JPH0430343Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an energy regeneration type supercharging device that regenerates engine exhaust energy.

[Prior art] As a drive device that recovers brake energy during vehicle deceleration and regenerates it during acceleration, the
There are some disclosed in Japanese Utility Model Publication No. 58-15539.

Further, a system for accelerating the turbocharger by driving an oil turbine coaxial with the turbocharger is disclosed in Japanese Patent Application Laid-open No. 18025/1983.

However, with this device, part of the engine output is consumed to drive the oil pump that generates hydraulic pressure, resulting in lower fuel consumption and poor acceleration response.

[Objective of the invention] Therefore, an object of the invention is to provide an energy regeneration type supercharging device that regenerates engine exhaust energy to improve acceleration response and fuel efficiency.

[Configuration of the invention] According to the invention, an oil pump/motor is connected to the rotating shaft of a variable nozzle type turbocharger via a reducer and a clutch, and the outlet side or inlet side of the oil pump/motor is connected via a switching valve. When the selectively connected accumulator and boost pressure are higher than the target value, or when the hydraulic pressure of both accumulators has not reached the maximum value when the exhaust brake is commanded, the clutch is connected and the outlet side of the oil pump/motor is connected to the accumulator. A control device is provided that connects to the accumulator to store high-pressure oil in the accumulator, connects the clutch at low speeds and high loads, connects the inlet side of the oil pump motor to the accumulator, and controls the turbocharger to be driven by the hydraulic pressure of the accumulator. ing.

[Effect of the invention] Therefore, the boost pressure is greater than the target value,
When the oil pressure of the accumulator does not reach the maximum value, the oil pump motor operates as an oil pump and excess turbine output, that is, exhaust energy is recovered to the accumulator in the form of oil pressure. If the hydraulic pressure of the accumulator does not reach the maximum value when the exhaust brake is commanded, the variable nozzle is fully closed to increase the turbine back pressure and increase the pumping work of the engine to improve the engine braking force, while also reducing the turbine output in the form of hydraulic pressure. Collect into the accumulator.
At low speeds and high loads, the oil pump motor operates as an oil motor, regenerating the accumulated pressure energy of the accumulator to accelerate the turbocharger, thereby improving acceleration response and fuel efficiency.

[Preferred Embodiment] When implementing the present invention, it is preferable that the turbocharger is provided with a waste gate valve.

When implementing the present invention, the accumulator is provided with a high-pressure accumulator and a low-pressure accumulator, and when the oil pump/motor operates as an oil pump, the outlet side of the oil pump is connected to the high-pressure accumulator,
It is preferable that the inlet side is connected to a low pressure accumulator, and that the connection is reversed when operating as an oil motor.

[Examples] Examples of the present invention will be described below with reference to the drawings.

In FIG. 1, a transmission 3 is connected to an engine 1 via a clutch 2. As shown in FIG.

The turbine 11 of the variable nozzle turbocharger 10 installed in the engine 1 is provided with a waste gate 13.
3 is provided with a waste gate valve 14. An exhaust brake shutter 16 is provided downstream of the exit of the waste gate 13 in the exhaust passage 15.

A reduction gear 17 is provided on a rotating shaft 10a connecting the turbine 11 and the blower 12 of the turbocharger 10.
and clutch 18.
The outlet side and the inlet side of the oil pump/motor 19 are connected to the oil circuits L1 and L2.
By this, the high pressure accumulator 21 or the low pressure accumulator 22 is selectively operated via the electromagnetic switching valve 20.
These accumulators are connected to the bladder 21a filled with N2 gas,
22a is housed, and the high-pressure accumulator 2
The solenoid switching valve 20 is provided with a hydraulic pressure sensor 23 for detecting the hydraulic pressure PA.
When the actuator 20a is actuated, the parallel connection is switched to the position P, and when the actuator 20b is actuated, the cross connection is switched to the position M.
These operating sections 20a, 20b are connected to a control device 24 together with the variable nozzle operating section 11a of the turbine 10, the operating section 14a of the wastegate valve 14, the operating section 16a of the exhaust brake shutter 16, the operating section 18a of the clutch 18, and a hydraulic sensor 23. The control device 24 is connected to a control device 24 that includes a control unit 24 for controlling the engine speed N
Connected to this engine are a rotation sensor 4 which detects the rotational speed of the engine, a boost pressure sensor 5 which detects the boost pressure Pb, an accelerator sensor 6 which detects the accelerator opening θa, an exhaust brake switch 7 which commands the operation of the exhaust brake, and a clutch pedal switch 8 which closes when the clutch pedal is depressed.

