JP2009257255A - Control device for supercharged engine with accumulated pressure assist - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a supercharged engine with accumulated pressure assist capable of improving operation performance without causing unexpected drop of acceleration during acceleration. <P>SOLUTION: The supercharged engine with accumulated pressure assist provided with a turbocharger 20, accumulated pressure assist mechanisms 40, 41, 43 capable of supplying gas accumulated at an upstream turbine, is provided with an accumulated pressure gas quantity detection means 56 detecting quantity of the accumulated pressure gas of a pressure accumulation means in the accumulated pressure assist mechanisms, assist gas quantity estimation means (steps S309, S311, S313) estimating quantity of assist gas required for one time acceleration of the engine, and assist gas supply control means (steps S315, S317, S321, S323) controlling supply of assist gas based on quantity of the assist gas estimated by the assist gas quantity estimation means and quantity of the accumulated pressure gas detected by the accumulated pressure gas quantity detection means. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a supercharged engine, and more particularly to a control device for a supercharged engine with a pressure accumulation assist provided with a pressure accumulation assist mechanism for supplying air accumulated upstream of a turbine.

  In general, an engine provided with a supercharger such as a turbocharger to improve output is widely known. Also, in such a turbocharger, various proposals have been made to provide a pressure accumulation assist mechanism for supplying air accumulated in the upstream of the turbine, particularly for the purpose of improving the so-called turbo lag in the early stage of acceleration. .

  Among these, in Patent Document 1, in an engine including a supercharger and a pressure accumulating tank that supplies auxiliary air to an exhaust turbine, when the pressure of the auxiliary air in the pressure accumulating tank is equal to or higher than a predetermined pressure, the auxiliary is performed until the pressure becomes equal to or lower than the predetermined pressure. A supercharging system for an internal combustion engine is disclosed in which air is supplied with its flow rate adjusted, and auxiliary air is supplied for a predetermined time when the pressure of auxiliary air in the pressure accumulation tank is not equal to or higher than a predetermined pressure.

JP 2008-2277 A

  By the way, in the supercharging system for an internal combustion engine disclosed in Patent Document 1, there is no problem when the pressure of the auxiliary air in the pressure accumulating tank is equal to or higher than a predetermined pressure. Since the auxiliary air is supplied for a certain period of time, the supply of the auxiliary air is stopped after a certain period of time even during acceleration. When the supply of the auxiliary air is stopped, the assist for increasing the rotation of the exhaust turbine is interrupted. As a result, the increase of the supercharging pressure is also interrupted and a so-called torque step is generated. That is, there is a problem that the driver is unexpectedly lowered in acceleration at the time of the interruption and is unfavorable in terms of driving performance due to a deviation from the acceleration feeling expected by the driver.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a control device for a supercharged engine with a pressure accumulation assist capable of solving such a conventional problem and improving driving performance without causing an unexpected decrease in acceleration during acceleration. There is to do.

  A control device for a supercharged engine with pressure accumulation assist according to an embodiment of the present invention that achieves the above object includes a turbocharger and a pressure accumulation assist mechanism capable of supplying gas accumulated upstream of a turbine of the turbocharger. In a supercharged engine with pressure accumulation assist, a pressure accumulation gas amount detection means for detecting a pressure accumulation gas amount of pressure accumulation means in the pressure accumulation assist mechanism, and an assist gas amount prediction means for predicting an assist gas amount required for one acceleration in the engine; And an assist gas supply restricting means for restricting the supply of the assist gas based on the assist gas amount predicted by the assist gas amount predicting means and the accumulated gas amount detected by the accumulated gas amount detecting means. Features.

  According to this embodiment, the amount of assist gas predicted by the assist gas amount predicting means for predicting the amount of assist gas required for one acceleration in the engine and the pressure accumulation gas amount detecting means for detecting the pressure accumulation gas amount of the pressure accumulating means. Based on the detected amount of accumulated gas, the assist gas supply restricting means restricts the supply of the assist gas. Therefore, the supply of the assist gas can be limited according to the amount of the assist gas and the amount of the accumulated gas, so that the supply of the assist gas during the acceleration is prevented from being stopped, and the unexpected acceleration is prevented. It is possible to improve the driving performance by preventing the decrease.

  Here, the assist gas amount predicting means may predict the assist gas amount based on the accelerator opening and the engine speed. That is, the amount of assist gas corresponding to the requested acceleration is predicted based on the accelerator opening and engine speed at the start of acceleration and the accelerator opening and engine speed after the acceleration request. According to this aspect, the amount of assist gas corresponding to the requested acceleration can be accurately predicted.

  Further, the assist gas supply limiting means may prohibit the supply of the assist gas or limit the supply amount of the assist gas.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a system diagram showing an outline of a control device for a supercharged engine with pressure accumulation assist to which the present invention is applied, and reference numeral 10 denotes an engine body.

  The intake system of the engine 10 includes an intake passage 12 provided with an air cleaner 11 at the upstream end, a surge tank (not shown) communicated with the intake passage 12, and an intake manifold 13. A branch pipe communicates with the intake port. An intake throttle valve 14 is provided in the intake passage 12 upstream of the intake manifold 13, and a compressor 20 </ b> C of a turbocharger 20 with a variable nozzle mechanism is provided in the intake passage 12 upstream of the intake throttle valve 14. Further, an unillustrated fuel injection valve is disposed immediately upstream of the intake port of each cylinder, and an unillustrated spark plug is disposed for each cylinder of the cylinder head.

