JP2003343273A - Controller for engine with supercharger - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for an engine with a supercharger which executes an appropriate engine operation by optimally changing over a waste gate valve opening control mode and a normal supercharge pressure control mode. <P>SOLUTION: The controller of the engine 1 with the supercharger having the waste gate valve 30 comprises a selector switch 73 enabling manual switching selection and a selection control means 60. The selection control means 60 controls a valve opening of the waste gate valve 30 by a control mode selected by operating the selector switch 3, either the waste gate valve opening control mode of opening the waste gate valve 30 evenly, or the normal supercharge pressure control mode of controlling an actual supercharge pressure supplied to the engine 1 at a target supercharge pressure set according to engine operation conditions by regulating the opening of the waste gate valve 30. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a supercharged engine having a wastegate valve.

[0002]

2. Description of the Related Art In Japanese Patent Application Laid-Open No. 57-119129 and Japanese Patent Application Laid-Open No. 5-312049, a waste gate valve that is opened when the boost pressure is equal to or higher than a predetermined value is provided in an area where the engine load is lower than the predetermined value. A supercharged engine is shown that is configured to open at certain times. As a result, during low-load low-speed operation, the supercharging pressure is reduced, exhaust resistance is reduced, pumping loss is reduced, and fuel consumption is improved.

[0003]

However, even in a low-load operating region where the engine load is low, depending on the operating conditions, such as during acceleration, starting of the vehicle, during sports driving, or when it is desired to use engine braking, the boost pressure may be increased. In some cases, it may be better to increase the exhaust gas resistance or increase the exhaust resistance.

The present invention has been made in view of the above points, and an object of the present invention is to appropriately switch the control mode to wastegate valve opening control for uniformly opening wastegates or normal supercharging pressure control. An object of the present invention is to provide a control device for an engine with a supercharger that performs appropriate engine operation.

[0005]

According to a first aspect of the present invention which solves the above-mentioned problems, in a control device for an engine with a supercharger having a wastegate valve, a selection switch which can be selectively switched by a manual operation, and a selection switch. Depending on the selection, the wastegate valve opening control mode for uniformly controlling the opening of the wastegate valve and the actual supercharging pressure supercharged to the engine by adjusting the valve opening of the wastegate valve are in the engine operating state. A normal supercharging pressure control mode for controlling to a target supercharging pressure set according to the above, and selection control means for controlling the valve opening degree of the waste gate valve according to the selected control mode. It is characterized by

According to the present invention, one of the normal supercharging pressure control mode and the wastegate valve opening control mode in which the wastegate valve is uniformly opened by operating the selection switch is arbitrarily selected, and the selection is made. The valve opening degree of the waste gate valve can be controlled by the above control mode. Therefore, for example, by selecting the wastegate valve opening control mode, it is possible to reduce the supercharging pressure, reduce the exhaust resistance, reduce the pumping loss, and perform the engine operation with an emphasis on the improvement of fuel consumption. Further, by selecting the normal supercharging pressure control mode, supercharging by the supercharger can be performed, and engine operation can be performed with emphasis on output.

According to a second aspect of the present invention, in a control device for an engine with a supercharger having a wastegate valve, a wastegate valve opening control mode for uniformly controlling the opening of the wastegate valve according to a predetermined condition, Adjust the valve opening of the wastegate valve to control the actual boost pressure supercharged to the engine to the target boost pressure set according to the engine operating state. However, the present invention is characterized by having selection control means for controlling the valve opening of the waste gate valve according to the selected control mode.

Therefore, one of the wastegate valve opening control mode and the normal supercharging pressure control mode is selected in accordance with a predetermined condition, and the valve opening of the wastegate valve is controlled by the selected control mode. As a result, for example, when accelerating when the engine torque is required instantaneously or when the vehicle starts,
Automatically select the normal boost pressure control mode to secure appropriate engine torque, and automatically select the wastegate valve opening control mode to improve fuel efficiency during low load operation such as constant speed running. be able to.

According to a third aspect of the present invention, in the control device for the engine with the supercharger according to the second aspect, the selection control means determines that the wastegate valve opening control mode is switched to the normal supercharging pressure control mode. In addition, it has a switching control means for performing switching control for gradually moving the waste gate valve in the closing direction.

According to the present invention, when the control mode is switched from the wastegate valve opening control mode to the normal supercharging pressure control mode, the wastegate valve is gradually moved from the open state to the closing direction. The pressure can be increased gradually. This suppresses a rapid increase in supercharging pressure, suppresses the occurrence of torque shock, and prevents deterioration of traveling performance when switching the control means.

According to a fourth aspect of the present invention, in the control device for an engine with a supercharger according to the second or third aspect, a variable valve timing mechanism for changing the opening / closing timing of an intake valve and an exhaust valve of the engine, and a selection control means. When the waste gate valve opening control mode is selected by, the intake valve opening / closing timing is advanced and the valve overlap amount with the exhaust valve is increased compared to when the normal boost pressure control mode is selected. And a variable valve timing control means for controlling.

According to the present invention, during the control in the waste gate valve opening control mode, the opening / closing timing of the intake valve is advanced to increase the overlap amount with the exhaust valve. This improves the engine torque in the low speed range.

According to a fifth aspect of the invention, the engine is mounted on a vehicle as a prime mover, the vehicle has a constant vehicle speed traveling control means for controlling the vehicle to travel at a constant vehicle speed, and the selection control means is a constant vehicle speed traveling control. When the vehicle speed control is performed by the means, the wastegate valve opening control mode is selected to control the valve opening of the wastegate valve.

According to the present invention, the selection control means automatically controls the wastegate valve opening control means on the assumption that the engine torque enough to supercharge is unnecessary while the constant vehicle speed traveling control is being performed. To select. This allows
The boost pressure is reduced to reduce exhaust resistance, and pumping loss is reduced to improve fuel efficiency.

According to a sixth aspect of the present invention, in the control device for the engine with a supercharger according to any one of the second to fifth aspects, the vehicle detects an acceleration state detecting means for detecting whether or not the vehicle is in an acceleration state. The selection control means selects the normal supercharging pressure control mode to control the valve opening degree of the wastegate valve when the acceleration state detection means detects that the vehicle is in the acceleration state. Characterize.

According to the present invention, the selection control means automatically selects the normal supercharging pressure control mode when the vehicle is in an accelerating state. As a result, the boost pressure is quickly raised to increase the engine torque and improve the acceleration performance.

According to a seventh aspect of the present invention, in the control device for the engine with a supercharger according to any of the second to sixth aspects, the vehicle is in a vehicle starting state for detecting whether or not the vehicle is in the vehicle starting state. The selection control means has a detection means, and when the vehicle start state detection means detects the vehicle start state of the vehicle, the selection control means normally selects the supercharging pressure control mode to control the valve opening degree of the wastegate valve. It is characterized by

According to the present invention, the selection control means automatically selects the normal supercharging pressure control mode when the vehicle is in the starting state. As a result, the boost pressure is quickly raised to increase the engine torque and ensure a smooth start of the vehicle.

According to an eighth aspect of the present invention, in the control device for the engine with a supercharger according to any of the second to seventh aspects, the vehicle is capable of changing the setting of the gear ratio between a low speed side and a high speed side. And a gear ratio detecting means for detecting a gear ratio setting state of the transmission.The selection control means detects that the gear ratio of the transmission is set to a low speed side by the gear ratio detecting means. During normal operation, the normal supercharging pressure control mode is selected to control the valve opening of the wastegate valve.

According to the present invention, the selection control means automatically selects the normal supercharging pressure control mode when the transmission gear ratio is set to the low speed side. As a result, the response of the boost pressure is improved, and the braking force of the engine brake is improved by increasing the exhaust resistance.

According to a ninth aspect of the present invention, in the control device for the engine with a supercharger according to any of the second to eighth aspects, the vehicle is provided in a position near a driver's seat of the vehicle and is selectively switched by a driver's operation. When the normal supercharging pressure control mode is selected by the selection switch, the selection control means forcibly selects the normal supercharging pressure control mode regardless of the predetermined condition. It is characterized by controlling the valve opening of the waste gate valve.

According to the present invention, in addition to automatically selecting the normal supercharging pressure control mode and the wastegate valve opening control mode based on a predetermined condition, the normal supercharging pressure can be controlled by the driver's operation of the changeover switch. When the control mode is selected, the normal boost pressure control mode is forcibly selected regardless of the predetermined condition. As a result, for example, when the driver desires an engine operation that emphasizes output such as sports running, or when a larger engine brake is requested, the normal supercharging pressure control can always be selected.

[0023]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. 1 to 7 relate to the first embodiment of the present invention, and FIG. 1 is a flowchart of a wastegate valve control routine in the first embodiment, FIG.
3 is a flowchart of a normal supercharging pressure control routine, FIG.
FIG. 4 is a diagram for explaining the relationship between the duty ratio and the valve opening of the waste gate valve, FIG. 4 is an explanatory diagram for the P minute table and I minute table, and FIG. 5 is an explanatory diagram for the supercharging pressure feedback control state. 6 is a flowchart of a valve timing control routine, and FIG. 7 is an explanatory diagram showing a valve timing control region.

FIG. 8 is a flow chart of a wastegate valve control routine according to the second embodiment, and FIG.
Is an explanatory diagram of a control mode map referred to in step S402, FIG. 10 is a flowchart of a control mode switching control routine, and FIG. 11 is a time chart explaining switching of control modes.

FIG. 12 is an overall configuration diagram of the engine 1 common to the first and second embodiments, and FIG.
1 is a schematic configuration diagram of the variable valve timing mechanism 32, FIG.
4 is an explanatory view showing the most advanced angle state of the variable valve timing mechanism 32 in a cross section taken along the line AA in FIG. 13, and FIG. 15 is a cross sectional view taken on the line AA in FIG. 16 is an explanatory view showing changes in the valve timing of the intake valve 30 with respect to the exhaust valve 31, FIG. 17 is a front view of the crank rotor 48 and the crank angle sensor 49, and FIG. 18 is a view of the intake cam pulley 28. The rear view and FIG. 19 show the cam rotor 50 and the cam position sensor 51R.
FIG. 20 is a front view of (51L), FIG. 20 is a time chart showing the relationship between a crank pulse, a cylinder discrimination pulse, and a cam position pulse, and FIG. 21 is a circuit configuration diagram of an electronic control system.

