JPS58158338A - Controller for knocking of internal-combustion engine with supercharger - Google Patents
Controller for knocking of internal-combustion engine with superchargerInfo
- Publication number
- JPS58158338A JPS58158338A JP57040746A JP4074682A JPS58158338A JP S58158338 A JPS58158338 A JP S58158338A JP 57040746 A JP57040746 A JP 57040746A JP 4074682 A JP4074682 A JP 4074682A JP S58158338 A JPS58158338 A JP S58158338A
- Authority
- JP
- Japan
- Prior art keywords
- knocking
- control valve
- combustion engine
- supercharger
- internal combustion
- 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
Links
Classifications
-
- 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
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、内燃機関の過給域におけるノッキングを防止
できる過給機付き内燃機関のノック制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a knock control device for a supercharged internal combustion engine that can prevent knocking in the supercharging region of the internal combustion engine.
従来のノック制御装置は、点火時期の進角）辻を増減す
ることのみによりノッキングを回避しつつ機関出力を増
大しているが、点火時期を遅らせると排気ガス温度が上
昇し、過給機のタービン等の排気系に設けられている装
置が損壊するおそれがあった。Conventional knock control devices avoid knocking and increase engine output by increasing or decreasing the ignition timing advance, but if the ignition timing is delayed, the exhaust gas temperature rises and the turbocharger There was a risk that equipment installed in the exhaust system of the turbine etc. would be damaged.
本発明の目的は、排気ガス温度の上昇を伴うことなくノ
ッキングを回避することができる、過給機付き内燃機関
のノック制御装置を提（Ｊ（することである。An object of the present invention is to provide a knock control device for a supercharged internal combustion engine that can avoid knocking without increasing exhaust gas temperature.
この目的を達成するために本発明によれば、過給機のコ
ンプレッサと吸気絞り弁とを設けられている吸気通路部
分に対して並列に設けられている吸入空気バイパス通路
を利用する。この吸入空気バイパス通路は本来、アイド
リンク運転を安定に維持するためにアイドリンク回転速
度を制御するものとして設けられているが本発明では、
内燃機関の過給域においてノッキングが生じると、吸入
空気バイパス通路の流通断面積が増大され、吸気管圧力
が低下される。一般にはノッキング回避のために吸入空
気バイパス通路の流通断面積の増大は点火時期の進角量
の減少と並行して行なわれる。吸気管圧力が低下される
ので、点火時期の進角量の減少は小さくてもよく、排気
ガス温の異常な上昇は回避できる。To achieve this objective, the invention makes use of an intake air bypass passage which is arranged parallel to the part of the intake passage in which the compressor of the supercharger and the intake throttle valve are provided. This intake air bypass passage is originally provided to control the idle link rotation speed in order to maintain stable idle link operation, but in the present invention,
When knocking occurs in the supercharging region of the internal combustion engine, the flow cross-sectional area of the intake air bypass passage increases, and the intake pipe pressure decreases. Generally, in order to avoid knocking, the flow cross-sectional area of the intake air bypass passage is increased in parallel with the reduction in the amount of advance of the ignition timing. Since the intake pipe pressure is reduced, the reduction in the amount of advance of the ignition timing may be small, and an abnormal rise in exhaust gas temperature can be avoided.
図面を参照して本発明の詳細な説明する。The present invention will be described in detail with reference to the drawings.
エアクリーナから吸入された空気は吸気通路１を通って
吸気弁２から機関本体３の燃焼室４へ導かれる。燃焼室
４はシリンダヘッド５、シリンダブロック６、およびピ
ストン７により画定され、燃焼室４の混合気は燃焼後、
排気弁８かも排気通路９へ導かれる。吸気通路１には上
流から順番にエアフローメータ１３、過給機（ターボチ
ャージャ） １４のコンプレッサ１５、絞り弁１６、お
よびサージタンク１７が設けられ、排気通路９には過給
機のタービン１９が設けられている。Air taken in from an air cleaner passes through an intake passage 1 and is guided from an intake valve 2 to a combustion chamber 4 of an engine body 3. The combustion chamber 4 is defined by a cylinder head 5, a cylinder block 6, and a piston 7, and after combustion, the air-fuel mixture in the combustion chamber 4 is
The exhaust valve 8 is also led to the exhaust passage 9. The intake passage 1 is provided with an air flow meter 13, a compressor 15 of a turbocharger 14, a throttle valve 16, and a surge tank 17 in order from upstream, and the exhaust passage 9 is provided with a turbocharger turbine 19. It is being
コンプレッサ１５はタービン１９の回転により駆動され
る。吸入空気バイパス通路２１はコンプレッサ１５より
上流の個所とサージタンク１７とを接続し、制御弁２２
により流通断面積を制御される。Compressor 15 is driven by rotation of turbine 19 . The intake air bypass passage 21 connects a portion upstream of the compressor 15 and the surge tank 17, and connects the surge tank 17 with the control valve 22.
