JP2006214273A - Supercharger of engine - Google Patents

Supercharger of engine Download PDF

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JP2006214273A
JP2006214273A JP2005024652A JP2005024652A JP2006214273A JP 2006214273 A JP2006214273 A JP 2006214273A JP 2005024652 A JP2005024652 A JP 2005024652A JP 2005024652 A JP2005024652 A JP 2005024652A JP 2006214273 A JP2006214273 A JP 2006214273A
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engine
supercharging
region
electric supercharger
intake
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JP4389799B2 (en
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Naoyuki Yamagata
直之 山形
Motokimi Fujii
幹公 藤井
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Mazda Motor Corp
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Mazda 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
    • 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

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  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To prevent the occurrence of knocking by restraining a rise of intake temperature when the operating condition of an engine is within a pre-rotation region in a supercharger of the engine. <P>SOLUTION: This supercharger of an engine includes: a motor-driven supercharger provided in an intake passage; a by-pass passage for communicating the upstream and the downstream of the motor-driven supercharger with each other in the intake passage; a by-pass valve opening and closing the by-pass passage; and an intake system controller for controlling the rotational frequency of the motor-driven supercharger and the by-pass valve to obtain a predetermined supercharging pressure when the operating condition of the engine is in the supercharging region. When the operating condition of the engine is determined to be within the pre-rotation region, the intake system controller controls the rotational frequency of the motor-driven supercharger and the by-pass valve to obtain lower supercharging pressure than that when the operating condition is within the supercharging region, performs the cylinder cut-off operation to stop the fuel supply to a specified cylinder, and circulates the fresh air discharged from the cylinder where the supply of fuel is stopped to an intake passage on the upstream side of the motor-driven supercharger. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、過給によりエンジントルクの増大を図るエンジンの過給装置の技術分野に属する。   The present invention belongs to the technical field of an engine supercharging device that increases engine torque by supercharging.

従来より、エンジントルクの増大を図る手段として吸気を過給するスーパーチャージャやターボチャージャが周知であるが、いずれも過給能力がエンジン回転数の影響を大きく受ける結果、低回転領域で過給圧が不足するという欠点がある。これに対し、電気的に駆動される電動過給機は、エンジン回転数の影響を受けることなく回転数を制御できるので、低回転領域でも十分な過給圧を発生し得る利点がある。   Conventionally, superchargers and turbochargers that supercharge intake air as means for increasing engine torque are well known. However, as a result of the supercharging ability being greatly affected by the engine speed, the supercharging pressure is low. There is a drawback of lacking. On the other hand, the electrically driven electric supercharger can control the rotational speed without being affected by the engine rotational speed, and therefore has an advantage that a sufficient supercharging pressure can be generated even in a low rotational speed region.

例えば特許文献１に記載のエンジンの過給装置は、吸気通路上に配置された電動過給機と、該過給機の上、下流側を連通するバイパス通路と、該バイパス通路上に設けられたバイパス弁とを有し、エンジンの運転状態が過給領域にあるときに、過給機を作動させると共にバイパス弁を閉じることにより、過給を行うようになっている。そして、このような構成のエンジンの過給装置において、急加速時等の応答性をさらに高める方法として予回転制御が提案されている。   For example, an engine supercharger described in Patent Document 1 is provided on an electric supercharger disposed on an intake passage, a bypass passage communicating with the upstream side of the supercharger, and a bypass passage. When the engine operating state is in the supercharging region, supercharging is performed by operating the supercharger and closing the bypass valve. In the engine supercharging device having such a configuration, pre-rotation control has been proposed as a method for further improving the responsiveness at the time of rapid acceleration or the like.

この予回転制御としては、例えば、エンジンの運転状態が過給領域に移行する前に予めバイパス弁を開いた状態で電動過給機を作動させておき、予め電動過給機の回転数を高めておくことにより、過給領域に移行した際に速やかに所要の過給圧が得られるようにする回転制御がある。また、エンジンの運転状態が過給領域に移行する前にバイパス弁を閉じ気味にした状態で電動過給機を作動させて、予め電動過給機下流の圧力を高めておくことにより、過給領域に移行した際に速やかに所要の過給圧が得られるようにする予圧制御がある。
特開２００３−２２７３４２号公報 As this pre-rotation control, for example, the electric supercharger is operated with the bypass valve opened in advance before the engine operating state shifts to the supercharging region, and the number of rotations of the electric supercharger is increased in advance. Therefore, there is a rotation control that allows a required supercharging pressure to be quickly obtained when the supercharging region is entered. In addition, by operating the electric supercharger in a state where the bypass valve is closed and made clear before the operating state of the engine shifts to the supercharging region, the pressure on the downstream side of the electric supercharger is increased in advance. There is a preload control that allows a required supercharging pressure to be obtained quickly when shifting to a region.
JP 2003-227342 A

ところで、上記予回転制御中に吸気温度が上昇し、高温の吸気が燃焼室に導入されてノッキングが発生し易くなるという問題がある。この予回転制御中に吸気温度を上昇させる原因は、例えば以下のようなものがある。   However, the intake air temperature rises during the pre-rotation control, and there is a problem that high-temperature intake air is introduced into the combustion chamber and knocking is likely to occur. The cause for increasing the intake air temperature during the pre-rotation control is as follows, for example.

即ち、回転制御時においては、バイパス弁が開いた状態で電動過給機を作動させるので、バイパス通路を介して吸気が循環することになるが、この循環により吸気が電動過給機の作動による発熱を繰り返し受けて次第に昇温することになる。   That is, at the time of rotation control, since the electric supercharger is operated with the bypass valve opened, the intake air is circulated through the bypass passage, and this circulation is caused by the operation of the electric supercharger. The temperature gradually rises as it repeatedly receives heat.

また、予圧制御時においては、閉じ気味に設定されたバイパス弁前後の圧力差が吸気温度の上昇の原因となる。つまり、この圧力差によって、電動過給機下流の高い吸気の位置エネルギが、バイパス弁の隙間を通って過給機上流に流れる際に流速としての運動エネルギに変換されると共に、この運動エネルギが過給機上流で例えば新気との衝突によって流速を失うときに熱エネルギに変換され、この熱エネルギが吸気温度を上昇させることになる。   Further, at the time of preload control, the pressure difference before and after the bypass valve which is set to be closed causes the intake air temperature to rise. That is, by this pressure difference, the potential energy of the high intake air downstream of the electric supercharger is converted into kinetic energy as a flow velocity when flowing upstream of the turbocharger through the clearance of the bypass valve, and this kinetic energy is When the flow velocity is lost due to, for example, a collision with fresh air upstream of the supercharger, it is converted into thermal energy, which increases the intake air temperature.

そこで、本発明は、エンジンの過給装置において、エンジンの運転状態が予回転領域にあるときに、吸気温度の上昇を抑制し、ノッキングの発生を防止することを課題とする。   Accordingly, an object of the present invention is to suppress an increase in intake air temperature and prevent occurrence of knocking when an engine operating state is in a pre-rotation region in an engine supercharging device.

