JP2005299513A - Internal combustion engine, control device for internal combustion engine, and control method for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To rapidly raise a supercharging pressure in acceleration while suppressing the deterioration in fuel consumption. <P>SOLUTION: This internal combustion engine 100 comprises a turbocharger 50 as a supercharger, is mounted on a vehicle, and is used as the power source of the vehicle. Also, the intention to accelerate of a driver of the vehicle on which the internal combustion engine is mounted is detected, and when the intention to accelerate of the driver is detected before the acceleration of the vehicle, an alternator 60 mounted on the vehicle, a compressor 61 for an air conditioner 61A for vehicle, and other auxiliary equipment are connected to the internal combustion engine 100. Then, the supercharging pressure of the turbocharger 50 is increased by driving the auxiliary equipment by the internal combustion engine 100. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an internal combustion engine including a supercharger, and more specifically, an internal combustion engine capable of quickly increasing a supercharging pressure during acceleration while suppressing deterioration of fuel consumption, and a control device for the internal combustion engine, The present invention also relates to a method for controlling an internal combustion engine.

  A technique for obtaining a high output from an internal combustion engine by increasing the intake air amount of the internal combustion engine with a supercharger has been well known. In the so-called turbocharger that drives the supercharger using the exhaust gas of the internal combustion engine, there is a problem that it takes a certain amount of time until the boost pressure rises once the rotational speed of the internal combustion engine drops. As a result, for example, in the case of reacceleration after deceleration, there is a problem that drivability is deteriorated as a result of the output of the internal combustion engine not rapidly increasing due to the fact that the supercharging pressure does not rapidly increase. In order to solve such a problem, Patent Document 1 discloses that a so-called electric assist turbo is used to force the electric motor even if the electric motor is stopped even if it is determined that supercharging by the electric motor is necessary. A technique for supercharging is disclosed.

JP 2003-269180 A

  However, the technique disclosed in Patent Document 1 cannot be applied to a supercharger that does not include an electric assist, and the above problem cannot be solved for an internal combustion engine that includes such a supercharger. In this case, it is possible to increase the supercharging pressure of the supercharger by increasing the engine speed, but the internal combustion engine is operated under conditions of high speed and light load, so the fuel consumption rate is poor. The internal combustion engine will be operated under conditions, leading to a deterioration in fuel consumption. Therefore, the present invention has been made in view of the above, and an internal combustion engine and a control device for an internal combustion engine that can quickly increase the supercharging pressure during acceleration while suppressing deterioration in fuel consumption, and an internal combustion engine It is an object to provide a control method.

  In order to solve the above-described problems and achieve the object, an internal combustion engine according to the present invention is an internal combustion engine that includes a supercharger and is mounted on a vehicle and serves as a power source for the vehicle. When the acceleration intention of the driver of the vehicle is detected, the load is increased by driving an auxiliary device mounted on the vehicle, and the supercharging pressure of the supercharger is increased. .

  When the driver's intention to accelerate is detected, this internal combustion engine increases the load and increases the supercharging pressure by driving an auxiliary device mounted on the vehicle. As a result, the internal combustion engine is operated under low-rotation and high-load operating conditions, so that it can be operated under conditions with a good fuel consumption rate, and deterioration of fuel consumption can be suppressed. Further, since the increase in the output of the internal combustion engine due to the load increase can be recovered by the auxiliary machine, deterioration of fuel consumption can be suppressed. As a result, the acceleration performance can be improved by quickly increasing the supercharging pressure while suppressing deterioration of fuel consumption.

  The internal combustion engine according to the present invention is characterized in that in the internal combustion engine, the auxiliary machine is a generator.

  Since this internal combustion engine has the configuration of the internal combustion engine, the same operation and effect as the internal combustion engine are achieved. Further, in this internal combustion engine, a power generator is used as an auxiliary machine, and an increase in the output of the internal combustion engine due to an increase in load is recovered as easy-to-use electrical energy. be able to.

  The internal combustion engine according to the present invention is characterized in that, in the internal combustion engine, it is determined that the intention to accelerate is detected when the braking of the vehicle is released.

  Since this internal combustion engine has the configuration of the internal combustion engine, the same operation and effect as the internal combustion engine are achieved. Further, in this internal combustion engine, when the braking of the vehicle is released, it is determined that the intention to accelerate is detected, so that the intention to accelerate can be detected easily and reliably.

  The internal combustion engine according to the next aspect of the present invention is characterized in that in the internal combustion engine, the driving of the auxiliary machine is stopped upon the start of acceleration of the vehicle.

  Since this internal combustion engine has the configuration of the internal combustion engine, the same operation and effect as the internal combustion engine are achieved. Further, in this internal combustion engine, when the acceleration of the vehicle is started, the driving of the auxiliary machine by the internal combustion engine is stopped, so that it is possible to smoothly shift to acceleration while suppressing fuel consumption.

  A control device for an internal combustion engine according to the present invention includes a supercharger and controls an internal combustion engine that is mounted on a vehicle and serves as a power source of the vehicle, and is intended to accelerate the driver of the vehicle. When the acceleration intention detection unit to detect and the acceleration intention detection unit detects the driver's intention to accelerate before the acceleration of the vehicle, the auxiliary machine mounted on the vehicle is driven by the internal combustion engine to And a supercharging pressure increasing portion that increases the supercharging pressure of the supercharger.

  When the control device for the internal combustion engine detects the driver's intention to accelerate, the auxiliary machine mounted on the vehicle is driven by the internal combustion engine to increase the load on the internal combustion engine and increase the supercharging pressure. As a result, the internal combustion engine is operated under low-rotation and high-load operating conditions, so that it can be operated under conditions with a good fuel consumption rate, and deterioration of fuel consumption can be suppressed. Further, since the increase in the output of the internal combustion engine due to the load increase can be recovered by the auxiliary machine, deterioration of fuel consumption can be suppressed. As a result, the acceleration performance can be improved by quickly increasing the supercharging pressure while suppressing deterioration of fuel consumption.

  The internal combustion engine control apparatus according to the present invention is characterized in that, in the internal combustion engine control apparatus, the acceleration intention detection unit determines that the acceleration intention is detected when braking of the vehicle is released. And

  Since this internal combustion engine control apparatus has the configuration of the internal combustion engine control apparatus, the same operation and effect as the internal combustion engine control apparatus are achieved. Furthermore, since the control device for the internal combustion engine determines that the intention to accelerate is detected when the braking of the vehicle is released, the intention to accelerate can be detected easily and reliably.