The flow cross section is controlled by
制御弁２２はソレノイド２３へ供給されるパルスのデユ
ーティ比に関係して弁体２４の位置を変更するので、吸
入空気バイパス通路の流通断面積はほぼ連続的に変化可
能である。排気バイパス通路２８はタービン１９を有す
る排気通路部分に対して並列に設けられ、排気バイパス
弁２９により流通断面積を制御される。空気圧式アクチ
ュエータ３０は通路３１を介して送られてくる過給圧に
関係して排気バイパス弁２９の開度を制御する。燃料噴
射弁３３は各吸気管に設けられて入力電気パルスに応動
して燃料を吸気ポートへ向けて噴射する。気筒判別セン
サ３４および回転角センサ３５は配電器３８の軸の回転
からクランク角を検出する。気筒判別センサ３４および
回転角センサ３５はクランク角がそれぞれ７２００およ
び３ｃＰ変化するごとにパルスを１個発生する。機関回
転速度Ｎは回転角センサ３５かものへカパルスから求め
られる。点火装置４００点火電流は配電器３８を通って
点火プラグ４１へ送られる。ノックセンサ４４は、シリ
ンダブロック６に取付けられ、ノッキングを検出する。Since the control valve 22 changes the position of the valve body 24 in relation to the duty ratio of the pulses supplied to the solenoid 23, the flow cross-sectional area of the intake air bypass passage can be changed almost continuously. The exhaust bypass passage 28 is provided in parallel to the exhaust passage portion including the turbine 19, and its flow cross-sectional area is controlled by an exhaust bypass valve 29. The pneumatic actuator 30 controls the opening degree of the exhaust bypass valve 29 in relation to the boost pressure sent through the passage 31. A fuel injection valve 33 is provided in each intake pipe and injects fuel toward the intake port in response to an input electric pulse. The cylinder discrimination sensor 34 and the rotation angle sensor 35 detect the crank angle from the rotation of the shaft of the power distributor 38. The cylinder discrimination sensor 34 and the rotation angle sensor 35 generate one pulse each time the crank angle changes by 7200 and 3 cP, respectively. The engine rotational speed N is determined from the rotation angle sensor 35 and the pulses. Ignition device 400 ignition current is sent to spark plug 41 through power distributor 38 . Knock sensor 44 is attached to cylinder block 6 and detects knocking.
・電子制御装置４５は、エアフローメータ１３等から人
力信号に基づ℃・て燃料噴射量および点火時期等を算出
し、燃料噴射弁３３等へ出力信号を送る。- The electronic control unit 45 calculates the fuel injection amount, ignition timing, etc. based on human input signals from the air flow meter 13 etc., and sends output signals to the fuel injection valve 33 etc.
第２図は電子制御装置４５の詳細なブロック図である。FIG. 2 is a detailed block diagram of the electronic control unit 45.
エアフローメータ１３のアナログ出力電圧はバッファ４
８、マルチプレクサ４９、およびＡ口（アナログ／デジ
タル）変換器５０を介して入出力ポート５１へ送られる
。ノックセンサ４４のアナログ出力電圧は入力回路５２
およびＡ／Ｄ変換器５３を通って入出力ポート５４へ送
られる。気筒判別センサ３４および回転角センサ３５の
パルスは整形回路５５を介して入出力ポート５４へ送ら
れる。吸入空気バイパス通路２１の流通断面積を制御す
る制御弁２２は出力ポート５６のパルス信号を駆動回路
５７を介して受ける。点火装置４０は出力ポート５８の
パルス信号を駆動回路５９を介して受ける。The analog output voltage of the air flow meter 13 is the buffer 4.
