WO2015029894A1 - Supercharging system, internal combustion engine, and supercharging method for internal combustion engine - Google Patents

Supercharging system, internal combustion engine, and supercharging method for internal combustion engine Download PDF

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Publication number
WO2015029894A1
WO2015029894A1 PCT/JP2014/071993 JP2014071993W WO2015029894A1 WO 2015029894 A1 WO2015029894 A1 WO 2015029894A1 JP 2014071993 W JP2014071993 W JP 2014071993W WO 2015029894 A1 WO2015029894 A1 WO 2015029894A1
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WO
WIPO (PCT)
Prior art keywords
ratio
adjusting
speed
speed increasing
internal combustion
Prior art date
Application number
PCT/JP2014/071993
Other languages
French (fr)
Japanese (ja)
Inventor
智紀 五味
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いすゞ自動車株式会社
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Filing date
Publication date
Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Publication of WO2015029894A1 publication Critical patent/WO2015029894A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F02B33/36—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type
    • F02B33/38—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type of Roots type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/16—Control of the pumps by bypassing charging air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/04—Mechanical drives; Variable-gear-ratio drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/12—Drives characterised by use of couplings or clutches therein
    • 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

Definitions

  • the present invention relates to a supercharging system, an internal combustion engine, and a supercharging method for an internal combustion engine, and more specifically, a speed increasing ratio for adjusting a speed increasing ratio of a rotating blade driven by the internal combustion engine and compressing intake air.
  • the present invention relates to a supercharging system device for an internal combustion engine provided with a regulating supercharger in an intake passage of the internal combustion engine, an internal combustion engine, and a supercharging method for the internal combustion engine.
  • an acceleration ratio adjusting supercharger that adjusts the acceleration ratio
  • an apparatus disclosed in Japanese Utility Model Application Publication No. 63-143727 filed in Japan has been proposed.
  • This device attaches two types of supercharger gears with different number of teeth to the rotating shaft of the supercharger of the roots blower, connects one of the supercharger gears to the engine crankshaft via a one-way clutch, and others
  • the supercharger gear is connected to the input shaft of the one-way clutch through the clutch.
  • this device keeps the clutch engaged when the engine is idling to the medium speed range and drives the turbocharger at a high speed increase ratio, and disengages the clutch when the engine is in the middle to high speed range. In this state, the turbocharger is driven at a low speed increase ratio. Further, when switching from a high speed increase ratio to a low speed increase ratio, a dead zone (hysteresis) is provided by a one-way clutch.
  • the intake air of the internal combustion engine cannot be accurately set to the target boost pressure only by switching the speed increase ratio of the turbocharger based on the engine speed.
  • the present invention has been made in view of the above-described problems, and the problem is that the supercharging pressure of the intake air of the internal combustion engine is spread over the entire operating range of the internal combustion engine and the rotational speed of the internal combustion engine and the internal combustion engine.
  • a supercharging system for solving the above-described problem is provided with a speed increasing ratio adjusting supercharger that is driven by an internal combustion engine and adjusts a speed increasing ratio of a rotational speed of a moving blade that compresses intake air.
  • the supercharging pressure sucked into the internal combustion engine is based on the rotational speed of the internal combustion engine and the output torque output by the internal combustion engine
  • a control device that performs control to achieve the target supercharging pressure is provided.
  • the output torque output from the internal combustion engine is determined based on the rotational speed of the internal combustion engine and the fuel injection amount, the output torque is determined by monitoring the fuel injection amount.
  • the speed increasing ratio adjusting supercharger mentioned here refers to a supercharger in which two rotors such as a roots type or a resholm type mesh and blow, and the rotation of the supercharger with respect to the rotational speed of the internal combustion engine.
  • a turbocharger that can adjust the speed increase ratio.
  • the rotation speed of the speed increasing ratio adjusting supercharger is optimized regardless of the operation status. Control to do.
  • the supercharging pressure can be increased over the entire operating range of the internal combustion engine while suppressing the rotational speed of the speed increase ratio adjusting supercharger to a rotational speed lower than the allowable rotational speed.
  • boost pressure based on the engine speed and the output torque of the internal combustion engine.
  • the control device when the supercharging pressure is lower than the target supercharging pressure, the control device adjusts the opening of the flow rate adjusting valve in the closing direction, while the supercharging pressure is A first adjusting means for adjusting the opening of the flow rate adjusting valve in the opening direction when the pressure is higher than the target supercharging pressure; and after the first adjusting means is implemented, the supercharging pressure is higher than the target supercharging pressure.
  • the speed increase ratio of the turbocharger adjusting the turbocharger is adjusted to be high, while when the supercharging pressure is higher than the target supercharging pressure,
  • the second adjusting means for adjusting the ratio low and the second adjusting means are implemented, and the speed increasing ratio of the speed increasing ratio adjusting supercharger is increased, the opening of the flow rate adjusting valve is adjusted.
  • the supercharging pressure is gradually increased while the rotational speed of the speed increasing ratio adjusting supercharger is suppressed to a rotational speed lower than the allowable rotational speed. Adjust the boost pressure accurately to the target boost pressure.
  • both the high-speed high-power region and the low-power region in the operation region map based on the rotational speed and output torque of the internal combustion engine can
  • the high speed ratio is a low speed ratio area where the ratio is a low speed ratio
  • the low speed and high power area in the operating range map is the high speed ratio where the speed ratio of the speed ratio adjusting supercharger is the high speed ratio. It is desirable that a dead zone region is provided between the low acceleration ratio region and the high acceleration ratio region.
  • the booster pressure is increased over the entire operation range of the internal combustion engine, and the low output range where the boost pressure need not be increased is set as the low speed increase ratio range, so that the rotation of the turbocharger Keep the number low to reduce drive loss and improve fuel economy.
  • a dead zone area is provided between the high speed ratio area and the low speed ratio area, so that the rotational speed of the turbocharger can suddenly increase or decrease. To avoid control instability.
  • both the high-speed high-power region and the low-power region in the operation region map based on the rotational speed and output torque of the internal combustion engine are determined as the speed increase ratio of the speed increase ratio adjusting supercharger.
  • the speed increase ratio adjusting supercharger Is a low speed increasing ratio area where the speed increasing ratio is a low speed increasing ratio area, and the low speed high output area in the operating area map is a high speed increasing ratio area where the speed increasing ratio of the speed increasing ratio adjusting turbocharger is the high speed increasing ratio.
  • the pressure ratio at the low acceleration ratio is maximized at the rated point of the control performance line in the operation region map, and the pressure ratio at the high acceleration ratio is maximized at the torque point of the control performance line. It is desirable to be configured as follows.
  • the supercharging pressure can be controlled over the entire operation region of the internal combustion engine. Further, the turbocharger is prevented from being damaged by avoiding an increase in the rotation speed of the speed increasing ratio adjusting supercharger in a state where the pressure ratio is maximum.
  • the internal combustion engine of this invention for solving said subject is comprised including the supercharging system as described above.
  • the supercharging pressure of the intake air of the internal combustion engine is set to the target supercharging pressure over the entire operating range of the internal combustion engine while avoiding that the rotational speed of the supercharger exceeds the allowable rotational speed.
  • an internal combustion engine of the present invention for solving the above-described problems includes the supercharging system described above, the speed increase ratio adjusting supercharger of the supercharging system, and the intake passage upstream of the bypass passage. And an EGR system for supplying EGR gas.
  • the EGR introduction amount is increased over the entire operation region of the internal combustion engine. This reduces exhaust gas emissions in the NTE region where the output torque of the internal combustion engine is 30% or more and the output (horsepower) is set to 30% or more.
  • the supercharging method of the internal combustion engine of the present invention for solving the above-mentioned problem is a speed increasing ratio adjusting supercharger that is driven by the internal combustion engine and adjusts the speed increasing ratio to increase or decrease the rotational speed of the moving blade.
  • a supercharging method for an internal combustion engine comprising: a bypass passage that bypasses the speed increase ratio adjusting supercharger; and a flow rate adjustment valve that controls a flow rate passing through the bypass passage. Adjusting the speed increasing ratio of the supercharger and the opening of the flow rate adjusting valve to determine the supercharging pressure sucked into the internal combustion engine, the rotational speed of the internal combustion engine and the internal combustion engine The target boost pressure is set based on the output torque output by the engine.
  • the opening of the flow rate adjusting valve is adjusted in the closing direction, while the supercharging pressure is adjusted to the target supercharging pressure.
  • a first adjustment step of adjusting the opening of the flow rate adjustment valve in the opening direction when the pressure is higher than the supply pressure; and a supercharging pressure lower than the target supercharging pressure after the first adjustment step is performed.
  • the speed ratio of the turbocharger adjusting turbocharger is adjusted to be high, and when the supercharging pressure is higher than the target turbocharger, the speed increasing ratio of the speed increasing ratio adjusting turbocharger is increased.
  • the supercharging system, the internal combustion engine, and the supercharging method of the internal combustion engine of the present invention by adjusting the speed increasing ratio of the speed increasing ratio adjusting supercharger and the opening degree of the flow rate adjusting valve, regardless of the operating situation.
  • the speed of the speed increase ratio adjusting turbocharger is controlled so as to be optimized, the speed of the speed increasing ratio adjusting supercharger is controlled to a speed lower than the allowable speed while maintaining the operating range of the internal combustion engine.
  • the supercharging pressure is increased over the entire area, and the supercharging pressure is set to a target supercharging pressure based on the rotational speed of the internal combustion engine and the output torque of the internal combustion engine.
  • FIG. 1 is a diagram showing a configuration of an internal combustion engine and a supercharging system for the internal combustion engine according to an embodiment of the present invention. It is a figure which shows the structure of the speed-up ratio adjustment supercharger of FIG. 2, FIG. 1, and shows the state where a speed-up ratio is a low speed-up ratio.
  • FIG. 3 is a diagram showing a configuration of the speed increase ratio adjusting supercharger of FIG. 1 and showing a state in which the speed increase ratio is a high speed increase ratio.
  • FIG. 4 is a view showing a control map of the internal combustion engine of FIG.
  • FIG. 5 is a diagram comparing a low speed increasing ratio and a high speed increasing ratio of the speed increasing ratio adjusting supercharger of FIG. FIG.
  • FIG. 6 is a flowchart showing a method of supercharging the internal combustion engine according to the embodiment of the present invention.
  • FIG. 7 is a flowchart showing A to B in FIG.
  • FIG. 8 is a flowchart showing C to D in FIG.
  • FIG. 9 is a diagram showing an NTE region in the control map of the internal combustion engine of FIG.
  • the engine (internal combustion engine) 1 according to this embodiment and the supercharging system 2 according to this embodiment are described as being mounted on a vehicle. It is not limited.
  • the engine 1 will be described as an in-line four-cylinder diesel engine, but the present invention can also be applied to a gasoline engine, and the number and arrangement of the cylinders are not particularly limited.
  • an engine 1 includes an intake throttle 4, a turbocharger (hereinafter referred to as T / C) 6 compressor 6 a and an intercooler 7 in an intake passage 4 of an engine body 3.
  • the passage 8 includes a T / C 6 turbine 6 b and an exhaust gas purification device 9.
  • the supercharging system 2 is provided in the above-described intake passage 4 and is provided with a speed increase ratio adjusting supercharger (hereinafter referred to as S / C) 10 disposed on the downstream side of the compressor 6a, and S / A bypass passage (bypass passage) 11 that bypasses C10, a bypass valve (flow adjustment valve) 12 that adjusts the flow rate of bypass passage 11, and a control that adjusts the speed increase ratio of S / C 10 and the opening of bypass valve 12 And an ECU (control device) 13 to be configured.
  • S / C speed increase ratio adjusting supercharger
  • the supercharging system 2 of this embodiment is driven via a power transmission mechanism 15 from a compressor 6a of a T / C 6 that is driven by exhaust gas discharged from the engine body and a crankshaft 14 of the engine body 3.
  • a two-stage supercharging system using both S / C 10 will be described as an example.
  • the power transmission mechanism 15 includes a first pulley 16 on the crankshaft 14, a second pulley 17 on the main drive shaft 31 of the speed increase ratio switching mechanism 30, and the first pulley 16 and the second pulley 16.
  • a belt 18 is hung between the pulley 17 and the power from the crankshaft 14 is transmitted to the S / C 10 via the speed increase ratio switching mechanism 30.
  • the S / C 10 includes an S / C main body 20 and a speed increase ratio switching mechanism 30.
  • the S / C main body 20 includes a pair of male and female screw rotors (moving blades) 22 provided in a casing 21 and meshing with each other.
  • the speed increasing ratio switching mechanism 30 is a low speed increasing ratio transmission path 32 for rotating the male screw rotor 23 of the screw rotor 22 of the S / C main body 20 shown in FIG. 2 at a low speed increasing ratio R LOW with respect to the engine speed.
  • a high speed ratio transmission path 33 for rotating the female screw rotor 24 shown in FIG. 3 at a high speed ratio R HIGH with respect to the engine speed.
  • the casing 21 includes a male housing 25 formed in a cylindrical shape and a female housing 26 formed in a cylindrical shape smaller than the male housing 25.
  • the housing 25 and the female housing 26 are formed so as to communicate with each other.
  • the male housing 25 includes a male rotor shaft 27 rotatably supported on the casing 21 via a bearing, and a male screw rotor 23 fixed to the male rotor shaft 27.
  • the female housing 26 includes a female rotor shaft 28 rotatably supported by a casing 21 via a bearing, and a female screw rotor 24 fixed to the female rotor shaft 28.
  • a space between the tooth groove of the male screw rotor 23 and the male housing 25 is sealed, and a space between the tooth groove of the female screw rotor 24 and the female housing 26 is sealed. Also configured to be hermetically sealed.
  • the S / C 10 allows the intake air to pass through the casing 21 with the male screw rotor 23 and the female screw rotor 24 rotating in directions opposite to each other.
  • the intake air is compressed in a sealed space in the tooth gap with the screw rotor 24 for use.
  • the low speed increase ratio transmission path 32 is based on the low speed increase ratio drive shaft 34 that rotates integrally with the main drive shaft 31 and the rotational speed of the low speed increase ratio drive shaft 34.
  • a one-way clutch (dead zone generator) 35 that cuts between the low speed increase ratio drive shaft 34 and the male rotor shaft 27 is provided. Is done.
  • the low speed increase ratio transmission path 32 is configured such that the low speed increase ratio drive shaft 34 is integrated with the main drive shaft 31 regardless of the connection / disconnection state of the clutch (speed increase ratio switching device) 36.
