JP2009275620A - Control device of supercharger - Google Patents

Abstract

The present invention provides a control device for a supercharger capable of improving the followability of an actual supercharging pressure with respect to a target supercharging pressure as compared with a conventional one.
In an arithmetic expression used for PID control for adjusting the opening degree of a variable vane, an engine ECU has a basic differential term according to an actual boost pressure Pbact and a boost pressure deviation change rate Pbdif (i). A value Vnfbdb is calculated (step S8), and a differential correction term value Vnfbdc for correcting the basic differential term value Vnfbdb according to the basic differential term value Vnfbdb and the supercharging pressure deviation ΔPb (i) is calculated. (Step S9), the fluctuation of the differential term value Vnfbd, which has a greater effect on the followability of the actual supercharging pressure with respect to the target supercharging pressure Pbbase, is suppressed as the supercharging pressure deviation ΔPb (i) increases.
[Selection] Figure 4

Description

  The present invention relates to a supercharger control device, and more particularly to a supercharger control device in which a variable vane is provided in a turbine section.

  Conventionally, some vehicles driven by an internal combustion engine are equipped with a supercharger for increasing the output of the internal combustion engine, and this supercharger acquires energy from exhaust gas discharged from the internal combustion engine. The turbine section and a compressor section that supercharges the intake air supplied to the internal combustion engine by the exhaust energy acquired by the turbine section. A vehicle equipped with such a supercharger is provided with a control device for controlling the supercharging pressure of intake air supercharged by the supercharger.

  As a control device of this type, the overshoot value of the actual boost pressure (hereinafter referred to as “actual boost pressure”) with respect to the target value of boost pressure (hereinafter referred to as “target boost pressure”) exceeds a predetermined value. In this case, the feedback gain (kp, ki, kd) obtained from each gain table for the proportional, differential, and integral terms of the arithmetic expression used for PID control is multiplied by a correction coefficient having a value smaller than 1 from the next calculation. Then, there is one that suppresses the overshoot of the next supercharging pressure by changing to a small value (see, for example, Patent Document 1).

Further, the target upstream exhaust pressure of the turbine unit is calculated by PID control according to the deviation between the target supercharging pressure and the actual supply pressure, and the pressure ratio of the upstream exhaust pressure of the turbine unit to the downstream exhaust pressure of the turbine unit However, the target upstream exhaust pressure is limited so that it does not exceed the specified pressure ratio, the final target upstream exhaust pressure is calculated, and the target is set so that the upstream exhaust pressure matches the final target upstream exhaust pressure. In some cases, by determining the opening degree of the variable vane, the supercharging pressure is rapidly increased while preventing the exhaust pressure from excessively increasing during acceleration (see, for example, Patent Document 2).
JP 2004-116467 A JP 2006-188999 A

  However, in the conventional control devices described in Patent Document 1 and Patent Document 2, the value of the differential term of the arithmetic expression used for PID control depends on the deviation between the target boost pressure and the actual boost pressure. It fluctuates significantly, and the amount of change in the opening degree of the variable vane increases as the value of the differential term changes. Furthermore, in the conventional control devices described in Patent Document 1 and Patent Document 2, the followability of the actual supercharging pressure with respect to the target supercharging pressure deteriorates when the variable vane change amount increases. For this reason, in the PID control in which the opening degree of the variable vane is controlled according to the deviation between the target supercharging pressure and the actual supercharging pressure, the value of the differential term varies greatly as the deviation increases. There was a problem that followability of the actual supercharging pressure with respect to the target supercharging pressure was impaired.

  The present invention has been made to solve such a conventional problem, and provides a supercharger control device capable of improving the followability of the actual supercharging pressure with respect to the target supercharging pressure as compared with the conventional one. The purpose is to do.

