JPS60222543A - Protecting device for engine - Google Patents
Protecting device for engineInfo
- Publication number
- JPS60222543A JPS60222543A JP7923584A JP7923584A JPS60222543A JP S60222543 A JPS60222543 A JP S60222543A JP 7923584 A JP7923584 A JP 7923584A JP 7923584 A JP7923584 A JP 7923584A JP S60222543 A JPS60222543 A JP S60222543A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- pressure
- value
- set value
- 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.)
- Granted
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
- F02D41/22—Safety or indicating devices for abnormal conditions
-
- 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
- Y02T10/40—Engine management systems
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)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、たとえば過給圧が設定圧以上になった場合等
のエンジンの異常運転状態発生時にこれを検出して所定
のエンジン保護措置を講するようにしたエンジンの保護
装置に関するものである。Detailed Description of the Invention (Industrial Application Field) The present invention detects when an abnormal operating state of an engine occurs, such as when boost pressure exceeds a set pressure, and takes predetermined engine protection measures. The present invention relates to an engine protection device designed to protect the engine.
（従来技術）
この種のエンジンの保護装置の従来例としては、例えば
待Ｒ昭１７−／２２／ＩＩコ号公報に示される如くター
ボ過Ｉ＆機付きエンジンにおいて過給圧がエンジン保護
の観点から予しめ設定した設定圧以上に達した場合にエ
ンジンへの燃料供給を停止し、エンジン回転数を下げて
過給圧を該設定圧以下に収束させることによってエンジ
ンの損壊事故を未然に防止するようにしたものがある。(Prior Art) As a conventional example of this type of engine protection device, for example, as shown in Publication No. 17/22/II of 1983, boost pressure is reduced in a turbocharged engine from the viewpoint of engine protection. When the pressure reaches a preset set pressure or higher, the fuel supply to the engine is stopped, the engine speed is lowered, and the boost pressure converges to below the set pressure, thereby preventing engine damage. There is something I did.
ところで、元来、エンジン保護の観点から設定される過
給圧の設定圧は、エンジンの損壊を招くおそれのある限
界値よりは可成り安全側に設定されているため、例え過
給圧が設定圧を越えたとしても該設定圧との差分（即ち
、圧力の超過幅）が比較的小さいとかあるいは差分は大
きくても短時間で設定圧以下に下がってしまうような過
給圧変動はエンジン保護上さほど悪影響を与えないもの
である。従って、エンジンの保護作用を異常に対する獣
急度に応じてＣ換言すれば、エンジン保護上悪影響を及
ばすと思われるような異常過給圧発生時に）的確且つ効
果的に実行させるためには、過給圧が設定圧を越えｆ−
場合、現在発生している異常過給圧はエンジンの保護上
悪影響を及ばすような規模及び性質のものであるのかそ
れともエンジン保護上さほど影響のないような規模及び
性質のものであるのかを的確に判断する必要がある。By the way, the set pressure of supercharging pressure, which is originally set from the viewpoint of engine protection, is set to a much safer side than the limit value that may cause damage to the engine, so even if the set pressure of supercharging is Even if the boost pressure exceeds the set pressure, the difference from the set pressure (i.e. the width of the excess pressure) is relatively small, or even if the difference is large, the boost pressure falls below the set pressure in a short period of time. It does not have much of a negative impact. Therefore, in order to accurately and effectively execute the engine protection function according to the severity of the abnormality (in other words, when abnormal boost pressure occurs that is considered to have an adverse effect on engine protection), The boost pressure exceeds the set pressure f-
In this case, it is necessary to accurately determine whether the abnormal boost pressure that is currently occurring is of a scale and nature that will have a negative effect on engine protection, or whether it is of a scale and nature that has no significant effect on engine protection. It is necessary to judge.
