JP2004308485A - Control device of supercharger with electric motor - Google Patents

Control device of supercharger with electric motor Download PDF

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Publication number
JP2004308485A
JP2004308485A JP2003100455A JP2003100455A JP2004308485A JP 2004308485 A JP2004308485 A JP 2004308485A JP 2003100455 A JP2003100455 A JP 2003100455A JP 2003100455 A JP2003100455 A JP 2003100455A JP 2004308485 A JP2004308485 A JP 2004308485A
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JP
Japan
Prior art keywords
supercharger
upper limit
supercharging pressure
electric motor
operating state
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2003100455A
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Japanese (ja)
Inventor
Osamu Igarashi
修 五十嵐
Koichi Akita
浩市 秋田
Shoji Sasaki
祥二 佐々木
Hiroshige Hashimoto
浩成 橋本
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Toyota Motor Corp
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Toyota Motor Corp
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Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP2003100455A priority Critical patent/JP2004308485A/en
Priority to DE200410016392 priority patent/DE102004016392A1/en
Publication of JP2004308485A publication Critical patent/JP2004308485A/en
Pending legal-status Critical Current

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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
    • F02B37/14—Control of the alternation between or the operation of exhaust drive and other drive of a pump, e.g. dependent on speed
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0425—Air cooled heat exchangers
    • 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
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • 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
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/43—Engines
    • B60Y2400/435—Supercharger or turbochargers
    • 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
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F02B33/40—Engines with pumps other than of reciprocating-piston type with rotary pumps of non-positive-displacement type
    • 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
    • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
    • 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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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device capable of effectively utilizing abilities of a supercharger with an electric motor. <P>SOLUTION: The control device of a supercharger with an electric motor is equipped with a supercharger 20 arranged on an intake passage 5 of an internal combustion engine 1 and driven by an electric motor 20a, supercharging pressure control means 16, 21 for controlling supercharging pressure by controlling the electric motor 20a, operating state detecting means 27 for detecting the operating state of the internal combustion engine 1, and an upper limit setting means 16 for setting the superchargeable upper limit of supercharging pressure by the supercharger 20 on the basis of the operating state detected by the operating state detecting means 27. The supercharging pressure control means 16, 21 prohibit drive of the supercharger 20 in which the upper limit set by the upper limit setting means 16 is violated. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

