JP2009167827A - Supercharging system of internal combustion engine - Google Patents

Supercharging system of internal combustion engine Download PDF

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JP2009167827A
JP2009167827A JP2008004324A JP2008004324A JP2009167827A JP 2009167827 A JP2009167827 A JP 2009167827A JP 2008004324 A JP2008004324 A JP 2008004324A JP 2008004324 A JP2008004324 A JP 2008004324A JP 2009167827 A JP2009167827 A JP 2009167827A
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passage
supercharger
exhaust
intake
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JP4844569B2 (en
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Satoshi Sugiyama
怜 杉山
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Toyota 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
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract

<P>PROBLEM TO BE SOLVED: To recover the surplus energy of air in a compressor outlet by preventing a surge of a compressor when a vehicle is decelerated in speed, in an internal combustion engine with a supercharger having an EGR device. <P>SOLUTION: An EGR passage 21 for recirculating a part of exhaust gas to an intake passage 17 is connected to the downstream side of a catalyst 16 of an exhaust passage 20. The EGR passage is provided with an electric EGR supercharger 24 capable of regenerating electric power for assisting the recirculation of the exhaust gas. A bypass passage 32 is arranged for connecting the outlet side of the compressor 12C of an intake supercharger 12 for supercharging the air to an internal combustion engine 11 to the EGR passage 21 on the intake side more than the electric EGR supercharger 24, When there is the possibility of generating the surge when the vehicle is decelerated in speed, compressed air is derived to the EGR passage 21 via the bypass passage 32, and the compressed air in the outlet of the compressor 12C of the intake supercharger 12 is exhausted to the exhaust passage 20 via the electric EGR supercharger 24. At this time, the electric power is regenerated in the electric EGR supercharger 24. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、ＥＧＲ装置を備えた過給機付きの内燃機関に関する。   The present invention relates to an internal combustion engine with a supercharger equipped with an EGR device.

過給機付き内燃機関を搭載した車両では、車両減速時に、空気流量が減少するとともに過給機のコンプレッサ前後圧力比が増大するため、コンプレッサの作動点がサージ領域へと近づき、急減速時などにはコンプレッサにサージが発生する可能性がある。このような問題に対しては、車両減速時にコンプレッサによる加圧空気を大気に解放してサージの発生を防止するものが知られている（特許文献１）。   In a vehicle equipped with an internal combustion engine with a supercharger, the air flow rate decreases and the compressor front-rear pressure ratio increases when the vehicle decelerates, causing the compressor operating point to approach the surge region, during sudden deceleration, etc. May cause a surge in the compressor. For such a problem, there is known a technique that prevents the occurrence of a surge by releasing pressurized air from a compressor to the atmosphere during vehicle deceleration (Patent Document 1).

また、過給機付きの内燃機関に、更にＮＯｘ排出量の低減あるいは燃費向上などを目的としたＥＧＲ装置を装備したものが知られている。ＥＧＲ装置を備えた過給機付きの内燃機関では、車両減速時にＥＧＲ通路を介してコンプレッサ出口の加圧空気を排気通路へと逃がしてサージの発生を防止するものが知られている（特許文献２）。なお、ＥＧＲ装置としては、排気の再循環をアシストするために、ＥＧＲ通路に電力回生可能な電動過給機を設けたものも提案されている（特許文献３）。
特開平０５−１９５７９８号公報 特開２００４−３６０５２５号公報 特開２００５−１８８３５９号公報 Further, an internal combustion engine with a supercharger equipped with an EGR device for the purpose of further reducing NOx emissions or improving fuel consumption is known. In an internal combustion engine with a supercharger equipped with an EGR device, there is known an engine that prevents the occurrence of a surge by allowing pressurized air at the compressor outlet to escape to an exhaust passage via an EGR passage during vehicle deceleration (Patent Document). 2). In addition, as an EGR device, there is also proposed an EGR device provided with an electric supercharger capable of regenerating electric power in order to assist in exhaust gas recirculation (Patent Document 3).
Japanese Patent Laid-Open No. 05-195798 JP 2004-360525 A JP 2005-188359 A