前記課題を解決するため、本発明は次のように構成したことを特徴とする。   In order to solve the above problems, the present invention is configured as follows.

まず、本願の請求項１に記載の発明は、吸気通路に設けられた電動過給機と、吸気通路における該電動過給機の上、下流側を連通させるバイパス通路と、該バイパス通路を開閉するバイパス弁と、エンジンの運転状態が過給領域にあるときに所定の過給圧が得られるように電動過給機の回転数及びバイパス弁を制御する過給制御手段とが備えられたエンジンの過給装置であって、エンジンの運転状態が前記過給領域の低負荷側に設定された予回転領域にあるか否かを判定する判定手段と、該判定手段によりエンジンの運転状態が予回転領域にあると判定されたときに、運転状態が過給領域にある場合より低い過給圧となるように電動過給機の回転数及びバイパス弁を制御する予回転制御手段と、該予回転制御手段による予回転制御中、特定気筒に対する燃料供給を停止させる減筒運転手段と、該減筒運転手段による減筒運転中、燃料供給が停止された気筒から排出された新気を電動過給機上流の吸気通路に還流させる還流手段とを有することを特徴とする。   First, the invention according to claim 1 of the present application is directed to an electric supercharger provided in an intake passage, a bypass passage communicating with the downstream side of the electric supercharger in the intake passage, and opening and closing the bypass passage. And a supercharging control means for controlling the rotational speed of the electric supercharger and the bypass valve so that a predetermined supercharging pressure is obtained when the operating state of the engine is in the supercharging region. And determining means for determining whether or not the engine operating state is in a pre-rotation region set on the low load side of the supercharging region, and the engine operating state is preliminarily determined by the determining unit. Pre-rotation control means for controlling the rotational speed of the electric supercharger and the bypass valve so that the supercharging pressure is lower than that in the supercharging region when it is determined that the operation state is in the supercharging region; During pre-rotation control by the rotation control means, Reduction operation means for stopping fuel supply to the engine, and recirculation means for recirculating fresh air discharged from the cylinder whose fuel supply has been stopped to the intake passage upstream of the electric supercharger during reduction operation by the reduction cylinder operation means It is characterized by having.

なお、予回転制御のうち、予圧制御では、過給領域における過給圧よりも低い過給圧が得られるように電動過給機の回転数及びバイパス弁が制御されることになり、回転制御では、予圧は行われないが、電動過給機の直下流の過給圧が過給領域における過給圧よりも低くなるように電動過給機の回転数が制御される。   Of the pre-rotation control, in the pre-pressure control, the rotation speed and bypass valve of the electric supercharger are controlled so that a supercharging pressure lower than the supercharging pressure in the supercharging region is obtained. Then, although the preload is not performed, the rotational speed of the electric supercharger is controlled so that the supercharging pressure immediately downstream of the electric supercharger is lower than the supercharging pressure in the supercharging region.

また、請求項２に記載の発明は、前記請求項１に記載のエンジンの過給装置において、前記減筒運転手段による減筒運転時は、スロットル開度を増大補正するスロットル開度補正手段を有することを特徴とする。   According to a second aspect of the present invention, in the engine supercharging device according to the first aspect of the present invention, the throttle opening correction means for increasing the throttle opening is reduced during the reduced cylinder operation by the reduced cylinder operating means. It is characterized by having.

そして、請求項３に記載の発明は、前記請求項１に記載のエンジンの過給装置において、電動過給機下流の吸気温度を検出する吸気温度検出手段を有し、該吸気温度検出手段により検出された吸気温度が所定値以上のときのみ前記減筒運転手段及び還流手段を作動させることを特徴とする。   According to a third aspect of the present invention, in the engine supercharging device according to the first aspect of the present invention, the engine has an intake air temperature detecting means for detecting an intake air temperature downstream of the electric supercharger, and the intake air temperature detecting means The reduced-cylinder operating means and the reflux means are operated only when the detected intake air temperature is equal to or higher than a predetermined value.

まず、請求項１に記載の発明によれば、予回転制御中に、特定気筒への燃料供給が停止されるので、該特定気筒からは、新気が排出されることになる。そして、この新気が電動過給機上流の吸気通路に還流される。   First, according to the first aspect of the present invention, since the fuel supply to the specific cylinder is stopped during the pre-rotation control, fresh air is discharged from the specific cylinder. This fresh air is then returned to the intake passage upstream of the electric supercharger.

その場合に、前記特定気筒に吸入された空気は、圧縮工程で昇温した際に、燃焼室回りの冷却水に熱が吸収されると共に、その後の膨張行程でさらに温度が低下するので、吸入したときの温度（大気温度）よりも低くなる。そして、この低温の空気が電動過給機上流の吸気通路に還流されるので、予回転制御中に、吸気系全体として吸気温度が低下され、或いは上昇が抑制されることになり、これによりノッキングの発生が防止される。   In this case, when the air taken into the specific cylinder is heated in the compression process, heat is absorbed by the cooling water around the combustion chamber, and the temperature further decreases in the subsequent expansion stroke. It becomes lower than the temperature (atmospheric temperature) at the time. Then, since this low-temperature air is returned to the intake passage upstream of the electric supercharger, the intake air temperature is lowered or suppressed as a whole during the pre-rotation control. Is prevented from occurring.

また、請求項２に記載の発明によれば、減筒運転時は、スロットル開度を増大させるので、各気筒への導入空気量が増大し、燃焼気筒の出力が増大する。その結果、減筒したにも拘らず、エンジン全体としての出力の低下が回避される。   According to the second aspect of the present invention, since the throttle opening is increased during the reduced-cylinder operation, the amount of air introduced into each cylinder is increased and the output of the combustion cylinder is increased. As a result, it is possible to avoid a decrease in the output of the engine as a whole despite the reduction in the number of cylinders.

なお、このとき、スロットル開度を増大させたことによって、ポンピングロスが低減して燃費が改善される。例えば、排気量２リッターのガソリンエンジンで、予回転を２５００回転以下で行い、かつ電動過給機の定格電力を２ｋＷ、オルタネータの定格電力を２ｋＷとした場合の予回転制御中、電動過給機による消費電力をオルタネータの発電により回収するために８％前後の燃費の低下を免れないが、これが前記ポンピングロスの低減による７〜１１％の燃費改善効果により相殺され、予回転制御を行うことによる燃費の悪化が防止されることになる。   At this time, by increasing the throttle opening, the pumping loss is reduced and the fuel efficiency is improved. For example, during a pre-rotation control with a 2-liter gasoline engine that performs pre-rotation at 2500 rpm or less, the rated power of the electric supercharger is 2 kW, and the rated power of the alternator is 2 kW, In order to recover the power consumed by the alternator by power generation of the alternator, it is inevitable that the fuel consumption is reduced by around 8%, but this is offset by the fuel efficiency improvement effect of 7 to 11% due to the reduction of the pumping loss. The deterioration of fuel consumption is prevented.