  • the male rotor shaft 27 of the S / C main body 20 tries to rotate at the same rotational speed as the main drive shaft 31 via the one-way clutch 35.
  • the clutch 36 is in the disengaged state, the male screw rotor 23 is rotated at the same rotational speed as the main drive shaft 31, and the female screw rotor 24 is rotated at the same rotational speed as the main drive shaft 31.
  • the one speed clutch 35 causes the low speed increase ratio drive shaft 34 and the male rotor shaft 27 to move. The gap is cut.
  • the high speed ratio transmission path 33 is controlled to be connected / disconnected by the ECU 13, and when in the connected state, the clutch 36 performs power transmission between the main drive shaft 31 and the high speed ratio drive shaft 37, and the main drive by the clutch 36.
  • High speed ratio shifting stages 38 and 39 that increase the rotational speed of the high speed ratio driving shaft 37 that rotates integrally with the shaft 31 and transmit it to the female rotor shaft 28 of the S / C main body 20 are provided. Is done.
  • the high speed increasing ratio transmission path 33 is rotated with the main speed increasing ratio drive shaft 37 integrally with the main drive shaft 31, so that the high speed increasing ratio is increased.
  • the female rotor shaft 28 is rotated at a rotational speed higher than the rotational speed of the main drive shaft 31 via the gear stages 38 and 39.
  • the high speed ratio transmission path 33 rotates the female screw rotor 24 at a rotational speed higher than the rotational speed of the main drive shaft 31, and makes the male screw rotor 23 higher than the rotational speed of the main drive shaft 31. Rotate at the number of revolutions.
  • the low speed ratio driving shaft 34 and the male rotor shaft 27 are disconnected by the one-way clutch 35.
  • the speed increasing ratio switching mechanism 30 sets the speed increasing ratio of the S / C 10 to the low speed increasing ratio R LOW when the clutch 36 is disengaged, and increases the speed of the S / C 10 when the clutch 36 is engaged.
  • the ratio is the high speed increase ratio R HIGH .
  • the S / C 10 speed increasing ratio is set to the low speed increasing ratio R LOW so that when an unexpected abnormality occurs in the clutch 36, the S / C 10 It avoids that the rotation speed of C10 exceeds the allowable rotation speed.
  • the low speed increase ratio drive shaft 34 and the high speed increase ratio drive shaft 37 are configured as a double tube, and the low speed increase ratio drive shaft 34 is inserted into the hollow high speed increase ratio drive shaft 37. If comprised in this way, the speed increase ratio switching mechanism 30 will be reduced in size compared with the thing of a prior art.
  • FIG. 4 shows a control map MAP1 in which the torque curve L1 of the engine 1 is stored
  • FIG. 5 shows the pressure ratio of the S / C 10 with respect to the engine speeds of the low speed increase ratio R LOW and the high speed increase ratio R HIGH , The driving force and the rotational speed are shown.
  • the low speed increase ratio R LOW is a speed increase ratio that is switched when the operating range of the engine 1 is a low speed increase ratio area A1 that includes both a high output high speed area and a low output area.
  • the speed increasing ratio is determined based on the pulley ratio of the power transmission mechanism 15. Therefore, the pulley ratio between the first pulley 16 provided on the crankshaft 14 and the second pulley 17 provided on the main drive shaft 31 is set such that the rotational speed of the second pulley 17 with respect to the engine rotational speed is high.
  • the low speed increase ratio R LOW is set so that the pressure ratio of the S / C 10 becomes maximum at the rated point P PMAX (the point where the output of the engine 1, that is, the horsepower becomes maximum) of the torque curve L1. Since the supercharging pressure of the intake air is controlled based on the engine speed and the output torque, when the pressure ratio is set to be maximum at the rated point P PMAX , as shown in FIG. 5, the low acceleration ratio area A1 It becomes the supercharging pressure required in the whole area.
  • the low speed increase ratio R LOW reduces the drive loss of the engine 1 by keeping the rotational speed of the screw rotor 22 of the S / C 10 low in a low output region where it is not necessary to increase the supercharging pressure.
  • the driving force of the S / C 10 in the case of the low speed increasing ratio R LOW is lower than the driving force in the case of the high speed increasing ratio R HIGH , so that the fuel efficiency is improved.
  • the high speed increase ratio R HIGH is a speed increase ratio that is switched when the operation range of the engine 1 is a high speed increase ratio region A2 including a high output low speed rotation region. It is determined based on the gear ratio of the stages 38 and 39. Therefore, the gear ratio between the high speed ratio gear stage 38 provided on the high speed ratio drive shaft 37 and the high speed ratio gear stage 39 provided on the female rotor shaft 28 is a female ratio with respect to the rotational speed of the main drive shaft 31.
  • the rotational speed of the rotor shaft 28 for use is set to be high.
  • the high speed increase ratio R HIGH is set so that the pressure ratio of S / C 10 is maximized at the torque point P TMAX (the point at which the engine 1 has the maximum torque) of the torque curve L1.
  • P TMAX the point at which the engine 1 has the maximum torque
  • the boost pressure required in the entire high speed increase ratio area A2 is obtained as shown in FIG.
  • a dead zone (hysteresis) region A3 is provided in a region between the low speed increase ratio R LOW and the high speed increase ratio R HIGH . This dead zone region A3 occurs when the low speed ratio transmission path 32 and the high speed ratio transmission path 33 are switched, that is, when the clutch 36 is connected or disconnected.
  • the clutch 36 is disengaged.
  • the rotational speed of the screw rotor 22 decreases while continuing to rotate with inertial force.
  • the one-way clutch 35 begins to engage, and the male rotor shaft 27 is rotated by the low speed increase ratio drive shaft 34.
  • the area where the screw rotor 22 rotates due to this inertial force becomes the dead zone A3. The same applies when switching from the low speed increasing ratio transmission path 32 to the high speed increasing ratio transmission path 33.
  • S / C10 switches the speed increasing ratio to the above-mentioned low speed increasing ratio R LOW and high speed increasing ratio R HIGH , and as shown in FIG.
  • the supercharging pressure is increased over the entire operation range of the engine 1 while suppressing the pressure to the minimum.
  • the ECU 13 is a microcontroller that comprehensively performs electrical control in charge of controlling the engine 1 by an electric circuit.
  • the output of the engine 1 is controlled mainly by controlling the fuel injection amount of the engine 1 and the supercharging pressure of the supercharging system 2.
  • the ECU 13 is connected to a rotational speed sensor 41 that detects the engine rotational speed, a MAP sensor 42 that detects the boost pressure, and an accelerator opening sensor 43 that detects the accelerator opening of an accelerator pedal that determines the fuel injection amount. ing.
  • the ECU 13 includes a target boost pressure calculating unit M1 and a boost pressure adjusting unit M2, and the boost pressure adjusting unit M2 includes a first adjusting unit M3, a second adjusting unit M4, and a third adjusting unit M5. And is configured.
  • the target boost pressure calculating means M1 is a means for calculating the target boost pressure corresponding to the engine speed and the engine output torque.
  • the engine output torque is based on the fuel injection amount, and the fuel injection amount is determined based on the accelerator opening. Therefore, the target boost pressure calculating means M1 calculates the target boost pressure based on the engine speed and the accelerator opening. Specifically, the target boost pressure is calculated based on the control map MAP1 shown in FIG.
  • the supercharging pressure adjusting means M2 is a means for setting the supercharging pressure detected by the MAP sensor 42 to a target supercharging pressure, and more specifically, an allowable rotational speed in which the rotational speed of the screw rotor 22 of the S / C 10 is set in advance. This is a means for adjusting the speed increase ratio of the S / C 10 and the opening degree of the bypass valve 12 so that the supercharging pressure sucked into the engine 1 becomes the target supercharging pressure while keeping the rotational speed below.
  • the first adjustment means M3, the second adjustment means M4, and the third adjustment means M5 with respect to the target boost pressure that gradually increases as the output of the engine 1 increases, S / While suppressing the rotation speed of C10 to be lower than the allowable rotation speed, the supercharging pressure is gradually approached to the target supercharging pressure.
  • the first adjusting means M3 is a means for adjusting the opening degree of the bypass valve 12. Specifically, when the supercharging pressure detected by the MAP sensor 42 is compared with the target supercharging pressure calculated by the target supercharging pressure calculation means M1, the supercharging pressure is lower than the target supercharging pressure, and When the opening degree of the bypass valve 12 is not fully closed, the bypass valve 12 is controlled to close in the closing direction by a predetermined opening degree. On the other hand, when the supercharging pressure is higher than the target supercharging pressure and the opening degree of the bypass valve 12 is not fully opened, the bypass valve 12 is controlled to open in the opening direction by a predetermined opening degree.
  • the opening degree of the bypass valve 12 is adjusted so as to approach the target supercharging pressure with the supercharging pressure detected by the MAP sensor 42 as an input, and the predetermined opening degree that closes in the closing direction or opens in the opening direction is:
  • the opening is calculated from the difference between the supercharging pressure and the target supercharging pressure.
  • the second adjusting means M4 is a means that is executed when the supercharging pressure does not reach the target supercharging pressure after the first adjusting means M3 is executed, and is a means that adjusts the speed increasing ratio of S / C10. Specifically, when the supercharging pressure is higher than the target supercharging pressure and when the opening degree of the bypass valve 12 is fully open, it is determined whether or not the operating region of the engine 1 is within the low speed increase ratio region A1. When the operating range of the engine 1 is determined to be within the low speed increasing ratio area A1, the clutch 36 is disengaged and the speed increasing ratio of the S / C 10 is set to the low speed increasing ratio R LOW .
  • the second adjusting means M4 has the operating range of the engine 1 within the high speed increasing ratio range A2.
  • the clutch 36 is brought into the engaged state, and the speed increasing ratio of the S / C 10 is set to the high speed increasing ratio R HIGH. It is means to make.
  • the third adjusting means M5 is a means executed when the speed increasing ratio of the S / C 10 is switched after the second adjusting means M4 is executed, and increases rapidly when the speed increasing ratio is switched. Alternatively, it is a means for suppressing the decreasing supercharging pressure by fully opening or closing the opening of the bypass valve 12. Specifically, when the second adjusting means M4 is implemented and the speed increasing ratio of S / C 10 is switched to the low speed increasing ratio R LOW , the opening degree of the bypass valve 12 is fully closed. On the other hand, when the second adjusting means M4 is implemented and the speed increasing ratio of the S / C 10 is switched to the high speed increasing ratio R HIGH , the opening degree of the bypass valve 12 is fully opened.
  • the engine 1 includes an EGR system 50, and the EGR system 50 includes an EGR passage 51, an EGR cooler 52, and an EGR valve 53.
  • the amount of EGR introduced into the intake air is increased by increasing the supercharging pressure over the entire operation region of the engine 1, so that the EGR gas is circulated upstream of the S / C 10 and the bypass passage 11. Configure.
  • the supercharging method of the engine 1 of embodiment which concerns on this invention adjusts the speed increase ratio of S / C10, and the opening degree of the bypass valve 12, and sets the supercharging pressure inhaled by the engine 1,
  • the target boost pressure BP ′ is set based on the rotational speed of the engine 1 and the output torque output from the engine 1.
  • This supercharging method will be described with reference to the flowcharts of FIGS.
  • the supercharging pressure is BP
  • the target supercharging pressure is BP ′.
  • step S10 the rotation speed sensor 41 and the accelerator opening sensor 43 perform step S10 in which the engine speed and the accelerator opening are detected.
  • the ECU 13 executes the target boost pressure calculating means M1, and performs step S20 for calculating the target boost pressure BP 'from the engine speed and the accelerator opening.
  • step S30 in which the MAP sensor 42 detects the supercharging pressure BP is performed.
  • the ECU 13 executes the first adjusting means M3 and performs step S40 for comparing the supercharging pressure BP with the target supercharging pressure BP '. If the supercharging pressure BP and the target supercharging pressure BP 'are equal in step S40, the process returns and returns to the start. In addition, when this supercharging pressure BP and the target supercharging pressure BP 'are equal, it includes that the values coincide with each other and also includes that the supercharging pressure BP is within an allowable range with respect to the target supercharging pressure BP'.
  • step S50 in which the opening degree of the bypass valve 12 is input as shown in FIG.
  • the opening degree of the bypass valve 12 is input as shown in FIG.
  • step S50 for example, the opening when the opening of the previous bypass valve 12 is adjusted is stored, and the opening is used.
  • a step of detecting the opening degree of the bypass valve 12 with a sensor may be performed.
  • step S60 for determining whether or not the opening degree of the bypass valve 12 is fully closed. If it is determined in step S60 that the opening degree of the bypass valve 12 is not fully closed, step S70 for controlling the opening degree of the bypass valve 12 in the closing direction is performed. And as shown in FIG. 6, it returns to step S30 and performs step S30 and step S40 again.
  • step S50 in which the opening degree of the bypass valve 12 is input as shown in FIG.
  • step S80 for determining whether or not the opening degree of the bypass valve 12 is fully opened. If it is determined in step S80 that the opening degree of the bypass valve 12 is not fully open, step S90 is performed to control the opening degree of the bypass valve 12 in the opening direction. And as shown in FIG. 6, it returns to step S30 and performs step S30 and step S40 again.
  • Step S100 is performed to determine whether or not. If it is determined in step S100 that the operation range of the engine 1 is outside the range of the high speed increase ratio region A2, the process returns to the start.
  • step S100 If it is determined in step S100 that the operating region of the engine 1 is within the high speed increase ratio region A2, the ECU 13 performs step S110 for bringing the clutch 36 into the engaged state.
  • step S110 the speed increasing ratio of S / C 10 is switched to the high speed increasing ratio R HIGH .
  • step S30 and step S40 are performed again.
  • step S80 of FIG. 8 when it is determined in step S80 of FIG. 8 that the opening degree of the bypass valve 12 is fully open, the ECU 13 implements the second adjusting means M4 and determines whether or not the operating region of the engine 1 is within the low speed increasing ratio region A1. Step S130 is determined. If it is determined in step S130 that the operation range of the engine 1 is outside the range of the low speed increase ratio region A1, the process returns to the start.
  • step S140 If it is determined in step S130 that the operating region of the engine 1 is within the low speed increase ratio region A1, the ECU 13 performs step S140 for disengaging the clutch 36. In step S140, the speed increasing ratio of S / C 10 is switched to the low speed increasing ratio R LOW .
  • step S150 to fully close the bypass valve 12. And as shown in FIG. 6, step S30 and step S40 are performed again.
