CN112855364B - Control device for internal combustion engine - Google Patents
Control device for internal combustion engine Download PDFInfo
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- CN112855364B CN112855364B CN202011182902.3A CN202011182902A CN112855364B CN 112855364 B CN112855364 B CN 112855364B CN 202011182902 A CN202011182902 A CN 202011182902A CN 112855364 B CN112855364 B CN 112855364B
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- driving force
- boost pressure
- lower limit
- supercharging pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
- F02B37/183—Arrangements of bypass valves or actuators therefor
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
A control device for an internal combustion engine includes an instruction value derivation unit that derives a driving force base value by F/F control based on a boost pressure target value, derives a driving force correction value by F/B control based on a deviation between the boost pressure target value and a boost pressure detection value, and derives a driving force instruction value based on the driving force base value and the driving force correction value, and a control unit that controls an actuator based on the driving force instruction value. When the supercharging pressure corresponding to the detected value of the intake air amount determined according to the boundary relationship is set as a supercharging pressure determination value, an instruction value derivation section performs a determination process of determining whether or not the supercharging pressure target value is smaller than the supercharging pressure determination value, and when it is determined in the determination process that the supercharging pressure target value is smaller than the supercharging pressure determination value, the driving force instruction value is derived without performing F/B control.
Description
Technical Field
The present invention relates to a control device for an internal combustion engine, which is applied to an internal combustion engine provided with an exhaust gas driven supercharger.
Background
As an exhaust gas driven supercharger, for example, as disclosed in japanese patent application laid-open No. 2006-274831, a supercharger having a bypass passage through which exhaust gas flows while bypassing a turbine wheel, a wastegate valve that adjusts an opening area of the bypass passage, and an actuator that is a power source of the wastegate valve is known. In this supercharger, the opening area of the bypass passage is adjusted by changing the valve opening degree, which is the opening degree of the wastegate valve. When the opening area is changed in this way, the amount of exhaust gas heading to the turbine wheel of the supercharger changes, and therefore the supercharging pressure changes in the internal combustion engine provided with the supercharger.
In the control device that controls the internal combustion engine, the actuator is controlled based on the target value of the valve opening, which is the target value of the opening. Further, according to japanese patent application laid-open No. 2006-274831, the base opening degree is derived by feedforward control based on the engine speed and the opening degree of the throttle valve, and the opening degree correction value is derived by feedback control based on a deviation between a target value of the supercharging pressure, which is a target of the supercharging pressure, and a detection value of the supercharging pressure. Then, the sum of the base opening degree and the opening degree correction value is derived as the opening degree target value. Further, as the feedback control, for example, PID control is performed.
Disclosure of Invention
As a supercharger, there is a supercharger in which a wastegate valve is disposed downstream of the bypass passage in the exhaust gas, and is supported so as to be rotatable with respect to a turbine housing. In such a supercharger, when the downstream opening is defined as the opening on the exhaust downstream side of the bypass passage, and the valve opening is decreased by bringing the valve body of the wastegate valve closer to the downstream opening, the amount of exhaust gas passing through the bypass passage decreases, and the supercharging pressure increases. On the other hand, when the valve opening degree is increased, the valve body of the wastegate valve is separated from the downstream opening, so the amount of exhaust gas passing through the bypass passage increases, and the boost pressure decreases. In such a supercharger, there are cases where: even if the valve opening is changed in a state where the valve body is away from the downstream opening, the amount of exhaust gas passing through the bypass passage hardly changes, and the boost pressure hardly changes.
The operating region of the internal combustion engine in which the boost pressure does not change much even if the valve opening is changed in this manner is set as the 1 st region, and the operating region of the internal combustion engine in which the boost pressure changes moderately when the valve opening is changed is set as the 2 nd region. In this case, in the situation where the internal combustion engine is operated in the 1 st region, even if the actuator is driven based on the target opening degree value, the deviation between the target supercharging pressure value and the detected supercharging pressure value may not be eliminated. As a result, if the engine operation continues in region 1, the magnitude of the integral term in the opening degree correction value becomes excessively large. If the engine operation is performed in the 2 nd region when the magnitude of the integral term becomes excessively large as described above, the magnitude of the integral term becomes excessively large, and therefore, there is a possibility that the time required until the opening degree correction value converges to an appropriate value becomes long. As a result, it is difficult to set the opening degree target value to an appropriate value, and the time required to eliminate the deviation between the target value of the boost pressure and the detected value of the boost pressure becomes long. That is, there is room for improvement in terms of controllability of the boost pressure.
The control device for an internal combustion engine for solving the above problems is a control device suitable for an internal combustion engine provided with an exhaust-driven supercharger. The supercharger has a turbine housing provided in an exhaust passage of the internal combustion engine, a turbine wheel provided in the turbine housing, a wastegate port through which exhaust gas bypassing the turbine wheel in the turbine housing flows, a wastegate valve disposed downstream of the wastegate port in the exhaust gas flow, and supported by the turbine housing so as to be rotatable about a rotation axis and change a relative position of a valve body with respect to the wastegate port, and an actuator that increases a driving force of the actuator to bring the valve body close to the wastegate port to increase a supercharging pressure. The control device includes an instruction value derivation unit that derives a driving force base value that is a base value of the driving force by feedforward control based on a boost pressure target value that is a target of boost pressure, derives a driving force correction value that is a correction value of the driving force by feedback control based on a deviation between the boost pressure target value and a detection value of boost pressure, derives a driving force instruction value that is an instruction value of the driving force based on the driving force base value and the driving force correction value, and controls the actuator based on the driving force instruction value. The feedback control is control for deriving a proportional term and an integral term based on the deviation. The lower limit of the driving force at which the boost pressure can be controlled by adjusting the driving force is set as a control driving force lower limit value, a force at which the wastegate valve increases as the force received from the exhaust gas passing through the wastegate port increases is set as a separation force, and a relationship between the boost pressure and the intake air amount that defines a boundary whether or not the separation force is greater than the control driving force lower limit value is set as a boundary relationship. In this case, the boundary relationship of the supercharger is a relationship as follows: when the intake air amount is equal to or less than the inflection point air amount, the boost pressure becomes higher as the intake air amount becomes larger, and when the boost pressure when the intake air amount is equal to the inflection point air amount is set as the inflection point boost pressure, the boost pressure becomes lower than the inflection point boost pressure when the intake air amount is larger than the inflection point air amount. The indicated value deriving unit performs a determination process of determining whether or not the target boost pressure value is smaller than a boost pressure determination value when the boost pressure corresponding to the detected value of the intake air amount determined based on the boundary relationship is set as the boost pressure determination value, and derives the driving force indicated value without performing the feedback control when the target boost pressure value is determined to be smaller than the boost pressure determination value in the determination process.