しかし、上記特許文献１、２の構成ではコンプレッサのサージの防止は可能であるが、過剰過給による吸気側の圧縮空気の余剰エネルギは大気または排気側に捨てられており有効に活用されていない。また、特許文献３のＥＧＲ用電動過給機では、排気エネルギの回収しか行なうことはできず、吸気側圧縮空気の余剰エネルギは、特許文献１、２と同様に有効に活用されていない。   However, in the configurations of Patent Documents 1 and 2, it is possible to prevent the surge of the compressor, but excess energy of the compressed air on the intake side due to excessive supercharging is discarded to the atmosphere or the exhaust side and is not effectively utilized. . Further, the EGR electric supercharger of Patent Document 3 can only recover exhaust energy, and the surplus energy of the intake side compressed air is not effectively utilized as in Patent Documents 1 and 2.

本発明は、ＥＧＲ装置を備えた過給機付きの内燃機関において、車両減速時のコンプレッサのサージを防止するとともに、コンプレッサ出口における空気の余剰エネルギを回収することを目的としている。   An object of the present invention is to prevent a surge of a compressor during deceleration of a vehicle and to recover excess air energy at the compressor outlet in an internal combustion engine with a supercharger equipped with an EGR device.

本発明の内燃機関の過給システムは、内燃機関からの排気を排出するための排気通路と、排気の一部を吸気側へと再循環させるためのＥＧＲ通路と、ＥＧＲ通路に設けられ、排気の再循環のための過給を行なうとともに電力回生可能な電動ＥＧＲ過給機と、内燃機関へ吸入される空気の過給を行なう吸気用過給機と、車両減速時におけるサージ発生の可能性を判定する減速サージ発生判定手段とを備え、サージ発生の可能性があると判定されたときに、吸気用過給機のコンプレッサ出口における加圧空気を、電動ＥＧＲ過給機を介して排気通路へと排出することにより電動ＥＧＲ過給機において電力回生を行なうことを特徴としている。   The supercharging system for an internal combustion engine according to the present invention is provided in an exhaust passage for exhausting exhaust from the internal combustion engine, an EGR passage for recirculating a part of the exhaust to the intake side, and an EGR passage. EGR supercharger capable of recharging and regenerating electric power, an intake supercharger for supercharging air sucked into the internal combustion engine, and the possibility of a surge during deceleration of the vehicle And a decelerating surge occurrence judging means for judging the pressure, and when it is judged that there is a possibility of the occurrence of surge, the compressed air at the compressor outlet of the intake supercharger is exhausted through the electric EGR supercharger. It is characterized in that electric power regeneration is performed in the electric EGR supercharger.

吸気用過給機のコンプレッサ出口側と電動ＥＧＲ過給機よりも吸気側のＥＧＲ通路とを接続するバイパス通路と、ＥＧＲ通路のバイパス通路が接続される位置よりも吸気側に位置する第１バルブとを備え、サージ発生の可能性があるときに、第１バルブを閉じるとともにバイパス通路を通して加圧空気を排気通路へと排出することが好ましい。これにより、加圧空気がＥＧＲ通路を介して吸気側へと流出することを防止できる。   A bypass passage connecting the compressor outlet side of the intake supercharger and the EGR passage closer to the intake side than the electric EGR supercharger, and a first valve located closer to the intake side than the position where the bypass passage of the EGR passage is connected When there is a possibility of occurrence of surge, it is preferable to close the first valve and discharge the pressurized air to the exhaust passage through the bypass passage. Thereby, it is possible to prevent the pressurized air from flowing out to the intake side via the EGR passage.

また、バイパス通路には第２バルブが設けられ、サージ発生の可能性があるときに第２バルブが開かれる。これにより、サージ発生の可能性がないときに、加圧空気がＥＧＲ通路へと流出することを防止できる。   Further, a second valve is provided in the bypass passage, and the second valve is opened when there is a possibility of occurrence of a surge. Thereby, it is possible to prevent the pressurized air from flowing out to the EGR passage when there is no possibility of occurrence of a surge.

