car

Abstract

To suppress supercharging response delay while outputting torque corresponding to an accelerator operation of a driver.SOLUTION: In an automobile having an engine with a supercharger that includes a compressor mounted to inside of an intake pipe and a turbine mounted to inside of an exhaust pipe, when a predetermined condition including an accelerator operation for attaining a predetermined opening or smaller is satisfied, anti-lag control for prohibiting fuel cut, increasing an intake air amount and delaying ignition timing in accordance with an accelerator opening is executed. The prohibition of the fuel cut and the increase in the intake air amount can maintain a supercharging state by the supercharger, and the ignition timing delay in accordance with the accelerator opening can output torque corresponding to the accelerator operation of a driver.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present disclosure relates to an automobile, and more particularly to an automobile equipped with an engine having a supercharger.

Background Art

[0002] Conventionally, as this type of automobile, there has been proposed one that significantly delays the valve opening timing of an exhaust valve during deceleration from a supercharged state by a turbocharger and controls the opening and closing timing of an intake valve so as to achieve the maximum intake air amount (see, for example, Patent Document 1). In this automobile, during re-acceleration after such deceleration control, the opening and closing timing of the intake valve and the fuel injection amount are set to predetermined target values, and the valve opening timing of the exhaust valve is set on the advanced angle side. By these controls, the occurrence of turbo lag is suppressed when accelerating from a decelerated state, improving drivability.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In an automobile equipped with an engine having a supercharger, as a method for suppressing supercharging response delay, it is also conceivable to increase the intake air amount when a predetermined condition including an accelerator operation that becomes below a predetermined opening degree is satisfied. In this case, how to realize the torque required for the vehicle by the driver's accelerator operation becomes an important issue.

[0005] The automobile of the present disclosure mainly aims to suppress supercharging response delay while outputting torque from the engine according to the driver's accelerator operation in an automobile equipped with an engine having a supercharger.

Means for Solving the Problems

[0006] The automobile of this disclosure employs the following means to achieve the primary objective described above.

[0007] The automobiles disclosed herein are An engine having a supercharger that includes a compressor installed in the intake manifold and a turbine installed in the exhaust manifold, A control device for controlling the engine, A car equipped with, The control device performs anti-lag control, which includes prohibiting fuel cut-off, increasing the intake air volume, and retarding the ignition angle according to the accelerator opening, when predetermined conditions are met, including accelerator operation below a predetermined opening. It is characterized by the following:

[0008] In the automobile of this disclosure, as a method for suppressing turbocharger response delay, when predetermined conditions are met, including accelerator operation below a predetermined opening, anti-lag control is performed by prohibiting fuel cut, increasing the intake air volume, and retarding the ignition angle according to the accelerator opening. By prohibiting fuel cut and increasing the intake air volume, the turbocharger's operating state (supercharged state) is maintained, suppressing turbocharger response delay during re-acceleration in response to the driver's accelerator operation. On the other hand, while anti-lag control is being performed, torque corresponding to the driver's accelerator operation is output by retarding the ignition angle according to the accelerator opening. As a result, turbocharger response delay can be suppressed while outputting torque from the engine in response to the driver's accelerator operation.

[0009] In the automobile according to this disclosure, if the predetermined condition is not met during the execution of the anti-lag control, the control device may continue ignition retardation so as to maintain the immediate torque for a predetermined time or until it is determined that the target torque can be achieved without ignition retardation. This prevents a sudden increase in engine output torque that may occur if ignition retardation is terminated immediately. Here, the immediate torque is the control torque that is to be achieved immediately by ignition retardation.

