JP2008169820A - Output control device for an internal combustion engine with a supercharger - Google Patents

Abstract

To provide an internal combustion engine with a supercharger capable of improving the drivability by improving the drivability and securing the operation time in a non-supercharged region to improve the fuel consumption.
A throttle valve 6 for adjusting an intake air amount of an internal combustion engine 1 provided with a supercharger 4, an accelerator displacement detecting means 14 for detecting displacement of an accelerator pedal for operating the throttle valve 6, and rotation of the internal combustion engine A rotation detecting means 12 for detecting the number of the throttle valve 6 based on the accelerator pedal displacement θAPS detected by the accelerator displacement detecting means 14 and the opening θTPS of the throttle valve 6 according to the rotation speed Ne detected by the rotation detecting means. Variable control.
[Selection] Figure 4

Description

  The present invention relates to an internal combustion engine provided with a supercharger.

  Some engines, which are internal combustion engines, include a supercharger in order to improve the output. In an engine equipped with such a supercharger, the required supercharging pressure is set from the engine speed and the accelerator opening, and the engine is operated in a non-supercharged state until the required set pressure becomes positive. The supercharger is driven when the pressure becomes positive. In addition, in an engine with a supercharger, if the non-supercharging operation region is long, fuel efficiency improves, so the target set pressure is set to a negative pressure (no required supercharging pressure) of 0 boost (0 mmHg) or less. Sometimes. For example, Japanese Patent Application Laid-Open No. H10-228707 discloses such a throttle valve / supercharging combination control.

JP 7-150990 A

  Since the fuel efficiency is improved when the non-supercharged driving region is long as in the prior art, when the target set pressure is set to a region where the boost pressure is 0 boost or less, the accelerator opening must be increased, that is, the throttle opening. Since the turbocharger will not operate unless the is increased, it is difficult for the driver to feel acceleration. This is also due to the fact that the ratio of the throttle opening to the accelerator opening is set to a substantially one-to-one relationship.

  Therefore, it is conceivable to set the accelerator opening at which supercharging starts to be constant. In this way, the accelerator opening at which the supercharging starts in the high engine speed range can be made shallower, so that the driver can get an acceleration feeling and the drivability during sports driving is improved. However, when the accelerator opening at which supercharging is started is reduced, the operation time in the non-supercharging region is relatively shortened, which is disadvantageous from the viewpoint of improving fuel efficiency.

  The present invention provides an internal combustion engine with a supercharger capable of improving the drivability by improving the drivability while ensuring the operation time in the non-supercharged region and improving the fuel consumption. Objective.

  In order to achieve the above object, a first aspect of the present invention provides a throttle valve that adjusts the amount of intake air to an internal combustion engine equipped with a supercharger, and an accelerator displacement detector that detects the displacement of an accelerator pedal that operates the throttle valve. And the rotation detecting means for detecting the rotational speed of the internal combustion engine and the displacement of the accelerator pedal detected by the accelerator displacement detecting means as a reference, the opening degree of the throttle valve is variable according to the rotational speed detected by the rotation detecting means. And control means for controlling.

  According to a second aspect of the present invention, in the internal combustion engine with a supercharger according to the first aspect, the control means controls the variable rate of the opening degree of the throttle valve with respect to the displacement of the accelerator pedal as the rotational speed increases. It is characterized by.

  According to a third aspect of the present invention, in the internal combustion engine with a supercharger according to the first or second aspect, the displacement of the accelerator pedal for starting the supercharging is set to be constant, and the target supercharging by the supercharger is increased as the rotational speed is increased. It further has a setting means for setting a large pressure.

  According to a fourth aspect of the present invention, in the internal combustion engine with a supercharger according to the first, second, or third aspect, the variable control by the control means is performed mainly in a non-supercharged region by the supercharger. Yes.

  According to the present invention, the throttle valve opening is variably controlled according to the number of revolutions detected by the rotation detecting means with reference to the displacement of the accelerator pedal detected by the accelerator displacement detecting means. It is possible to secure a sufficient driving range in the vehicle and suppress deterioration in fuel consumption.

  According to the present invention, the opening degree of the throttle valve is increased even when the accelerator pedal is shallow, by controlling so that the variable rate of the opening degree of the throttle valve with respect to the displacement of the accelerator pedal increases as the rotational speed increases. As a result, it is possible to ensure a wide driving range in non-supercharging, and further suppress deterioration in fuel consumption.

  According to the present invention, it is possible to suppress the deterioration of the feeling of acceleration by setting the displacement of the accelerator pedal at which supercharging starts to be constant and by setting the target supercharging pressure by the supercharger as the rotational speed increases, Deterioration of drivability can be suppressed.