しかるに、上記の如き従来のエンジンの保護装置におい
ては、異常過給圧の規模・性質の確認手段が何ら講じら
れておらず、過給圧が設定圧を越えた場合には画一的に
保護装置を作動させるようになっているため、エンジン
の保護上不必要な燃料カットが頻繁に行なわれ、その結
果、エンジン回転数が頻繁に変動してエンジンの運転性
が悪化するという問題を生じる。特に、自動車用エンジ
ンにあっては、運転者に不快なシロツクを頻繁に与える
ため、ドライバービリティが悪化し商品価値の低下を招
くことになる。However, in conventional engine protection devices such as those described above, no means are taken to confirm the scale and nature of abnormal boost pressure, and protection is provided uniformly when boost pressure exceeds the set pressure. Since the device is operated, unnecessary fuel cuts are frequently performed to protect the engine, and as a result, the engine speed fluctuates frequently, resulting in a problem that engine drivability deteriorates. In particular, automobile engines frequently give unpleasant shocks to the driver, resulting in poor drivability and a decrease in product value.
ここで単純に設定圧を上げた場合、設定圧よりは低いが
連続すれば悪影響を与える規模に至っても保護できない
。If the set pressure is simply increased here, even if it is lower than the set pressure but continues to cause negative effects, protection cannot be achieved.
ｆ発明の目的）
本発明は上記の如き従来のエンジンの保護装置の問題に
鑑み、エンジンの運転状態の異常のうち、エンジン保護
上さほど悪影響を及ぼさない程度の異常についてはそれ
がある程度集積されるまでそのまま容認することにより
、エンジンの運転性の向上を図るとともに、異常に対す
る緊急度に応じてエンジンを適切に保護し得るようにし
たエンジンの保護装置を提供することを目的としてなさ
れたものである。f) Purpose of the Invention) In view of the problems of conventional engine protection devices as described above, the present invention provides a method for accumulating a certain amount of abnormalities in engine operating conditions that do not have a significant adverse effect on engine protection. The purpose of this design is to improve engine drivability by allowing the engine to operate as is, and to provide an engine protection device that can appropriately protect the engine depending on the degree of urgency of the abnormality. .
（発明の構成）
本発明のエンジンの保護装置は、第１図の機能ブロック
図に示す如く、エンジンｌの運転状態を検出する運転状
態検出手段２／と、該運転状態検出手段、２／かうの信
号を受けてエンジンｌの運転状態を判定する判定手段２
２と、該判定手段２２からの信号を受けて各種の運転制
御手段２３の制御状態を補正する補正手段２≠とを備え
、前記運転状態検出手段２１により検出される検出値と
予じめ設定した第１Ｗ定値Ｘｉとを第１比較回路３１に
おいて比較し、その結果、ＩＧ／設定設定値Ｘ後出値が
こえた場合に該第１設定値ｎと検出値との差分をめてこ
れを差分積分回路３３において積分するとともに、該積
分値を第２比較回路３コにおいて予じめ設定した第２設
定値形と比較し、その結果、積分値が第２設定値翔より
小さい場合にはエンジン保護上格別の悪影響なしと判断
してその異常を容認し、これに対して積分値が第２設定
値℃を越えた絡合には、今回発生している運転状態の異
常はエンジンの保護上悪影響を及ばすような重大なもの
であると判断し、補正手段２ｔを介して運転制御手段、
２３の制御を補正して所定のエンジン保護作用を行なわ
しめるように構成したことを特徴とするものである。(Structure of the Invention) As shown in the functional block diagram of FIG. determining means 2 for determining the operating state of the engine l upon receiving the signal;
2, and a correction means 2≠ for correcting the control states of the various operation control means 23 in response to signals from the determination means 22, and includes a detection value detected by the operation state detection means 21 and a preset value. The first W constant value Xi is compared in the first comparison circuit 31, and as a result, if the IG/setting set value X exceeds the output value, the difference between the first set value n and the detected value is calculated and calculated. While integrating in the differential integration circuit 33, the integrated value is compared with a preset second set value type in three second comparison circuits, and as a result, if the integrated value is smaller than the second set value, then The abnormality is accepted because it is judged that there is no particular adverse effect on engine protection, but on the other hand, if the integral value exceeds the second set value ℃, the abnormality in the operating condition that has occurred this time is It is determined that it is a serious problem that may have an adverse effect on the above, and the operation control means, via the correction means 2t,
The present invention is characterized in that it is configured to correct the control of 23 to perform a predetermined engine protection effect.