  The internal combustion engine control apparatus according to the present invention is characterized in that, in the internal combustion engine control apparatus, the acceleration intention detection unit stops driving the auxiliary machinery upon receiving the acceleration start of the vehicle.

  Since this internal combustion engine control apparatus has the configuration of the internal combustion engine control apparatus, the same operation and effect as the internal combustion engine control apparatus are achieved. Further, in this control device for an internal combustion engine, when the acceleration of the vehicle is started, the driving of the auxiliary machine is stopped, so that it is possible to smoothly shift to acceleration while suppressing fuel consumption.

  A control method for an internal combustion engine according to the present invention is a procedure for detecting an acceleration intention of a driver of a vehicle when controlling the internal combustion engine which is equipped with a supercharger and which is mounted on the vehicle and serves as a power source of the vehicle. And a procedure for increasing the supercharging pressure of the supercharger by driving an auxiliary machine mounted on the vehicle with the internal combustion engine when the driver's intention to accelerate is detected before the vehicle is accelerated. , Including.

  In this internal combustion engine control method, when the driver's intention to accelerate is detected, an auxiliary machine mounted on the vehicle is driven by the internal combustion engine to increase the load of the internal combustion engine and increase the supercharging pressure. As a result, the internal combustion engine is operated under low-rotation and high-load operating conditions, so that it can be operated under conditions with a good fuel consumption rate, and deterioration of fuel consumption can be suppressed. Further, since the increase in the output of the internal combustion engine due to the load increase can be recovered by the auxiliary machine, deterioration of fuel consumption can be suppressed. As a result, the acceleration performance can be improved by quickly increasing the supercharging pressure while suppressing deterioration of fuel consumption.

  The internal combustion engine control method according to the present invention is characterized in that, in the internal combustion engine control method, it is determined that the intention to accelerate is detected when the braking of the vehicle is released.

  Since this internal combustion engine control method has the configuration of the internal combustion engine control method, the same operation and effect as the internal combustion engine control method are achieved. Furthermore, since the control method for the internal combustion engine determines that the intention to accelerate is detected when the braking of the vehicle is released, the intention to accelerate can be detected easily and reliably.

  The internal combustion engine control method according to the present invention is characterized in that in the internal combustion engine control method, the driving of the auxiliary machine by the internal combustion engine is stopped in response to the start of acceleration of the vehicle.

  Since this internal combustion engine control method has the configuration of the internal combustion engine control method, the same operation and effect as the internal combustion engine control method are achieved. Further, in this control method for an internal combustion engine, the driving of the auxiliary machine is stopped upon the start of acceleration of the vehicle, so that it is possible to smoothly shift to acceleration while suppressing fuel consumption.

  INDUSTRIAL APPLICABILITY The internal combustion engine, the control device for the internal combustion engine, and the control method for the internal combustion engine according to the present invention have an effect that the supercharging pressure can be quickly increased at the time of acceleration while suppressing deterioration of fuel consumption.

  Hereinafter, the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by the Example demonstrated below. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same. The present invention can be preferably applied to an internal combustion engine including a supercharging device, and is particularly preferable for an internal combustion engine mounted on a vehicle such as a passenger car, a bus, or a truck.

  Embodiment 1 relates to an internal combustion engine that includes a supercharger and is mounted on a vehicle. When the driver's intention to accelerate is detected before the vehicle is accelerated, the internal combustion engine that is mounted on the vehicle by the internal combustion engine. The engine is driven to increase the output of the internal combustion engine, thereby increasing the supercharging pressure of the supercharger. First, the configuration of the internal combustion engine according to the first embodiment will be described.

  FIG. 1 is an explanatory diagram illustrating an example of an internal combustion engine according to the first embodiment and an auxiliary machine of a vehicle in which the internal combustion engine is mounted. FIG. 2 is a cross-sectional view of one cylinder included in the internal combustion engine according to the first embodiment. First, the configuration of the internal combustion engine according to this embodiment will be described with reference to FIGS. As shown in FIG. 1, the internal combustion engine 100 according to the first embodiment includes four cylinders 1s. The internal combustion engine 100 is mounted on a passenger car, truck, or other vehicle and serves as a power source for the vehicle. As shown in FIG. 2, the piston 5 reciprocates in the cylinder 1 s, and the reciprocating motion of the piston 5 is converted into rotational motion by the crankshaft 6. As described above, the internal combustion engine 100 according to the first embodiment is a reciprocating internal combustion engine including a plurality of cylinders. However, the present invention can be applied to any internal combustion engine having a supercharger, regardless of whether it is a single cylinder or multiple cylinders. Further, if a supercharger is provided, it can be applied to either a spark ignition type or a diesel type internal combustion engine, and may further be a rotary type internal combustion engine. An internal combustion engine 100 described in the following embodiments is a reciprocating internal combustion engine, and is a diesel internal combustion engine that is driven by diesel fuel such as light oil.

  As shown in FIG. 2, the internal combustion engine 100 includes a fuel injection valve 4 that injects diesel fuel into the combustion chamber 1b of the cylinder 1s. The internal combustion engine 100 is a so-called direct injection diesel engine in which the fuel F is directly injected into the combustion chamber 1b without having a so-called preliminary combustion chamber, but the application target of the present invention is not limited to this. The fuel injection valve 4 is attached to the common rail 4D. The common rail 4D is filled with diesel fuel pressurized by a high-pressure pump, and the fuel in the common rail 4D is supplied to each fuel injection valve 4.

  The internal combustion engine 100 includes a turbocharger (hereinafter referred to as a turbo) 50 as a supercharger. The turbo 50 includes a compressor 51, a turbine 53, and a shaft 52 that couples both. The turbine 53 is driven by the exhaust gas Ex after being burned in the combustion chamber 1 b of the internal combustion engine 100. Since the turbine 53 and the compressor 51 are connected by the shaft 52, the compressor 51 is driven by the turbine 53. The compressor 51 driven by the turbine 53 compresses the air A introduced from the intake passage 23 and sends it into the respective cylinders 1 s of the internal combustion engine 100.

  Fuel F is injected from the fuel injection valve 4 into the combustion chamber 1b of the cylinder 1s at a timing and a required amount according to the load KL of the internal combustion engine 100 and the engine speed NE. The fuel F injected from the fuel injection valve 4 forms a fuel spray Fm in the combustion chamber 1b. This fuel spray Fm is self-ignited by the compressed high-temperature air A in the combustion chamber 1b and burns. The fuel F is injected in the state where the intake valve 2 is closed and in the compression stroke of the internal combustion engine 100. In FIG. 2, the introduction of air A into the combustion chamber 1b and the injection of the fuel F are performed. For convenience of explanation, a state different from the actual state is shown.