  • the high speed increase ratio R A step of switching from HIGH to a low speed increasing ratio R LOW or a step of controlling the opening degree of the bypass valve 12 in the opening direction may be provided.
  • the engine 1 including the supercharging system, and the supercharging method thereof according to the embodiment of the present invention, by adjusting the speed increase ratio of the S / C 10 and the opening degree of the bypass valve 12, the engine 1 Regardless of the driving situation, the S / C 10 can be controlled so as to have the optimum rotation speed. Increase the supercharging pressure over the entire area.
  • the EGR introduction amount is increased over the entire operation region of the engine 1, and in particular, as shown in FIG. 9, exhaust gas emission in the NTE region ANTE is reduced.
  • the first adjusting means M3, the second adjusting means M4, and the third adjusting means M5 are performed in a stepwise manner. While adjusting the supply pressure, avoiding a sudden change in the supercharging pressure, the supercharging pressure is accurately controlled along the target supercharging pressure.
  • the supercharging system 2 of the above embodiment has been described as a two-stage supercharging system of T / C6 and S / C10, the present invention is not limited to this, and the supercharging system of only S / C10 It is good.
  • the S / C main body 20 of the above-described embodiment has been described as a screw type (re-sholm type) supercharger, the present invention is not limited to this. However, it is desirable to have a plurality of rotating shafts as in the S / C main body 20 of the above-described embodiment, and to have different speed increasing ratios for each rotating shaft.
  • the clutch 36 of the above-described embodiment may be a device that connects and disconnects the main drive shaft 31 and the high speed ratio drive shaft 37, and a hydraulic or electromagnetic clutch or the like may be used. Further, the clutch 36 is configured to connect / disconnect between the main drive shaft 31 and the high speed ratio drive shaft 37, but the main drive shaft 31 and the low speed ratio drive shaft 34 are configured to be connected / disconnected. May be.
  • the configurations of the low speed increase ratio transmission path 32 and the high speed ratio transmission path 33 of the speed increase ratio switching mechanism 30 of the above embodiment may be reversed.
  • a low speed ratio transmission path is provided with a clutch and a low speed ratio transmission stage
  • a high speed ratio transmission path is provided with a one-way clutch.
  • the pulley ratio is set higher than in the above embodiment.
  • the clutch 36 is configured to connect and disconnect between the main drive shaft 31 and the high speed ratio drive shaft 37 as in the above embodiment. It is desirable to do.
  • the EGR system 50 is provided as a low-pressure EGR system that circulates exhaust gas after passing through the turbine 6b of the T / C 6 to the upstream side of the compressor 6a.
  • the present invention is not limited to this.
  • an EGR system may be used in which the exhaust gas is circulated downstream of the compressor 6a and upstream of the S / C 10 and the bypass passage 11 before passing through the turbine 6b of the T / C 6.
  • the supercharging system of the present invention adjusts the speed increasing ratio of the speed increasing ratio adjusting supercharger and the opening degree of the flow rate adjusting valve, so that the speed of the speed increasing ratio adjusting supercharger can be adjusted regardless of the operation state. While controlling the engine speed to be optimal and keeping the speed of the speed increase ratio adjusting supercharger below the allowable speed, the supercharging pressure is increased over the entire operating range of the internal combustion engine. Since the pressure is set to the target supercharging pressure based on the rotational speed of the internal combustion engine and the output torque of the internal combustion engine, it is used for a diesel engine.

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  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

Provided is a supercharging system (2) in which an air intake passage (4) of an engine (1) is provided with an S/C (speed up ratio-adjusting supercharger) (10) driven by the engine (1), for adjusting the speed up of the rotating speed of a screw rotor (22) for compressing the intake air, wherein the system is provided with a bypass passage (11) for bypassing the S/C (10) and a bypass valve (12) for adjusting the flow rate passing through the bypass passage (11), and moreover provided with an ECU (control device) (13) for adjusting the speed up ratio of the S/C 10 and the opening of the bypass valve (12), and controlling the supercharging pressure intaken into the engine, to a target supercharging pressure based on the rotating speed of the engine (1) and the output torque output by the engine (1). The supercharging pressure intaken into the engine is thereby brought to the target supercharging pressure based on the rotating speed of the engine (1) and the output torque of the engine (1), over the entire operating range of the engine (1).

Description

過給システム、内燃機関、及び内燃機関の過給方法Supercharging system, internal combustion engine, and supercharging method for internal combustion engine
　本発明は、過給システム、内燃機関、及び内燃機関の過給方法に関し、より詳細には、内燃機関により駆動され、吸気を圧縮する動翼の回転数の増速比を調節する増速比調節過給機を、内燃機関の吸気通路に備える内燃機関の過給システム装置、内燃機関、及び内燃機関の過給方法に関する。 The present invention relates to a supercharging system, an internal combustion engine, and a supercharging method for an internal combustion engine, and more specifically, a speed increasing ratio for adjusting a speed increasing ratio of a rotating blade driven by the internal combustion engine and compressing intake air. The present invention relates to a supercharging system device for an internal combustion engine provided with a regulating supercharger in an intake passage of the internal combustion engine, an internal combustion engine, and a supercharging method for the internal combustion engine.
　増速比を調節する増速比調節過給機としては、例えば、日本出願の実開昭６３－１４３７２７号公報の装置が提案されている。この装置は、ルーツ送風機の過給機の回転軸に歯数の異なる二種の過給機歯車を取付け、過給機歯車の一つをワンウェイクラッチを介して機関のクランク軸に連結し、他の過給機歯車をクラッチを介してワンウェイクラッチの入力軸に接続している。 As an acceleration ratio adjusting supercharger that adjusts the acceleration ratio, for example, an apparatus disclosed in Japanese Utility Model Application Publication No. 63-143727 filed in Japan has been proposed. This device attaches two types of supercharger gears with different number of teeth to the rotating shaft of the supercharger of the roots blower, connects one of the supercharger gears to the engine crankshaft via a one-way clutch, and others The supercharger gear is connected to the input shaft of the one-way clutch through the clutch.
　また、この装置は、機関のアイドリングから中速域の場合は、クラッチを接状態にして、過給機を高増速比で駆動し、機関の中速から高速域の場合は、クラッチを断状態にして、過給機を低増速比で駆動している。また、高増速比から低増速比に切り換わる際に、ワンウェイクラッチにより不感帯（ヒステリシス）を設けている。 In addition, this device keeps the clutch engaged when the engine is idling to the medium speed range and drives the turbocharger at a high speed increase ratio, and disengages the clutch when the engine is in the middle to high speed range. In this state, the turbocharger is driven at a low speed increase ratio. Further, when switching from a high speed increase ratio to a low speed increase ratio, a dead zone (hysteresis) is provided by a one-way clutch.
　しかしながら、エンジン回転数に基づいて過給機の増速比を切り換えるだけでは、内燃機関の吸気を正確に目標過給圧にすることはできない。 However, the intake air of the internal combustion engine cannot be accurately set to the target boost pressure only by switching the speed increase ratio of the turbocharger based on the engine speed.
日本出願の実開昭６３－１４３７２７号公報Japanese Utility Model Application No. 63-143727
　本発明は、上記の問題を鑑みてなされたものであり、その課題は、内燃機関の吸気の過給圧を、内燃機関の運転領域の全域に渡って、内燃機関の回転数と内燃機関の出力トルクに基づいた目標過給圧にする過給システム、内燃機関、及び内燃機関の過給方法を提供することである。 The present invention has been made in view of the above-described problems, and the problem is that the supercharging pressure of the intake air of the internal combustion engine is spread over the entire operating range of the internal combustion engine and the rotational speed of the internal combustion engine and the internal combustion engine. To provide a supercharging system, an internal combustion engine, and a supercharging method for an internal combustion engine that achieve a target supercharging pressure based on output torque.
　上記の課題を解決するための本発明の過給システムは、内燃機関により駆動され、吸気を圧縮する動翼の回転数の増速比を調節する増速比調節過給機を、前記内燃機関の吸気通路に備える過給システムにおいて、前記増速比調節過給機を迂回する迂回通路と、該迂回通路を通過する流量を制御する流量調整弁とを備えると共に、前記増速比調節過給機の増速比と、前記流量調整弁の開度とを調節して、前記内燃機関に吸気される過給圧を、前記内燃機関の回転数と前記内燃機関の出力する出力トルクに基づいた目標過給圧にする制御を行う制御装置を備えて構成される。 A supercharging system according to the present invention for solving the above-described problem is provided with a speed increasing ratio adjusting supercharger that is driven by an internal combustion engine and adjusts a speed increasing ratio of a rotational speed of a moving blade that compresses intake air. In the supercharging system provided in the intake passage, a detour passage for bypassing the speed increase ratio adjustment supercharger, and a flow rate adjusting valve for controlling a flow rate passing through the detour passage, and the speed increase ratio adjustment supercharge Adjusting the speed increase ratio of the engine and the opening of the flow rate adjustment valve, the supercharging pressure sucked into the internal combustion engine is based on the rotational speed of the internal combustion engine and the output torque output by the internal combustion engine A control device that performs control to achieve the target supercharging pressure is provided.
　なお、内燃機関の出力する出力トルクは、内燃機関の回転数と燃料噴射量に基づいて定められるため、出力トルクは、燃料噴射量をモニタリングすることで定められる。 Since the output torque output from the internal combustion engine is determined based on the rotational speed of the internal combustion engine and the fuel injection amount, the output torque is determined by monitoring the fuel injection amount.
　また、ここでいう増速比調節過給機とは、ルーツ式、又はリショルム式などの二つのロータが噛み合い送風する過給機のことをいい、内燃機関の回転数に対する、過給機の回転数の比である増速比を調節可能な過給機のことをいう。 Further, the speed increasing ratio adjusting supercharger mentioned here refers to a supercharger in which two rotors such as a roots type or a resholm type mesh and blow, and the rotation of the supercharger with respect to the rotational speed of the internal combustion engine. A turbocharger that can adjust the speed increase ratio.
　この構成によれば、増速比調節過給機の増速比と流量調整弁の開度を調節することで、運転状況に関わらずに、増速比調節過給機の回転数を最適にするように制御する。これにより、増速比調節過給機の回転数を、許容回転数を下回る回転数に抑えながら、内燃機関の運転領域の全域に渡って過給圧を高められるので、過給圧を内燃機関の回転数と内燃機関の出力トルクに基づいた目標過給圧にする。 According to this configuration, by adjusting the speed increasing ratio of the speed increasing ratio adjusting turbocharger and the opening degree of the flow rate adjusting valve, the rotation speed of the speed increasing ratio adjusting supercharger is optimized regardless of the operation status. Control to do. As a result, the supercharging pressure can be increased over the entire operating range of the internal combustion engine while suppressing the rotational speed of the speed increase ratio adjusting supercharger to a rotational speed lower than the allowable rotational speed. To the target boost pressure based on the engine speed and the output torque of the internal combustion engine.
　また、上記の過給システムにおいて、前記制御装置が、過給圧が前記目標過給圧よりも低い場合に、前記流量調整弁の開度を閉方向に調節し、一方、過給圧が前記目標過給圧よりも高い場合に、前記流量調整弁の開度を開方向に調節する第一調節手段と、前記第一調節手段が実施された後で過給圧が前記目標過給圧よりも低い場合に、前記増速比調節過給機の増速比を高く調節し、一方、過給圧が前記目標過給圧よりも高い場合に、前記増速比調節過給機の増速比を低く調節する第二調節手段と、前記第二調節手段が実施された場合で、前記増速比調節過給機の増速比が高くなったときに、前記流量調整弁の開度を開方向に調節し、一方、前記増速比調節過給機の増速比が低くなったときに、前記流量調整弁の開度を閉方向に調節する第三調節手段を備えて構成されることが望ましい。第一調節手段、第二調節手段、及び第三調節手段を実施することで、増速比調節過給機の回転数を許容回転数を下回る回転数に抑えながら、段階的に過給圧を調節するので、過給圧を正確に目標過給圧にする。 In the above supercharging system, when the supercharging pressure is lower than the target supercharging pressure, the control device adjusts the opening of the flow rate adjusting valve in the closing direction, while the supercharging pressure is A first adjusting means for adjusting the opening of the flow rate adjusting valve in the opening direction when the pressure is higher than the target supercharging pressure; and after the first adjusting means is implemented, the supercharging pressure is higher than the target supercharging pressure. Is increased, the speed increase ratio of the turbocharger adjusting the turbocharger is adjusted to be high, while when the supercharging pressure is higher than the target supercharging pressure, When the second adjusting means for adjusting the ratio low and the second adjusting means are implemented, and the speed increasing ratio of the speed increasing ratio adjusting supercharger is increased, the opening of the flow rate adjusting valve is adjusted. A third adjustment that adjusts the opening degree of the flow rate adjusting valve in the closing direction when the speed increasing ratio of the turbocharger adjustment turbocharger becomes low. It is desirable constructed with the section unit. By implementing the first adjusting means, the second adjusting means, and the third adjusting means, the supercharging pressure is gradually increased while the rotational speed of the speed increasing ratio adjusting supercharger is suppressed to a rotational speed lower than the allowable rotational speed. Adjust the boost pressure accurately to the target boost pressure.
　加えて、上記の過給システムにおいて、前記内燃機関の回転数と出力トルクに基づいた運転領域マップにおける高回転高出力領域と低出力領域の両方を、前記増速比調節過給機の増速比を低増速比とする低増速比領域とし、前記運転領域マップにおける低回転高出力領域を、前記増速比調節過給機の増速比を高増速比とする高増速比領域とすると共に、前記低増速比領域と前記高増速比領域との間に不感帯領域を設けるように構成されることが望ましい。 In addition, in the above-described supercharging system, both the high-speed high-power region and the low-power region in the operation region map based on the rotational speed and output torque of the internal combustion engine can The high speed ratio is a low speed ratio area where the ratio is a low speed ratio, and the low speed and high power area in the operating range map is the high speed ratio where the speed ratio of the speed ratio adjusting supercharger is the high speed ratio. It is desirable that a dead zone region is provided between the low acceleration ratio region and the high acceleration ratio region.