そして、請求項３に記載の発明によれば、吸気温度が所定値未満のときは、ノッキングが起こりにくい状態であるから、減筒運転が行われずにエンジン出力の低下が回避されると共に、吸気温度が所定値以上のときは、ノッキングが起こりやすい状態であるから、前記減筒運転が行われて吸気温度の上昇が抑制され、ノッキングの発生が防止される。   According to the third aspect of the present invention, when the intake air temperature is less than the predetermined value, knocking is unlikely to occur. Therefore, reduction in engine output is avoided without performing reduced-cylinder operation, and intake air When the temperature is equal to or higher than the predetermined value, knocking is likely to occur. Therefore, the reduced-cylinder operation is performed to suppress an increase in the intake air temperature, thereby preventing the occurrence of knocking.

以下、本発明の実施の形態について説明する。   Hereinafter, embodiments of the present invention will be described.

まず、本発明の第１の実施の形態について説明すると、図１は、本実施の形態に係るエンジンの吸気系１及び排気系２を表している。   First, a first embodiment of the present invention will be described. FIG. 1 shows an intake system 1 and an exhaust system 2 of an engine according to the present embodiment.

吸気系１において、吸気通路１０には、上流側からエアクリーナ１１、電動過給機１２、スロットルバルブ１３、サージタンク１４が設けられ、該サージタンク１４から各気筒＃１〜＃４内にそれぞれ通じる複数の独立吸気通路１５…１５が分岐されている。   In the intake system 1, an air cleaner 11, an electric supercharger 12, a throttle valve 13, and a surge tank 14 are provided in the intake passage 10 from the upstream side, and communicate from the surge tank 14 to the respective cylinders # 1 to # 4. A plurality of independent intake passages 15... 15 are branched.

また、該吸気通路１０における電動過給機１２の上、下流側を直接連通させるバイパス通路１６が設けられており、該バイパス通路１６に、該通路１６を通過する空気の流量を制御するバイパス弁１７が設けられている。   In addition, a bypass passage 16 that directly communicates the upstream and downstream sides of the electric supercharger 12 in the intake passage 10 is provided, and a bypass valve that controls the flow rate of air passing through the passage 16 is provided in the bypass passage 16. 17 is provided.

そして、前記電動過給機１２は、コンプレッサ１２ａとモータ１２ｂとを備え、モータ１２ｂの駆動によりコンプレッサ１２ａが空気を吸入して各気筒＃１〜＃４に圧送することにより、空気充填量ないしエンジントルクを増大させる。   The electric supercharger 12 includes a compressor 12a and a motor 12b. When the motor 12b is driven, the compressor 12a sucks air and pumps it to the cylinders # 1 to # 4. Increase torque.

一方、上記排気系２は、各気筒＃１〜＃４からそれぞれ延びる複数の独立排気通路２１ａ…２１ｄと、第１、第４気筒＃１，＃４から延びる独立排気通路２１ａ，２１ｄを下流側で合流してなる第１合流排気通路２２ａと、第２、第３気筒＃２，＃３から延びる独立排気通路２１ｂ，２１ｃ下流側で合流してなる第２合流排気通路２２ｂと、第１、第２合流通路２２ａ，２２ｂを下流側で合流してなる集合排気通路２３とを有している。   On the other hand, the exhaust system 2 has a plurality of independent exhaust passages 21a... 21d extending from the cylinders # 1 to # 4 and independent exhaust passages 21a and 21d extending from the first and fourth cylinders # 1 and # 4 on the downstream side. A first merged exhaust passage 22a formed by merging at the downstream side of the first and second independent exhaust passages 21b and 21c extending from the second and third cylinders # 2 and # 3; It has a collective exhaust passage 23 formed by joining the second joining passages 22a and 22b on the downstream side.

そして、前記第１合流排気通路２２ａから分岐して電動過給機１２の上流側の排気通路１０に連通する連通路３０が設けられ、該連通路３０上には、該通路３０内を通る空気の流量を制御する循環バルブ３１が配設されている。   A communication passage 30 is provided which branches from the first combined exhaust passage 22 a and communicates with the exhaust passage 10 upstream of the electric supercharger 12. Air passing through the passage 30 is provided on the communication passage 30. A circulation valve 31 is provided to control the flow rate.

また、このエンジンを制御するエンジン制御装置１００は、運転者によるアクセルペダル４０ａの踏込量（エンジン負荷）を検出するアクセル開度センサ４０からの信号、エンジン回転数を検出するエンジン回転数センサ４１からの信号、吸気温度を検出する吸気温度センサ４２からの信号等が入力されるようになっている。   The engine control apparatus 100 for controlling the engine receives a signal from an accelerator opening sensor 40 that detects the amount of depression of the accelerator pedal 40a (engine load) by the driver, and an engine speed sensor 41 that detects the engine speed. , A signal from the intake air temperature sensor 42 for detecting the intake air temperature, and the like are input.

そして、エンジン制御装置１００は、それらの入力信号に基いて、各気筒＃１〜＃４に備えられた点火プラグ４３…４３、燃料噴射弁４４ａ…４４ｄ、及び吸気システムコントローラ１０１などに各種の制御信号を出力する。該吸気システムコントローラ１０１は、スロットルバルブ１３を開閉駆動するスロットルアクチュエータ４５、バイパス弁１７を開閉駆動するバイパスアクチュエータ４６、循環バルブ３１、及び電動過給機１２のモータ１２ｂの回転数を制御する電動過給機コントローラ１０２などに制御信号を出力する。   The engine control apparatus 100 performs various controls on the spark plugs 43... 43, the fuel injection valves 44a... 44d, the intake system controller 101, and the like provided in the cylinders # 1 to # 4 based on those input signals. Output a signal. The intake system controller 101 controls the rotational speed of the throttle actuator 45 that opens and closes the throttle valve 13, the bypass actuator 46 that opens and closes the bypass valve 17, the circulation valve 31, and the motor 12 b of the electric supercharger 12. A control signal is output to the feeder controller 102 or the like.

また、このエンジンには、該エンジンの駆動により発電を行うオルタネータ５０と、該オルタネータ５０で発電された電力を蓄えるバッテリ５１とが備えられ、該バッテリ５１から前記電動過給機コントローラ１０２に電力が供給されるようになっている。   Further, the engine includes an alternator 50 that generates electric power by driving the engine, and a battery 51 that stores electric power generated by the alternator 50. Electric power is supplied from the battery 51 to the electric supercharger controller 102. It comes to be supplied.

