KR20040023051A - an automotive turbo charger structure, the control device and control method therof - Google Patents

Abstract

PURPOSE: An automotive turbo charger structure, a control device and a control method thereof are provided to increase the efficiency of a turbo charger by adding a gas stator to an exhaust gas output, and recirculating the exhaust gas passed through a recirculating compressing passage in a turbine housing. CONSTITUTION: A turbo stator(34) is combined with a turbine(32) of a turbo charger(30) for recirculating partial exhaust gas passed through turbine wheels(33). A turbo compressing passage is formed inside an end housing of the turbine for compressing exhaust gas recirculated by the turbo stator. An exhaust gas recirculation passage(36) is placed on an end of the turbo compressing passage for recirculating the exhaust gas compressed to a turbine housing(32'). An exhaust gas recirculation valve(38) is installed between the turbine housing and the exhaust gas recirculation passage for being turned on and off by an output signal of an ECU(Electronic Control Unit)(200).

Description

An automotive turbo charger structure, the control device and control method therof}

The present invention relates to a vehicle turbocharger, and more particularly, a vehicle turbocharger structure and control for increasing the torque of the turbocharger by recirculating exhaust gas discharged through the turbine stage of the turbocharger back to the turbine side during low-speed idle. An apparatus and a control method thereof are provided.

A typical internal combustion engine uses only 30% of the fuel and 70% is extinguished, about 38% of which is extinguished as exhaust gas.

A turbocharger is commonly used to recycle the energy discharged to the exhaust gas. As illustrated in FIG. 1, the turbocharger 30 may exhaust the exhaust gas discharged through the exhaust manifold 20 of the internal combustion engine 10. It uses the energy to drive the wheel of the turbine 32, and drives the compressor stage 39 impeller on the same axis at high speed to compress the intake air and supply it to the combustion chamber of the internal combustion engine 10 through the intake manifold 40. Device.

The turbocharger 30 improves the filling efficiency to improve combustion performance and form a high output internal combustion engine.

Since excessive charging of the turbocharger 30 affects the life of the internal combustion engine, an actuator (not shown) for adjusting the opening and closing of the valve is provided for charging the appropriate amount.

However, the turbocharger has a very low turbine driving force of the exhaust gas in a low speed engine idle state, and when the driver rapidly operates the accelerator pedal after stopping and the throttle valve is opened rapidly, the turbocharger is not in a supercharged state. Turbocharger lag (LAG), which takes some time to reach the supercharged state, occurs.

In the above, the turbocharger rack is delayed by about 2 to 3 seconds. At this time, the driver determines that the vehicle is heavy. In particular, when the vehicle starts from a hill, the turbocharger rack phenomenon causes the vehicle to be pushed backward.

The reason why the lag phenomenon of the turbocharger is generated is rotational resistance due to a sudden throttle valve opening and resistance on the air flow path, and when a certain fuel is injected due to a lack of the amount of air introduced during the initial vehicle launch, the amount of fuel is generated. Therefore, the vehicle torque is also reduced by reducing the amount of fuel.

In particular, in the low speed section (children), the turbocharger fails to play its role due to the lack of torque of exhaust gas, and thus the vehicle oscillation property is reduced, and the vehicle has a rolling problem on the hill.

Accordingly, an object of the present invention is to solve the above problems, and in an internal combustion engine having a turbocharger, a gas stator is added to the exhaust gas output side of the turbocharger in order to increase torque of the turbocharger during idle periods. The present invention provides a vehicle turbocharger structure, a control device, and a method thereof, by which the exhaust gas passing through a recirculation pressurized flow path is recycled to a turbine housing to increase the efficiency of the turbocharger.

1 is a structural diagram of a conventional turbocharger for a vehicle,

2 is a configuration diagram of a vehicle turbocharger operation control according to an embodiment of the present invention,

3 is a detailed configuration diagram of a part in FIG. 2;

4 and 5 are a partial operation state diagram of FIG.

6 is a block diagram of a vehicle turbocharger control device according to an embodiment of the present invention;

7 is a flowchart illustrating a method of controlling a vehicle turbocharger according to an exemplary embodiment of the present invention.