  According to the present invention, by performing variable control in the non-supercharging region, it is possible to perform a setting in which the accelerator opening at which supercharging starts is shallowed while avoiding a decrease in vehicle speed in the non-supercharging region. It becomes.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. An engine 1 serving as an internal combustion engine shown in FIG. 1 includes a compressor 4 serving as a supercharger for compressing intake air intake in an intake system 2 thereof. The compressor 4 is an electric compressor that is rotationally driven by an electric drive source 5. The intake system 2 is provided with an intake path 3 whose base end is connected to an intake manifold (not shown) of the engine 1. An air cleaner 9 is disposed on the intake upstream side of the intake path 3. A compressor 4 and a throttle valve 6 that adjusts the amount of intake air to the engine 1 are disposed downstream of the air cleaner 9. That is, the compressor 4 is arranged in the intake passage 3 upstream of the throttle valve 6.

  In the intake passage 3 positioned between the compressor 4 and the throttle valve 6, a bypass passage 7 connected to the intake passage 3 on the upstream side of the compressor 4 is provided so as to bypass the compressor 4. A reed valve 8 is provided in the bypass passage 7. The reed valve 8 is configured to open when the compressor 4 is not in operation and to close when the compressor 4 is in operation. The throttle valve 6 is constituted by an electronic throttle valve that is opened and closed by an electric actuator 14 according to an operation amount (opening degree) when an accelerator pedal (not shown) is operated.

  The output control device of the engine 1 detects the opening degree of the throttle valve 6 and detects the opening degree of the throttle valve 6 and the throttle opening degree detecting means 11 that outputs the opening degree information θTPS, and the rotation that detects the engine speed Ne. A detection means 12, an accelerator displacement detection means 13 for detecting the displacement of an accelerator pedal (not shown), and outputting displacement information θTPS, and an intake passage 3 on the downstream side of the throttle valve 6, are disposed in the boost pressure of the compressor 4. Is provided with a supercharging pressure detecting means 15 for detecting. The throttle opening detection means 11, the rotation detection means 12, the accelerator displacement detection means 13, and the supercharging pressure detection means 15 are each constituted by sensors. These sensors, the electric drive source 5 and the electric actuator 14 are connected to the controller 10 by signal lines (not shown) and are under the control of the controller 10.

  The controller 10 is composed of a well-known computer, and controls the drive of the electric actuator 14 to adjust the opening of the throttle valve 6 according to the input information from each sensor. The operation of the electric drive source 5 of the compressor 4 is controlled by judging the region.

  That is, the controller 10 controls the driving of the electric drive source 5 so that the actual boost pressure detected by the boost pressure detecting means 15 is close to the required boost pressure obtained from the engine speed Ne and the accelerator displacement information θAPS. To do.

  The controller 10 has a function of controlling the throttle opening θTPS with respect to the accelerator displacement information θAPS to vary in the non-supercharging region. For this reason, the control map shown in FIGS. 2, 3 and 4 is stored in the ROM of the controller 10.

  FIG. 2 is a three-dimensional map showing the relationship among the engine speed Ne, the accelerator opening θAPS, and the required supercharging pressure Pb. In the figure, symbol a indicates a region where accelerator displacement information θAPS for starting supercharging is accelerated (shallowed) over the entire engine rotation region, and symbol b indicates accelerator displacement information θAPS for maximum supercharging pressure throughout the engine rotation region. The reference numeral c indicates the required boost pressure characteristic when the engine speed is increased with the same accelerator displacement information θAPS.

  In this embodiment, the accelerator displacement information θAPS that provides the maximum supercharging pressure is set shallower than before, and the required supercharging pressure is set to gradually increase as the engine speed Ne increases. That is, as shown in FIG. 2, the accelerator displacement information θAPS at which the maximum boost pressure is reached is shallower than before, so that the maximum boost pressure can be obtained with a small amount of accelerator pedal depression, and drivability is improved. To do. In addition, the accelerator displacement information θAPS is constant, and the required boost pressure is set to gradually increase as the engine speed Ne increases. This reduces the drop in torque when the engine speed increases, improving drivability. To do.

  The map shown in FIG. 3 is a map in which the relationship of the ratio between the accelerator displacement information θAPS and the throttle opening θTPS with respect to the engine speed Ne is set in the non-supercharging region. In FIG. 3, the vertical axis represents the ratio of the throttle opening θTPS to the accelerator displacement information θAPS (= θTPS / θAPS), and the horizontal axis represents the engine speed Ne. The line indicated by the symbol A in FIG. 3 indicates the conventional throttle opening θTPS / accelerator displacement information θAPS described in comparison with this embodiment, and is not set in an actual map. A line indicated by a symbol B indicates throttle opening θTPS / accelerator displacement information θAPS in the present embodiment. In the characteristic of the present embodiment indicated by reference symbol B, the throttle opening θTPS / accelerator displacement information θAPS (variable rate) is set to increase as the engine speed Ne increases in a predetermined engine rotation region. That is, the setting indicated by the symbol B is stored in the ROM of the controller 10. The ratio of the throttle opening θTPS / accelerator displacement information θAPS at this time is set to be variable in the range of 1: 1 to 2: 1.