　この構成によれば、内燃機関の運転領域の全域に渡って過給圧を高めると共に、過給圧を高める必要がない低出力領域を低増速比領域とすることで、過給機の回転数を低く維持して駆動損失を低減し、燃費を向上させる。また、高増速比と低増速比とを切り換える際に、高増速比領域と低増速比領域の間に不感帯領域を設けることで、過給機の回転数が急に増減することを回避して、制御の不安定性を無くす。 According to this configuration, the booster pressure is increased over the entire operation range of the internal combustion engine, and the low output range where the boost pressure need not be increased is set as the low speed increase ratio range, so that the rotation of the turbocharger Keep the number low to reduce drive loss and improve fuel economy. In addition, when switching between the high speed ratio and the low speed ratio, a dead zone area is provided between the high speed ratio area and the low speed ratio area, so that the rotational speed of the turbocharger can suddenly increase or decrease. To avoid control instability.
　さらに、上記の過給システムにおいて、前記内燃機関の回転数と出力トルクに基づいた運転領域マップにおける高回転高出力領域と低出力領域の両方を、前記増速比調節過給機の増速比を低増速比とする低増速比領域とし、前記運転領域マップにおける低回転高出力領域を、前記増速比調節過給機の増速比を高増速比とする高増速比領域とすると共に、前記低増速比における圧力比を前記運転領域マップの制御用性能線の定格点で最大とし、前記高増速比における圧力比を前記制御用性能線のトルク点で最大とするように構成されることが望ましい。この構成によれば、内燃機関の運転領域の全域に渡って過給圧を制御可能になる。また、圧力比が最大の状態で、増速比調節過給機の回転数が上がることを回避して、過給器の破損を防止する。 Further, in the above supercharging system, both the high-speed high-power region and the low-power region in the operation region map based on the rotational speed and output torque of the internal combustion engine are determined as the speed increase ratio of the speed increase ratio adjusting supercharger. Is a low speed increasing ratio area where the speed increasing ratio is a low speed increasing ratio area, and the low speed high output area in the operating area map is a high speed increasing ratio area where the speed increasing ratio of the speed increasing ratio adjusting turbocharger is the high speed increasing ratio. In addition, the pressure ratio at the low acceleration ratio is maximized at the rated point of the control performance line in the operation region map, and the pressure ratio at the high acceleration ratio is maximized at the torque point of the control performance line. It is desirable to be configured as follows. According to this configuration, the supercharging pressure can be controlled over the entire operation region of the internal combustion engine. Further, the turbocharger is prevented from being damaged by avoiding an increase in the rotation speed of the speed increasing ratio adjusting supercharger in a state where the pressure ratio is maximum.
　そして、上記の課題を解決するための本発明の内燃機関は、上記に記載の過給システムを備えて構成される。この構成によれば、過給機の回転数が許容回転数を超えることを回避しながら、内燃機関の吸気の過給圧を内燃機関の運転域の全域に渡って目標過給圧にする。 And the internal combustion engine of this invention for solving said subject is comprised including the supercharging system as described above. According to this configuration, the supercharging pressure of the intake air of the internal combustion engine is set to the target supercharging pressure over the entire operating range of the internal combustion engine while avoiding that the rotational speed of the supercharger exceeds the allowable rotational speed.
　あるいは、上記の課題を解決するための本発明の内燃機関は、上記に記載の過給システムと、該過給システムの前記増速比調節過給機と前記迂回通路の上流側の前記吸気通路に、ＥＧＲガスを供給するＥＧＲシステムとを備えて構成される。この構成によれば、内燃機関の吸気の過給圧を内燃機関の運転域の全域に渡って目標過給圧とするので、内燃機関の運転領域の全域に渡ってＥＧＲ導入量を増加する。これにより、内燃機関の出力トルクが３０％以上、且つ出力（馬力）が３０％以上に定められるＮＴＥ領域での排気ガスの排出を低減する。 Alternatively, an internal combustion engine of the present invention for solving the above-described problems includes the supercharging system described above, the speed increase ratio adjusting supercharger of the supercharging system, and the intake passage upstream of the bypass passage. And an EGR system for supplying EGR gas. According to this configuration, since the supercharging pressure of the intake air of the internal combustion engine is set to the target supercharging pressure over the entire operation region of the internal combustion engine, the EGR introduction amount is increased over the entire operation region of the internal combustion engine. This reduces exhaust gas emissions in the NTE region where the output torque of the internal combustion engine is 30% or more and the output (horsepower) is set to 30% or more.
　そして、上記の課題を解決するための本発明の内燃機関の過給方法は、内燃機関により駆動され、増速比を調節することで動翼の回転数を増減する増速比調節過給機を、前記内燃機関の吸気通路に備えると共に、前記増速比調節過給機を迂回する迂回通路と、該迂回通路を通過する流量を制御する流量調整弁とを備える内燃機関の過給方法において、前記増速比調節過給機の増速比と、前記流量調整弁の開度とを調節して、前記内燃機関に吸気される過給圧を、前記内燃機関の回転数と前記内燃機関の出力する出力トルクに基づいた目標過給圧にすることを特徴とする方法である。 And the supercharging method of the internal combustion engine of the present invention for solving the above-mentioned problem is a speed increasing ratio adjusting supercharger that is driven by the internal combustion engine and adjusts the speed increasing ratio to increase or decrease the rotational speed of the moving blade. In a supercharging method for an internal combustion engine, comprising: a bypass passage that bypasses the speed increase ratio adjusting supercharger; and a flow rate adjustment valve that controls a flow rate passing through the bypass passage. Adjusting the speed increasing ratio of the supercharger and the opening of the flow rate adjusting valve to determine the supercharging pressure sucked into the internal combustion engine, the rotational speed of the internal combustion engine and the internal combustion engine The target boost pressure is set based on the output torque output by the engine.
　また、上記の内燃機関の過給方法において、過給圧が前記目標過給圧よりも低い場合に、前記流量調整弁の開度を閉方向に調節し、一方、過給圧が前記目標過給圧よりも高い場合に、前記流量調整弁の開度を開方向に調節する第一調節工程と、前記第一調節工程が実施された後で過給圧が前記目標過給圧よりも低い場合に、前記増速比調節過給機の増速比を高く調節し、一方、過給圧が前記目標過給圧よりも高い場合に、前記増速比調節過給機の増速比を低く調節する第二調節工程と、前記第二調節工程が実施された場合で、前記増速比調節過給機の増速比が高くなったときに、前記流量調整弁の開度を開方向に調節し、一方、前記増速比調節過給機の増速比が低くなったときに、前記流量調整弁の開度を閉方向に調節する第三調節工程を含むことが望ましい。 Further, in the above-described internal combustion engine supercharging method, when the supercharging pressure is lower than the target supercharging pressure, the opening of the flow rate adjusting valve is adjusted in the closing direction, while the supercharging pressure is adjusted to the target supercharging pressure. A first adjustment step of adjusting the opening of the flow rate adjustment valve in the opening direction when the pressure is higher than the supply pressure; and a supercharging pressure lower than the target supercharging pressure after the first adjustment step is performed The speed ratio of the turbocharger adjusting turbocharger is adjusted to be high, and when the supercharging pressure is higher than the target turbocharger, the speed increasing ratio of the speed increasing ratio adjusting turbocharger is increased. In the case where the second adjustment step for adjusting to a low level and the second adjustment step are performed, when the speed increasing ratio of the speed increasing ratio adjusting supercharger becomes high, the opening degree of the flow rate adjusting valve is opened. On the other hand, a third adjustment step of adjusting the opening of the flow rate adjustment valve in the closing direction when the speed increase ratio of the speed increase ratio adjusting supercharger becomes low. Mukoto is desirable.
　本発明の過給システム、内燃機関、及び内燃機関の過給方法によれば、増速比調節過給機の増速比と流量調整弁の開度を調節することで、運転状況に関わらずに、増速比調節過給機の回転数が最適になるように制御するので、増速比調節過給機の回転数を許容回転数を下回る回転数に抑えながら、内燃機関の運転領域の全域に渡って過給圧を高めて、過給圧を内燃機関の回転数と内燃機関の出力トルクに基づいた目標過給圧にする。 According to the supercharging system, the internal combustion engine, and the supercharging method of the internal combustion engine of the present invention, by adjusting the speed increasing ratio of the speed increasing ratio adjusting supercharger and the opening degree of the flow rate adjusting valve, regardless of the operating situation. In addition, since the speed of the speed increase ratio adjusting turbocharger is controlled so as to be optimized, the speed of the speed increasing ratio adjusting supercharger is controlled to a speed lower than the allowable speed while maintaining the operating range of the internal combustion engine. The supercharging pressure is increased over the entire area, and the supercharging pressure is set to a target supercharging pressure based on the rotational speed of the internal combustion engine and the output torque of the internal combustion engine.
　特に、内燃機関の運転領域の全域に渡って、過給圧を高めて、ＥＧＲガスの導入量を増加するので、ＮＴＥ領域での排気ガスの排出を低減する。 Especially, since the supercharging pressure is increased and the amount of EGR gas introduced is increased over the entire operation region of the internal combustion engine, the exhaust gas emission in the NTE region is reduced.
図１は、本発明に係る実施の形態の内燃機関と内燃機関の過給システムの構成を示す図である。FIG. 1 is a diagram showing a configuration of an internal combustion engine and a supercharging system for the internal combustion engine according to an embodiment of the present invention. 図２、図１の増速比調節過給機の構成を示し、増速比が低増速比の状態を示す図である。It is a figure which shows the structure of the speed-up ratio adjustment supercharger of FIG. 2, FIG. 1, and shows the state where a speed-up ratio is a low speed-up ratio. 図３は、図１の増速比調節過給機の構成を示し、増速比が高増速比の状態を示す図である。FIG. 3 is a diagram showing a configuration of the speed increase ratio adjusting supercharger of FIG. 1 and showing a state in which the speed increase ratio is a high speed increase ratio. 図４は、図１の内燃機関の制御マップを示す図である。FIG. 4 is a view showing a control map of the internal combustion engine of FIG. 図５は、図１の増速比調節過給機の低増速比と高増速比を比較した図である。FIG. 5 is a diagram comparing a low speed increasing ratio and a high speed increasing ratio of the speed increasing ratio adjusting supercharger of FIG. 図６は、本発明に係る実施の形態の内燃機関の過給方法を示すフローチャートである。FIG. 6 is a flowchart showing a method of supercharging the internal combustion engine according to the embodiment of the present invention. 図７は、図６のＡからＢまでを示すフローチャートである。FIG. 7 is a flowchart showing A to B in FIG. 図８は、図６のＣからＤまでを示すフローチャートである。FIG. 8 is a flowchart showing C to D in FIG. 図９は、図４の内燃機関の制御マップにおけるＮＴＥ領域を示す図である。FIG. 9 is a diagram showing an NTE region in the control map of the internal combustion engine of FIG.
　以下、本発明に係る実施の形態の過給システム、内燃機関、及び内燃機関の過給方法について説明する。 Hereinafter, a supercharging system, an internal combustion engine, and a supercharging method for an internal combustion engine according to embodiments of the present invention will be described.
　なお、図１では、この実施の形態のエンジン（内燃機関）１と、実施の形態の過給システム２は、車両に搭載されているものとして説明するが、必ずしも、車両に搭載されるものに限定されない。また、エンジン１は、直列四気筒のディーゼルエンジンとして説明するが、本発明は、ガソリンエンジンでも適用することができ、その気筒の数や配列は特に限定されない。 In FIG. 1, the engine (internal combustion engine) 1 according to this embodiment and the supercharging system 2 according to this embodiment are described as being mounted on a vehicle. It is not limited. The engine 1 will be described as an in-line four-cylinder diesel engine, but the present invention can also be applied to a gasoline engine, and the number and arrangement of the cylinders are not particularly limited.
　図１の例に示すように、実施の形態のエンジン１は、エンジン本体３の吸気通路４に吸気スロットル５とターボチャージャー（以下、Ｔ／Ｃ）６のコンプレッサ６ａとインタークーラー７とを備え、排気通路８にＴ／Ｃ６のタービン６ｂと排気ガス浄化装置９とを備える。 As shown in the example of FIG. 1, an engine 1 according to an embodiment includes an intake throttle 4, a turbocharger (hereinafter referred to as T / C) 6 compressor 6 a and an intercooler 7 in an intake passage 4 of an engine body 3. The passage 8 includes a T / C 6 turbine 6 b and an exhaust gas purification device 9.
　そして、実施の形態の過給システム２は、前述の吸気通路４に設けられると共に、コンプレッサ６ａの下流側に配置された増速比調節過給機（以下、Ｓ／Ｃ）１０と、Ｓ／Ｃ１０を迂回するバイパス通路（迂回通路）１１と、バイパス通路１１の流量を調節するバイパスバルブ（流量調整弁）１２と、Ｓ／Ｃ１０の増速比とバイパスバルブ１２の開度を調節する制御を行うＥＣＵ（制御装置）１３とを備えて構成される。 The supercharging system 2 according to the embodiment is provided in the above-described intake passage 4 and is provided with a speed increase ratio adjusting supercharger (hereinafter referred to as S / C) 10 disposed on the downstream side of the compressor 6a, and S / A bypass passage (bypass passage) 11 that bypasses C10, a bypass valve (flow adjustment valve) 12 that adjusts the flow rate of bypass passage 11, and a control that adjusts the speed increase ratio of S / C 10 and the opening of bypass valve 12 And an ECU (control device) 13 to be configured.
　なお、この実施の形態の過給システム２は、エンジン本体から排出される排気ガスにより駆動するＴ／Ｃ６のコンプレッサ６ａと、エンジン本体３のクランク軸１４から動力伝達機構１５を介して駆動されるＳ／Ｃ１０の両方を用いた二段過給システムを例に説明する。 The supercharging system 2 of this embodiment is driven via a power transmission mechanism 15 from a compressor 6a of a T / C 6 that is driven by exhaust gas discharged from the engine body and a crankshaft 14 of the engine body 3. A two-stage supercharging system using both S / C 10 will be described as an example.
　図２に示すように、動力伝達機構１５は、クランク軸１４に第一プーリー１６を設け、増速比切換機構３０の主駆動軸３１に第二プーリー１７を設け、第一プーリー１６と第二プーリー１７との間にはベルト１８が掛けられて構成されており、増速比切換機構３０を介してクランク軸１４からの動力をＳ／Ｃ１０に伝達している。 As shown in FIG. 2, the power transmission mechanism 15 includes a first pulley 16 on the crankshaft 14, a second pulley 17 on the main drive shaft 31 of the speed increase ratio switching mechanism 30, and the first pulley 16 and the second pulley 16. A belt 18 is hung between the pulley 17 and the power from the crankshaft 14 is transmitted to the S / C 10 via the speed increase ratio switching mechanism 30.
