JP2011144684A - Engine control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the startability and accelerating performance of an engine when restarted after automatically stopped. <P>SOLUTION: This engine control device includes control valves 24a, 26a provided in intake and exhaust passages, control valve driving means 24b, 26b to be power-supplied for driving the control valves, and a power supply 60 for supplying power to an electric motor 50 and the control valve drive devices 24b, 26b. The power supply 60 is configured to stop power supply to the control valve drive devices 24b, 26b during a time when engine restarting conditions are established after the engine is automatically stopped and the electric motor 50 is operated to resume the rotation of the engine, and to start power supply to the control valve drive devices 24b, 26b with the rotation of the engine resumed. The control valve drive devices 24b, 26b are configured to be power-supplied for driving the control valves 24a, 26a to increase the output torque of the engine. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an engine control device that automatically stops an engine when a predetermined automatic stop condition is satisfied, and then automatically restarts the engine.

  2. Description of the Related Art Conventionally, an engine control device that performs so-called idle stop control for automatically stopping and restarting an engine has been developed.

  For example, Patent Document 1 discloses an apparatus that automatically stops the engine once when idling, and restarts the engine when a condition such as a subsequent start operation is satisfied. In this apparatus, as one of the restart modes, the engine is restarted by combustion in the expansion stroke cylinder and combustion in the next compression stroke cylinder while assisting with a starter.

JP 2002-004985 A

  The automatic stop and restart of the engine as described above are often performed in a situation where the vehicle is started relatively early after the engine is stopped, such as stop and restart at an intersection. For this reason, an apparatus in which the engine is automatically stopped and restarted in this way is required to have higher startability and higher acceleration after restart.

  In view of such circumstances, an object of the present invention is to provide an engine engine control apparatus that can further improve startability and acceleration.

  In order to solve the above-described problems, the present invention provides an electric motor that automatically stops an engine when a preset engine automatic stop condition is satisfied, and also sets an electric motor when a preset engine restart condition is satisfied. In the engine control apparatus for restarting the engine using a control valve, a control valve provided in at least one of an intake passage and an exhaust passage connected to the engine and capable of changing a flow state of gas in the passage, A control valve driving means for receiving the supply to drive the control valve; and an electric power supply means for supplying electric power to the electric motor and the control valve driving means, the power supply means after the automatic stop of the engine The electric power supplied to the control valve drive means is maintained until the engine restarts when the engine restart condition is satisfied and the electric motor is operated. As the rotation of the engine is restarted, the supply of electric power to the control valve driving means is started, and the control valve driving means is started as the rotation of the engine is restarted. An engine control apparatus is provided, wherein the control valve is driven in a direction in which the output torque of the engine increases by receiving the supply of electric power (Claim 1).

  According to this device, the power supply to the control valve driving means is stopped until the engine starts again after the engine is automatically stopped, and the power consumption in the control valve driving means is avoided at the time of restart. The electric power supplied from the power supply means to the electric motor can be ensured, and the engine can be restarted more reliably by the electric motor. Moreover, immediately after the engine restart condition is satisfied and the rotation of the engine is resumed as the electric motor is operated, the control valve is driven by the control valve driving means so that the output torque of the engine increases. Thus, the output torque of the engine after restart can be increased and the acceleration performance can be improved.

  In the present invention, a turbine provided in the exhaust passage and driven by exhaust passing through the exhaust passage, and a compressor provided in the intake passage and boosting the intake air passing through the intake passage by the driving force of the turbine; The exhaust passage has a bypass passage that communicates the upstream and downstream of the turbine and bypasses the turbine, and the control valve driving means restarts the rotation of the engine Accordingly, it is preferable to drive the control valve in a direction to reduce the flow passage area of the bypass passage (claim 2).

  In this configuration, when the engine is restarted, the amount of exhaust gas flowing into the turbine increases because the flow passage area of the bypass passage decreases immediately after the engine restarts. The engine output is increased.

  In the present invention, the turbine provided in the exhaust passage and driven by the exhaust passing through the exhaust passage, and the intake air provided in the intake passage and passing through the intake passage by the driving force of the turbine are boosted. A turbocharger having a compressor, wherein the control valve is provided upstream of the turbine in the exhaust passage, the flow passage area of the exhaust passage upstream of the turbine can be changed, and the control valve drive Preferably, the means drives the control valve in a direction to reduce the flow passage area of the exhaust passage upstream of the turbine as the rotation of the engine resumes.