  The pressure generated when the fuel F burns is transmitted to the piston 5 to reciprocate the piston 5. The reciprocating motion of the piston 5 is transmitted to the crankshaft 6 via the connecting rod 6c, where it is converted into rotational motion and taken out as the output of the internal combustion engine 100. The fuel F after combustion becomes exhaust gas Ex and passes through the exhaust gas valve 3 and is discharged to the exhaust manifold 9. The exhaust gas Ex is purified by the catalyst 22 and discharged into the air.

  The operation of the internal combustion engine 100 is controlled by the engine ECU 30. The engine ECU 30 calculates the required torque Tq of the internal combustion engine 100 from the accelerator opening information acquired from the accelerator opening sensor 46 and the engine rotational speed NE acquired from the rotational speed sensor 44. The engine ECU 30 determines the injection amount of the fuel F injected from the fuel injection valve 4 of the internal combustion engine 100 based on the required torque Tq. At this time, the engine ECU 30 acquires the temperature of the air A sucked from the intake air temperature sensor 42 and the coolant temperature sensor 41 and the coolant temperature of the internal combustion engine 100 to correct the fuel F injection amount. Based on the crank angle information acquired from the crank angle sensor 40, the fuel injection timing of the fuel injection valve 4 is controlled. Further, the engine ECU 30 acquires a signal from the brake sensor 43, and determines whether the brake is operated or released. Thus, in the first embodiment, the driver's intention to accelerate is detected.

  The output of the crankshaft 6 is decelerated by the speed reducer 7 and the torque is increased. Then, the drive shaft 7o is driven by the rotational force of the crankshaft 6 to advance the vehicle on which the internal combustion engine 100 is mounted. The crankshaft 6 drives an auxiliary machine of a vehicle on which the internal combustion engine 100 is mounted. The term “auxiliary equipment for a vehicle” as used herein is a concept including all the auxiliary equipment necessary for driving the vehicle, and includes auxiliary equipment necessary for operating the internal combustion engine 100. Examples of such auxiliary machines include an alternator (alternator) 60 shown in FIG. 1 and a compressor 61 constituting a vehicle air conditioner.

  Next, the internal combustion engine 100 during operation will be described. The air A from which dust has been removed by the air cleaner 20 is compressed by the compressor 51 of the turbo 50 and then cooled by the intercooler 21 through the intake passage 23. The air A cooled by the intercooler 21 is sent through the intake manifold 8 into the combustion chamber 1b of each cylinder 1s. The air sent into the combustion chamber 1b of each cylinder 1s is compressed to 4 MPa or more when the piston 5 moves toward the compression top dead center, and the temperature rises to 600 ° C. or more. Here, the fuel F of the fuel injection amount calculated based on the accelerator opening and the engine speed is injected from the fuel injection valve 4 and burned. The combustion pressure of the fuel F is converted into rotational motion by the piston 5, the connecting rod 6c and the crankshaft 6, and is taken out from the crankshaft 6 as an output. The fuel F after combustion becomes exhaust gas Ex, which is purified by the catalyst 22 and discharged into the air.

  Next, examples of other internal combustion engines to which the present invention can be applied will be described. In the following description, please refer to FIG. 1 as appropriate. FIG. 3 is an explanatory diagram showing an example of a spark ignition direct injection internal combustion engine. The internal combustion engine 101 is a spark ignition type reciprocating internal combustion engine, and is a so-called direct injection internal combustion engine that directly injects fuel F into the combustion chamber 1b of the cylinder 1s. The internal combustion engine 101 includes a direct injection valve 4di that directly injects fuel F into the combustion chamber 1b of the cylinder 1s to form a fuel spray Fm. By injecting fuel from the direct injection valve 4di in the compression stroke or intake stroke of the internal combustion engine 101, the fuel F is stratified or homogeneously burned to operate the internal combustion engine 101.

  The air A compressed by the turbo 50 and guided to the intake manifold 8 through the intake passage 23 is introduced into the combustion chamber 1b through the intake valve 2. Then, the fuel F is injected from the direct injection valve 4di into the air A introduced into the combustion chamber 1b. The fuel F injected from the direct injection valve 4di becomes a fuel spray Fm and forms an air-fuel mixture while entraining the surrounding air A. The mixture is combusted by igniting the mixture with the spark plug SP. The combustion pressure of the air-fuel mixture is transmitted to the piston 5 to cause the piston 5 to reciprocate. The reciprocating motion of the piston 5 is transmitted to the crankshaft 6 via the connecting rod 6c, where it is converted into a rotational motion and taken out as an output of the internal combustion engine 101. The fuel F after combustion becomes exhaust gas Ex and passes through the exhaust gas valve 3 and is discharged to the exhaust manifold 9 constituting the exhaust gas passage. The exhaust gas Ex is purified by the catalyst 22 and discharged into the air.

  The operation of the internal combustion engine 101 is controlled by the engine ECU 30. The engine ECU 30 performs injection from the direct injection valve 4di based on the accelerator opening information acquired from the accelerator opening sensor 46, the intake air amount acquired from the air flow sensor 45, and the engine speed NE acquired from the rotation speed sensor 44. The amount of fuel F to be injected is determined. At this time, the engine ECU 30 acquires the intake air temperature and the water temperature of the internal combustion engine 101 from the intake air temperature sensor 42 and the cooling water temperature sensor 41, and corrects the fuel F injection amount. Based on the crank angle information acquired from the crank angle sensor 40, the fuel injection timing of the direct injection valve 4di is controlled. Further, the engine ECU 30 acquires a signal from the brake sensor 43, and determines whether the brake is operated or released. Thus, the driver's intention to accelerate is detected.

  The spark ignition internal combustion engine to which the present invention can be applied is not limited to the internal combustion engine 101. For example, the present invention can also be applied to a so-called dual fuel injection type spark ignition type internal combustion engine provided with a port injection valve 4pi for injecting fuel into the intake manifold 8. The present invention can also be applied to a spark ignition type internal combustion engine that includes only a port injection valve 4pi that injects fuel into the intake manifold 8.