First, the first embodiment will be described, and then the second embodiment will be described.

(First Embodiment) Reference numeral 1 shown in FIG. 12 denotes a variable valve timing mechanism and an engine with a supercharger (hereinafter simply referred to as "engine"). An opposed four-cylinder gasoline engine is shown. Cylinder heads 2 are provided on both left and right banks of the cylinder block 1a of the engine 1,
An intake port 2a and an exhaust port 2b are formed in each cylinder head 2 for each cylinder.

As an intake system of the engine 1, an intake manifold 3 is communicated with each intake port 2a, and a throttle valve 5a is interposed in the intake manifold 3 via an air chamber 4 where the intake passages of each cylinder are gathered. The chamber 5 is in communication. An intercooler 6 is provided upstream of the throttle chamber 5, and the intercooler 6 is connected via an intake pipe 7 to a compressor 17b of a turbocharger 17, which is an example of a supercharger. The air intake chamber 9 is communicated via the.

Further, the throttle chamber 5 is provided with a bypass passage 10 for bypassing the throttle valve 5a, and an idle speed for controlling the idle speed by adjusting the amount of bypass air flowing through the bypass passage 10 is provided in the bypass passage 10. A control valve (ISC valve) 11 is provided. Further, the intake port 2a of each cylinder of the intake manifold 3
An injector 12 is provided immediately upstream of the above, and an ignition plug 13 is provided for each cylinder of the cylinder head 2.
The ignition plug 13 is a ignition coil 14 with a built-in igniter.
(See FIG. 21) The secondary winding side is connected.

On the other hand, in the exhaust system of the engine 1, the exhausts are joined by an exhaust manifold 15 communicating with each exhaust port 2b of the cylinder head 2, and an exhaust pipe 16 is connected to the exhaust manifold 15. Then, the turbine 17a of the turbocharger 17 is interposed in the exhaust pipe 16, and downstream thereof,
A catalyst 18 and a muffler 19 are provided and opened to the atmosphere.

In the turbocharger 17, the compressor 17b is rotationally driven by the energy of the exhaust gas introduced into the turbine 17a to suck and pressurize air for supercharging.
A wastegate valve 30 including a wastegate valve actuating actuator 20 composed of a diaphragm type actuator is provided on the turbine 17a side. The waste gate valve actuating actuator 20 is divided into two chambers by a diaphragm, and one of them is a duty solenoid valve D.D. A pressure chamber that communicates with the SOL is formed, and the other accommodates a spring that biases the wastegate valve 30 in the closing direction, and the diaphragm and the wastegate valve 30.
And a rod chamber communicating with and forming a spring chamber in which the spring chamber is open to the atmosphere.

Duty solenoid valve for supercharging pressure control D.
SOL is the actuator 20 for operating the wastegate valve.
Is a three-way electromagnetic valve having a port P1 communicating with the pressure chamber of the intake pipe 7, a port P2 communicating with the downstream side of the compressor 17b of the intake pipe 7, and a port P3 communicating with the upstream side of the compressor 17b of the intake pipe 7, for engine control described later. Duty ratio DUT of the control signal output from the electronic control unit 60 of
According to Y, the pressure on the upstream side and the pressure on the downstream side of the compressor 17b are adjusted, control pressure is supplied to the pressure chamber of the wastegate valve operating actuator 20, and the opening degree of the wastegate valve 30 is adjusted. The boost pressure is controlled.

In this embodiment, the duty solenoid valve D.D. As the duty ratio DUTY of the duty signal output to SOL becomes smaller, the control pressure is increased to increase the opening of the wastegate valve 30 to reduce the supercharging pressure, and as the duty ratio DUTY becomes larger, the leak amount becomes larger. The control pressure is reduced by the increase, and the opening degree of the waste gate valve 30 is reduced to increase the supercharging pressure.

The waste gate valve 30, as shown in FIG. 3, is a duty solenoid valve D.D. It is opened as the duty ratio DUTY of the duty signal output to SOL becomes smaller, and is closed as the duty ratio DUTY becomes larger.

The crankshaft 23 of the engine 1 is rotated by a crank pulley fixed to the crankshaft 23 on each intake camshaft 24 and each exhaust camshaft 25 arranged in each cylinder head 2 of the left and right banks. 26, a timing belt 27, and an intake cam pulley 2 mounted on an intake cam shaft 24.
8, transmitted via the exhaust cam pulley 29 fixed to the exhaust cam shaft 25, and the like, and is transmitted to the crank shaft 23 and the cam shafts 24, 25.
And are set to have a rotation angle of 2 to 1. The cam 24a (see FIG. 13) provided on the intake cam shaft 24 and the exhaust cam (not shown) provided on the exhaust cam shaft 25 are maintained at a rotation angle of 2: 1 with the crank shaft 23, respectively. The intake valve 30 and the exhaust valve 31 are opened and closed based on the rotation of the cam shafts 24 and 25.

As shown in FIG. 13, between the intake cam shafts 24 of the left and right banks and the intake cam pulleys 28, the intake cam pulleys 28 and the intake cam shafts 24 are relatively rotated to move the intake cam shafts relative to the crank shaft 23. A hydraulically driven variable valve timing mechanism 32 that continuously changes the rotational phase (displacement angle) of 24 is provided.

The variable valve timing mechanism 32 is one whose hydraulic pressure is switched by an oil flow control valve OCV41R (41L) composed of a linear solenoid valve, a duty solenoid valve, or the like, and is controlled by an electronic control unit 60 for engine control, which will be described later. Operated by drive signal. In addition, the subscripts L and LH in each symbol represent the right bank, and the subscripts R and RH represent the left bank.

The intake cam shaft 24 is rotatably supported by the cylinder head 2 and is attached to the tip of the intake cam shaft 24 as shown in FIG.
As shown in FIG. 4 and FIG. 15, a vane rotor 33 having three vanes 33a is integrally rotatably attached by bolts 34. A housing 35 and a housing cover 36 are attached to the intake cam pulley 28 by bolts 37 so as to be integrally rotatable. Further, a large number of external teeth 28 a for hooking the timing belt 27 are formed on the outer circumference of the intake cam pulley 28.

The intake cam shaft 24 rotatably penetrates through the housing cover 36, and each vane 33a of the vane rotor 33 fixed to the intake cam shaft 24 is formed in the housing 35 integral with the intake cam pulley 28. It is rotatably housed in one fan-shaped space 38. Each fan-shaped space 38
Are divided into an advance chamber 38a and a retard chamber 38b by the vanes 33a.

The advance chambers 38a are provided in the vane rotor 3 respectively.
3, the intake camshaft 24, and the advance side oil passages 33b, 24b, 39 formed in the cylinder head 2 communicate with the A port 41a of the oil flow control valve OCV41R (41L), and the retard chamber 38b , B port 41 of the oil flow control valve OCV41R (41L) via the vane rotor 33, the intake camshaft 24, and the retard angle side oil passages 33c, 24c, 40 formed in the cylinder head 2, respectively.
It is connected to b.

Oil flow control valve OCV41R (41
L) is an oil supply port 41c connected to an oil supply passage 45 to which a predetermined hydraulic pressure is supplied from an oil pan 42 through an oil pump 43 and an oil filter 44, and drains communicating with the two drain passages 46 and 47, respectively. By reciprocating the spool 41g having the ports 41d and 41f and having four lands and three passages formed between the lands in the axial direction, the A port 41
The a and B ports 41b are selectively communicated with the oil supply port 41c and the drain port 41d or 41f.

Oil flow control valve OCV41R (41
L) is a four-way control valve equipped with a linear solenoid whose current is controlled by an electronic control unit 60, which will be described later, as an actuator. The spool 41g moves in the axial direction in proportion to the energization current of the linear solenoid, and the direction of oil flow. And the passage opening is adjusted, and each advance chamber 3
8a, the magnitude of the hydraulic pressure supplied to the retard chamber 38b is adjusted.

Further, reference numeral 33d is a stopper pin which is inserted into the vane 33a of the vane rotor 33, and which is formed in the hole 35a formed in the housing 35 when the variable valve timing mechanism 32 is in the most retarded state (see FIG. 15). Engage and position. 14 shows the most advanced state of the variable valve timing mechanism 32, and FIG. 15 shows the most retarded state of the variable valve timing mechanism 32.

The above-mentioned variable valve timing mechanism 32 serves as a sensor for detecting the operating position of the variable valve timing mechanism 32. The protrusions 48a, 48b, 48c (for each predetermined crank angle on the outer periphery of the crank rotor 48 which is attached to the crank shaft 23 and rotates synchronously). 17) and outputs a crank pulse indicating a crank angle, and a plurality of projections 50a at equal angles on the outer periphery of the cam rotor 50 fixed to the rear end of the intake camshaft 24 and rotating synchronously. (See FIG. 19) and a cam position sensor 51R (51L) that outputs a cam position pulse indicating the cam position is used.

The crank pulse output from the crank angle sensor 49 and the cam position sensor 51R (5
1L) to output the cam position pulse from the electronic control unit 6
0, and the electronic control unit 60 calculates the displacement angle (actual valve timing) of the intake cam position with respect to the reference crank angle based on the crank pulse and the cam position pulse, and this actual valve timing becomes the engine operating state. The variable valve timing mechanism 32 is feedback-controlled so that the target valve timing set based on the variable valve timing mechanism 32 is converged.

In the present embodiment, the variable valve timing mechanism 32 is provided only on the intake camshaft 24 side, and as shown in FIG. 16, the opening / closing timing of the intake valve 30 is different from the opening / closing timing of the exhaust valve 31. Change according to operating conditions. Further, the linear solenoid type oil flow control valve OCV41R (41
L) indicates that as the control current value output from the electronic control unit 60 increases, the spool 41g moves to the left in FIG. 14 to advance the displacement angle of the intake camshaft 24 with respect to the crankshaft 23, thereby increasing the control current. As the value is smaller, the spool 41g moves to the right in FIG. 15 and retards the displacement angle of the intake camshaft 24 with respect to the crankshaft 23.