  In order to achieve the above object, the supercharger control device according to the present invention (1) flows from the internal combustion engine into the turbine unit by adjusting the opening degree of the variable vane installed in the turbine unit of the supercharger. In the supercharger control device for controlling the supercharging pressure of the intake air flowing into the internal combustion engine by changing the flow rate of the exhaust gas, the actual supercharging for detecting the actual supercharging pressure of the intake air supercharged by the supercharger Pressure detecting means; target boost pressure calculating means for calculating a target boost pressure which is a target value of the actual boost pressure; base opening degree calculating means for calculating a base opening degree of the variable vane; An opening degree adjusting means for adjusting an opening degree of the variable vane for changing the actual supercharging pressure to the target supercharging pressure based on the supply pressure, the target supercharging pressure, and the base opening degree; The opening degree adjusting means includes the actual boost pressure and the target excess pressure. Based on the deviation from the pressure, the value of the correction term for correcting the differential term value of the arithmetic expression used for the PID control is calculated, and the calculated correction term value is further included in the arithmetic expression used for the PID control. Adjusting the opening of the variable vane.

  With this configuration, by correcting the value of the differential term of the arithmetic expression used for PID control for adjusting the opening degree of the variable vane according to the deviation between the target boost pressure and the actual boost pressure, the target boost pressure is obtained. In order to suppress the fluctuation of the value of the differential term that affects the followability of the actual supercharging pressure with respect to the opening, the followability of the actual supercharging pressure with respect to the target supercharging pressure can be improved as compared with the conventional one.

  Further, in the supercharger control device according to the above (1), (2) the opening degree adjustment means sets the value of the correction term so that the value of the correction term increases as the deviation increases. It is characterized by calculating.

  With this configuration, as the deviation between the target boost pressure and the actual boost pressure increases, it suppresses fluctuations in the value of the differential term that has a greater effect on the followability of the actual boost pressure with respect to the target boost pressure opening. can do.

  Further, in the supercharger control device according to the above (1) or (2), (3) the opening degree adjusting means calculates the value of the differential term while suppressing the rate of change of the deviation. Features.

  With this configuration, by suppressing the rate of change in deviation between the target boost pressure and the actual boost pressure and calculating the value of the derivative term, the drift in the rate of change due to the measurement error of each sensor is reduced, and the derivative term The accuracy of the value of can be improved.

  ADVANTAGE OF THE INVENTION According to this invention, the control apparatus of the supercharger which can improve the followable | trackability of the actual supercharging pressure with respect to a target supercharging pressure from the conventional one can be provided.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a schematic configuration diagram schematically showing a vehicle equipped with a supercharger control device according to an embodiment of the present invention. FIG. 2 is a cross-sectional view of the supercharger according to the present embodiment.

  The vehicle 1 includes an engine 2 as an internal combustion engine and a supercharger 7 attached to the engine 2. The engine 2 is constituted by a four-cylinder diesel engine, for example, and includes four cylinders 3. The output adjustment of the engine 2 is controlled mainly by the fuel injection amount.

  An intake pipe 4 and an exhaust pipe 5 are connected to each cylinder 3. An air flow meter 6, a compressor unit 7 b of a supercharger 7, which will be described later, an intercooler 8, and a throttle valve 9 are disposed in the intake pipe 4 from the upstream side. The air flow meter 6 measures the amount of air flowing into the engine 2.

  The compressor section 7b supercharges the air flowing into the intake pipe 4 by energy transmitted from a turbine section 7a of the supercharger 7 described later. The intercooler 8 lowers the temperature of the intake air that has risen with the pressure in the intake pipe 4 that has risen due to supercharging by the supercharger 7 and increases the density of the intake air. The throttle valve 9 adjusts the EGR rate by adjusting the amount of intake air for EGR (Exhaust Gas Recirculation) control described later.

  The exhaust pipe 5 is provided with a turbine section 7 a of the supercharger 7, an NSR (NOx storage-reduction catalyst) catalyst 10, a DPNR (Diesel Particulate-NOx Reduction catalyst) catalyst 11, and an oxidation catalyst 12.