  FIGS. 4A and 4B are explanatory diagrams of intake air amount control means in the spark ignition internal combustion engine. FIG. 4A shows an intake passage 23 provided with an electronic throttle valve 25. When controlling the output of the internal combustion engine 101, the opening of the butterfly valve 25b of the electronic throttle valve 25 provided in the intake passage 23 is adjusted by adjusting the opening of the accelerator. Thus, the output of the internal combustion engine 101 is controlled by adjusting the intake air amount of the internal combustion engine 101 and adjusting the fuel injection amount. The electronic throttle valve 25 converts the accelerator opening into an electric signal by the rotation angle sensor 25c, and opens and closes the butterfly valve 25b by the actuator 25a by this electric signal. When the electronic throttle valve 25 is used, the engine ECU 30 can directly adjust the opening of the actuator 25a to control the idling speed of the internal combustion engine 101 to be constant.

  FIG. 4B shows the intake passage 23 provided with a wire type throttle valve 25 ′. The throttle valve 25 ′ is provided with a bypass passage 28 in the intake passage 23, and an ISC (Idling Speed Control) valve 27 is provided in the bypass passage 28. When the internal combustion engine 101 is idling, the butterfly valve 25b is closed. The internal combustion engine 101 is supplied with air through the bypass passage 28. At this time, the engine ECU 30 controls the idling speed of the internal combustion engine 101 to be constant by adjusting the opening of the ISC valve 27.

  FIG. 5A is an enlarged view showing a drive portion of the alternator. The alternator 60 generates electricity required by the vehicle and the internal combustion engine 100 while the vehicle is running. The alternator 60 is driven via a crankshaft pulley 6p attached to the crankshaft 6 of the internal combustion engine 100, a belt 6b hung on the crankshaft pulley 6p, and an alternator pulley 60p, and generates three-phase AC electricity. The alternator 60 includes an electromagnetic clutch 60c, which is an auxiliary device interrupting means, between the alternator pulley 60p and the alternator drive shaft 60s, and is configured to be able to connect and disconnect both of them according to a command from the engine ECU 30. By connecting the electromagnetic clutch 60c according to the need for power generation, electric power can be generated from the alternator 60 when necessary.

  The three-phase alternating current electricity generated by the alternator 60 is converted into direct current electricity of a constant voltage by the regulator 60R and supplied to the electrical component or charges the battery 60B. Examples of the electrical component include a power window, an electric mirror, an electric power steering, a fan for a vehicle air conditioner, and the like. The spark ignition type internal combustion engine 101 includes an ignition system that supplies electric power to the spark plug.

  FIG. 5-2 is an enlarged view showing a drive portion of the compressor. The compressor 61 constituting the vehicle air conditioner 61AC is driven via a crankshaft pulley 6p attached to the crankshaft 6 of the internal combustion engine 100, a belt 6b hung on the crankshaft pulley 6p, and a compressor pulley 61p. And the refrigerant | coolant received from the evaporator contained in the other vehicle air conditioner structural part 61B is compressed and pumped to a condenser. Thereby, the liquid vaporized by the evaporator is returned to the liquid by the condenser, and the cooling cycle is realized.

  The compressor 61 includes an electromagnetic clutch 61c, which is an auxiliary device intermittent means, between the compressor pulley 61p and the compressor drive shaft 61s. The compressor 61 is configured to be able to be intermittently connected according to a command from the engine ECU 30. When the vehicle air conditioner is used, the vehicle air conditioner can be used by operating the compressor 61 by connecting the electromagnetic clutch 61c.

  Next, an internal combustion engine control apparatus according to Embodiment 1 will be described. FIG. 6 is an explanatory diagram illustrating the configuration of the control device for the internal combustion engine according to the first embodiment. Here, the control method of the internal combustion engine according to the first embodiment can be realized by the control device 10 for the internal combustion engine of the present invention. The control device 10 for an internal combustion engine is built in an engine ECU 30. In addition, separately from engine ECU30, the control apparatus 10 of the internal combustion engine which concerns on this Example may be prepared, and this may be connected to engine ECU30. When realizing the control method of the internal combustion engine according to this embodiment, the control function of the internal combustion engine 100 and the like provided in the engine ECU 30 may be configured to be used by the control device 10 for the internal combustion engine.

  The control device 10 for an internal combustion engine includes an acceleration intention detection unit 11 and a supercharging pressure increase unit 12. These are the parts that execute the control method of the internal combustion engine according to this embodiment. The acceleration intention detection unit 11 and the supercharging pressure increase unit 12 are connected via an input / output port (I / O) 19 of the control device 10 of the internal combustion engine. Thereby, the acceleration intention detection part 11 and the supercharging pressure raising part 12 are each comprised so that data can be exchanged bidirectionally. In addition, you may comprise so that data may be transmitted / received in one direction as needed on an apparatus structure (the following is the same).

  The control device 10 of the internal combustion engine, the processing unit 30p of the engine ECU 30, and the storage unit 30m are connected via an input / output port (I / O) 19 provided in the engine ECU 30, and data is mutually transmitted between them. Can communicate. Thereby, the control device 10 of the internal combustion engine acquires the load of the internal combustion engine 100, the engine speed, and other operation control data of the internal combustion engine that the engine ECU 30 has, or controls the control device 10 of the internal combustion engine to control the internal combustion engine of the engine ECU 30. It is possible to interrupt the engine operation control routine. Further, an AC (Air Conditioner) control device 31 and an AT (Automatic Transmission) controller 32 are connected to the input / output port (I / O) 19. As a result, the control unit 10 of the internal combustion engine and the processing unit 30p of the engine ECU 30 acquire control signals from the AC control unit 31 and the AT controller and use them for control, or control the control of the internal combustion engine control unit 10 etc. It is possible to interrupt the operation control routine of the control device 31 or the like.

  The input / output port (I / O) 19 is connected to various sensors for acquiring information related to the operating state of the internal combustion engine 100, such as an accelerator opening sensor 46, a rotation speed sensor 44, a brake sensor 43, and the like. Yes. Thereby, the engine ECU 30 and the control device 10 for the internal combustion engine can acquire information necessary for operation control of the internal combustion engine 100 and the like. The input / output port (I / O) 19 is connected to the electromagnetic clutches 60c and 61c and other control objects built in the alternator pulley 60p and the compressor pulley 61p, and the supercharging pressure of the control device 10 for the internal combustion engine. These operations can be controlled by control signals from the ascending unit 12 and the processing unit 30p of the engine ECU 30.

