JP4225221B2 - Supercharging pressure control system for internal combustion engine - Google Patents

Supercharging pressure control system for internal combustion engine Download PDF

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JP4225221B2
JP4225221B2 JP2004070553A JP2004070553A JP4225221B2 JP 4225221 B2 JP4225221 B2 JP 4225221B2 JP 2004070553 A JP2004070553 A JP 2004070553A JP 2004070553 A JP2004070553 A JP 2004070553A JP 4225221 B2 JP4225221 B2 JP 4225221B2
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combustion engine
supercharger
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supercharging pressure
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清 藤原
久 大木
崇志 松本
秀 板橋
雄介 伯耆
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Toyota Motor Corp
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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
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Description

本発明は、内燃機関に備えられた過給機によって過給圧を制御する内燃機関の過給圧制御システムに関する。   The present invention relates to a supercharging pressure control system for an internal combustion engine that controls a supercharging pressure by a supercharger provided in the internal combustion engine.

内燃機関を搭載する車両の操縦者は、その車両の運転において様々な運転の態様を要求する。例えば、車両の燃費性能を犠牲にしてまでも車両の加速性能を発揮させたいと考える者もいれば、またその逆に車両の燃費性能を第一として考える者もいる。   A driver of a vehicle equipped with an internal combustion engine requires various driving modes in driving the vehicle. For example, some people want to demonstrate the acceleration performance of the vehicle even at the expense of the fuel efficiency of the vehicle, and conversely, some consider the fuel efficiency of the vehicle the first.

そこで、内燃機関に備えられる過給機のコンプレッサを、内燃機関とは独立した電動機によって回転駆動することで過給を行い、車両の操縦者が要求する運転の態様に適した過給圧を発生させる技術が公開されている（例えば、特許文献１を参照。）。   Therefore, the turbocharger compressor provided in the internal combustion engine is rotationally driven by an electric motor independent of the internal combustion engine to perform supercharging, and generates a supercharging pressure suitable for the driving mode required by the vehicle operator. The technique of making it public is disclosed (for example, refer patent document 1).

また、内燃機関に遠心過給機が備えられている場合、該遠心過給器のタービン側に入り込む排気量をウェストゲートバルブで調整することで、該遠心過給器による過給圧を調整する技術が公開されている（例えば、特許文献２を参照。）。
特許２８１９７８５号公報 特開昭６３−２９０２７号公報 特開昭６３−２４６４１７号公報 特開平１１−３２４７６４号公報 実公平７−１４０８６号公報 実公平３−３９７０７号公報 特開２００１−１１３９８９号公報 When the internal combustion engine is equipped with a centrifugal supercharger, the exhaust pressure entering the turbine side of the centrifugal supercharger is adjusted with a wastegate valve, thereby adjusting the supercharging pressure by the centrifugal supercharger. The technology is disclosed (for example, refer to Patent Document 2).
Japanese Patent No. 2819785 JP-A-63-29027 JP-A 63-246417 JP-A-11-324964 No. 7-14086 Japanese Utility Model Publication No. 3-39707 JP 2001-113989 A

内燃機関を搭載する車両の操縦者は、様々な態様の運転を要求する。特に、車両の加速性能と車両の燃費性能とは、互いに背反する関係にあり、操縦者が加速性能の高い運転を要求する場合には、燃費性能が犠牲にならざるを得ない。また、操縦者においても、常に加速性能の高さを求めるだけでなく、燃費性能を求める場合もある。   A driver of a vehicle equipped with an internal combustion engine requires various modes of operation. In particular, the acceleration performance of the vehicle and the fuel efficiency performance of the vehicle are in a trade-off relationship with each other, and the fuel efficiency performance must be sacrificed when the driver requests driving with high acceleration performance. In addition, the driver may not only always obtain a high acceleration performance but also a fuel consumption performance.

そして、内燃機関に備えられた過給機による過給圧は、この加速性能および燃費性能に大きく影響を及ぼすものであるから、過給圧の調整が十分に行うことができない場合には操縦者の要求に答える車両の運転が困難となる虞がある。   The supercharging pressure provided by the supercharger provided in the internal combustion engine has a great influence on the acceleration performance and fuel consumption performance. Therefore, if the supercharging pressure cannot be adjusted sufficiently, the operator There is a risk that it will be difficult to drive the vehicle in response to this requirement.

本発明では、上記した問題に鑑み、内燃機関の過給圧制御システムにおいて、内燃機関を搭載する車両の操縦者から要求される運転態様に応じた過給圧の供給を行うことを目的とする。   In view of the above-described problems, an object of the present invention is to supply a supercharging pressure in accordance with a driving mode required by a driver of a vehicle equipped with an internal combustion engine in a supercharging pressure control system for an internal combustion engine. .

本発明は、上記した課題を解決するために、内燃機関が搭載される車両の操縦者が、その車両の運転において車両の加速性能を車両の燃費性能に対してどの程度優先させるかを決定し、その優先度に基づいて過給圧を制御することとした。   In order to solve the above-described problems, the present invention determines how much the operator of a vehicle equipped with an internal combustion engine prioritizes the acceleration performance of the vehicle over the fuel efficiency of the vehicle in driving the vehicle. Therefore, the supercharging pressure is controlled based on the priority.

即ち、本発明は、内燃機関の過給圧制御システムにおいて、内燃機関における過給圧を調整可能とする過給機と、前記内燃機関が搭載される車両の操縦者の選択により、該車両において該車両の燃費性能に対する該車両の加速性能の優先度を設定する加速優先度設定手段と、前記加速優先度設定手段によって前記車両の加速性能が該車両の燃費性能より優先度が高く設定されるときは、該車両の燃費性能が該車両の加速性能より優先度が高く設定されるときと比べて前記過給機による過給圧を上昇させる過給機制御手段と、前記内燃機関の運転状態に基づいて該内燃機関が属する負荷領域を検出する機関負荷領域検出手段と、前記機関負荷検出手段によって前記内燃機関が低負荷領域に属すると検出されたときは、圧縮行程上死点近傍の時期より早い時期の燃料噴射によって予混合気を形成することで予混合圧縮着火燃焼を行い、該機関負荷検出手段によって該内燃機関が高負荷領域に属すると検出されたときは、圧縮行程上死点近傍の時期の燃料噴射によって通常圧縮着火燃焼を行う燃焼制御手段と、前記加速優先度設定手段によって前記車両の加速性能が該車両の燃費性能より優先度が高く設定されるときは、該車両の燃費性能が該車両の加速性能より優先度が高く設定されるときと比べて、前記燃焼制御手段によって予混合圧縮着火燃焼が行われる低負荷領域を縮小するとともに通常圧縮着火燃焼が行われる高負荷領域を拡大する燃焼領域補正手段と、を備える。
That is, the present invention relates to a supercharging pressure control system for an internal combustion engine, wherein a supercharger capable of adjusting a supercharging pressure in the internal combustion engine and a driver of a vehicle in which the internal combustion engine is mounted are selected by the vehicle. The acceleration priority setting means for setting the priority of the acceleration performance of the vehicle with respect to the fuel consumption performance of the vehicle, and the acceleration performance of the vehicle is set to have a higher priority than the fuel consumption performance of the vehicle by the acceleration priority setting means. When the fuel consumption performance of the vehicle is higher than the acceleration performance of the vehicle, the supercharger control means for increasing the supercharging pressure by the supercharger, and the operating state of the internal combustion engine The engine load region detecting means for detecting the load region to which the internal combustion engine belongs based on the timing, and when the engine load detecting means detects that the internal combustion engine belongs to the low load region, the timing near the top dead center of the compression stroke Premixed compression ignition combustion is performed by forming a premixed gas by early fuel injection, and when it is detected by the engine load detecting means that the internal combustion engine belongs to a high load region, the top dead center of the compression stroke Combustion control means for performing normal compression ignition combustion by fuel injection at a nearby timing, and when the acceleration performance of the vehicle is set higher than the fuel efficiency performance of the vehicle by the acceleration priority setting means, Compared to when the fuel efficiency performance is set to have a higher priority than the acceleration performance of the vehicle, the low load region in which the premixed compression ignition combustion is performed by the combustion control means is reduced, and the high load in which the normal compression ignition combustion is performed Combustion region correcting means for enlarging the region .

上述の内燃機関の過給圧制御システムにおいては、加速優先度設定手段により車両の燃費性能に対する車両の加速性能の優先度が決定される。例えば、操縦者により、二者択一的に加速性能、燃費性能のうちいずれかを優先することを決定しても良く、また加速性能の優先度を連続的に変更したり、段階的に変更したりするようにしてもよい。ここで、車両の燃費性能とは、車両の操縦者が目的の運転態様を実行しようとする際に消費される燃料量を抑制する性能であり、車両の加速性能とは車両の操縦者が目的の運転態様を実行しようとする際に操縦者が要求する加速度に応答する性能である。一般に、加速性能を高めると消費される燃料量が増加するため燃費性能が低下する。そこで、加速性能の優先度を高めるということは、燃費性能の犠牲を増やしながらも、より高い加速要求に答えることを意味する。   In the above-described supercharging pressure control system for an internal combustion engine, the acceleration priority setting means determines the priority of the acceleration performance of the vehicle over the fuel efficiency of the vehicle. For example, the pilot may decide to prioritize either the acceleration performance or the fuel efficiency performance alternatively, or change the priority of the acceleration performance continuously or in stages. You may make it. Here, the fuel efficiency of the vehicle is a performance that suppresses the amount of fuel that is consumed when the driver of the vehicle tries to execute the target driving mode, and the acceleration performance of the vehicle is the purpose of the driver of the vehicle. It is the performance which responds to the acceleration which a driver | operator requests | requires when trying to perform this driving | operation aspect. In general, when the acceleration performance is increased, the amount of fuel consumed increases, so the fuel efficiency decreases. Therefore, increasing the priority of acceleration performance means responding to higher acceleration demands while increasing the sacrifice of fuel consumption performance.

