurs, so it is considered that the measurement reliability or accuracy by the air flow sensor 23 is sufficiently high.

Furthermore, a water temperature sensor 26 is provided that detects the engine cooling water temperature using an analog signal.

Further, a throttle sensor 30 is provided that detects the opening degree (throttle opening degree) θ of the throttle valve 25 using an analog signal.

And these sensors 21.22, 23.26. :'
Signals from the IO are manually input to the controller 20. This controller 20 has functions such as knock control means M1 and supercharging pressure characteristic switching means M2.

Unit', knock control means '11 performs control to avoid knock by controlling the amount of retardation at the time of ignition, and supercharging pressure characteristic switching means h.12 is a /tsuk control means. High boost pressure characteristic β is achieved by retarding the timing compared to N11.
When the ignition timing falls below the lower limit absolute ignition timing determined by the operating condition at
This is to switch to the operating state.

The knock control means N'+i will be explained. This knock control means Ml first receives the ennon load information (A/N;
is the intake air amount information, N is the engine speed information), and has a basic ignition timing characteristic map (two types are prepared for regular gasoline and premium gasoline) that stores the ignition timing determined from the engine speed information N. . Also,/
The link control means M1 includes a correction means for correcting the ignition timing information corresponding to the engine operating state from the map to the retard side in accordance with the knock amount information from the knock detection circuit 21'.

-1 In other words, the knock control means Ml receives intake air amount information A + engine rotation speed information N, /tsukushi information 1ff) signal information from various sensors (this information is 1.8 +1 in crank angle). ) 'has a cycle and controls the energization start timing and ignition timing) and crank angle information (,
These basics (1° signal information and crank angle information are taken from the distributor 2"7) are input,
-1- The point/no (signal or ignition coil 28 (4'%
The power is supplied to the power trannosta 29. As a result, the power supply is turned off at two or more predetermined timings, and the primary side current of the ignition coil 28 is interrupted.

By the way, as the actual ignition timing, a value obtained by adding 1 to the basic ignition timing obtained from the basic ignition timing characteristics described in section 1 and the ignition timing learning coefficient set according to the degree of knock is adopted. For example, setting 5TI to such a learning coefficient is performed as follows. That is, the knock integrated voltage is different from the predetermined voltage \・“1 and \'2 (Vl>\・“2
), keep the value of 1 in the learning coefficient or ■
If it is thicker than 1, the value of K] is subtracted by 1 at each predetermined time, and conversely, if v2 + 1) is also smaller, the value of K1 is added by 1 at each predetermined time. It is possible.

The initial value of the learning coefficient K when the ignition key is turned on immediately after the computer is installed is set to an appropriate value depending on the resolution.

FIG. 4 shows the relationship between the absolute advance angle and the engine speed when the throttle valve 25 is fully open.

In FIG. 1, the symbol e indicates the base advance angle 1) characteristic for premium gasoline, and f indicates the base advance angle characteristic 2g for regular gasoline.

Further, in FIG. 4, reference numeral 11 indicates the exhaust temperature limit characteristic determined by the high boost pressure characteristic β.

In other words, the following can be seen from FIG. At a certain engine speed N, the maximum amount that can be retarded is determined by the sum of the amount θ1 determined by the learned value and the amount θ2 determined by the exhaust temperature limit. If this happens, knocking can only be avoided by the knock control means M1. In reality, whether or not the ignition timing has fallen below the lower limit is determined by the knock integral voltage \'r(Kl), which depends on the ignition timing learning coefficient L (1).
This has the information of θ1 in Section 1) and the knock integral voltage ＼・“r(N) that depends on the engine speed (this has the information of θ1 in Section 1).
, which has information on) or exceeds the set value \.ro.

Next, the supercharging pressure characteristic switching means M2 will be explained.

That is, in this means M2, during operation with the high boost pressure characteristic β, the angle is retarded by the 7-ink control, and the value of ]2 ~'r(1<1)+\'r(N ) becomes ~r1 or less, the solenoid fill 18a is turned off and the operation is switched to 'r1' with the low boost pressure characteristic a.

In addition, the controller 20 detects that it is the time of acceleration, for example, turns on the solenoid filter tea, and switches the operation state from the operation state with the low supercharging pressure characteristic a to the operating state with the high supercharging pressure characteristic β. It also has the function of pressure characteristic switching means.

Here, the flow of processing by these boost pressure characteristic switching means is shown in FIG. 5.

Note that when the engine speed is high, the amount θ2 determined by the bleed air temperature limit becomes smaller, so θ1 determined by the learned value [i.e., the above-mentioned knock integral voltage\"r(K1)] only exceeds the set value. Then, the operating state may be switched to the low boost pressure characteristic α.

Therefore, in actual engine control, for example, in the early stages of acceleration when knocking is unlikely to occur (when accelerating when the engine combustion chamber temperature is below a predetermined value), atmospheric pressure is introduced into the first pressure chamber 11. By selecting the high boost pressure characteristic β, the boost pressure is increased compared to during steady high load operation. This results in: 1) outstanding acceleration performance;

However, during steady high-load operation where the ignition timing retard due to knock continues to exceed a certain value, specifically when operating with high boost pressure characteristic β, if knock control cannot avoid 7 knocks. , At an appropriate timing, introduce the compressor downstream pressure into the first pressure chamber 11, make the pressure in the first pressure chamber 11 and the second pressure chamber 12 the same, and select Ikegata's low boost pressure characteristic α. By doing so, knocking and an increase in exhaust temperature (exhaust gas temperature) can be avoided.