<Description of Symbols for Main Parts of Drawings>

DESCRIPTION OF SYMBOLS 10 Internal combustion engine 20 Exhaust manifold 30 Turbocharger

32: turbine 32 ': turbine housing 33: turbine wheel

34: turbo stayer 35: turbo pressurized flow path

36: exhaust gas recirculation flow path

38: exhaust gas recirculation valve

39: compressor stage 39 ': impeller 40: intake manifold

100: vehicle operation state detection means 110: throttle valve opening degree detection unit

120: engine speed detection unit 130: idle switch state detection unit

200: ECU

300: exhaust gas recirculation valve drive means

The present invention for achieving the above object,

An internal combustion engine provided with a turbocharger, the turbocharger comprising: a turbo stator coupled to a turbine of the turbocharger to recycle a portion of exhaust gas passing through a turbine wheel;

A turbo pressurizing passage configured to form a passage inside the turbocharger turbine end housing to pressurize the exhaust gas recycled by the turbo stator;

An exhaust gas recirculation flow passage located at an end of the turbo pressurization flow passage and integrally formed with the turbo housing for recirculating pressurized exhaust gas to the turbine housing;

It is characterized in that it further comprises an exhaust gas recirculation valve provided between the turbine housing and the exhaust gas recirculation flow path is driven on / off to the output signal of the ECU.

Another invention for achieving the above object,

Vehicle operating state change detection means for detecting a change in the throttle valve opening degree and the engine rotational speed, which is varied according to a change in the operating state of the vehicle;

The engine speed of the internal combustion engine is determined by inputting the throttle valve opening degree, engine speed, etc. detected and applied by the vehicle operation state change detection means, and when the engine speed is determined to be the idle rotation speed, the throttle valve opening degree is changed according to the change. An ECU for outputting a predetermined control signal for on / off control of the exhaust gas recirculation valve;

And an exhaust gas recirculation valve driving means which is driven to recycle the exhaust gas when the internal combustion engine is idle to increase the efficiency of the turbocharger in synchronization with the exhaust gas recirculation valve control signal output from the ECU.

The present invention for achieving the above object,

Determining an engine speed when the internal combustion engine is started;

Determining a change in the throttle valve opening degree when it is determined that the engine speed is the idle rotation speed in the step;

And outputting a predetermined control signal for opening the exhaust gas recirculation valve when the throttle valve opening degree is less than or equal to the first predetermined reference value.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

This embodiment is not intended to limit the scope of the present invention, but is presented by way of example only, the same reference numerals are assigned to the same parts as the conventional configuration in the drawings, and redundant descriptions are omitted.

2 is a schematic structural diagram of a vehicle turbocharger according to an exemplary embodiment of the present invention, FIG. 3 is a detailed configuration diagram of part a of FIG. 2, FIGS. 4 and 5 are operational views of a part of FIG. 2, and FIG. 7 is a block diagram of a vehicle turbocharger control device according to an exemplary embodiment of the present invention, and FIG. 7 is a flowchart illustrating a method of controlling a vehicle turbocharger according to an exemplary embodiment of the present invention.

As shown in FIG. 2, the turbocharger 30 has a turbine stage 32 connected to the other end of the exhaust manifold 20, one end of which is connected to the exhaust port of the internal combustion engine 10, and one end of the turbocharger 30. The compressor stage 39 is coupled to the other end of the suction manifold 40 coupled to the intake port of the internal combustion engine 10.

The turbine stage 32 is provided with a turbine wheel 33, the turbine wheel 33, as shown in Figure 3, the turbo stator 34 is coupled to the interference fit, the turbine wheel ( Part of the exhaust gas passing through 33) is recycled.

In addition, a turbo pressurizing passage 35 is formed inside the end housing of the turbine stage 32 to pressurize the exhaust gas recycled by the turbo stator 34.

As shown in FIG. 5, the exhaust gas recirculation passage 36 is integrally formed with the turbine housing 32 ′ at the end of the turbo pressurization passage 35, and the exhaust gas pressurized by the turbo pressurization passage 35 is formed. The gas is recycled to the rear of the turbine wheel 33 provided in the turbine housing 32 '.

Then, between the turbine housing 32 ′ and the exhaust gas recirculation flow path 36 is controlled by the ECU 200 shown in FIG. 2 to prevent the pressurized and recycled exhaust gas from being recycled or recycled to the turbo housing. An exhaust gas recirculation valve 38 which is driven on / off is provided.

Therefore, the exhaust gas discharged from the internal combustion engine 10 shown in FIG. 2 flows into the turbine stage 32 of the turbocharger 30 coupled with the exhaust manifold 20 and through the turbine wheel 33. It is discharged through an exhaust pipe (unsigned).