また、加速性能を高めるときには、燃焼室において発生する熱エネルギー量を増加させる必要がある。そこで、操縦者の選択を介して加速優先度設定手段によって、加速性能が燃費性能より優先されるように決定されたときには、その優先度に基づいて過給機制御手段によって過給圧を高めることで燃焼室に吸入される吸気の体積効率を高め、これにより操縦者からの加速性能を優先するという要求に対応することが可能となる。   Moreover, when improving acceleration performance, it is necessary to increase the amount of heat energy generated in the combustion chamber. Therefore, when it is determined by the acceleration priority setting means that the acceleration performance is given priority over the fuel efficiency performance through the operator's selection, the supercharger control means increases the supercharging pressure based on the priority. Thus, it is possible to increase the volumetric efficiency of the intake air sucked into the combustion chamber, thereby responding to the request from the operator to prioritize the acceleration performance.

ここで、過給機制御手段によって過給圧を高めるため、内燃機関の燃費が悪化する虞がある。例えば、排出される排気エネルギーによって過給圧を高める場合には、内燃機関の圧損が増加するため内燃機関の燃費が悪化する虞がある。また、内燃機関とは別の電動機によってコンプレッサを回転させて過給を行う場合、電動機用の電気エネルギーを発生するために内燃機関の燃費が悪化する虞がある。即ち、加速特性を優先するために過給圧を高める背反として、内燃機関の燃費が悪化する可能性がある。   Here, since the supercharging pressure is increased by the supercharger control means, the fuel consumption of the internal combustion engine may be deteriorated. For example, when boost pressure is increased by exhausted exhaust energy, the pressure loss of the internal combustion engine increases, and the fuel efficiency of the internal combustion engine may deteriorate. Further, when supercharging is performed by rotating the compressor using a motor different from the internal combustion engine, the fuel consumption of the internal combustion engine may be deteriorated because electric energy is generated for the motor. That is, there is a possibility that the fuel consumption of the internal combustion engine is deteriorated as a contradiction to increase the supercharging pressure in order to prioritize acceleration characteristics.

そこで、過給圧を常に高い状態に維持するのではなく、車両の操縦者が燃費性能に対して加速性能を優先させると決定したときにおいてのみ、過給機制御手段により過給圧を上昇させるようにする。これにより、車両の操縦者の決定する運転態様において、加速性能の優先の度合いが高くなると、即ち、燃費性能に対する加速性能の優先度が高くなると、過給圧を上昇すべく過給機が制御されてその加速性能の実現が図られるとともに、燃費の悪化を可及的に抑制する。   Therefore, the supercharging pressure is raised by the supercharger control means only when the vehicle operator decides to prioritize the acceleration performance over the fuel efficiency performance, instead of always maintaining the supercharging pressure at a high level. Like that. Thereby, in the driving mode determined by the driver of the vehicle, when the priority of the acceleration performance becomes high, that is, when the priority of the acceleration performance with respect to the fuel efficiency becomes high, the supercharger controls to increase the supercharging pressure. As a result, the acceleration performance is realized, and the deterioration of fuel consumption is suppressed as much as possible.

ここで、前記過給機は、供給電圧が調整されることで前記内燃機関における過給圧を所望の圧力とする電動式過給機であってもよい。電動式過給機である場合、前記加速優先度設定手段によって前記車両の加速性能が該車両の燃費性能より優先度が高く設定されるときは、該車両の燃費性能が該車両の加速性能より優先度が高く設定されるときと比べて、電動式過給機に供給される電圧を調整して過給量を増やし、以て過給圧を上昇させる。   Here, the supercharger may be an electric supercharger in which a supercharging pressure in the internal combustion engine is set to a desired pressure by adjusting a supply voltage. In the case of an electric supercharger, when the acceleration priority setting means sets the acceleration performance of the vehicle to be higher than the fuel efficiency performance of the vehicle, the fuel efficiency performance of the vehicle is higher than the acceleration performance of the vehicle. Compared with the case where the priority is set high, the voltage supplied to the electric supercharger is adjusted to increase the supercharging amount, thereby increasing the supercharging pressure.

また、前記過給機は、複数台の過給機から構成され、且つ前記内燃機関の運転状態に基づいて作動する過給機を切替えることで前記内燃機関における過給圧を調整する切替式過給機であってもよい。切替式過給機である場合、前記加速優先度設定手段によって前記車両の加速性能が該車両の燃費性能より優先度が高く設定されるときは、該車両の燃費性能が該車両の加速性能より優先度が高く設定されるときと比べて、加速性能の優先度に応じて過給圧を上昇させるべく、切替式過給機における過給機が選択されて、該選択された過給機が作動される。   The supercharger is composed of a plurality of superchargers, and a switchable supercharger that adjusts a supercharging pressure in the internal combustion engine by switching a supercharger that operates based on an operating state of the internal combustion engine. It may be a feeder. In the case of a switching supercharger, when the acceleration priority setting means sets the acceleration performance of the vehicle to be higher than the fuel efficiency performance of the vehicle, the fuel efficiency performance of the vehicle is higher than the acceleration performance of the vehicle. Compared to when the priority is set high, the supercharger in the switchable supercharger is selected to increase the supercharging pressure according to the priority of the acceleration performance, and the selected supercharger Actuated.

さらに、本発明の内燃機関の過給圧制御システムにおいては、内燃機関の機関回転速度や機関負荷等によって決定される運転状態に基づいて、内燃機関が属する負荷領域が決定される。そして、該内燃機関が属する負荷領域が低負荷側の低負荷領域である場合は、いわゆる過早着火が生じる可能性が低いため、予混合圧縮着火燃焼（以下、「予混合燃焼」という。）が行われることで、エミッションの改善や燃焼騒音の低音化を図ることが可能となる。一方で、内燃機関が属する負荷領域が高負荷側の高負荷領域である場合には過早着火が生じやすくなるため、予混合燃焼を行うと燃焼騒音が顕著となる。そこで、高負荷領域においては、予混合燃焼に代えて通常圧縮着火燃焼（以下、「通常燃焼」という。）を行い、過早着火に伴う燃焼騒音を回避するとともに、より大きな機関出力の発揮を可能とする。 Further, in the supercharging pressure control system for an internal combustion engine of the present invention, the load region to which the internal combustion engine belongs is determined based on the operating state determined by the engine speed, the engine load, and the like of the internal combustion engine. When the load region to which the internal combustion engine belongs is a low load region on the low load side, so-called pre-ignition is unlikely to occur, so premixed compression ignition combustion (hereinafter referred to as “premixed combustion”). As a result, it is possible to improve emissions and reduce combustion noise. On the other hand, if the load region to which the internal combustion engine belongs is a high load region on the high load side, pre-ignition tends to occur, so that combustion noise becomes significant when premixed combustion is performed. Therefore, in the high load region, instead of premixed combustion, normal compression ignition combustion (hereinafter referred to as “normal combustion”) is performed to avoid combustion noise associated with premature ignition and to exhibit a larger engine output. Make it possible.

ここで、予混合燃焼においては、過早着火を抑制することを目的として排気の一部を燃焼室内に再循環させることが行われるが、予混合燃焼が行われているときに、車両の操縦者が燃費性能に対する加速性能の優先度を高めた場合、過給機制御手段によって過給圧が高められても、吸気とともにＥＧＲガスの量も増加する。ここで、ＥＧＲガスは不燃性ガスであるため、予混合燃焼が実行されているときに過給圧が上昇されても、操縦者の要求した加速性能を内燃機関が発揮するのは困難となる虞がある。また、操縦者による加速性能の優先度の上昇に伴って燃料噴射量が増加するため、予混合気において部分的に燃料濃度が高い部位が存在し、却って過早着火が生じ易くもなる。   Here, in the premixed combustion, a part of the exhaust gas is recirculated in the combustion chamber for the purpose of suppressing premature ignition. When the person increases the priority of the acceleration performance with respect to the fuel efficiency, even if the supercharging pressure is increased by the supercharger control means, the amount of EGR gas increases along with the intake air. Here, since the EGR gas is a non-flammable gas, it is difficult for the internal combustion engine to exhibit the acceleration performance requested by the operator even if the supercharging pressure is increased when the premixed combustion is performed. There is a fear. In addition, since the fuel injection amount increases as the priority of the acceleration performance by the operator increases, there is a portion where the fuel concentration is partially high in the premixed gas, and pre-ignition easily occurs.