吸気用過給機は排気により作動されるターボ過給機であり、ＥＧＲ通路がターボ過給機のタービンよりも下流側の排気通路に接続されることが好ましい。これにより、加圧空気は、排気が十分に減圧された排気通路に排出されるため効率的に排出されるとともに、電力回生も効果的になされる。   The intake supercharger is a turbocharger that is operated by exhaust gas, and the EGR passage is preferably connected to an exhaust passage downstream of the turbocharger turbine. As a result, the pressurized air is efficiently discharged because the exhaust is discharged into the exhaust passage where the pressure is sufficiently reduced, and the power regeneration is also effectively performed.

過給システムはＥＧＲ作動状態を判定するＥＧＲ作動判定手段を更に備え、サージ発生の可能性があるときに、ＥＧＲ作動判定手段においてＥＧＲが作動されていると判定されると、ＥＧＲ通路内に残留する排気を排出した後に、吸気用過給機のコンプレッサ出口における加圧空気を排気通路へと排出することが好ましい。これにより、サージ領域においてＥＧＲ通路側から吸気通路側への排気の流出を防止できるともに、より効果的なエネルギ回収を実現できる。   The supercharging system further includes an EGR operation determining means for determining an EGR operating state. When there is a possibility of occurrence of a surge, if the EGR operation determining means determines that the EGR is operated, the supercharging system remains in the EGR passage. It is preferable to discharge the pressurized air at the compressor outlet of the intake supercharger to the exhaust passage after exhausting the exhaust. Accordingly, it is possible to prevent the exhaust gas from flowing out from the EGR passage side to the intake passage side in the surge region, and to realize more effective energy recovery.

以上のように、本発明によれば、ＥＧＲ装置を備えた過給機付きの内燃機関において、車両減速時のコンプレッサのサージを防止するとともに、コンプレッサ出口における空気の余剰エネルギを回収することができる。   As described above, according to the present invention, in an internal combustion engine with a supercharger equipped with an EGR device, it is possible to prevent a surge of the compressor at the time of deceleration of the vehicle and to recover excess air energy at the compressor outlet. .

以下、本発明の実施の形態を、図面を参照して説明する。
図１は、本発明の一実施形態であるＥＧＲ装置を備えた過給機付き内燃機関（ＥＧＲ過給システム）の吸排気系システムの構成を示すブロック図である。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram showing a configuration of an intake / exhaust system of an internal combustion engine with a supercharger (EGR supercharging system) including an EGR device according to an embodiment of the present invention.

本実施形態においてＥＧＲ過給システム１０は、内燃機関１１への吸排気を行なうもので、過給機１２を備える。過給機１２は例えばターボ過給機であり、内燃機関１１の吸気マニホルド１３には、エアクリーナ１４を介して吸入され、過給機１２のコンプレッサ１２Ｃにおいて加圧された空気が過給される。一方、内燃機関１１の排気マニホルド１５からの排気は、過給機１２のタービン１２Ｔへと導かれ、タービン１２Ｔに回転力を与えた後、排気浄化触媒１６を介して外部へと排出される。   In the present embodiment, the EGR supercharging system 10 performs intake and exhaust of the internal combustion engine 11 and includes a supercharger 12. The supercharger 12 is, for example, a turbocharger, and the intake manifold 13 of the internal combustion engine 11 is supercharged with air that is sucked through the air cleaner 14 and pressurized in the compressor 12C of the supercharger 12. On the other hand, the exhaust from the exhaust manifold 15 of the internal combustion engine 11 is guided to the turbine 12T of the supercharger 12, and after giving a rotational force to the turbine 12T, it is discharged to the outside through the exhaust purification catalyst 16.

エアクリーナ１４と吸気マニホルド１３の間は、吸気通路１７により接続され、その途中にはエアクリーナ１４側からコンプレッサ１２Ｃ、インタクーラ１８、スロットル１９などが配置される。一方、排気マニホルド１５には排気通路２０が接続され、排気マニホルド１５側からタービン１２Ｔと触媒１６が配置される。   The air cleaner 14 and the intake manifold 13 are connected by an intake passage 17, and a compressor 12 </ b> C, an intercooler 18, a throttle 19, and the like are disposed in the middle of the air cleaner 14. On the other hand, an exhaust passage 20 is connected to the exhaust manifold 15, and a turbine 12T and a catalyst 16 are disposed from the exhaust manifold 15 side.