  As will be described later, the turbine section 7a converts the energy of the exhaust gas discharged from the engine 2 into rotational energy and transmits it to the compressor section 7b. The NSR catalyst 10 stores NOx in the exhaust gas when the exhaust air-fuel ratio is lean, and reduces the NOx stored in the exhaust gas when the exhaust air-fuel ratio becomes rich to harmless nitrogen gas. NOx purification is performed.

  The DPNR catalyst 11 collects particulate matter PM (Particulate Matter) in the exhaust gas and purifies it simultaneously with NOx in the exhaust gas. Thereby, PM is oxidized and burned, and NOx is reduced to harmless nitrogen gas. The oxidation catalyst 12 oxidizes and purifies CO and HC (hydrocarbon) in the exhaust gas.

  In the exhaust pipe 5, a differential pressure sensor (not shown) for detecting a differential pressure between the upstream side of the NSR catalyst 10 and the downstream side of the DPNR catalyst 11 is provided between the upstream side of the NSR catalyst 10 and the downstream side of the DPNR catalyst 11. It is arranged. The differential pressure sensor detects clogging of the DPNR catalyst 11 due to PM. Further, an exhaust temperature sensor 14 is disposed upstream of the NSR catalyst 10 and downstream of the DPNR catalyst 11. Further, an air-fuel ratio sensor 15 is disposed on the upstream side of the oxidation catalyst 12. The air-fuel ratio sensor 15 linearly detects the exhaust air-fuel ratio.

  The exhaust pipe 5 and the intake pipe 4 are connected by an EGR passage 16 that recirculates the exhaust gas. The EGR passage 16 is provided with an EGR valve 17 for adjusting the recirculated exhaust gas amount (EGR amount). An EGR cooler 18 for lowering the temperature of the recirculated exhaust gas and increasing the density of the recirculated exhaust gas is disposed on the exhaust pipe 5 side of the EGR valve 17. The exhaust gas is recirculated by such an EGR mechanism, and the amount of NOx emission is reduced.

  Each cylinder 3 is provided with an injector 20. Each injector 20 is connected to one common rail 21, and the fuel supplied from the common rail 21 is injected into the cylinder 3. The common rail 21 is connected to the fuel delivery unit 22. The fuel delivery unit 22 includes a pump for increasing the fuel in the common rail 21 to a high pressure, and the fuel delivery unit 22 is connected to an exhaust injector 23 for adding fuel into the exhaust pipe 5. . The exhaust injector 23 is disposed at a location where the exhaust ports of each cylinder 3 are combined into one.

  The exhaust injector 23 is configured to add a fuel component to the exhaust gas in order to promote PM combustion in the DPNR catalyst 11. When fuel is added to the exhaust gas by the exhaust injector 23 to promote PM combustion, it is preferable that the added fuel is sufficiently mixed with the exhaust gas and sufficiently atomized. Therefore, the fuel component added to the exhaust gas after combustion is added to the exhaust gas at a position where the exhaust gas temperature on the upstream side is as high as possible, and is sufficiently stirred by a turbine wheel 61 (to be described later) of the supercharger 7. It is preferable. For this reason, the exhaust injector 23 is disposed upstream of the supercharger 7.

  The vehicle 1 further rotates in conjunction with an accelerator opening sensor 26 for detecting the opening of the accelerator pedal 25, an intake pressure sensor 27 for detecting the atmospheric pressure in the intake pipe 4, and each cylinder 3. An engine rotation speed sensor 28 that detects an engine rotation speed Ne based on a rotation angle of a crankshaft (not shown) is provided.

  The accelerator opening sensor 26 is composed of, for example, an electronic position sensor using a hall element, and when the accelerator pedal 25 is operated by a driver, a signal indicating the accelerator opening indicating the position of the accelerator pedal 25. Is output to an engine ECU 30 to be described later. The intake pressure sensor 27 detects the pressure in the intake pipe 4 downstream from the throttle valve 9.