そこで、上記の内燃機関の過給圧制御システムにおいては、操縦者によって加速性能の優先度が上昇させられると、予混合燃焼が行われる低負荷領域が縮小され且つ通常燃焼が行われる高負荷領域が拡大される。即ち、予混合燃焼が行われる内燃機関の負荷領域を縮小して、内燃機関において予混合燃焼が行われる機会を狭める。これにより、車両の操縦者からの加速性能に可及的に対応するとともに、予混合燃焼時の過早着火を抑制することが可能となる。   Therefore, in the supercharging pressure control system for an internal combustion engine, when the priority of acceleration performance is increased by the operator, the low load region where premixed combustion is performed is reduced and the high load region where normal combustion is performed Is enlarged. That is, the load range of the internal combustion engine in which the premixed combustion is performed is reduced, and the opportunity for the premixed combustion in the internal combustion engine is narrowed. Accordingly, it is possible to cope with acceleration performance from the driver of the vehicle as much as possible, and to suppress pre-ignition during premixed combustion.

ここで、上述の内燃機関の過給圧制御システムにおいて、前記過給機は、供給電圧が調整されることで前記内燃機関における過給圧を所望の圧力とする電動式過給機である場合、前記加速優先度設定手段によって前記車両の加速性能が該車両の燃費性能より優先度が高く設定されることで前記過給機制御手段により過給圧が上昇させられているとき、前記電動式過給機への供給電圧値を該車両の操縦者に通知する通知手段を、更に備えるようにしてもよい。   Here, in the above-described supercharging pressure control system for an internal combustion engine, the supercharger is an electric supercharger in which a supercharging pressure in the internal combustion engine is set to a desired pressure by adjusting a supply voltage. When the boosting pressure is increased by the supercharger control means by setting the acceleration performance of the vehicle to be higher than the fuel efficiency performance of the vehicle by the acceleration priority setting means, the electric type You may make it further provide a notification means to notify the operator of the vehicle of the supply voltage value to the supercharger.

通知手段によって車両の操縦者に供給電圧値を通知することで、加速性能を燃費性能より優先的に扱うことによって生じる燃費性能の悪化の程度を該操縦者に認識させることが可能となり、以て不必要な加速性能優先の要求を抑制し得る。   By notifying the vehicle operator of the supply voltage value by the notifying means, it becomes possible to make the driver recognize the degree of deterioration of the fuel efficiency caused by preferentially handling the acceleration performance over the fuel efficiency. Unnecessary acceleration performance priority can be suppressed.

同様に、上述の内燃機関の過給圧制御システムにおいて、前記過給機は、複数台の過給
機から構成され、且つ前記内燃機関の運転状態に基づいて作動する過給機を切替えることで前記内燃機関における過給圧を調整する切替式過給機である場合、前記加速優先度設定手段によって前記車両の加速性能が該車両の燃費性能より優先度が高く設定されて前記過給機制御手段により過給圧が上昇させられているとき、前記切替式過給機を構成する複数台の過給機の作動状況を該車両の操縦者に通知する通知手段を、更に備えるようにしてもよい。 Similarly, in the above-described supercharging pressure control system for an internal combustion engine, the supercharger is composed of a plurality of superchargers, and the supercharger that operates based on the operating state of the internal combustion engine is switched. In the case of a switching type supercharger that adjusts the supercharging pressure in the internal combustion engine, the acceleration priority setting means sets the acceleration performance of the vehicle higher than the fuel efficiency performance of the vehicle, and controls the supercharger When the supercharging pressure is increased by the means, a notification means for notifying the operator of the vehicle of the operating status of the plurality of superchargers constituting the switchable supercharger is further provided. Good.

このように通知手段によって車両の操縦者に切替式過給機を構成する複数台の過給機の作動状況を通知することで、加速性能を燃費性能より優先的に扱うことによって生じる燃費性能の悪化の程度を該操縦者に認識させることが可能となり、以て不必要な加速性能優先の要求を抑制し得る。   In this way, by notifying the vehicle operator of the operation status of the plurality of turbochargers constituting the switchable supercharger by the notification means, the fuel consumption performance produced by treating the acceleration performance with priority over the fuel consumption performance It is possible to make the operator recognize the degree of deterioration, thereby suppressing unnecessary acceleration performance priority requests.

内燃機関の過給圧制御システムにおいて、内燃機関を搭載する車両の操縦者から要求される運転態様に応じた過給圧の供給を行うことが可能となる。   In the supercharging pressure control system for an internal combustion engine, it becomes possible to supply the supercharging pressure according to the driving mode required by the driver of the vehicle equipped with the internal combustion engine.

ここで、本発明に係る内燃機関の過給圧制御システムの実施の形態について図面に基づいて説明する。   Here, an embodiment of a supercharging pressure control system for an internal combustion engine according to the present invention will be described based on the drawings.

図１は、本発明が適用される内燃機関１およびその制御系統の概略構成を表すブロック図である。内燃機関１は、４つの気筒２を有するディーゼルエンジンである。また、気筒２の燃焼室に直接燃料を噴射する燃料噴射弁３を備えている。燃料噴射弁３は、燃料を所定圧に蓄圧する蓄圧室４と接続されている。内燃機関１には吸気枝管７が接続されており、吸気枝管７の各枝管は、吸気ポートを介して燃焼室に接続される。同様に、内燃機関１には排気枝管１２が接続され、排気枝管１２の各枝管は排気ポートを介して燃焼室に接続される。ここで、吸気ポートおよび排気ポートには、各々吸気弁および排気弁が設けられている。   FIG. 1 is a block diagram showing a schematic configuration of an internal combustion engine 1 to which the present invention is applied and its control system. The internal combustion engine 1 is a diesel engine having four cylinders 2. Further, a fuel injection valve 3 for directly injecting fuel into the combustion chamber of the cylinder 2 is provided. The fuel injection valve 3 is connected to a pressure accumulation chamber 4 that accumulates fuel at a predetermined pressure. An intake branch pipe 7 is connected to the internal combustion engine 1, and each branch pipe of the intake branch pipe 7 is connected to a combustion chamber via an intake port. Similarly, an exhaust branch pipe 12 is connected to the internal combustion engine 1, and each branch pipe of the exhaust branch pipe 12 is connected to a combustion chamber via an exhaust port. Here, the intake port and the exhaust port are provided with an intake valve and an exhaust valve, respectively.

また、吸気枝管７は吸気管８に接続されている。更に、吸気管８における吸気枝管７の直上流に位置する部位には、吸気管８内を流れる吸気の流量を調節する吸気絞り弁１０が、更に吸気絞り弁１０の上流側には、吸気管８を流れる吸気量を検出するエアフローメータ９が設けられている。この吸気絞り弁１０には、ステップモータ等で構成されて該吸気絞り弁１０を開閉駆動する吸気絞り用アクチュエータ１１が取り付けられている。一方、内燃機関１には、ＥＧＲ装置２１が設けられている。ＥＧＲ装置２１は排気枝管１２を流れる排気の一部を吸気枝管７へ再循環させる。ＥＧＲ装置２１は、排気枝管１２（上流側）から吸気枝管７（下流側）へ延出しているＥＧＲ通路２２と、ＥＧＲ通路２２上に上流側から順に設けられたＥＧＲガス冷却用のＥＧＲクーラ２３と、ＥＧＲガスの流量調整用のＥＧＲ弁２４と、から構成される。   The intake branch pipe 7 is connected to the intake pipe 8. Further, an intake throttle valve 10 that adjusts the flow rate of the intake air flowing through the intake pipe 8 is located at a portion of the intake pipe 8 that is located immediately upstream of the intake branch pipe 7. An air flow meter 9 for detecting the amount of intake air flowing through the pipe 8 is provided. The intake throttle valve 10 is provided with an intake throttle actuator 11 that is configured by a step motor or the like and that opens and closes the intake throttle valve 10. On the other hand, the internal combustion engine 1 is provided with an EGR device 21. The EGR device 21 recirculates a part of the exhaust gas flowing through the exhaust branch pipe 12 to the intake branch pipe 7. The EGR device 21 includes an EGR passage 22 extending from the exhaust branch pipe 12 (upstream side) to the intake branch pipe 7 (downstream side), and an EGR for cooling EGR gas provided in order from the upstream side on the EGR passage 22. A cooler 23 and an EGR valve 24 for adjusting the flow rate of EGR gas are included.

エアフローメータ９と吸気絞り弁１０との間に位置する吸気管８には、排気のエネルギーを駆動源として作動する過給機１６のコンプレッサ側が設けられ、排気枝管１２には過給機１６のタービン側が設けられている。ここで、過給機１６は、図２に示すように、低圧側過給機１６ｂと高圧側過給機１６ａが直列に構成される二段過給機である。先ず、排気によって低圧側過給機１６ｂによって一段階目の過給圧に加圧された後に下流の吸気管に設けられた吸気冷却用のインタークーラ１６ｃによって冷却され、更に高圧側過給機１６ａによって目的の過給圧へと加圧される。ここで、過給機１６における高圧側過給機１６ａは、いわゆる可変容量型過給機であって、高圧側過給機１６ａのノズルベーンの開度が調整されることで、最終的に到達する過給圧を細かく調整することが可能となる。   An intake pipe 8 positioned between the air flow meter 9 and the intake throttle valve 10 is provided with a compressor side of a supercharger 16 that operates using exhaust energy as a drive source. A turbine side is provided. Here, as shown in FIG. 2, the supercharger 16 is a two-stage supercharger in which a low-pressure supercharger 16b and a high-pressure supercharger 16a are configured in series. First, after being pressurized to the first stage supercharging pressure by the low pressure side supercharger 16b by exhaust, it is cooled by the intake air cooling intercooler 16c provided in the downstream intake pipe, and further, the high pressure side supercharger 16a. To increase the desired supercharging pressure. Here, the high-pressure side supercharger 16a in the supercharger 16 is a so-called variable capacity supercharger, and is finally reached by adjusting the opening degree of the nozzle vanes of the high-pressure side supercharger 16a. It is possible to finely adjust the supercharging pressure.