排気通路２０の触媒１６の下流側には、ＥＧＲ通路２１の一端が接続される。ＥＧＲ通路２１の他端はスロットル１９と吸気マニホルド１３との間の吸気通路１７に接続される。ＥＧＲ通路２１には、排気通路２０との接合部側から、フィルタ２２、バルブ２３、電動ＥＧＲ過給機２４のコンプレッサ２５、バルブ２６（第１バルブ）、ＥＧＲクーラ２７、バルブ２８が配置される。なお、電動ＥＧＲ過給機２４のコンプレッサ２５には電力回生可能なモータ２９が連結され、モータ２９にはインバータ／コントローラ３０を介してバッテリ３１が接続される。すなわち、モータ２９はバッテリ３１からの電力によりコンプレッサ２５を回転して帰還する排気を過給し、回生時には、モータ２９からの電力をバッテリ３１に蓄える。   One end of the EGR passage 21 is connected to the downstream side of the catalyst 16 in the exhaust passage 20. The other end of the EGR passage 21 is connected to the intake passage 17 between the throttle 19 and the intake manifold 13. In the EGR passage 21, a filter 22, a valve 23, a compressor 25 of the electric EGR supercharger 24, a valve 26 (first valve), an EGR cooler 27, and a valve 28 are arranged from the joint side with the exhaust passage 20. . A motor 29 capable of regenerating electric power is connected to the compressor 25 of the electric EGR supercharger 24, and a battery 31 is connected to the motor 29 via an inverter / controller 30. That is, the motor 29 supercharges the exhaust gas that rotates and returns the compressor 25 with the electric power from the battery 31, and stores the electric power from the motor 29 in the battery 31 during regeneration.

また、過給機１２のコンプレッサ１２Ｃの出口側と、電動ＥＧＲ過給機２４とバルブ２６との間のＥＧＲ通路２１は、バイパス通路３２により連通され、バイパス通路３２にはバルブ３３（第２バルブ）が設けられる。ＥＧＲ通路２１において、バルブ２６とＥＧＲクーラ２７の間には圧力計３４が配置される。また、吸気通路１７において、過給機１２のコンプレッサ１２Ｃとインタクーラ１８との間には圧力計３５が配置される。   Further, the outlet side of the compressor 12C of the supercharger 12 and the EGR passage 21 between the electric EGR supercharger 24 and the valve 26 are communicated by a bypass passage 32, and a valve 33 (second valve) is connected to the bypass passage 32. ) Is provided. In the EGR passage 21, a pressure gauge 34 is disposed between the valve 26 and the EGR cooler 27. Further, in the intake passage 17, a pressure gauge 35 is disposed between the compressor 12 </ b> C of the supercharger 12 and the intercooler 18.

ＥＧＲ実行時には、バルブ２３、２６、２８が開弁されるとともに、バルブ３３が閉弁され、電動ＥＧＲ過給機２４が作動されて、排気通路２０からの排気がＥＧＲ通路２１およびＥＧＲクーラ２７を介して吸気通路１７へと供給される。   At the time of EGR execution, the valves 23, 26, and 28 are opened, the valve 33 is closed, the electric EGR supercharger 24 is operated, and the exhaust from the exhaust passage 20 passes through the EGR passage 21 and the EGR cooler 27. To the intake passage 17.

なお、バルブ２３、２６、２８、３３の開閉制御およびインバータ／コントローラ３０の制御はＥＣＵ４０によって実行され、ＥＣＵ４０には圧力計３４、３５からの信号が入力されるとともに、内燃期間１１の回転数、過給機回転数、吸入空気量、ＥＧＲ流量、アクセル開度などの信号が図示しない各種センサから入力される。   The opening / closing control of the valves 23, 26, 28, 33 and the control of the inverter / controller 30 are executed by the ECU 40. The ECU 40 receives signals from the pressure gauges 34, 35, Signals such as the supercharger rotation speed, the intake air amount, the EGR flow rate, and the accelerator opening are input from various sensors (not shown).

