JPS6119931A - Supercharger control device in internal-combustion engine - Google Patents

Abstract

PURPOSE:To promote the warm-up ability of an engine while the fuel consumption rate of the engine is maintained to be high, by engaging a clutch always when the resting condition of a vehicle is detected upon low always when the resting condition of a vehicle is detected upon low temperature operation of the engine, so that a supercharger is maintained in its rotating condition irrespective of the rotational speed of the engine. CONSTITUTION:A vehicle resting condition detecting means (a gear shift position sensor, a vehicle speed sensor) 6 detects the resting condition of a vehicle, and a temperature detecting means (an oil temperature sensor, a water temperature sensor) 5 detects temperatures. If a low temperature resting condition determining means 7 determines that the vehicle is resting and the temperature of the engine is low, a clutch releasing means 9 is energized to forcedly maintain the engagement of a clutch 4 irrespective of the operating condition of the engine so that the rotational speed of a supercharger 3 is continued. When the temperature of the engine is not low or when the engine does not rest even if the temperature of the engine is low, a clutch operating means 8 is energized to set the engine in its normal operating condition in which the clutch is operated in accordance with the operating condition of the engine.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a supercharger control device 6 for an internal combustion engine equipped with a mechanical supercharger.

In conventional internal combustion engines, combustion performance is poor when the engine is cold. If this is equipped with a supercharger, one of the screws
This is especially true because the f compression ratio is set small to prevent knocking (1), and temperature -1 compression due to compression is difficult to promote. The bamboo movement of the supercharger itself causes the air to stagnate in the intake pipe due to its rotation, which increases the moisture content. However, in a mechanical supercharger, the engine speed is
If it is not greater than I'i, the clamp that connects the supercharger to the engine rotating shaft has been cut, and the supercharger is not being rotated. Therefore, the temperature rise due to supercharging is clear (!
This was aimed at improving combustion. However, this measure has the problem of worsening the fuel consumption rate. (Refer to Ikosho 4'7-0, 379398 for the prior art of Honsuke and Ming) Problems to be Solved by the Invention In view of these problems, the present invention improves combustibility without deteriorating the air-fuel mixture. The goal is to provide solutions for disasters.

According to the present invention, a mechanical supercharger 3 is disposed in the intake system 2 of the engine 1 in FIG. In the internal combustion engine 1r1 connected to the wheel 1', a means 5 for detecting the temperature condition of at least one part of the engine, a means 6 for detecting when the engine is stopped, and a means 6 for detecting whether the engine is at a low temperature and stopped [1]. means 7 for determining whether the engine is at a low temperature, means 8 for engaging or disengaging the clutch depending on engine operating conditions when the engine is not at rest at a low temperature, and means 9 for keeping the clutch engaged when the machine is at a low temperature and at a halt. A feeder control device is provided.

Operation The low temperature stop determination means 7 operates the clutch release means 9 when the engine is at a low temperature while the engine is stopped, and at this time, the clutch 4 is forcibly kept engaged regardless of the engine operating conditions and the supercharger is 3 continues to rotate. Therefore, warming up is promoted by compressing the air.

If the engine is not at a low temperature or is not stopped even if the engine is at a low temperature, the clutch actuating means 8 is actuated, and the clutch 4 is operated in a normal manner depending on the operating conditions.

Embodiment In FIG. 2, 10 is an engine body, which includes a cylinder block 11, a piston 12, and a connecting rod 1.
4, crankshaft 16, crank bin 18, oil pan 2
0, cylinder head 22, intake valve 24, exhaust valve 26, valve spring 28, camshaft 30, camshaft housing 3
It consists of the following components.

An intake port 32 is formed within the cylinder head 22 and is connected to a surge tank 36 via an intake pipe 34. 38
is a throttle valve, which is arranged within the intake pipe 40. The throttle valve 38 is connected to an accelerator pedal 44 via a link 42.

An air flow meter 46 is provided upstream of the throttle valve 38, and an air cleaner 48 is maintained upstream thereof.

An exhaust boat 50 is formed within the cylinder head 22 and is connected to a catalytic converter 54 via an exhaust manifold 52.

In this embodiment, the internal combustion engine is a fuel injection type, and the intake pipe 3
4 is provided with a fuel injector 56. 58 is a display 1 to a reviewer, and 59 is a transmission.