Ｃ実施例）
以下、本発明のエンジンの保護装置を第２図ないし１１
ｇ３図に足す実施例に基いて説明すると、第２図には本
発明実施例に係る保護装置を備えたターボ過給機付き自
動車用エンジンｌの吸・排気系システム図が示されてい
る。エンジン／の吸気通路２には、吸気上流側からエア
フローメータ７と過給機ｔのブロアｊとスロットルバル
ブ９とインジェクターＩＯが順次数、付けへられている
。又、吸気通路−のブロアｊとスロットルバルブ９の間
には、過給圧検出用の圧力センサｇが取付けられている
。この圧力センサｔによって検出される過給圧は、エア
フローメータ７かう出力される吸入空気量と回転数セン
サ／ｌから出力されるエンジン回転数とともに燃料制御
ファクターとして制御器１２に入力される。尚、制御器
／、２は、後述する如くエンジン回転数と吸入室気量と
からＷ５料噴射量を設定するｆｆ１Ｂ＠射量制御装置と
、異常過給圧からエンジンを保護するエンジン保護装置
の二つの別装置としてそれぞれ機能する。Example C) Hereinafter, the engine protection device of the present invention will be described with reference to FIGS. 2 to 11.
To explain based on the embodiment added to Fig. g3, Fig. 2 shows an intake/exhaust system diagram of an automobile engine l with a turbocharger equipped with a protection device according to an embodiment of the present invention. An air flow meter 7, a blower j of a supercharger t, a throttle valve 9, and an injector IO are attached to the intake passage 2 of the engine in this order from the intake upstream side. Further, a pressure sensor g for detecting supercharging pressure is installed between the blower j and the throttle valve 9 in the intake passage. The supercharging pressure detected by the pressure sensor t is input to the controller 12 as a fuel control factor together with the intake air amount output from the air flow meter 7 and the engine rotation speed output from the rotation speed sensor /l. In addition, the controller 2 is an ff1B@ injection amount control device that sets the W5 fuel injection amount from the engine speed and intake chamber air volume, as described later, and an engine protection device that protects the engine from abnormal boost pressure. Each functions as two separate devices.
一方、エンジンｌの排気通路３には、過給機ｌのタービ
ン６が設けられている。又、このタービン６をバイパス
するバイパス路／ｌには、該バイパス路／ｌの途中に設
けたバルブシート１７を開閉するウェストゲートバルブ
／６が取付けられている。このウェストゲートバルブ１
６は、負圧導入路／３を介して前記ブロア５とスロット
ルバルブ９の間の吸気通路コから導入される過給圧とス
プリング／ざのバネ力との釣り合いによって作動するダ
イヤフラム弁であって、吸気通路！内の過給圧Ｐ・がエ
ンジン保護上から予じめ設定した第１設定圧Ｐ１より大
きくなった場合にその超過圧力に対応した開弁度に開弁
じてバイパス路ｌ弘を連通させ、エンジン／から排出さ
れる排気ガスの一部をタービン６をバイパスして外部へ
排出することによりブロアＳの回転数を下げて過給圧Ｐ
Ｏを第１ｗｊｔ定圧り以下に低下せしめる如く作用する
。即ち、このウェストゲートバルブｌ乙は、前記制御器
／２による燃料カット方式のエンジン保脛装＠（後述）
とは別にエンジンを異常過給圧から保護するものであり
、該燃料カット方式のエンジン保護装置と並行して作動
せしめられる。On the other hand, a turbine 6 of a supercharger 1 is provided in an exhaust passage 3 of the engine 1. Further, a wastegate valve /6 is attached to the bypass passage /l that bypasses the turbine 6, which opens and closes a valve seat 17 provided in the middle of the bypass passage /l. This waste gate valve 1
Reference numeral 6 denotes a diaphragm valve that is operated by the balance between the supercharging pressure introduced from the intake passage between the blower 5 and the throttle valve 9 via the negative pressure introduction passage /3 and the spring force of the spring. , intake passage! When the supercharging pressure P in the engine becomes larger than the first set pressure P1, which is set in advance for engine protection, the bypass passage 1 is opened to communicate with the engine by opening the valve to an opening degree corresponding to the excess pressure. By bypassing the turbine 6 and discharging a part of the exhaust gas discharged from / to the outside, the rotation speed of the blower S is lowered and the supercharging pressure P is reduced.