なお、前記吸気通路１０、電動過給機１２、バイパス通路１６、及びバイパス弁１７は、請求項１に記載の過給装置の前提となる構成要素に相当する。また、前記エンジン制御装置１００は請求項１に記載の過給装置における判定手段及び減筒運転手段に相当し、吸気システムコントローラ１０１は請求項１に記載の過給装置における過給制御装置及び予回転制御手段に相当し、前記連通路３０、循環バルブ３１、吸気システムコントローラ１０１は請求項１に記載の過給装置における還流手段に相当する。また、前記吸気システムコントローラ１０１は請求項２に記載の過給装置におけるスロットル開度補正手段に相当し、前記吸気温度センサ４２は請求項３に記載の過給装置における吸気温度検出手段に相当する。   The intake passage 10, the electric supercharger 12, the bypass passage 16, and the bypass valve 17 correspond to the constituent elements that are the premise of the supercharging device according to claim 1. The engine control device 100 corresponds to a determination unit and a reduced-cylinder operation unit in the supercharging device according to claim 1, and an intake system controller 101 corresponds to the supercharging control device and the precharge in the supercharging device according to claim 1. The communication passage 30, the circulation valve 31, and the intake system controller 101 correspond to a rotation control unit, and correspond to a reflux unit in the supercharging device according to claim 1. Further, the intake system controller 101 corresponds to throttle opening correction means in the supercharging device according to claim 2, and the intake air temperature sensor 42 corresponds to intake air temperature detection means in the supercharging device according to claim 3. .

一方、前記エンジン制御装置１００には、図２に示すエンジンの運転領域を設定したマップが記憶されている。このマップには、エンジン回転数とエンジン負荷とをパラメータとした４つの領域が設定されている。即ち、全エンジン運転領域の高回転側（エンジン回転数がＮ１以上）には自然吸気領域、低負荷低回転側（エンジン回転数がＮ１以下、エンジン負荷がα１以下）には予回転領域（予圧領域）、高負荷低回転側（エンジン回転数がＮ１以下、エンジン負荷がα１以上）には過給領域が設定されていると共に、該過給領域内の低回転側にはサージング領域が設定されている。   On the other hand, the engine control device 100 stores a map in which the engine operating region shown in FIG. 2 is set. In this map, four areas with the engine speed and the engine load as parameters are set. In other words, the natural intake region is on the high rotation side (engine speed is N1 or higher) of the entire engine operation region, and the prerotation region (preload) is on the low load low rotation side (engine speed is N1 or lower and engine load is α1 or lower). Area), a supercharging area is set on the high load low rotation side (engine speed is N1 or less, engine load is α1 or more), and a surging area is set on the low rotation side in the supercharging area. ing.

前記自然吸気領域では、バイパス弁１７が開いた状態で電動過給機１２を作動させないように制御される。そして、吸気通路１０に導入された空気は、図１の矢印Ａに示すようにバイパス通路１６を順方向に流れて、各気筒＃１〜＃４に供給されることになる。なお、この領域では、通常の４気筒運転が行われると共に、循環バルブ３１は閉じられ、第１、第４気筒＃１，＃４から排出された新気を吸気通路１０へ還流させないように制御される。   In the natural intake region, control is performed so that the electric supercharger 12 is not operated with the bypass valve 17 open. Then, the air introduced into the intake passage 10 flows through the bypass passage 16 in the forward direction as indicated by an arrow A in FIG. 1 and is supplied to the cylinders # 1 to # 4. In this region, the normal four-cylinder operation is performed and the circulation valve 31 is closed so that fresh air exhausted from the first and fourth cylinders # 1 and # 4 is not recirculated to the intake passage 10. Is done.

前記予回転領域では、本実施の形態においては予圧制御を行う。予圧制御では、バイパス弁１７が閉じ気味にされた状態で電動過給機１２を作動させるように制御される。その結果、吸気通路１０における電動過給機１２の下流側の圧力が予め高められることになって、エンジンの運転状態が過給領域に移行した際に過給圧の応答性向上が実現される。このとき、同時にスロットルバルブ１３の絞り制御を行うことにより各気筒＃１〜＃４内に導入する吸気量が必要以上に多くならないようにし、吸入空気量を正確に実現させる。   In the pre-rotation region, pre-load control is performed in the present embodiment. In the preload control, the electric supercharger 12 is controlled to operate in a state where the bypass valve 17 is closed. As a result, the pressure on the downstream side of the electric supercharger 12 in the intake passage 10 is increased in advance, and the responsiveness improvement of the supercharging pressure is realized when the engine operating state shifts to the supercharging region. . At this time, throttle control of the throttle valve 13 is performed at the same time so that the intake air amount introduced into the cylinders # 1 to # 4 is not increased more than necessary, and the intake air amount is accurately realized.

なお、この領域では、吸気温度が所定値以上のときは、第１、第４気筒＃１，＃４に燃料を供給する燃料噴射弁４４ａ，４４ｄの燃料供給を停止させる減筒気筒制御が行われると共に、スロットルバルブ１３の開度を増大補正するように制御される。このとき、循環バルブ３１を開くように制御され、図１の矢印Ｄに示すように、第１、第４気筒＃１，＃４から排出された新気を連通路３０を介して電動過給機１２の上流側の吸気通路１０に還流させる。   In this region, when the intake air temperature is equal to or higher than a predetermined value, the reduced cylinder control for stopping the fuel supply of the fuel injection valves 44a and 44d for supplying fuel to the first and fourth cylinders # 1 and # 4 is performed. At the same time, the opening degree of the throttle valve 13 is controlled to be increased. At this time, the circulation valve 31 is controlled to open, and as shown by the arrow D in FIG. 1, the fresh air discharged from the first and fourth cylinders # 1 and # 4 is electrically supercharged via the communication passage 30. The air is recirculated to the intake passage 10 upstream of the machine 12.

また、吸気温度が所定値以下のときは、通常の４気筒運転が実行されると共に、循環バルブ３１を閉じるように制御されて、新気の還流は行われない。   When the intake air temperature is equal to or lower than the predetermined value, normal four-cylinder operation is performed and the circulation valve 31 is controlled to be closed, so that fresh air is not recirculated.

前記過給領域では、バイパス弁１７を閉じた状態で電動過給機１２を作動させるように制御される。このとき、エアクリーナ１１から吸気通路１０に導入された空気は図１の矢印Ｂに示すように吸気通路１０を流れる。なお、この領域では、通常の４気筒運転が行われると共に、循環バルブ３１を閉じるように制御され、新気の還流は行われない。   In the supercharging region, the electric supercharger 12 is controlled to operate with the bypass valve 17 closed. At this time, the air introduced from the air cleaner 11 into the intake passage 10 flows through the intake passage 10 as shown by an arrow B in FIG. In this region, normal four-cylinder operation is performed, and the circulation valve 31 is controlled to be closed, so that fresh air is not recirculated.