Among values related to the relative position of the valve body of the wastegate valve with respect to the exhaust gas bypass port, a value that is larger as the valve body moves away from the exhaust gas bypass port is set as the valve opening degree. In this case, the valve opening degree is changed by rotating the wastegate valve, and the valve body can be moved closer to the wastegate port and away from the wastegate port. Such a valve opening degree is a magnitude that balances an approaching force acting on the wastegate valve in a direction in which the valve body approaches the wastegate port and a separating force acting on the wastegate valve in a direction in which the valve body separates from the wastegate port. In the above-described supercharger, the driving force of the actuator can be regarded as the approach force. In addition, when a portion of the exhaust passage upstream of the turbine housing is an upstream exhaust passage, the separating force increases as the exhaust pressure of the upstream exhaust passage increases. When the driving force of the actuator is smaller than the separating force, the wastegate valve is pushed by the exhaust gas passing through the wastegate port, and the valve opening cannot be maintained or reduced. That is, the valve opening degree cannot be appropriately controlled. In such a case, the deviation between the detected value of the boost pressure and the target value of the boost pressure may not be eliminated, and the magnitude of the integral term in the driving force correction value derived by the feedback control may become excessively large.
Therefore, in the above configuration, when the supercharging pressure corresponding to the detected value of the intake air amount determined based on the boundary relationship is set as the supercharging pressure determination value, the determination process of determining whether or not the supercharging pressure target value is smaller than the supercharging pressure determination value is performed. When it is determined by this determination process that the target supercharging pressure value is smaller than the supercharging pressure determination value, the driving force instruction value is derived without performing feedback control. Therefore, even if it is determined that the state in which the target supercharging pressure value is smaller than the supercharging pressure determination value continues, the feedback control is not executed, and therefore, it is possible to suppress the magnitude of the integral term in the driving force correction value from becoming excessively large. This makes it possible to suppress a longer time required for the driving force correction value to converge to an appropriate value when feedback control is to be performed after it is no longer determined that the target supercharging pressure value is smaller than the supercharging pressure determination value. In other words, it is possible to suppress the time required to cancel the deviation between the target supercharging pressure value and the detected supercharging pressure value from becoming long. Therefore, according to the above configuration, controllability of the supercharging pressure can be improved.
In the above-described control device for an internal combustion engine, the control unit may control the actuator within a range in which the valve opening does not exceed an upper limit opening, when a value, which is larger as the valve body moves away from the exhaust gas bypass port, among values related to a relative position of the valve body with respect to the exhaust gas bypass port is set as the valve opening. The control device includes a relationship storage unit that stores a lower limit supercharging pressure relationship between a lower limit supercharging pressure value, which is a supercharging pressure when the valve opening is equal to the upper limit opening, and the intake air amount, and a lower limit offset value setting unit that sets a lower limit offset value. In the determination process, when the sum of the boost pressure lower limit value and the lower limit-side deviation value corresponding to the detected value of the intake air amount, which is determined based on the lower limit boost pressure relationship, is set as the determination lower limit boost pressure, the instruction value derivation section determines that the boost pressure target value is smaller than the boost pressure determination value when the detected value of the boost pressure is equal to or smaller than the determination lower limit boost pressure. The lower limit side offset value setting unit sets a larger value as the lower limit side offset value as the supercharging pressure determination value corresponding to the detected value of the intake air amount, which is determined based on the boundary relationship, is higher.
A case is considered in which the lower limit side offset value is fixed to a predetermined value regardless of the intake air amount. In this case, depending on the magnitude of the lower limit side offset value, even if the separation force is actually smaller than the control driving force lower limit value, it may be determined that the target supercharging pressure value is smaller than the supercharging pressure determination value and the feedback control is not performed. In this case, it is possible to reduce the opportunity of deriving the integral term in the driving force correction value. Conversely, when the lower limit-side deviation value is small, even if the separation force is actually equal to or greater than the control driving force lower limit value, the target supercharging pressure value may not be determined to be smaller than the supercharging pressure determination value, and feedback control may be performed. In this case, the magnitude of the integral term in the driving force correction value may become excessively large.
In the above configuration, the lower limit side offset value is set based on a supercharging pressure determination value that is a supercharging pressure according to the detection value of the intake air amount and is determined according to a boundary relationship. Therefore, when the detected value of the intake air amount changes, the lower limit side offset value and the determination lower limit supercharging pressure change. Specifically, the lower limit side offset value and the determination lower limit supercharging pressure can be set to a magnitude that reflects the boundary relationship. As a result, it is possible to determine with high accuracy whether or not the target boost pressure value is smaller than the boost pressure determination value in the determination process. This can increase the opportunity for updating the integral term in the driving force correction value while suppressing the magnitude of the integral term from becoming excessively large.