  The vehicle 1 further includes an engine ECU (Electronic Control Unit) 30 for electrically controlling the engine 2. The engine ECU 30 has a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and an input / output interface (not shown). The CPU performs output control of the engine 2 and the like by performing signal processing according to a program stored in the ROM in advance while using the temporary storage function of the RAM.

  Here, the engine ECU 30 is connected to an EDU (Electric Driver Unit) (not shown), and a signal representing the fuel injection amount corresponding to the accelerator operation amount detected by the accelerator opening sensor 26 is sent to each injector via the EDU. By transmitting to 20 solenoid valves, the fuel injection amount is instructed to each injector 20.

  Further, the engine ECU 30 is connected to the intake pressure sensor 27, and acquires a signal representing the atmospheric pressure (hereinafter referred to as “actual boost pressure”) Pbact in the intake pipe 4 from the intake pressure sensor 27. Yes. Therefore, in the present embodiment, the intake pressure sensor 27 constitutes an actual supercharging pressure detection means according to the present invention.

  Further, the engine ECU 30 reads the engine load Load corresponding to the fuel injection amount instructed to each injector 20 and the engine rotation speed Ne detected by the engine rotation speed sensor 28 in the map f1 stored in advance in the ROM. The target boost pressure Pbbase corresponding to is calculated. Therefore, in the present embodiment, the engine ECU 30 and the engine rotational speed sensor 28 constitute a target boost pressure calculating means according to the present invention.

  Further, the engine ECU 30 controls the base opening (hereinafter referred to as “base VN”) of the variable vane 67 of the supercharger 7 described later corresponding to the engine load Load and the engine speed Ne in the map f2 stored in the ROM in advance. It is referred to as “opening degree.”) Vnbase is calculated. Therefore, in the present embodiment, the engine ECU 30 and the engine rotation speed sensor 28 constitute a base opening degree calculation means according to the present invention.

  Here, the base VN opening Vnbase is determined so that the engine load Load and the engine rotation speed are balanced so that the rapid rise of the supercharging pressure by the supercharger 7 is balanced with the fuel consumption and good emission performance is obtained. The reference opening degree of the variable vane 67 determined in advance by an experiment or the like according to Ne.

  Further, the engine ECU 30 PID-controls the opening degree of the variable vane 67 for setting the actual boost pressure Pbact to the target boost pressure based on the actual boost pressure Pbact, the target boost pressure Pbbase, and the base VN opening degree Vnbase. It is to calculate by. A VN driver 37 for opening and closing the variable vane 67 is connected to the engine ECU 30, and the engine ECU 30 transmits a control signal indicating the calculated opening degree of the variable vane 67 to the VN driver 37, whereby the variable vane 67 is opened. The opening degree of 67 is adjusted. Therefore, in the present embodiment, engine ECU 30 and VN driver 37 constitute opening degree adjusting means according to the present invention.

  Next, the supercharger 7 will be described with reference to FIG.

  A rotating shaft 62 having a compressor wheel 60 and a turbine wheel 61 at both ends is disposed inside the supercharger 7. The rotation shaft 62 is housed in the center housing 63 and is rotatably held by the center housing 63 via a pair of full float type bearings 64. The compressor wheel 60 is housed in a compressor housing 65 coupled to one end of the center housing 63. The compressor housing 65 is composed of a plurality of members 65a, 65b and 65c. Further, the turbine wheel 61 is housed in a turbine housing 66 coupled to the other end of the center housing 63. The center housing 63, the compressor housing 65, and the turbine housing 66 constitute a housing for the supercharger 7.