【０００１】
【発明の属する技術分野】
本発明は、吸気通路上に配設された電動機付過給機を制御する電動機付過給機の制御装置に関する。
【０００２】
【従来の技術】
エンジンの吸気通路上に電動機で駆動する過給機を配設し、この過給機による過給によって高出力（あるいは、低燃費）を得ようとする試みは以前から知られている。［特許文献１］にも同様な内燃機関が記載されている。［特許文献１］に記載の内燃機関においては、吸気通路上にモータで駆動される過給機を配設しており、モータを駆動させることで過給を行う。ここで、モータによる過給は、エンジン回転数が低いときにのみ行われる。これは、過給機容量に関係しており、エンジン回転数が高く、吸入空気量が多い状況ではこの過給機による過給効果を有効に得られないので、エンジン回転数が低いときにのみモータ駆動による過給を行うことで無駄な消費電力を抑制している。
【０００３】
【特許文献１】
特表２００１−５１８５９０号公報
【０００４】
【発明が解決しようとする課題】
しかし、上述した［特許文献１］に記載のエンジンにおける過給機制御装置においては、エンジン回転数に応じて電動機付過給機を制御しているが、電動機付過給機が発揮し得る過給圧に上限があることが考慮されていない。このため、電動機付過給機の能力を有効に利用できない。従って、本発明の目的は、電動機付過給機の能力を有効に利用することのできる制御装置を提供することにある。
【０００５】
【課題を解決するための手段】
請求項１に記載の電動機付過給機の制御装置は、内燃機関の吸気通路上に配設されて電動機によって駆動される過給機と、電動機を制御して過給圧を制御する過給圧制御手段と、内燃機関の運転状態を検出する運転状態検出手段と、運転状態検出手段によって検出された運転状態に基づいて過給機によって過給可能な過給圧上限を設定する上限設定手段とを備えており、過給圧制御手段は、上限設定手段によって設定された過給圧上限を超える過給機の駆動を禁止することを特徴としている。
【０００６】
請求項２に記載の発明は、請求項１に記載の電動機付過給機の制御装置において、運転状態検出手段が過給機による吸入空気量を運転状態として検出し、上限設定手段が、運転状態として検出された吸入空気量が多いほど、過給圧上限を小さく設定することを特徴としている。
【０００７】
請求項３に記載の発明は、請求項２に記載の電動機付過給機の制御装置において、上限設定手段が、過給機の容量によって定まる物理的過給限界に基づいて、吸入空気量から過給圧上限を設定することを特徴としている。請求項４に記載の発明は、請求項２又は３に記載の電動機付過給機の制御装置において、上限設定手段が、過給機の耐久限界に基づいて、吸入空気量から過給圧上限を設定することを特徴としている。請求項に５記載の発明は、請求項２〜４の何れか一項に記載の電動機付過給機の制御装置において、上限設定手段が、電動機の出力特性に基づいて、吸入空気量から過給圧上限を設定することを特徴としている。
【０００８】
請求項６に記載の発明は、請求項２〜５の何れか一項に記載の電動機付過給機の制御装置において、過給圧制御手段が、過給圧上限を超えない領域であっても、内燃機関の出力を絞る車両挙動安定化制御の作動中には電動機を用いた過給を禁止することを特徴としている。
【０００９】
【発明の実施の形態】
本発明の制御装置の一実施形態について以下に説明する。本実施形態の制御装置を有するエンジン１を図１に示す。
【００１０】
なお、「過給圧」の語は大気圧に対しての差圧を示すものを指す語として用いられる場合がある。一方で、「過給圧」の語は吸気管内の絶対圧力を指す語として用いられる場合もある。以下、両者を明確に分けて説明する必要がある場合は、その指すところが明確となるような説明を行う。例えば、吸気管内圧力を検出する圧力センサの出力に基づいて過給圧制御を行う場合、この圧力センサが大気圧に対する差圧を検出するセンサであれば過給圧制御は「大気圧に対する差としての過給圧」に基づいて制御されることが容易であるし、圧力センサが絶対圧力を検出するセンサであれば過給圧制御は「絶対圧力としての吸気圧」に基づいて制御されるのが容易である。
【００１１】
本実施形態で説明するエンジン１は、多気筒エンジンであるが、ここではそのうちの一気筒のみが断面図として図１に示されている。エンジン１は、インジェクタ２によってシリンダ３内に燃料を噴射するタイプのエンジンである。このエンジン１は、いわゆるリーンバーンエンジンであり、成層燃焼も可能である。後述する電動機２０ａによる過給機２０とターボチャージャ１１とによってより多くの吸入空気を過給して、高出力化だけでなく低燃費化をも実現し得るものである。
【００１２】
エンジン１は、圧縮行程にピストン４の上面に形成された窪みの内部に燃料を噴射することで成層燃焼を行うこともできるし、吸気行程噴射によって通常の均質燃焼も行える。シリンダ３の内部と吸気通路５との間は、吸気バルブ８によって開閉される。燃焼後の排気ガスは排気通路６に排気される。シリンダ３の内部と排気通路６との間は、排気バルブ９によって開閉される。吸気通路５上には、上流側からエアクリーナ１０、エアフロメータ２７、過給機２０、ターボユニット１１、インタークーラー１２、スロットルバルブ１３などが配置されている。
【００１３】
エアクリーナ１０は、吸入空気中のゴミや塵などを取り除くフィルタである。本実施形態のエアフロメータ２７は、ホットワイヤ式のものであり、吸入空気量を質量流量として検出するものである。過給機２０は、内蔵された電動機（モータ）２０ａによって電気的に駆動されるものである。モータ２０ａの出力軸にコンプレッサホイールが直結されている。過給機２０のモータ２０ａは、コントローラ２１を介してバッテリ２２と接続されている。コントローラ２１は、モータ２０ａへの供給電力を制御してモータ２０ａの駆動を制御する。モータ２０ａの回転数（即ち、コンプレッサホイールの回転数）はコントローラ２１によって検出し得る。
【００１４】
過給機２０の上流側と下流側とをバイパスするように、バイパス路２４が設けられている。このバイパス路２４上には、バイパス路２４を経由する吸入空気量を調節するバルブ２５が配設されている。バルブ２５は電気的に駆動され、バイパス路２４を通る空気流量を任意に調節する。過給機２０が作動していないときは、過給機２０は吸気抵抗として作用してしまうので、バルブ２５によってバイパス路２４を開放して過給機２０が吸気抵抗となってしまうのを回避する。反対に、過給機２０の作動時には、過給機２０によって過給された吸入空気がバイパス路２４を介して逆流するのを防止するために、バルブ２５によってバイパス路２４を遮断する。
【００１５】