前記サージング領域では、バイパス弁１７を半開とした状態で電動過給機１２を作動させる。このサージング領域は、電動過給機１２の下流側の圧力が高く、吸気の流量が少なくなり、吸気が電動過給機１２を逆流する可能性のある領域であって、ここでは、バイパス弁１７を半開に制御することにより、図１の矢印Ｃに示すように吸気の一部をバイパス通路１６を逆流させて循環させるようにしている。なお、この領域では、通常の４気筒運転が行われると共に、循環バルブ３１を閉じるように制御され、新気の還流は行われない。   In the surging region, the electric supercharger 12 is operated with the bypass valve 17 half open. This surging region is a region where the pressure on the downstream side of the electric supercharger 12 is high, the flow rate of the intake air is reduced, and the intake air may flow back through the electric supercharger 12. Here, the bypass valve 17 As shown by the arrow C in FIG. 1, a part of the intake air is circulated in the bypass passage 16 in the reverse direction. In this region, normal four-cylinder operation is performed, and the circulation valve 31 is controlled to be closed, so that fresh air is not recirculated.

一方、図３のマップは、電動過給機１２の特性を示すもので、このマップには、吸入空気量を横軸にして、電動過給機１２の上、下流側の圧力比が縦軸に示されている。そして、この電動過給機１２の使用領域として、図に示す領域Ｘが設定されている。なお、領域Ｘの低吸入空気量高圧力比側の領域Ｙは、電動過給機１２の下流側の圧力が高く、空気の流量は少ないので、前述のサージングが起き易い領域となる。   On the other hand, the map of FIG. 3 shows the characteristics of the electric supercharger 12. In this map, the pressure ratio on the upstream and downstream sides of the electric supercharger 12 is plotted on the vertical axis with the intake air amount on the horizontal axis. Is shown in And the area | region X shown to a figure is set as a use area | region of this electric supercharger 12. FIG. The region Y on the low intake air amount / high pressure ratio side of the region X is a region where the above-mentioned surging is likely to occur because the pressure on the downstream side of the electric supercharger 12 is high and the air flow rate is small.

さらに、前記領域Ｘには、電動過給機１２の消費電力に応じた領域ａ〜ｐが設定されている。これらの領域ａ〜ｐは、吸入空気量の増加に対して圧力比が減少するような複数の曲線で分割されてなる略短冊状の領域であり、低吸入空気量低圧力比側の領域ａから順に消費電力は増加する。   Further, in the area X, areas a to p corresponding to the power consumption of the electric supercharger 12 are set. These areas a to p are substantially strip-shaped areas divided by a plurality of curves in which the pressure ratio decreases as the intake air amount increases, and the region a on the low intake air amount / low pressure ratio side The power consumption increases in order.

また、領域Ｘには、電動過給機１２の回転数の特性が示されている。この特性は、領域Ｘの低吸入空気量低圧力比側に回転数４００００ｒｐｍの曲線が設定され、高吸入空気量高圧力比側に移るに従って回転数は増加することが示されている。   Further, in region X, the rotational speed characteristics of the electric supercharger 12 are shown. As for this characteristic, a curve of a rotational speed of 40000 rpm is set on the low intake air amount / low pressure ratio side of the region X, and it is shown that the rotational speed increases as it moves to the high intake air amount / high pressure ratio side.

ところで、本実施の形態で使用する電動過給機１２の定格電力は２ｋＷであり、電動過給機１２の消費電力が定格電力の半分の１ｋＷを超えると、これに応じた吐出圧の上昇により、ノッキングが発生し易くなることがわかっている。図４に示すように、このノッキングを抑制するために点火時期のリタード制御を行うので、実際に得られるエンジントルクは穏やかな増加となる。また、電動過給機１２の消費電力に応じてオルタネータ５０による消費トルクが増加するので、実際に得られるエンジントルクはさらに抑制され、その結果、過給機１２の消費電力が１ｋＷ以上の領域では過給機１２の消費電力をこれ以上増加させても、正味の実トルクはほとんど増加しない。なお、ここではノッキングが起き易くなるときの電動過給機１２の消費電力は１ｋＷであるが、この値は電動過給機１２の定格や特性等に応じて変更される。   By the way, the rated power of the electric supercharger 12 used in the present embodiment is 2 kW, and when the power consumption of the electric supercharger 12 exceeds 1 kW, which is half of the rated power, the discharge pressure increases accordingly. It has been found that knocking is likely to occur. As shown in FIG. 4, since the ignition timing retard control is performed to suppress this knocking, the actually obtained engine torque is moderately increased. Further, since the torque consumed by the alternator 50 increases according to the power consumption of the electric supercharger 12, the actually obtained engine torque is further suppressed. As a result, in the region where the power consumption of the supercharger 12 is 1 kW or more Even if the power consumption of the supercharger 12 is further increased, the net actual torque hardly increases. Here, the electric power consumption of the electric supercharger 12 when knocking is likely to occur is 1 kW, but this value is changed according to the rating and characteristics of the electric supercharger 12.

そして、吸気系１、排気系２、及び循環バルブ３１は、エンジン制御装置１００、吸気システムコントローラ１０１、及び電動過給機コントローラ１０２により、図５に示すフローチャートに従って制御される。   The intake system 1, the exhaust system 2, and the circulation valve 31 are controlled by the engine control device 100, the intake system controller 101, and the electric supercharger controller 102 according to the flowchart shown in FIG. 5.

まず、ステップＳ１で、エンジン制御装置１００により、各種信号を各センサから読み込むと共に、ステップＳ２で、これらの信号に基いて吸入空気量を求める。具体的には、アクセル開度センサ４０により検出されたエンジン負荷とエンジン回転数センサ４１により検出されたエンジン回転数とに基いて吸入空気量を演算する。このとき、センサ等で吸入空気量を検出するようにしてもよい。   First, in step S1, the engine control apparatus 100 reads various signals from each sensor, and in step S2, the intake air amount is obtained based on these signals. Specifically, the intake air amount is calculated based on the engine load detected by the accelerator opening sensor 40 and the engine speed detected by the engine speed sensor 41. At this time, the intake air amount may be detected by a sensor or the like.

そして、ステップＳ３で、エンジン回転数がＮ１より大きいか否かを判定し、Ｎ１より大きいときは、運転状態は図２のマップに示す自然吸気領域に属するから、ステップＳ４でバイパス弁１７を全開にし、ステップＳ５で電動過給機１２の作動を停止させる。さらに、ステップＳ６で４気筒運転を実行し、ステップＳ７で循環バルブ３１を閉じるように制御する。これによって、連通路３０からの空気の還流が停止されると共に、エアクリーナ１１から導入された空気がバイパス通路１６を介して各気筒＃１〜＃４に供給される自然吸気が実行される。   Then, in step S3, it is determined whether or not the engine speed is greater than N1, and if it is greater than N1, the operating state belongs to the natural intake region shown in the map of FIG. 2, and therefore the bypass valve 17 is fully opened in step S4. In step S5, the operation of the electric supercharger 12 is stopped. Further, a 4-cylinder operation is executed in step S6, and the circulation valve 31 is controlled to be closed in step S7. Thereby, the recirculation of the air from the communication passage 30 is stopped, and the natural intake in which the air introduced from the air cleaner 11 is supplied to the cylinders # 1 to # 4 via the bypass passage 16 is executed.