In this way, even if the actuator 7 is operated by mistake, the supercharging pressure will not rise abnormally, and outstanding acceleration performance can be achieved in the early stages of acceleration, and knocking will occur in the steady high-load operating range. It is possible to reliably prevent the rise in temperature and waste heat.

Note that as the actuator, those shown in FIGS. 6 and 7 can be used. In the actuator 7' shown in Fig. 6, the first diaphragm 9' has a larger area than the second diaphragm 1()'; conversely, the actuator 7'' shown in Fig. 7 has a second diaphragm 1f). `` has a larger area than the first guia 7 ram 1]''.If the diameter between the guaia rams is changed in this way, the supercharging pressure as shown in FIG. Characteristic a′,
β' (characteristic α' is obtained when compressor downstream pressure is introduced into the first pressure chamber 11', characteristic β' is obtained when atmospheric pressure is introduced into the first pressure chamber 11'), and FIG. In the case shown in Fig. 9, the boost pressure characteristics a″, β″ are as shown in FIG.
(The characteristic a'' is obtained by introducing compressor downstream pressure into the first pressure chamber 11'', and the characteristic β'' is obtained by introducing atmospheric pressure into the first pressure chamber 11'').

Furthermore, if the area between the guaiahualam is changed, the slope of the characteristic a, 1] in FIG. 3 also changes.

In addition, the code 31.8'' in Figures 6 and 7 is the 10th point,
12' and 12'' are the second pressure chambers, 13' and 13'' are the @l return springs, 14' and 14'' are the second return springs, and 15' and 15'' are the 20th pressure chambers. It exhibits almost the same function as each member of the above-mentioned embodiment indicated by the symbol without.

〔Effect of the invention〕

As described in detail above, according to the boost pressure control device for a supercharged engine of the present invention, operation with high boost pressure characteristics or low boost pressure characteristics can be selectively performed depending on the operating state. In an engine equipped with a filter feeder, the engine is equipped with a knock control means that performs control to avoid knock by controlling the amount of retardation at the time of ignition. A supercharging pressure characteristic switching means is provided for switching from an operating state with the high supercharging pressure characteristic to an operating state with the low supercharging pressure characteristic when the absolute ignition timing falls below the lower limit absolute ignition timing determined by the operating state with the pressure characteristic. For example, when operating with high boost pressure characteristics during acceleration, the knock control means retards the lower limit absolute ignition timing determined by the operating state with high boost pressure characteristics. When the voltage drops below , the operating state with high boost pressure characteristics is switched to the operating state with low boost pressure characteristics, so the switching timing can be appropriately controlled and sufficient power performance can be maintained during acceleration. There are advantages to taking advantage of it.

[Brief explanation of the drawing]

The figure shows a supercharging pressure control device for an Ennon equipped with a supercharger as an embodiment of the present invention.
Figures 2 to 4 are graphs to explain the effects, Figure 5 is a flowchart to explain the effects, and Figures 6 and 7 are graphs to explain the effects.
Each figure is a schematic diagram showing a modified example of the boost pressure characteristic switching actuator, and FIGS. 8 and 9 are graphs for explaining the operation of the actuator shown in FIGS. 6 and 7, respectively. 1... Intake passage, 1a... Compressor downstream intake passage part, 111... Compressor downstream intake passage part, ?
...71 air passage, 2d...bypass passage, 3...turbocharger,...1...turbine, 5...compressor/su, 6...wastegate valve, 7,7
r, −,,′. ...actuator, 8, 7'+ +, 8''
... 10th diaphragm, Ri, Ri', 9" ... 1st diaphragm, H'l, 111'! 10" ... 2nd diaphragm, ] 1, 11', ] 1 ... 1st) ball Power room, 1
2.12', 12''...Second pressure chamber, +, 3.1
3',] ]3...first return spring,]
, = 1, 1.4', ] 4''...Second return spring, 15.15', 15''...20th. 16...First control passage, 17...Atmospheric passage, 18...
Solenoid valve, 18a... Solenoid coil, 18I]
...Plantsya, 1.8c...Return spring, 1
9...Pressure passage (second control passage), 2()...controller, 21...7 knock sensor, 21'...knock detection circuit, 22...rotation speed sensor, 23...air 70-sensor, 24...・Intercooler, 25... Throttle valve, 2
6.Water temperature sensor, 27.Text player,
28...Ignition file, 21J...Power F running star, 30...Throttle sensor, h1]...7 knob control H1, M2...Supercharging pressure characteristic control means. Agent Patent Attorney Yoshihiko Iinuma Figure 1 Figure 2 Figure 3 Engine rotation speed - Figure 4 ρ O Engine pupil → Figure 5 Figure 6 Figure 8 Spring 18 pressure -

Claims (1)

[Claims] In Ennon filter feeders that selectively operate with high boost pressure characteristics or low boost pressure characteristics depending on the operating condition, knocking can be avoided by controlling the amount of retardation at the time of ignition. By retarding the ignition timing with the knock control means, when the ignition timing falls below the lower limit absolute ignition timing determined by the operating state in the high boost pressure characteristic, the above high boost pressure characteristic A supercharging pressure control device for a supercharged engine, characterized in that a supercharging pressure characteristic switching means is provided for switching from an operating state with the low supercharging pressure characteristic to an operating state with the low supercharging pressure characteristic.