ターボユニット１１は、吸気通路５と排気通路６との間に配されて過給を行うものである。即ち、本実施形態のエンジン１では、直列に配された過給機２０とターボユニット１１とによって過給を行うことができる。ターボユニット１１は、バリアブルジオメトリ機構としてバリアブルノズル機構１１ａを有している。バリアブルノズル機構１１ａは後述するＥＣＵ１６によって制御される。バイパス路２４とターボユニット１１との間の吸気通路５上には、圧力センサ２９が配設されている。過給圧センサ２９によって、過給機２０によって過給した際の過給圧を検出する。ターボユニット１１の下流側には、過給機２０やターボユニット１１の過給による圧力増加で温度が上昇した吸入空気の温度を下げる空冷式インタークーラー１２が配されている。インタークーラー１２によって吸入空気の温度を下げ、充填効率を向上させる。
【００１６】
インタークーラー１２の下流側には、吸入空気量を調節するスロットルバルブ１３が配されている。本実施形態のスロットルバルブ１３は、いわゆる電子制御式スロットルバルブであり、アクセルペダル１４の操作量をアクセルポジショニングセンサ１５で検出し、この検出結果と他の情報量とに基づいてＥＣＵ１６がスロットルバルブ１３の開度を決定するものである。スロットルバルブ１３は、これに付随して配設されたスロットルモータ１７によって開閉される。また、スロットルバルブ１３に付随して、その開度を検出するスロットルポジショニングセンサ１８も配設されている。
【００１７】
スロットルバルブ１３の下流側には、吸気通路５内の圧力（過給圧・吸気圧）を検出する圧力センサ１９も配設されている。これらのセンサ１５，１８，１９，２７，２９はＥＣＵ１６に接続されており、その検出結果をＥＣＵ１６に送出している。ＥＣＵ１６は、ＣＰＵ，ＲＯＭ，ＲＡＭ等からなる電子制御ユニットである。ＥＣＵ１６には、上述したインジェクタ２、点火プラグ７、バルブ１５、エアフロメータ２７、コントローラ２１やバッテリ２２等が接続されており、これらはＥＣＵ１６からの信号によって制御されていたり、その状態（バッテリ２２であれば充電状態）が監視されている。
【００１８】
上述した過給機２０のモータ２０ａもコントローラ２１を介してＥＣＵ１６に接続されており、ＥＣＵ１６及びコントローラ２１によって制御されている。ＥＣＵ１６及びコントローラ２１は、電動機２０ａを制御することで過給圧を制御し得るので、ここでは過給圧制御手段として機能している。また、本実施形態では、エンジン１の運転状態として吸入空気量を用いて過給圧制御を行う。吸入空気量はエアフロメータ２７によって検出されるので、ここではエアフロメータが運転状態検出手段として機能している。さらに、追って詳しく説明するが、検出された吸入空気量に基づいて過給可能な過給圧上限がＥＣＵ１６によって設定される。即ち、本実施形態においては、ＥＣＵ１６は上限設定手段としても機能している。
【００１９】
さらに、ＥＣＵ１６には、車両挙動安定化手段２８も接続されている。車両挙動安定化手段２８は公知のものであり、ヨーセンサや加速度センサや上述した各種センサによって車両挙動を検出し、これに基づいて油圧ブレーキなどを用いて車両挙動を安定化させるものである。車両挙動安定化制御中には、上述した油圧ブレーキによる制動の他、エンジン１の出力を絞ることもなされるが、この場合のエンジン１の制御はＥＣＵ１６によって行われる。
【００２０】
一方、排気通路６上には、ターボユニット１１の下流側に排気ガスを浄化する排気浄化触媒２３が取り付けられている。また、エンジン１のクランクシャフト近傍には、クランクシャフトの回転位置を検出するクランクポジショニングセンサ２６が取り付けられている。クランクポジショニングセンサ２６は、クランクポジションの位置からエンジン回転数を検出することもできる。
【００２１】
なお、本実施形態においては、過給機２０による過給圧を過給圧センサ２９によって検出し、この値を利用して過給機２０を制御する。しかし、吸気通路５上の圧力センサ１９によって吸気管内圧力（インマニ過給圧）を取得し、このインマニ過給圧とターボユニット１１の回転数とエアフロメータ２７によって検出される空気流量とに基づいて、過給機２０による過給圧（過給圧センサ２９によって検出される過給圧相当値）を取得することも可能である。このような場合は、インマニ過給圧とターボ回転数と空気流量との関係を予めマップ化しておき、このマップを参照するなどすればよい。このようにすれば、圧力センサ１９によって検出される過給圧に基づいて制御することもできる。
【００２２】
上述した過給機２０には過給し得る過給圧に上限がある。これらの上限を生じさせる原因は複数存在する。原因としては次のようなものが挙げられる。過給機２０自体の容量に起因する物理的な限界。過給機２０の耐久限界。過給機２０を駆動するモータ２０ａの出力特性に起因する限界。これらについては追って詳しく説明するが、本実施形態では、上述した原因を考慮して、エアフロメータ２７が検出した吸入空気量（エンジン１の運転状態）に基づいてＥＣＵ１６が過給圧上限を設定し、過給圧がこの上限値を超えることがないようにコントローラ２１と共にモータ２０ａを駆動制御する。
【００２３】
即ち、過給圧が上述した上限を超えるような場合は、ＥＣＵ１６及びコントローラ２１がモータ２１の駆動を禁止する。このようにすることで、上限を超えることなく過給機２０の機能を最大限有効利用することができる。過給機２０の能力を最大限利用することで、エンジン１の出力を増加させることが可能となり、また、エンジン１の出力に関して過渡性能を向上させることが可能となる。
【００２４】
上述した過給圧の上限が規定される場合についてそれぞれ説明する。まず、コンプレッサの容量が大きく、モータ２０ａの限界性能も十分に高い場合、過給機２０を利用できる範囲は図２の領域αのような範囲となる。図２のグラフは、横軸に空気流量、縦軸に過給圧をとったものである。過給圧は過給機２０のコンプレッサホイール回転数、即ち、モータ２０ａの回転数とほぼ比例するとみなすことができる。図２中の境界線Ａは、いわゆる過給機（遠心式圧縮機）２０がコンプレッササージ（サージング）を発生させる境界である。図１中において境界線Ａの左側のハッチングを施した側がサージ領域である。
【００２５】
一方、図２中の境界線Ｂは、過給機２０の等仕事曲線であり、過給機２０が行える仕事の上限を吸気流量と過給圧との関係で示したものである。なお、図２中の境界線Ｃは、過給機２０が過給によって送出し得る最大空気流量である。これらの二つの境界線Ａ，Ｂを超えない範囲が領域αとなる。しかし、現実には、これ以外の要因によっても限界が生じる。図３には、図２に対して過給機２０の等回転線Ｄを加えたものを示した。過給機２０の回転数によるが、図２の領域α内に等回転線が位置する場合も生じ得る。図２においては等回転線Ｄ’が領域αよりも上方に位置していると考えることもできる。
【００２６】
等回転線Ｄは、ある一定回転数での吸気流量と過給圧との関係を示したものである。エンジン１の出力としては、この等回転線Ｄに沿って右側に行くほど駆動力が大きくなる。等回転線Ｄは右下がりの線となるが、これは効率が悪くなって空気流量に対する過給圧が落ち込む。そして、その高流量側では、コンプレッサチョーク（チョーキング）が発生する。図３中境界線Ｅで示した右側がチョーク領域である。図３中には、境界線Ｅはほぼ垂直に示してあるが、右下がりの境界線ともなり得る。
【００２７】