一方、ステップＳ３で、エンジン回転数がＮ１以下のときは、ステップＳ８に進んでエンジン負荷がα１より大きいか否かを判定する。エンジン負荷がα１より大きいときはエンジンの運転状態が過給領域に属することになるが、このとき、さらにステップＳ９で、運転状態がサージング領域に属するか否かを判定する。   On the other hand, when the engine speed is N1 or less in step S3, the process proceeds to step S8 to determine whether or not the engine load is greater than α1. When the engine load is larger than α1, the engine operating state belongs to the supercharging region. At this time, it is further determined in step S9 whether or not the operating state belongs to the surging region.

ステップＳ９でエンジンの運転状態がサージング領域に属さないときは、ステップＳ１０に進んでバイパス弁１７を閉じ、ステップＳ１１で１ｋＷ運転制御を行う。この１ｋＷ運転制御では、図３に示した電動過給機１２の消費電力に応じた領域ａ〜ｐのうち、１ｋＷに相当する領域ｈ上で、ステップＳ２で求めた吸入空気量が得られる電動過給機１２の回転数を読み出し、過給機１２の回転数をこの回転数に制御する。   When the engine operating state does not belong to the surging region in step S9, the process proceeds to step S10, the bypass valve 17 is closed, and 1 kW operation control is performed in step S11. In this 1 kW operation control, the electric intake air quantity obtained in step S2 is obtained on the area h corresponding to 1 kW among the areas a to p corresponding to the power consumption of the electric supercharger 12 shown in FIG. The rotational speed of the supercharger 12 is read, and the rotational speed of the supercharger 12 is controlled to this rotational speed.

例えばステップＳ２で求められた吸入空気量が２ｍ３／ｍｉｎのときの１ｋＷ運転制御では、図３のマップにおいて領域ｈ上の点Ｚにおける電動過給機１２の回転数を読み出す。点Ｚは、回転数が６００００ｒｐｍから少し７００００ｒｐｍ寄りの位置にあり、補間によって６２０００ｒｐｍが求められる。そして、エンジン制御装置１００が吸気システムコントローラ１０１に信号を送り、電動過給機コントローラ１０２を介して、過給機１２がこの回転数になるように制御し、これによって消費電力が１ｋＷで回転数が６２０００ｒｐｍの運転が実現される。 For example, in the 1 kW operation control when the intake air amount obtained in step S2 is 2 m 3 / min, the rotation speed of the electric supercharger 12 at the point Z on the region h is read in the map of FIG. The point Z is at a position where the rotational speed is slightly closer to 60000 rpm from 60000 rpm, and 62000 rpm is obtained by interpolation. Then, the engine control device 100 sends a signal to the intake system controller 101, and controls the supercharger 12 to have this rotational speed via the electric supercharger controller 102, whereby the power consumption is 1 kW and the rotational speed. The operation at 62000 rpm is realized.

この１ｋＷ運転制御の後、ステップＳ１２に進んで４気筒運転を実行し、ステップＳ１３で循環バルブ３１を閉じるように制御する。   After this 1 kW operation control, the process proceeds to step S12 to execute a four-cylinder operation, and control is performed so that the circulation valve 31 is closed in step S13.

一方、ステップＳ９で、エンジンの運転状態がサージング領域に属するときは、ステップＳ１４に進んでバイパス弁１７を半開に制御し、ステップＳ１５で前述の１ｋＷ運転制御を行い、ステップＳ１２に進む。これによって、電動過給機１２から吐出された空気の一部がバイパス通路１６を逆流することになり、その結果、過給機１２の下流の圧力が下がってサージングの発生が未然に回避される。   On the other hand, when the engine operating state belongs to the surging region in step S9, the process proceeds to step S14, the bypass valve 17 is controlled to be half open, the aforementioned 1 kW operation control is performed in step S15, and the process proceeds to step S12. As a result, a part of the air discharged from the electric supercharger 12 flows back through the bypass passage 16, and as a result, the pressure downstream of the supercharger 12 is lowered and the occurrence of surging is avoided in advance. .

また、このように空気の一部をバイパス通路１６を介して循環させるので、実際に吸入される空気量が要求されたものより少なくなる。これに対して、バイパス通路１６を循環する空気量をβとすると、１ｋＷ運転制御の際には空気量βを補うために、β相当分増大された吸入空気量が要求されたものとして図３のマップを適用することになる。例えばステップＳ１で演算された吸入空気量が２ｍ３／ｍｉｎのときは、循環させる空気量βを加えた２＋βｍ３／ｍｉｎを吸入空気量の値として、この吸入空気量に対応する領域ｈ上の点Ｚ′の回転数（約５８０００ｒｐｍ）を読み出すことになる。 Further, since a part of the air is circulated through the bypass passage 16 in this way, the amount of air actually sucked is smaller than that required. On the other hand, if the amount of air circulating through the bypass passage 16 is β, it is assumed that an intake air amount increased by an amount corresponding to β is required in order to supplement the air amount β during 1 kW operation control. Will apply the map. For example, when the intake air amount calculated in step S1 is 2 m 3 / min, 2 + βm 3 / min obtained by adding the amount of air to be circulated 2 + βm 3 / min is set as the value of the intake air amount and the region h corresponding to this intake air amount The rotational speed (about 58000 rpm) at the point Z ′ is read out.

ところで、前記ステップＳ８でエンジン負荷がα１以下であると判定されたときは、運転状態が予回転領域（予圧領域）に属するから、ステップＳ１６〜Ｓ２２で予圧制御を行う。まず、ステップＳ１６でバイパス弁１７をほぼ閉じるように制御し、ステップＳ１７で電動過給機１２の回転数を予め設定された予圧制御用の回転数に制御する。なお、予圧制御用の電動過給機１２の回転数は、例えば過給領域における回転数よりも低くなるように設定され、得られる過給圧も低くなる。   By the way, when it is determined in step S8 that the engine load is equal to or less than α1, since the operating state belongs to the pre-rotation region (pre-load region), pre-pressure control is performed in steps S16 to S22. First, in step S16, the bypass valve 17 is controlled to be substantially closed, and in step S17, the rotation speed of the electric supercharger 12 is controlled to a preset rotation speed for preload control. Note that the rotational speed of the electric supercharger 12 for preload control is set to be lower than the rotational speed in the supercharging region, for example, and the obtained supercharging pressure is also lowered.