That is, with respect to the target displacement angle (target valve timing) set based on the engine operating state, the crank pulse output from the crank angle sensor 49 and the cam position output from the cam position sensor 51R (51L). The rotation phase of the intake cam position with respect to the reference crank angle is changed so that the actual displacement angle (actual valve timing) detected based on the pulse coincides. Specifically, when the actual displacement angle is advanced with respect to the target displacement angle, the electronic control unit 60 causes the oil flow control valve OCV41R (4
The control current value output to 1L) is decreased and the displacement angle of the intake camshaft 24 with respect to the crankshaft 23 is retarded by the operation of the variable valve timing mechanism 32, and the actual displacement angle is retarded with respect to the target displacement angle. Sometimes the oil flow control valve O
The control current value output to the CV 41R (41L) is increased to actuate the variable valve timing mechanism 32 to advance the displacement angle of the intake camshaft 24 with respect to the crankshaft 23.

Oil flow control valve OCV41R (41
When the control current value of (L) is increased, the spool 41g moves to the position shown in FIG.
4, the A port 41a communicates with the oil supply port 41c so that the advance chamber 38a of the variable valve timing mechanism 32 moves to the advance oil passages 33b, 2b.
4b, 39, oil flow control valve OCV41R (41
L) to communicate with the oil supply passage 45. Further, together with this, the B port 41b and the drain port 41f communicate with each other, so that the retard chamber 38b of the variable valve timing mechanism 32 connects the retard side oil passages 33c, 24c, 40 and the oil flow control valve OCV41R (41L). Through the drain passage 47.

As a result, the variable valve timing mechanism 32
14 is supplied with oil, the hydraulic pressure acting on the advance chamber 38a rises, and the oil drain in the retard chamber 38b decreases the hydraulic pressure acting on the retard chamber 38b, as shown in FIG. As described above, the vane rotor 33 rotates clockwise in the drawing, and the rotational phase of the intake cam shaft 24 with respect to the intake cam pulley 28, that is, the displacement angle of the intake cam shaft 24 with respect to the crank shaft 23 is advanced, and the intake cam shaft 24 is advanced. Two
Intake valve 30 driven by intake cam 24a of No. 4
The opening and closing timing of is advanced.

On the contrary, the oil flow control valve OCV41R
When the control current value of (41L) decreases, the spool 41g
Moves to the right as shown in FIG. 15, and the A port 41a
And the drain port 41d communicate with each other so that the advance chamber 38a of the variable valve timing mechanism 32 is connected to the advance-side oil passage 33.
b, 24b, 39, oil flow control valve OCV41R
It communicates with the drain passage 46 via (41 L). Along with this, B port 41b and oil supply port 4
By communicating with 1c, the variable valve timing mechanism 3
The second retard chamber 38b has the retard side oil passages 33c, 24c,
40, and communicates with the oil supply passage 45 via the oil flow control valve OCV41R (41L).

As a result, the variable valve timing mechanism 3
The oil is drained from the second advance chamber 38a to the advance chamber 3
As the oil pressure acting on 8a decreases, the oil is supplied to the retard chamber 38b to increase the oil pressure acting on the retard chamber 38b, and as shown in FIG. 15, the vane rotor 33 rotates counterclockwise in the figure. The intake valve 3 driven by the intake cam 24a of the intake cam shaft 24 moves, and the rotational phase of the intake cam shaft 24 with respect to the intake cam pulley 28, that is, the displacement angle of the intake cam shaft 24 with respect to the crank shaft 23 is retarded.
The opening / closing timing of 0 is retarded.

Next, sensors for detecting the engine operating state will be described. Immediately downstream of the air cleaner 8 of the intake pipe 7, a thermal intake air amount sensor 52 using a hot wire or a hot film is provided. Also,
A throttle valve 5a provided in the throttle chamber 5 is connected to a throttle opening sensor 53,
The intake pipe pressure sensor 54 is exposed. Further, a knock sensor 55 is attached to the cylinder block 1a of the engine 1, and a cooling water temperature sensor 56 is exposed to a cooling water passage 1b which connects the left and right banks of the cylinder block 1a.

Further, an air-fuel ratio sensor 57 is arranged at a confluence portion where the exhaust manifolds 15 of the respective banks merge, and the crank rotor 4 which is axially attached to the crank shaft 23 of the engine 1.
A crank angle sensor 49 is provided on the outer periphery of the cylinder 8, and a cylinder discrimination sensor 58 is provided on the back surface of the intake cam pulley 28 that rotates 1/2 of the crankshaft 23 (see FIG. 13). Further, a cam position sensor 51R (51L) is provided opposite to the outer periphery of the cam rotor 50 fixed to the rear end of the intake cam shaft 24 (see FIG. 13).

As shown in FIG. 17, the crank rotor 48 has protrusions 48a, 48b and 49c formed on the outer periphery thereof, and these protrusions 48a, 48b and 48c are provided in the respective cylinders (# 1, # 2 cylinder and #cylinder). They are formed at the positions before the compression top dead center (BTDC) θ1, θ2, θ3 of the third and fourth cylinders. In this embodiment, θ1 = 97 ° CA, θ2 = 65
° CA and θ3 = 10 ° CA.

Further, as shown in FIG. 18, on the outer peripheral side of the back surface of the intake cam pulley 28, there are projections 28b, 2 for cylinder discrimination.
8c and 28d are formed, the protrusion 28b is formed at the position after compression top dead center (ATDC) θ4 of the # 3 and # 4 cylinders, and the protrusion 28c is composed of three protrusions and the first protrusion is the # 1 cylinder. Is formed at the position of ATDC θ5. Further, the protrusion 28d is formed by two protrusions, and the first protrusion is formed at the position of ATDC θ6 of the # 2 cylinder. In this embodiment, θ4 = 20 ° CA, θ5 = 5 ° CA, θ6 =
20 ° CA. In addition, the protrusion 28 for distinguishing between the cylinders
The b, 28c, 28d and the cylinder discrimination sensor 58 are provided only in one bank.

Further, in response to the fact that the engine 1 used in the present embodiment is a four-cylinder engine, the cam rotor 50 has a cam position detecting projection 50a on its outer periphery as shown in FIG. Four pieces are formed, one for each equal angle of 180 ° CA. And each of these protrusions 50a
By the operation of the variable valve timing mechanism 32, θ7 = BTDC40 ° with reference to the compression top dead center of each cylinder.
It varies between CA and ATDC 10 ° CA.

In FIG. 19, the cam rotor 50 fixed to the intake camshaft 24 on the RH side is shown.
Similarly, the cam rotor 50 is also fixed to the intake cam shaft 24 on the side, and a cam position detecting projection 50a is provided on the outer periphery of the cam rotor 50.
Four protrusions 50a are formed for each equal angle of ° CA. By the operation of the variable valve timing mechanism 32, θ8 = BTDC based on the compression top dead center of each cylinder.
It varies between 40 ° CA and ATDC 10 ° CA.

As shown in the time chart of FIG. 20, the crank rotor 48 and the cam rotor 50 are rotated by the rotation of the crank shaft 23, the intake cam pulley 28, and the intake cam shaft 24 as the engine is operated, and the crank rotor is rotated. Each of the protrusions 48a, 48b, 48c of 48 is detected by the crank angle sensor 49, and the crank angle sensor 49
To θ1, θ2, θ3 (BTDC 97 °, 65 °, 10
Each crank pulse of ° CA) is 1/2 engine revolution (1
It is output every 80 ° CA.

Further, between the θ3 crank pulse and the θ1 crank pulse, each protrusion 28b, 2 of the intake cam pulley 28 is
8c, 28d are detected by the cylinder discrimination sensor 58,
The cylinder discrimination sensor 58 outputs a predetermined number of cylinder discrimination pulses. Further, the projections 50a of the cam rotor 50 fixed to the rear ends of the intake cam shafts 24 of the right bank and the left bank whose rotation phase changes with respect to the crankshaft 23 by the variable valve timing mechanism 32 are cam position sensors 51R and 51L.
Is detected by the cam position sensors 51R and 51L, and cam position pulses of θ7 and θ8 are output.

An electronic control unit (hereinafter, "ECU")
60), the engine speed NE is calculated based on the input interval time of the crank pulse output from the crank angle sensor 49, and the combustion stroke order of each cylinder (for example, # 1 cylinder → # 3 cylinder → # 2 cylinders → # 4 cylinder)
Based on the pattern of the cylinder discrimination pulse from the cylinder discrimination sensor 58 and the value counted by the counter, the cylinder discrimination of the combustion stroke cylinder, the fuel injection target cylinder, and the ignition target cylinder is performed. Further, the ECU 60 causes the crank angle sensor 49 to output a crank pulse (for example, a θ2 crank pulse corresponding to the protrusion 48b) and the cam position sensor 51.
The actual displacement angle (actual valve timing) of the intake cam position with respect to the reference crank angle is calculated based on the θ7 and θ8 cam position pulses output from R and 51L.

The ECU 60 processes signals from the various sensors and switches described above to calculate control amounts for various actuators, and controls fuel injection, ignition timing, idle speed, supercharging pressure, intake valve. The valve timing control for 30 is performed. ECU60
21, the CPU 61, the ROM 62, the R
The AM 63, the backup RAM 64, the counter / timer group 65, and the I / O interface 66 are mainly configured by a microcomputer connected via a bus line, and a constant voltage circuit 67, I for supplying a stabilized power supply to each part.
Drive circuit 68 connected to the I / O interface 66,
Peripheral circuits such as the A / D converter 69 are built in.

The counter / timer group 65 generates various counters such as a free-run counter, a counter for counting the input of cylinder discrimination sensor signals (cylinder discrimination pulses), a fuel injection timer, an ignition timer, and a periodic interrupt. For the sake of convenience, various timers such as a periodic interrupt timer, a crank angle sensor signal (crank pulse) input interval timing timer, and a watchdog timer for system abnormality monitoring are collectively referred to as various software counters.
A timer is used.