図３のような場合、高流量側にはチョーク領域によって限界が規定されるが、低流量側の境界線ＤのＸで示した部分は、過給機２０の回転限界によって限界が規定される。モータ２０ａの回転限界とは、モータ２０ａへの印加電流が限界に達している、モータ２０ａがそれ以上の回転数となると過熱に至る等の限界であり、過給機２０の耐久限界であると言える。上述したように、過給圧とモータ２０ａの回転数とはほぼ比例すると見なせるので、このような限界が規定できる。過給機２０の耐久限界を超えて過給されることがなくなるので、過給機２０の耐久性を向上させることができる。なお、過給機２０のコンプレッサホイールがそれ以上の回転数となると過熱（回転軸の焼き付きなど）に至る限界も過給機２０の耐久限界であるが、通常この回転数（過給機に比例すると見なせる）はモータ２０ａの限界よりも十分高い。
【００２８】
図３の場合は、境界線Ａ，Ｄ（Ｘ部分），Ｅを超えない範囲が過給機２０を利用できる領域βとなる。なお、境界線ＤのＸ部分に関しては、空気流量（吸入空気量）が多いほど過給圧上限が小さくなると言える。また、上述した低流量側のサージ境界線Ａや高流量側のチョーク境界線Ｅが過給機２０の容量によって定まる物理的限界であると言える。過給機２０の物理的限界を超えて過給されることがなくなるので、無駄な電力消費を抑制することができる。このとき、境界線Ｅに関しても、空気流量（吸入空気量）が多いほど過給圧上限が小さくなると言える。
【００２９】
図４には、図２に対してモータ２０ａの出力特性線Ｆを加えたものを示した。モータ２０ａの特性によっては、図２の領域α内に出力特性線が位置する場合もある。図２においては出力特性線Ｆ’が領域αよりも上方に位置していると考えることもできる。モータ２０ａの出力は過給圧とほぼ比例すると見なせ、モータ２０ａの回転数は空気流量とはほぼ比例すると見なせるので、出力特性線Ｆがこのようになる。通常、モータ回転数を横軸にとり、縦軸にモータ出力をとって出力特性を示すが、この場合、出力特性線は三角形の山形となる。出力特性線を超える出力はできない。このモータ出力線を図４のように横軸に空気流量、縦軸に過給圧のグラフに適用したものが出力特性線Ｆである。
【００３０】
図４のように出力特性線Ｆの頂点が図２における領域αよりも上方にある場合は、図中Ｙ部分は図２の場合と同様に境界線Ｂによって過給圧上限が規定されるが、高流量側では境界線Ｂよりも下方に出力特性線Ｆが位置するので、図中Ｚ部分では出力特性線Ｆによって過給圧上限が規定される。モータ２０ａの出力特性を超えてモータ２０ａが駆動されることがないので、モータ２０ａの破損を防止できると共に無駄な電力の消費を抑止することもできる。図４の場合は、境界線Ａ，Ｂ（Ｙ部分），Ｆ（Ｚ部分）を超えない範囲が過給機２０を利用できる領域γとなる。なお、境界線ＦのＺ部分に関しても、空気流量（吸入空気量）が多いほど過給圧上限が小さくなると言える。
【００３１】
また、上述した境界線Ａ〜Ｆの全てが関連して過給上限が規定されるような場合も当然考えられる。上述したように、運転状態（本実施形態では吸入空気量）に応じて、種々の要因によって生じる過給上限を設定し、この上限を超えない範囲で過給機２０の能力を有効に使用して過給を行うことができる。そして、過給上限は、空気流量が多いほど小さく設定することで、有効に過給機２０の能力を利用できる。
【００３２】
さらに、本実施形態では、上述したような過給機２０の使用可能領域内であっても、過給機２０を用いた過給を行わない（禁止する）場合がある。それは、車両挙動安定化手段２８によってエンジン１の出力を絞る車両挙動安定化制御が実施されている場合である。車両挙動安定化制御（いわゆるスタビリティコントロールやトラクションコントロールなどと呼ばれているもの）では、エンジン１の出力を絞ることで車両速度や場合によってはヨーをコントロールする。このようにエンジン１の出力を絞ろうとしている制御中に、出力を増やす過給アシストを行うことは相反することとなる。そこで、ここでは、ＥＣＵ１６によって車両挙動安定化制御であると判断された場合は、ＥＣＵ１６はモータ２０ａを駆動して行う過給アシスト制御を実施しない。
【００３３】
なお、本発明は上述した実施形態に限定されるものではない。例えば、上述した実施形態は、電動機２０ａ付きの過給機２０がターボユニット１１とは別に設けられたエンジン１に対して本発明を適用したものであった。しかし、このような過給機２０を設けずに、ターボユニット１１に電動機を内蔵させ、この電動機を制御するために本発明を適用することも可能である。
【００３４】
また、上述した実施形態では、運転状態として吸入空気量のみを利用したが、吸入空気量以外の情報量を運転状態として利用しても良い。また、単一の情報量のみを利用するのではなく、複数の情報量を組み合わせて利用しても良い。吸入空気量以外の情報量としては、クランクポジショニングセンサ２６で検出し得るエンジン回転数や、ＥＣＵ１６からインジェクタ２に対して噴射命令が送出される際の燃料噴射量などが挙げられる。
【００３５】
あるいは、運転状態としてモータ２０ａの状態を利用しても良い。例えば、モータ２０ａの固定子の温度やモータ２０ａの冷却用の冷却空気温度（出口部）、冷却空気温度差（入口−出口間）、冷却用の冷却液温度（出口部）、冷却液温度差（入口−出口間）、潤滑用の潤滑油温度（出口部）、潤滑油温度差（入口−出口間）等が挙げられる。
【００３６】
【発明の効果】
本発明の電動機付過給機の制御装置によれば、種々の要因によって生じる過給上限を運転状態に基づいて設定し、この上限を超えない範囲で過給機の能力を有効に使用して過給を行うことができる。種々の要因としては、過給機の容量によって決まる物理的限界や、過給機の耐久限界、あるいは、電動機の出力特性が挙げられ、これらを考慮することで過給機の性能を最大限有効に活用できる。
【図面の簡単な説明】
【図１】本発明の制御装置の一実施形態を有する内燃機関（エンジン）の構成を示す構成図である。
【図２】吸気流量と過給圧との関係に基づいて過給機の使用可能領域を示すグラフである。
【図３】吸気流量と過給圧との関係に基づいて過給機の使用可能領域を示すグラフ（過給機の等回転線、チョーク境界線有）である。
【図４】吸気流量と過給圧との関係に基づいて過給機の使用可能領域を示すグラフ（モータの出力特性線有）である。
【符号の説明】
１…エンジン、２…インジェクタ、３…シリンダ、４…ピストン、５…吸気通路、６…排気通路、７…点火プラグ、８…吸気バルブ、９…排気バルブ、１０…エアクリーナ、１１…ターボユニット、１１ａ…バリアブルノズル機構、１２…インタークーラー、１３…スロットルバルブ、１４…アクセルペダル、１５…アクセルポジショニングセンサ、１６…ＥＣＵ、１７…スロットルモータ、１８…スロットルポジショニングセンサ、１９…圧力センサ、２０…過給機、２０ａ…モータ（電動機）、２１…コントローラ、２２…バッテリ、２３…排気浄化触媒、２４…バイパス路、２５…バルブ、２６…クランクポジショニングセンサ、２７…エアフロメータ、２８…車両挙動安定化制御手段。[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a control device for a supercharger with a motor that controls a supercharger with a motor disposed on an intake passage.