　Ｓ／Ｃ１０は、Ｓ／Ｃ本体２０と増速比切換機構３０とを備える。Ｓ／Ｃ本体２０は、ケーシング２１内に設けられた互いに咬合する雌雄一対のスクリューロータ（動翼）２２を備えて構成される。増速比切換機構３０は、図２に示すＳ／Ｃ本体２０のスクリューロータ２２の雄用スクリューロータ２３をエンジン回転数に対して低増速比ＲＬＯＷで回転させる低増速比伝達経路３２と、図３に示す雌用スクリューロータ２４をエンジン回転数に対して高増速比ＲＨＩＧＨで回転させる高増速比伝達経路３３とを備えて構成される。 The S / C 10 includes an S / C main body 20 and a speed increase ratio switching mechanism 30. The S / C main body 20 includes a pair of male and female screw rotors (moving blades) 22 provided in a casing 21 and meshing with each other. The speed increasing ratio switching mechanism 30 is a low speed increasing ratio transmission path 32 for rotating the male screw rotor 23 of the screw rotor 22 of the S / C main body 20 shown in FIG. 2 at a low speed increasing ratio R LOW with respect to the engine speed. And a high speed ratio transmission path 33 for rotating the female screw rotor 24 shown in FIG. 3 at a high speed ratio R HIGH with respect to the engine speed.
　Ｓ／Ｃ本体２０の一例を説明すると、ケーシング２１は、円筒状に形成された雄用ハウジング２５と、雄用ハウジング２５よりも小さい円筒状に形成された雌用ハウジング２６を備え、その雄用ハウジング２５と雌用ハウジング２６は内部が連通するように形成される。 An example of the S / C main body 20 will be described. The casing 21 includes a male housing 25 formed in a cylindrical shape and a female housing 26 formed in a cylindrical shape smaller than the male housing 25. The housing 25 and the female housing 26 are formed so as to communicate with each other.
　雄用ハウジング２５内には、ケーシング２１にベアリングを介して回転可能に支持された雄用ロータ軸２７と、その雄用ロータ軸２７に固定された雄用スクリューロータ２３とを備える。雌用ハウジング２６内には、ケーシング２１にベアリングを介して回転可能に支持された雌用ロータ軸２８と、その雌用ロータ軸２８に固定された雌用スクリューロータ２４とを備える。また、このＳ／Ｃ本体２０は、雄用スクリューロータ２３の歯溝と雄用ハウジング２５との間の空間が密閉され、雌用スクリューロータ２４の歯溝と雌用ハウジング２６との間の空間も密閉されるように構成される。 The male housing 25 includes a male rotor shaft 27 rotatably supported on the casing 21 via a bearing, and a male screw rotor 23 fixed to the male rotor shaft 27. The female housing 26 includes a female rotor shaft 28 rotatably supported by a casing 21 via a bearing, and a female screw rotor 24 fixed to the female rotor shaft 28. In the S / C main body 20, a space between the tooth groove of the male screw rotor 23 and the male housing 25 is sealed, and a space between the tooth groove of the female screw rotor 24 and the female housing 26 is sealed. Also configured to be hermetically sealed.
　上記の構成により、このＳ／Ｃ１０は、雄用スクリューロータ２３と雌用スクリューロータ２４とが互いに逆向きに回転した状態で、吸気をケーシング２１内に通過させて、雄用スクリューロータ２３と雌用スクリューロータ２４との歯溝内の密閉空間で吸気を圧縮する。 With the above-described configuration, the S / C 10 allows the intake air to pass through the casing 21 with the male screw rotor 23 and the female screw rotor 24 rotating in directions opposite to each other. The intake air is compressed in a sealed space in the tooth gap with the screw rotor 24 for use.
　増速比切換機構３０の一例を説明すると、低増速比伝達経路３２は、主駆動軸３１と一体に回転する低増速比駆動軸３４と、低増速比駆動軸３４の回転数よりも雄用ロータ軸２７の回転数の方が大きくなった場合に、低増速比駆動軸３４と雄用ロータ軸２７との間を切断するワンウェイクラッチ（不感帯発生装置）３５とを備えて構成される。 An example of the speed increase ratio switching mechanism 30 will be described. The low speed increase ratio transmission path 32 is based on the low speed increase ratio drive shaft 34 that rotates integrally with the main drive shaft 31 and the rotational speed of the low speed increase ratio drive shaft 34. In addition, when the rotational speed of the male rotor shaft 27 becomes larger, a one-way clutch (dead zone generator) 35 that cuts between the low speed increase ratio drive shaft 34 and the male rotor shaft 27 is provided. Is done.
　この低増速比伝達経路３２は、図２に示すように、クラッチ（増速比切換装置）３６の断接状態に関わらずに、低増速比駆動軸３４が主駆動軸３１と一体となって回転し、ワンウェイクラッチ３５を介してＳ／Ｃ本体２０の雄用ロータ軸２７を主駆動軸３１と同じ回転数で回転しようとする。クラッチ３６が断状態の場合に、雄用スクリューロータ２３を主駆動軸３１と同じ回転数で回転して、雌用スクリューロータ２４を主駆動軸３１と同じ回転数で回転させる。そして、低増速比駆動軸３４の回転数よりも雄用ロータ軸２７の回転数の方が大きくなった場合に、ワンウェイクラッチ３５により低増速比駆動軸３４と雄用ロータ軸２７との間が切断される。 As shown in FIG. 2, the low speed increase ratio transmission path 32 is configured such that the low speed increase ratio drive shaft 34 is integrated with the main drive shaft 31 regardless of the connection / disconnection state of the clutch (speed increase ratio switching device) 36. Thus, the male rotor shaft 27 of the S / C main body 20 tries to rotate at the same rotational speed as the main drive shaft 31 via the one-way clutch 35. When the clutch 36 is in the disengaged state, the male screw rotor 23 is rotated at the same rotational speed as the main drive shaft 31, and the female screw rotor 24 is rotated at the same rotational speed as the main drive shaft 31. When the rotational speed of the male rotor shaft 27 is larger than the rotational speed of the low speed increase ratio drive shaft 34, the one speed clutch 35 causes the low speed increase ratio drive shaft 34 and the male rotor shaft 27 to move. The gap is cut.
　高増速比伝達経路３３は、ＥＣＵ１３により断接を制御され、接状態になると主駆動軸３１と高増速比駆動軸３７との間の動力伝達を行うクラッチ３６と、クラッチ３６により主駆動軸３１と一体に回転する高増速比駆動軸３７の回転数を増速してＳ／Ｃ本体２０の雌用ロータ軸２８に伝達する高増速比変速段３８及び３９とを備えて構成される。 The high speed ratio transmission path 33 is controlled to be connected / disconnected by the ECU 13, and when in the connected state, the clutch 36 performs power transmission between the main drive shaft 31 and the high speed ratio drive shaft 37, and the main drive by the clutch 36. High speed ratio shifting stages 38 and 39 that increase the rotational speed of the high speed ratio driving shaft 37 that rotates integrally with the shaft 31 and transmit it to the female rotor shaft 28 of the S / C main body 20 are provided. Is done.
　この高増速比伝達経路３３は、図３に示すように、クラッチ３６が接状態の場合に、高増速比駆動軸３７が主駆動軸３１と一体となって回転し、高増速比変速段３８及び３９を介して、主駆動軸３１の回転数よりも高い回転数で、雌用ロータ軸２８を回転させる。そして、高増速比伝達経路３３は、雌用スクリューロータ２４を主駆動軸３１の回転数よりも高い回転数で回転して、雄用スクリューロータ２３を主駆動軸３１の回転数よりも高い回転数で回転させる。このとき、ワンウェイクラッチ３５により低増速比駆動軸３４と雄用ロータ軸２７との間が切断される。 As shown in FIG. 3, when the clutch 36 is in the engaged state, the high speed increasing ratio transmission path 33 is rotated with the main speed increasing ratio drive shaft 37 integrally with the main drive shaft 31, so that the high speed increasing ratio is increased. The female rotor shaft 28 is rotated at a rotational speed higher than the rotational speed of the main drive shaft 31 via the gear stages 38 and 39. The high speed ratio transmission path 33 rotates the female screw rotor 24 at a rotational speed higher than the rotational speed of the main drive shaft 31, and makes the male screw rotor 23 higher than the rotational speed of the main drive shaft 31. Rotate at the number of revolutions. At this time, the low speed ratio driving shaft 34 and the male rotor shaft 27 are disconnected by the one-way clutch 35.
　上記の構成により、この増速比切換機構３０は、クラッチ３６を断状態にするとＳ／Ｃ１０の増速比を低増速比ＲＬＯＷとし、クラッチ３６を接状態にするとＳ／Ｃ１０の増速比を高増速比ＲＨＩＧＨとする。 With the above configuration, the speed increasing ratio switching mechanism 30 sets the speed increasing ratio of the S / C 10 to the low speed increasing ratio R LOW when the clutch 36 is disengaged, and increases the speed of the S / C 10 when the clutch 36 is engaged. The ratio is the high speed increase ratio R HIGH .
　また、クラッチ３６を断状態にした場合に、Ｓ／Ｃ１０の増速比が低増速比ＲＬＯＷとなるように構成することで、クラッチ３６に予期せぬ異常が発生した場合に、Ｓ／Ｃ１０の回転数が許容回転数を超えることを回避する。 Further, when the clutch 36 is disengaged, the S / C 10 speed increasing ratio is set to the low speed increasing ratio R LOW so that when an unexpected abnormality occurs in the clutch 36, the S / C 10 It avoids that the rotation speed of C10 exceeds the allowable rotation speed.
　加えて、低増速比駆動軸３４と高増速比駆動軸３７は、二重管のように構成され、中空状の高増速比駆動軸３７に低増速比駆動軸３４を挿通するように構成されると、増速比切換機構３０を従来技術のものよりも小型化する。 In addition, the low speed increase ratio drive shaft 34 and the high speed increase ratio drive shaft 37 are configured as a double tube, and the low speed increase ratio drive shaft 34 is inserted into the hollow high speed increase ratio drive shaft 37. If comprised in this way, the speed increase ratio switching mechanism 30 will be reduced in size compared with the thing of a prior art.
　ここで、低増速比ＲＬＯＷと高増速比ＲＨＩＧＨについて、図４及び図５を参照しながら説明する。図４は、エンジン１のトルクカーブＬ１を記憶した制御マップＭＡＰ１を示し、図５は、低増速比ＲＬＯＷと高増速比ＲＨＩＧＨのそれぞれのエンジン回転数に対するＳ／Ｃ１０の圧力比、駆動力、及び回転数を示している。 Here, the low speed increase ratio R LOW and the high speed increase ratio R HIGH will be described with reference to FIGS. 4 and 5. FIG. 4 shows a control map MAP1 in which the torque curve L1 of the engine 1 is stored, and FIG. 5 shows the pressure ratio of the S / C 10 with respect to the engine speeds of the low speed increase ratio R LOW and the high speed increase ratio R HIGH , The driving force and the rotational speed are shown.
　低増速比ＲＬＯＷは、図４に示すように、エンジン１の運転領域が高出力高回転領域と低出力領域の両方の領域を含む低増速比領域Ａ１の場合に切り換えられる増速比であり、動力伝達機構１５のプーリー比に基づいて定められる増速比である。よって、クランク軸１４に設けられる第一プーリー１６と主駆動軸３１に設けられる第二プーリー１７とのプーリー比は、エンジン回転数に対する第二プーリー１７の回転数が高くなるように設定される。 As shown in FIG. 4, the low speed increase ratio R LOW is a speed increase ratio that is switched when the operating range of the engine 1 is a low speed increase ratio area A1 that includes both a high output high speed area and a low output area. The speed increasing ratio is determined based on the pulley ratio of the power transmission mechanism 15. Therefore, the pulley ratio between the first pulley 16 provided on the crankshaft 14 and the second pulley 17 provided on the main drive shaft 31 is set such that the rotational speed of the second pulley 17 with respect to the engine rotational speed is high.
　この低増速比ＲＬＯＷは、トルクカーブＬ１の定格点ＰＰＭＡＸ（エンジン１の出力、つまり馬力が最大となる点）で、Ｓ／Ｃ１０の圧力比が最大となるように設定される。吸気の過給圧は、エンジン回転数と出力トルクに基づいて制御されるため、定格点ＰＰＭＡＸで圧力比が最大となるように設定すると、図５に示すように、低増速比領域Ａ１の全域で必要な過給圧となる。 The low speed increase ratio R LOW is set so that the pressure ratio of the S / C 10 becomes maximum at the rated point P PMAX (the point where the output of the engine 1, that is, the horsepower becomes maximum) of the torque curve L1. Since the supercharging pressure of the intake air is controlled based on the engine speed and the output torque, when the pressure ratio is set to be maximum at the rated point P PMAX , as shown in FIG. 5, the low acceleration ratio area A1 It becomes the supercharging pressure required in the whole area.
　また、この低増速比ＲＬＯＷは、過給圧を高める必要がない低出力領域では、Ｓ／Ｃ１０のスクリューロータ２２の回転数を低く維持して、エンジン１の駆動損失を低減する。図５に示すように、低増速比ＲＬＯＷの場合のＳ／Ｃ１０の駆動力は高増速比ＲＨＩＧＨの場合の駆動力と比べて低くなるので、燃費を向上する。 Further, the low speed increase ratio R LOW reduces the drive loss of the engine 1 by keeping the rotational speed of the screw rotor 22 of the S / C 10 low in a low output region where it is not necessary to increase the supercharging pressure. As shown in FIG. 5, the driving force of the S / C 10 in the case of the low speed increasing ratio R LOW is lower than the driving force in the case of the high speed increasing ratio R HIGH , so that the fuel efficiency is improved.
　高増速比ＲＨＩＧＨは、図４に示すように、エンジン１の運転領域が高出力低回転領域を含む高増速比領域Ａ２の場合に切り換えられる増速比であり、高増速比変速段３８及び３９のギヤ比に基づいて定められる。そのため、高増速比駆動軸３７に設けられる高増速比変速段３８と雌用ロータ軸２８に設けられる高増速比変速段３９とのギヤ比は、主駆動軸３１の回転数に対する雌用ロータ軸２８の回転数が高くなるように設定される。 As shown in FIG. 4, the high speed increase ratio R HIGH is a speed increase ratio that is switched when the operation range of the engine 1 is a high speed increase ratio region A2 including a high output low speed rotation region. It is determined based on the gear ratio of the stages 38 and 39. Therefore, the gear ratio between the high speed ratio gear stage 38 provided on the high speed ratio drive shaft 37 and the high speed ratio gear stage 39 provided on the female rotor shaft 28 is a female ratio with respect to the rotational speed of the main drive shaft 31. The rotational speed of the rotor shaft 28 for use is set to be high.