In one aspect of the control device for an internal combustion engine, the indicated value deriving unit may derive the driving force indicated value without performing the feedback control when a detected value of the supercharging pressure is higher than a determination upper limit supercharging pressure even if it is not determined in the determination process that the supercharging pressure target value is smaller than the supercharging pressure determination value. In this control device, as the determination upper limit supercharging pressure, the determination upper limit supercharging pressure is set to a larger value as the intake air amount is larger.
In the region of small valve opening, the supercharging pressure changes greatly by only slightly changing the valve opening. Therefore, when the feedback control is performed during the engine operation in such a region, it is difficult to optimize the integral term in the driving force correction value. Therefore, in the above configuration, when the detected value of the supercharging pressure is higher than the determination upper limit supercharging pressure set to a value corresponding to the intake air amount, the feedback control is not performed, and therefore the driving force correction value is not updated. Therefore, the integral term in the driving force correction value can be suppressed from deviating from an appropriate value.
Drawings
Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like elements, and wherein:
fig. 1 is a diagram showing a functional configuration of a control device for an internal combustion engine according to an embodiment and a general configuration of the internal combustion engine controlled by the control device.
Fig. 2 is a graph showing a relationship between the valve opening degree and the amount of change in the boost pressure according to a change in the valve opening degree.
Fig. 3 is a graph showing a relationship among the intake air amount, the boost pressure, and the driving force of the actuator.
Fig. 4 is a graph showing a relationship between a region where the boost pressure can be controlled by controlling the driving force of the actuator and a region where the boost pressure cannot be controlled even if the driving force is controlled.
Fig. 5 is a flowchart illustrating a processing routine executed when deriving a driving force instruction value of the actuator.
Fig. 6 is a flowchart illustrating a processing routine executed when deriving the determination lower limit boost pressure.
Fig. 7 is a flowchart illustrating a processing routine executed when deriving the determination upper limit boost pressure.
Detailed Description
An embodiment of a control device for an internal combustion engine applied to an exhaust gas driven internal combustion engine will be described below with reference to fig. 1 to 7. Fig. 1 illustrates an internal combustion engine 10 including a control device 50 according to the present embodiment. A throttle valve 12 that adjusts an intake air amount GA introduced into a combustion chamber 13 is provided in an intake passage 11 of the internal combustion engine 10. In the combustion chamber 13, an air-fuel mixture containing intake air introduced from the intake passage 11 and fuel injected from the combustion injection valve is combusted. The exhaust gas generated in the combustion chamber 13 accompanying the combustion is discharged to the exhaust passage 14.
The internal combustion engine 10 includes an exhaust gas driven supercharger 20. The supercharger 20 includes a turbine housing 21 provided in the exhaust passage 14, and a compressor housing 23 disposed in the intake passage 11 upstream of the throttle valve 12 in the intake air. A turbine wheel 22 is provided in the turbine housing 21. A compressor impeller 24 that rotates in synchronization with the turbine impeller 22 is provided in the compressor housing 23.
The supercharger 20 includes an exhaust gas bypass port 25 through which the exhaust gas bypassing the turbine impeller 22 in the turbine housing 21 flows, and a wastegate valve 26 disposed downstream of the exhaust gas bypass port 25 in the exhaust gas. The wastegate valve 26 has a valve rotation shaft 27 rotatably supported by the turbine housing 21, and a valve body 28 connected to the valve rotation shaft 27. When the valve rotation shaft 27 rotates, the valve spool 28 approaches the exhaust gas bypass port 25, or the valve spool 28 leaves the exhaust gas bypass port 25. That is, the wastegate valve 26 is supported by the turbine housing 21 so as to be rotatable about the center axis 27a of the valve rotating shaft 27 as the axis of rotation. The valve body 28 is configured to be able to close the exhaust gas bypass port 25 from the exhaust gas downstream.
The supercharger 20 includes an actuator 29 as a power source of the wastegate valve 26, and a link mechanism 30 that transmits a driving force Dact of the actuator 29 to the wastegate valve 26. Then, by increasing the driving force Dact of the actuator 29, the wastegate valve 26 can be rotated in a direction in which the spool 28 approaches the wastegate port 25.
Examples of the actuator 29 include an electric motor and a negative pressure actuator. The negative pressure actuator generates a driving force for rotating the wastegate valve 26 by using the negative pressure generated inside.
In the following description, a value that is larger as the valve element 28 moves away from the exhaust gas bypass port 25, among values related to the relative position of the valve element 28 with respect to the exhaust gas bypass port 25, is referred to as "valve opening degree Xwgv". The valve opening degree Xwgv when the valve body 28 closes the exhaust gas bypass port 25 is set to "0%". In this case, the valve opening degree Xwgv increases as the valve body 28 moves away from the exhaust gas bypass port 25. When the valve opening degree Xwgv is increased in this manner, the amount of exhaust gas flowing into the turbine housing 21 toward the turbine impeller 22 is decreased. As a result, the force that rotates the turbine wheel 22 becomes small, and the boost pressure Pcmp becomes low.
When a portion of the exhaust passage 14 upstream of the turbine housing 21 is provided as the upstream exhaust passage 141, the valve opening degree Xwgv is determined based on the relationship between the exhaust pressure of the upstream exhaust passage 141 and the driving force Dact of the actuator 29. That is, the force acting on the wastegate valve 26 in the direction to decrease the valve opening Xwgv is referred to as the approaching force, and the force acting on the wastegate valve 26 in the direction to increase the valve opening Xwgv is referred to as the separating force. In this case, the approach force can be regarded as the driving force Dact of the actuator 29. The higher the exhaust pressure in the upstream exhaust passage 141, the greater the force urging the spool 28 of the wastegate valve 26 in the direction away from the wastegate port 25 via the wastegate port 25. When the force received by the wastegate valve 26 from the exhaust gas passing through the wastegate port 25 is set to "exhaust gas receiving force" as described above, the exhaust gas receiving force increases as the exhaust pressure of the upstream exhaust passage 141 increases, and the separating force increases as the exhaust gas receiving force increases. That is, the higher the exhaust pressure of the upstream exhaust passage 141 is, the greater the separating force is. The valve opening Xwgv is an opening that balances the approaching force and the separating force. That is, even if the driving force Dact of the actuator 29 remains unchanged, the valve opening degree Xwgv changes when the exhaust pressure of the upstream exhaust passage 141 changes.