According to the present invention, a Roots pump 60 as a mechanical supercharger is connected to the intake pipe 4Q downstream of the throttle valve 38. The roots pump 60 includes a housing 62 and a pair of cocoon-shaped rotors 64 within the housing 62. The pair of rotors 64 are provided with mutually meshing gears (not shown) on their rotating shafts 66 . Therefore, the rotor 64 rotates in the opposite direction while maintaining a small gap with respect to the inner periphery of the housing 62. A clutch with a pulley 68 is provided on one rotational shaft 66 of the row 964, and a boob portion of the clutch 68 is connected to a pulley 72 on the crankshaft 16 via a belt 70. The pulley clutch 68 is configured as shown in FIG. 3, and has a drive shaft 66 extending from the housing 62 of the supercharger 60
A first engagement plate 68-1 bolted to the end of the housing 62, and a second engagement plate 68-4 mounted on a sleeve 68-2 fixed to the housing 62 via a bearing 68-3. A pulley portion 68-5 that engages with the bell 1-70 is formed on the second engagement plate 68-41.

An engagement member 68-7 is attached to the first engagement plate 68-1 via an elastic member 68-6, and the engagement member 68-7 is attached to the second engagement plate 68-1.
The engagement plate 68-4 faces the engagement plate 68-4 with a slight gap.

I between these faces! #A friction-containing surface is formed. A solenoid 68' is routed within a U-shaped recess in cross section of the second engagement plate 68-4, and is fixed to the sleeve 68-2 by a stay (not shown).

When the solenoid 68' is de-energized, the engaging portion 068-7 is in the second position.
is pulled away from the engagement plate 68-4 by the elastic member 68-6. By energizing the solenoid 68', the engaging member 68-7 engages with the second engaging plate 68-4, and engine rotation from the boob portion 68-5 is transmitted to the supercharger shaft 66.

Reference numeral 100 denotes a control circuit for the Nla clutch 68, which forms an actuation signal to the clutch 68 based on signals from a sensor for detecting driving conditions and a wrench for detecting cold stopping. The control circuit 100 controls the air-fuel ratio of the engine! Control or ignition m II
, II can be used in common with the control circuit. Of course, it can also be connected as a dedicated control circuit. The operating condition sensor includes the air flow meter 46 mentioned above and the rotation speed sensor 102 which is connected to the distributor 58 by FiQ. The air flow make 46 is configured as a potentiometer as shown in FIG. 2, and controls the stirrup of the valve stem, that is, the amount of intake air. generates an analog signal according to the - The six-rotation speed sensor 102 is configured as a 5-ohm Hall spacing in opposition to the matter net 104 on the distribution shaft 58' of the distributor 58, as shown in FIG. Outputs the corresponding signal.

In the first embodiment, the low-temperature stop sensor includes a combination of a shift position sensor 141 and an oil temperature sensor 142. The shift position sensor 141 is provided at the shift lever 59 of the transmission, and is configured as a switch that detects the N or P position of the shift lever. Further, the oil temperature sensor 142 can be configured as a temperature-electrical resistance conversion element that is provided in the oil pan 2o of the engine and detects the temperature of lubricating oil.

A second embodiment of the low temperature stop sensor is a combination of an rJJ speed hinge 143 and a water temperature sensor 144.

The vehicle speed sensor 143 is based on the same principle as the rotation speed sensor 143, and consists of a rotating magnet on the transmission output shaft 59'' and a Hall element provided facing it.Water temperature sensor 144
is installed at the cooling water outlet in the engine's cylinder block.

The control circuit 100 is constructed as shown in the block diagram of FIG. 4 and consists of a microcomputer system. i.e., microbrohishing unit (MPtJ)
1.06, has a read-only memory <ROM> 108 and a random access memory (RAM> 110), which are interconnected via a bus 112, and the bus 112 is further connected to an input/output (Ilo) port 114. .116 is a clock pulse generator.''-7 Flow meter 46
, oil temperature sensor 122, and water temperature sensor 144W are analog multiplex sensors (MPX) 117.
, and is connected to the I10 boat 114 via an analog-to-digital (A/D) converter 1 18, and the rotation speed sensor 10
The vehicle speed sensor 1/143 is connected to the I and 10 ports 114 through the forming circuit 121, respectively. Further, the detection switch 143 of the P range range has its voltage dividing point connected to the r10 boat 114. Further, the I10 port 114 is connected to the base of a driving transistor 124 of the clutch 68 via a latch 122, and a driving solenoid 68' of the clutch 68 is located in the collector emitter circuit of the transistor 124.
By controlling the energization, the clutch 68 can be engaged and released, in other words, the supercharger 60 can be operated and switched to one stop.