また、過給機１６の高圧側過給機１６ａのタービン側に排気が流入するのを回避するためのバイパス路１７が、高圧側過給機１６ａの上流側の排気枝管１２の部位から、高圧側過給機１６ａのタービン側と低圧側過給機１６ｂのタービン側の間の排気通路の部位へと繋がっている。そして、後者の部位にはバイパス通路１７における排気の流れを制御する流路切替弁１８が設けられている。従って、流路切替弁１８が閉弁しているときは、排気は、高圧側過給機１６ａ、低圧側過給機１６ｂのタービン側に順次流れ込むことで、内燃機関１において比較的高い過給圧を発生させる。一方で、流路切替弁１８が開弁しているときは、排気は高圧側過給機１６ａのタービン側には流れ込まずに低圧側過給機１６ｂのタービン側にのみ流れ込む。そのため、内燃機関１において比較的低い過給圧を発生させる。   Further, a bypass passage 17 for avoiding exhaust gas flowing into the turbine side of the high pressure side supercharger 16a of the supercharger 16 is provided from the site of the exhaust branch pipe 12 upstream of the high pressure side supercharger 16a. It connects with the site | part of the exhaust passage between the turbine side of the high voltage | pressure side supercharger 16a, and the turbine side of the low voltage | pressure side supercharger 16b. A flow path switching valve 18 for controlling the flow of exhaust gas in the bypass passage 17 is provided in the latter part. Therefore, when the flow path switching valve 18 is closed, the exhaust gas sequentially flows into the turbine side of the high pressure side supercharger 16a and the low pressure side supercharger 16b, so that the internal combustion engine 1 has a relatively high supercharge. Generate pressure. On the other hand, when the flow path switching valve 18 is open, the exhaust gas does not flow into the turbine side of the high-pressure supercharger 16a but flows into only the turbine side of the low-pressure supercharger 16b. Therefore, a relatively low boost pressure is generated in the internal combustion engine 1.

過給機１６より下流の吸気管８には、過給機１６における高圧側過給機１６ａによって加圧されて高温となった吸気を冷却するためのインタークーラ１５が設けられている。また、過給機１６のタービン側は、排気管１３と接続され、この排気管１３は、下流にてマフラーに接続されている。そして、排気管１３の途中には、内燃機関１からの排気を浄化する排気浄化触媒１４が設けられている。   The intake pipe 8 downstream of the supercharger 16 is provided with an intercooler 15 for cooling the intake air that has been pressurized by the high pressure side supercharger 16a in the supercharger 16 and has reached a high temperature. Further, the turbine side of the supercharger 16 is connected to an exhaust pipe 13, and the exhaust pipe 13 is connected to a muffler downstream. An exhaust purification catalyst 14 that purifies exhaust from the internal combustion engine 1 is provided in the middle of the exhaust pipe 13.

また、内燃機関１には、該内燃機関１を制御するための電子制御ユニット（以下、「ＥＣＵ」という）２０が併設されている。このＥＣＵ２０は、ＣＰＵの他、後述する各種のプログラム及びマップを記憶するＲＯＭ、ＲＡＭ等を備えており、内燃機関１の運転条件や運転者の要求に応じて内燃機関１の運転状態等を制御するユニットである。   The internal combustion engine 1 is also provided with an electronic control unit (hereinafter referred to as “ECU”) 20 for controlling the internal combustion engine 1. The ECU 20 includes a CPU, a ROM, a RAM, and the like for storing various programs and maps to be described later, and controls the operating conditions of the internal combustion engine 1 according to the operating conditions of the internal combustion engine 1 and the driver's request. Unit.

ここで、燃料噴射弁３は、ＥＣＵ２０からの制御信号によって開閉動作を行う。即ち、ＥＣＵ２０からの指令によって、燃料噴射弁３における燃料の噴射時期および噴射量が、内燃機関１の機関負荷や機関回転速度等の運転状態に応じて、弁毎に制御され、以て内燃機関１において予混合燃焼や、通常燃焼が行われる。内燃機関１で行われる燃焼制御につては、後述する。また、ＥＧＲ弁２４、アクチュエータ１１、高圧側過給機１６ａのベーン開度、流路切替弁１８の開閉等も、ＥＣＵ２０からの指令に従って制御される。   Here, the fuel injection valve 3 performs an opening / closing operation by a control signal from the ECU 20. That is, according to a command from the ECU 20, the fuel injection timing and the injection amount in the fuel injection valve 3 are controlled for each valve in accordance with the operation state such as the engine load of the internal combustion engine 1 and the engine rotation speed. In step 1, premixed combustion or normal combustion is performed. The combustion control performed in the internal combustion engine 1 will be described later. Further, the EGR valve 24, the actuator 11, the vane opening degree of the high pressure side supercharger 16a, the opening and closing of the flow path switching valve 18 and the like are also controlled in accordance with commands from the ECU 20.

更に、アクセル開度センサ２６がＥＣＵ２０と電気的に接続されており、ＥＣＵ２０はアクセル開度に応じた信号を受け取り、それより内燃機関１に要求される機関負荷等を算出する。また、クランクポジションセンサ２５がＥＣＵ２０と電気的に接続されており、ＥＣＵ２０は内燃機関１の出力軸の回転角に応じた信号を受け取り、内燃機関１の機関回転速度や、該機関回転速度とギア比等から内燃機関１が搭載されている車両の車両速度等を算出する。   Further, an accelerator opening sensor 26 is electrically connected to the ECU 20, and the ECU 20 receives a signal corresponding to the accelerator opening and calculates an engine load required for the internal combustion engine 1 based on the signal. The crank position sensor 25 is electrically connected to the ECU 20, and the ECU 20 receives a signal corresponding to the rotation angle of the output shaft of the internal combustion engine 1, and the engine rotational speed of the internal combustion engine 1, the engine rotational speed and the gear. The vehicle speed or the like of the vehicle on which the internal combustion engine 1 is mounted is calculated from the ratio or the like.

ここで、上記の内燃機関１を搭載する車両の操縦者は、該車両の運転において加速性能を優先した運転を行いたい場合と燃費性能を優先した運転を行いたい場合とが存在する。図３には内燃機関１が搭載される車両の加速度の時間推移を示している。そして、操縦者が加速性能を優先したいと考えているときは図３中の線Ｌ２で表されるように比較的高い加速度の推移を内燃機関１に発揮させ、燃費性能を優先したいと考えるときは図３中の線Ｌ１で表されるように比較的低い加速度の推移を内燃機関１に発揮させる。   Here, there are cases where a driver of a vehicle equipped with the internal combustion engine 1 wants to perform driving with priority on acceleration performance and driving with priority on fuel efficiency in driving the vehicle. FIG. 3 shows the time transition of the acceleration of the vehicle on which the internal combustion engine 1 is mounted. When the driver wants to give priority to the acceleration performance, when the driver wants the internal combustion engine 1 to exhibit a relatively high acceleration transition as shown by the line L2 in FIG. Causes the internal combustion engine 1 to exhibit a relatively low acceleration transition as represented by the line L1 in FIG.

一般に、比較的高い加速度を内燃機関１に発揮させるためには、単位時間あたりの燃料消費量を増加させることになるため、その背反として燃費性能は低下する。そして、燃焼室内に供給される燃料量が増加するために、それに応じて燃焼室に供給される吸気量を増加すべく、過給圧を上昇させる必要がある。そこで、操縦者が、車両の加速性能を燃費性能より優先的に扱いたいと考えるときは、即ち、図３中線Ｌ２で表されるような加速度推移を内燃機関１に発揮させたいと考えるときは、ＥＣＵ２０から流路切替弁１８に閉弁信
号を出すとともに、高圧側過給機１６ａのノズルベーンの開度を調整して、過給圧を加速優先過給圧Ｐｔａまで上昇させる。しかしこのとき、排気枝管１２内の背圧が上昇するため、内燃機関１での圧損が増大し、燃費性能が犠牲となる。 In general, in order to cause the internal combustion engine 1 to exhibit a relatively high acceleration, the fuel consumption per unit time is increased, and as a result, the fuel consumption performance decreases. Since the amount of fuel supplied into the combustion chamber increases, it is necessary to increase the supercharging pressure in order to increase the amount of intake air supplied to the combustion chamber accordingly. Therefore, when the driver wants to treat the acceleration performance of the vehicle with higher priority than the fuel efficiency performance, that is, when he wants the internal combustion engine 1 to exhibit the acceleration transition represented by the line L2 in FIG. Outputs a valve closing signal from the ECU 20 to the flow path switching valve 18 and adjusts the opening degree of the nozzle vanes of the high-pressure supercharger 16a to increase the supercharging pressure to the acceleration priority supercharging pressure Pta. However, at this time, since the back pressure in the exhaust branch pipe 12 increases, the pressure loss in the internal combustion engine 1 increases, and the fuel efficiency is sacrificed.