Next, the characteristics of the supercharger 20 will be described with reference to fig. 2 and 3. In the supercharger 20, the valve opening degree Xwgv is adjusted by rotating the wastegate valve 26. Therefore, as shown in fig. 2, when the valve opening degree Xwgv is small with the valve body 28 positioned near the exhaust gas bypass port 25, the change amount of the boost pressure Pcmp corresponding to the change in the valve opening degree Xwgv, that is, the boost pressure change gradient DPcmp is large. Then, as the valve body 28 moves away from the exhaust gas bypass port 25, the valve opening Xwgv increases, and the supercharging pressure variation gradient DPcmp decreases. Then, the final supercharging pressure variation gradient DPcmp becomes substantially "0". That is, if the valve opening degree Xwgv is changed in a state where the valve opening degree Xwgv is excessively small, the supercharging pressure Pcmp greatly changes. On the other hand, in a state where the valve opening degree Xwgv is excessively large, the boost pressure Pcmp hardly changes even if the valve opening degree Xwgv is changed.
Fig. 3 is a graph in which the horizontal axis represents the intake air amount GA and the vertical axis represents the boost pressure Pcmp. Each solid line shown in fig. 3 is a contour line of the driving force Dact of the actuator 29. The 1 st contour line L1 among the contour lines is a contour line when the driving force Dact of the actuator 29 is the 1 st driving force Dact1, and the 2 nd contour line L2 is a contour line when the driving force Dact of the actuator 29 is the 2 nd driving force Dact2 larger than the 1 st driving force Dact 1. The 3 rd contour line L3 is a contour line when the driving force Dact of the actuator 29 is the 3 rd driving force Dact3 larger than the 2 nd driving force Dact2, and the 4 th contour line L4 is a contour line when the driving force Dact of the actuator 29 is the 4 th driving force Dact4 larger than the 3 rd driving force Dact 3. The 5 th contour line L5 is a contour line when the driving force Dact of the actuator 29 is the 5 th driving force Dact5 larger than the 4 th driving force Dact 4.
The 1 st driving force Dact1 that is the smallest among the driving forces Dact1 to Dact5 is the control driving force lower limit value. The control driving force lower limit value is a lower limit of the driving force Dact that can control the boost pressure Pcmp by adjusting the driving force Dact of the actuator 29. When the driving force Dact of the actuator 29 is smaller than the 1 st driving force Dact1, it can be said that the valve opening degree Xwgv is considerably large. Therefore, even if the driving force Dact is adjusted in a range not equal to or greater than the 1 st driving force Dact1, the driving force Dact is small with respect to the separating force, and the valve opening degree Xwgv may not be changed in a direction in which the supercharging pressure Pcmp approaches the target value thereof. That is, the 1 st contour line L1 shows a boundary relationship that is a relationship between the intake air amount GA and the supercharging pressure Pcmp that defines whether or not the separation force is larger than the control driving force lower limit value.
As shown in fig. 3, the boundary relationship of the supercharger 20 is the following relationship: when the intake air amount GA is equal to or less than the inflection point air amount GAa, the boost pressure Pcmp becomes higher as the intake air amount GA becomes larger, and when the intake air amount GA is larger than the inflection point air amount GAa, the boost pressure Pcmp becomes lower than the inflection point boost pressure Pcmpa. The inflection point boost pressure Pcmpa is the boost pressure Pcmp at which the intake air amount GA is equal to the inflection point air amount GAa.
Next, the control device 50 will be explained. As shown in fig. 1, detection signals from various sensors are input to the control device 50. Examples of the sensor include an air flow meter 101, a boost pressure sensor 102, and an opening degree sensor 103. The air flow meter 101 detects the intake air amount GA and outputs a signal corresponding to the detection result as a detection signal. The boost pressure sensor 102 detects the boost pressure Pcmp, and outputs a signal corresponding to the detection result as a detection signal. The opening sensor 103 detects a valve opening Xwgv of the wastegate valve 26, and outputs a signal corresponding to the detection result as a detection signal. The intake air amount GA detected by the airflow meter 101 is referred to as a detected intake air amount GAs. The boost pressure Pcmp detected by the boost pressure sensor 102 is referred to as a detected value Pcmps of the boost pressure.
The control device 50 adjusts the opening degree of the throttle valve 12, that is, the throttle opening degree SL and the fuel injection amount of the fuel injection valve based on detection signals from various sensors. In addition, the control device 50 adjusts the boost pressure Pcmp by controlling the actuator 29.
The control device 50 includes, as functional units for adjusting the supercharging pressure Pcmp, an indicated value deriving unit 51, a control unit 52, a relationship storage unit 53, a lower limit-side offset value setting unit 54, and a determination value deriving unit 55.
The instruction value derivation unit 51 derives a driving force instruction value DactTr, which is an instruction value of the driving force Dact of the actuator 29, when the supercharger 20 is operated and the supercharging pressure Pcmp is adjusted. The process of deriving the driving force instruction value DactTr will be described later. The instruction value derivation unit 51 includes a correction value storage unit 511, and the correction value storage unit 511 stores the driving force correction value Δ Dact derived when the derivation process is executed.