[0002]
[Prior art]
2. Description of the Related Art Attempts to provide a supercharger driven by an electric motor in an intake passage of an engine and obtain high output (or low fuel consumption) by supercharging by the supercharger have been known for some time. [Patent Document 1] also describes a similar internal combustion engine. In the internal combustion engine described in Patent Literature 1, a supercharger driven by a motor is disposed on an intake passage, and supercharging is performed by driving the motor. Here, supercharging by the motor is performed only when the engine speed is low. This is related to the turbocharger capacity, and when the engine speed is high and the intake air volume is large, the supercharging effect of this turbocharger cannot be effectively obtained, so only when the engine speed is low By performing supercharging by motor driving, wasteful power consumption is suppressed.
[0003]
[Patent Document 1]
JP 2001-518590 A
[Problems to be solved by the invention]
However, in the supercharger control device for an engine described in [Patent Document 1] described above, the supercharger with an electric motor is controlled according to the engine speed. The fact that there is an upper limit to the charging pressure is not taken into account. For this reason, the capacity of the supercharger with a motor cannot be used effectively. Therefore, an object of the present invention is to provide a control device that can effectively utilize the capacity of a supercharger with a motor.
[0005]
[Means for Solving the Problems]
A control device for a supercharger with an electric motor according to claim 1 is a supercharger disposed on an intake passage of an internal combustion engine and driven by the electric motor, and a supercharger for controlling the supercharging pressure by controlling the electric motor. Pressure control means, operating state detecting means for detecting an operating state of the internal combustion engine, and upper limit setting means for setting a supercharging pressure upper limit that can be supercharged by the supercharger based on the operating state detected by the operating state detecting means The supercharging pressure control means prohibits the driving of the supercharger exceeding the supercharging pressure upper limit set by the upper limit setting means.
[0006]
According to a second aspect of the present invention, in the control device for a turbocharger with an electric motor according to the first aspect, the operating state detecting means detects an amount of intake air by the supercharger as an operating state, and the upper limit setting means operates the upper limit setting means. It is characterized in that the larger the intake air amount detected as the state, the smaller the supercharging pressure upper limit is set.
[0007]
According to a third aspect of the present invention, in the control device for a turbocharger with an electric motor according to the second aspect, the upper limit setting means determines the amount of intake air based on a physical supercharging limit determined by the capacity of the supercharger. It is characterized by setting a supercharging pressure upper limit. According to a fourth aspect of the present invention, in the control device for a supercharger with an electric motor according to the second or third aspect, the upper limit setting means determines the supercharging pressure upper limit from the intake air amount based on a durability limit of the supercharger. Is set. According to a fifth aspect of the present invention, in the control device for a supercharger with an electric motor according to any one of the second to fourth aspects, the upper limit setting means determines an excess amount of the intake air based on an output characteristic of the electric motor. It is characterized in that a supply pressure upper limit is set.
[0008]
According to a sixth aspect of the present invention, in the control device for a supercharger with a motor according to any one of the second to fifth aspects, the supercharging pressure control means is a region not exceeding the supercharging pressure upper limit. In addition, during the operation of the vehicle behavior stabilization control for reducing the output of the internal combustion engine, the supercharging using the electric motor is prohibited.
[0009]
BEST MODE FOR CARRYING OUT THE INVENTION
An embodiment of the control device of the present invention will be described below. FIG. 1 shows an engine 1 having a control device according to the present embodiment.
[0010]
The term “supercharging pressure” may be used as a term indicating a pressure difference with respect to the atmospheric pressure. On the other hand, the term "supercharging pressure" is sometimes used as a term indicating the absolute pressure in the intake pipe. In the following, when it is necessary to clearly explain the two, a description will be given so that the pointed point is clear. For example, when performing supercharging pressure control based on the output of a pressure sensor that detects the pressure in the intake pipe, if this pressure sensor is a sensor that detects a differential pressure with respect to atmospheric pressure, the supercharging pressure control will be performed as “the difference with respect to atmospheric pressure. It is easy to control based on “supercharging pressure”, and if the pressure sensor is a sensor that detects absolute pressure, supercharging pressure control is controlled based on “intake pressure as absolute pressure”. Is easy.
[0011]
The engine 1 described in the present embodiment is a multi-cylinder engine, but here only one cylinder is shown in FIG. 1 as a cross-sectional view. The engine 1 is of a type in which fuel is injected into a cylinder 3 by an injector 2. The engine 1 is a so-called lean burn engine, and is capable of stratified combustion. By supercharging a larger amount of intake air by the supercharger 20 and the turbocharger 11 by the electric motor 20a described later, not only high output but also low fuel consumption can be realized.
[0012]
The engine 1 can perform stratified combustion by injecting fuel into a depression formed on the upper surface of the piston 4 during the compression stroke, and can also perform normal homogeneous combustion by injection in the intake stroke. The interior of the cylinder 3 and the intake passage 5 are opened and closed by an intake valve 8. The exhaust gas after combustion is exhausted to the exhaust passage 6. The interior of the cylinder 3 and the exhaust passage 6 are opened and closed by an exhaust valve 9. On the intake passage 5, an air cleaner 10, an air flow meter 27, a supercharger 20, a turbo unit 11, an intercooler 12, a throttle valve 13, and the like are arranged from the upstream side.
[0013]
The air cleaner 10 is a filter that removes dust and dirt from the intake air. The air flow meter 27 of the present embodiment is of a hot wire type, and detects an intake air amount as a mass flow rate. The supercharger 20 is electrically driven by a built-in electric motor (motor) 20a. The compressor wheel is directly connected to the output shaft of the motor 20a. The motor 20 a of the supercharger 20 is connected to the battery 22 via the controller 21. The controller 21 controls driving of the motor 20a by controlling power supplied to the motor 20a. The rotation speed of the motor 20a (that is, the rotation speed of the compressor wheel) can be detected by the controller 21.
[0014]
A bypass 24 is provided to bypass the upstream side and the downstream side of the supercharger 20. A valve 25 for adjusting the amount of intake air passing through the bypass passage 24 is provided on the bypass passage 24. The valve 25 is electrically driven and arbitrarily regulates the air flow through the bypass 24. When the supercharger 20 is not operating, the supercharger 20 acts as intake resistance, so that the bypass passage 24 is opened by the valve 25 to prevent the supercharger 20 from becoming intake resistance. I do. Conversely, when the supercharger 20 is operating, the bypass passage 24 is shut off by the valve 25 in order to prevent the intake air supercharged by the supercharger 20 from flowing back through the bypass passage 24.