  In this configuration, when the engine is restarted, the flow area of the exhaust passage upstream of the turbine is reduced immediately after restarting the engine, thereby increasing the flow velocity of the exhaust gas flowing into the turbine. The engine output after restart is increased.

  In the configuration described above, the control valve includes an urging unit that urges the control valve, and the control valve is urged by the urging force of the urging unit when electric power is not supplied to the control valve driving unit by the power supply unit. The flow path area that can be changed by the control valve is arranged at a position where the flow path area is maximized, and the electric power is supplied to the control valve driving means in accordance with the supply of the electric power by the control valve driving means. It is preferable to drive in a direction to reduce the flow path area against the biasing force of the biasing means.

  In this way, the flow passage area of the exhaust passage upstream of the bypass passage or the turbine in a state where electric power is not supplied to the control valve driving means with a simple configuration of biasing the control valve by the biasing means. The exhaust resistance is reduced with the maximum value, and the engine can be easily restarted.

  As described above, according to the present invention, electric power supplied to the electric motor can be ensured to improve engine startability, and acceleration after restart can be improved.

It is a schematic block diagram of the control apparatus of the engine which concerns on embodiment of this invention. It is a flowchart which shows the control procedure of the control apparatus of the engine which concerns on embodiment of this invention. It is a timing chart which shows the control procedure of the control apparatus of the engine which concerns on embodiment of this invention. It is a schematic block diagram of the control apparatus of the engine which concerns on other embodiment of this invention.

  A preferred embodiment of an engine control apparatus according to the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic configuration diagram of the engine control apparatus 100. The engine control apparatus 100 includes an engine 1, a first turbocharger (turbocharger) 30, a second turbocharger (turbocharger) 40, and a starter motor (electric motor) 50. And a battery (power supply means) 60, an ECU 90, and various control valves 24a and 26a.

  The engine 1 includes a cylinder block 2a and a cylinder head 2b mounted thereon. A plurality of cylinders 3 into which pistons 4 are fitted are formed in the cylinder block 2a and the cylinder head 2b. A crankshaft 6 connected to the piston 4 is supported on the cylinder block 2a. A combustion chamber 5 is defined above each piston 4 with the cylinder head 2b. An intake port 9 and an exhaust port 10 communicating with each combustion chamber 5 are formed in the cylinder head 2b. The cylinder head 2b is provided with an intake valve 11 and an exhaust valve 12 for blocking the intake port 9 and the exhaust port 10 from the combustion chamber 5, respectively, and an injector 7 for injecting fuel into the combustion chamber 5. It has been. In this embodiment, the engine 1 is a diesel engine, and the fuel injected from the injector 7 is ignited in the combustion chamber 5 to drive the engine 1.

  The engine 1 is provided with a crank angle sensor 17 for detecting the rotational speed of the engine 1. The crank angle sensor 17 outputs a signal along with the passage of the teeth of a rotor 18 having a plurality of teeth and rotating integrally with the crankshaft 6, and outputs a signal every time the crankshaft 6 rotates by a predetermined amount. Is output. In this embodiment, the rotor 18 has 54 teeth in increments of 6 °, and a pulse signal is output every time the crankshaft 6 rotates 6 ° C. A. The detection signal output from the crank angle sensor 17 is input to the ECU 90.

  An intake passage 15 is connected to the intake port 9, and intake air is introduced into the combustion chamber 5 through the intake passage 15 and the intake port 9. An exhaust passage 16 is connected to the exhaust port 10, and exhaust gas is led out from the combustion chamber 5 to the atmosphere through the exhaust passage 16 and the exhaust port 10.

  The first turbocharger 30 has a first compressor 32 provided in the intake passage 15 and a first turbine 34 provided in the exhaust passage 16, and the first turbine 34 receives the exhaust and rotates. As a result, the first compressor 32 rotates, thereby pressurizing the intake air.

  Similarly, the second turbocharger 40 has a second compressor 42 provided in the intake passage 15 and a second turbine 44 provided in the exhaust passage 16, and the second turbine 44 exhausts the exhaust. By receiving and rotating, the second compressor 42 rotates, thereby pressurizing the intake air. The second compressor 42 is provided on the downstream side of the first compressor 32, and the second turbine 44 is provided on the upstream side of the first turbine 34.