Next, the operation will be explained with reference to the drawings from FIG. 2 onwards.

FIG. 2 shows the energy storage routine.
The control is started at regular intervals based on a signal from the clock in which the control device 24 is built, and based on the signal from the exhaust brake switch 7, it is determined whether or not the operation of the exhaust brake is commanded. S1). If NO, a control signal is output to the exhaust brake shutter operating section 16a to open the exhaust brake shutter 16 (step S4). Then,
Based on the signals from the rotation sensor and the accelerator sensor 6, the boost pressure Pc corresponding to the engine rotation speed N and the accelerator opening θa is read from the target boost pressure Pc map shown in FIG. 3 (step S5), and the boost pressure sensor Boost pressure based on the signal from 5
It is determined whether Pb is greater than the sum of the target boost pressure Pc and a slight value α (step S6). In the case of NO, a control signal is output to the waste gate valve operating section 14a to close the waste gate 14 (step S7). Next, it is determined whether the boost pressure Pb is smaller than the target boost pressure Pc minus a value β (step S8). If NO, end the control, if YES, variable nozzle actuator 1
1a to fully close the variable nozzle (step S9), and output a control signal to the clutch actuator 18a to disengage the clutch 18 (step S9).
S10), operating part 20a, 2 of electromagnetic switching valve 20
Turn off the control signal to 0b and turn off the electromagnetic switching valve 2.
0 to return position R (step S11),
End control.

If step S6 is YES, it is determined whether the variable nozzle is fully open based on the opening degree signal from the variable nozzle operating section 11a (step S12). If NO, a control signal is output to the waste gate valve operating section 14a to close the waste gate valve 14 (step S13), and a control signal is output to the variable nozzle operating section 11a to open the variable nozzle (step S13).
S14). Next, a control signal is output to the clutch actuating section 18a to disengage the clutch 18 (step
S15), the control signals to the electromagnetic switching valve actuators 20a and 20b are turned OFF, and the electromagnetic switching valve 20 is switched to the return position R (step S16), thereby ending the control.

If step S12 is YES, oil pressure sensor 23
Based on the signal from the high pressure accumulator 21, it is determined whether the hydraulic pressure PA of the high pressure accumulator 21 is smaller than the maximum value Pmax (step S17). If YES, close the waste gate valve 14 (step S18), connect the clutch 18 (step S19), and output a control signal to the electromagnetic switching valve actuator 20a to switch the electromagnetic switching valve 20 to position P. The pump/motor 19 is an oil pump, and the extra turbine 1
The oil pump is driven with an output of 1, and the exhaust energy is collected and stored in the high-pressure accumulator 21 in the form of hydraulic pressure (step S20), and the control ends.

If step S17 is NO, open the waste gate valve 14 (step S21) and close the clutch 1.
8 (step S22), solenoid switching valve 20
is switched to position R (step S23), and the control ends.