8, a multiplexer 49, and an A-port (analog/digital) converter 50 to an input/output port 51. The analog output voltage of the knock sensor 44 is input to the input circuit 52.
and is sent to the input/output port 54 through the A/D converter 53. Pulses from the cylinder discrimination sensor 34 and the rotation angle sensor 35 are sent to the input/output port 54 via the shaping circuit 55. A control valve 22 that controls the flow cross-sectional area of the intake air bypass passage 21 receives a pulse signal from an output port 56 via a drive circuit 57. Ignition device 40 receives a pulse signal from output port 58 via drive circuit 59 .
燃料噴射弁３３は出力ポートロ０のパルスを駆動回路６
１を介して受ける。人出力ポート５１，５４、出力ポー
ト５６ 、５８ 、６０、ＲＡＭ ６６、ＲＯＭ ６７
、およびＣＰＵ６８はパス６９により互いに接続されて
いる。The fuel injection valve 33 sends the pulse of the output port 0 to the drive circuit 6.
Receive via 1. Human output ports 51, 54, output ports 56, 58, 60, RAM 66, ROM 67
, and CPU 68 are connected to each other by a path 69.
ＣＰＵ６８はクロック７０からクロックパルスを受ける
。CPU 68 receives clock pulses from clock 70.
第３図は本発明の実施するプログラムのフローチャート
である。ステップ７５ではアイドリンク回転速度制御期
間か否かを判別し、判別結果が正であればステップ８３
へ進み、否であれはステップ７６へ進む。アイドリンク
回転速度制御期間であれば実際の機関回転速度が目標回
転速度となるように制御弁２２の開度を帰還制御する。FIG. 3 is a flowchart of a program executed by the present invention. In step 75, it is determined whether or not it is the idle link rotation speed control period, and if the determination result is positive, step 83
If not, proceed to step 76. In the idle link rotational speed control period, the opening degree of the control valve 22 is feedback-controlled so that the actual engine rotational speed becomes the target rotational speed.
すなわちアイドリンク回転速度制御を行なう。That is, idle link rotational speed control is performed.
ステップ７６では機関が過給域にあるか否かを判別し、
判別結果が正であればステップ７７へ進み、否であれば
ステップ８０へ進む。機関の単位回転当たりの吸入空気
流量Ｑ／Ｎ （ただしＱは吸入空気流量、Ｎは機関回転
速度）、したがって機関負荷が所定値以上であれば機関
は過給域期間となる。アイドリンク期間でも過給域期間
でもなければステップ８０において制御弁２２０開度を
学習値とする。この学習値はアイドリンク期間に機関回
転速度が目標回転速度となるように制御弁２２の開度を
学習制御して求めた値である。したがって非過給域期間
からアイドリンク期間へ移行する時に、機関回転速度は
目標アイドリンク回転速度へ円滑に移行する。ステップ
７７ではノックセンサ４４からの入力信号からノッキン
グが発生したか否かを判別し、ノッキングが発生したな
らばステップ８１へ進み、ノッキングが発生していなけ
ればステップ８２へ進む。ステップ８１では制御弁２２
は全開（最大開度）にされる。In step 76, it is determined whether the engine is in the supercharging region,
If the determination result is positive, the process proceeds to step 77; if not, the process proceeds to step 80. The intake air flow rate per unit rotation of the engine is Q/N (where Q is the intake air flow rate and N is the engine rotational speed). Therefore, if the engine load is above a predetermined value, the engine is in the supercharging region period. If it is neither the idle link period nor the supercharging period, the opening degree of the control valve 220 is set as a learned value in step 80. This learning value is a value obtained by learning and controlling the opening degree of the control valve 22 so that the engine rotation speed becomes the target rotation speed during the idle link period. Therefore, when transitioning from the non-supercharging period to the idle link period, the engine rotation speed smoothly transitions to the target idle link rotation speed. In step 77, it is determined from the input signal from the knock sensor 44 whether or not knocking has occurred. If knocking has occurred, the process proceeds to step 81; if knocking has not occurred, the process proceeds to step 82. In step 81, the control valve 22
is fully opened (maximum opening).