  The intake passage 15 is provided with an intake bypass passage 15 a that connects the upstream portion and the downstream portion of the second compressor 42 and bypasses the second compressor 42. The exhaust passage 16 is connected to an upstream portion and a downstream portion of the second turbine 44 to bypass the second turbine 44, and the second exhaust bypass passage 16a. On the downstream side, a first exhaust bypass passage (bypass passage) 16b that connects the upstream portion and the downstream portion of the first turbine 34 and bypasses the first turbine 34 is provided.

  A bypass valve 22a is provided in the intake bypass passage 15a. The bypass valve 22a opens and closes the intake bypass passage 15a to change the flow passage area of the intake bypass passage 15a, whereby the intake air amount that passes through the intake bypass passage 15a and hence the intake air amount that flows into the first compressor 32. To change.

  The second exhaust bypass passage 16a is provided with a regulating valve 24a which is one of the control valves. The regulating valve 24a changes the amount of exhaust passing through the second exhaust bypass passage 16a by opening and closing the second exhaust bypass passage 16a and changing the flow passage area of the second exhaust bypass passage 16a. Along with the change in the exhaust amount, the exhaust amount flowing into the second turbine 44, that is, the rotational force of the second turbine 44 and thus the rotational force of the second compressor 42 is changed, and the supercharging pressure of the intake air is changed.

  The second exhaust bypass passage 16b is provided with a waste gate valve 26a which is one of the control valves. The waste gate valve 26a changes the amount of exhaust gas passing through the second exhaust bypass passage 16b by opening and closing the second exhaust bypass passage 16b and changing the flow passage area of the second exhaust bypass passage 16b. . Along with the change in the exhaust amount, the exhaust amount flowing into the first turbine 34, that is, the rotational force of the first turbine 34 and hence the rotational force of the first compressor 32 is changed, and the supercharging pressure of the intake air is changed.

  The bypass valve 22a is driven by a negative pressure valve actuator 22b. This negative pressure type valve actuator 22b receives the negative pressure supplied from the suction pump 70 that rotates with the rotation of the engine 1 to generate negative pressure, and drives the bypass valve 22a. The bypass valve 22a is biased to the open side by a spring (not shown), and the negative pressure valve actuator 22b drives the bypass valve 22a to the close side against the biasing force of the spring. That is, in this bypass valve 22a, the negative pressure chamber provided in the negative pressure valve actuator 22b is set to atmospheric pressure, so that the fully open position, that is, the flow area of the intake bypass passage 15a is maximized by the biasing force of the spring. On the other hand, it is driven to the side of reducing the flow passage area as the negative pressure in the negative pressure chamber increases. Thus, the bypass valve 22a is a so-called normally open type valve that is fully opened when not driven by the negative pressure valve actuator 22b.

  On the other hand, both the regulating valve 24a and the waste gate valve 26a are driven by stepping motors (control valve driving means) 24b and 26b. These stepping motors 24b and 26b receive the electric power from the battery 60 via the ECU 90, respectively, thereby driving the regulating valve 24a and the waste gate valve 26a, respectively.

  The regulating valve 24a and the wastegate valve 26a are urged to the open side by springs (not shown), respectively, and the stepping motors 24b and 26b resist the urging force of these springs. Each waste gate valve 26a is driven to the closed side. That is, the valves 24a and 26a are in the fully opened position, that is, the flow paths of the first exhaust bypass passage 16a and the second exhaust bypass passage 16b by the biasing force of the springs when no power is supplied to the stepping motors 24b and 26b. While the stepping motors 24b and 26b are operated by receiving power supply, the stepping motors 24b and 26b are driven to reduce the flow path area while being arranged at a position where the area is maximized.

  As described above, the regulating valve 24a and the waste gate valve 26a are so-called normally open type valves that are fully opened when they are not driven by the stepping motors 24b and 26b. Therefore, in a state where the stepping motors 24b and 26b are not driven, both the first exhaust bypass passage 16a and the second exhaust bypass passage 16b are opened, so that the exhaust discharged from the cylinder 3 has a resistance. Without passing through the large first turbine 34 and the second turbine 44, the exhaust gas can flow into the atmosphere through the exhaust bypass passages 16a and 16b. Therefore, even when the valves 24a and 26a are not driven due to failure of the stepping motors 24b and 26b, the engine 1 is easily driven.

  The opening degree of the bypass valve 22a, the regulating valve 24a, and the waste gate valve 26a is appropriately changed according to operating conditions when the negative pressure valve actuator 22b and the stepping motors 24b and 26b are operable.