  Further, a variable nozzle mechanism is disposed near the center housing 63 of the turbine housing 66. The variable nozzle mechanism includes a plurality of variable vanes 67 arranged at an exhaust inflow portion of the turbine wheel 61, a nozzle plate 69 that holds the variable vane 67 so as to be swingable via a shaft 68, and end portions of the shafts 68. And a unison ring 71 for rotating a shaft 68 via a fixed arm 70. When the unison ring 71 is rotated, the arm 70 engaged with the unison ring 71 is swung around the shaft 68, and the opening degree of the variable vane 67 is changed by the rotation of the shaft 68. The unison ring 71 is rotated from the outside of the supercharger 7 via the link 72, and the arm 72b fixed to the end of the rotating shaft 72a of the link 72 is swung from the outside. The unison ring 71 engaged with the arm 72b can be rotated. Here, the variable nozzle mechanism, the turbine wheel 61, and the turbine housing 66 constitute a turbine portion 7a.

  3A and 3B are side views showing the variable nozzle mechanism, where FIG. 3A is a view of the variable nozzle mechanism viewed from the left in FIG. 2, and FIG. 3B is a view of the variable nozzle mechanism viewed from the right in FIG. is there.

  When the VN driver 37 (see FIG. 1) receives the control signal indicating the opening degree of the variable vane 67 from the engine ECU 30 (see FIG. 1) as described above, the motor rod of a DC motor (not shown) is activated. Yes. The unison ring 71 is rotated by the driving force transmitted from the motor rod, and the opening degree of the variable vane 67 is changed.

  For example, as shown in FIG. 3, when the arm 72b is swung in the direction indicated by the arrow by the link 72 (see FIG. 2), the unison ring 71 moves in the direction indicated by the arrow, that is, in the direction shown in FIG. It rotates clockwise, in FIG. 3 (b) clockwise. Further, by the rotation of the unison ring 71, each shaft 68 is rotated in the direction indicated by the arrow, that is, counterclockwise in FIG. 3A and clockwise in FIG. 3B. Therefore, the opening degree of the variable vane 67 is controlled to the closing side.

  Returning to FIG. 2, the center housing 63 is formed with a water jacket (coolant circulation path) 73 that cools the vicinity of the bearing 64 in order to prevent the rotating shaft 62 from being seized. Further, a gas chamber 74 as a heat insulating layer is formed between the water jacket 73 and the bearing mechanism (and the turbine wheel 61) described above. The gas chamber 74 is formed between the surface of the center housing 63 on the turbine housing 66 side and the shroud plate 75 sandwiched between the center housing 63 and the turbine housing 66.

  FIG. 4 is a flowchart for explaining the opening adjustment operation of the variable vane 67 according to the present embodiment. Note that the opening adjustment operation of the variable vane 67 described below is repeatedly executed while the engine 2 is operating.

  First, in the map f1, the engine ECU 30 sets the target boost pressure corresponding to the engine load Load corresponding to the fuel injection amount instructed to each injector 20 and the engine speed Ne detected by the engine speed sensor 28. Pbase is calculated (step S1). Further, the engine ECU 30 calculates a base VN opening degree Vnbase corresponding to the engine load Load and the engine rotation speed Ne in the map f2 (step S2).

  Next, the engine ECU 30 acquires a signal representing the actual boost pressure Pbact from the intake pressure sensor 27 (step S3). Here, the engine ECU 30 calculates a difference (hereinafter referred to as “supercharging pressure deviation”) ΔPb (i) between the target boost pressure Pbbase and the actual boost pressure Pbact (step S4).

  Next, the engine ECU 30 determines the boost pressure deviation ΔPb (i−1) calculated in step S4 of the opening degree adjusting operation of the variable vane 67 executed last time from the boost pressure deviation ΔPb (i) calculated in step S4. (Hereinafter referred to as “supercharging pressure deviation change rate”) Pbdif (i) is calculated (step S5).