次に図２のフローチャートを参照して本実施形態における減速サージ回避処理動作のフローについて説明する。なお、この減速サージ回避処理動作はＥＣＵ４０における通常のＥＧＲ過給システム処理動作の中でサブルーチンとして所定のタイミングで繰り返し実行される。   Next, the flow of the deceleration surge avoidance processing operation in this embodiment will be described with reference to the flowchart of FIG. This deceleration surge avoidance processing operation is repeatedly executed at a predetermined timing as a subroutine in the normal EGR supercharging system processing operation in the ECU 40.

まずステップＳ１００では、減速サージ回避処理動作の実行の要否が判定される。本実施形態ではエンジン回転数Ｎｅが減少しているか否かで車両の減速を検知し、減速時には減速サージ発生の可能性があるものとして、減速サージ回避処理動作が必要であると判定される。なお減速サージ発生の可能性は、例えば吸入空気量と過給機１２の圧力比からサージマップを参照して判断してもよい。   First, in step S100, it is determined whether or not it is necessary to execute a deceleration surge avoidance processing operation. In the present embodiment, deceleration of the vehicle is detected based on whether or not the engine speed Ne is decreasing, and it is determined that a deceleration surge avoidance processing operation is necessary, assuming that a deceleration surge may occur during deceleration. The possibility of occurrence of a deceleration surge may be determined by referring to a surge map from the intake air amount and the pressure ratio of the supercharger 12, for example.

ステップＳ１００において、エンジン回転数Ｎｅが減少していないと判定された場合、すなわちエンジン回転数Ｎｅが一定または増大していると判定された場合には、この処理は終了し通常のＥＧＲ過給システム処理動作へと戻る。一方、エンジン回転数Ｎｅが減少したと判定されたとき、すなわち減速サージ発生の可能性あるときには、ステップＳ１０２においてＥＧＲが作動状態にあるか否かが判定される。本実施形態ではＥＧＲ流量ＧＥＧＲが０よりも大きいか否かが判定される。 In step S100, when it is determined that the engine speed Ne is not decreasing, that is, when it is determined that the engine speed Ne is constant or increasing, this processing ends and a normal EGR supercharging system is completed. Return to processing action. On the other hand, when it is determined that the engine speed Ne has decreased, that is, when there is a possibility of occurrence of a deceleration surge, it is determined in step S102 whether or not the EGR is in an operating state. In the present embodiment, it is determined whether or not the EGR flow rate GEGR is greater than zero.

ステップＳ１０２において、ＥＧＲが作動されていると判定された場合には（ＥＧＲ流量ＧＥＧＲ＞０）、ステップＳ１０４においてＥＧＲ通路２１に残留する排気の放出処理動作（ＥＧＲ排気放出処理動作）が実行される。すなわち、バルブ２３、２６が開弁されるとともにバルブ２８、３３が閉弁される。また、このときＥＧＲ通路２１においてコンプレッサ２５よりも吸気側に残留する排気がコンプレッサ２５を通して排気通路２０側へと逆流・放出されることにより、コンプレッサ２５が回転駆動され、インバータ／コントローラ３０は、モータ２９による回生電力をバッテリ３１に充電する。 If it is determined in step S102 that the EGR is in operation (EGR flow rate G EGR > 0), the exhaust gas emission processing operation (EGR exhaust gas emission processing operation) remaining in the EGR passage 21 is executed in step S104. The That is, the valves 23 and 26 are opened and the valves 28 and 33 are closed. At this time, the exhaust gas remaining on the intake side of the EGR passage 21 from the compressor 25 flows back and discharged through the compressor 25 to the exhaust passage 20 side, whereby the compressor 25 is driven to rotate, and the inverter / controller 30 The battery 31 is charged with the regenerative power by 29.

その後ステップＳ１０６において、過給機１２の出口圧力である圧力計３５の値Ｐｃがコンプレッサ２５の吸気通路側圧力である圧力計３４の値Ｐｅよりも大きいか否かが判定される。ステップＳ１０４によるＥＧＲ排気放出処理動作により、コンプレッサ２５よりも吸気通路側にあるＥＧＲ通路２１の圧力Ｐｅが過給機１２のコンプレッサ１２Ｃの出口圧力Ｐｃよりも低くなるまでこの判定は繰り返される。   Thereafter, in step S106, it is determined whether or not the value Pc of the pressure gauge 35 that is the outlet pressure of the supercharger 12 is larger than the value Pe of the pressure gauge 34 that is the intake passage side pressure of the compressor 25. This determination is repeated until the pressure Pe in the EGR passage 21 located on the intake passage side of the compressor 25 becomes lower than the outlet pressure Pc of the compressor 12C of the supercharger 12 by the EGR exhaust discharge processing operation in step S104.