したがって絞り弁１６より下流の吸気通路部分がコンプ
レッサ１５より上流の吸気通路部分へ連通され、過給が
解除される。ステップ８２では制御弁２２を全開にして
過給を継続する。ステップ８１゜８２では一般に制御弁
２２０開度制御だけでなく、点火時期の制御も合わせて
行ない、ノッキングの抑制および機関出力の向上を図る
。ノッキングが発生すると吸気管圧力が低下されるので
、点火時期の進角量の減少は小さくてよく、排気ガス温
度の上昇による排気系の装置の損壊は防止できる。Therefore, the portion of the intake passage downstream of the throttle valve 16 is communicated with the portion of the intake passage upstream of the compressor 15, and supercharging is canceled. In step 82, the control valve 22 is fully opened to continue supercharging. In steps 81 and 82, generally not only the opening degree of the control valve 220 is controlled but also the ignition timing is controlled in order to suppress knocking and improve the engine output. When knocking occurs, the intake pipe pressure is reduced, so the reduction in the amount of advance of the ignition timing may be small, and damage to the exhaust system equipment due to a rise in exhaust gas temperature can be prevented.
このように本発明によれば、吸入空気バイパス通路の流
通断面積の増減により、排気ガス温度の上昇に因る排気
系装置の損壊を確実に回避じつつノッキングを防止する
ことができる。As described above, according to the present invention, by increasing or decreasing the flow cross-sectional area of the intake air bypass passage, it is possible to prevent knocking while reliably avoiding damage to the exhaust system device due to a rise in exhaust gas temperature.
第１図は本発明のノック制御装置を含む過給機付き内燃
機関を示す図、第２図は第１図の電子制御装置のブロッ
ク図、第３図は本発明を実施するプログラムのフローチ
ャートである。
１・・・吸気通路′、３・・・機関本体、１４・・・過
給機、１５・・・コンプレッサ、１６・・絞り弁、２１
・・・吸入空気バイパス通路、２２・・・制御弁、４４
・・・ノックセンサ、４５・・・電子制御装置。
特許出願人 トヨタ自動車工業株式会社代理人弁理土
中平 治FIG. 1 is a diagram showing a supercharged internal combustion engine including a knock control device of the present invention, FIG. 2 is a block diagram of the electronic control device of FIG. 1, and FIG. 3 is a flowchart of a program implementing the present invention. be. 1... Intake passage', 3... Engine body, 14... Supercharger, 15... Compressor, 16... Throttle valve, 21
...Intake air bypass passage, 22...Control valve, 44
...Knock sensor, 45...Electronic control device. Patent applicant Osamu Donaka, Patent attorney, Toyota Motor Corporation
Claims (1)
いる吸気通路部分に対して並列に吸入空気バイパス通路
が設けられ、この吸入空気バイパス通路の流通断面積を
制御する制御弁を備えている過給機付き内燃機関のノッ
キング防ＩＬ装置において、内燃機関の過給域でノッキ
ングが生じると、制御弁の開度が増大して吸気管圧力を
下げることを特徴とする、過給機付き内燃機関のノッキ
ング防止装置。 ２ 内燃機関の過給域でノッキングが生じると制御弁が
最大開度まで開くことを特徴とする特許請求の範囲第１
項記載のノッキング防止装置。[Scope of Claims] l An intake air bypass passage is provided in parallel to the intake passage portion where the compressor and intake throttle valve of the supercharger are provided, and the flow cross-sectional area of this intake air bypass passage is controlled. A knocking prevention IL device for a supercharged internal combustion engine equipped with a control valve is characterized in that when knocking occurs in the supercharging region of the internal combustion engine, the opening degree of the control valve increases to lower intake pipe pressure. , anti-knocking device for internal combustion engines with superchargers. 2. Claim 1, characterized in that when knocking occurs in the supercharging region of the internal combustion engine, the control valve opens to its maximum opening.
Anti-knocking device as described in section.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57040746A JPS58158338A (en) | 1982-03-17 | 1982-03-17 | Controller for knocking of internal-combustion engine with supercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57040746A JPS58158338A (en) | 1982-03-17 | 1982-03-17 | Controller for knocking of internal-combustion engine with supercharger |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS58158338A true JPS58158338A (en) | 1983-09-20 |
Family
ID=12589192
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57040746A Pending JPS58158338A (en) | 1982-03-17 | 1982-03-17 | Controller for knocking of internal-combustion engine with supercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58158338A (en) |
-
1982
- 1982-03-17 JP JP57040746A patent/JPS58158338A/en active Pending
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