一方で、操縦者が、車両の燃費性能を加速性能より優先的に扱いたいと考えるときは、即ち、図３中線Ｌ１で表されるような加速度推移を内燃機関１に発揮させたいと考えるときは、ＥＣＵ２０から流路切替弁１８に開弁信号を出すことで、低圧側過給機１６ｂのみを作動させることで、過給圧を燃費優先過給圧Ｐｔｆに調整する。尚、燃費優先過給圧Ｐｔｆは、加速優先過給圧Ｐｔａより低い値である。これにより、圧損を低下させて、内燃機関の燃費が向上する。   On the other hand, when the pilot wants to treat the fuel consumption performance of the vehicle preferentially over the acceleration performance, that is, he wants the internal combustion engine 1 to exhibit the acceleration transition represented by the line L1 in FIG. When the ECU 20 issues a valve opening signal to the flow path switching valve 18, only the low-pressure supercharger 16b is operated to adjust the supercharging pressure to the fuel efficiency priority supercharging pressure Ptf. The fuel efficiency priority boost pressure Ptf is lower than the acceleration priority boost pressure Pta. Thereby, pressure loss is reduced and the fuel consumption of the internal combustion engine is improved.

また、操縦者による車両の加速性能または燃費性能の選択については、操縦者の座る操縦席近辺に加速性能または燃費性能の何れかを優先的に扱うかを選択するスイッチを設け、そのスイッチからの信号に基づいてＥＣＵ２０が、内燃機関１に図３中線Ｌ１または線Ｌ２の何れかの加速度推移を発揮させるかを決定する。   In addition, regarding the selection of the acceleration performance or fuel consumption performance of the vehicle by the driver, a switch is provided in the vicinity of the pilot seat where the driver sits to select whether to handle the acceleration performance or the fuel efficiency performance preferentially. Based on the signal, the ECU 20 determines whether the internal combustion engine 1 exhibits the acceleration transition of the line L1 or the line L2 in FIG.

ここで、上記の内燃機関１においては、内燃機関１の運転状態を表す機関回転速度および機関負荷に基づいて、予混合燃焼と通常燃焼との切替が行われる。ここで、図４に、内燃機関１の運転状態と内燃機関１で行われる燃焼との関係を示す。尚、図４に示すグラフの横軸は内燃機関１の機関回転速度で、縦軸は内燃機関１の機関負荷を表す。ここで、内燃機関１の運転状態は、線Ｌ１１で囲われる領域内の何れかに属する。そして、内燃機関１においては、図４に示すように、低負荷側の低負荷領域Ｒ１（線Ｌ１３で囲われる領域）、高負荷側の高負荷領域Ｒ３（線Ｌ１１と線Ｌ１２とで囲われる領域）、低負荷領域Ｒ１と高負荷領域の中間に位置する中間領域Ｒ２（線Ｌ１２と線Ｌ１３とで囲われる領域）に区分され、内燃機関１の運転状態が何れの領域に属するかによって、内燃機関１で行われる燃焼が決定される。   Here, in the internal combustion engine 1 described above, switching between premixed combustion and normal combustion is performed based on the engine speed and the engine load representing the operating state of the internal combustion engine 1. Here, FIG. 4 shows the relationship between the operating state of the internal combustion engine 1 and the combustion performed in the internal combustion engine 1. The horizontal axis of the graph shown in FIG. 4 represents the engine rotational speed of the internal combustion engine 1, and the vertical axis represents the engine load of the internal combustion engine 1. Here, the operating state of the internal combustion engine 1 belongs to any one of the regions surrounded by the line L11. In the internal combustion engine 1, as shown in FIG. 4, the low load region R1 (region surrounded by the line L13) on the low load side, and the high load region R3 (line L11 and line L12) on the high load side. Region), an intermediate region R2 (region surrounded by line L12 and line L13) located between the low load region R1 and the high load region, and depending on which region the operating state of the internal combustion engine 1 belongs to, Combustion performed in the internal combustion engine 1 is determined.

内燃機関１の機関負荷が大きくなり燃焼室に供給される燃料量が増大すると、又は機関回転速度が高くなり燃焼室内に予混合気を形成する実質的な時間が短くなると、燃焼室に形成される予混合気が均一とならず、過早着火が生じやすくなる。そこで、内燃機関１が、過早着火を回避し得る低負荷領域Ｒ１を含む低負荷側の領域に属するときは予混合燃焼を行うことで、エミッションの改善や燃焼騒音の低減を図る。また、内燃機関１が、過早着火の回避が困難となる高負荷領域Ｒ３を含む高負荷側の領域に属するときは予混合燃焼ではなく、いわゆる拡散燃焼である通常燃焼を行うことで過早着火の発生を抑制するとともに、高機関出力の発揮を図る。   When the engine load of the internal combustion engine 1 increases and the amount of fuel supplied to the combustion chamber increases, or when the engine rotation speed increases and the substantial time for forming the premixed gas in the combustion chamber decreases, it is formed in the combustion chamber. The premixed gas mixture is not uniform and pre-ignition tends to occur. Therefore, when the internal combustion engine 1 belongs to a low load side region including the low load region R1 where premature ignition can be avoided, premixed combustion is performed to improve emissions and reduce combustion noise. Further, when the internal combustion engine 1 belongs to a high-load side region including the high-load region R3 where it is difficult to avoid premature ignition, pre-combustion combustion is performed instead of so-called diffusion combustion and normal combustion. Suppress the occurrence of ignition and achieve high engine output.

また、内燃機関１において予混合燃焼が行われているときに過早着火をより確実に抑制するために、通常燃焼が行われているときと比べて、燃焼室内に再循環されるＥＧＲガス量を増加すべくＥＧＲ弁２４の開度がＥＣＵ２０によって制御される。   Also, in order to more reliably suppress pre-ignition when premixed combustion is being performed in the internal combustion engine 1, the amount of EGR gas recirculated into the combustion chamber compared to when normal combustion is being performed. The opening degree of the EGR valve 24 is controlled by the ECU 20 to increase the value.

ここで、上述したように、内燃機関１が搭載される車両の操縦者が、燃費性能より加速性能を優先的に扱い、図３中線Ｌ２に示すような加速度推移を内燃機関１に発揮させたいと考えると、過給機１６における流路切替弁１８が閉弁されて高圧側過給機１６ａが作動される。そして、その結果、過給圧が加速優先過給圧Ｐｔａまで上昇する。このとき、内燃機関１において予混合燃焼が行われていると、比較的多量のＥＧＲガスが燃焼室に再循環されているため、内燃機関１が十分な加速度を発揮することが困難となる。   Here, as described above, the driver of the vehicle in which the internal combustion engine 1 is mounted treats the acceleration performance preferentially over the fuel efficiency, and causes the internal combustion engine 1 to exhibit the acceleration transition as indicated by the line L2 in FIG. Considering that, the flow path switching valve 18 in the supercharger 16 is closed, and the high pressure side supercharger 16a is operated. As a result, the supercharging pressure rises to the acceleration priority supercharging pressure Pta. At this time, if premixed combustion is performed in the internal combustion engine 1, a relatively large amount of EGR gas is recirculated to the combustion chamber, so that it is difficult for the internal combustion engine 1 to exhibit sufficient acceleration.

そこで、車両の操縦者からの加速性能を優先する要求に対してより確実に応答するために、以下に説明する燃焼領域補正制御を行う。燃焼領域補正制御は、一定のサイクルで繰り返し実行されるルーチンである。図５に燃焼領域補正制御の処理の流れを表すフローチ
ャートを示すとともに、その内容を以下に説明する。 Therefore, in order to respond more reliably to requests from the vehicle operator that prioritize acceleration performance, combustion region correction control described below is performed. The combustion region correction control is a routine that is repeatedly executed at a constant cycle. FIG. 5 is a flowchart showing the flow of the combustion region correction control process, and the contents thereof will be described below.

Ｓ１０１では、内燃機関１が搭載される車両の操縦者が加速性能を燃費性能より優先したか否かが判定される。具体的には、操縦者の座る操縦席近辺に設けられた加速性能または燃費性能の何れかを優先的に扱うかを選択するスイッチにおいて、加速性能を優先する状態となっているか否かをＥＣＵ２０が検出する。加速性能を燃費性能より優先すると判定されるとＳ１０２へ進み、燃費性能を加速性能より優先すると判定されるとＳ１０４へ進む。   In S101, it is determined whether or not the driver of the vehicle in which the internal combustion engine 1 is mounted prioritizes acceleration performance over fuel efficiency performance. Specifically, the ECU 20 determines whether or not the acceleration performance is prioritized in a switch for selecting whether to preferentially handle acceleration performance or fuel consumption performance provided in the vicinity of the pilot seat where the driver sits. Will detect. If it is determined that the acceleration performance is prioritized over the fuel efficiency, the process proceeds to S102, and if it is determined that the fuel efficiency is prioritized over the acceleration performance, the process proceeds to S104.