The constant voltage circuit 67 is connected to the battery 71 via a first relay contact of a power supply relay 70 having two relay contacts. The power supply relay 70 has one end of its relay coil grounded and the other end of the relay coil connected to the drive circuit 68. A power supply line for supplying power from the battery 71 to each actuator is connected to the second relay contact of the power supply relay 70.

Further, one end of an ignition switch 72 is connected to the battery 71, and the other end of the ignition switch 72 is connected to an input port of the I / O interface 66. The constant voltage circuit 67 is directly connected to the battery 71, and when ON of the ignition switch 72 is detected and the contact of the power supply relay 70 is closed, power is supplied to each part in the ECU 60 while the ignition switch is turned on. Regardless of whether 72 is ON or OFF, backup power is always supplied to the backup RAM 64.

The knock sensor 55 and the crank angle sensor 4 are connected to the input port of the I / O interface 66.
9, cylinder discrimination sensor 58, cam position sensors 51R, 51
L, a vehicle speed sensor 59 for detecting the vehicle speed, and a changeover switch (economy switch) provided as a selection switch provided near the driver's seat that can be operated by the driver to select between fuel-efficient engine operation and output-oriented engine operation.
73 is connected, and further, the intake air amount sensor 52, the throttle opening sensor 53, the intake pipe pressure sensor 54, the cooling water temperature sensor 56, the air-fuel ratio sensor 57, etc. are connected via the A / D converter 69. , The battery voltage VB is input and monitored.

The output port of the I / O interface 66 has an ISC valve 11, an injector 12, a boost pressure control duty solenoid valve D.D. The SOL, the oil flow control valves OCV41R and 41L, the relay coil of the power supply relay 70 are connected via the drive circuit 68, and the ignition coil 14 with a built-in igniter is connected.

Reference numeral 80 is an electronic control unit (TCU) for controlling the automatic transmission. Like the engine control ECU 60, the TCU 80 mainly includes a microcomputer, and is connected to the ECU 60 via the SCI 74 so that data can be exchanged with each other. In this embodiment, a lockup clutch 8 for engaging the impeller and the turbine is provided as an automatic transmission system connected to the output shaft of the engine 1.
A torque converter 86 including 5 is provided with a clutch mechanism portion including various hydraulic clutches and various hydraulic brakes for performing forward / backward switching and gear shift switching, and a main transmission mechanism portion including planetary gears and the like. A transmission 87 is connected in series, and a hydraulic control unit 88 in which various control valves for controlling the line pressure and pilot pressure to each mechanism are integrally formed is connected to the automatic transmission 87.

The TCU 80 is connected to a throttle opening sensor 53, a cooling water temperature sensor 56, and a vehicle speed sensor 59, which are shared with the ECU 50, and a turbine rotation sensor 81 for detecting the turbine rotation speed and an automatic transmission oil (ATF). ) Oil temperature sensor 8 for detecting the oil temperature
2. Brake switch 8 that is turned on by brake operation
3. In order to detect the shift position (range) of the automatic transmission 87, O is detected according to the operating position of the select mechanism (not shown).
Inhibitor switch 84 and the like for N are connected, and control of engagement / slip / release of lockup clutch 85 is performed via hydraulic control unit 88, and automatic transmission 87 is also provided.
Shift control is performed.

Reference numeral 90 is a cruise control unit (CCU). CCU90 is ECU60 and TC
Similar to the U80, it is mainly composed of a microcomputer and is connected to the ECU 60 and the TCU 80 so as to exchange data with each other. The CCU 90 controls the engine 1 and the automatic transmission 87 to perform constant vehicle speed traveling control for maintaining the vehicle speed at a specified vehicle speed, for example, a constant speed such as 80 km / h.

In accordance with the control program stored in the ROM 62, the ECU 60 causes the CPU 61 to process the detection signals from the sensors and switches input via the I / O interface 66, the battery voltage, etc. Via the TCU 80, the gear position of the transmission, the control data of the lock-up clutch 85, and the like, and the constant vehicle speed traveling control data are received from the CCU 90. These received data, various data stored in the RAM 63, and The fuel injection amount, ignition timing, etc. are calculated based on various learning value data stored in the backup RAM 64, fixed data stored in the ROM 62, etc., and fuel injection control, ignition timing control, supercharging pressure control, idle rotation are performed. Performs engine control such as numerical control.

Further, the ECU 60 uses the waste gate valve 3
A normal supercharging pressure control mode in which the actual supercharging pressure P that is actually supercharged in the engine 1 is controlled to a target supercharging pressure TPTAGT set according to the engine operating state by adjusting the valve opening of 0 One of the wastegate valve opening control modes for uniformly controlling the opening of the gate valve 30 is selected, and the selection control means for controlling the valve opening degree of the wastegate valve 30 is configured according to the selected control mode. In the present embodiment, the wastegate valve 30 is controlled to be fully opened when the wastegate valve opening control is selected.

Hereinafter, the processing relating to the control of the waste gate valve by the ECU 60 will be described with reference to the flowcharts shown in FIGS.

The wastegate valve control routine shown in FIG. 1 is executed in the ECU 60 every predetermined period (predetermined time). First, in step S101, it is determined whether or not the economy switch (changeover switch) 73 is turned on. . The economy switch 73 is provided near the driver's seat and at a position where it is easy for the driver to operate. When the driver wants to drive the engine with an emphasis on improving fuel efficiency, it is turned on and the output is emphasized. It is turned off when the desired engine operation is desired.

In step S101, the economy switch 7
If 3 is ON (YES), the process proceeds to step S102, and the control mode flag FLG is set (FLG ←
1). On the other hand, in step S101, the economy switch 7
If 3 is OFF (NO), the process proceeds to step S103, and the control mode flag FLG is cleared (FLG ←
0).

Next, in step S104, it is determined whether the control mode flag FLG is set, and which of the wastegate valve control mode and the normal supercharging pressure control mode is required as the wastegate valve control mode. Determine if it has been done.

Here, when FLG = 1 (YES), it is determined that the wastegate valve opening control mode is selected, and the routine proceeds to step S105, where the duty ratio DU is set.
Set TY to 0. Then, the duty ratio DUT
Y (= 0) is set to the supercharging pressure control duty solenoid valve D.Y. The duty ratio DUTY of the duty signal output to SOL is set, and the routine exits.

When the value of the set duty ratio DUTY is 0, the supercharging pressure control duty solenoid valve D.D.
The port P3 is fully closed by SOL, and the compressor 17 is placed in the pressure chamber of the wastegate valve operating actuator 20.
b A high positive pressure that is almost equal to that on the downstream side is supplied as a control pressure, and the wastegate valve 30 is adjusted to be fully opened (see FIG. 3). Therefore, the exhaust gas bypasses the turbine 17a of the turbocharger 17 and is discharged to the outside. For this reason,
The boost pressure is reduced and exhaust resistance is reduced. Therefore, pumping loss is reduced and fuel consumption is improved.

On the other hand, if FLG ≠ 1 in step S104, that is, FLG = 0 (NO), it is determined that the normal boost pressure control is selected, and the routine proceeds to step S106, where the duty for normal boost pressure control is set. Calculate the ratio DUTY.

Duty ratio DUTY for normal supercharging pressure control
Is set by the normal supercharging pressure control routine shown in FIG. 2, and the normal supercharging pressure control is performed. In the normal boost pressure control routine, first, at step S201, the engine speed NE is set.
The target boost pressure table TBL is referenced with interpolation calculation based on the throttle opening THV and the target boost pressure TPTAGT.
(TPTAGT ← TBL (Ne, TH
V)).

Then, in step S202, the target boost pressure T
A deviation ΔP between PTAGT and the intake pipe pressure (actual supercharging pressure) P detected by the intake pipe pressure sensor 54 is calculated (ΔP ← T
PTAGT-P), in step S203, the absolute value | ΔP | of the deviation ΔP is compared with a set value PS that gives a dead zone,
It is checked whether the actual supercharging pressure P is within the dead zone in the PI control of the supercharging pressure shown in FIG.

As a result, | ΔP | <PS (YES), and when the actual supercharging pressure P is within the dead zone for the target supercharging pressure TPTAGT, the routine proceeds to step S204.
The integration constant DI in PI control is set to 0 and (DI
← 0), and the proportional constant DP is set to 0 in step S205 (DP ← 0).

Then, in step S223, the boost pressure control duty solenoid valve D.D. The duty ratio DUTY of the duty signal output to SOL is set to the old value obtained during the previous routine execution by the integration constant D set in this routine.
I and the proportional constant DP are added to set a new value (D
(UTY ← DUTY + DI + DP), exit the routine.

On the other hand, in step S203, | ΔP | ≧ PS
(NO), and when the actual supercharging pressure P is outside the dead zone, the routine proceeds to step S206, the actual supercharging pressure P is compared with the target supercharging pressure TPTAGT, and the actual supercharging with respect to the target supercharging pressure TPTAGT is compared. Examine the magnitude relationship of pressure P. If P> TPTAGT in step S206 and the actual supercharging pressure P is higher than the target supercharging pressure TPTAGT outside the dead zone, the process proceeds to step S207 and subsequent steps, and step S208.
Through step S213, the duty ratio is reduced to reduce the actual boost pressure P.

In this duty ratio reduction process, first, in step S207, the magnitude relationship of the actual supercharging pressure P with respect to the target supercharging pressure TPTAGT is reversed, and the actual supercharging pressure P deviates outside the dead zone. The value of the reverse initial discrimination flag FD for discriminating is referred to. This reversal initial determination flag F
D is the actual boost pressure P when P> TPTAGT and FD = 0
Indicates that the dead zone is deviated for the first time after becoming higher than the target supercharging pressure TPTAGT, and FD = 1 is set by the processing of reducing the duty ratio.