The microcomputer can handle other engine controls other than supercharging control, such as air-fuel ratio control and ignition timing control, and for this reason various sensors and actuators are connected to the I10 boat 114, but this is not the main function. Since it is not directly related to the features of the invention, illustration and description will be omitted.

110M108 stores a program for controlling the clutch 68 and other programs for controlling engine operation. The program will be explained below, focusing only on the parts related to the present invention.

FIG. 5 shows the flow of the main routine program. In the main routine, various processes that require speed-up are performed. When the program is started in step 200, initialization is performed in 202, and the MP
Each register of U106, RAM110, 110, 1
14 initial settings are performed. At 204, the MPU 106 issues an A/D conversion command for the intake air needle signal from the air flow meter 46 to the A/D converter 118, and the digital signal corresponding to the intake air Q is stored at a predetermined address in the RAM 110. In the next step 206, a digital signal representing the rotation speed N from the rotation speed sensor 102 is inputted and stored 2S at a predetermined address in the RAM 110. In step 208,
The ratio of the rotational speed N to the intake air 5Q is calculated and stored in the RAM.
110. Q/11. It is a well-known J5 guide that this is the load equivalent value for tlfi. Next, in step 210, the llMPU 106 selects the oil temperature sensor 142 by the MPXl 17, and its A/D conversion is performed in 118, and the oil temperature - "011" is input and stored in the RAM 110. Water temperature T measured by water temperature sensor 144
The data of w enters the RAM 110. At step 214, vehicle speed S)) f) data is extracted from the digital signal from the medium speed sensor 143 and stored in the RAM 110. 21 more
At 6, data from the shift switch 141 is input. When the j2-data from each sensor is input in this way, the program advances to the next step (U218 and below) and returns to the main routine (1) where the balance processing for other controls (e.g. Feedback processing, etc. in J5 is performed for air-fuel ratio control, and at that time Q-, N, Q/N and other 7oi1
, Tw, etc. C) Binding is used as appropriate.

FIG. 6 shows a program for controlling the supercharger, and in this embodiment, the program is executed at predetermined intervals (e.g., 8 mS) that are short enough to detect changes in the engine operating conditions. This is a time interrupt routine.

Every time a predetermined time elapses, an interrupt request is received at the interrupt port of M P jJ 10'6, and the routine enters the actual routine t) at 290, and at 292, 1oi1. 'I Reno 7
The oil temperature data stored in the controller is input, and it is determined whether the oil temperature is below a predetermined value, for example, 60°C. In 29/I, RAM
It is determined by the lever position sensor 141 that the shift lever position sensor 141 stored in 110 is the range of N or P. 292 is N.

(When T-oil > 60°C), the temperature is low] 111g is 41. Also, if 292 is Yes (Toil <60℃), but if 294 is No, the width axis is M.
' Not in +1. This cutter changes the normal supercharging I angle control to 1
゛i Range (Yes, the program advances to 302 and RA
Whether or not the rotational speed data stored in the N area of M110 is larger than the predetermined vessel a (Fig. 7) is then stored in the Q/N area of the RAM 110 in ζ304. It is determined whether the data of the ratio to N is greater than b.Supercharging Ifr in FIG.
'T' is also NO(Q/N<b)('Al operating range is supercharging-like fi>stop range, in this case the program advances to 306.
4J, apply signal 1~ to reradige 122, apply 7,
Therefore, the transistor 124 is cut off and the solenoid 68' of the clutch 68 is demagnetized, and the clutch 68 is demagnetized.
8 yells at the release. At this time, the rotation of the crankshaft 16 is not transmitted to the rotor 64 of the supercharger 60. Throttle valve 3
The flow of air from 8 to the surge tank 36 causes the rotor 61 to idle (supercharging is not performed).