It acts to lower O to below the first wjt constant pressure. In other words, this waste gate valve L is a fuel cut-type engine protection system (described later) by the controller/2.
It also protects the engine from abnormal boost pressure, and is operated in parallel with the fuel cut-type engine protection device.
続いて、第３図に示した制御フローチャートを参照して
制御器ｌ、！による線側量制御作用とエンジン保護作用
を説明すると、先ず、イニシャライズしたのち、エアフ
ローメータ７と圧力センサざと回転数センサＩＩとから
それぞれ制御データとして吸入空気量と過給圧とエンジ
ン回転数を読み込みＣステップＳ／）、吸入空気量とエ
ンジン回転数に基いて制御器７２円のマツプから燃料の
噴射量１を読み出すＣステップ１２）。Next, referring to the control flowchart shown in FIG. 3, the controllers l, ! To explain the linear amount control effect and engine protection effect, first, after initialization, the intake air amount, boost pressure, and engine speed are read as control data from the air flow meter 7, the pressure sensor, and the engine speed sensor II, respectively. C step S/), C step 12) in which the fuel injection amount 1 is read out from the map of the controller 72 based on the intake air amount and the engine speed.
次に、ステップＳ３において現在の過給圧Ｐ・はエンジ
ン保護の観点から定めた第１設定圧Ｐｉ（この第１設定
圧Ｐ１は特許請求の範囲の項でいうところのｇ／設定値
に相当するものであり、この実施例においては該篤／設
定圧Ｐ１をＰ１＝＝＋ＪＱ ｍ ｌ１ｇに設定している
）よりも大きいかがさいかを判断する。即ち、過給圧Ｐ
Ｏが第１設定圧Ｐ１よりも小さい第１の場合（ＰＯ＜Ｐ
ｉ）には、現在の過給圧ＰＯはエンジン保護上何ら悪影
響を与えない正常な値のものであると判断し、後述する
如くステップＳ≠以下の通常の蹟射蓋制御フローを実行
し、こむに対して過給圧ＰＯが！／設定圧Ｐ１よりも大
きい第λの場合（Ｐｏ＞Ｐｌ）には、現在の過給圧ＰＯ
はエンジン保護上何らかの悪影響を及ぼす可能性がある
ようなものであると判断し、後述する如くステップＳｊ
以下のエンジン保護フローの実行に移る。Next, in step S3, the current supercharging pressure P. In this embodiment, the temperature/set pressure P1 is set to P1==+JQ m l1g). That is, the supercharging pressure P
In the first case where O is smaller than the first set pressure P1 (PO<P
In i), it is determined that the current boost pressure PO is a normal value that does not have any adverse effect on engine protection, and as described later, the normal ejector lid control flow is executed in steps S≠ and below; The supercharging pressure PO is against the pressure! /In the case of the λth larger than the set pressure P1 (Po>Pl), the current boost pressure PO
It is determined that this may have some kind of adverse effect on engine protection, and step Sj is performed as described below.
Proceed to execute the engine protection flow below.
先ず、前記第１の場合について説明すると、この場合に
は、先ずステップＳｑにおいて後述する差分（即ち、過
給圧ＰＯと第１設定圧Ｐｉの圧力差）Ｔ’ａと該差分Ｐ
６の積分値Ｉ！Ａをそれぞれリセットした後、所定のＩ
ｌｌタイミングにおいて燃料ＩＩ射を行なうＣ＠射射殺
１ステップ５１０）。この喧射量制御フローは過給圧Ｐ
Ｏが第１設定圧Ｐ１を越えるまで繰り返えして実行され
る。First, the first case will be explained. In this case, first, in step Sq, a difference (that is, a pressure difference between the supercharging pressure PO and the first set pressure Pi) T'a and the difference P, which will be described later, is determined.