Therefore, in step S207, FD =
0, that is, when the actual supercharging pressure P becomes higher than the target supercharging pressure TPTAGT and the dead zone deviates for the first time (P ≧ TPTAGT + PS), the process proceeds to step S211, and based on the absolute value of deviation | ΔP | The P-constant table shown in (a) is referred to, and the proportional constant decrement value PDOWNN that increases stepwise as the absolute value of the deviation | ΔP | increases is set.

Then, in step S212, a negative sign is added to the proportional constant decrement value PDOWN to set it as the proportional constant DP for skip correction (DP ← -PDOWN), and the integral constant DI is set to 0 in step S213 (DI ← 0). After setting the reverse initial determination flag FD (FD ← 1) in step S214, a new duty ratio DUTY is set in step S223 (DUTY ← DUTY + DI + D).
P), exit the routine.

Further, in step S207, FD = 1
If the duty ratio DUTY has already been reduced by the skip correction, the process proceeds to step S208, and the I constant table shown in FIG. 4B is referenced based on the absolute value of deviation | ΔP | Set the decrement value IDOWN.

The integration constant subtraction value IDOWN is shown in FIG.
As shown in, the proportional constant decrement value PDOWNN increases in a stepwise manner as the absolute value of the deviation | ΔP | increases, but the magnitude and the degree of increase are proportional to the proportional constant decrement value PDOWNN. Set smaller. Next, the process proceeds from step S208 to step S209, in which the integral constant decrement value IDOWN is attached with a minus sign and the integral constant DI is added.
(DI ← −IDOWN), the proportional constant DP is set to 0 in step S210 (DP ← 0), and the above-mentioned step S21 is performed.
After setting the reverse initial determination flag FD in 4 (FD ←
1), new duty ratio DUTY in step S223
To exit the routine.

On the other hand, in step S206, P ≦ TPTAG
If the actual supercharging pressure P is lower than the target supercharging pressure TPTAGT outside the dead zone, step S2
15, the duty ratio increase process is performed in steps S216 to S221 to increase the actual boost pressure P. In the processing of increasing the duty ratio, step S215
With reference to the value of the reversal initial determination flag FD, FD = 1, and the actual supercharging pressure P shifts from a state higher than the target supercharging pressure TPTAGT to a state lower than the dead zone for the first time (P ≦ TPTAGT-PS), step S21
9 and referring to the P minute table on the basis of the absolute value of deviation | ΔP |, the proportional constant increment value PUP which increases stepwise as the absolute value of deviation | ΔP | increases (see FIG. 4 (a)). ) Is set. Then, in step S220, the proportional constant increment value PUP is set as the proportional constant DP for skip correction (D
P ← PUP), the integration constant DI is set to 0 in step S221 (DI ← 0), and the inversion first-time discrimination flag FD is cleared in step S222 (FD ← 0), and then step S223.
Then, a new duty ratio DUTY is set and the routine exits.

Further, in step S215, FD = 0
If the duty ratio DUTY has already been increased by skip correction, the process proceeds to step S216, and the integral constant increment value IUP (see FIG. 4 (b ) See) is set. After proceeding to step S217, the integral constant increment value IUP is set to the integral constant DI (DI ← IUP), the proportional constant DP is set to 0 (DP ← 0) in step S218, and the inversion initial determination flag FD is cleared in step S222. (FD ← 0), a new duty ratio DUTY is set in step S223, and the routine exits. The integral constant increment value IUP increases stepwise in accordance with the increase of the absolute value of deviation | ΔP |, like the above-mentioned proportional constant increment value PUP, but the magnitude and the degree of increase are proportional constant increment values. P
It is set smaller than UP.

That is, as shown in FIG. 5, the actual boost pressure P
If the actual supercharging pressure P deviates from the dead zone with the actual supercharging pressure P higher than the target supercharging pressure TPTAGT (P ≧ TPTAGT + PS), first, the supercharging pressure control duty solenoid valve D. Set the duty ratio DUTY of the control drive signal to SOL to the proportional constant DP
(= PDOWN) is reduced at a time, the valve opening of the wastegate valve 30 is increased by a predetermined amount, and the boost pressure is reduced. Further, when the actual supercharging pressure P still deviates from the dead zone during the subsequent routine execution, the duty ratio DUTY is gradually decreased by the integral constant DI (= IDOWN) every routine execution, that is, each calculation cycle. By doing so, the valve opening degree of the waste gate valve 30 is increased little by little, and the supercharging pressure is controlled to converge to the target supercharging pressure TPTAGT.

Next, the actual supercharging pressure P is the target supercharging pressure TPTAG.
When the actual supercharging pressure P goes below the dead zone when the actual supercharging pressure P is lower than the target supercharging pressure TPTAGT (P ≦ TPTAGT-PS), first, the supercharging pressure control duty solenoid valve D. SOL duty ratio D
UTY is increased by a skip correction amount DP (= PUP) at a time, and the valve opening degree of the wastegate valve 30 is reduced by a predetermined amount to reduce the exhaust relief amount by the wastegate valve 30 and increase the supercharging pressure. Similarly, when the actual boost pressure P deviates from the dead zone during the subsequent routine execution, the duty ratio DUTY is gradually increased by the integral correction amount DI (= IUP) each time the routine is executed, that is, each calculation cycle. The valve opening degree of the waste gate valve 30 is further decreased little by little, and the supercharging pressure is controlled to converge to the target supercharging pressure TPTAGT.

Steps S201 to S22
The duty ratio DUT for normal supercharging pressure control
When Y is set, steps S106 to S10
7, the duty ratio DUT for the normal supercharging pressure control
Y is a duty solenoid valve for boost pressure control D. The duty ratio DUTY output to SOL is set, and the routine exits.

As described above, according to the present embodiment, when the economy switch 73 is turned on, the valve opening degree of the waste gate valve 30 is controlled to be fully open. Therefore, the supercharging pressure can be reduced, the exhaust resistance can be reduced, and the fuel consumption can be improved by reducing the pumping loss. In addition, the economy switch 73 is OF
When the F operation is performed, the waste gate valve 30 is set to a valve opening degree for adjusting the actual supercharging pressure to the target supercharging pressure.
Therefore, the normal supercharging state can be achieved, and the engine output can be improved.

As a result, when the driver wants to drive the engine with an emphasis on fuel consumption, the economy switch 73 is turned off.
By setting it to N, the wastegate valve 30 can be fully opened and the fuel consumption can be improved. Further, when the driver desires the engine operation in which the output is emphasized, the economy switch 73 is turned off so that the normal supercharging pressure control is performed and the engine torque can be improved. Therefore, when so-called sports driving is desired or when a strong engine brake is required when descending a slope, the economy switch 73 is turned off to improve the response of the engine output and the braking force of the engine brake. Can be achieved.

In the first embodiment, the ECU
In the valve timing control by 60, the valve overlap amount by which the intake valve 30 and the exhaust valve 31 are both opened by the valve timing control via the variable valve timing mechanism 32 is supercharged via the turbocharger 17. Change in consideration of boost pressure by pressure control. Then, when the wastegate valve opening control in which the supercharging pressure is hardly applied and is in the low speed range, the engine torque is improved by increasing the valve overlap amount.

The processing of the variable valve timing control by the ECU 60 will be described below with reference to the flowchart shown in FIG.

FIG. 6 shows a valve timing control routine executed by the ECU 60 at every predetermined cycle (predetermined time). In this routine, first, in step S301.
Then, referring to the value of the control mode flag FLG, it is checked whether or not the wastegate valve opening control for uniformly opening the wastegate valve 30 is being performed. As a result, if FLG = 1 (YES) and the wastegate valve opening control is in progress, the process proceeds from step S301 to step S304.
A target valve timing table TBLWB at the time of wastegate valve opening control, which determines the target valve timing at the time of wastegate valve opening control, is selected.

Then, in step S305, the wastegate valve opening control target valve timing table TBLWB is referenced with interpolation calculation based on the basic fuel injection pulse width Tp as the engine load and the engine speed NE, and the wastegate is referred to. Target valve timing (target displacement angle) VTTGT during valve opening control is set (VTT
GT ← TBLWB (Tp, NE)).

As a result of referring to the value of the control mode flag FLG in step S301, FLG = 0 (N
O), if the normal supercharging pressure control is being performed, step S3
02, the target valve timing table TBL during normal supercharging pressure control that determines the target valve timing during normal operation
Select NOR.

Then, in step S302, the normal supercharging pressure control target valve timing table TBLN is calculated based on the basic fuel injection pulse width Tp and the engine speed NE.
By referring to OR with interpolation calculation, the target valve timing VVTGT during normal boost pressure control is set (VVTG
T ← TBLNOR (Tp, NE)).

FIG. 7 is an explanatory view schematically showing the structure of the target valve timing table referred to in step S303 or step S305. As shown in FIG. 7, the target valve timing table is divided into four control regions according to the operating state based on the basic fuel injection pulse width Tp representing the engine load and the engine speed NE,
The target valve timing VTTGT is set to control the engine 1 in an optimum state.

In the low load and low speed idle region,
The target valve timing (advance amount) VTTGT is set to 0 °, and the opening / closing timing of the intake valve 30 is controlled to the most retarded state of the advance amount = 0 °, and the exhaust valve 31 and the intake valve 30 are controlled.
Stabilize idle rotation by eliminating overlap with. Further, in the medium load operation region, the target valve timing VTTGT is set to a small to medium advance amount, and the intake valve 30
The opening / closing timing of the valve is controlled to the advanced side, and the overlap amount between the exhaust valve 31 and the intake valve 30 is increased to increase the internal E
By increasing the GR rate, pumping loss of the engine 1 is reduced and fuel efficiency is improved.

Then, in the high load operation region, the target valve timing VTTGT is set to a large advance amount to control the opening / closing timing of the intake valve 30 to the advance side beyond the medium load region, and the exhaust valve 31 and the intake valve 30 are controlled. By further increasing the amount of overlap with, the charging efficiency and scavenging efficiency are improved, and the engine output is improved. Further, in the operation region of low load and high rotation, the target valve timing VTTGT is set to a small advance amount to control the opening / closing timing of the intake valve 30 on the retard side to reduce the valve overlap amount and prevent the engine 1 from over-rotating. To do.