302-t'Yes (N>a) or 302 in Figure 6
No (N<a> but 304 Yes (Q/N>b)
In the case of supercharging (the operating range is 30ε, the program is 30ε
], the MPU 106 applies a let signal to the latch 122 from I10 port i-114. Therefore, the transistor 124 is turned ON and the solenoid 68' of the clutch 68 is energized, so that the clutch 68μ is engaged. As a result, the rotation of the engine crankshaft 16 is controlled by the pulley 7.
2. The air is transmitted to the rotating shaft 66 of the supercharger 60 via the belt 70 and pulley 68, and the pair of rotors 64 are rotated in opposite directions, compressing the air and passing through the surge tank 36 and intake pipe 34 to the intake port 32. will be introduced within the institution.

The setting value 1) of Q/N, which is the representative value of rotation speed data a, 9, which determines the operating range of the supercharger, is to reduce the shock of switching from O[F to ON of the supercharger, and to reduce the shock of switching from the clutch In terms of the durability of the frictional engagement member, it is better to have the rotation speed as low as possible.
Since it worsens fuel consumption, it is determined by the balance between the two.

Yes at 294 in Figure 6.
'i' and the vehicle is stopped (for example, during idling operation). At this time, the program proceeds to step 308 described above, and the clutch is turned on, that is, the supercharger is activated. That is, the supercharger is maintained to operate regardless of the Ω value of 1 in the map shown in FIG. The operation of the supercharger constantly compresses the air, helping to warm up the air entering the engine. As is well known, the temperature and pressure at the input and outlet of the supercharger 1160 are 1]1. King 1: There is the following relationship between P2 and T2, and since the pressure P2/Pi increases due to supercharging, the rotation of the supercharger warms the air and promotes combustion.

As mentioned above, even when the temperature is low, when the vehicle is not stopped, the supercharger does not enter the above-mentioned activation step.

This prevents deterioration in drivability and fuel consumption rate.

In the second embodiment, low-temperature stopping is detected based on water temperature TV and vehicle speed. Flow 1 notes are shown in Figure 8. 3
In step 20, it is determined whether the water temperature detected by the water temperature sensor 144 is below a predetermined value (for example, 60° C.), and in step 322, it is determined whether the vehicle speed SPD detected by the vehicle speed sensor 143 is below a predetermined value (for example, 5 Ka/h). Ru. 3
If 20 is Yes and 322 is Yes, the engine is stopped at a low temperature and the clutch is held engaged at this time. Otherwise, the clutch is engaged or released according to the engine operating condition 11-.

Effects of the Invention By constantly engaging the clutch by detecting when the engine is at a low temperature and when the vehicle is stopped, the supercharger is kept rotating regardless of the engine speed, and the intake air temperature is kept low. It is possible to quickly make I-fuse due to the curvature, making it warm □
This can promote fuel efficiency while keeping fuel consumption high.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing the configuration of the present invention, FIG. 2 is an embodiment of the present invention, FIG. 3 is a sectional view of a clutch, and FIG. 4 is a block diagram of a control circuit. FIG. 5 and FIG. 6 are software]7 and illustration diagrams.FIG. 7 is a supercharging map diagram during normal operation, and FIG. 8 is a flow diagram of the second embodiment. 10...Engine, 34...Intake pipe, 46...T
Ar flow meter, 5...Transmission, 60...Supercharger, 68...Clutch with pulley, 100...Control circuit, 102...Rotational speed sensor, 141...Shift l-
Range detection sensor, 142... Oil temperature sensor, 743...
...9T speed sensor, 144-...Water temperature sensor.

Claims (1)

[Claims] In an internal combustion engine in which a mechanical supercharger is disposed in the intake system of the engine, and the rotating shaft of the supercharger is connected to the engine rotating shaft via a clutch, means for detecting temperature conditions at at least one location in the engine; A means for detecting when the engine is stopped, a means for determining whether the engine is at a low temperature and at a stop, a means for engaging or disengaging the clutch depending on engine operating conditions when the engine is at a low temperature and not at a stop, A supercharger control device comprising means for keeping a clutch engaged when the vehicle is stopped.