  The storage unit 30m stores a computer program including a processing procedure of the internal combustion engine control method according to the first embodiment, a fuel injection amount data map used for operation control of the internal combustion engine 100, and the like. Here, the storage unit 30m can be configured by a volatile memory such as a RAM (Random Access Memory), a nonvolatile memory such as a flash memory, or a combination thereof. Further, the control device 10 of the internal combustion engine and the processing unit 30p of the engine ECU 30 can be configured by a memory and a CPU.

  The computer program can realize the processing procedure of the control method of the internal combustion engine according to this embodiment by combining with the computer program already recorded in the acceleration intention detection unit 11 and the boost pressure increase unit 12. Also good. In addition, the control apparatus 10 for the internal combustion engine may realize the functions of the acceleration intention detection unit 11 and the boost pressure increase unit 12 using dedicated hardware instead of the computer program. Next, a procedure for realizing the control method of the internal combustion engine according to the first embodiment using the control device 10 for the internal combustion engine will be described. In this description, please refer to FIGS. The internal combustion engine to be controlled is the diesel internal combustion engine 100, but the same applies to the spark ignition internal combustion engine 101.

  FIG. 7 is a flowchart illustrating a procedure of the control method of the internal combustion engine according to the first embodiment. FIG. 8 is a timing chart of the internal combustion engine control method according to the first embodiment. FIG. 9 is an explanatory diagram showing the equal supercharging pressure, the equal fuel consumption rate, and the equal output of the internal combustion engine in relation to the fuel injection amount (load) and the engine speed. In executing the control method for an internal combustion engine according to the first embodiment, the acceleration intention detection unit 11 included in the control device 10 for the internal combustion engine according to the first embodiment detects the driver's intention to accelerate before the vehicle accelerates. Whether or not (step S101).

For example, as shown in FIG. 8, the intention to accelerate can be determined to be an intention to accelerate when the driver releases the brake, which is the braking device of the vehicle, that is, releases the brake (OFF; t = t ₁ ). . At this time, in order to detect the acceleration intention more reliably, it is preferable to determine that there is an acceleration intention when both the foot brake and the side brake are released. It is preferable to use the release of the brake to detect the acceleration intention because the acceleration intention can be detected easily and reliably. The release of the brake can be detected by the acceleration intention detection unit 11 detecting a brake release signal from the brake sensor 43 shown in FIGS. As another example of determination, for example, when downshift information is received from the AT controller 32 shown in FIG. 6, it can be determined that the driver has an intention to accelerate.

  10 and 11 are explanatory diagrams showing other examples of means for detecting the driver's intention to accelerate. FIG. 10 determines that there is no intention to accelerate while the vehicle 200 passes the curve (points A and B in FIG. 10), and when the vehicle 200 reaches the exit of the curve (point C in FIG. 10), It is determined that the intention of acceleration has been detected. The positional relationship between the vehicle 200 and the curve is acquired from information from a car navigation system, for example. Then, it is determined from the current position of the vehicle 200 and the preceding road information that the driver's intention to accelerate is detected when the vehicle 200 reaches the exit of the curve.

  The example shown in FIG. 11 shows an example in which it is determined that an intention to accelerate is detected when the driver tries to pass the preceding vehicle 200l. In this example, the front monitoring sensor 202 mounted on the vehicle 200 and the information of the car navigation system are used. For example, from the information from the car navigation system, when the vehicle 200 is traveling on a road that can be overtaken and the preceding vehicle 200l exists, the driver tries to pass the preceding vehicle 200l when the right turn signal 201r is instructed. It is determined that At this time, in order to complete the overtaking smoothly, it is determined that the driver has an intention to accelerate.

  Further, even if the preceding vehicle 200l does not exist, if the vehicle 200 detects information from the car navigation system that the vehicle 200 is about to join the automobile road, the driver of the vehicle 200 has an intention to accelerate. It can also be determined. Further, from the car navigation system, for example, even when there is an uphill road on the preceding road of the vehicle 200, it can be determined that the driver of the vehicle 200 has an intention to accelerate. As described above, the driver's intention to accelerate may be determined based on various signals detected from the vehicle hardware, or may be determined based on the traveling state of the vehicle from a car navigation system or the like. .

  When the acceleration intention detection unit 11 does not detect the driver's acceleration intention (step S101; No), the acceleration intention detection unit 11 continues monitoring until the driver's acceleration intention is detected again. When the acceleration intention detection unit 11 detects the driver's intention to accelerate (step S101; Yes), the supercharging pressure increase unit 12 drives the auxiliary machine by the internal combustion engine 100 (step S102). For example, when the alternator 60 shown in FIG. 5A is driven as an auxiliary machine, an electromagnetic clutch 60c between the alternator pulley 60p and the alternator drive shaft 60s is connected. Or when driving the compressor 61 shown in FIG. 5-2 as an auxiliary machine, the electromagnetic clutch 61c between the compressor pulley 61p and the compressor drive shaft 61s is connected. Thereby, the load of the internal combustion engine 100 is increased. At this time, the engine speed of the internal combustion engine 100 is maintained substantially constant before connection to the auxiliary machine. This can be realized by obtaining the required fuel injection amount by the engine ECU 30 from the engine speed of the internal combustion engine 100 and the required torque. Further, the spark ignition type internal combustion engine 101 can be realized by using the ISC valve 27 shown in FIG. 4-2 or the electronic throttle valve 25 shown in FIG. 4-1.

FIG. 12 is an explanatory diagram illustrating a control example of the fuel injection amount in the control method of the internal combustion engine according to the first embodiment. When the alternator 60, the compressor 61, and other auxiliary machines are driven by the internal combustion engine 100, the internal combustion engine 100 and the auxiliary machines are connected. At the moment when the two are connected, sudden torque fluctuations occur, so that the rotational speed of the internal combustion engine 100 may drop sharply, giving the driver a feeling of strangeness. In order to suppress this, at the timing of detecting the driver's intention to accelerate and connecting the internal combustion engine 100 and the auxiliary machine (t = t ₁ ), the fuel injection amount q ₂ of the internal combustion engine 100 required for driving the auxiliary machine is used. The fuel is injected with a larger fuel injection amount q ₃ . Thereby, rapid torque fluctuations when connecting the internal combustion engine 100 and the auxiliary machine are suppressed. When the internal combustion engine 100 and the auxiliary machine are connected, the fuel injection quantity of the internal combustion engine 100 is gradually set to the fuel injection quantity q ₂ of the internal combustion engine 100 necessary for driving the auxiliary machine.