Generally, it is possible to improve the engine torque by advancing the valve timing and increasing the valve overlap amount, but in the normal supercharging pressure control, the operation of the supercharger is performed. Therefore, if the valve overlap amount is increased in the low speed range, the exhaust gas discharged from the combustion chamber will flow back into the combustion chamber again, causing a decrease in volumetric efficiency and possibly causing deterioration of combustion. .
Therefore, the target valve timing table TB at the time of normal supercharging pressure control that is adopted at the time of normal supercharging pressure control of FLG = 0
The LNOR stores the valve timing with the advance amount limited in the low speed range.

On the other hand, during the wastegate valve opening control, the turbocharger 17 does not substantially perform the supercharging operation, and the exhaust pressure becomes lower than that in the normal supercharging pressure control. It is possible to increase the valve overlap amount as compared with the normal supercharging pressure control. Therefore, at the wastegate valve opening control, the target valve timing table T
As the valve timing stored in BLWB, a value that is relatively advanced relative to the target valve timing table TBLNOR during normal boost pressure control is stored.

The normal supercharging pressure control valve timing table TBLNOR and the wastegate valve opening control target valve timing table TBLWB respectively indicate the engine speed NE and the basic fuel injection pulse width Tp as an example of the engine load. As parameters, optimum valve timings are calculated in advance during normal supercharging pressure control and wastegate valve opening control by simulations or experiments, respectively, and these optimum valve timings are set as target valve timing VTTGT, and stored as a table in ROM. It is stored in a series of addresses.

The target valve timing VT is referred to by referring to the target valve timing table selected according to the control mode.
When TGT is set, the process proceeds to step S306, and based on the crank pulse output from the crank angle sensor 49 and the cam position pulse output from the cam position sensor 51R (51L), the intake camshaft 24 with respect to the crankshaft 23
The actual valve timing (actual displacement angle) VT of is calculated. To calculate the actual valve timing VT, specifically, the rotation time per unit angle is calculated from the engine speed NE calculated from the crank pulse, and the θ2 crank pulse is input to this time per unit angle rotation. To θ
The rotation phase of the intake cam position with respect to the reference crank angle by the θ2 crank pulse, that is, the crankshaft 2
It is performed by converting into a displacement angle VT of the intake camshaft 24 with respect to 3.

Next, in step S307, the holding current value IV of the oil flow control valve OCV41R (41L) is set.
A feedback current value (K × (VTTGT-VT)) obtained by multiplying the deviation between the target valve timing VTTGT and the actual valve timing VT by a proportional gain K is added to TH, and a control current value of the oil flow control valve OCV41R (41L) is added. Calculate IVT. Then, step S308
Then, the control current value IVT is set so that the control current according to the control current value IVT is output to the oil flow control valve OCV41R (41L) via the drive circuit 68, and the routine is exited.

The holding current value IVTH holds the spool 41g of the oil flow control valve OCV41R (41L) at a position where its land closes the A port 41a and the B port 41b, and advances the cylinder head 2 side. The side oil passage 39 and the retard side oil passage 40 are connected to the oil supply port 41c of the oil flow control valve OCV41L (41R),
By shutting off the drain ports 41d and 41f, the vane rotor 33 of the variable valve timing mechanism 32 is not displaced to the advance side or the retard side, and is a current for maintaining a steady state converged to a predetermined target valve timing. Value, oil flow control valve OCV41R of individual control system
It is learned every (41 L).

The oil flow control valve OCV41R
The control current value IVT of (41 L) is the holding current value IVTH
Is increased or decreased by a feedback current value (K × (VTTGT-VT)) according to the deviation between the target valve timing VTTGT and the actual valve timing VT (for example, IVT = 100 mA to 1000 mA), and the spool 4
The stroke of 1g is changed, and the advance side oil passage 39
Alternatively, the connection amount between the retard side oil passage 40 and the oil supply passage 45 and the advance amount side oil passage 39 or the connection amount between the retard side oil passage 40 and the drain passages 46 and 47 are 0 to 100.
The actual valve timing VT is feedback-controlled so that the actual valve timing VT converges to the target valve timing VTTGT.

That is, the target valve timing VTTG
When the actual valve timing VT is retarded with respect to T, the control current value IVT of the oil flow control valve OCV41R (41L) is increased and the spool 41g connects the advance side oil passage 39 and the oil supply passage 45. The amount and the connection amount between the retard side oil passage 40 and the drain passage 47 move in the direction of increasing. As a result, the oil pressure in the advance chamber 38a of the variable valve timing mechanism 32 rises and the oil pressure in the retard chamber 38b decreases, and the vane rotor 33 rotates in the clockwise direction (see FIG. 14), so that the intake cam pulley 28 receives the intake air. Rotational phase of the cam shaft 24, that is, the crank shaft 23
The rotational phase (displacement angle) of the intake cam shaft 24 is advanced with respect to, and the opening / closing timing of the intake valve 30 driven by the intake cam 24a of the intake cam shaft 24 is advanced.

On the contrary, the target valve timing VTT
When the actual valve timing VT is advanced with respect to GT, the control current value IVT of the oil flow control valve OCV41R (41L) is decreased, and the spool 41g connects the retard side oil passage 40 and the oil supply passage 45. The amount and the amount of connection between the advance side oil passage 39 and the drain passage 46 are increased. As a result, the oil pressure in the advance chamber 38a of the variable valve timing mechanism 32 decreases and the oil pressure in the retard chamber 38b increases, causing the vane rotor 33 to rotate counterclockwise (see FIG. 15), and the intake cam pulley 28
Of the intake cam shaft 24 relative to the crankshaft 23, that is, the rotational phase (displacement angle) of the intake cam shaft 24 with respect to the crankshaft 23 is retarded, and the opening / closing timing of the intake valve 30 driven by the intake cam 24a of the intake cam shaft 24 is delayed. Be horned.

When the actual valve timing VT converges to the target valve timing VTTGT (VTTGT =
VT), the feedback current value becomes 0, and the spool 41g of the oil flow control valve OCV41R (41L) moves to a position where the advance side oil passage 39 and the retard side oil passage 40 are closed, and the variable valve timing mechanism 32 of the variable valve timing mechanism 32 moves. The vane rotor 33 is stopped and held.

According to the above valve timing control, when the wastegate valve 30 is uniformly opened, the wastegate valve opening control is performed in the low speed range, the valve overlap amount is larger than that in the normal supercharging pressure control. Is increased, the engine torque can be increased in the low speed range without deteriorating the fuel consumption.

(Second Embodiment) The second embodiment will be described below. The detailed description of the same configurations and contents as those of the first embodiment will be omitted.

A feature of the present embodiment is that the control mode of the wastegate valve 30 is selected not only manually by the economy switch 73, but also automatically according to the engine operating state and the vehicle running state. Further, when the control mode is changed from the wastegate valve opening control to the normal supercharging pressure control, the switching is performed smoothly.

In the wastegate valve control routine in the second embodiment, as shown in FIG. 8, first, in step S401, it is determined whether or not the economy switch 73 has been turned ON. And the economy switch 7
When 3 is operated to be ON (YES), the process proceeds to step S410 to execute the control according to the wastegate valve opening control mode, and the control mode flag FLG is set (F
LG ← 1), and the control mode switching determination flag FLGINI is set in step S411 (FLGINI ← 1). The control mode switching determination flag FLGINI is a flag for determining the switching from the wastegate valve opening control mode to the normal supercharging pressure control mode, and is cleared by the control mode switching control routine of FIG. 10 described later. .

On the other hand, when it is determined in step S401 that the economy switch 73 is turned off (NO), the control mode is selected in consideration of various conditions such as the engine operating state and the like in step S402 and subsequent steps. Proceed to.

In step S402, the control mode flag FLG is set based on the engine operating state. FIG. 9 is an explanatory diagram of the control mode map referred to in step S402. The control mode map is used when selecting a control mode according to the engine operating state, and a wastegate valve opening control region (full opening control region) is provided on the side where the intake pipe pressure P and the engine speed NE are low. The normal boost pressure control region is set on the side where the intake pipe pressure P and the engine speed NE are set higher. This control mode map is referred to based on the intake pipe pressure P and the engine speed NE, and when the engine operating state is in the wastegate valve opening control region, the control mode flag FLG is set (FLG ←
1) If it is in the normal boost pressure control region, the control mode flag FLG is cleared (FLG ← 0).

In step S402, the control form flag FLG
When the value of is set, the control mode is automatically selected based on a predetermined condition such as the running state of the vehicle.
Proceed to 403 onward. In step S403, it is determined whether or not constant vehicle speed traveling control for allowing the vehicle to travel at a constant vehicle speed, so-called cruise control, is being performed. C is for whether cruise control is being performed.
It is determined based on the control data from the CU 90. Here, when the cruise control is being performed (YES), it can be determined that the vehicle is traveling at a constant speed and supercharging is unnecessary. Therefore, in such a case, the process proceeds to step S410 to execute the wastegate valve opening control.

On the other hand, if it is determined in step S403 that the cruise control is not in progress (NO), it is determined whether or not the engine is in a condition requiring supercharging.
The process proceeds to step S404 and thereafter.

First, steps S404 and S4.
At 05, it is determined whether the vehicle is accelerating. In step S404, the throttle opening speed ΔTHV indicating the depression speed of the throttle pedal (not shown) is calculated. The throttle opening speed ΔTHV is calculated by the amount of change in the throttle opening per unit time. Then, in step S405, the preset acceleration determination threshold THVS is set.
Compare with. Here, when the throttle opening speed ΔTHV is larger than the acceleration determination threshold THVS (YES), it can be determined that the vehicle is accelerating and it is necessary to obtain appropriate acceleration. Therefore, in order to execute the control in the normal supercharging pressure control mode capable of obtaining an appropriate supercharging pressure, the process proceeds to step S409, and the process for clearing the control mode flag FLG is performed.

On the other hand, if the throttle opening speed ΔTHV is less than or equal to the acceleration determination threshold THVS (NO) in step S405, the process proceeds to step S406.