Integral value I of 6! After resetting A respectively, the predetermined I
C@shooting kill 1 step 510) which performs fuel II injection at ll timing. This injection amount control flow is based on the supercharging pressure P
This process is repeated until O exceeds the first set pressure P1.
一方、第２の場合には、先ず、ステップＳ！において現
在の過給圧ＰＯと第１設定圧Ｐ１との差分ＰＧをめる。On the other hand, in the second case, step S! , calculate the difference PG between the current boost pressure PO and the first set pressure P1.
次に、この差分Ｐｃｃを順次積分して積分値ＰＡをめる
とともに、該積分値ＰＡと第２設定圧Ｐ２（この第２設
定圧Ｐ２、特許請求の範囲の項でいうところの第２設定
値に相当するものであり、この実施例においてはｐｚ＝
１０００ｍＨｇその結果、Ｃ積分値ＦＡ）＜（第２設定
圧Ｐ２ ）である場合には、現在発生している異常過給
圧は燃料カットを行なってエンジン保護作用を行なうよ
うな規榎にまだ達してないものと判断し、この場合には
ステップＳ７からステップＳ９、ステップＳｌＯと実行
して通常の燃料噴射量制御を行なうとともに、再びステ
ップＳ／からステップＳ２、ステップＳ３、ステップＳ
ｔ１ステップＳ５、ステップＳ６と実行して差分ｐｃを
順次積分してゆく。この差分Ｐφの積分作用は、過給圧
ＰＯが第１設定圧Ｐｉより小さくなる（ＰＯ＜ＰＬ）か
ＣステップＳ３）、あるいは積分値ＰＡが第２設定圧Ｐ
２をこえる（ＰＡＩＮ、ステップＳ７）まで繰り返えし
て実行される。Next, this difference Pcc is sequentially integrated to obtain an integral value PA, and the integral value PA is combined with a second set pressure P2 (this second set pressure P2 is a second setting pressure as referred to in the claims). In this example, pz=
1000 mHg As a result, if C integral value FA) < (second set pressure P2), the abnormal boost pressure currently occurring has not yet reached the limit that would require a fuel cut to protect the engine. In this case, normal fuel injection amount control is performed by executing Step S7 to Step S9 and Step SlO, and again from Step S/ to Step S2, Step S3, and Step S
t1 step S5 and step S6 are executed to sequentially integrate the difference pc. The integral action of this difference Pφ is such that the supercharging pressure PO becomes smaller than the first set pressure Pi (PO<PL) or the integral value PA becomes smaller than the second set pressure P
This process is repeated until PAIN exceeds 2 (PAIN, step S7).
差分ｐａの積分が何回か繰り返えして実行された結果、
（、積分値ＰＡ）＞（第２設定圧Ｐ２ 、Ｐ２ ＝１０
００顛Ｈｇ）となりた場合には、現在発生し続けている
異常過給圧はエンジン損壊等のエンジンの保護上重大な
悪影響を及ばす規模及び性質のｉ、め′？′Ｓ本スン判
漸１□−ｒの惺＾にはマｑゴからめた噴射ｍＰｔを強制
的に零に設定しくステップＳと）、燃料カットを行なう
。従って、エンジンｌかう排出される排気ガス量が減少
して過給機ｔの回転数が低下せしめられ、それに伴って
吸気通路２内の過給圧が第１設足圧・Ｐ１以下に低下収
束せしめられ、エンジンｌが異常過給圧によって損壊す
るというような最悪事態が回避される（エンジンの保護
作用）。尚、燃料カットの結果、過給圧ＰＯが第１設定
圧Ｐｉ以下まで下がると＠料カットが解除され、再び燃
料の噴射作用が開始される。As a result of repeating the integration of the difference pa several times,
(, integral value PA)>(second set pressure P2, P2 = 10
00 Hg), the abnormal boost pressure that is currently occurring is of such a scale and nature as to have a serious adverse effect on engine protection, such as engine damage. In the case of 1□-r, the injection mPt from the engine is forcibly set to zero (step S) and the fuel is cut. Therefore, the amount of exhaust gas discharged from the engine 1 decreases, and the rotational speed of the supercharger t decreases, and accordingly, the supercharging pressure in the intake passage 2 decreases and converges to below the first set pressure P1. This avoids the worst case scenario in which the engine 1 is damaged due to abnormal boost pressure (engine protection effect). Note that, as a result of the fuel cut, when the supercharging pressure PO falls to the first set pressure Pi or less, the fuel cut is canceled and the fuel injection action is started again.