  Here, when the load is constant, the fuel consumption rate deteriorates as the engine speed increases. For this reason, when the internal combustion engine 100 is operated under the condition at the point A in FIG. 9 in order to increase the supercharging pressure of the turbo 50, the load is substantially constant and the engine speed increases. As a result, the engine speed of the internal combustion engine 100 increases, resulting in a deterioration in the fuel consumption rate.

  On the other hand, in the control of the internal combustion engine according to the first embodiment, the boost pressure of the turbo 50 is increased by driving the auxiliary machine with the internal combustion engine 100 and increasing the load of the internal combustion engine 100. When the load of the internal combustion engine 100 is increased, since the internal combustion engine 100 is a diesel internal combustion engine, the fuel injection amount from the fuel injection valve 4 is increased. In the control of the internal combustion engine according to the first embodiment, when the internal combustion engine 100 is operated under the condition at the point O in FIG. 9 until the driver's intention to accelerate is detected, the internal combustion engine 100 is controlled by the above control in FIG. Operated at conditions at points. That is, until the actual acceleration is started after the driver's intention to accelerate is detected, the engine speed of the internal combustion engine 100 is substantially constant and the load is increased.

  Here, when the engine speed is constant, the fuel consumption rate improves as the load (the fuel injection amount in a diesel engine) increases. Therefore, according to the operation control of the internal combustion engine according to the first embodiment, the internal combustion engine 100 can be operated under a condition with a good fuel consumption rate. At the same time, as shown in FIG. 8, the supercharging pressure for acceleration can be increased and the acceleration performance can be improved. As shown in FIG. 9, the output increases as the load of the internal combustion engine 100 increases, but the output increase (line segment OB) is an auxiliary machine (for example, an alternator 60 or a compressor) driven by the internal combustion engine 100. 61), the fuel consumption can be prevented from deteriorating. In particular, when the output increase is recovered by an alternator that is a generator, it can be recovered as easy-to-use electric energy, so that the recovered output increase of the internal combustion engine can be used in an easy-to-use form.

  In the time change of the supercharging pressure and the vehicle speed shown in FIG. 8, the solid line relates to the first embodiment, and the dotted line does not apply the control of the first embodiment. As shown in FIG. 8, according to the operation control of the internal combustion engine according to the first embodiment, it is understood that when the driver's intention to accelerate is detected, the supercharging pressure of the turbo 50 quickly increases. And after starting acceleration actually, it turns out that the operation performance of the internal combustion engine which concerns on Example 1 improves acceleration performance compared with the case where the said control is not applied.

The acceleration intention detection unit 11 determines whether or not acceleration is actually started (step S103). Whether or not the acceleration is actually started can be determined as the acceleration start at the time when the accelerator is turned on (t = t ₂ ). For example, the acceleration intention detection unit 11 acquires an accelerator opening signal from the accelerator opening sensor 46, and determines that the accelerator is turned on when the signal value exceeds a predetermined threshold value.

When acceleration is not started (step S103; No), the boost pressure raising unit 12 continues driving the auxiliary machine by the internal combustion engine 100 until acceleration is actually started (t = t ₂ ) (step S104). . When acceleration is started (step S103; Yes), the boost pressure raising unit 12 stops driving of the auxiliary machine by the internal combustion engine 100 as shown in FIG. 8 (step S105). Thereafter, the vehicle starts to accelerate (step S106). As described above, when the driving of the auxiliary machine is stopped upon receiving the acceleration of the vehicle, the fuel can be smoothly shifted to the acceleration while suppressing the fuel consumption.

FIG. 13 is an explanatory diagram showing an example when driving of the auxiliary machine by the internal combustion engine is stopped. As shown in FIG. 8, the driving of the auxiliary machine by the internal combustion engine 100 may be stopped when the accelerator is turned on (t = t ₂ ). However, as shown in FIG. 13, the accelerator is turned on. The driving of the auxiliary machine by the internal combustion engine 100 may be stopped after Δt ₂₁ (= t ₂₁ −t ₂ ) has elapsed from the time point. In this way, when the accelerator is turned on, it is possible to reduce the possibility that the supercharging pressure is reduced due to stopping the driving of the auxiliary machine by the internal combustion engine 100, so that the acceleration can be promptly shifted.

  The control of the internal combustion engine according to the first embodiment is particularly preferable for a diesel engine having a high supercharge and a small exhaust gas amount. This is because such an internal combustion engine uses a turbine with a large air volume, and thus it takes time until the boost pressure increases. According to the control of the internal combustion engine according to the first embodiment, it is possible to suppress the deterioration of fuel consumption and increase the supercharging pressure in preparation for acceleration. Further, the control of the internal combustion engine according to the first embodiment can be applied to any of the case where acceleration is performed from a stop and the case where acceleration is performed during traveling.

  Next, another example of the auxiliary machine applicable to the first embodiment will be described. FIGS. 14, 15, and 16 are explanatory diagrams illustrating other examples of the auxiliary machine that can be applied to the first embodiment. The auxiliary machine shown in FIG. 14 is configured by a combination of a compressor 62 and a pressure vessel 62B. This auxiliary machine compresses gas by the compressor 62 and stores it in the pressure vessel 62B. The compressor 62 is driven by the internal combustion engine 100 via a crankshaft pulley 6p attached to the crankshaft 6 of the internal combustion engine 100 and a belt 6b hung on the compressor pulley 62p.

  Between the crankshaft pulley 6p and the crankshaft 6, there is provided an electromagnetic clutch 6c which is an auxiliary device intermittent means. When the driver's intention to accelerate is detected, the internal combustion engine control device 10 built in the engine ECU 30 connects the electromagnetic clutch 6c to drive the compressor 62. Thereby, gas (for example, air) is sent into pressure vessel 62B, and it accumulates in pressure vessel 62B as high-pressure gas. The energy of the high-pressure gas in the pressure vessel 62B can be used, for example, as driving force assist for the internal combustion engine 100. In this way, it is possible to recover the increase in the output of the internal combustion engine 100 when driving the auxiliary machine, and to suppress the deterioration of fuel consumption.

  FIG. 15 shows an example in which the electric assist turbo 50e is used for supercharging and the motor 54 of the electric assist turbo 50e is used as an auxiliary device. The electric assist turbo 50 e includes a turbine 53, a compressor 51, a motor 54, and a shaft 52. The shaft 52 also serves as the shaft of the turbine 53 and the compressor 51, and the turbine 53 and the compressor 51 are connected by a motor shaft. The motor 54 is an induction motor, which is driven by a power source and functions as a generator if the exhaust gas Ex of the internal combustion engine is supplied to the turbine 53.