The control unit 52 controls the actuator 29 based on the driving force instruction value DactTr derived by the instruction value deriving unit 51. In the present embodiment, the control unit 52 controls the actuator 29 in a range where the valve opening Xwgv does not exceed the upper limit opening XwgvL. That is, when determining that the valve opening degree Xwgv exceeds the upper limit opening degree XwgvL when the actuator 29 is controlled based on the driving force instruction value DactTr, the control unit 52 adjusts the driving force instruction value DactTr so that the valve opening degree Xwgv becomes equal to or smaller than the upper limit opening degree XwgvL, and controls the actuator 29 based on the adjusted driving force instruction value DactTr.
The relationship storage unit 53 stores a lower limit supercharging pressure relationship between a supercharging pressure lower limit value PcmpLL, which is the supercharging pressure Pcmp when the valve opening Xwgv and the upper limit opening XwgvL are equal, and the intake air amount GA. A lower limit boost pressure relationship line LPcmpLL is illustrated in fig. 4 as a line indicating the lower limit boost pressure relationship. As shown in fig. 4, the higher the intake air amount GA, the higher the lower boost pressure limit value PcmpLL. In the range shown in fig. 4, the lower boost-pressure limit value PcmpLL is equal to or less than the boost-pressure determination value PcmpTh corresponding to the intake air amount GA, which is determined based on the boundary relationship shown in fig. 3.
The relationship storage unit 53 stores an upper limit boost pressure relationship between the intake air amount GA and the boost pressure upper limit value pcmppl, which is the boost pressure Pcmp when the wastegate valve 26 is closed. The upper limit boost pressure relation line lpcmpoul is illustrated in fig. 4 as a line representing the upper limit boost pressure relation. As shown in fig. 4, the higher the intake air amount GA, the higher the boost pressure upper limit value pcmppl. The supercharging pressure upper limit value PmpUL is higher than the supercharging pressure judgment value PmpTh and the supercharging pressure lower limit value PmpLL.
The lower limit-side offset value setting unit 54 sets the positive value as the lower limit-side offset value Δ Pcmp1. The lower limit-side displacement value setting unit 54 varies the lower limit-side displacement value Δ Pcmp1 based on the detected value Pcmps of the supercharging pressure. Specifically, the lower limit-side offset value setting unit 54 sets a larger value as the lower limit-side offset value Δ Pcmp1 as the boost pressure determination value PcmpTh, which is the boost pressure corresponding to the detected value GAs of the intake air amount, which is determined based on the boundary relationship shown in fig. 3, is higher.
The determination value deriving unit 55 derives the determination lower limit supercharging pressure PcmpTh1 and the determination upper limit supercharging pressure PcmpTh2 used when the process of deriving the driving force correction value Δ Dact by the instruction value deriving unit 51 is executed. The process of deriving the determination lower limit supercharging pressure PcmpTh1 and the process of deriving the determination upper limit supercharging pressure PcmpTh2 will be described later.
Next, a processing routine for describing the process of deriving the driving force instruction value DactTr by the instruction value deriving unit 51 when the supercharger 20 performs supercharging will be described with reference to fig. 5. The present processing routine is repeatedly executed.
In the present processing routine, in step S11, a driving force basic value DactB, which is a basic value of the driving force Dact of the actuator 29, is derived by the feed-forward control based on the boost pressure target value PcmpTr, which is a target of the boost pressure Pcmp. At this time, the higher the boost pressure target value PcmpTr, the larger the value is derived as the driving force base value DactB. In the following description, the feedforward control is also referred to as "F/F control".
Then, in step S12, the determination lower limit supercharging pressure PcmpTh1 and the determination upper limit supercharging pressure PcmpTh2 derived by the determination value derivation section 55 are acquired. The process of deriving the determination lower limit supercharging pressure PcmpTh1 and the determination upper limit supercharging pressure PcmpTh2 will be described later. In the next step S13, it is determined whether the detected value Pcmps of the supercharging pressure is higher than the determination lower limit supercharging pressure PcmpTh1. When the detected value Pmps of the supercharging pressure is higher than the determination lower limit supercharging pressure PmpTh 1 (S13: YES), the process proceeds to the next step S14. In step S14, it is determined whether or not the detected value of the supercharging pressure Pcmps is equal to or less than the determination upper limit supercharging pressure PcmpTh2. When the detected value Pmps of the supercharging pressure is equal to or less than the judgment upper limit supercharging pressure PmpTh 2 (S14: YES), the process proceeds to the next step S15.
In step S15, a driving force correction value Δ Dact, which is a correction value of the driving force Dact of the actuator 29, is derived by feedback control based on the deviation α between the target supercharging pressure value PcmpTr and the detected supercharging pressure value Pcmps. The feedback control executed in the present embodiment is a control of deriving a proportional term and an integral term based on the deviation α. In the following description, the feedback control is referred to as "F/B control". When the driving force correction value Δ Dact is derived by the F/B control, the process moves to the next step S16. In step S16, the driving force correction value Δ Dact is stored in the correction value storage unit 511 of the instruction value derivation unit 51. That is, when the state in which both the determinations in step S13 and step S14 are yes continues, the driving force correction value Δ Dact stored in the correction value storage unit 511 is continuously updated. Then, the process moves to the next step S17.
On the other hand, when the detected value Pcmps of the supercharging pressure is equal to or less than the determination lower limit supercharging pressure PcmpTh1 in step S13 (no), the process proceeds to the next step S17. Similarly, when the detected value Pcmps of the supercharging pressure is higher than the determination upper limit supercharging pressure pcmth 2 in step S14 (no), the process proceeds to the next step S17. That is, when the determination in step S13 or step S14 is "no", the driving force correction value Δ Dact stored in the correction value storage section 511 is not updated.