As shown in FIG. 5, a part of the exhaust gas discharged from the turbo pressurization flow path formed inside the end of the turbine stage 32 by the turbine stator 34 provided with an interference fit with the turbine wheel 33. It is pressurized along 35 and recycled back to the turbo wheel 33 of turbo stage 32 via exhaust gas recirculation passage 36.

At this time, the exhaust gas recycled to the turbo stage 32 through the exhaust gas recirculation flow path 36 is on / off the exhaust gas recirculation valve driven in synchronization with the control signal output from the ECU 200 shown in FIG. 2. The recirculated flow is controlled in accordance with the driving state of 38.

Vehicle turbocharger control apparatus according to an embodiment of the present invention is a vehicle operating state detection device 100 for detecting the throttle valve opening degree and the engine rotational speed that is variable in accordance with the change in the operating state of the vehicle, as shown in FIG.

The throttle valve opening degree detected by the vehicle operation state detection device 100 is applied, and the engine speed, etc. is input, and the engine speed of the internal combustion engine is determined, and when the engine speed is determined to be the idle speed, the throttle valve opening degree is changed. ECU 200 for outputting a predetermined control signal for controlling the exhaust gas recirculation valve on / off according to,

It is composed of an exhaust gas recirculation valve driving device 300 which is driven to recycle the exhaust gas during idle of the internal combustion engine to increase the efficiency of the turbocharger in synchronization with the exhaust gas recirculation valve control signal output from the ECU (200) have.

The vehicle operation state detection apparatus 100 includes a throttle valve opening degree detection unit 110 for detecting a change in opening degree that is opened and closed in association with an accelerator pedal operation of a driver;

The engine speed detection unit 120 detects a change in engine speed that is changed according to the vehicle operating state change.

An example of the control method of the vehicle turbocharger having the above-described configuration will be described with reference to FIG. 7.

When the driver starts the internal combustion engine to drive the vehicle, the vehicle operation state detecting apparatus 100 detects a change in the throttle valve opening degree and the engine rotational speed that varies according to the vehicle operation state change (S100).

Accordingly, when the ECU 200 outputs a predetermined control signal to receive the throttle valve opening degree and the engine speed change detected by the vehicle operation state detection device 200, the vehicle operation state detection device 100 is The throttle valve opening degree and engine speed change detected in synchronization with the control signal are output.

The ECU 200 receives input of a throttle valve opening degree and engine speed change detected and output by the vehicle operation state detecting device 100, and determines whether the engine speed of the internal combustion engine is the speed of the idle state (about 800 rpm). (S110).

In the above, when it is determined that the engine speed is the rotation speed of the idle state of the internal combustion engine, the ECU 200 determines the change in the opening degree of the throttle valve to be linked according to the driver's accelerator pedal operation (S120).

When it is determined that the opening degree change value of the throttle valve is equal to or less than the first predetermined value, the ECU 200 increases the torque of the turbocharger 30 in the low speed section to prevent the turbo rack phenomenon. In order to improve efficiency and reduce power consumption, an exhaust gas recirculation valve 'open' control signal for pressurizing part of the exhaust gas passing through the turbo wheel 33 shown in FIG. 2 to be recycled to the turbine housing 32 'is provided. Output and return to the initial step (S110) (S130).

As the exhaust gas recirculation valve opening control signal is output from the ECU 200, the exhaust gas recirculation valve driving device 300 includes the turbine housing 32 ′ and the exhaust gas recirculation flow path as illustrated in FIG. 4 or 5. Open the exhaust gas recirculation valve 38 provided between 36).

In the above, as the exhaust gas recirculation valve 38 is opened, the exhaust gas discharged from the internal combustion engine 10 flows into the turbine stage 32 of the turbocharger 30 as shown in FIG. The turbine wheel 33 shown in the figure is rotated and discharged to an exhaust pipe (unsigned).

The turbine wheel 33 is rotated and a part of the exhaust gas is exhausted by the turbo stator 34 shown in FIG. 4 along the turbo pressurization passage 35 formed inside the end of the turbo stage 32 to exhaust gas. Recirculation through the recirculation passage 36 to the turbine housing 32 'accelerates the rotation of the turbine wheel 33.

As the rotation of the turbine wheel 33 of the turbine stage 32 is accelerated, the impeller 39 'of the compressor stage 39 which is connected to the turbine wheel 33 on the same axis as the connecting shaft is accelerated. Accelerate the rotation speed.