[0015]
The turbo unit 11 is disposed between the intake passage 5 and the exhaust passage 6 to perform supercharging. That is, in the engine 1 of the present embodiment, supercharging can be performed by the supercharger 20 and the turbo unit 11 arranged in series. The turbo unit 11 has a variable nozzle mechanism 11a as a variable geometry mechanism. The variable nozzle mechanism 11a is controlled by an ECU 16 described later. A pressure sensor 29 is provided on the intake passage 5 between the bypass 24 and the turbo unit 11. The supercharging pressure sensor 29 detects a supercharging pressure at the time of supercharging by the supercharger 20. Downstream of the turbo unit 11, an air-cooled intercooler 12 that lowers the temperature of intake air whose temperature has increased due to pressure increase due to supercharging of the supercharger 20 and the turbo unit 11 is arranged. The intercooler 12 lowers the temperature of the intake air to improve the charging efficiency.
[0016]
Downstream of the intercooler 12, a throttle valve 13 for adjusting the amount of intake air is arranged. The throttle valve 13 of the present embodiment is a so-called electronically-controlled throttle valve. The operation amount of an accelerator pedal 14 is detected by an accelerator positioning sensor 15, and the ECU 16 controls the throttle valve 13 based on the detection result and other information amounts. Is determined. The throttle valve 13 is opened and closed by a throttle motor 17 provided in association therewith. In addition to the throttle valve 13, a throttle positioning sensor 18 for detecting the opening degree is also provided.
[0017]
A pressure sensor 19 for detecting the pressure (supercharging pressure / intake pressure) in the intake passage 5 is also provided downstream of the throttle valve 13. These sensors 15, 18, 19, 27, 29 are connected to the ECU 16 and send the detection results to the ECU 16. The ECU 16 is an electronic control unit including a CPU, a ROM, a RAM, and the like. The injector 16, the spark plug 7, the valve 15, the air flow meter 27, the controller 21, the battery 22, and the like are connected to the ECU 16, and these are controlled by a signal from the ECU 16, and the state thereof (the state of the battery 22). (If any) the state of charge is monitored.
[0018]
The motor 20a of the supercharger 20 described above is also connected to the ECU 16 via the controller 21, and is controlled by the ECU 16 and the controller 21. Since the ECU 16 and the controller 21 can control the supercharging pressure by controlling the electric motor 20a, they function as supercharging pressure control means here. In the present embodiment, the supercharging pressure control is performed using the intake air amount as the operating state of the engine 1. Since the intake air amount is detected by the air flow meter 27, the air flow meter functions as operating state detection means here. Further, as will be described in detail later, the supercharging pressure upper limit at which supercharging is possible is set by the ECU 16 based on the detected intake air amount. That is, in the present embodiment, the ECU 16 also functions as an upper limit setting unit.
[0019]
Further, a vehicle behavior stabilizing means 28 is connected to the ECU 16. The vehicle behavior stabilizing means 28 is a known one, and detects vehicle behavior with a yaw sensor, an acceleration sensor, and the various sensors described above, and stabilizes the vehicle behavior using a hydraulic brake or the like based on the detected vehicle behavior. During the vehicle behavior stabilization control, the output of the engine 1 is reduced in addition to the braking by the hydraulic brake described above. In this case, the ECU 16 controls the engine 1.
[0020]
On the other hand, on the exhaust passage 6, an exhaust purification catalyst 23 for purifying exhaust gas is mounted downstream of the turbo unit 11. A crank positioning sensor 26 that detects the rotational position of the crankshaft is attached near the crankshaft of the engine 1. The crank positioning sensor 26 can also detect the engine speed from the position of the crank position.
[0021]
In the present embodiment, the supercharging pressure of the supercharger 20 is detected by the supercharging pressure sensor 29, and the supercharger 20 is controlled using this value. However, the pressure sensor 19 on the intake passage 5 obtains the pressure in the intake pipe (intake manifold supercharging pressure), and based on the intake manifold supercharging pressure, the rotation speed of the turbo unit 11 and the air flow rate detected by the air flow meter 27, It is also possible to obtain the supercharging pressure by the supercharger 20 (a supercharging pressure equivalent value detected by the supercharging pressure sensor 29). In such a case, the relationship between the intake manifold supercharging pressure, the turbo rotation speed, and the air flow rate may be mapped in advance, and this map may be referred to. In this way, control can be performed based on the supercharging pressure detected by the pressure sensor 19.
[0022]
The above-described supercharger 20 has an upper limit on the supercharging pressure that can be supercharged. There are multiple causes for these upper limits. The causes are as follows. Physical limitations due to the capacity of the turbocharger 20 itself. Endurance limit of turbocharger 20. A limit caused by the output characteristics of the motor 20a that drives the supercharger 20. Although these will be described later in detail, in the present embodiment, the ECU 16 sets the supercharging pressure upper limit based on the intake air amount (the operation state of the engine 1) detected by the air flow meter 27 in consideration of the above-described cause. Then, the motor 20a is drive-controlled together with the controller 21 so that the supercharging pressure does not exceed the upper limit.
[0023]
That is, when the supercharging pressure exceeds the above-described upper limit, the ECU 16 and the controller 21 prohibit the driving of the motor 21. By doing so, the function of the supercharger 20 can be effectively used to the maximum without exceeding the upper limit. By making full use of the capacity of the supercharger 20, the output of the engine 1 can be increased, and the transient performance of the output of the engine 1 can be improved.
[0024]
A case where the upper limit of the supercharging pressure is specified will be described. First, when the capacity of the compressor is large and the marginal performance of the motor 20a is sufficiently high, the range in which the supercharger 20 can be used is a range like the region α in FIG. In the graph of FIG. 2, the horizontal axis indicates the air flow rate, and the vertical axis indicates the supercharging pressure. The supercharging pressure can be considered to be substantially proportional to the rotation speed of the compressor wheel of the supercharger 20, that is, the rotation speed of the motor 20a. A boundary line A in FIG. 2 is a boundary where a so-called supercharger (centrifugal compressor) 20 generates a compressor surge (surging). The hatched side on the left side of the boundary line A in FIG. 1 is the surge region.