  The starter motor 50 is for starting the engine 1. The starter motor 50 includes a motor 50a and a pinion gear 50b. The pinion gear 50b reciprocates on the output shaft of the motor 50a in a state where relative rotation is impossible. The crankshaft 6 is provided with a flywheel (not shown) and a ring gear 6a fixed to the flywheel concentrically with respect to the center of rotation. When the starter motor 50 is used to restart the engine, the pinion gear 50b is moved to a predetermined meshing position and meshed with the ring gear 6a fixed to the flywheel, whereby the crankshaft 6 is rotationally driven.

  The battery 60 is for supplying power to various devices. In the engine control apparatus 100, electric power is supplied from the same battery 60 to the starter motor 50, the stepping motors 24 b and 26 b, and the ECU 90.

  The ECU 90 is a controller based on a well-known microcomputer, and includes a CPU for executing a program, a memory including a RAM and a ROM for storing a program and data, and an I / O for inputting and outputting various signals. It has a bus. The ECU 90 receives detection signals from the crank angle sensor 17 and the like via the I / O bus, performs various calculations based on the detection signals, and also performs the stepping motors 24b and 26b, the starter motor 50, and the This is for controlling each actuator such as the injector 7. The ECU 90 operates upon receiving power supply from the battery 60, and power from the battery 60 is supplied to the stepping motors 24b and 26b, the starter motor 50, and the like via the ECU 90.

  The control procedure of the engine control apparatus 100 by the ECU 90 will be described with reference to the flowchart of FIG. 2 and the timing chart of FIG.

  First, in step S1, it is determined whether or not an automatic stop condition for the engine 1 for automatically stopping the engine 1 is satisfied regardless of the operation of the ignition key. For example, when the vehicle speed is a predetermined value (for example, 0) or less, a brake pedal operation is performed, or the voltage of the battery 60 is a predetermined value or more, it is determined that the automatic stop condition is satisfied.

  If the determination in step S1 is NO, that is, if the automatic stop condition is not satisfied, step S1 is repeated. On the other hand, if the determination in step S1 is YES, that is, if the automatic stop condition is satisfied, in step S2, idle stop control for automatically stopping the engine 1 is performed. Specifically, the fuel injection by the injector 7 is stopped, and the engine 1 is automatically stopped. When the fuel injection is stopped, the engine 1 stops after a while. In addition to stopping fuel injection by the injector 7, the stop position of the engine 1 is controlled to a predetermined position in preparation for the next restart. In the present embodiment, the load on the engine 1 is changed so that the piston 4 in the compression stroke stops at a position close to bottom dead center.

  Next, in step S3, it is determined whether the engine 1 is stopped. Specifically, it is determined whether the rotational speed of the engine 1 is 0 or less. If the determination in step S3 is YES, that is, if it is determined that the engine 1 has stopped, the process proceeds to step S4. If this determination is NO, step S3 is repeated.

  Here, unlike the case where the engine 1 is stopped by turning off the ignition key, the ECU 90 operates by receiving electric power from the battery 60 during the automatic stop, and the stepping is performed via the ECU 90. The motors 24b and 26b can be energized. However, in the control apparatus 100 of the engine, as will be described later, in order to avoid deterioration in startability due to energization of these stepping motors 24b and 26b at the time of restart performed after automatic stop, a step is performed. In S4, power supply to the stepping motors 24b and 26b is stopped.

  The regulation valve 24a and the wastegate valve 26a, which are deenergized from the stepping motors 24b and 26b and have lost the driving force by the stepping motors 24b and 26b, are fully opened by the biasing force of the springs.

  Next, in step S5, it is determined whether an engine restart condition is satisfied. For example, if the amount of depression of the accelerator pedal is equal to or greater than a predetermined value, it is determined that this engine restart condition is satisfied. If this determination is NO, step S5 is repeated, and if this determination is YES, the process proceeds to step S6.

  In step S6, restart control for restarting the engine 1 is performed (time t1 in FIG. 3). That is, the starter motor 50 is driven to forcibly rotate the crankshaft 6 and fuel injection by the injector 7 is started. In the present embodiment, fuel is injected into the cylinder 3 stopped in the compression stroke when the engine 1 is automatically stopped. As described above, the piston 4 in the cylinder 3 stopped in this compression stroke is located near the bottom dead center. Therefore, as the crankshaft 6 is forcibly rotated by the starter motor 50, the air in the cylinder 3 is sufficiently compressed, the fuel is surely self-ignited in the cylinder 3, and the engine 1 is restarted. A pulse signal is output from the crank angle sensor 17 as the crankshaft 6 rotates.