In step S17, a driving force instruction value DactTr is derived. That is, the driving force instruction value DactTr is derived based on the driving force basic value DactB derived by the F/F control at the time of executing the present processing routine of this time and the driving force correction value Δ Dact stored in the correction value storage unit 511. In this case, a larger value is derived as the driving force instruction value DactTr as the driving force basic value DactB is larger. As the driving force correction value Δ Dact increases, a larger value is derived as the driving force instruction value DactTr.
In the present embodiment, when the determinations in both steps S13 and S14 are yes, the drive force instruction value DactTr is derived based on the latest value of the drive force basic value DactB and the latest value of the drive force correction value Δ Dact. On the other hand, if the determination in step S13 or step S14 is "no", the driving force instruction value DactTr is derived based on the latest value of the driving force basic value DactB and the driving force correction value Δ Dact before the determination becomes "no". When the driving force instruction value DactTr is derived in this manner, the present processing routine is once ended.
Next, the process of deriving the determination lower limit supercharging pressure PcmpTh1 by the determination value derivation unit 55 will be described with reference to fig. 6. The present processing routine is repeatedly executed. In the present processing routine, in step S21, a detection value GAs of the intake air amount is derived. Then, in step S22, the boost pressure lower limit value PcmpLL is derived based on the lower limit boost pressure relationship stored in the relationship storage unit 53 and the detected value GAs of the intake air amount. That is, the boost pressure corresponding to the detected value GAs of the intake air amount, which is determined from the lower limit boost pressure relationship, is derived as the boost pressure lower limit value PcmpLL.
In the next step S23, the lower limit side offset value Δ Pcmp1 derived by the lower limit side offset value setting unit 54 is acquired. Then, in step S24, the sum of the lower boost pressure limit value PcmpLL and the lower limit-side offset value Δ Pcmp1 is derived as the determination lower limit boost pressure PcmpTh1. When the detected value GAs of the intake air amount changes, the supercharging pressure lower limit value PcmpLL and the lower limit side offset value Δ Pcmp1 change. Therefore, the determination lower limit boost pressure PcmpTh1 changes in accordance with the detection value GAs of the intake air amount. That is, a determination line L11 indicated by a broken line in fig. 4 indicates the determination lower limit boost pressure pcmptth 1 corresponding to the detection value GAs of the intake air amount. Then, when the determination lower limit supercharging pressure PcmpTh1 is derived, the present processing routine is once ended.
Next, the process of deriving the determination upper limit supercharging pressure PcmpTh2 by the determination value derivation unit 55 will be described with reference to fig. 7. The present processing routine is repeatedly executed. In the present processing routine, in step S31, a detection value GAs of the intake air amount is derived. Then, in step S32, the supercharging pressure upper limit value PcmpUL is derived based on the upper limit supercharging pressure relationship stored in the relationship storage unit 53 and the detected value GAs of the intake air amount. That is, the boost pressure corresponding to the detected value GAs of the intake air amount, which is determined from the upper limit boost pressure relationship, is derived as the boost pressure upper limit value pcmppl. In the next step S33, a value obtained by subtracting the upper limit-side displacement value Δ Pcmp2 from the supercharging pressure upper limit value pcmpcul is derived as the determination lower limit supercharging pressure PcmpTh1. The upper limit side offset value Δ Pcmp2 is fixed to a predetermined value determined according to the specification of the supercharger 20 or the like. That is, a determination line L12 indicated by a broken line in fig. 4 indicates the determination upper limit boost pressure PcmpTh2 corresponding to the detected value GAs of the intake air amount. Then, when the determination upper limit supercharging pressure PcmpTh2 is derived, the present processing routine is once ended.
The operation and effect of the present embodiment will be described. In the F/B control for deriving the driving force correction value Δ Dact, a proportional term and an integral term are derived based on the deviation α. When the driving force Dact of the actuator 29 is smaller than the separation force, the valve opening degree Xwgv may not be appropriately controlled. If the valve opening Xwgv cannot be controlled appropriately in this manner, the deviation between the detected value Pcmps of the boost pressure and the target value PcmpTr of the boost pressure may not be eliminated, and the magnitude of the integral term in the driving force correction value Δ Dact may become excessively large.
In the present embodiment, a determination process is performed to determine whether the boost pressure target value PcmpTr is smaller than the boost pressure determination value PcmpTh. When it is determined that the supercharging pressure target value PmpTr is smaller than the supercharging pressure determination value PmpTh, the driving force instruction value DactTr is derived without performing the F/B control. Therefore, even if it is determined that the state in which the boost pressure target value PcmpTr is smaller than the boost pressure determination value PcmpTh continues, it is possible to suppress the magnitude of the integral term in the driving force correction value Δ Dact from becoming excessively large. This makes it possible to suppress the time required for converging the driving force correction value Δ Dact to an appropriate value from becoming longer when the F/B control is to be executed after it is no longer determined that the boost pressure target value PcmpTr is smaller than the boost pressure determination value PcmpTh. That is, it is possible to suppress the time required to eliminate the deviation between the target supercharging pressure value PcmpTr and the detected supercharging pressure value Pcmps from becoming long. Therefore, controllability of the boost pressure Pcmp can be improved.
Specifically, the sum of the lower limit supercharging pressure value PcmpLL and the lower limit side offset value Δ Pcmp1 corresponding to the detected value GAs of the intake air amount, which is determined based on the lower limit supercharging pressure relationship, is derived as the determination lower limit supercharging pressure PcmpTh1. Then, it is determined whether or not the target supercharging pressure value PmpTr is smaller than the supercharging pressure determination value PmpTh, on the basis of whether or not the detected value Pmps of the supercharging pressure is equal to or smaller than the determination lower limit supercharging pressure PmpTh 1.