　この高増速比ＲＨＩＧＨは、トルクカーブＬ１のトルク点ＰＴＭＡＸ（エンジン１の最大トルクとなる点）で、Ｓ／Ｃ１０の圧力比が最大となるように設定される。高増速比ＲＨＩＧＨをトルク点ＰＴＭＡＸで圧力比が最大となるように設定すると、図５に示すように、高増速比領域Ａ２の全域で必要な過給圧になる。 The high speed increase ratio R HIGH is set so that the pressure ratio of S / C 10 is maximized at the torque point P TMAX (the point at which the engine 1 has the maximum torque) of the torque curve L1. When the high speed increase ratio R HIGH is set so that the pressure ratio becomes maximum at the torque point P TMAX , the boost pressure required in the entire high speed increase ratio area A2 is obtained as shown in FIG.
　そして、低増速比ＲＬＯＷと高増速比ＲＨＩＧＨとの間の領域には、不感帯（ヒステリシス）領域Ａ３を設けて構成する。この不感帯領域Ａ３は、低増速比伝達経路３２と高増速比伝達経路３３の切り換え時に、つまりクラッチ３６の断接時に発生する。 A dead zone (hysteresis) region A3 is provided in a region between the low speed increase ratio R LOW and the high speed increase ratio R HIGH . This dead zone region A3 occurs when the low speed ratio transmission path 32 and the high speed ratio transmission path 33 are switched, that is, when the clutch 36 is connected or disconnected.
　例えば、高増速比伝達経路３３から低増速比伝達経路３２に切り換える場合に、クラッチ３６を断状態にする。このとき、スクリューロータ２２は慣性力で回転し続けながら回転数が低下する。そして、スクリューロータ２２、詳しくは雄用ロータ軸２７の回転数の低下に伴って、ワンウェイクラッチ３５が噛み合い始め、低増速比駆動軸３４により雄用ロータ軸２７を回転させる。 For example, when switching from the high speed ratio transmission path 33 to the low speed ratio transmission path 32, the clutch 36 is disengaged. At this time, the rotational speed of the screw rotor 22 decreases while continuing to rotate with inertial force. Then, as the rotational speed of the screw rotor 22, specifically, the male rotor shaft 27 decreases, the one-way clutch 35 begins to engage, and the male rotor shaft 27 is rotated by the low speed increase ratio drive shaft 34.
　この慣性力によりスクリューロータ２２が回転する領域が不感帯領域Ａ３となる。低増速比伝達経路３２から高増速比伝達経路３３に切り換える場合も同様である。 The area where the screw rotor 22 rotates due to this inertial force becomes the dead zone A3. The same applies when switching from the low speed increasing ratio transmission path 32 to the high speed increasing ratio transmission path 33.
　Ｓ／Ｃ１０は、増速比を上記の低増速比ＲＬＯＷと高増速比ＲＨＩＧＨに切り換えることで、図５に示すように、Ｓ／Ｃ１０の回転数を許容回転数を下回る回転数に抑えながら、エンジン１の運転領域の全域に渡って、過給圧を高める。 S / C10 switches the speed increasing ratio to the above-mentioned low speed increasing ratio R LOW and high speed increasing ratio R HIGH , and as shown in FIG. The supercharging pressure is increased over the entire operation range of the engine 1 while suppressing the pressure to the minimum.
　また、高増速比ＲＨＩＧＨから低増速比ＲＬＯＷに切り換えることで、圧力比が最大となった後に、その圧力比が維持されたままＳ／Ｃ１０のスクリューロータ２２の回転数が上がることを回避するので、Ｓ／Ｃ１０のスクリューロータ２２が許容回転数を超えることを回避して、Ｓ／Ｃ１０が破損することを防止する。 Further, by switching from the high speed increasing ratio R HIGH to the low speed increasing ratio R LOW , after the pressure ratio becomes maximum, the rotation speed of the screw rotor 22 of the S / C 10 increases while the pressure ratio is maintained. Therefore, it is avoided that the screw rotor 22 of the S / C 10 exceeds the allowable rotational speed, and the S / C 10 is prevented from being damaged.
　加えて、低増速比ＲＬＯＷと高増速比ＲＨＩＧＨの間に不感帯領域Ａ３を設けることで、増速比を切り換える制御の不安定性を無くす。 In addition, by providing a dead zone A3 between the low speed increase ratio R LOW and the high speed increase ratio R HIGH , the instability of control for switching the speed increase ratio is eliminated.
　図１に示すように、ＥＣＵ１３は、電気回路によってエンジン１の制御を担当している電気的な制御を総合的に行うマイクロコントローラである。本発明では、主にエンジン１の燃料噴射量や、過給システム２の過給圧を制御して、エンジン１の出力を制御している。またＥＣＵ１３は、エンジン回転数を検知する回転数センサ４１と、過給圧を検知するＭＡＰセンサ４２と、燃料噴射量を定めるアクセルペダルのアクセル開度を検知するアクセル開度センサ４３とに接続されている。 As shown in FIG. 1, the ECU 13 is a microcontroller that comprehensively performs electrical control in charge of controlling the engine 1 by an electric circuit. In the present invention, the output of the engine 1 is controlled mainly by controlling the fuel injection amount of the engine 1 and the supercharging pressure of the supercharging system 2. The ECU 13 is connected to a rotational speed sensor 41 that detects the engine rotational speed, a MAP sensor 42 that detects the boost pressure, and an accelerator opening sensor 43 that detects the accelerator opening of an accelerator pedal that determines the fuel injection amount. ing.
　また、このＥＣＵ１３は、目標過給圧算出手段Ｍ１と過給圧調節手段Ｍ２とを備えると共に、過給圧調節手段Ｍ２に、第一調節手段Ｍ３と第二調節手段Ｍ４と第三調節手段Ｍ５とを備えて構成される。 The ECU 13 includes a target boost pressure calculating unit M1 and a boost pressure adjusting unit M2, and the boost pressure adjusting unit M2 includes a first adjusting unit M3, a second adjusting unit M4, and a third adjusting unit M5. And is configured.
　目標過給圧算出手段Ｍ１は、エンジン回転数とエンジン出力トルクに応じた目標過給圧を算出する手段である。エンジン出力トルクは、燃料噴射量に基づいており、燃料噴射量はアクセル開度に基づいて定められている。よって、この目標過給圧算出手段Ｍ１は、エンジン回転数とアクセル開度に基づいて、目標過給圧を算出している。具体的には、図４に示す制御マップＭＡＰ１に基づいた目標過給圧を算出する。 The target boost pressure calculating means M1 is a means for calculating the target boost pressure corresponding to the engine speed and the engine output torque. The engine output torque is based on the fuel injection amount, and the fuel injection amount is determined based on the accelerator opening. Therefore, the target boost pressure calculating means M1 calculates the target boost pressure based on the engine speed and the accelerator opening. Specifically, the target boost pressure is calculated based on the control map MAP1 shown in FIG.
　過給圧調節手段Ｍ２は、ＭＡＰセンサ４２で検知される過給圧を目標過給圧にする手段であり、詳しくは、Ｓ／Ｃ１０のスクリューロータ２２の回転数を予め定めた許容回転数を下回る回転数に抑えながら、エンジン１に吸気される過給圧を目標過給圧にするように、Ｓ／Ｃ１０の増速比とバイパスバルブ１２の開度を調節する手段である。 The supercharging pressure adjusting means M2 is a means for setting the supercharging pressure detected by the MAP sensor 42 to a target supercharging pressure, and more specifically, an allowable rotational speed in which the rotational speed of the screw rotor 22 of the S / C 10 is set in advance. This is a means for adjusting the speed increase ratio of the S / C 10 and the opening degree of the bypass valve 12 so that the supercharging pressure sucked into the engine 1 becomes the target supercharging pressure while keeping the rotational speed below.
　特に、エンジン１の出力が上がるに連れて段階的に増加する目標過給圧に対して、第一調節手段Ｍ３、第二調節手段Ｍ４、及び第三調節手段Ｍ５を実施することで、Ｓ／Ｃ１０の回転数を、許容回転数を下回る回転数に抑えながら、過給圧を段階的に目標過給圧に近づける。 In particular, by implementing the first adjustment means M3, the second adjustment means M4, and the third adjustment means M5 with respect to the target boost pressure that gradually increases as the output of the engine 1 increases, S / While suppressing the rotation speed of C10 to be lower than the allowable rotation speed, the supercharging pressure is gradually approached to the target supercharging pressure.
　第一調節手段Ｍ３は、バイパスバルブ１２の開度を調節する手段である。詳しくは、ＭＡＰセンサ４２で検知された過給圧と、目標過給圧算出手段Ｍ１で算出された目標過給圧とを比較し、過給圧が目標過給圧よりも低い場合で、且つバイパスバルブ１２の開度が全閉でない場合に、バイパスバルブ１２を所定の開度分、閉方向に閉じる制御を行う手段である。一方、過給圧が目標過給圧よりも高い場合で、且つバイパスバルブ１２の開度が全開でない場合に、バイパスバルブ１２を所定の開度分、開方向に開ける制御を行う手段である。 The first adjusting means M3 is a means for adjusting the opening degree of the bypass valve 12. Specifically, when the supercharging pressure detected by the MAP sensor 42 is compared with the target supercharging pressure calculated by the target supercharging pressure calculation means M1, the supercharging pressure is lower than the target supercharging pressure, and When the opening degree of the bypass valve 12 is not fully closed, the bypass valve 12 is controlled to close in the closing direction by a predetermined opening degree. On the other hand, when the supercharging pressure is higher than the target supercharging pressure and the opening degree of the bypass valve 12 is not fully opened, the bypass valve 12 is controlled to open in the opening direction by a predetermined opening degree.
　バイパスバルブ１２の開度は、ＭＡＰセンサ４２で検知された過給圧を入力として、目標過給圧に近づけるように調節され、この閉方向に閉じる、又は開方向に開ける所定の開度は、過給圧と目標過給圧の差分値から算出される開度とする。 The opening degree of the bypass valve 12 is adjusted so as to approach the target supercharging pressure with the supercharging pressure detected by the MAP sensor 42 as an input, and the predetermined opening degree that closes in the closing direction or opens in the opening direction is: The opening is calculated from the difference between the supercharging pressure and the target supercharging pressure.
　第二調節手段Ｍ４は、第一調節手段Ｍ３が実施された後に過給圧が目標過給圧にならない場合に実施される手段であり、Ｓ／Ｃ１０の増速比を調節する手段である。詳しくは、過給圧が目標過給圧よりも高い場合で、且つバイパスバルブ１２の開度が全開の場合に、エンジン１の運転領域が低増速比領域Ａ１内か否かを判断して、エンジン１の運転領域が低増速比領域Ａ１内と判断されたときに、クラッチ３６を断状態にして、Ｓ／Ｃ１０の増速比を低増速比ＲＬＯＷにする手段である。一方、第二調節手段Ｍ４は、過給圧が目標過給圧よりも低い場合で、且つバイパスバルブ１２の開度が全閉の場合に、エンジン１の運転領域が高増速比領域Ａ２内か否かを判断して、エンジン１の運転領域が高増速比領域Ａ２内と判断されたときに、クラッチ３６を接状態にして、Ｓ／Ｃ１０の増速比を高増速比ＲＨＩＧＨにする手段である。 The second adjusting means M4 is a means that is executed when the supercharging pressure does not reach the target supercharging pressure after the first adjusting means M3 is executed, and is a means that adjusts the speed increasing ratio of S / C10. Specifically, when the supercharging pressure is higher than the target supercharging pressure and when the opening degree of the bypass valve 12 is fully open, it is determined whether or not the operating region of the engine 1 is within the low speed increase ratio region A1. When the operating range of the engine 1 is determined to be within the low speed increasing ratio area A1, the clutch 36 is disengaged and the speed increasing ratio of the S / C 10 is set to the low speed increasing ratio R LOW . On the other hand, when the supercharging pressure is lower than the target supercharging pressure and when the opening degree of the bypass valve 12 is fully closed, the second adjusting means M4 has the operating range of the engine 1 within the high speed increasing ratio range A2. When it is determined whether or not the operating range of the engine 1 is within the high speed increasing ratio area A2, the clutch 36 is brought into the engaged state, and the speed increasing ratio of the S / C 10 is set to the high speed increasing ratio R HIGH. It is means to make.
　第三調節手段Ｍ５は、第二調節手段Ｍ４が実施された後にＳ／Ｃ１０の増速比が切り換えられた場合に実施される手段であり、増速比が切り換えられたことで急激に増加する、又は減少する過給圧を、バイパスバルブ１２の開度を全開又は全閉にすることで抑制する手段である。詳しくは、第二調節手段Ｍ４が実施され、Ｓ／Ｃ１０の増速比が低増速比ＲＬＯＷに切り換えられた場合は、バイパスバルブ１２の開度を全閉にする手段である。一方、第二調節手段Ｍ４が実施され、Ｓ／Ｃ１０の増速比が高増速比ＲＨＩＧＨに切り換えられた場合は、バイパスバルブ１２の開度を全開にする手段である。 The third adjusting means M5 is a means executed when the speed increasing ratio of the S / C 10 is switched after the second adjusting means M4 is executed, and increases rapidly when the speed increasing ratio is switched. Alternatively, it is a means for suppressing the decreasing supercharging pressure by fully opening or closing the opening of the bypass valve 12. Specifically, when the second adjusting means M4 is implemented and the speed increasing ratio of S / C 10 is switched to the low speed increasing ratio R LOW , the opening degree of the bypass valve 12 is fully closed. On the other hand, when the second adjusting means M4 is implemented and the speed increasing ratio of the S / C 10 is switched to the high speed increasing ratio R HIGH , the opening degree of the bypass valve 12 is fully opened.
　また、このエンジン１には、ＥＧＲシステム５０を備え、ＥＧＲシステム５０は、ＥＧＲ通路５１とＥＧＲクーラー５２とＥＧＲバルブ５３を備える。特に、本発明では、エンジン１の運転領域の全域で過給圧を高めることで、吸気のＥＧＲ導入量を増加するので、ＥＧＲガスをＳ／Ｃ１０とバイパス通路１１の上流側に環流させるように構成するとよい。 The engine 1 includes an EGR system 50, and the EGR system 50 includes an EGR passage 51, an EGR cooler 52, and an EGR valve 53. In particular, in the present invention, the amount of EGR introduced into the intake air is increased by increasing the supercharging pressure over the entire operation region of the engine 1, so that the EGR gas is circulated upstream of the S / C 10 and the bypass passage 11. Configure.