  When the driver's intention to accelerate is detected, the internal combustion engine control device 10 built in the engine ECU 30 causes the motor 54 to function as a generator. That is, the motor 54 constituting the electric assist turbo 50e is used as an auxiliary machine and is driven by the internal combustion engine 100. Electric power obtained by causing the motor 54 to function as a generator is converted into direct current by the regulator 55 and charged to the battery 56. Thereby, the increase in the output of the internal combustion engine 100 when the auxiliary machine is driven can be recovered, and deterioration of fuel consumption can be suppressed.

  FIG. 16 shows an example in which a flywheel 63 is used as an auxiliary machine and an increase in output of the internal combustion engine 100 is stored in the flywheel 63 as an inertial force. The flywheel 63 is driven by the internal combustion engine 100 via a crankshaft pulley 6p attached to the crankshaft 6 of the internal combustion engine 100 and a belt 6b hung on the flywheel pulley 62p.

  Between the crankshaft pulley 6p and the crankshaft 6, there is provided an electromagnetic clutch 6c which is an auxiliary device intermittent means. When the driver's intention to accelerate is detected, the control device 10 of the internal combustion engine built in the engine ECU 30 connects the electromagnetic clutch 62c to drive the flywheel 63. When the acceleration is actually shifted, the electromagnetic clutch is released. Thereby, the increase in the output of the internal combustion engine 100 when driving the auxiliary machine can be stored in the flywheel 63 as an inertial force. The increase in output stored in the flywheel 63 can be used, for example, as driving force assist for the internal combustion engine 100. In this way, it is possible to recover the increase in the output of the internal combustion engine 100 when driving the auxiliary machine, and to suppress the deterioration of fuel consumption.

  As described above, according to the first embodiment, when the driver's intention to accelerate is detected before the acceleration of the vehicle, the auxiliary machine mounted on the vehicle is driven by the internal combustion engine to increase the load of the internal combustion engine, Increase pressure. As a result, the internal combustion engine is operated under low-rotation and high-load operating conditions, so that it can be operated under conditions with a good fuel consumption rate, and deterioration of fuel consumption can be suppressed. Further, since the increase in the output of the internal combustion engine due to the load increase can be recovered by the auxiliary machine, deterioration of fuel consumption can be suppressed. As a result, the acceleration performance can be improved by quickly increasing the supercharging pressure while suppressing deterioration of fuel consumption. The configuration disclosed in the first embodiment can be applied as appropriate in the following embodiments. Moreover, what has the same structure as the structure disclosed in Example 1 has the same operations and effects as Example 1.

  The second embodiment has substantially the same configuration as that of the first embodiment, but a mechanical supercharger (so-called supercharger) is used as the supercharging means, and this is used as the supercharging means and the supercharging pressure is increased. However, the difference is that it is also used as an auxiliary machine for recovering the increased output of the internal combustion engine. Since the other configuration is the same as that of the first embodiment, the description thereof is omitted, and the same component is denoted by the same reference numeral. The operation control of the internal combustion engine according to the second embodiment can be realized by the control device for the internal combustion engine according to the first embodiment. FIG. 17 is an explanatory diagram illustrating an overall configuration of the internal combustion engine according to the second embodiment. 18, 19-1, and 19-2 are explanatory diagrams of a power transmission system that drives the supercharging unit according to the second embodiment.

  The internal combustion engine includes a mechanical supercharger (hereinafter referred to as a supercharger: SC) 58. The SC 58 includes a compressor 58c and an SC variable speed pulley 58pv. A crankshaft variable speed pulley 6 pv is attached to the crankshaft 6 of the internal combustion engine 102. The compressor 58c of the SC 58 is driven by the internal combustion engine 102 via a V-belt 6bv hung on the crankshaft variable speed pulley 6pv and the SC variable speed pulley 58pv.

As shown in FIG. 18, the crankshaft variable speed pulley 6Pv is facing the small diameter side of the first crank pulley 6Pv ₁ frustoconical, also a second crank pulley 6Pv ₂ of the small diameter side of the truncated cone structure Is done. The first and second crank pulleys 6pv ₁ and 6pv ₂ are configured to be able to change the inter-pulley distance l ₁ . Similarly, SC variable speed pulley 58Pv is constituted by opposed and the small diameter side of the 1SC pulley 58Pv ₁ frustoconical, of the 2SC pulley 58Pv ₂ and the small diameter side. The inter-pulley distance l ₂ of the first and second SC pulleys 58pv ₁ and 58pv ₂ can be changed. Note that the distances between the pulleys l ₁ and l ₂ are controlled by the control device 10 (FIG. 6) of the internal combustion engine provided in the engine ECU 30.

The V-belt 6bv is hung on the crankshaft variable speed pulley 6pv and the SC variable speed pulley 58pv thus configured. FIGS. 19A and 19B are explanatory diagrams illustrating the rotation speed ratio when the distance between the pulleys is changed. When the SC 58 is driven during the operation of the internal combustion engine 102, the rotation distance of the V belt 6bv in the crankshaft variable speed pulley 6pv and the rotation speed of the SC variable speed pulley 58pv are changed by changing the inter-pulley distances l ₁ and l ₂ . The radius of rotation of the V belt 6bv can be changed. Thereby, the rotation speed ratio between the crankshaft variable speed pulley 6pv and the SC variable speed pulley 58pv can be continuously changed.

For example, in the example shown in FIG. 19A, the rotation radius r ₁ of the V belt 6bv in the crankshaft variable speed pulley 6pv and the rotation radius r ₂ of the V belt 6bv in the SC variable speed pulley 58pv are substantially the same size. is there. The rotation speed ratio at this time is r ₁ / r ₂ (≈1). In order to increase the drive speed of the SC 58 without changing the engine speed of the internal combustion engine 102, the rotation radius of the V belt 6bv in the crankshaft variable speed pulley 6pv is set to the V belt 6bv in the SC variable speed pulley 58pv. It may be larger than the turning radius of In this case, the control device 10 for an internal combustion engine, first and second crank pulley 6Pv _1, smaller pulleys distance l ₁ of 6Pv _2, between the first and 2SC pulley 58pv _1, 58pv ₂ pulleys distance l ₂ To make it larger. Thus, as shown in Figure 19-2, the rotation radius r ₁₂ of the V-belt 6bv in crankshaft variable speed pulley 6pv is larger than the rotation radius r ₂₂ of the V-belt 6bv in SC variable speed pulley 58Pv. The rotation speed ratio at this time is r ₁₂ / r ₂₂ (> 1).