[0010] In the automobile of this disclosure, an automatic transmission is provided that changes the speed of the power from the engine and outputs it to a drive shaft connected to the drive wheels, the predetermined condition includes the condition that the idle is on, and the control device may continue the anti-lag control even if the idle is turned off during the execution of the anti-lag control. In an automobile equipped with an automatic transmission, it is necessary to suppress the turbocharger response delay and to coordinate with the transmission control. Therefore, even if the condition that the idle is on is included as the start condition for the anti-lag control, by continuing the anti-lag control even if the idle is turned off during the execution of the anti-lag control, it becomes possible to output torque in response to accelerator operation below a predetermined opening, and to suppress the turbocharger response delay when re-accelerating due to accelerator operation above a predetermined opening. In this case, the control device may set the degree of gradual change at the end of the intake air volume increase when the anti-lag control is terminated due to the automatic transmission receiving a request to prohibit the anti-lag control during gear shifting and / or lock-up while the anti-lag control is being executed to be different from the degree of gradual change at the end of the intake air volume increase when the control is normally terminated due to the predetermined condition not being met while the anti-lag control is being executed. In this way, the degree of gradual change at the end of the intake air volume increase when the anti-lag control is terminated due to the automatic transmission receiving a request to prohibit the anti-lag control during gear shifting or lock-up while the anti-lag control is being executed can be made to correspond to gear shifting or lock-up. [Brief explanation of the drawing]

[0011] [Figure 1] This is a schematic diagram showing the general configuration of an automobile 20 as an embodiment of the present disclosure. [Figure 2] This flowchart shows an example of anti-lag control performed by the electronic control unit 50. [Modes for carrying out the invention]

[0012] Next, embodiments for implementing this disclosure will be described. Figure 1 is a schematic diagram showing the configuration of an automobile 20 as an embodiment of this disclosure. As shown in the figure, the automobile 20 of the embodiment includes an engine 22, an automatic transmission 30, an electronic control unit 50, an air conditioning system 72, and a navigation system 74.

[0013] The engine 22 is configured as an internal combustion engine that is driven using hydrocarbon fuels such as gasoline or diesel, and its output shaft 23 is connected to an automatic transmission 30. This engine 22 is equipped with a turbocharger 27 that uses exhaust energy to provide supercharging.

[0014] The supercharger 27 includes a compressor 27b located in the intake pipe 24 connected to the air cleaner 25, a turbine 27a located in the exhaust pipe 26, a connecting shaft 27c connecting the compressor 27b and the turbine 27a, and a wastegate valve 27e provided in a bypass pipe 27d connecting the upstream and downstream sides of the turbine 27a in the exhaust pipe 26. In this supercharger 27, by adjusting the opening of the wastegate valve 27e, the distribution ratio of the amount of exhaust gas flowing through the bypass pipe 27d and the amount of exhaust gas flowing through the turbine 27a is adjusted (the smaller the opening of the wastegate valve 27e, the less exhaust gas flows through the bypass pipe 27d and the more exhaust gas flows through the turbine 27a), the rotational driving force of the turbine 27a is adjusted, the amount of compressed air from the compressor 27b is adjusted, and the boost pressure (intake pressure) of the engine 22 is adjusted. Furthermore, when the wastegate valve 27e is fully open, the engine 22 can operate in the same way as a naturally aspirated engine without a supercharger 27.

[0015] The automatic transmission 30 comprises a torque converter 32 and an automatic transmission 34. The torque converter 32 is configured, for example, as a well-known torque converter with a fluid-type lock-up clutch. The automatic transmission 34 is configured, for example, as a hydraulically driven transmission with six forward gears and one reverse gear. The output shaft of the automatic transmission 34 is connected to a drive shaft 36 which is connected to the drive wheels 39a and 39b via a differential gear 38.

[0016] The electronic control unit 50 is a microcomputer centered around a CPU 51. In addition to the CPU 51, it includes a ROM 52 for storing programs, a RAM 52 for temporarily storing data, a flash memory 54 for storing data, and input / output ports (not shown).