一方、積分値ＰＡが第２設定圧Ｐ２に達しないうちに過
給圧ＰＯが第１設定圧Ｐ１よりも下った場合には、今ま
で発生していた異常過給圧はエンジンの保護上格別の悪
影響を生じない程度の規模のかさなものであったと判断
しくステップＳ３）、この場合にはｆ！！５料カット等
を行なうことなく差分Ｐｃｃと積分値ＦＡをそれぞれリ
セットした後、再び通常のｖＪＩ射置制置制御フロー行
に移る。On the other hand, if the boost pressure PO falls below the first set pressure P1 before the integral value PA reaches the second set pressure P2, the abnormal boost pressure that has occurred up until now will be treated as a special protection for the engine. It is determined that the problem was large enough not to cause any negative effects (step S3), and in this case, f! ! After resetting the difference Pcc and the integral value FA without performing any cutting or the like, the flow returns to the normal vJI injection control flow.
上述の如くこの実施例のエンジンの保ｔ１１装置は、鵠
ｌ設定圧ＰＬ以上の異常過給圧ＰＯが発生した場合、こ
の異常過給圧Ｐｏの規模及び性質Ｃｍち、エンジンに与
える影響）を、過給圧ＰＯと第７設定圧Ｐｉとの差分Ｐ
６を積分してその積分値ＰＡを第２設定圧陀と比較する
ことによって的確に判断し、その結果、現在発生してい
る異常過給圧がエンジンの保護上悪影響を−及ぼすよう
な大きな規模及び性質のものであり、このまま！ｆｌシ
ておくとエンジンの損壊を招く危険性があるため直ちに
エンジン保護作用を実行する必要があると思われる場合
（換言すれば、異常過給圧是正に対する緊急度が高い筋
合）には直ちにこの異常事態の発生を警報灯１３の点灯
によって運転者に知らしめるとともに、燃料カットを行
なって過給圧ＰＯを速やかに第１設定圧Ｐｉ以下に低下
させてエンジンの保護を確実且つａｇＪに行なう。また
、これに対して現在発生している異常過給圧がエンジン
の保護上さほど影響がないものであると′＃断された絡
合ｌ換・、事すれば、異常過給圧是正に対する緊急度が
低い場合）には、燃料カットを行なうことなくこの異常
過給圧の発生を容認することにより、本来不必要な燃料
カットによる不快なエンジン振動（シミツク）が頻繁に
発生するのを未然に防止するようにしたものである。As mentioned above, the engine maintenance device of this embodiment, when an abnormal boost pressure PO higher than the set pressure PL occurs, controls the magnitude and nature of this abnormal boost pressure Po (Cm, influence on the engine). , difference P between boost pressure PO and seventh set pressure Pi
6 and compares the integral value PA with the second set pressure. And it is of a nature and remains as it is! If it is deemed necessary to take immediate action to protect the engine as there is a risk of damage to the engine if left unattended (in other words, there is a high degree of urgency to correct abnormal boost pressure), immediately The occurrence of this abnormal situation is notified to the driver by lighting the warning light 13, and the fuel is cut to quickly reduce the boost pressure PO to the first set pressure Pi or less to reliably and agJ protect the engine. . In addition, if the currently occurring abnormal boost pressure does not have much effect on the protection of the engine, it will be necessary to replace the entanglement, and if this occurs, there will be an urgent need to rectify the abnormal boost pressure. By allowing this abnormal boost pressure to occur without cutting fuel, you can prevent the frequent occurrence of unpleasant engine vibrations caused by unnecessary fuel cuts. It is designed to prevent this.