Upon detecting the acceleration intention of the driver, the control device 10 for an internal combustion engine incorporated in the engine ECU30, the rotation radius r ₁₂ of the V-belt 6bv in crankshaft variable speed pulley 6pv is in SC variable speed pulley 58pv Control is performed so as to be larger than the rotation radius r ₂₂ of the V-belt 6bv. As a result, SC 58 is driven at a higher rotational speed than before the acceleration intention is detected, so that the supercharging pressure can be increased. That is, the SC 58 is given more driving force from the internal combustion engine 102, and the load on the internal combustion engine 102 increases accordingly. At this time, the engine speed of the internal combustion engine 102 that drives the SC 58 is not changed from that before the acceleration intention is detected, but the load on the internal combustion engine 102 is higher than that before the acceleration intention is detected. Here, when the engine speed is constant, the fuel consumption rate improves as the load increases. Therefore, according to the second embodiment, since the boost pressure is increased, the internal combustion engine 102 can be operated under a better fuel consumption rate than when the engine speed is increased. As a result, when the driver's intention to accelerate is detected, the boost pressure for acceleration can be increased, the acceleration can be actually started and the acceleration performance in other cases can be improved, and the fuel consumption can be reduced. Can be suppressed.

  As described above, the internal combustion engine, the control device for the internal combustion engine, and the control method for the internal combustion engine according to the present invention are useful for the internal combustion engine including the supercharger, and in particular, the driver while suppressing the deterioration of the fuel consumption. It is suitable for improving the performance.

BRIEF DESCRIPTION OF THE DRAWINGS It is explanatory drawing which shows the example of an auxiliary machine of the internal combustion engine which concerns on Example 1, and the vehicle by which this internal combustion engine is mounted. 1 is a cross-sectional view relating to one cylinder included in an internal combustion engine according to Embodiment 1. FIG. It is explanatory drawing which shows an example of a spark ignition type direct injection internal combustion engine. It is explanatory drawing of the control means of the intake air amount in a spark ignition type internal combustion engine. It is explanatory drawing of the control means of the intake air amount in a spark ignition type internal combustion engine. It is an enlarged view which shows the drive part of an alternator. It is an enlarged view which shows the drive part of a compressor. 1 is an explanatory diagram illustrating a configuration of a control device for an internal combustion engine according to Embodiment 1. FIG. 3 is a flowchart illustrating a procedure of a control method for the internal combustion engine according to the first embodiment. 3 is a timing chart in the method for controlling the internal combustion engine according to the first embodiment. It is explanatory drawing which represented the equal supercharging pressure of the internal combustion engine, the equal fuel consumption rate, and the equal output in relation to the fuel injection amount (load) and the engine speed. It is explanatory drawing which shows the other example of a means to detect a driver | operator's acceleration intention. It is explanatory drawing which shows the other example of a means to detect a driver | operator's acceleration intention. FIG. 3 is an explanatory diagram illustrating a control example of a fuel injection amount in the control method for the internal combustion engine according to the first embodiment. It is explanatory drawing which shows an example at the time of stopping the drive of the auxiliary machine by an internal combustion engine. It is explanatory drawing which shows the other example of the auxiliary machine applicable to Example 1. FIG. It is explanatory drawing which shows the other example of the auxiliary machine applicable to Example 1. FIG. It is explanatory drawing which shows the other example of the auxiliary machine applicable to Example 1. FIG. FIG. 6 is an explanatory diagram illustrating an overall configuration of an internal combustion engine according to a second embodiment. It is explanatory drawing of the power transmission system which drives the supercharging means which concerns on Example 2. FIG. It is explanatory drawing of the power transmission system which drives the supercharging means which concerns on Example 2. FIG. It is explanatory drawing of the power transmission system which drives the supercharging means which concerns on Example 2. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1b Combustion chamber 1s Cylinder 4 Fuel injection valve 4D Common rail 4di Direct injection valve 4pi Port injection valve 5 Piston 6 Crankshaft 10 Control apparatus of an internal combustion engine 11 Acceleration intention detection part 12 Boost pressure raising part 30 Engine ECU
50 Turbo (turbocharger)
51 Compressor 53 Turbine 60 Alternator (alternator)
60c, 61c, 62c Electromagnetic clutch 61 Compressor 100, 101, 102 Internal combustion engine

Claims (10)

An internal combustion engine that includes a supercharger and is mounted on a vehicle and serves as a power source for the vehicle.
When the driver's intention to accelerate is detected before the vehicle is accelerated, the load is increased by driving an auxiliary device mounted on the vehicle, and the supercharging pressure of the supercharger is increased. An internal combustion engine characterized by that.   The internal combustion engine according to claim 1, wherein the auxiliary machine is a generator.   The internal combustion engine according to claim 1 or 2, wherein when the braking of the vehicle is released, it is determined that the intention to accelerate is detected.   The internal combustion engine according to any one of claims 1 to 3, wherein the driving of the auxiliary machine is stopped in response to the start of acceleration of the vehicle. A turbocharger and an internal combustion engine mounted on a vehicle and serving as a power source for the vehicle;
An acceleration intention detection unit for detecting an acceleration intention of a driver of the vehicle;
When the acceleration intention detection unit detects the driver's intention to accelerate before acceleration of the vehicle, the boost pressure of the supercharger is increased by driving an auxiliary machine mounted on the vehicle with the internal combustion engine. A boost pressure increasing section to increase;
A control apparatus for an internal combustion engine, comprising:   6. The control device for an internal combustion engine according to claim 5, wherein the acceleration intention detection unit determines that the acceleration intention is detected when the braking of the vehicle is released.   The control device for an internal combustion engine according to claim 5 or 6, wherein the acceleration intention detection unit stops driving of the auxiliary machine by the internal combustion engine in response to the start of acceleration of the vehicle. In controlling an internal combustion engine that includes a supercharger and is mounted on a vehicle and serves as a power source of the vehicle,
Detecting a driver's intention to accelerate the vehicle;
A procedure for increasing the supercharging pressure of the supercharger by driving an auxiliary machine mounted on the vehicle with the internal combustion engine when detecting the driver's intention to accelerate before accelerating the vehicle;
A control method for an internal combustion engine comprising:   9. The method of controlling an internal combustion engine according to claim 8, wherein it is determined that the intention to accelerate is detected when braking of the vehicle is released.   The method for controlling an internal combustion engine according to claim 8 or 9, wherein the driving of the auxiliary machine by the internal combustion engine is stopped in response to the start of acceleration of the vehicle.

Images