  The map shown in FIG. 4 is a characteristic map in which the vertical axis represents accelerator displacement information θTPS and the horizontal axis represents accelerator opening θAPS, and shows the relationship between accelerator displacement information θAPS, throttle opening θTPS, supercharging region, and vehicle speed. . In the same figure, the code | symbol C shows a supercharging area | region and the code | symbol D shows a non-supercharging area | region. In addition, ◯ indicates the first speed, and ☆ indicates the second speed, and the relationship between the two is first speed <second speed. Symbol E indicates that the throttle opening θTPS / accelerator displacement information θAPS is 1: 1, and the accelerator displacement information θAPS that starts supercharging is deepened. Symbol F indicates that the throttle opening θTPS / accelerator displacement information θAPS is 1: 1. When the accelerator displacement information θAPS at the start of charging is shallowed, the symbol G indicates the characteristics when the throttle opening θTPS / accelerator displacement information θAPS is 2: 1 and the accelerator displacement information θAPS at which supercharging starts is shallowed. FIG. In addition, the characteristic shown with the code | symbol E in a figure is the conventional characteristic described in order to contrast with this form, and is not set to the map shown in FIG.

  According to such a configuration, when the accelerator displacement information θAPS for starting the supercharging by the compressor 4 is set to be constant and the accelerator displacement information θAPS is in the non-supercharger region D shown in FIG. The opening θTPS is varied from 1: 1 to 1: 2. Accordingly, the accelerator displacement information θAPS that starts supercharging is set shallower than the case where the throttle opening θTPS with respect to the accelerator displacement information θAPS is fixed to 1: 1, that is, the case indicated by the symbol E in FIG. It becomes possible.

  That is, when the required supercharging pressure is set from the shallow area of the accelerator displacement information θAPS with the accelerator displacement information θAPS: throttle opening θTPS fixed at 1: 1, the accelerator displacement information θAPS that is the start of supercharging is shallow. However, the vehicle speed in the non-supercharging region D decreases. On the other hand, when the accelerator displacement information θAPS is in the non-supercharger region D as in this configuration, the accelerator displacement information θAPS: throttle opening θTPS can be varied from 1: 1 to 1: 2, thereby reducing non-overload. While avoiding a decrease in the vehicle speed in the supply region D, the accelerator displacement information θAPS that starts supercharging can be set shallow. Thereby, a feeling of acceleration improves and drivability improves.

  Further, when the accelerator displacement information θAPS is in the non-supercharger region D, the variable rate of the throttle opening θTPS with respect to the accelerator displacement information θAPS is in the range of 1: 1 to 1: 2, and the higher the engine speed Ne, the more the value becomes 1. Since the vehicle speed in the non-supercharger region is increased from the first vehicle speed to the second vehicle speed, the driving time in the non-supercharge region D is increased. It can be ensured to improve fuel efficiency.

  This variable control is basically performed in the non-supercharging region. In the supercharging region, it is better to fully open the throttle opening regardless of the accelerator operation in order to reduce intake pressure loss. In this case, the supercharging start timing and throttle full opening timing may be set simultaneously, It may be set so that the throttle is fully opened before starting, or conversely, the throttle is fully opened after supercharging is started.

It is a figure which shows schematic structure of the output control apparatus of the internal combustion engine concerning this invention. It is a three-dimensional map which shows the characteristic of an accelerator opening degree and a required supercharging pressure setting. It is a figure which shows the relationship between an engine speed, a throttle opening, and an accelerator opening. It is a figure which shows the relationship between a throttle opening and an accelerator opening.

Explanation of symbols

Reference Signs List 1 internal combustion engine 3 intake passage 4 supercharger 6 throttle valve 10 control means 11 throttle opening detection means 13 accelerator displacement detection means 12 rotation detection means θAPS accelerator displacement information θTPS throttle opening D non-supercharging region

Claims (4)

A throttle valve for adjusting the amount of intake air to the internal combustion engine equipped with a supercharger;
An accelerator displacement detecting means for detecting a displacement of an accelerator pedal for operating the throttle valve;
Rotation detecting means for detecting the rotation speed of the internal combustion engine;
Control means for variably controlling the opening degree of the throttle valve according to the number of rotations detected by the rotation detection means with reference to the displacement of the accelerator pedal detected by the accelerator displacement detection means;
An internal combustion engine with a supercharger. The internal combustion engine with a supercharger according to claim 1,
The supercharger-equipped internal combustion engine, wherein the control means performs control so that the variable rate of the opening degree of the throttle valve with respect to displacement of the accelerator pedal increases as the rotational speed increases. The internal combustion engine with a supercharger according to claim 1 or 2,
The turbocharger further comprises setting means for setting a constant displacement of the accelerator pedal at which the supercharging starts and setting a target supercharging pressure by the supercharger as the rotational speed increases. Internal combustion engine. The internal combustion engine with a supercharger according to claim 1, 2, or 3,
The internal combustion engine with a supercharger, wherein the variable control by the control means is performed mainly in a non-supercharging region by the supercharger.

Images