次に、ステップＳ１８で、吸気温度センサ４２により検出された吸気温度がＴ１より大きいか否かを判定する。ここで吸気温度がＴ１より大きいときは、ステップＳ１９で減筒運転を実行する。この減筒運転では、第１、第４気筒＃１，＃４への燃料供給を停止させるように、燃料噴射弁４４ａ，４４ｄが制御される。このとき、減筒により出力に寄与する気筒数が減少するため、エンジンの出力が低下することになるが、スロットルバルブ１３の開度を増大するようにして、各気筒＃１〜＃４への導入空気量を増大させ、これにより燃焼気筒＃２，＃３の出力を増大させて、エンジン全体としての出力の低下を回避している。さらに、ステップＳ２０で、循環バルブ３１を開くように制御する。   Next, in step S18, it is determined whether or not the intake air temperature detected by the intake air temperature sensor 42 is higher than T1. If the intake air temperature is higher than T1, the reduced-cylinder operation is executed in step S19. In this reduced-cylinder operation, the fuel injection valves 44a and 44d are controlled so as to stop the fuel supply to the first and fourth cylinders # 1 and # 4. At this time, since the number of cylinders contributing to the output is reduced by the reduced cylinder, the output of the engine is reduced. However, the opening of the throttle valve 13 is increased so that the cylinders # 1 to # 4 are supplied. The amount of introduced air is increased, thereby increasing the outputs of the combustion cylinders # 2 and # 3, thereby avoiding a decrease in the output of the entire engine. Further, in step S20, control is performed so that the circulation valve 31 is opened.

このような減筒運転によって、第１、第４気筒＃１，＃４から排出された新気は、独立排気通路２１ａ，２１ｄ介して第１合流通路２２ａに至り、さらに連通路を通って電動過給機１２上流の吸気通路１０に還流されることになる。   As a result of such reduced-cylinder operation, fresh air discharged from the first and fourth cylinders # 1 and # 4 reaches the first merging passage 22a through the independent exhaust passages 21a and 21d, and is further electrically driven through the communication passage. The refrigerant is returned to the intake passage 10 upstream of the supercharger 12.

一方、ステップＳ１８で、吸気温度がＴ１以下のときは、ステップＳ２１に進んで４気筒運転を実行し、ステップＳ２２で循環バルブ３１を開くように制御する。   On the other hand, when the intake air temperature is equal to or lower than T1 in step S18, the process proceeds to step S21 to execute the four-cylinder operation, and control is performed so that the circulation valve 31 is opened in step S22.

なお、上記ステップＳ１９、２０が請求項１、２に記載の発明の主旨に相当し、ステップＳ１８〜Ｓ２１が請求項３に記載の発明の主旨に相当する。   Steps S19 and 20 correspond to the gist of the invention described in claims 1 and 2, and steps S18 to S21 correspond to the gist of the invention described in claim 3.

次に、本発明の第２の実施の形態として、図６のマップに示すように各運転領域が設定されている場合について説明する。このマップは、図２のマップの低負荷低回転領域に設定された予回転領域を予圧領域から回転領域に変更したものである。   Next, as a second embodiment of the present invention, a case where each operation region is set as shown in the map of FIG. 6 will be described. This map is obtained by changing the pre-rotation region set in the low-load low-rotation region of the map of FIG. 2 from the pre-load region to the rotation region.

この予回転領域で行われる回転制御は、バイパス弁１７を開いた状態で電動過給機１２を作動させ、空気をバイパス通路１６を介して循環させて、運転状態が過給領域に移行したときの過給圧の応答性を向上させる。なお、この回転領域では、バイパス弁１７が開いた状態とされるため、予圧は行われない状態となるが、電動過給機１２の直下流における過給圧は、過給領域における過給圧よりも小さくなるように設定されている。   The rotation control performed in the pre-rotation region is performed when the electric supercharger 12 is operated with the bypass valve 17 opened and air is circulated through the bypass passage 16 so that the operation state is shifted to the supercharge region. Improves the supercharging pressure response. In this rotation region, since the bypass valve 17 is opened, no preload is performed. However, the supercharging pressure immediately downstream of the electric supercharger 12 is the supercharging pressure in the supercharging region. It is set to be smaller.

そして、この実施の形態では、図７に示すフローチャートに従って制御されることになる。なお、このフローチャートにおいて、ステップＳ３１〜Ｓ４５は前記第１の実施の形態における図５に示したフローチャートのステップＳ１〜Ｓ１５、ステップＳ４８〜Ｓ５２は同じくステップＳ１８〜Ｓ２２と同様の制御であるので、これらの説明は省略し、ここでは回転制御に係るステップＳ４６、Ｓ４７についてのみ説明する。   In this embodiment, control is performed according to the flowchart shown in FIG. In this flowchart, steps S31 to S45 are the same controls as steps S18 to S22 in steps S1 to S15 and steps S48 to S52 in the flowchart shown in FIG. 5 in the first embodiment. Will be omitted, and only steps S46 and S47 related to rotation control will be described here.

即ち、エンジンの運転状態が予回転領域に属すると判定された後、ステップＳ４６で、バイパス弁を全開に制御し、ステップＳ４７で、電動過給機１２の回転数を回転制御用の回転数に制御する。   That is, after it is determined that the operating state of the engine belongs to the pre-rotation region, the bypass valve is controlled to be fully opened in step S46, and in step S47, the rotational speed of the electric supercharger 12 is set to the rotational speed for rotational control. Control.

以上のように、予回転制御中に、第１、第４気筒＃１，＃４への燃料供給が停止されるので、該気筒＃１，＃４からは、新気が排出されることになる。そして、この新気が電動過給機１２の上流の吸気通路１０に還流される。   As described above, since the fuel supply to the first and fourth cylinders # 1 and # 4 is stopped during the pre-rotation control, fresh air is discharged from the cylinders # 1 and # 4. Become. Then, the fresh air is returned to the intake passage 10 upstream of the electric supercharger 12.

その場合に、前記第１、第４気筒に＃１，＃４吸入された空気は、圧縮工程で昇温した際に、燃焼室回りの冷却水に熱が吸収されると共に、その後の膨張行程でさらに温度が低下するので、吸入したときの温度（大気温度）よりも低くなる。そして、この低温の空気が電動過給機１２の上流の吸気通路１０に還流されるので、予回転制御中に、吸気系１全体として吸気温度が低下され、或いは上昇が抑制されることになり、これによりノッキングの発生が防止される。   In this case, when the air sucked into the first and fourth cylinders # 1 and # 4 is heated in the compression process, the heat is absorbed by the cooling water around the combustion chamber and the subsequent expansion stroke is performed. Since the temperature further decreases, the temperature becomes lower than the temperature when it is inhaled (atmospheric temperature). Since this low-temperature air is recirculated to the intake passage 10 upstream of the electric supercharger 12, the intake air temperature is lowered or suppressed as a whole during the pre-rotation control. This prevents knocking from occurring.

また、減筒運転時は、スロットルバルブ１３の開度を増大させるので、各気筒＃１〜＃４への導入空気量が増大し、第２、第３気筒＃２，＃３（燃焼気筒）の出力が増大する。その結果、減筒したにも拘らず、エンジン全体としての出力の低下が回避される。   In addition, since the opening of the throttle valve 13 is increased during the reduced-cylinder operation, the amount of air introduced into each of the cylinders # 1 to # 4 increases, and the second and third cylinders # 2 and # 3 (combustion cylinders) Output increases. As a result, it is possible to avoid a decrease in the output of the engine as a whole despite the reduction in the number of cylinders.