[0017] Signals from various sensors are input to the electronic control unit 50 via input ports. Signals input to the electronic control unit 50 via input ports include the ignition signal from the ignition switch 60, the shift position SP from the shift position sensor 62 which detects the position of the shift lever 61, the accelerator opening Acc from the accelerator pedal position sensor 64 which detects the amount the accelerator pedal 63 is pressed, and the brake position BP from the brake pedal position sensor 66 which detects the amount the brake pedal 65 is pressed. Other signals include the vehicle speed V from the vehicle speed sensor 68 and the switch signal from the mode selection switch 69 which selects the driving mode. Driving modes that can be selected by the mode selection switch 69 include normal mode, eco mode which prioritizes fuel efficiency, and circuit mode for sporty driving.

[0018] Various control signals are output from the electronic control unit 50 via the output ports. Examples of the control signals output from the electronic control unit 50 via the output ports include control signals used for throttle control (control of throttle opening) necessary for operating the engine 22, fuel injection control (control of fuel injection amount and control of fuel injection timing), ignition control (control of ignition timing), a drive control signal for the wastegate valve 27e, a drive control signal for the automatic transmission 30, and the like. Further, a display control signal for the display device 70 attached near the driver's seat and an air conditioning control signal for the air conditioner 72 that harmonizes the air in the passenger compartment can also be mentioned.

[0019] Next, the operation of the automobile 20 of the embodiment thus configured and the operation when suppressing supercharging delay will be described. FIG. 2 is a flowchart showing an example of control (anti-lag control) for suppressing supercharging response delay executed by the electronic control unit 50 of the embodiment.

[0020] In anti-lag control, the electronic control unit 50 first determines whether or not a predetermined condition for executing anti-lag control is satisfied (step S100). Examples of the predetermined condition include a condition where there is a history of the accelerator opening Acc being equal to or greater than a first predetermined opening A1 that is relatively large and the accelerator opening Acc being equal to or less than a second predetermined opening A2 that is relatively small, a condition where the engine speed Ne of the engine 22 is equal to or less than a predetermined speed Nref, a condition where it is in the circuit mode, a condition where the vehicle speed V is equal to or greater than a predetermined vehicle speed Vref, a condition where the idle is on, and the like. In the determination of step S100, when any of the above conditions is not satisfied, it is determined that the predetermined condition is not satisfied, and when all of the above conditions are satisfied, it is determined that the predetermined condition is satisfied. Therefore, step S100 is a process of waiting until the predetermined condition is satisfied.

[0021] When it is determined in step S100 that a predetermined condition is satisfied, fuel cut is prohibited (step S110), and the wastegate valve 27e is closed (step S120). Then, an increase in the intake air amount is started (step S130), and ignition retard corresponding to the accelerator operation is started (step S140). By prohibiting fuel cut and increasing the intake air amount with the wastegate valve 27e closed, the supercharged state by the supercharger 27 (the state where the turbine 27a and the compressor 27b are rotating) can be maintained. As a result, it is possible to suppress the occurrence of supercharging delay when the driver depresses the accelerator pedal 63 to perform re-acceleration. The amount of increase in the intake air amount can use the amount of air necessary to maintain the supercharged state by the supercharger 27, and can be determined by experiments, machine learning, etc. according to the engine speed Ne of the engine 22 and the like. The ignition retard corresponding to the accelerator operation is to adjust the ignition timing so that the torque corresponding to the accelerator opening Acc is output from the engine 22. Since the intake air amount is increased, it is adjusted to the retard side from the normal ignition timing. Thereby, the torque corresponding to the driver's accelerator operation can be output from the engine 22.

[0022] Next, a condition of idle-on included in the execution condition (predetermined condition) of the anti-lag control is masked (excluded) from the execution condition (step S150), and it is determined whether there is a prohibition request for the anti-lag control output when the automatic transmission 30 is shifting or in lock-up (step S160), it is determined whether a predetermined time has elapsed since the anti-lag control was started (step S170), and it is determined whether any of the execution conditions (predetermined conditions) of the anti-lag control excluding the condition of idle-on is not satisfied (step S180). Wait for an affirmative determination in any of the processes. The predetermined time in step S170 is the time for continuing the anti-lag control, and 2 seconds, 3 seconds, 4 seconds, etc. can be used.