ステップＳ１０６においてＰｃ＞Pｅであると判定されると、ステップＳ１０８において、過給機１２により加圧された空気を放出する処理動作（加圧空気放出処理動作）が実行される。すなわち、バルブ２３、３３が開弁されるとともに、バルブ２８、２６が閉弁され、過給機１２のコンプレッサ１２Ｃにより加圧された空気は、バイパス通路３２を通ってコンプレッサ２５を介して排気通路２０へと排出される。このとき、インバータ／コントローラ３０は、コンプレッサ２５の回転によりモータ２９において発生した回生電力をバッテリ３１に充電する。これにより、本実施形態における減速サージ回避処理動作は終了する。   When it is determined in step S106 that Pc> Pe, in step S108, a processing operation (pressurized air release processing operation) for releasing the air pressurized by the supercharger 12 is executed. That is, the valves 23 and 33 are opened, the valves 28 and 26 are closed, and the air pressurized by the compressor 12C of the supercharger 12 passes through the bypass passage 32 and passes through the compressor 25 to the exhaust passage. It is discharged to 20. At this time, the inverter / controller 30 charges the battery 31 with regenerative power generated in the motor 29 by the rotation of the compressor 25. Thereby, the deceleration surge avoidance processing operation in this embodiment is completed.

一方、ステップＳ１０２において、ＥＧＲが作動されていないと判定された場合には（ＥＧＲ流量ＧＥＧＲ＝０と判定）、直ちにステップＳ１０８において上述の加圧空気放出処理動作が実行されて減速サージ回避処理動作は終了する。 On the other hand, when it is determined in step S102 that the EGR is not operated (determined that EGR flow rate G EGR = 0), the above-described pressurized air release processing operation is immediately executed in step S108, and the deceleration surge avoidance processing is performed. The operation ends.

以上のように、本実施形態によれば、減速サージが発生し得る運転状態において、吸気用の過給機により加圧された空気を排気通路へと放出して減速サージの発生を防止するとともに、加圧空気のエネルギを回収することができる。   As described above, according to the present embodiment, in an operating state in which a deceleration surge can occur, the air pressurized by the intake supercharger is discharged to the exhaust passage and the occurrence of the deceleration surge is prevented. The energy of the pressurized air can be recovered.

また、ＥＧＲ排気放出処理動作を行なうことにより、減速サージ領域においてＥＧＲ通路側から吸気通路側への排気流出を防止するとともに、より効果的なエネルギ回収を実現できる。   Further, by performing the EGR exhaust discharge processing operation, exhaust outflow from the EGR passage side to the intake passage side in the deceleration surge region can be prevented, and more effective energy recovery can be realized.

なお、本実施形態では、吸気用過給機としてターボ過給機を採用した場合を例に説明を行なったがターボ過給機以外の過給機であってもよい。   In the present embodiment, the case where a turbocharger is employed as the intake supercharger has been described as an example, but a turbocharger other than the turbocharger may be used.

本発明の一実施形態であるＥＧＲ過給システムの構成を示すブロック図である。It is a block diagram which shows the structure of the EGR supercharging system which is one Embodiment of this invention. 本実施形態の減速サージ回避処理動作のフローチャートである。It is a flowchart of the deceleration surge avoidance processing operation of this embodiment.