Therefore, when the vehicle is initially started, the rotational speed of the impeller 39 'of the compressor stage 39 is accelerated to be the same as the rotational speed of the turbine wheel 33 provided on the same axis. By increasing the filling efficiency of the air, the combustion performance of the internal combustion engine 10 is improved.

Therefore, it is possible to prevent the vehicle slippage phenomenon and the turbo rack phenomenon due to the torque increase of the turbocharger in the low speed section (idle rotation speed of the internal combustion engine) during the initial start of the vehicle.

However, when it is determined in S110 and S120 that the engine speed is equal to or greater than the idle speed or the throttle valve opening change value is equal to or greater than a predetermined first set value, the ECU 200 may determine whether the vehicle is being driven or the acceleration of the driver. According to the accelerator pedal operation according to the present invention, even if the exhaust gas recirculation of the turbocharger is not performed, it is determined that the high filling efficiency of the intake air can be sufficiently exerted by the exhaust gas discharged. Outputs the valve 'close' control signal and returns to the initial step (S110) (S140).

As the exhaust gas recirculation valve 'close' control signal is output from the ECU 200, the exhaust gas recirculation valve driving device 300 is provided between the turbine housing 32 ′ and the exhaust gas recirculation flow passage 36 to be opened. Close the exhaust gas recirculation valve 38.

As the exhaust gas recirculation valve 38 is closed, the exhaust gas is discharged to the atmosphere through an exhaust pipe (unsigned) shown in FIG.

This increases the torque of the turbocharger provided in the internal combustion engine in the low speed section (idle state) at the initial start of the vehicle, thereby increasing the boost pressure sucked into the internal combustion engine, thereby increasing the air filling efficiency and preventing the turbo rack phenomenon. In addition, the vehicle can be prevented from rolling hills.

As described above, the present invention provides an internal combustion engine having a turbocharger, which adds a gas stator to the exhaust gas output side of the turbocharger to increase torque of the turbocharger when idle at low speeds, and passes the recycle pressurized flow path. To increase the turbocharger's efficiency by increasing the turbocharger's efficiency by increasing the turbocharged suction of the internal combustion engine, preventing the turbo lag phenomenon, and preventing vehicle slippage on hillsides. Can be.

Claims (6)

An internal combustion engine provided with a turbocharger, the turbocharger comprising: a turbo stator coupled to a turbine of the turbocharger to recycle a portion of exhaust gas passing through a turbine wheel; A turbo pressurizing passage configured to form a passage inside the turbocharger turbine end housing to pressurize the exhaust gas recycled by the turbo stator; An exhaust gas recirculation flow passage located at an end of the turbo pressurization flow passage and integrally formed with the turbo housing for recirculating pressurized exhaust gas to the turbine housing; And an exhaust gas recirculation valve provided between the turbine housing and the exhaust gas recirculation flow path and driven on / off to an output signal of the ECU. The vehicle turbocharger structure according to claim 1, further comprising an interference fit on the turbine wheel. Vehicle operating state change detection means for detecting a change in the throttle valve opening degree and the engine rotational speed, which is varied according to a change in the operating state of the vehicle; The engine speed of the internal combustion engine is determined by inputting the throttle valve opening degree, engine speed, etc. detected and applied by the vehicle operation state change detection means, and when the engine speed is determined to be the idle rotation speed, the throttle valve opening degree is changed according to the change. An ECU for outputting a predetermined control signal for on / off control of the exhaust gas recirculation valve; A vehicle turbocharger control means comprising: an exhaust gas recirculation valve driving means driven to recirculate exhaust gas when an internal combustion engine is idle to increase the efficiency of the turbocharger in synchronization with an exhaust gas recirculation valve control signal output from the ECU Device. 4. The vehicle operating state detection unit according to claim 3, further comprising: a throttle valve opening degree detection unit for detecting a change in the opening degree that is opened and closed in association with the driver's accelerator pedal operation; And an engine speed detector configured to detect a change in engine speed that is variable according to a change in the vehicle operating state. Determining an engine speed when the internal combustion engine is started; Determining a change in the throttle valve opening degree when the engine speed is determined to be an idle speed in the step; And outputting a predetermined control signal for opening the exhaust gas recirculation valve when the throttle valve opening degree is less than or equal to the first predetermined reference value. The vehicle turbocharger of claim 5, further comprising outputting an exhaust gas recirculation valve closing control signal when it is determined that the engine speed is not the idle speed or the throttle valve opening degree is equal to or greater than a predetermined first predetermined reference value. Control method.