  In step S6 in which the restart control of the engine 1 is performed, energization from the battery 60 to the stepping motors 24b and 26b is stopped in the step S4, and the power of the battery 60 by the stepping motors 24b and 26b is stopped. There is no consumption. Therefore, in step S <b> 6, sufficient power is supplied to the starter motor 50, and the engine 1 is reliably restarted by the starter motor 50. In particular, in the initial driving of the starter motor 50, as shown in FIG. 3, a very high current is required as the inrush current, and this inrush current can be secured. In addition to the high power consumption in the starter motor 50, the power consumption in the stepping motors 24b and 26b can prevent the voltage drop of the battery 60 from increasing and affecting the operation of the ECU 90 and the like.

  On the other hand, in order to increase the acceleration performance after the restart, in order to increase the output torque of the engine 1, the regulator valve 24a and the waste gate valve 26a are closed early, and the first turbocharger 30 and the second turbocharger are closed. It is desirable for the feeder 40 to supercharge early. Here, after the starter motor 50 starts rotating, the current flowing through the starter motor 50 decreases, and the power consumption in the starter motor 50 decreases. Therefore, in the engine control apparatus 100, the regulator valve 24a and the wastegate valve 26a are fully closed immediately after the starter motor 50 starts rotating and the current decreases. Specifically, immediately after the crankshaft 6 starts rotating with the rotation of the starter motor 50, energization of the stepping motors 24b and 26b is started so that the valves 24a and 26a are fully closed.

  That is, in step S7, it is determined whether or not the rotation of the engine 1, that is, the crankshaft 6 has started. In the present embodiment, it is determined that the rotation of the engine 1 has started due to the output of a pulse signal from the crank angle sensor 17. More specifically, it is determined that the rotation of the engine 1 has started when the pulse signal of the crank angle sensor 17 rises or falls. If this determination is NO, step S7 is repeated. On the other hand, if this determination is YES and the rotation of the engine 1 starts (time t2 in FIG. 3), the process proceeds to step S8, and power supply to the stepping motors 24b and 26b is started.

  Each of the stepping motors 24b and 26b is supplied with electric power to fully close the regulating valve 24a and the waste gate valve 26a. As a result, the first turbocharger 30 and the second turbocharger 40 start supercharging.

  As described above, according to the control apparatus 100 of the present engine, the energization of the stepping motors 24b and 26b is stopped until the rotation of the engine 1 is started after the engine 1 is automatically stopped. Power consumption by these stepping motors 24b and 26b is avoided, power to the starter motor 50 can be secured, and the engine 1 can be reliably restarted. Then, immediately after the rotation of the engine 1 is started, energization to the stepping motors 24b and 26b is started, and the regulating valve 24a and the wastegate valve 26a are fully closed by the stepping motors 24b and 26b, so that the first turbocharger 30 and the second turbocharger 40 have started supercharging, and the output torque of the engine 1 after restart can be increased to improve acceleration.

  Here, the specific method of detecting the rotation of the engine 1 in step S7 is not limited to the above. For example, the rotation of the engine 1 may be started when the engine speed becomes equal to or higher than a predetermined value. However, as described above, if the rotation of the engine 1 is started due to the output of the pulse signal from the crank angle sensor 17, the step is performed after the engine 1 is slightly rotated (6 ° C. in this embodiment). The regulation valve 24a and the wastegate valve 26a can be driven by executing S8, and supercharging can be started earlier.

  Note that the control valve that is driven by the electric actuator upon receiving electric power from the battery 60 is not limited to the regulating valve 24a and the waste gate valve 26a. For example, the bypass valve 22a may be driven by a stepping motor that is driven by receiving power from the battery 60.

  In this case, power supply to the stepping motor is stopped after the engine 1 is automatically stopped until the rotation of the engine 1 is started, and the bypass valve 22a is controlled to be closed by the stepping motor after the rotation of the engine 1 is started. To do. When the intake bypass passage 15a is closed by the bypass valve 22a, the intake air is introduced into the second compressor 32 and pressurized by the second compressor 32, thereby increasing the output of the engine 1 and improving the acceleration performance. .