Ｓ１０２では、流路切替弁１８を閉弁して過給機１６において高圧側過給機１６ａを作動させて、内燃機関１での過給圧を上述した加速優先過給圧Ｐｔａに設定する。また、必要に応じて、高圧側過給機１６ａのノズルベーンの開度を制御して、目標とする加速優先過給圧Ｐｔａに設定する。具体的には、内燃機関１の運転状態と加速優先過給圧Ｐｔａが関連づけられた制御マップがＥＣＵ２０内に格納されており、内燃機関１の運転状態をパラメータとして加速優先過給圧Ｐｔａが算出され、それに応じて過給機１６が制御される。Ｓ１０２の処理が終了すると、Ｓ１０３へ進む。   In S102, the flow path switching valve 18 is closed and the high pressure side supercharger 16a is operated in the supercharger 16, and the supercharging pressure in the internal combustion engine 1 is set to the acceleration priority supercharging pressure Pta described above. Further, if necessary, the opening degree of the nozzle vanes of the high-pressure supercharger 16a is controlled to set the target acceleration priority supercharging pressure Pta. Specifically, a control map in which the operating state of the internal combustion engine 1 and the acceleration priority supercharging pressure Pta are associated is stored in the ECU 20, and the acceleration priority supercharging pressure Pta is calculated using the operating state of the internal combustion engine 1 as a parameter. The supercharger 16 is controlled accordingly. When the process of S102 ends, the process proceeds to S103.

Ｓ１０３では、内燃機関１において予混合燃焼が行われる内燃機関１の負荷領域（以下、「予混合燃焼領域」という）を図４に示す低負荷領域Ｒ１に設定する。従って、中間領域Ｒ２と高負荷領域Ｒ３は、通常燃焼が行われる通常燃焼領域となる。Ｓ１０３の処理が終了すると、Ｓ１０６へ進む。   In S103, the load region of the internal combustion engine 1 in which premixed combustion is performed in the internal combustion engine 1 (hereinafter referred to as “premixed combustion region”) is set to a low load region R1 shown in FIG. Accordingly, the intermediate region R2 and the high load region R3 are normal combustion regions in which normal combustion is performed. When the process of S103 ends, the process proceeds to S106.

Ｓ１０４では、流路切替弁１８を開弁して過給機１６において高圧側過給機１６ａの作動を停止させて、内燃機関１での過給圧を上述した燃費優先過給圧Ｐｔｆに設定する。Ｓ１０４の処理が終了すると、Ｓ１０５へ進む。   In S104, the flow path switching valve 18 is opened to stop the operation of the high pressure side supercharger 16a in the supercharger 16, and the supercharging pressure in the internal combustion engine 1 is set to the above-described fuel efficiency priority supercharging pressure Ptf. To do. When the process of S104 ends, the process proceeds to S105.

Ｓ１０５では、内燃機関１において予混合燃焼領域を図４に示す低負荷領域Ｒ１と中間負荷領域Ｒ２とに設定する。従って、通常燃焼が行われる通常燃焼領域は、高負荷領域Ｒ３となる。Ｓ１０５の処理が終了すると、Ｓ１０６へ進む。   In S105, the premixed combustion region in the internal combustion engine 1 is set to a low load region R1 and an intermediate load region R2 shown in FIG. Accordingly, the normal combustion region in which normal combustion is performed is the high load region R3. When the process of S105 ends, the process proceeds to S106.

Ｓ１０６では、Ｓ１０３またはＳ１０５で設定された内燃機関１の予混合燃焼領域と通常燃焼領域に従い、内燃機関１の運転状態に基づいて内燃機関１で行われる燃焼が制御される。具体的には、Ｓ１０３からＳ１０６へ進んだ場合には、内燃機関１の運転状態が低負荷領域Ｒ１に属するときは予混合燃焼が、内燃機関１の運転状態が中間領域Ｒ２または高負荷領域Ｒ３に属するときは通常燃焼が実行されるべく、ＥＣＵ２０により燃料噴射弁３からの燃料噴射時期が制御される。また、Ｓ１０５からＳ１０６へ進んだ場合には、内燃機関１の運転状態が低負荷領域Ｒ１または中間領域Ｒ２に属するときは予混合燃焼が、内燃機関１の運転状態が高負荷領域Ｒ３に属するときは通常燃焼が実行されるべく、ＥＣＵ２０により燃料噴射弁３からの燃料噴射時期が制御される。   In S106, the combustion performed in the internal combustion engine 1 is controlled based on the operating state of the internal combustion engine 1 according to the premixed combustion region and the normal combustion region of the internal combustion engine 1 set in S103 or S105. Specifically, when the process proceeds from S103 to S106, premixed combustion is performed when the operation state of the internal combustion engine 1 belongs to the low load region R1, and the operation state of the internal combustion engine 1 is the intermediate region R2 or the high load region R3. The ECU 20 controls the fuel injection timing from the fuel injection valve 3 so that normal combustion is performed. Further, when the routine proceeds from S105 to S106, when the operation state of the internal combustion engine 1 belongs to the low load region R1 or the intermediate region R2, premixed combustion is performed, and when the operation state of the internal combustion engine 1 belongs to the high load region R3. The fuel injection timing from the fuel injection valve 3 is controlled by the ECU 20 so that normal combustion is performed.

本制御によると、車両の操縦者により加速性能を燃費性能より優先的に扱うとされると、燃費性能を加速性能より優先的に扱うとされる場合と比べて、内燃機関１の運転領域において予混合燃焼領域が縮小され、通常燃焼領域が拡大される。それと同時に、過給圧が、加速優先過給圧Ｐｔａに上昇させられる。その結果、予混合燃焼が行われることで得られる効果、例えばエミッションの改善等の効果は小さくなるものの、車両の操縦者からの加速性能を優先する要求に対してより確実に応答することは可能となる。   According to the present control, when the acceleration performance is treated with priority over the fuel efficiency by the driver of the vehicle, the operating range of the internal combustion engine 1 is compared with the case where the fuel efficiency is treated with priority over the acceleration performance. The premixed combustion region is reduced and the normal combustion region is expanded. At the same time, the boost pressure is raised to the acceleration priority boost pressure Pta. As a result, although the effects obtained by performing premixed combustion, such as the improvement of emissions, are reduced, it is possible to respond more reliably to requests that prioritize acceleration performance from the vehicle operator. It becomes.

換言すると、車両の操縦者により燃費性能を加速性能より優先的に扱うと決定されると、加速性能を燃費性能より優先的に扱うと決定される場合と比べて、内燃機関１の運転領域において予混合燃焼領域が拡大され、通常燃焼領域が縮小される。それと同時に、過給
圧が、燃費優先過給圧Ｐｔｆに低減させられる。その結果、予混合燃焼が行われることで得られる効果、例えばエミッションの改善等の効果をより多く享受できるとともに、過給圧を下げることで燃費性能を向上することが可能となる。 In other words, when it is determined by the driver of the vehicle that the fuel efficiency performance is preferentially handled over the acceleration performance, compared with the case where it is determined that the acceleration performance is preferentially handled over the fuel efficiency performance, in the operating region of the internal combustion engine 1. The premixed combustion area is enlarged and the normal combustion area is reduced. At the same time, the boost pressure is reduced to the fuel efficiency priority boost pressure Ptf. As a result, it is possible to enjoy more effects obtained by performing the premixed combustion, for example, effects such as improvement of emissions, and it is possible to improve fuel efficiency by lowering the supercharging pressure.

尚、本実施例においては、過給機１６において何れの過給機が作動しているか、換言すると、操縦者からの加速性能優先の要求に対応して低圧側過給機１６ｂに加えて高圧側過給機１６ａが作動しているということ、もしくは操縦者からの燃費性能優先の要求に対応して低圧側過給機１６ｂのみが作動しているということの何れかが操縦者に通知される。具体的には、該通知については、操縦者の操縦席近辺に設けられた高圧側過給機１６ａの作動を知らせるインジケータの点灯がＥＣＵ２０によって制御される。   In the present embodiment, which supercharger is operating in the supercharger 16, in other words, in response to a request from the operator to give priority to acceleration performance, in addition to the low pressure side supercharger 16b, the high pressure The driver is notified that either the side supercharger 16a is operating or that only the low pressure side supercharger 16b is operating in response to a request for priority on fuel efficiency from the driver. The Specifically, for this notification, the ECU 20 controls the lighting of an indicator that notifies the operation of the high-pressure supercharger 16a provided in the vicinity of the pilot's cockpit.

これにより、操縦者に対して加速性能を優先させることによって燃費性能が犠牲となっていることを認識させることが可能となり、不必要な加速性能優先の要求を抑制し得る。   Thereby, it is possible to recognize that the fuel efficiency is sacrificed by giving priority to acceleration performance to the driver, and it is possible to suppress unnecessary demand for acceleration performance priority.