なお、このとき、スロットルバルブ１３の開度を増大させたことによって、ポンピングロスが低減して燃費が改善される。例えば、排気量２リッターのガソリンエンジンで、予回転を２５００回転以下で行い、かつ電動過給機１２の定格電力を２ｋＷ、オルタネータ５０の定格電力を２ｋＷとした場合の予回転制御中、電動過給機１２による消費電力をオルタネータ５０の発電により回収するために８％前後の燃費の低下を免れないが、これが前記ポンピングロスの低減による７〜１１％の燃費改善効果により相殺され、予回転制御を行うことによる燃費の悪化が防止されることになる。   At this time, by increasing the opening of the throttle valve 13, the pumping loss is reduced and the fuel efficiency is improved. For example, in a gasoline engine with a displacement of 2 liters, pre-rotation is performed at 2500 rpm or less, the rated power of the electric supercharger 12 is 2 kW, and the rated power of the alternator 50 is 2 kW. In order to recover the power consumed by the feeder 12 by the power generation of the alternator 50, the fuel consumption is reduced by about 8%, but this is offset by the fuel efficiency improvement effect of 7 to 11% due to the reduction of the pumping loss, and the pre-rotation control Deterioration of fuel consumption due to performing is prevented.

そして、吸気温度が所定値未満のときは、ノッキングが起こりにくい状態であるから、減筒運転が行われずにエンジン出力の低下が回避されると共に、吸気温度が所定値以上のときは、ノッキングが起こりやすい状態であるから、前記減筒運転が行われて吸気温度の上昇が抑制され、ノッキングの発生が防止される。   When the intake air temperature is less than the predetermined value, knocking is unlikely to occur, so reduction in engine output is avoided without performing the reduced-cylinder operation, and when the intake air temperature is higher than the predetermined value, knocking does not occur. Since this is an easy-to-occur state, the reduced-cylinder operation is performed to suppress an increase in the intake air temperature, thereby preventing knocking.

本発明は、エンジンの過給装置において、エンジンの運転状態が予回転領域にあるときに、吸気温度の上昇を抑制し、ノッキングの発生を防止することを目的とする。本発明は、過給によりエンジントルクの増大を図るエンジンの過給装置の技術分野に広く好適である。   An object of the present invention is to suppress an increase in intake air temperature and prevent knocking when an engine operating state is in a pre-rotation region in an engine supercharging device. INDUSTRIAL APPLICABILITY The present invention is widely suitable for the technical field of an engine supercharging device that increases engine torque by supercharging.

本発明の実施の形態に係るエンジンのシステム図である。1 is a system diagram of an engine according to an embodiment of the present invention. エンジンの運転領域を示すマップである。It is a map which shows the driving | operation area | region of an engine. 電動過給機の特性を示すマップである。It is a map which shows the characteristic of an electric supercharger. 電動過給機の消費電力に応じたエンジントルク特性を示すグラフである。It is a graph which shows the engine torque characteristic according to the power consumption of an electric supercharger. エンジンの制御に係るフローチャートである。It is a flowchart which concerns on control of an engine. 本発明の第２の実施の形態に係るエンジンの運転領域を示すマップである。It is a map which shows the driving | operation area | region of the engine which concerns on the 2nd Embodiment of this invention. 同エンジンの制御に係るフローチャートである。It is a flowchart concerning control of the engine.

符号の説明Explanation of symbols

１０ 吸気通路
１２ 電動過給機
１６ バイパス通路
１７ バイパス弁
３０ 連通路
３１ 循環バルブ
４２ 吸気温度センサ
１００ エンジン制御装置
１０１ 吸気システムコントローラ
＃１〜＃４ 気筒 DESCRIPTION OF SYMBOLS 10 Intake passage 12 Electric supercharger 16 Bypass passage 17 Bypass valve 30 Communication passage 31 Circulation valve 42 Intake temperature sensor 100 Engine control device 101 Intake system controller # 1- # 4 cylinder

Claims (3)

吸気通路に設けられた電動過給機と、吸気通路における該電動過給機の上、下流側を連通させるバイパス通路と、該バイパス通路を開閉するバイパス弁と、エンジンの運転状態が過給領域にあるときに所定の過給圧が得られるように電動過給機の回転数及びバイパス弁を制御する過給制御手段とが備えられたエンジンの過給装置であって、
エンジンの運転状態が前記過給領域の低負荷側に設定された予回転領域にあるか否かを判定する判定手段と、
該判定手段によりエンジンの運転状態が予回転領域にあると判定されたときに、運転状態が過給領域にある場合より低い過給圧となるように電動過給機の回転数及びバイパス弁を制御する予回転制御手段と、
該予回転制御手段による予回転制御中、特定気筒に対する燃料供給を停止させる減筒運転手段と、
該減筒運転手段による減筒運転中、燃料供給が停止された気筒から排出された新気を電動過給機上流の吸気通路に還流させる還流手段とを有することを特徴とするエンジンの過給装置。 An electric supercharger provided in the intake passage, a bypass passage communicating the upstream side and the downstream side of the electric supercharger in the intake passage, a bypass valve that opens and closes the bypass passage, and an engine operating state is a supercharging region And a supercharging control means for controlling the rotational speed of the electric supercharger and the bypass valve so that a predetermined supercharging pressure is obtained when
Determination means for determining whether or not the operating state of the engine is in a pre-rotation region set on the low load side of the supercharging region;
When it is determined by the determination means that the engine operating state is in the pre-rotation region, the rotational speed of the electric supercharger and the bypass valve are set so that the supercharging pressure is lower than when the operating state is in the supercharging region. Pre-rotation control means for controlling;
Reduced-cylinder operation means for stopping fuel supply to a specific cylinder during the pre-rotation control by the pre-rotation control means;
The engine supercharging further comprises recirculation means for recirculating fresh air exhausted from the cylinder whose fuel supply has been stopped to the intake passage upstream of the electric supercharger during the reduced cylinder operation by the reduced cylinder operation means. apparatus. 請求項１に記載のエンジンの過給装置において、
前記減筒運転手段による減筒運転時は、スロットル開度を増大補正するスロットル開度補正手段を有することを特徴とするエンジンの過給装置。 The engine supercharging device according to claim 1,
An engine supercharging device comprising throttle opening correcting means for increasing the throttle opening during reduced cylinder operation by the reduced cylinder operating means. 請求項１に記載のエンジンの過給装置において、
電動過給機下流の吸気温度を検出する吸気温度検出手段を有し、
該吸気温度検出手段により検出された吸気温度が所定値以上のときのみ前記減筒運転手段及び還流手段を作動させることを特徴とするエンジンの過給装置。
The engine supercharging device according to claim 1,
An intake air temperature detecting means for detecting the intake air temperature downstream of the electric supercharger;
An engine supercharging device, wherein the reduced-cylinder operating means and the reflux means are operated only when the intake air temperature detected by the intake air temperature detecting means is equal to or higher than a predetermined value.
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JP2008240520A (en) * 2007-03-23 2008-10-09 Fuji Heavy Ind Ltd Control device for engine
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