[0025]
On the other hand, a boundary line B in FIG. 2 is an equal work curve of the supercharger 20, and shows the upper limit of the work that can be performed by the supercharger 20 by the relationship between the intake air flow rate and the supercharging pressure. The boundary line C in FIG. 2 is the maximum air flow rate that the supercharger 20 can send out by supercharging. An area that does not exceed these two boundary lines A and B is an area α. However, in reality, other factors also limit the performance. FIG. 3 shows a state in which the equirotation line D of the supercharger 20 is added to FIG. Depending on the number of revolutions of the supercharger 20, a case where the equirotation line is located within the area α in FIG. 2 may occur. In FIG. 2, it can be considered that the iso-rotation line D ′ is located above the region α.
[0026]
The equi-rotation line D shows the relationship between the intake flow rate at a certain rotation speed and the supercharging pressure. As for the output of the engine 1, the driving force increases toward the right side along the constant rotation line D. The equi-rotation line D is a line which is lower rightward, but this is inefficient and the supercharging pressure with respect to the air flow decreases. Then, on the high flow rate side, compressor choke (chalking) occurs. The right side indicated by the boundary line E in FIG. 3 is a choke area. In FIG. 3, the boundary line E is shown to be almost vertical, but may be a right-downward boundary line.
[0027]
In the case of FIG. 3, the limit is defined by the choke region on the high flow rate side, but the limit indicated by X of the boundary line D on the low flow rate side is defined by the rotation limit of the supercharger 20. . The rotation limit of the motor 20a is a limit such as that the applied current to the motor 20a has reached a limit, the motor 20a becomes overheated when the rotation speed of the motor 20a becomes higher, and is a durability limit of the supercharger 20. I can say. As described above, since the supercharging pressure and the rotation speed of the motor 20a can be considered to be substantially proportional, such a limit can be defined. Since the supercharger 20 is not supercharged beyond the durability limit thereof, the durability of the supercharger 20 can be improved. When the compressor wheel of the supercharger 20 rotates at a higher speed, the limit of overheating (such as burn-in of the rotating shaft) is also the durability limit of the supercharger 20. Is sufficiently higher than the limit of the motor 20a.
[0028]
In the case of FIG. 3, a range that does not exceed the boundary lines A, D (X portion) and E is a region β where the supercharger 20 can be used. Regarding the X portion of the boundary line D, it can be said that the higher the air flow rate (the amount of intake air), the smaller the supercharging pressure upper limit. Further, it can be said that the above-described surge boundary line A on the low flow rate side and the choke boundary line E on the high flow rate side are physical limits determined by the capacity of the supercharger 20. Since supercharging is not performed beyond the physical limit of the supercharger 20, useless power consumption can be suppressed. At this time, regarding the boundary line E, it can be said that the higher the air flow rate (the amount of intake air), the smaller the supercharging pressure upper limit.
[0029]
FIG. 4 shows a graph obtained by adding the output characteristic line F of the motor 20a to FIG. Depending on the characteristics of the motor 20a, the output characteristic line may be located within the region α in FIG. In FIG. 2, it can be considered that the output characteristic line F ′ is located above the area α. Since the output of the motor 20a can be considered to be substantially proportional to the supercharging pressure, and the rotation speed of the motor 20a can be considered to be substantially proportional to the air flow rate, the output characteristic line F becomes like this. Normally, the horizontal axis represents the motor rotation speed and the vertical axis represents the motor output to show the output characteristics. In this case, the output characteristic line has a triangular mountain shape. Output exceeding the output characteristic line is not possible. An output characteristic line F is obtained by applying this motor output line to a graph of the air flow rate on the horizontal axis and the boost pressure on the vertical axis as shown in FIG.
[0030]
When the vertex of the output characteristic line F is higher than the region α in FIG. 2 as shown in FIG. 4, the supercharging pressure upper limit is defined by the boundary line B in the Y portion in the same manner as in FIG. Since the output characteristic line F is positioned below the boundary line B on the high flow rate side, the supercharging pressure upper limit is defined by the output characteristic line F in the portion Z in the drawing. Since the motor 20a is not driven beyond the output characteristics of the motor 20a, it is possible to prevent the motor 20a from being damaged and to suppress unnecessary power consumption. In the case of FIG. 4, a range not exceeding the boundary lines A, B (Y portion) and F (Z portion) is the region γ where the supercharger 20 can be used. Regarding the Z portion of the boundary line F, it can be said that the higher the air flow rate (the amount of intake air), the smaller the supercharging pressure upper limit.
[0031]
In addition, a case where the supercharging upper limit is defined in relation to all of the above-described boundary lines A to F can be naturally considered. As described above, the upper limit of the supercharging caused by various factors is set according to the operating state (the intake air amount in the present embodiment), and the capacity of the supercharger 20 is effectively used within a range not exceeding the upper limit. Can be supercharged. The supercharging upper limit is set smaller as the air flow rate is larger, so that the capacity of the supercharger 20 can be used effectively.
[0032]
Further, in the present embodiment, there is a case where supercharging using the supercharger 20 is not performed (prohibited) even within the usable region of the supercharger 20 as described above. That is the case where the vehicle behavior stabilizing control for reducing the output of the engine 1 is performed by the vehicle behavior stabilizing means 28. In the vehicle behavior stabilization control (what is called stability control or traction control, etc.), the vehicle speed and possibly the yaw are controlled by reducing the output of the engine 1. As described above, performing the supercharging assist to increase the output during the control for reducing the output of the engine 1 is contradictory. Therefore, here, when the ECU 16 determines that the vehicle behavior stabilization control is performed, the ECU 16 does not perform the supercharging assist control performed by driving the motor 20a.
[0033]
Note that the present invention is not limited to the embodiment described above. For example, in the above-described embodiment, the present invention is applied to the engine 1 in which the supercharger 20 with the electric motor 20 a is provided separately from the turbo unit 11. However, without providing such a supercharger 20, an electric motor may be built in the turbo unit 11, and the present invention may be applied to control the electric motor.