A comparative example in which the lower limit side displacement value Δ Pcmp1 is fixed to a predetermined value is compared with the present embodiment. Fig. 4 shows the determination lower limit boost pressure PcmpTh1 in the case of comparative example 1 by a one-dot chain line. The sum of the lower boost-pressure limit value PcmpLL and the lower limit-side offset value Δ Pcmp1 is derived as the determination lower limit boost pressure PcmpTh1.
When the detected value GAs of the intake air amount is the 1 st intake air amount GA1 and the detected value Pcmps of the supercharging pressure is the 1 st supercharging pressure Pcmp1, the detected value Pcmps of the supercharging pressure is higher than the determination lower limit supercharging pressure pcmptth 1 in the present embodiment. Then, the F/B control is performed, and therefore, the driving force instruction value DactTr is derived using the latest value of the driving force correction value Δ Dact.
On the other hand, in comparative example 1, when the detected value GAs of the intake air amount is the 1 st intake air amount GA1 and the detected value Pcmps of the supercharging pressure is the 1 st supercharging pressure Pcmp1, the detected value Pcmps of the supercharging pressure is equal to or less than the determination lower limit supercharging pressure pcmptth 1. As a result, the driving force instruction value DactTr is derived without performing the F/B control. In this case, although the magnitude of the integral term in the driving force correction value Δ Dact can be suppressed from becoming excessively large, the opportunity to update the integral term is reduced.
Here, in the 1 st comparative example, when the state where the detected value GAs of the intake air amount is the 1 st intake air amount GA1 and the detected value Pcmps of the supercharging pressure is the 1 st supercharging pressure Pcmp1 continues for a long period of time, the integral term in the driving force correction value Δ Dact is not updated. As a result, the detected value of the boost pressure Pcmps and the target value of the boost pressure PcmpTr may still be in a state of deviation from the original state.
In fig. 4, the determination lower limit supercharging pressure PcmpTh1 in the case of the 2 nd comparative example is shown by a two-dot chain line. The determination lower limit supercharging pressure PcmpTh1 in the 2 nd comparative example is smaller than the determination lower limit supercharging pressure PcmpTh1 in the 1 st comparative example.
When the detected value GAs of the intake air amount is the 2 nd intake air amount GA2 and the detected value Pcmps of the supercharging pressure is the 2 nd supercharging pressure Pcmp2, the detected value Pcmps of the supercharging pressure is equal to or less than the determination lower limit supercharging pressure pcmptth 1 in the present embodiment. Therefore, the driving force instruction value DactTr is derived without performing the F/B control.
On the other hand, in comparative example 2, when the detected value GAs of the intake air amount is the 2 nd intake air amount GA2 and the detected value Pcmps of the supercharging pressure is the 2 nd supercharging pressure Pcmp2, the detected value Pcmps of the supercharging pressure is higher than the determination lower limit supercharging pressure pcmptth 1. As a result, F/B control is performed to derive the driving force instruction value DactTr using the latest value of the driving force correction value Δ Dact. In such a case, the driving force Dact of the actuator 29 is small relative to the separating force, and therefore the valve opening degree Xwgv cannot be appropriately controlled. As a result, the F/B control is repeatedly executed in a state where the deviation between the detected value of the supercharging pressure Pcmps and the target value of the supercharging pressure PcmpTr cannot be eliminated. As a result, the magnitude of the integral term in the driving force correction value Δ Dact may become excessively large.
In contrast, in the present embodiment, in consideration of the above-described boundary relationship, a value corresponding to the detected value GAs of the intake air amount at that time is set as the lower limit side offset value Δ Pcmp1. The sum of the lower limit side displacement value Δ Pcmp1 and the boost pressure lower limit value PcmpLL corresponding to the detected value GAs of the intake air amount at that time is derived as the determination lower limit boost pressure PcmpTh1. Then, based on the comparison between the determination lower limit supercharging pressure PcmpTh1 and the detected value of supercharging pressure Pcmps, a determination process is performed to determine whether or not the supercharging pressure target value PcmpTr is smaller than the supercharging pressure determination value PcmpTh. As a result, the accuracy of determining whether the target boost pressure value PcmpTr is smaller than the boost pressure determination value PcmpTh can be improved. Therefore, the opportunity of updating the driving force correction value Δ Dact can be increased while suppressing the magnitude of the integral term in the driving force correction value Δ Dact from becoming excessively large.
As shown in fig. 2, when the valve opening degree Xwgv is small, the boost pressure Pcmp changes greatly by only slightly changing the valve opening degree Xwgv. Therefore, when the F/B control is performed during the engine operation in such a region, the detected value of the boost pressure Pcmps fluctuates around the target value of the boost pressure PcmpTr, and it is difficult to optimize the integral term in the driving force correction value Δ Dact. Therefore, in the present embodiment, when the detected value Pcmps of the supercharging pressure is higher than the determination upper limit supercharging pressure PcmpTh2 set to a value corresponding to the detected value GAs of the intake air amount, the F/B control is not performed. That is, the driving force correction value Δ Dact is not updated. Therefore, the integral term in the driving force correction value Δ Dact can be suppressed from deviating from an appropriate value.
The above embodiment can be modified and implemented as follows. The above-described embodiment and the following modifications can be implemented in combination with each other within a range not technically contradictory.
Even when the detected value of the boost pressure Pcmps is higher than the determination upper limit boost pressure pcmth 2, the driving force correction value Δ Dact may be updated by performing the F/B control. However, in this case, the gain (gain) used when the F/B control is performed is preferably smaller than the gain used when the detected value Pcmps of the supercharging pressure is equal to or less than the determination upper limit supercharging pressure PcmpTh2. This can suppress the integral term in the driving force correction value Δ Dact from deviating from an appropriate value.