尚、上記実施例においてはエンジンの異常運転状態の一
例として過給圧の異常上昇について説明したが、本発明
のエンジンの保護装置は異常過給圧に対するエンジン保
護装置として適用できる外に、例えばエンジン温度の異
常上昇あるいは潤滑油温の異常上昇等の他の運転異常を
対象としたエンジン保護装置としても適用できることは
勿論である。Incidentally, in the above embodiment, an abnormal increase in boost pressure was explained as an example of an abnormal operating state of the engine, but the engine protection device of the present invention can be applied not only as an engine protection device against abnormal boost pressure, but also to, for example, an engine protection device. Of course, it can also be applied as an engine protection device for other operational abnormalities such as an abnormal rise in temperature or an abnormal rise in lubricating oil temperature.
（発明の効果）
本発明のエンジンの保護装置は、運転状態検出手段によ
ってエンジンの運転状態の異常をボす信号が継続的に出
力された場合にこの出力値と予じめ設定した設定値との
差分をめてこれを積分し、その積分値が所定の設定値を
こえた場合にのみエンジン保護上重大な異常運転状態が
発生しているものと判断してエンジンの保護装置を作動
させるように８成しているため、運転状態検出手段から
出力される出力値が設定値を、越えた場合にその異常の
規模あるいは性質にかかわりなく画一・的に保護装置を
作動させるようにした従来のエンジンの保護ｇＭＣ例え
ば、特開昭！；７−／２２／１１．２号公報）の如く過
度のエンジン保護作用が頻繁に行なわれるというような
ことがなく、それだけエンジンの運転性が向上するとご
もに、異常に対する緊急度に応じて適切にエンジンを保
護し得るという効果がある。(Effects of the Invention) The engine protection device of the present invention is configured such that when the operating state detecting means continuously outputs a signal indicating an abnormality in the operating state of the engine, this output value and a preset set value are The system calculates the difference between the values and integrates the difference, and only when the integrated value exceeds a predetermined set value, it is determined that an abnormal operating condition serious for engine protection has occurred, and the engine protection device is activated. Conventionally, when the output value output from the operating state detection means exceeds the set value, the protection device is uniformly activated regardless of the scale or nature of the abnormality. Engine protection gMC for example, JP-A-Sho! 7-/22/11.2), excessive engine protection is not performed frequently, and engine drivability is improved accordingly. This has the effect of properly protecting the engine.
第１図は本発明のエンジンの保護装置の機能ブロック図
、第２図は本発明実施例に係る保護装置を備えたエンジ
ンの要部システム図、第３図は第２図に示したエンジン
の制御フローチャートである。
／・・・・・エンジン
２・・・・・吸気通路
３・・・・・排気通路
≠・・・・・過給機
５・・・・・ブロア
６・・・・・タービン
７・・・・・エアフローメータ
ざ・・・・・圧力センサ
ｑ−・・・・スロットルバルブ
ＩＯ・・・・インジェクター
ｌｌ・・・・・回転数センサ
／２・・・・制御器
１３・・・・警報灯
ｌｌ・・・・ウェストゲートバルブ
２／・・・・運転状態検出手段
２２・・・・判定手段
２３・・・・運転制御手段
２１１・・・・補正手段
３１・・・・第１比較回路
３２・・・・第２比較回路
３３・・・・差分積分回路FIG. 1 is a functional block diagram of the engine protection device of the present invention, FIG. 2 is a system diagram of main parts of an engine equipped with the protection device according to an embodiment of the present invention, and FIG. 3 is a functional block diagram of the engine protection device according to the embodiment of the present invention. It is a control flowchart. /...Engine 2...Intake passage 3...Exhaust passage≠...Supercharger 5...Blower 6...Turbine 7... ...Air flow meter...Pressure sensor q-...Throttle valve IO...Injector ll...Rotational speed sensor/2...Controller 13...Warning light ll... Waste gate valve 2/... Operating state detection means 22... Judgment means 23... Operation control means 211... Correction means 31... First comparison circuit 32 ...Second comparison circuit 33...Difference integration circuit
Claims (1)
該運転状態検出手段からの信号により運転状態を判定す
る判定手段と該判定手段が運転状態の異常を産す異常判
定信号を出力した場合にエンジンの各種運転ｗＪ御手段
を補正する補正手段を備えたエンジンの保護装置におい
て、上記判定手段を、上記運転状態検出手段の信号の第
１設定値を越えた値の該第１設定値との差分の積分値が
、第２設定値を越えたときに異常判定信号を出力するよ