　そして、本発明に係る実施の形態のエンジン１の過給方法は、Ｓ／Ｃ１０の増速比と、バイパスバルブ１２の開度とを調節して、エンジン１に吸気される過給圧を、エンジン１の回転数とエンジン１の出力する出力トルクに基づいた目標過給圧ＢＰ’にすることを特徴とする方法である。この過給方法について、図６～図８のフローチャートを参照しながら説明する。なお、ここでは、過給圧をＢＰとし、目標過給圧をＢＰ’とする。 And the supercharging method of the engine 1 of embodiment which concerns on this invention adjusts the speed increase ratio of S / C10, and the opening degree of the bypass valve 12, and sets the supercharging pressure inhaled by the engine 1, In this method, the target boost pressure BP ′ is set based on the rotational speed of the engine 1 and the output torque output from the engine 1. This supercharging method will be described with reference to the flowcharts of FIGS. Here, the supercharging pressure is BP, and the target supercharging pressure is BP ′.
　図６に示すように、まず、回転数センサ４１とアクセル開度センサ４３とがエンジン回転数とアクセル開度を検知するステップＳ１０を行う。次に、ＥＣＵ１３が目標過給圧算出手段Ｍ１を実施して、エンジン回転数とアクセル開度から目標過給圧ＢＰ’を算出するステップＳ２０を行う。次に、ＭＡＰセンサ４２が過給圧ＢＰを検知するステップＳ３０を行う。 As shown in FIG. 6, first, the rotation speed sensor 41 and the accelerator opening sensor 43 perform step S10 in which the engine speed and the accelerator opening are detected. Next, the ECU 13 executes the target boost pressure calculating means M1, and performs step S20 for calculating the target boost pressure BP 'from the engine speed and the accelerator opening. Next, step S30 in which the MAP sensor 42 detects the supercharging pressure BP is performed.
　次に、ＥＣＵ１３が第一調節手段Ｍ３を実施して、過給圧ＢＰと目標過給圧ＢＰ’を比較するステップＳ４０を行う。このステップＳ４０で過給圧ＢＰと目標過給圧ＢＰ’が等しい場合は、リターンして、スタートへ戻る。なお、この過給圧ＢＰと目標過給圧ＢＰ’が等しい場合は、値が一致することを含むと共に、過給圧ＢＰが目標過給圧ＢＰ’に対する許容範囲内であることも含む。 Next, the ECU 13 executes the first adjusting means M3 and performs step S40 for comparing the supercharging pressure BP with the target supercharging pressure BP '. If the supercharging pressure BP and the target supercharging pressure BP 'are equal in step S40, the process returns and returns to the start. In addition, when this supercharging pressure BP and the target supercharging pressure BP 'are equal, it includes that the values coincide with each other and also includes that the supercharging pressure BP is within an allowable range with respect to the target supercharging pressure BP'.
　ステップＳ４０で過給圧ＢＰが目標過給圧ＢＰ’よりも低い場合は、図７に示すように、ＥＣＵ１３がバイパスバルブ１２の開度を入力するステップＳ５０を行う。このステップＳ５０は、例えば、前回のバイパスバルブ１２の開度を調節したときの開度を記憶しておき、その開度を用いる。ステップＳ５０の代わりにセンサでバイパスバルブ１２の開度を検知するステップを行ってもよい。 If the supercharging pressure BP is lower than the target supercharging pressure BP ′ in step S40, the ECU 13 performs step S50 in which the opening degree of the bypass valve 12 is input as shown in FIG. In this step S50, for example, the opening when the opening of the previous bypass valve 12 is adjusted is stored, and the opening is used. Instead of step S50, a step of detecting the opening degree of the bypass valve 12 with a sensor may be performed.
　次に、ＥＣＵ１３がバイパスバルブ１２の開度は全閉か否かを判断するステップＳ６０を行う。このステップＳ６０でバイパスバルブ１２の開度が全閉ではないと判断されると、バイパスバルブ１２の開度を閉方向に制御するステップＳ７０を行う。そして、図６に示すように、ステップＳ３０に戻り、再度ステップＳ３０とステップＳ４０を行う。 Next, the ECU 13 performs step S60 for determining whether or not the opening degree of the bypass valve 12 is fully closed. If it is determined in step S60 that the opening degree of the bypass valve 12 is not fully closed, step S70 for controlling the opening degree of the bypass valve 12 in the closing direction is performed. And as shown in FIG. 6, it returns to step S30 and performs step S30 and step S40 again.
　ステップＳ４０で過給圧ＢＰが目標過給圧ＢＰ’よりも高い場合は、図８に示すように、ＥＣＵ１３がバイパスバルブ１２の開度を入力するステップＳ５０を行う。次に、ＥＣＵ１３がバイパスバルブ１２の開度は全開か否かを判断するステップＳ８０を行う。このステップＳ８０でバイパスバルブ１２の開度が全開ではないと判断されると、バイパスバルブ１２の開度を開方向に制御するステップＳ９０を行う。そして、図６に示すように、ステップＳ３０に戻り、再度ステップＳ３０とステップＳ４０を行う。 When the supercharging pressure BP is higher than the target supercharging pressure BP ′ in step S40, the ECU 13 performs step S50 in which the opening degree of the bypass valve 12 is input as shown in FIG. Next, the ECU 13 performs step S80 for determining whether or not the opening degree of the bypass valve 12 is fully opened. If it is determined in step S80 that the opening degree of the bypass valve 12 is not fully open, step S90 is performed to control the opening degree of the bypass valve 12 in the opening direction. And as shown in FIG. 6, it returns to step S30 and performs step S30 and step S40 again.
　次に、図７のステップＳ６０でバイパスバルブ１２の開度が全閉と判断されると、ＥＣＵ１３が第二調節手段Ｍ４を実施して、エンジン１の運転領域が高増速比領域Ａ２内か否かを判断するステップＳ１００を行う。このステップＳ１００でエンジン１の運転領域が高増速比領域Ａ２の範囲外と判断されると、リターンして、スタートへ戻る。 Next, when it is determined in step S60 of FIG. 7 that the opening degree of the bypass valve 12 is fully closed, the ECU 13 implements the second adjusting means M4, and whether the operating region of the engine 1 is within the high speed increasing ratio region A2. Step S100 is performed to determine whether or not. If it is determined in step S100 that the operation range of the engine 1 is outside the range of the high speed increase ratio region A2, the process returns to the start.
　ステップＳ１００で、エンジン１の運転領域が高増速比領域Ａ２内と判断されると、ＥＣＵ１３がクラッチ３６を接状態にするステップＳ１１０を行う。このステップＳ１１０によりＳ／Ｃ１０の増速比を高増速比ＲＨＩＧＨに切り換える。 If it is determined in step S100 that the operating region of the engine 1 is within the high speed increase ratio region A2, the ECU 13 performs step S110 for bringing the clutch 36 into the engaged state. In step S110, the speed increasing ratio of S / C 10 is switched to the high speed increasing ratio R HIGH .
　次に、ＥＣＵ１３が第三調節手段Ｍ５を実施して、バイパスバルブ１２を全開するステップＳ１２０を行う。そして、図６に示すように、再度ステップＳ３０とステップＳ４０を行う。 Next, the ECU 13 performs the third adjusting means M5 and performs step S120 for fully opening the bypass valve 12. And as shown in FIG. 6, step S30 and step S40 are performed again.
　一方、図８のステップＳ８０でバイパスバルブ１２の開度が全開と判断されると、ＥＣＵ１３が第二調節手段Ｍ４を実施して、エンジン１の運転領域が低増速比領域Ａ１内か否かを判断するステップＳ１３０を行う。このステップＳ１３０でエンジン１の運転領域が低増速比領域Ａ１の範囲外と判断されると、リターンして、スタートへ戻る。 On the other hand, when it is determined in step S80 of FIG. 8 that the opening degree of the bypass valve 12 is fully open, the ECU 13 implements the second adjusting means M4 and determines whether or not the operating region of the engine 1 is within the low speed increasing ratio region A1. Step S130 is determined. If it is determined in step S130 that the operation range of the engine 1 is outside the range of the low speed increase ratio region A1, the process returns to the start.
　ステップＳ１３０で、エンジン１の運転領域が低増速比領域Ａ１内と判断されると、ＥＣＵ１３がクラッチ３６を断状態にするステップＳ１４０を行う。このステップＳ１４０によりＳ／Ｃ１０の増速比を低増速比ＲＬＯＷに切り換える。 If it is determined in step S130 that the operating region of the engine 1 is within the low speed increase ratio region A1, the ECU 13 performs step S140 for disengaging the clutch 36. In step S140, the speed increasing ratio of S / C 10 is switched to the low speed increasing ratio R LOW .
　次に、ＥＣＵ１３が第三調節手段Ｍ５を実施して、バイパスバルブ１２を全閉するステップＳ１５０を行う。そして、図６に示すように、再度ステップＳ３０とステップＳ４０を行う。 Next, the ECU 13 implements the third adjusting means M5 and performs step S150 to fully close the bypass valve 12. And as shown in FIG. 6, step S30 and step S40 are performed again.
　上記の過給方法に、Ｓ／Ｃ１０の回転数、つまりＳ／Ｃ本体２０の雄用ロータ軸２７又は雌用ロータ軸２８の回転数が許容回転数を超えた場合に、高増速比ＲＨＩＧＨから低増速比ＲＬＯＷに切り換えるステップ、あるいは、バイパスバルブ１２の開度を開方向に制御するステップを設けてもよい。 In the above supercharging method, when the rotational speed of the S / C 10, that is, the rotational speed of the male rotor shaft 27 or the female rotor shaft 28 of the S / C main body 20 exceeds the allowable rotational speed, the high speed increase ratio R A step of switching from HIGH to a low speed increasing ratio R LOW or a step of controlling the opening degree of the bypass valve 12 in the opening direction may be provided.
　本発明の実施の形態の過給システム２、それを備えるエンジン１、及びその過給方法によれば、Ｓ／Ｃ１０の増速比とバイパスバルブ１２の開度を調節することで、エンジン１の運転状況に関わらずに、Ｓ／Ｃ１０の回転数が最適になるように制御することができるので、Ｓ／Ｃ１０の回転数を許容回転数を下回る回転数に抑えながら、エンジン１の運転領域の全域に渡って、過給圧を高める。 According to the supercharging system 2, the engine 1 including the supercharging system, and the supercharging method thereof according to the embodiment of the present invention, by adjusting the speed increase ratio of the S / C 10 and the opening degree of the bypass valve 12, the engine 1 Regardless of the driving situation, the S / C 10 can be controlled so as to have the optimum rotation speed. Increase the supercharging pressure over the entire area.
　これにより、エンジン１の運転領域の全域に渡ってＥＧＲ導入量を増加するので、特に、図９に示すように、ＮＴＥ領域ＡＮＴＥでの排気ガスの排出を低減する。 As a result, the EGR introduction amount is increased over the entire operation region of the engine 1, and in particular, as shown in FIG. 9, exhaust gas emission in the NTE region ANTE is reduced.
　また、エンジン１の吸気の過給圧を目標過給圧に近づける制御を行う場合に、第一調節手段Ｍ３、第二調節手段Ｍ４、及び第三調節手段Ｍ５を行うことで、段階的に過給圧を調節すると共に、過給圧が急激に変化することを回避して、過給圧を目標過給圧に沿って正確に制御する。 Further, when the control for bringing the supercharging pressure of the intake air of the engine 1 close to the target supercharging pressure is performed, the first adjusting means M3, the second adjusting means M4, and the third adjusting means M5 are performed in a stepwise manner. While adjusting the supply pressure, avoiding a sudden change in the supercharging pressure, the supercharging pressure is accurately controlled along the target supercharging pressure.
　なお、上記の実施の形態の過給システム２は、Ｔ／Ｃ６とＳ／Ｃ１０の二段過給システムとして説明したが、本発明はこれに限定されずに、Ｓ／Ｃ１０のみの過給システムとしてもよい。 Although the supercharging system 2 of the above embodiment has been described as a two-stage supercharging system of T / C6 and S / C10, the present invention is not limited to this, and the supercharging system of only S / C10 It is good.
　また、上記の実施の形態のＳ／Ｃ本体２０は、スクリュー式（リショルム式）の過給機として説明したが、本発明はこれに限定されない。但し、上記の実施の形態のＳ／Ｃ本体２０のように回転軸を複数有して、その回転軸毎に異なる増速比とするように構成することが望ましい。 Further, although the S / C main body 20 of the above-described embodiment has been described as a screw type (re-sholm type) supercharger, the present invention is not limited to this. However, it is desirable to have a plurality of rotating shafts as in the S / C main body 20 of the above-described embodiment, and to have different speed increasing ratios for each rotating shaft.
　加えて、上記の実施の形態のクラッチ３６は、主駆動軸３１と高増速比駆動軸３７とを断接する装置であればよく、油圧式又は電磁式のクラッチなどを用いてもよい。また、クラッチ３６により主駆動軸３１と高増速比駆動軸３７との間を断接するように構成したが、主駆動軸３１と低増速比駆動軸３４との間を断接するように構成してもよい。 In addition, the clutch 36 of the above-described embodiment may be a device that connects and disconnects the main drive shaft 31 and the high speed ratio drive shaft 37, and a hydraulic or electromagnetic clutch or the like may be used. Further, the clutch 36 is configured to connect / disconnect between the main drive shaft 31 and the high speed ratio drive shaft 37, but the main drive shaft 31 and the low speed ratio drive shaft 34 are configured to be connected / disconnected. May be.
　更に、上記の実施の形態の増速比切換機構３０の低増速比伝達経路３２と高増速比伝達経路３３の構成を逆の構成としてもよい。例えば、低増速比伝達経路にクラッチと低増速比変速段を設け、高増速比伝達経路にワンウェイクラッチを設けて構成する。この場合、低増速比は低増速比変速段のギヤ比により定められ、高増速比は動力伝達機構のプーリー比により定められるため、ギヤ比をエンジン１の回転数に対して低くなるように設定し、プーリー比を上記の実施の形態よりも高く設定する。 Furthermore, the configurations of the low speed increase ratio transmission path 32 and the high speed ratio transmission path 33 of the speed increase ratio switching mechanism 30 of the above embodiment may be reversed. For example, a low speed ratio transmission path is provided with a clutch and a low speed ratio transmission stage, and a high speed ratio transmission path is provided with a one-way clutch. In this case, since the low speed increase ratio is determined by the gear ratio of the low speed increase ratio shift stage and the high speed increase ratio is determined by the pulley ratio of the power transmission mechanism, the gear ratio becomes lower than the rotational speed of the engine 1. Thus, the pulley ratio is set higher than in the above embodiment.