[0023] When it is determined in step S170 that a predetermined time has elapsed since the start of anti-lag control, or when it is determined in step S180 that any of the execution conditions (predetermined conditions) for anti-lag control, excluding the idle-on condition, are not met, the normal termination process for terminating anti-lag control is performed by releasing the intake air volume increase through rate processing using the first rate value Qrt1 (step S190), waiting for a predetermined extension time to elapse or until it is determined that the target torque can be achieved without ignition retardation (step S210), then terminating the ignition retardation corresponding to the accelerator operation (step S220), and terminating this control. The reason for continuing the ignition retardation corresponding to the accelerator operation until the extension time has elapsed or until it is determined that the target torque can be achieved without ignition retardation is to prevent excessive torque from being output from the engine 22 by returning the ignition timing to the normal timing before the intake air volume increase is complete. The reason for masking (excluding) the idle-on condition from the anti-lag control execution conditions is to ensure that when anti-lag control is being performed, torque can be output from the engine 22 when the accelerator opening Acc is at or below the second predetermined opening A2 while idle-off.

[0024] In step S160, if it is determined that there is a request to prohibit anti-lag control output in the automatic transmission 30 during gear shifting or lock-up, the prohibition request termination process for anti-lag control is performed by releasing the intake air volume increase using a second rate value Qrt2 (step S200), waiting for a predetermined extension time to elapse or until it is determined that the target torque can be achieved without ignition retardation (step S210), then terminating the ignition retardation corresponding to the accelerator operation (step S220), and ending this control. The second rate value Qrt2 is determined by experimental and machine learning results to prevent torque shocks from occurring due to the termination of anti-lag control during gear shifting or lock-up. Note that the second rate value Qrt2 may be the same value as the first rate value Qrt1 used in the normal termination process.

[0025] In the automobile 20 of the embodiment described above, when predetermined conditions for performing anti-lag control are met, including a history of the accelerator opening Acc being set to a relatively large first predetermined opening A1 or higher and a condition in which the accelerator opening Acc is set to a relatively small second predetermined opening A2 or lower, the wastegate valve 27e is closed to prevent fuel cut-off, and the intake air volume is increased and the ignition angle is retarded in accordance with the accelerator operation. This makes it possible to maintain the supercharging state by the supercharger 27 (the state in which the turbine 27a and compressor 27b are rotating) and to output torque from the engine 22 in accordance with the driver's accelerator operation. Therefore, it is possible to suppress supercharging lag when the driver then presses the accelerator pedal 63 to re-accelerate. As a result, it is possible to suppress supercharging response lag while outputting torque from the engine 22 in accordance with the driver's accelerator operation.

[0026] In the automobile 20 of this embodiment, when a predetermined time has elapsed since the start of anti-lag control, or when any of the execution conditions (predetermined conditions) for anti-lag control (excluding the idle-on condition) are not met, the intake air volume increase is released by rate processing using the first rate value Qrt1, and the ignition retardation corresponding to the accelerator operation is continued until a predetermined extension time has elapsed or it is determined that the target torque can be achieved without ignition retardation. This prevents excessive torque from being output from the engine 22 by returning the ignition timing to the normal timing before the intake air volume increase is complete.

[0027] In the automobile 20 of this embodiment, when the anti-lag control is terminated by a request to prohibit anti-lag control output in the automatic transmission 30 during gear shifting or lock-up, the intake air volume increase is released by rate processing using a second rate value Qrt2, which is different from the normal first rate value Qrt1. This makes it possible to make the degree of gradual change when the intake air volume increase ends correspond to gear shifting or lock-up.

[0028] In the embodiment of the automobile 20, an automatic transmission 30 is provided, but a manual transmission may also be provided. In this case, the idle-on condition may be removed from the execution conditions (predetermined conditions) for anti-lag control.

[0029] The correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be explained. In the embodiment, the supercharger 27 corresponds to "supercharger", the engine 22 corresponds to "engine", and the electronic control unit 50 corresponds to "control device".