If step S1 is YES, that is, if the exhaust brake is commanded, it is determined whether the accelerator opening degree θa is smaller than a specified value θao (step S2). If NO, move to step S4.
If YES, that is, in the shaded area in Fig. 4, it is determined whether the clutch pedal is depressed based on the signal from clutch pedal switch 8 (step S3); if YES, step S3 is executed.
Proceeding to S4, if NO, it is determined whether the oil pressure PA is smaller than the maximum value Pmax based on the signal from the oil pressure sensor 23 (step S24). If YES, a control signal is output to the exhaust brake shutter operating section 16a to open the exhaust brake shutter 16 (step S25), fully close the variable nozzle (step S26), and close the waste gate valve 14 (step S25). Step S27) and connect clutch 18 (Step S27).
S28), switch the electromagnetic switching valve 20 to the position P side and set the oil pump motor 19 to the oil pump,
The back pressure of the turbine 11 is increased to increase the pumping work of the engine 1 and improve the engine braking force, and at the same time, the output of the turbine 11 drives the oil pump, and the exhaust energy is collected and stored in the high-pressure accumulator 21 in the form of hydraulic pressure. (Step S29), the control ends.

If step S24 is NO, that is, if the hydraulic pressure PA has reached the maximum value Pmax, the exhaust brake shutter 16 is closed (step S30), the waste gate valve 14 is opened (step S31), and the clutch 18 is disengaged ( Step S32), the electromagnetic switching valve 20 is switched to position R (step S33), and the control ends.

FIG. 5 shows the energy consumption routine.

The control device 24 starts control based on a signal from the built-in clock, and determines whether the accelerator opening θa is larger than the specified value θao (step S40). If YES, the engine speed N is the specified speed N1 based on the signal from the rotation sensor 4.
It is determined whether the value is smaller than that (step S41).
If YES, that is, in the case of the shaded area in FIG. 6, that is, at low speed and high load, it is determined whether the oil pressure PA of the high pressure accumulator 21 is larger than the lower limit value Pmin (step S42). If YES, switch the electromagnetic switching valve 20 to position M, use the oil pump/motor 19 as an oil motor (step S43), connect the clutch 18, and use the oil pressure of the high-pressure accumulator, that is, the accumulated exhaust energy, to operate the oil motor. to drive the turbocharger 1
0 is accelerated (step S44), and the control ends. This improves acceleration response and fuel efficiency.

If step S40 or S42 is NO, switch the electromagnetic switching valve to return position R (step
S45), disengage clutch 18 (step S46),
End control.

[Summary] As explained above, according to the present invention, exhaust energy is collected and stored in the accumulator in the form of hydraulic pressure, and
At low speeds and high loads, the pressure oil in the accumulator is used to regenerate turbocharger acceleration, resulting in improved acceleration response and fuel efficiency.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram showing an embodiment of the present invention;
Fig. 2 is a flowchart of the energy storage routine, Fig. 3 is a target boost pressure map, Fig. 4 is a diagram explaining the control mode of Fig. 2, and Fig. 5 is a flowchart of the energy consumption routine. FIG. 6 is a diagram illustrating the control mode of FIG. 5. 10...Turbo charger, 14...Waste gate valve, 16...Exhaust brake shutter,
17...Reduction gear, 18...Clutch, 19...Oil pump/motor, 20...Solenoid switching valve,
21... High pressure accumulator, 22... Low pressure accumulator, 24... Control device.

Claims (1)

[Scope of utility model registration request] An oil pump/motor is connected to the rotating shaft of a variable nozzle turbocharger via a reducer and a clutch, an accumulator whose outlet or inlet side is selectively connected via a switching valve, and a boost pressure control system. If it is larger than the target value, or if the hydraulic pressure of the accumulator has not reached the maximum value when the exhaust brake is commanded, connect the clutch and connect the outlet side of the oil pump and motor to the accumulator to accumulate high-pressure oil in the accumulator. , an energy regeneration type supercharging characterized by being provided with a control device that connects a clutch at low speeds and high loads, connects the inlet side of the oil pump/motor to an accumulator, and controls the turbocharger to be driven by the hydraulic pressure of the accumulator. Device.