  Further, as shown in FIG. 4, instead of the first turbine 34 and the second turbine 44, the flow area immediately before the blades of the turbine 134 is changed, and the flow velocity of the exhaust gas introduced into the blades of the turbine 134 is changed. A so-called VGT (Variable Geometry Turbo) provided with a possible valve 134a may be provided, and the valve 134a may be driven by a stepping motor 134b.

  In this case, the power supply to the stepping motor 134b is stopped after the engine 1 is automatically stopped until the engine 1 starts rotating. After the engine 1 starts rotating, the valve 134a is closed by the stepping motor 134b. The exhaust gas flowing into the turbine 134 is controlled to increase the flow velocity. When the exhaust flow velocity flowing into the turbine 134 increases, the rotation of the turbine 134 is increased and the supercharging efficiency is improved. As a result, the output of the engine 1 increases and the acceleration performance is enhanced.

  The control valve may be an SCV (Swirl Control Valve) or the like for providing a swirl to the intake air that is provided in the intake port 11 and flows into the cylinder 3.

  The specific means for driving the regulating valve 24a and the like is not limited to the stepping motor 24b, and any means may be used as long as it receives electric power from the battery 60 and drives the regulating valve 24a and the like.

  The engine 1 is not limited to a diesel engine, but may be a spark ignition engine. In this case, when the engine 1 is restarted, it is preferable to start combustion from within the cylinder 3 that was in the expansion stroke when the engine 1 was automatically stopped.

1 Engine 15 Intake passage 16 Exhaust passage 17 Crank angle sensor 24a Regulating valve (control valve)
24b Stepping motor (control valve drive means)
26a Wastegate valve (control valve)
26b Stepping motor (control valve drive means)
30 1st turbocharger (turbocharger)
32 First compressor (compressor)
34 First turbine (turbine)
40 Second turbocharger (turbocharger)
42 Second compressor (compressor)
44 Second turbine (turbine)
50 Starter motor (electric motor)
60 battery (power supply means)
90 ECU
100 Engine control device

Claims (4)

An engine control device that automatically stops the engine when a preset engine automatic stop condition is satisfied and restarts the engine using an electric motor when a preset engine restart condition is satisfied In
A control valve provided in at least one of an intake passage and an exhaust passage connected to the engine and capable of changing a flow state of a gas in the passage;
Control valve driving means for driving the control valve in response to power supply;
An electric power supply means for supplying electric power to the electric motor and the control valve driving means;
The power supply means supplies the control valve drive means to the control valve drive means until the engine restarts after the engine restart condition is satisfied after the engine is automatically stopped and the electric motor is operated. As the rotation of the engine is restarted by stopping the supply of power, the supply of power to the control valve driving means is started,
The control valve driving means drives the control valve in a direction in which the output torque of the engine increases by receiving the supply of electric power as the rotation of the engine resumes. apparatus. The engine control device according to claim 1,
A turbo engine having a turbine provided in the exhaust passage and driven by exhaust passing through the exhaust passage, and a compressor provided in the intake passage and boosting the intake air passing through the intake passage by the driving force of the turbine. Equipped with a feeder,
The exhaust passage has a bypass passage that communicates the upstream and downstream of the turbine and bypasses the turbine;
The control valve is provided in the bypass passage, and the flow passage area of the bypass passage can be changed.
The control device for an engine, wherein the control valve driving means drives the control valve in a direction to reduce the flow passage area of the bypass passage as the rotation of the engine resumes. The engine control device according to claim 1,
A turbo engine having a turbine provided in the exhaust passage and driven by exhaust passing through the exhaust passage, and a compressor provided in the intake passage and boosting the intake air passing through the intake passage by the driving force of the turbine. Equipped with a feeder,
The control valve is provided upstream of the turbine in the exhaust passage, and can change the flow area of the exhaust passage upstream of the turbine.
The engine control apparatus, wherein the control valve driving means drives the control valve in a direction to reduce a flow passage area of an exhaust passage upstream of the turbine as the rotation of the engine resumes. The engine control device according to claim 2 or 3,
Biasing means for biasing the control valve;
The control valve is positioned at a position where the flow passage area that can be changed by the control valve is maximized by the biasing force of the biasing means in a state where the power supply means does not supply power to the control valve driving means. A direction in which the flow path area is reduced against the urging force of the urging means as the electric power is supplied by the control valve driving means in a state where the control valve driving means is supplied with electric power. The engine control device is driven by

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