　但し、クラッチ３６に予期せぬ異常が発生した場合を考慮すると、上記の実施の形態のように、クラッチ３６により主駆動軸３１と高増速比駆動軸３７との間を断接するように構成することが望ましい。 However, considering the case where an unexpected abnormality occurs in the clutch 36, the clutch 36 is configured to connect and disconnect between the main drive shaft 31 and the high speed ratio drive shaft 37 as in the above embodiment. It is desirable to do.
　その上、この実施の形態では、ＥＧＲシステム５０を、Ｔ／Ｃ６のタービン６ｂを通過後の排気ガスをコンプレッサ６ａの上流側に環流させる低圧ＥＧＲシステムとして設けたが、本発明はこれに限定されずに、例えば、Ｔ／Ｃ６のタービン６ｂを通過前に排気ガスを、コンプレッサ６ａの下流側で、且つＳ／Ｃ１０とバイパス通路１１の上流側に環流させるＥＧＲシステムとしてもよい。 Moreover, in this embodiment, the EGR system 50 is provided as a low-pressure EGR system that circulates exhaust gas after passing through the turbine 6b of the T / C 6 to the upstream side of the compressor 6a. However, the present invention is not limited to this. For example, an EGR system may be used in which the exhaust gas is circulated downstream of the compressor 6a and upstream of the S / C 10 and the bypass passage 11 before passing through the turbine 6b of the T / C 6.
　本発明の過給システムは、増速比調節過給機の増速比と流量調整弁の開度を調節することで、運転状況に関わらずに、増速比調節過給機の回転数が最適になるように制御して、増速比調節過給機の回転数を許容回転数を下回る回転数に抑えながら、内燃機関の運転領域の全域に渡って過給圧を高めて、過給圧を内燃機関の回転数と内燃機関の出力トルクに基づいた目標過給圧にするので、ディーゼルエンジンに利用する。 The supercharging system of the present invention adjusts the speed increasing ratio of the speed increasing ratio adjusting supercharger and the opening degree of the flow rate adjusting valve, so that the speed of the speed increasing ratio adjusting supercharger can be adjusted regardless of the operation state. While controlling the engine speed to be optimal and keeping the speed of the speed increase ratio adjusting supercharger below the allowable speed, the supercharging pressure is increased over the entire operating range of the internal combustion engine. Since the pressure is set to the target supercharging pressure based on the rotational speed of the internal combustion engine and the output torque of the internal combustion engine, it is used for a diesel engine.
１　エンジン（内燃機関）
２　過給システム
３　エンジン本体
４　吸気通路
５　吸気スロットル
６　Ｔ／Ｃ（ターボ過給器）
６ａ　コンプレッサ
６ｂ　タービン
７　インタークーラー
８　排気通路
９　排気ガス浄化装置
１０　Ｓ／Ｃ（増速比調節過給機）
１１　バイパス通路（迂回通路）
１２　バイパスバルブ（流量調整弁）
１３　ＥＣＵ（制御装置）
１４　クランク軸
１５　動力伝達機構
２０　Ｓ／Ｃ本体
２１　ケーシング
２２　スクリューロータ
３０　増速比切換機構
３１　主駆動軸
３２　低増速比伝達経路
３３　高増速比伝達経路
３４　低増速比駆動軸
３５　ワンウェイクラッチ（不感帯発生装置）
３６　クラッチ（増速比切換装置）
３７　高増速比駆動軸
３８、３９　高増速比変速段
４１　回転数センサ
４２　ＭＡＰセンサ
４３　アクセル開度センサ
５０　ＥＧＲシステム
Ａ１　低増速比領域
Ａ２　高増速比領域
Ａ３　不感帯領域
Ｍ１　目標過給圧算出手段
Ｍ２　過給圧調節手段
Ｍ３　第一調節手段
Ｍ４　第二調節手段
Ｍ５　第三調節手段 1 engine (internal combustion engine)
2 Supercharging system 3 Engine body 4 Intake passage 5 Intake throttle 6 T / C (turbo supercharger)
6a Compressor 6b Turbine 7 Intercooler 8 Exhaust passage 9 Exhaust gas purification device 10 S / C (Speed increase ratio adjusting supercharger)
11 Bypass passage (bypass passage)
12 Bypass valve (Flow adjustment valve)
13 ECU (control device)
14 Crankshaft 15 Power transmission mechanism 20 S / C main body 21 Casing 22 Screw rotor 30 Speed increase ratio switching mechanism 31 Main drive shaft 32 Low speed increase ratio transmission path 33 High speed increase ratio transmission path 34 Low speed increase ratio drive shaft 35 One way Clutch (dead zone generator)
36 Clutch (speed increase ratio switching device)
37 High speed ratio drive shaft 38, 39 High speed ratio gear stage 41 Rotational speed sensor 42 MAP sensor 43 Accelerator opening sensor 50 EGR system A1 Low speed ratio area A2 High speed ratio area A3 Dead zone area M1 Target supercharging Pressure calculating means M2 Supercharging pressure adjusting means M3 First adjusting means M4 Second adjusting means M5 Third adjusting means

Claims (8)

  1. 　内燃機関により駆動され、吸気を圧縮する動翼の回転数の増速比を調節する増速比調節過給機を、前記内燃機関の吸気通路に備える過給システムにおいて、
    　前記増速比調節過給機を迂回する迂回通路と、該迂回通路を通過する流量を制御する流量調整弁とを備えると共に、
    　前記増速比調節過給機の増速比と、前記流量調整弁の開度とを調節して、前記内燃機関に吸気される過給圧を、前記内燃機関の回転数と前記内燃機関の出力する出力トルクに基づいた目標過給圧にする制御を行う制御装置を備えたことを特徴とする過給システム。     In a supercharging system provided with an acceleration ratio adjustment supercharger that is driven by an internal combustion engine and adjusts an acceleration ratio of a rotational speed of a moving blade that compresses intake air, in the intake passage of the internal combustion engine,
    A bypass path that bypasses the speed increase ratio adjusting supercharger, and a flow rate adjustment valve that controls a flow rate passing through the bypass path,
    By adjusting the speed increase ratio of the supercharger and the opening of the flow rate adjustment valve, the supercharging pressure sucked into the internal combustion engine is set to the rotational speed of the internal combustion engine and the internal combustion engine. A supercharging system comprising a control device that performs control to obtain a target supercharging pressure based on output torque to be output.
  2. 　前記制御装置が、過給圧が前記目標過給圧よりも低い場合に、前記流量調整弁の開度を閉方向に調節し、一方、過給圧が前記目標過給圧よりも高い場合に、前記流量調整弁の開度を開方向に調節する第一調節手段と、
    　前記第一調節手段が実施された後で過給圧が前記目標過給圧よりも低い場合に、前記増速比調節過給機の増速比を高く調節し、一方、過給圧が前記目標過給圧よりも高い場合に、前記増速比調節過給機の増速比を低く調節する第二調節手段と、
    　前記第二調節手段が実施された場合で、前記増速比調節過給機の増速比が高くなったときに、前記流量調整弁の開度を開方向に調節し、一方、前記増速比調節過給機の増速比が低くなったときに、前記流量調整弁の開度を閉方向に調節する第三調節手段を備えた請求項１に記載の過給システム。     When the control device adjusts the opening of the flow rate adjusting valve in the closing direction when the supercharging pressure is lower than the target supercharging pressure, while the supercharging pressure is higher than the target supercharging pressure First adjusting means for adjusting the opening of the flow regulating valve in the opening direction;
    When the supercharging pressure is lower than the target supercharging pressure after the first adjusting means is implemented, the speed increasing ratio of the speed increasing ratio adjusting supercharger is adjusted high, while the supercharging pressure is A second adjusting means for adjusting the speed increasing ratio of the speed increasing ratio adjusting supercharger to be lower when the speed is higher than the target supercharging pressure;
    When the second adjusting means is implemented and the speed increasing ratio of the speed increasing ratio adjusting supercharger becomes high, the opening of the flow rate adjusting valve is adjusted in the opening direction, while the speed increasing speed is increased. The supercharging system according to claim 1, further comprising third adjusting means for adjusting an opening degree of the flow rate adjusting valve in a closing direction when a speed increasing ratio of the ratio adjusting supercharger becomes low.
  3. 　前記内燃機関の回転数と出力トルクに基づいた運転領域マップにおける高回転高出力領域と低出力領域の両方を、前記増速比調節過給機の増速比を低増速比とする低増速比領域とし、前記運転領域マップにおける低回転高出力領域を、前記増速比調節過給機の増速比を高増速比とする高増速比領域とすると共に、前記低増速比領域と前記高増速比領域との間に不感帯領域を設けた請求項１又は２に記載の過給システム。 In the operating region map based on the rotational speed and output torque of the internal combustion engine, both the high-speed high-power region and the low-power region are reduced with the speed increasing ratio of the speed increasing ratio adjusting turbocharger being the low speed increasing ratio. The speed ratio area, the low rotation high output area in the operation area map is a high speed ratio area in which the speed increasing ratio of the speed increasing ratio adjusting turbocharger is a high speed increasing ratio, and the low speed increasing ratio The supercharging system of Claim 1 or 2 which provided the dead zone area | region between the area | region and the said high speed increase ratio area | region.
  4. 　前記内燃機関の回転数と出力トルクに基づいた運転領域マップにおける高回転高出力領域と低出力領域の両方を、前記増速比調節過給機の増速比を低増速比とする低増速比領域とし、前記運転領域マップにおける低回転高出力領域を、前記増速比調節過給機の増速比を高増速比とする高増速比領域とすると共に、前記低増速比における圧力比を前記運転領域マップの制御用性能線の定格点で最大とし、前記高増速比における圧力比を前記制御用性能線のトルク点で最大とした請求項１～３のいずれか１項に記載の過給システム。 In the operating region map based on the rotational speed and output torque of the internal combustion engine, both the high-speed high-power region and the low-power region are reduced with the speed increasing ratio of the speed increasing ratio adjusting turbocharger being the low speed increasing ratio. The speed ratio area, the low rotation high output area in the operation area map is a high speed ratio area in which the speed increasing ratio of the speed increasing ratio adjusting turbocharger is a high speed increasing ratio, and the low speed increasing ratio 4. The pressure ratio at the maximum in the rated point of the control performance line in the operation region map and the pressure ratio in the high acceleration ratio at the torque point of the control performance line are maximized. The supercharging system described in the section.
  5. 　請求項１～４のいずれか１項に記載の過給システムを備えたことを特徴とする内燃機関。 An internal combustion engine comprising the supercharging system according to any one of claims 1 to 4.
  6. 　請求項１～４のいずれか１項に記載の過給システムと、該過給システムの前記増速比調節過給機と前記迂回通路の上流側の前記吸気通路に、ＥＧＲガスを供給するＥＧＲシステムとを備えたことを特徴とする内燃機関。 The supercharging system according to any one of claims 1 to 4, and the EGR gas for supplying EGR gas to the speed increasing ratio adjusting supercharger of the supercharging system and the intake passage upstream of the bypass passage And an internal combustion engine.
  7. 　内燃機関により駆動され、増速比を調節することで動翼の回転数を増減する増速比調節過給機を、前記内燃機関の吸気通路に備えると共に、前記増速比調節過給機を迂回する迂回通路と、該迂回通路を通過する流量を制御する流量調整弁とを備える内燃機関の過給方法において、
    　前記増速比調節過給機の増速比と、前記流量調整弁の開度とを調節して、前記内燃機関に吸気される過給圧を、前記内燃機関の回転数と前記内燃機関の出力する出力トルクに基づいた目標過給圧にすることを特徴とする内燃機関の過給方法。     An acceleration ratio adjusting supercharger that is driven by the internal combustion engine and adjusts the speed increasing ratio to increase or decrease the rotational speed of the moving blade is provided in the intake passage of the internal combustion engine, and the speed increasing ratio adjusting supercharger is provided. In a supercharging method for an internal combustion engine comprising a bypass passage that bypasses and a flow rate adjustment valve that controls a flow rate passing through the bypass passage,
    By adjusting the speed increase ratio of the supercharger and the opening of the flow rate adjustment valve, the supercharging pressure sucked into the internal combustion engine is set to the rotational speed of the internal combustion engine and the internal combustion engine. A supercharging method for an internal combustion engine, wherein a target supercharging pressure is set based on an output torque to be output.
  8. 　過給圧が前記目標過給圧よりも低い場合に、前記流量調整弁の開度を閉方向に調節し、一方、過給圧が前記目標過給圧よりも高い場合に、前記流量調整弁の開度を開方向に調節する第一調節工程と、
    　前記第一調節工程が実施された後で過給圧が前記目標過給圧よりも低い場合に、前記増速比調節過給機の増速比を高く調節し、一方、過給圧が前記目標過給圧よりも高い場合に、前記増速比調節過給機の増速比を低く調節する第二調節工程と、
    　前記第二調節工程が実施された場合で、前記増速比調節過給機の増速比が高くなったときに、前記流量調整弁の開度を開方向に調節し、一方、前記増速比調節過給機の増速比が低くなったときに、前記流量調整弁の開度を閉方向に調節する第三調節工程を含む請求項７に記載の内燃機関の過給方法。     When the supercharging pressure is lower than the target supercharging pressure, the opening of the flow rate adjusting valve is adjusted in the closing direction, while when the supercharging pressure is higher than the target supercharging pressure, the flow rate adjusting valve A first adjustment step of adjusting the opening of the
    When the supercharging pressure is lower than the target supercharging pressure after the first adjusting step, the speed increasing ratio of the speed increasing ratio adjusting supercharger is adjusted to be high, while the supercharging pressure is A second adjusting step for adjusting the speed increasing ratio of the speed increasing ratio adjusting supercharger to be lower when higher than the target supercharging pressure;
    In the case where the second adjusting step is performed, when the speed increasing ratio of the speed increasing ratio adjusting supercharger becomes high, the opening degree of the flow rate adjusting valve is adjusted in the opening direction, while the speed increasing The supercharging method for an internal combustion engine according to claim 7, further comprising a third adjustment step of adjusting the opening degree of the flow rate adjustment valve in the closing direction when the speed increasing ratio of the ratio adjusting supercharger becomes low.
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