次に、本発明に係る内燃機関の過給圧制御システムの第二の実施例について説明する。本実施例においては、図１で示される過給機１６が図２に示す二段過給機ではなく、過給機のコンプレッサが電動機の出力軸に接続され、該電動機に供給される供給電圧が制御されることでコンプレッサの回転数、換言すると過給機１６による過給圧が制御される電動式過給機である。その他の内燃機関および内燃機関の過給圧制御システムの構成は、図１に示す構成と同一である。   Next, a second embodiment of the supercharging pressure control system for an internal combustion engine according to the present invention will be described. In this embodiment, the supercharger 16 shown in FIG. 1 is not the two-stage supercharger shown in FIG. 2, but the compressor of the supercharger is connected to the output shaft of the electric motor, and the supply voltage supplied to the electric motor Is an electric supercharger in which the rotation speed of the compressor, in other words, the supercharging pressure by the supercharger 16 is controlled. Other configurations of the internal combustion engine and the supercharging pressure control system for the internal combustion engine are the same as those shown in FIG.

電動式過給機である過給機１６においては、図６に示すように供給電圧がＶ２１、Ｖ２２、Ｖ２３、Ｖ２４と上がるにつれて、過給機１６のコンプレッサの回転速度が上昇し、以て過給機１６による過給圧がＰ２１、Ｐ２２、Ｐ２３、Ｐ２４と上昇する。即ち、供給電圧を制御することで、過給機１６による過給圧の変動範囲の中で任意の過給圧を発生させることが可能となる。   In the supercharger 16 that is an electric supercharger, as shown in FIG. 6, as the supply voltage increases to V21, V22, V23, and V24, the rotational speed of the compressor of the supercharger 16 increases. The supercharging pressure by the feeder 16 increases to P21, P22, P23, and P24. That is, by controlling the supply voltage, it is possible to generate an arbitrary supercharging pressure within the fluctuation range of the supercharging pressure by the supercharger 16.

そこで、内燃機関１が搭載された車両の操縦者が、車両の燃費性能に対して加速性能を優先的に扱いたいと考えるときに、加速性能の優先度の程度を変更して設定することが可能となる。即ち、図７に示すように、燃費性能を最も優先する際の車両の加速度推移が線Ｌ２１で表される場合、車両の操縦者は例えば、線Ｌ２２、線Ｌ２３、線Ｌ２４に示されるように、加速性能の優先度を段階的に増加させることが可能となる。   Therefore, when a driver of a vehicle equipped with the internal combustion engine 1 wants to preferentially handle the acceleration performance with respect to the fuel efficiency of the vehicle, the priority level of the acceleration performance can be changed and set. It becomes possible. That is, as shown in FIG. 7, when the acceleration transition of the vehicle when the fuel efficiency is given the highest priority is represented by a line L21, the driver of the vehicle is, for example, as shown by the line L22, the line L23, and the line L24. It is possible to increase the priority of acceleration performance in stages.

尚、操縦者による車両の加速性能の優先度の選択については、操縦者の座る操縦席近辺に、図７に示す車両の加速度推移に対応した４個の選択ボタンを並べて、操縦者がそのいずれかのボタンを選択する。そして、ＥＣＵ２０が何れのボタンが選択されたかを判断し、内燃機関１において図７中線Ｌ２１から線Ｌ２４の何れかの加速度推移を発揮させるかを決定し、その決定に基づいて過給機１６に供給する電圧をＶ２１からＶ２４の４段階から選択し、電圧の供給が行われる。尚、本実施例においては、過給機１６に電圧Ｖ２１、Ｖ２２、Ｖ２３、Ｖ２４が供給されると、各々の供給電圧において過給圧Ｐ２１、Ｐ２２、Ｐ２３、Ｐ２４が発生し、内燃機関１において図７中線Ｌ２１、Ｌ２２、Ｌ２３、Ｌ２４の加速度推移が発揮される。   Note that the priority of the acceleration performance of the vehicle by the driver is arranged in the vicinity of the cockpit where the driver sits by arranging four selection buttons corresponding to the vehicle acceleration transition shown in FIG. Select the button. Then, the ECU 20 determines which button is selected, determines which acceleration transition from the line L21 to the line L24 in FIG. 7 is exhibited in the internal combustion engine 1, and the supercharger 16 based on the determination. The voltage to be supplied to is selected from four stages from V21 to V24, and the voltage is supplied. In this embodiment, when the voltages V21, V22, V23, and V24 are supplied to the supercharger 16, the supercharging pressures P21, P22, P23, and P24 are generated at the respective supply voltages. The acceleration transition of the middle lines L21, L22, L23, and L24 in FIG. 7 is exhibited.

そして、本実施例においては、車両の加速度推移が図７に示される線Ｌ２１、Ｌ２２、Ｌ２３、Ｌ２４となるべく操縦者によって選択されると、予混合燃焼領域と通常燃焼領域との境界が、図８に示すように線Ｌ３４、Ｌ３３、Ｌ３２、Ｌ３１と推移する。即ち、操縦者によって車両の加速度の優先度が高められるに従い、段階的に予混合燃焼領域が縮小し、通常燃焼領域が拡大する。   In the present embodiment, when the acceleration transition of the vehicle is selected by the operator to be the lines L21, L22, L23, and L24 shown in FIG. 7, the boundary between the premixed combustion region and the normal combustion region is shown in FIG. As shown in FIG. 8, the line changes to L34, L33, L32, and L31. That is, as the priority of acceleration of the vehicle is increased by the driver, the premixed combustion region is gradually reduced and the normal combustion region is expanded.

これにより、予混合燃焼が行われることで得られる効果、例えばエミッションの改善等の効果は段階的に小さくなるものの、車両の操縦者からの加速性能を優先する要求に対してより確実に応答することは可能となるとともに、過給圧を段階的に制御することで、燃費の急激な悪化を抑制することも可能となる。   As a result, although the effects obtained by performing the premixed combustion, for example, the effects such as the improvement of the emission are gradually reduced, the response to the request from the vehicle operator prioritizing the acceleration performance is more surely responded. This makes it possible to suppress the sudden deterioration of fuel consumption by controlling the boost pressure in stages.

尚、本実施例において、過給機１６に供給されている供給電圧が操縦者に通知される。具体的には、該通知については、電圧Ｖ２１を最低値、電圧Ｖ２４を最高値として、どの程度の電圧が過給機１６に供給されているかＥＣＵ２０によって知らされる。これにより、操縦者に対して加速性能を優先させることによって燃費性能が犠牲となっていることを認識させることが可能となり、不必要な加速性能優先の要求を抑制することが可能となる。   In this embodiment, the operator is notified of the supply voltage supplied to the supercharger 16. Specifically, regarding the notification, the ECU 20 notifies the supercharger 16 of how much voltage is supplied with the voltage V21 being the lowest value and the voltage V24 being the highest value. Accordingly, it is possible to make the driver recognize that the fuel efficiency is sacrificed by giving priority to the acceleration performance, and it is possible to suppress unnecessary demands for acceleration performance.

また、本実施例では、過給機１６に供給する供給電圧が段階的に変更するように車両の操縦者が加速性能の優先度を選択するが、それに代えて加速性能を、線Ｌ２１で表される状態から線Ｌ２４で表される状態まで連続的に変更するようにしてもよい。このとき、過給機１６への供給電圧も連続的に変化するとともに、予混合燃焼領域と通常燃焼領域との境界も線Ｌ３４の状態から線Ｌ３１の状態へ連続的に変化させる。   In the present embodiment, the vehicle operator selects the priority of the acceleration performance so that the supply voltage supplied to the supercharger 16 changes stepwise. Instead, the acceleration performance is represented by a line L21. The state may be continuously changed from the state to the state represented by the line L24. At this time, the supply voltage to the supercharger 16 is also continuously changed, and the boundary between the premixed combustion region and the normal combustion region is continuously changed from the state of the line L34 to the state of the line L31.

本発明の実施の形態に係る内燃機関の過給圧制御システムが適用される内燃機関の概略構成を表す図である。It is a figure showing the schematic structure of the internal combustion engine to which the supercharging pressure control system of the internal combustion engine which concerns on embodiment of this invention is applied. 本発明の実施の形態に係る内燃機関の過給圧制御システムに用いられる二段過給機の概略構成を表す図である。It is a figure showing schematic structure of the two-stage supercharger used for the supercharging pressure control system of the internal combustion engine which concerns on embodiment of this invention. 本発明の実施の形態に係る内燃機関の過給圧制御システムにおいて、内燃機関が搭載された車両の操縦者が選択する加速性能優先時の車両の加速度推移、または燃費性能優先時の車両の加速度推移を表す図である。In the supercharging pressure control system for an internal combustion engine according to the embodiment of the present invention, the acceleration transition of the vehicle at the acceleration performance priority selected by the operator of the vehicle equipped with the internal combustion engine or the acceleration of the vehicle at the fuel efficiency performance priority is selected. It is a figure showing transition. 本発明の実施の形態に係る内燃機関の過給圧制御システムにおいて、内燃機関で行われる燃焼と対応した負荷領域の区分を示す図である。It is a figure which shows the division of the load area | region corresponding to the combustion performed with an internal combustion engine in the supercharging pressure control system of the internal combustion engine which concerns on embodiment of this invention. 本発明の実施の形態に係る内燃機関の過給圧制御システムにおいて、予混合燃焼と通常燃焼が行われる負荷領域を補正する制御に関するフローチャートである。5 is a flowchart relating to control for correcting a load region in which premixed combustion and normal combustion are performed in the supercharging pressure control system for an internal combustion engine according to the embodiment of the present invention. 本発明の実施の形態に係る内燃機関の過給圧制御システムにおいて、電動式過給機に供給される制御電圧と過給圧との関係を表す図である。It is a figure showing the relationship between the control voltage and supercharging pressure which are supplied to an electric supercharger in the supercharging pressure control system of the internal combustion engine which concerns on embodiment of this invention. 本発明の実施の形態に係る内燃機関の過給圧制御システムにおいて、内燃機関が搭載された車両の操縦者が選択する加速性能の優先度に応じた車両の加速度推移を表す図である。It is a figure showing the acceleration transition of the vehicle according to the priority of the acceleration performance which the driver | operator of the vehicle carrying the internal combustion engine selects in the supercharging pressure control system of the internal combustion engine which concerns on embodiment of this invention. 本発明の実施の形態に係る内燃機関の過給圧制御システムにおいて、内燃機関で行われる燃焼と対応した負荷領域の区分を示す第二の図である。FIG. 7 is a second diagram illustrating a load region classification corresponding to combustion performed in the internal combustion engine in the supercharging pressure control system for the internal combustion engine according to the embodiment of the present invention.