In the above embodiment, the sum of the supercharging pressure lower limit value PcmpLL corresponding to the detected value GAs of the intake air amount and the lower limit side offset value Δ Pcmp1 corresponding to the detected value GAs is derived as the determination lower limit supercharging pressure PcmpTh1. However, the determination lower limit boost pressure PcmpTh1 may be derived by a method different from the method described in the above embodiment.
When it is determined that the target boost pressure value PcmpTr is smaller than the boost pressure determination value PcmpTh, the actuator 29 may be driven so as to maintain the valve opening degree Xwgv at a predetermined opening degree without performing the F/B control. For example, the upper limit opening degree XwgvL may be set as the predetermined opening degree. In this case as well, if the F/B control is not executed when it is determined that the boost pressure target value PcmpTr is smaller than the boost pressure determination value PcmpTh, it is possible to suppress the magnitude of the integral term in the driving force correction value Δ Dact from becoming excessively large.
The control device 50 may be configured as a circuit including one or more processors operating according to a computer program, one or more dedicated hardware circuits such as dedicated hardware for executing at least a part of various processes, or a combination of one or more processors and one or more dedicated hardware circuits. As the dedicated hardware, for example, an ASIC which is an integrated circuit for a specific application can be cited. The processor includes a CPU, and memories such as a RAM and a ROM, and the memories store program codes or instructions configured to cause the CPU to execute processing. Memory, i.e., storage media, includes all available media that can be accessed by a general purpose or special purpose computer.
Claims (3)
1. A control device for an internal combustion engine, which is applied to an internal combustion engine equipped with an exhaust-driven supercharger,
the supercharger has a turbine housing, a turbine wheel, an exhaust gas bypass port, an exhaust gas bypass valve, and an actuator,
the turbine housing is provided in an exhaust passage of the internal combustion engine, the turbine wheel is provided in the turbine housing,
the waste gas bypass port provides for exhaust gas flow within the turbine housing around the turbine wheel,
the wastegate valve is disposed downstream of the exhaust gas bypass port with respect to the exhaust gas bypass port, and is supported by the turbine housing so as to be rotatable about a rotation axis and so as to change a relative position of the valve body with respect to the exhaust gas bypass port,
the actuator changes a relative position of the valve spool with respect to the exhaust gas bypass port by rotating the wastegate valve,
and the supercharger increases boost pressure by increasing the driving force of the actuator to bring the valve spool close to the exhaust gas bypass port,
the control device comprises an indication value deriving part and a control part,
the indicated value deriving unit derives a driving force base value, which is a base value of the driving force, by feedforward control based on a supercharging pressure target value, which is a target of a supercharging pressure, derives a driving force correction value, which is a correction value of the driving force, by feedback control based on a deviation between the supercharging pressure target value and a detected value of the supercharging pressure, and derives a driving force indicated value, which is an indicated value of the driving force, based on the driving force base value and the driving force correction value,
the control portion controls the actuator based on the driving force instruction value,
the feedback control is control for deriving a proportional term and an integral term based on the deviation,
in the case where the lower limit of the driving force at which the boost pressure can be controlled by adjusting the driving force is set as a control driving force lower limit value, a force that increases as the force received by the wastegate valve from the exhaust gas passing through the wastegate port increases is set as a separation force, and a relationship between the boost pressure and the intake air amount that defines a boundary between whether or not the separation force is greater than the control driving force lower limit value is set as a boundary relationship,
the boundary relationship of the supercharger is a relationship as follows: when the intake air amount is equal to or less than the inflection point air amount, the boost pressure is higher as the intake air amount is larger, and when the boost pressure when the intake air amount is equal to the inflection point air amount is set as the inflection point boost pressure, the boost pressure is lower than the inflection point boost pressure when the intake air amount is larger than the inflection point air amount,
the indicated value deriving unit performs a determination process of determining whether or not the target boost pressure value is smaller than a boost pressure determination value when the boost pressure corresponding to the detected value of the intake air amount determined based on the boundary relationship is set as the boost pressure determination value, and derives the driving force indicated value without performing the feedback control when the target boost pressure value is determined to be smaller than the boost pressure determination value in the determination process.
2. The control apparatus of an internal combustion engine according to claim 1,
the control unit controls the actuator in a range in which the valve opening degree does not exceed an upper limit opening degree, and includes a relationship storage unit that stores a lower limit boost pressure relationship, which is a relationship between a lower limit value of boost pressure and an intake air amount, which is a boost pressure when the valve opening degree is equal to the upper limit opening degree, and a lower limit side offset value setting unit that sets a lower limit side offset value, and the instruction value deriving unit determines that the target boost pressure value is smaller than the boost pressure determination value when a sum of the lower limit value of boost pressure and the lower limit side offset value is equal to the determination lower limit boost pressure determined from the lower limit boost pressure relationship, and sets the lower limit side offset value as the lower limit offset value when the detection value of boost pressure is equal to or smaller than the determination lower limit boost pressure, and sets the lower limit side offset value as the lower limit offset value, which is equal to the detection value of the intake air amount, which is determined from the boundary relationship, as the valve opening degree, the value that the valve opening degree is larger.
3. The control device of the internal combustion engine according to claim 1 or 2,
the indicated value deriving unit derives the driving force indicated value without performing the feedback control even if the determination process does not determine that the supercharging pressure target value is smaller than the supercharging pressure determination value and when the detected value of the supercharging pressure is higher than a determination upper limit supercharging pressure, which is set to be a larger value as the determination upper limit supercharging pressure is larger as the intake air amount is larger.
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| JP2019204557A JP7207271B2 (en) | 2019-11-12 | 2019-11-12 | Control device for internal combustion engine |
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| JP7207271B2 (en) | 2023-01-18 |
| JP2021076088A (en) | 2021-05-20 |
| CN112855364A (en) | 2021-05-28 |
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