[0030] Furthermore, the correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem is merely an example to specifically explain the form in which the embodiment implements the invention described in the section on means for solving the problem, and does not limit the elements of the invention described in the section on means for solving the problem. In other words, the interpretation of the invention described in the section on means for solving the problem should be based on the description in that section, and the embodiment is merely one specific example of the invention described in the section on means for solving the problem.

[0031] The above describes the forms for implementing this disclosure, but this disclosure is not limited in any way to these embodiments, and can of course be implemented in various forms as long as it does not deviate from the gist of this disclosure. [Industrial applicability]

[0032] This disclosure can be used in industries such as automobile manufacturing. [Explanation of Symbols]

[0033] 20 Automobile, 22 Engine, 23 Output shaft, 24 Intake pipe, 25 Air cleaner, 26 Exhaust pipe, 27 Supercharger, 27a Turbine, 27b Compressor, 27c Connecting shaft, 27d Bypass pipe, 27e Wastegate valve, 30 Automatic transmission, 32 Torque converter, 34 Automatic transmission, 36 Drive shaft, 38 Differential gear, 39a, 39b Drive wheels, 50 Electronic control unit, 51 CPU, 52 ROM, 53 RAM, 54 Flash memory, 60 Ignition switch, 61 Shift lever, 62 Shift position sensor, 63 Accelerator pedal, 64 Accelerator pedal position sensor, 65 Brake pedal, 66 Brake pedal position sensor, 68 Vehicle speed sensor, 69 Mode selection switch, 70 Display device, 72 Air conditioning system, 74 Navigation system.

Claims

1. An engine having a supercharger that includes a compressor installed in the intake manifold and a turbine installed in the exhaust manifold, A control device for controlling the engine, A car equipped with, The control device performs anti-lag control, which involves prohibiting fuel cut, increasing the intake air volume, and retarding the ignition angle according to the accelerator opening, when all of the following predetermined conditions are met: the accelerator opening has been set to a relatively large first predetermined opening or higher, and the accelerator opening is set to a relatively small second predetermined opening or lower; the engine speed is below a predetermined speed; the vehicle is in circuit mode; the vehicle speed is above a predetermined vehicle speed; and the vehicle is idle. If the predetermined condition is not met during the execution of the anti-lag control, the control device continues to retard the ignition angle so as to maintain the immediate torque for a predetermined time or until it is determined that the target torque can be achieved without ignition retardation. An automobile characterized by the following features. car.

2. The automobile according to Claim 1, The system includes an automatic transmission that changes the speed of the power from the engine and outputs it to the drive shaft connected to the drive wheels, The control device continues the anti-lag control even if it becomes idle-off during the execution of the anti-lag control. car.

3. An engine having a supercharger that includes a compressor installed in the intake manifold and a turbine installed in the exhaust manifold, An automatic transmission that changes the speed of the power from the engine and outputs it to the drive shaft connected to the drive wheels, A control device for controlling the engine, A car equipped with, The control device performs anti-lag control, which involves prohibiting fuel cut, increasing the intake air volume, and retarding the ignition angle according to the accelerator opening, when all of the following predetermined conditions are met: the accelerator opening has been set to a relatively large first predetermined opening or higher, and the accelerator opening is set to a relatively small second predetermined opening or lower; the engine speed is below a predetermined speed; the vehicle is in circuit mode; the vehicle speed is above a predetermined vehicle speed; and the vehicle is idle-on. The control device continues the anti-lag control even if the vehicle is idle-off during the execution of the anti-lag control. An automobile characterized by the following features.

4. The automobile according to claim 2 or 3, The control device shall ensure that the degree of gradual change at the end of the intake air volume increase when the anti-lag control is terminated due to the automatic transmission receiving a request to prohibit the anti-lag control during gear shifting and / or lock-up while the anti-lag control is being performed is different from the degree of gradual change at the end of the intake air volume increase when the control is normally terminated due to the predetermined condition not being met while the anti-lag control is being performed. car.

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