符号の説明Explanation of symbols

１０ ＥＧＲ過給システム
１１ 内燃期間
１２ 吸気用過給機
１２Ｃ コンプレッサ
１７ 吸気通路
２０ 排気通路
２１ ＥＧＲ通路
２４ 電動ＥＧＲ過給機
２５ コンプレッサ
２６ バルブ（第１バルブ）
２９ モータ
３０ インバータ／コントローラ
３１ バッテリ
３４、３５ 圧力計 DESCRIPTION OF SYMBOLS 10 EGR supercharging system 11 Internal combustion period 12 Intake supercharger 12C Compressor 17 Intake passage 20 Exhaust passage 21 EGR passage 24 Electric EGR supercharger 25 Compressor 26 Valve (1st valve)
29 Motor 30 Inverter / Controller 31 Battery 34, 35 Pressure gauge

Claims (5)

内燃機関からの排気を排出するための排気通路と、
前記排気の一部を吸気側へと再循環させるためのＥＧＲ通路と、
前記ＥＧＲ通路に設けられ、前記排気の再循環のための過給を行なうとともに電力回生可能な電動ＥＧＲ過給機と、
前記内燃機関へ吸入される空気の過給を行なう吸気用過給機と、
車両減速時におけるサージ発生の可能性を判定する減速サージ発生判定手段とを備え、
前記サージ発生の可能性があると判定されたときに、前記吸気用過給機のコンプレッサ出口における加圧空気を、前記電動ＥＧＲ過給機を介して前記排気通路へと排出することにより前記電動ＥＧＲ過給機において電力回生を行なう
ことを特徴とする内燃機関の過給システム。 An exhaust passage for exhausting exhaust from the internal combustion engine;
An EGR passage for recirculating a part of the exhaust to the intake side;
An electric EGR supercharger that is provided in the EGR passage, performs supercharging for recirculation of the exhaust gas, and is capable of regenerating electric power;
An intake supercharger for supercharging air sucked into the internal combustion engine;
A deceleration surge occurrence determination means for determining the possibility of occurrence of a surge during deceleration of the vehicle,
When it is determined that there is a possibility of occurrence of the surge, the compressed air at the compressor outlet of the intake supercharger is discharged to the exhaust passage via the electric EGR supercharger. A supercharging system for an internal combustion engine, wherein electric power regeneration is performed in an EGR supercharger. 前記吸気用過給機のコンプレッサ出口側と前記電動ＥＧＲ過給機よりも吸気側のＥＧＲ通路とを接続するバイパス通路と、前記ＥＧＲ通路の前記バイパス通路が接続される位置よりも吸気側に位置する第１バルブとを備え、前記サージ発生の可能性があるときに、前記第１バルブを閉じるとともに前記バイパス通路を通して前記加圧空気を前記排気通路へと排出することを特徴とする請求項１に記載の過給システム。   A bypass passage connecting a compressor outlet side of the intake supercharger and an EGR passage closer to the intake side than the electric EGR supercharger, and a position closer to the intake side than a position where the bypass passage of the EGR passage is connected The first valve is provided, and when there is a possibility of occurrence of the surge, the first valve is closed and the pressurized air is discharged to the exhaust passage through the bypass passage. The supercharging system described in 前記バイパス通路に第２バルブが設けられ、前記サージ発生の可能性があるときに前記第２バルブが開かれることを特徴とする請求項２に記載の過給システム。   The supercharging system according to claim 2, wherein a second valve is provided in the bypass passage, and the second valve is opened when there is a possibility of occurrence of the surge. 前記吸気用過給機が排気により作動されるターボ過給機であり、前記ＥＧＲ通路が前記ターボ過給機のタービンよりも下流側の排気通路に接続されることを特徴とする請求項１〜３の何れか一項に記載の過給システム。   The turbocharger for intake is an exhaust turbocharger, and the EGR passage is connected to an exhaust passage downstream of a turbine of the turbocharger. The supercharging system as described in any one of 3. ＥＧＲ作動状態を判定するＥＧＲ作動判定手段を更に備え、サージ発生の可能性があるときに、前記ＥＧＲ作動判定手段においてＥＧＲが作動されていると判定されると、前記ＥＧＲ通路内に残留する排気を排出した後に、前記吸気用過給機のコンプレッサ出口における加圧空気を前記排気通路へと排出することを特徴とする請求項１に記載の過給システム。   EGR operation determining means for determining an EGR operating state is further provided, and when there is a possibility of occurrence of a surge, if the EGR operation determining means determines that EGR is operated, the exhaust gas remaining in the EGR passage 2. The supercharging system according to claim 1, wherein after the exhaust gas is discharged, the pressurized air at the compressor outlet of the intake supercharger is discharged to the exhaust passage.
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