[0034]
Further, in the above-described embodiment, only the intake air amount is used as the operation state, but an information amount other than the intake air amount may be used as the operation state. Instead of using only a single information amount, a plurality of information amounts may be used in combination. Examples of the information amount other than the intake air amount include an engine speed that can be detected by the crank positioning sensor 26 and a fuel injection amount when an injection command is sent from the ECU 16 to the injector 2.
[0035]
Alternatively, the state of the motor 20a may be used as the operation state. For example, the temperature of the stator of the motor 20a, the temperature of the cooling air for cooling the motor 20a (the outlet), the difference in the temperature of the cooling air (between the inlet and the outlet), the temperature of the coolant for the cooling (the outlet), and the difference in the temperature of the coolant (Between inlet and outlet), lubricating oil temperature for lubrication (outlet), lubricating oil temperature difference (between inlet and outlet), and the like.
[0036]
【The invention's effect】
According to the control device for a supercharger with a motor of the present invention, a supercharging upper limit caused by various factors is set based on an operating state, and a supercharger capacity is effectively used within a range not exceeding the upper limit. Can be supercharged. Various factors include the physical limit determined by the capacity of the turbocharger, the durability limit of the turbocharger, and the output characteristics of the electric motor. Can be used for
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing a configuration of an internal combustion engine having one embodiment of a control device of the present invention.
FIG. 2 is a graph showing a usable area of a supercharger based on a relationship between an intake air flow rate and a supercharging pressure.
FIG. 3 is a graph showing a usable region of a supercharger based on a relationship between an intake air flow rate and a supercharging pressure (equivalent rotation lines of the supercharger and a choke boundary line).
FIG. 4 is a graph (with an output characteristic line of a motor) showing a usable region of a supercharger based on a relationship between an intake air flow rate and a supercharging pressure.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Injector, 3 ... Cylinder, 4 ... Piston, 5 ... Intake passage, 6 ... Exhaust passage, 7 ... Spark plug, 8 ... Intake valve, 9 ... Exhaust valve, 10 ... Air cleaner, 11 ... Turbo unit, 11a: variable nozzle mechanism, 12: intercooler, 13: throttle valve, 14: accelerator pedal, 15: accelerator positioning sensor, 16: ECU, 17: throttle motor, 18: throttle positioning sensor, 19: pressure sensor, 20: supercharging , 20a ... motor (electric motor), 21 ... controller, 22 ... battery, 23 ... exhaust gas purification catalyst, 24 ... bypass path, 25 ... valve, 26 ... crank positioning sensor, 27 ... air flow meter, 28 ... vehicle behavior stabilization control means.

Claims (6)

内燃機関の吸気通路上に配設されて電動機によって駆動される過給機と、
前記電動機を制御して過給圧を制御する過給圧制御手段と、
前記内燃機関の運転状態を検出する運転状態検出手段と、
前記運転状態検出手段によって検出された運転状態に基づいて前記過給機によって過給可能な過給圧上限を設定する上限設定手段とを備えており、
前記過給圧制御手段は、前記上限設定手段によって設定された過給圧上限を超える前記過給機の駆動を禁止することを特徴とする電動機付過給機の制御装置。A supercharger arranged on an intake passage of the internal combustion engine and driven by an electric motor;
Supercharging pressure control means for controlling the supercharging pressure by controlling the electric motor,
Operating state detecting means for detecting an operating state of the internal combustion engine,
Upper limit setting means for setting a supercharging pressure upper limit that can be supercharged by the supercharger based on the operating state detected by the operating state detecting means,
The supercharger control device for a motor-equipped supercharger, wherein the supercharging pressure control means prohibits driving of the supercharger exceeding a supercharging pressure upper limit set by the upper limit setting means. 前記運転状態検出手段は、前記過給機による吸入空気量を運転状態として検出し、前記上限設定手段は、運転状態として検出された吸入空気量が多いほど、過給圧上限を小さく設定することを特徴とする請求項１に記載の電動機付過給機の制御装置。The operating state detecting means detects an intake air amount by the supercharger as an operating state, and the upper limit setting means sets a supercharging pressure upper limit to be smaller as an intake air amount detected as an operating state is larger. The control device for a turbocharger with an electric motor according to claim 1, wherein 前記上限設定手段は、前記過給機の容量によって定まる物理的過給限界に基づいて、吸入空気量から過給圧上限を設定することを特徴とする請求項２に記載の電動機付過給機の制御装置。The turbocharger with an electric motor according to claim 2, wherein the upper limit setting means sets a supercharging pressure upper limit from an intake air amount based on a physical supercharging limit determined by a capacity of the supercharger. Control device. 前記上限設定手段は、前記過給機の耐久限界に基づいて、吸入空気量から過給圧上限を設定することを特徴とする請求項２又は３に記載の電動機付過給機の制御装置。4. The control device for a turbocharger with a motor according to claim 2, wherein the upper limit setting unit sets a supercharging pressure upper limit based on an intake air amount based on a durability limit of the supercharger. 5. 前記上限設定手段は、前記電動機の出力特性に基づいて、吸入空気量から過給圧上限を設定することを特徴とする請求項２〜４の何れか一項に記載の電動機付過給機の制御装置。The supercharger according to any one of claims 2 to 4, wherein the upper limit setting unit sets a supercharging pressure upper limit based on an intake air amount based on an output characteristic of the electric motor. Control device. 過給圧制御手段は、過給圧上限を超えない領域であっても、前記内燃機関の出力を絞る車両挙動安定化制御の作動中には前記電動機を用いた過給を禁止することを特徴とする請求項２〜５の何れか一項に記載の電動機付過給機の制御装置。The supercharging pressure control means prohibits supercharging using the electric motor during the operation of the vehicle behavior stabilization control for reducing the output of the internal combustion engine even in a region not exceeding the supercharging pressure upper limit. The control device for a supercharger with a motor according to any one of claims 2 to 5.
JP2003100455A 2003-04-03 2003-04-03 Control device of supercharger with electric motor Pending JP2004308485A (en)

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