うに構成したことを特徴とするエンジンの保護装置。1. An operating state detecting means for detecting the operating state of the engine, a determining means for determining the operating state based on a signal from the operating state detecting means, and when the determining means outputs an abnormality determination signal that causes an abnormality in the operating state. In an engine protection device equipped with a correction means for correcting various operation wJ control means of the engine, the determination means is set to a first set value of a signal of the operating state detection means that exceeds the first set value. An engine protection device characterized in that the engine protection device is configured to output an abnormality determination signal when the integral value of the difference exceeds a second set value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7923584A JPS60222543A (en) | 1984-04-18 | 1984-04-18 | Protecting device for engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7923584A JPS60222543A (en) | 1984-04-18 | 1984-04-18 | Protecting device for engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60222543A true JPS60222543A (en) | 1985-11-07 |
| JPH0461182B2 JPH0461182B2 (en) | 1992-09-30 |
Family
ID=13684202
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7923584A Granted JPS60222543A (en) | 1984-04-18 | 1984-04-18 | Protecting device for engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60222543A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0269118A2 (en) * | 1986-11-28 | 1988-06-01 | Nippondenso Co., Ltd. | Throttle valve control apparatus |
| FR2649787A1 (en) * | 1989-07-12 | 1991-01-18 | Bosch Gmbh Robert | Method for using a motor vehicle with the greatest possible safety |
| EP1624175A1 (en) * | 2004-08-03 | 2006-02-08 | Renault s.a.s. | Method and system for monitoring the boost pressure of an internal combustion engine of a motor vehicle |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4319854Y1 (en) * | 1965-03-29 | 1968-08-20 | ||
| JPS4950331A (en) * | 1972-06-15 | 1974-05-16 | ||
| JPS5311131U (en) * | 1976-07-12 | 1978-01-30 | ||
| JPS5487308A (en) * | 1977-12-22 | 1979-07-11 | Nippon Denso Co Ltd | Knocking detector for internal combustion engine |
| JPS54155322A (en) * | 1978-05-26 | 1979-12-07 | Toyota Motor Corp | Ignition time controller for engine |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5178535A (en) * | 1974-12-30 | 1976-07-08 | Sanko Kinzoku Kogyo Kk | DANBUKYANE |
-
1984
- 1984-04-18 JP JP7923584A patent/JPS60222543A/en active Granted
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4319854Y1 (en) * | 1965-03-29 | 1968-08-20 | ||
| JPS4950331A (en) * | 1972-06-15 | 1974-05-16 | ||
| JPS5311131U (en) * | 1976-07-12 | 1978-01-30 | ||
| JPS5487308A (en) * | 1977-12-22 | 1979-07-11 | Nippon Denso Co Ltd | Knocking detector for internal combustion engine |
| JPS54155322A (en) * | 1978-05-26 | 1979-12-07 | Toyota Motor Corp | Ignition time controller for engine |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0269118A2 (en) * | 1986-11-28 | 1988-06-01 | Nippondenso Co., Ltd. | Throttle valve control apparatus |
| FR2649787A1 (en) * | 1989-07-12 | 1991-01-18 | Bosch Gmbh Robert | Method for using a motor vehicle with the greatest possible safety |
| EP1624175A1 (en) * | 2004-08-03 | 2006-02-08 | Renault s.a.s. | Method and system for monitoring the boost pressure of an internal combustion engine of a motor vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0461182B2 (en) | 1992-09-30 |
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