In step S406, it is determined whether or not the vehicle is in a starting state. Here, the vehicle speed VSP detected by the vehicle speed sensor 59 is compared with a preset start determination value VSPS. In this embodiment, the start determination value VSPS is set to 20 km / h.
When the vehicle speed VSP is faster than the start determination value VSPS (YES), it can be determined that the vehicle is in the start state and supercharging is necessary. Therefore, in order to execute the control in the normal supercharging pressure control mode, the process proceeds to step S409,
A process of clearing the control mode flag FLG is performed.

If the vehicle speed VPS is equal to or lower than the start determination value VSPS in step S406 (NO), the process proceeds to step S407. In step S407, it is determined whether the shift position of the automatic transmission 87 detected by the inhibitor switch 84 is shifted to the low speed range of the first speed or the second speed. If it is shifted to the low speed range (YES), it is determined that supercharging is necessary, and the routine proceeds to step S409 to execute the normal supercharging pressure control,
The control form flag FLG is cleared. Also, step S
In 407, if the shift position of the automatic transmission 87 is in a range other than the low speed range, for example, in the high speed range or the neutral range (NO), after the step S412 while maintaining the value of the control mode flag FLG set in S402. move on.

After step S412, step S4
A process of selecting the control mode of the wastegate valve 30 is performed based on the control mode flag FLG determined by the processes of 01 to step S411.

First, in step S412, it is determined whether the control mode flag FLG is set, and the FLG is set.
If YES (YES), the process proceeds to step S413 to perform control according to the waste gate valve opening control mode, and the boost pressure control duty solenoid valve D.D. Set the duty ratio DUTY of the duty signal output to SOL to 0%
Set to (DUTY ← 0%).

If FLG = 0 in step S412 (NO), the flow advances to step S414 to select control in the normal supercharging pressure control mode. Step S41
In 4, it is determined whether FLGINI = 1, that is, whether the control mode is in the process of shifting from the wastegate valve opening control mode to the normal boost pressure control mode.

In step S414, the flag FLGINI =
When it is 0 (NO), it is determined that the transition from the wastegate valve opening control mode to the normal supercharging pressure control mode is completed, and the process proceeds to step S415, where the normal supercharging pressure control mode is used. Execute control. The control of the waste gate valve 30 according to the normal supercharging pressure control mode is the same as the content described in the first embodiment, and therefore detailed description thereof will be omitted (step S106 in FIG. 1 and FIG. 2). See flow chart).

In step S414, FLGINI =
When it is 1 (YES), it is determined that the wastegate valve opening control mode is in the process of shifting to the normal supercharging pressure control mode, and the process proceeds to step S416 to execute the control mode switching control.

In the control mode switching control of step S416, when the wastegate valve 30 is abruptly closed when switching from the wastegate valve opening control mode to the normal supercharging pressure control mode, the supercharging pressure rises rapidly. Since a torque shock may occur, the valve opening degree of the wastegate valve 30 is controlled to be gradually closed to prevent the torque shock from occurring.

FIG. 10 shows a control mode switching control routine. First, in step S501, the target boost pressure table T is calculated based on the engine speed NE and the throttle opening THV.
The target supercharging pressure TPTAGT is set by referring to BL with interpolation calculation (TPTAGT ← TBL (NE, THV)).
Then, in step S502, a deviation ΔP between the target supercharging pressure TPTAGT and the intake pipe pressure (actual supercharging pressure) P detected by the intake pipe pressure sensor 54 is obtained (ΔP ← TPTAGT-
P), the deviation ΔP and the target boost pressure TPT in step S503.
The set value PSET for determining the convergence to AGT is compared. As a result, when ΔP ≦ PSET, it is determined that the actual supercharging pressure P is within the range converged to the target supercharging pressure TPTAGT, that is, the transition of the control mode is completed, and the normal supercharging pressure control mode is used. In order to execute the control, the process proceeds to step S504, and the control mode switching determination flag FLGIN
Clear I (FLGINI ← 0) and exit the routine.

On the other hand, when ΔP> PSET, it is determined that the actual supercharging pressure P is not within the convergence range with respect to the target supercharging pressure TPTAGT, and control is performed to gradually close the valve opening degree of the wastegate valve 30. Therefore, the process proceeds to step S505 and thereafter. In step S505, the duty ratio increase rate setting map is referred to based on the deviation ΔP, and the duty ratio D
The increased value R of UTY is set, and in step S506, the boost pressure control duty solenoid valve D.D. The duty ratio DUTY of the duty signal with respect to the output is added to the SOL, and a new value is set by adding the increase value R set in this routine to the old value obtained in the previous routine execution (DUTY ← D
UTY + R), exits the routine. The duty ratio increase rate setting map is stored in the ROM 62 in advance, and the increase value R increases as the deviation ΔP increases as shown in step S505, and the actual boost pressure P and the target boost pressure P increase. The larger the deviation ΔP from TPTAGT is, the larger the moving speed for closing the wastegate valve 30 is set, and the smaller the deviation ΔP is, the more wastegate valve 3 is set.
A value of 0 that reduces the closing moving speed is set.

Steps S501 to S50 described above
When the duty ratio DUTY is set by the control mode switching control routine of No. 6, the process of step S416 of the waste gate valve control routine shown in FIG. 8 ends. Then, in step S417, the duty ratio D set by the processing in steps S401 to S416 is set.
UTY is a duty solenoid valve D.D. for boost pressure control. SO
The duty ratio DUTY of the duty signal output to L is set and the routine exits. As a result, the boost pressure control duty solenoid valve D. The control pressure regulated by SOL is the actuator 2 for operating the wastegate valve.
It is supplied to the zero pressure chamber, and the waste gate valve 30 is adjusted appropriately.

The time chart of FIG. 11 shows changes in the intake pipe pressure P, the duty ratio DUTY, and the valve opening degree of the wastegate valve 30 by the processing of the control mode switching control routine of FIG. 8 and step S416. When the engine operating state shifts from the wastegate valve opening control region to the normal supercharging pressure control region (FLG = 1 → 0), the control mode switching control is started, and the duty ratio DUTY increases from 0% by an increment value R. (See FIG. 11B), the waste gate valve 30 is gradually moved in the closing direction (FIG. 11).
(See (c)).

By moving the waste gate valve 30 in the closing direction, the amount of exhaust gas flowing into the turbine 17a side of the turbocharger 17 is gradually increased. Then, the actual supercharging pressure P gradually increases as the amount of inflow of the exhaust gas increases, and approaches the target supercharging pressure TPTAGT (see FIG. 11A). Then, when it falls within the range of the set value PSET, it is determined that the target boost pressure has converged (FLGINI = 1 →
0), normal supercharging pressure control for maintaining the actual supercharging pressure P at the target supercharging pressure TPTAGT is executed.

By this control mode switching control, the supercharging pressure P
Rises smoothly and shifts to normal supercharging pressure control. Therefore, when the control mode is changed from the waste gate valve opening control to the normal supercharging pressure control, the supercharging of the engine 1 can be performed within a range where torque shock does not occur, and the actual supercharging pressure P
Can be appropriately converged to the target supercharging pressure TPTAGT.

According to the above-described second embodiment, the wastegate valve opening control and the normal supercharging pressure control are manually switched by operating the economy switch 73 and automatically according to the engine operating condition. Therefore, for example, even when the driver selects the engine operation in which the economy switch 73 is turned off and the output is emphasized (normal supercharging pressure control mode), the wastegate valve is automatically opened during cruise control. The control mode is changed to control, and fuel consumption can be improved.

Further, even when the economy switch 73 is turned on to select the engine operation which emphasizes the improvement of fuel consumption (the wastegate valve opening control mode),
When the vehicle is in a condition that satisfies certain conditions, such as during acceleration or when the vehicle is starting, the control mode is automatically changed to normal supercharging pressure control to quickly raise the supercharging pressure to ensure proper acceleration and vehicle performance. Startability can be secured.

Further, during the transition from the wastegate valve opening control mode to the normal supercharging pressure control mode, the duty ratio DUTY is gradually increased to gradually increase the valve opening of the wastegate valve 30. The control mode switching control for moving in the closing direction is executed. As a result, when switching from the wastegate valve opening control mode to the normal supercharging pressure control mode, it is possible to prevent the occurrence of a torque shock and quickly raise the supercharging pressure to ensure an appropriate engine torque. .

In the wastegate valve control routine in the second embodiment, the economy switch 7 is used.
Although the case where both the manual switching using 3 and the automatic switching that automatically switches the control mode according to the engine operating state are performed has been described, the economy switch 73 may be omitted and only the automatic switching may be performed.

Further, in the second embodiment, the case where the transmission of the vehicle is the automatic transmission 87 has been described as an example, but a manual transmission may be used. In the case of a manual transmission, in the shift position determination of step S407 in the wastegate valve control routine of FIG. 8, the quotient value obtained by dividing the vehicle speed VSP by the engine speed is RO.
It is determined whether or not the value is smaller than the set value SET2 stored in M62 in advance. And (VS
If (P / NE) <SET2 (YES), it is determined that the shift position of the manual transmission is on the low speed stage side, the process proceeds to step S409, normal boost pressure control is performed, and (VSP / NE) ≧ SET2 If (NO), it is determined that the shift position of the manual transmission is on the high speed stage side, and the process proceeds to step S412 and thereafter. Accordingly, even if the vehicle has a manual transmission, the control mode can be automatically switched.

Further, in the above-described first and second embodiments, the case where the engine has the variable valve timing mechanism has been described as an example, but the present invention can also be applied to an engine that does not have the variable valve timing mechanism.

[0145]

As described above, according to the invention of claim 1, the normal supercharging pressure control mode and the wastegate valve opening control mode for uniformly controlling the opening of the wastegate valve by operating the selection switch are provided. Select either one arbitrarily,
The valve opening degree of the waste gate valve can be controlled by the selected control mode. Therefore, for example, by selecting the wastegate valve opening control mode, it is possible to reduce the supercharging pressure, reduce the exhaust resistance, reduce the pumping loss, and perform the engine operation with an emphasis on the improvement of fuel consumption. Further, by selecting the normal supercharging pressure control mode, supercharging by the supercharger can be performed, and engine operation can be performed with emphasis on output.