  Next, the engine ECU 30 performs a smoothing process on the boost pressure deviation change rate Pbdif (i) calculated in step S5 (step S6). Here, the smoothing processing of the supercharging pressure deviation change rate Pbdif (i) means that the supercharging pressure deviation change rate Pbdif (i) tends to react sensitively to the measurement error of each sensor. This is a process of suppressing the supercharging pressure deviation change rate Pbdif (i) in order to reduce the drift of the pressure deviation change rate Pbdif (i).

  Specifically, the engine ECU 30 calculates the value obtained by multiplying the supercharging pressure deviation change rate Pbdif (i) calculated in step S5 by the coefficient K and the opening adjustment operation of the variable vane 67 performed in the previous step in step S5. The supercharging pressure deviation change rate Pbdif (i) is smoothed by calculating the sum of the boost pressure deviation change rate Pbdif (i-1) multiplied by (1-K). Here, the coefficient K is a constant of 0 or more and 1 or less.

  Next, in the map f3 stored in advance in the ROM, the engine ECU 30 uses values corresponding to the actual boost pressure Pbact and the boost pressure deviation ΔPb (i) as values of the proportional terms of the arithmetic expression used for PID control. Calculated as Vnfbp (step S7).

  Next, the engine ECU 30 uses a value corresponding to the actual supercharging pressure Pbact and the supercharging pressure deviation change rate Pbdif (i) in the map f4 stored in advance in the ROM as a differential term of an arithmetic expression used for PID control. It is calculated as a value Vnfbdb (referred to as “basic differential term” in the present embodiment) (step S8). As shown in FIG. 5A, the map f4 is determined so that the value of the basic differential term Vnfbdb increases as the actual boost pressure Pbact and the boost pressure deviation change rate Pbdif (i) increase. ing.

  Next, the engine ECU 30 corrects the value of the basic differential term Vnfbdb with a value corresponding to the value of the basic differential term Vnfbdb and the supercharging pressure deviation ΔPb (i) in the map f5 stored in advance in the ROM. The differential correction term value Vnfbdc is calculated (step S9). As shown in FIG. 5B, the map f5 is determined so that the value of the differential correction term Vnfbdc increases as the value of the basic differential term Vnfbdb and the boost pressure deviation ΔPb (i) increase. Yes.

  Next, the engine ECU 30 calculates the differential term value Vnfbd corrected by adding the value Vnfbdb of the basic differential term calculated in step S8 and the value Vnfbdc of the differential correction term calculated in step S9 (step S10). ).

  Next, the engine ECU 30 calculates an integral term value Vnfbi (i) of an arithmetic expression used for PID control (step S11). Specifically, the engine ECU 30 sets a value corresponding to the actual boost pressure Pbact and the boost pressure deviation change rate Pbdif (i) in the map f6 stored in advance in the ROM, and the variable vane 67 executed last time. The integral term value Vnfbi (i) is calculated by adding the integral term value Vnfbi (i-1) calculated in step S11 of the opening adjustment operation.

  Next, the engine ECU 30 adds the base VN opening Vnbase, the proportional term value Vnfbp, the corrected differential term value Vnfbd, and the integral term value Vnfbi (i), thereby adding the final opening of the variable vane 67 ( Hereinafter, it is referred to as “final VN opening”.) Vnfin is calculated (step S12). Here, the engine ECU 30 adjusts the opening degree of the variable vane 67 to the final VN opening degree Vnfin by transmitting a control signal representing the final VN opening degree Vnfin to the VN driver 37 (step S13).

  As described above, in the supercharger control device according to the embodiment of the present invention, the differential term value Vnfbd of the arithmetic expression used for PID control for adjusting the opening degree of the variable vane 67 is determined as the supercharging pressure deviation. By correcting according to ΔPb (i), the actual supercharging with respect to the target supercharging pressure Pbbase is suppressed in order to suppress the fluctuation of the value Vnfbd of the differential term that affects the followability of the actual supercharging pressure Pbact with respect to the target supercharging pressure Pbbase The followability of the pressure Pbact can be improved as compared with the conventional one.