符号の説明Explanation of symbols

１・・・・圧縮着火内燃機関（内燃機関）
７・・・・吸気枝管
１２・・・・排気枝管
１６・・・・過給機（二段過給機、電動式過給機）
１６ａ・・・・高圧側過給機
１６ｂ・・・・低圧側過給機
１７・・・・バイパス路
１８・・・・流路切替弁
２０・・・・ＥＣＵ
２１・・・・ＥＧＲ装置
２５・・・・クランクポジションセンサ
２６・・・・アクセル開度センサ 1. Compression compression internal combustion engine (internal combustion engine)
7 .... Intake branch pipe 12 .... Exhaust branch pipe 16 .... Supercharger (two-stage supercharger, electric supercharger)
16a ... High pressure side supercharger 16b ... Low pressure side supercharger 17 ... Bypass passage 18 ... Flow path switching valve 20 ... ECU
21 ... EGR device 25 ... Crank position sensor 26 ... Accelerator opening sensor

Claims (6)

内燃機関における過給圧を調整可能とする過給機と、
前記内燃機関が搭載される車両の操縦者の選択により、該車両において該車両の燃費性能に対する該車両の加速性能の優先度を設定する加速優先度設定手段と、
前記加速優先度設定手段によって前記車両の加速性能が該車両の燃費性能より優先度が高く設定されるときは、該車両の燃費性能が該車両の加速性能より優先度が高く設定されるときと比べて前記過給機による過給圧を上昇させる過給機制御手段と、
前記内燃機関の運転状態に基づいて該内燃機関が属する負荷領域を検出する機関負荷領域検出手段と、
前記機関負荷検出手段によって前記内燃機関が低負荷領域に属すると検出されたときは、圧縮行程上死点近傍の時期より早い時期の燃料噴射によって予混合気を形成することで予混合圧縮着火燃焼を行い、該機関負荷検出手段によって該内燃機関が高負荷領域に属すると検出されたときは、圧縮行程上死点近傍の時期の燃料噴射によって通常圧縮着火燃焼を行う燃焼制御手段と、
前記加速優先度設定手段によって前記車両の加速性能が該車両の燃費性能より優先度が高く設定されるときは、該車両の燃費性能が該車両の加速性能より優先度が高く設定されるときと比べて、前記燃焼制御手段によって予混合圧縮着火燃焼が行われる低負荷領域を縮小するとともに通常圧縮着火燃焼が行われる高負荷領域を拡大する燃焼領域補正手段と、を備えることを特徴とする内燃機関の過給圧制御システム。 A supercharger capable of adjusting a supercharging pressure in an internal combustion engine;
Acceleration priority setting means for setting a priority of the acceleration performance of the vehicle with respect to the fuel consumption performance of the vehicle by selection of a driver of the vehicle on which the internal combustion engine is mounted;
When the acceleration priority setting means sets the acceleration performance of the vehicle higher than the fuel consumption performance of the vehicle, the fuel consumption performance of the vehicle is set higher than the acceleration performance of the vehicle; A supercharger control means for increasing the supercharging pressure by the supercharger ,
Engine load region detection means for detecting a load region to which the internal combustion engine belongs based on the operating state of the internal combustion engine;
When the engine load detecting means detects that the internal combustion engine belongs to the low load region, premixed compression ignition combustion is performed by forming a premixed gas by fuel injection earlier than the timing near the top dead center of the compression stroke. When the engine load detection means detects that the internal combustion engine belongs to a high load region, combustion control means for performing normal compression ignition combustion by fuel injection at a timing near the top dead center of the compression stroke;
When the acceleration priority setting means sets the acceleration performance of the vehicle higher than the fuel consumption performance of the vehicle, the fuel consumption performance of the vehicle is set higher than the acceleration performance of the vehicle; In comparison, the internal combustion system includes: a combustion region correcting unit that reduces a low load region in which premixed compression ignition combustion is performed by the combustion control unit and expands a high load region in which normal compression ignition combustion is performed. Engine supercharging pressure control system. 前記内燃機関に取り付けられたＥＧＲ装置を制御するＥＧＲ装置制御手段であって、予混合圧縮着火燃焼が行われるときに、通常圧縮着火燃焼が行われるときと比べて、再循環されるＥＧＲガス量が増加するように前記ＥＧＲ装置を制御するＥＧＲ装置制御手段を、さらに備えることを特徴とする請求項１に記載の内燃機関の過給圧制御システム。  EGR device control means for controlling an EGR device attached to the internal combustion engine, wherein the amount of EGR gas recirculated when premixed compression ignition combustion is performed compared to when normal compression ignition combustion is performed The supercharging pressure control system for an internal combustion engine according to claim 1, further comprising an EGR device control means for controlling the EGR device so that the value increases. 前記過給機は、供給電圧が調整されることで前記内燃機関における過給圧を所望の圧力とする電動式過給機であることを特徴とする請求項１又は請求項２に記載の内燃機関の過給圧制御システム。 The internal combustion engine according to claim 1 or 2 , wherein the supercharger is an electric supercharger in which a supercharging pressure in the internal combustion engine is set to a desired pressure by adjusting a supply voltage. Engine supercharging pressure control system. 前記過給機は、複数台の過給機から構成され、且つ前記内燃機関の運転状態に基づいて作動する過給機を切替えることで前記内燃機関における過給圧を調整する切替式過給機で
あることを特徴とする請求項１又は請求項２に記載の内燃機関の過給圧制御システム。 The supercharger comprises a plurality of superchargers, and a switching supercharger that adjusts a supercharging pressure in the internal combustion engine by switching a supercharger that operates based on an operating state of the internal combustion engine. The supercharging pressure control system for an internal combustion engine according to claim 1 or 2 , characterized in that 前記過給機は、供給電圧が調整されることで前記内燃機関における過給圧を所望の圧力とする電動式過給機であって、
前記加速優先度設定手段によって前記車両の加速性能が該車両の燃費性能より優先度が高く設定されることで前記過給機制御手段により過給圧が上昇させられているとき、前記電動式過給機への供給電圧値を該車両の操縦者に通知する通知手段を、更に備えることを特徴とする請求項１又は請求項２に記載の内燃機関の過給圧制御システム。 The supercharger is an electric supercharger in which a supercharging pressure in the internal combustion engine is set to a desired pressure by adjusting a supply voltage,
When the supercharging pressure is increased by the supercharger control means by setting the acceleration performance of the vehicle to be higher than the fuel efficiency performance of the vehicle by the acceleration priority setting means, the electric overload is increased. The supercharging pressure control system for an internal combustion engine according to claim 1 or 2 , further comprising notification means for notifying a driver of the vehicle of a supply voltage value to the charger. 前記過給機は、複数台の過給機から構成され、且つ前記内燃機関の運転状態に基づいて作動する過給機を切替えることで前記内燃機関における過給圧を調整する切替式過給機であって、
前記加速優先度設定手段によって前記車両の加速性能が該車両の燃費性能より優先度が高く設定されて前記過給機制御手段により過給圧が上昇させられているとき、前記切替式過給機を構成する複数台の過給機の作動状況を該車両の操縦者に通知する通知手段を、更に備えることを特徴とする請求項１又は請求項２に記載の内燃機関の過給圧制御システム。 The supercharger comprises a plurality of superchargers, and a switching supercharger that adjusts a supercharging pressure in the internal combustion engine by switching a supercharger that operates based on an operating state of the internal combustion engine. Because
When the acceleration priority setting means sets the acceleration performance of the vehicle to be higher than the fuel efficiency performance of the vehicle and the supercharger control means raises the supercharging pressure, the switchable supercharger The supercharging pressure control system for an internal combustion engine according to claim 1 or 2 , further comprising notifying means for notifying a driver of the vehicle of operating states of a plurality of superchargers constituting the engine. .
JP2004070553A 2004-03-12 2004-03-12 Supercharging pressure control system for internal combustion engine Expired - Fee Related JP4225221B2 (en)

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