According to the second aspect of the present invention, one of the wastegate valve opening control mode in which the wastegate valve is uniformly opened and controlled in accordance with a predetermined condition and the normal boost pressure control mode are selected, and the selection is made. The valve opening degree of the waste gate valve is controlled by the control mode thus set. As a result, for example, during acceleration when the engine torque is momentarily required or during vehicle start-up, the normal boost pressure control mode is automatically selected to secure an appropriate engine torque, and during low load operation such as constant speed running. The fuel consumption can be improved by automatically selecting the wastegate valve opening control mode.

According to the third aspect of the invention, when the control mode is switched from the wastegate valve opening control mode to the normal boost pressure control mode, the wastegate valve is gradually moved from the open state to the closing direction. Therefore, the supercharging pressure can be gradually increased. This suppresses a rapid increase in supercharging pressure, suppresses the occurrence of torque shock, and prevents deterioration of traveling performance when switching the control means.

According to the fourth aspect of the present invention, during the control by the wastegate valve opening control mode, the opening / closing timing of the intake valve is advanced to increase the overlap amount with the exhaust valve, so in the low speed range. The engine torque can be improved.

According to the fifth aspect of the present invention, the selection control means determines that the engine torque enough to supercharge is unnecessary while the constant vehicle speed running control is being performed, and the waste gate valve opening control means controls the selection control means. Is automatically selected,
It can reduce the boost pressure to reduce the exhaust resistance,
Fuel consumption can be improved by reducing pumping loss.

According to the sixth aspect of the present invention, the selection control means automatically selects the normal supercharging pressure control mode when the vehicle is in an accelerating state. Therefore, the supercharging pressure is quickly raised to increase the engine torque. You can raise and get the proper acceleration.

According to the seventh aspect of the present invention, the selection control means automatically selects the normal boost pressure control mode when the vehicle is in a starting state. Therefore, the boost pressure is quickly raised to increase the engine torque. It is possible to raise the vehicle and ensure a smooth start of the vehicle.

According to the eighth aspect of the present invention, the selection control means automatically selects the normal boost pressure control mode when the gear ratio of the transmission is set to the low speed side. The response can be improved and the braking force of the engine brake can be improved by increasing the exhaust resistance.

According to the ninth aspect of the present invention, in addition to automatically selecting the normal supercharging pressure control mode and the wastegate valve opening control mode based on predetermined conditions, the driver operates the changeover switch. When the normal supercharging pressure control mode is selected, the normal supercharging pressure control mode is forcibly selected regardless of the predetermined condition, so that, for example, the driver wants engine operation that emphasizes output such as sports driving. Or when demanding greater engine braking,
The normal boost pressure control can always be selected.

[Brief description of drawings]

FIG. 1 is a flowchart of a wastegate valve control routine according to a first embodiment.

FIG. 2 is a flowchart of a normal supercharging pressure control routine.

FIG. 3 is a diagram for explaining the relationship between the duty ratio and the valve opening degree of the waste gate valve in the same as above.

FIG. 4 is an explanatory diagram of a P minute table and an I minute table.

FIG. 5 is an explanatory diagram of a supercharging pressure feedback control state of the above.

FIG. 6 is a flowchart of a valve timing control routine same as above.

FIG. 7 is an explanatory diagram showing a control region of valve timing in the same as above.

FIG. 8 is a flow chart of a wastegate valve control routine in the second embodiment.

FIG. 9 is an explanatory diagram of a control mode map referred to in step S402 above.

FIG. 10 is a flowchart of a control mode switching control routine same as above.

FIG. 11 is a time chart for explaining switching of control modes of the above.

FIG. 12 is an overall configuration diagram of an engine in the first and second embodiments.

FIG. 13 is a schematic configuration diagram of a variable valve timing mechanism of the above.

14 is an explanatory view showing the most advanced state of the variable valve timing mechanism in the section taken along the line AA of FIG.

FIG. 15 is an explanatory view showing the most retarded state of the variable valve timing mechanism in the section taken along the line AA of FIG.

FIG. 16 is an explanatory diagram showing changes in the valve timing of the intake valve with respect to the exhaust valve.

FIG. 17 is a front view of a crank rotor and a crank angle sensor of the above.

FIG. 18 is a rear view of the intake cam pulley of the above.

FIG. 19 is a front view of the cam rotor and the cam position sensor of the above.

FIG. 20 is a time chart showing a relationship among a crank pulse, a cylinder discrimination pulse, and a cam position pulse.

FIG. 21 is a circuit configuration diagram of the electronic control system of the above.

[Explanation of symbols]

1 engine 17 turbocharger (supercharger) 30 wastegate valve 60 electronic control unit (selection control means) 73 economy switch (selection switch) NE engine speed P actual boost pressure TPTAGT target boost pressure THV throttle opening VSP Vehicle speed VSPS Start determination value TBLNOR Target valve timing table during normal boost pressure control TBLWB Target valve timing table during wastegate valve opening control

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F02D 13/02 F02D 23/00 K 23/00 P 29/00 C 29/00 29/02 301A 29/02 301 F02B 37/12 301A 301H F-term (reference) 3G005 EA16 FA04 GA02 GB28 GD02 GD21 GE01 GE09 HA09 JA02 JA05 JA24 JA28 JA39 JB02 JB09 JB11 JB17 3G092 AA01 AA11 AA15 AA18 DA01 DA08 DA12 DB03 DC12 DF04 DF09 DG05 DG06 DG09 EA01 EA02 EA03 EA04 EA08 EA11 EA22 EB02 EB03 EC01 EC08 FA01 FA03 FA04 FA06 FA24 FA34 GA06 GA12 GA17 GB01 GB04 GB09 HA01Z HA05Z HA07Z HA13X HA13Z HA16X HA16Z HC05Z HE03Z HE05Z HE08Z CAT12 CA06 BA05 CA06 BA06 BA06 BA15 BA06 BA06 BA15 BA06 BA15 BA06 BA15 BA06 BA10 BA08 BA02 BA02 BA10 BA08 BA02 BA15 BA06 BA10 BA08 BA02 BA15 BA06 BA15 BA06 BA10 BA06 BA15 BA06 BA15 BA06 BA10 DA09 DB05 DB10 DB11 EA14 EA15 EC04 EC05 FA04 FA14 FB01 FB02

Claims (9)

[Claims] 1. A control device for an engine with a supercharger having a wastegate valve, wherein a selection switch which can be selectively switched by a manual operation, and a wastegate which uniformly controls the opening of the wastegate valve by selecting the selection switch. Gate valve opening control mode,
Any one of normal supercharging pressure control modes in which the actual supercharging pressure supercharged to the engine is controlled to a target supercharging pressure set according to the engine operating state by adjusting the valve opening of the wastegate valve. And a selection control means for controlling the valve opening degree of the waste gate valve according to the selected control mode. 2. A control device for an engine with a supercharger having a wastegate valve, wherein a wastegate valve opening control mode for uniformly opening and controlling the wastegate valve according to a predetermined condition, and the wastegate valve. Select one of the normal supercharging pressure control mode for controlling the actual supercharging pressure to be supercharged to the engine by adjusting the valve opening degree of the target supercharging pressure set according to the engine operating state, A control device for an engine with a supercharger, comprising selection control means for controlling the valve opening of the waste gate valve according to the selected control mode. 3. The switching control for gradually moving the waste gate valve in the closing direction when the selection control means determines to switch the waste gate valve opening control mode to the normal supercharging pressure control mode. The control device for an engine with a supercharger according to claim 2, further comprising switching control means for performing the switching. 4. A variable valve timing mechanism for varying the opening / closing timing of an intake valve and an exhaust valve of the engine; and the normal supercharging when the wastegate valve opening control mode is selected by the selection control means. 3. A variable valve timing control means for advancing the opening / closing timing of the intake valve and increasing the valve overlap amount with the exhaust valve as compared with when the pressure control mode is selected. 3. A control device for an engine with a supercharger according to item 3. 5. The engine is mounted on a vehicle as a prime mover, the vehicle has a constant vehicle speed traveling control means for controlling the vehicle to travel at a constant vehicle speed, and the selection control means has the constant vehicle speed traveling control. 5. When the constant vehicle speed traveling control is being performed by the means, the wastegate valve opening control mode is selected to control the valve opening degree of the wastegate valve. A control device for an engine with a supercharger according to. 6. The vehicle has acceleration state detecting means for detecting whether or not the vehicle is in an accelerating state, and the selection control means determines that the vehicle is in an accelerating state by the acceleration state detecting means. The engine with a supercharger according to claim 2, wherein when it is detected, the normal supercharging pressure control mode is selected to control the valve opening degree of the wastegate valve. Control device. 7. The vehicle has a vehicle starting state detecting means for detecting whether or not the vehicle is in a vehicle starting state, and the selection control means has the vehicle starting state detecting means for starting the vehicle of the vehicle. 7. The supercharger according to claim 2, wherein when the state is detected, the normal supercharging pressure control mode is selected to control the opening degree of the wastegate valve. Engine control device. 8. The vehicle includes a transmission capable of changing a gear ratio setting between a low speed side and a high speed side, and a gear ratio detecting means for detecting a gear ratio setting state of the transmission. When the speed change ratio detecting means detects that the speed change ratio of the transmission is set to a low speed side, the selection control means selects the normal supercharging pressure control mode and selects the valve of the waste gate valve. The control device for an engine with a supercharger according to any one of claims 2 to 7, which controls an opening degree. 9. The vehicle has a selection switch which is provided at a position near a driver's seat of the vehicle and which can be selectively switched by a driver's operation, and the selection control means controls the normal supercharging pressure by the selection switch. 3. When the mode is selected, the normal supercharging pressure control mode is forcibly selected to control the valve opening degree of the wastegate valve regardless of the predetermined condition. 9. A control device for an engine with a supercharger according to any one of 8.