  Further, since the engine ECU 30 calculates the differential correction term value Vnfbdc so as to increase as the supercharging pressure deviation ΔPb (i) increases, the target supercharging increases as the supercharging pressure deviation ΔPb (i) increases. It is possible to suppress a variation in the value of the differential term Vnfbd, which has a large effect on the followability of the actual supercharging pressure Pbact with respect to the pressure Pbbase.

  Further, the engine ECU 30 suppresses the supercharging pressure deviation change rate Pbdif (i) and calculates the basic differential term value Vnfbdb, whereby the supercharging pressure deviation change rate Pbdif (i) drifts due to the measurement error of each sensor. And the accuracy of the value Vnfbdb of the basic differential term can be improved.

  In the above description, the case where the engine 2 has four cylinders has been described. However, the present invention is not limited to this, and the engine 2 may be configured by any number of cylinders such as six cylinders.

  As described above, the supercharger control device according to the present invention has an effect that the followability of the actual supercharging pressure with respect to the target supercharging pressure can be improved as compared with the conventional one. This is useful for a supercharger control apparatus provided with variable vanes.

1 is a schematic configuration diagram schematically showing a vehicle equipped with a supercharger control device according to an embodiment of the present invention. It is sectional drawing of the supercharger which concerns on embodiment of this invention. It is a side view which shows the variable nozzle mechanism which concerns on embodiment of this invention. It is a flowchart for demonstrating the opening adjustment operation | movement of the variable vane which concerns on embodiment of this invention. It is a figure which shows the map referred at the time of the opening adjustment operation of the variable vane which concerns on embodiment of this invention.

Explanation of symbols

1 vehicle 2 engine (internal combustion engine)
4 intake pipe 5 exhaust pipe 6 air flow meter 7 supercharger 7a turbine section 7b compressor section 9 throttle valve 25 accelerator pedal 26 accelerator opening sensor 27 intake pressure sensor (actual boost pressure detection means)
28 engine rotation speed sensor (target boost pressure calculation means, base opening calculation means)
30 engine ECU (target boost pressure calculating means, base opening calculating means, opening adjusting means)
37 VN driver (opening adjustment means)
60 Compressor Wheel 61 Turbine Wheel 62 Rotating Shaft 63 Center Housing 65 Compressor Housing 66 Turbine Housing 67 Variable Vane 68 Shaft 69 Nozzle Plate 70 Arm 71 Unison Ring 72 Link 72a Rotating Shaft 72b Arm

Claims (3)

By adjusting the opening degree of the variable vane installed in the turbine section of the supercharger, the flow rate of the exhaust gas flowing into the turbine section from the internal combustion engine is changed, and the supercharging pressure of the intake air flowing into the internal combustion engine is controlled. In the supercharger control device,
An actual supercharging pressure detecting means for detecting an actual supercharging pressure of the intake air supercharged by the supercharger;
Target boost pressure calculating means for calculating a target boost pressure that is a target value of the actual boost pressure;
Base opening calculation means for calculating a base opening of the variable vane;
An opening degree adjustment for adjusting the opening degree of the variable vane for changing the actual supercharging pressure to the target supercharging pressure based on the actual supercharging pressure, the target supercharging pressure, and the base opening degree by PID control. Means,
The opening degree adjusting means calculates a value of a correction term for correcting a differential term value of an arithmetic expression used for the PID control based on a deviation between the actual boost pressure and the target boost pressure, The supercharger control device characterized in that the opening of the variable vane is adjusted by further including the calculated correction term value in an arithmetic expression used for the PID control.   2. The supercharger control device according to claim 1, wherein the opening degree adjusting means calculates the value of the correction term so that the value of the correction term increases as the deviation increases.   3. The supercharger control device according to claim 1, wherein the opening degree adjusting unit calculates a value of the differential term while suppressing a change rate of the deviation. 4.

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