  On the other hand, as an exhaust system of the engine 10, exhaust is merged by an exhaust manifold 31 in which each branch pipe communicates with an exhaust port, and an exhaust passage 32 is connected to the exhaust manifold 31. A turbine 20T of the turbocharger 20 with a variable nozzle mechanism is disposed in the exhaust passage 32, and a catalytic converter 34 incorporating an exhaust throttle valve 33 and a three-way catalyst is disposed downstream thereof. Reference numeral 35 denotes an exhaust muffler.

  Here, in the present embodiment, the exhaust throttle valve 33 is provided on the downstream side of the turbine 20T and on the upstream side of the catalytic converter 34. However, the exhaust throttle valve 33 may be provided on another portion of the exhaust passage 32. In the present embodiment, the exhaust throttle valve 33 is a butterfly valve, and is driven by, for example, an actuator 36 that is an electric motor. When the exhaust throttle valve 33 is closed, the exhaust gas flowing through the exhaust passage 32, that is, the fluid such as combustion gas or air, is effectively blocked, and the flow of such fluid downstream of the exhaust throttle valve 33 is substantially blocked. Functions as a shutoff valve. The exhaust throttle valve 33 may be a valve having a configuration that reduces the flow passage cross-sectional area of the exhaust passage by about 50% when the valve is closed, or the exhaust passage 32 is completely closed when the valve is closed. A valve having such a configuration may be used.

  In the turbocharger 20, the compressor 20 </ b> C is rotationally driven by the energy of exhaust gas introduced into the turbine 20 </ b> T, and sucks and pressurizes air to supercharge the turbocharger 20. have. The variable nozzle 20VN is driven by a variable nozzle actuating actuator 22 made of an electric actuator such as a DC motor, for example, and takes its “fully closed”, “fully opened”, and an intermediate position therebetween. The variable nozzle “fully closed” is a state where the nozzle is restricted to the minimum flow area by the movable vane forming the variable nozzle. The variable nozzle “fully open” is the same as the variable nozzle “full open”. It means the state opened by.

  Further, in the present embodiment, one end of the pressure accumulating tank 40 constituting a part of the pressure accumulating assist mechanism is connected to the exhaust manifold 31 via the inlet passage 42 in which the pressure accumulating valve 41 is interposed, and the others. The end is connected to the exhaust passage 32 on the upstream side of the turbine 20T via an outlet passage 44 in which an assist valve 43 is interposed. Note that both the pressure accumulation valve 41 and the assist valve 43 are, for example, poppet valves, and are driven by an actuator (not shown) composed of an electric motor.

  Here, the pressure (pressure energy) of the exhaust passage 32 is accompanied by movement of the assist gas (exhaust gas or air) through the inlet passage 42 by opening the pressure accumulation valve 41 in a state where the assist valve 43 is closed. It is collected in the pressure accumulation tank 40. On the other hand, the pressure stored in the pressure accumulating tank 40 is used by the assist gas being released to the exhaust passage 32 via the outlet passage 44 by opening the assist valve 43 with the pressure accumulating valve 41 closed. The That is, in the present embodiment, the pressure recovery into the pressure accumulation tank 40 and the pressure release from the pressure storage tank 40 are performed through separate passages called the inlet passage 42 and the outlet passage 44, respectively. It should be noted that the pressure recovery into the pressure accumulating tank 40 and the pressure release therefrom may be performed using one passage having one opening to the exhaust passage 32 and one valve.

  Further, the engine 10 is provided with a crank angle sensor 51 for obtaining the rotational speed of the engine 10 and an accelerator opening sensor 52 for outputting a signal proportional to the depression amount of the accelerator pedal for detecting the required load. . Further, a water temperature sensor 53 that detects the cooling water temperature of the engine 10, an intake pressure sensor 54 that is used to control the boost pressure, a throttle opening sensor 55 that detects the opening of the intake throttle valve 14, and the pressure accumulation tank 40. A pressure accumulating tank pressure sensor 56 for detecting pressure, a back pressure sensor 57 for detecting the back pressure of the exhaust gas in the exhaust passage 32, that is, combustion gas or air, an air flow meter 58 for detecting the intake air amount, etc. In addition to the above-described sensors, an electronic control unit (ECU) in which the outputs of these various sensors are constituted by a microcomputer including a CPU, ROM, RAM, etc., an A / D converter, an input interface, an output interface, etc. ) 60.

  The ECU 60 controls the fuel injection amount, the ignition timing, the supercharging pressure, etc. according to the output value sent from each sensor. The control values used for controlling the fuel injection amount, the ignition timing, the supercharging pressure, etc. are, for example, the operating state of the engine 10 with the engine load on the vertical axis and the engine speed on the horizontal axis. In the map to be represented, optimum values experimentally obtained in accordance with required characteristics of the engine 10 are set as control values, and these maps are stored in a table of the ECU 60.

  Here, an example of a pressure recovery control routine for accumulating pressure in the pressure accumulating tank 40 in the control device for the supercharged engine with pressure accumulating assist of the present invention having the above-described configuration will be briefly described with reference to the flowchart of FIG. I will decide. This pressure recovery control routine is executed at a predetermined cycle (for example, approximately every 20 ms). In this case, as will be apparent from the following description, the exhaust gas recovered in the pressure accumulation tank 40 is generally air.

  Therefore, when the engine 10 is started and control is started, the ECU 60 first determines in step S201 whether or not the recovery flag is “1”, that is, ON. Here, the recovery flag “1” indicates that a predetermined condition for performing pressure recovery is satisfied. On the other hand, when it is “0”, it represents that the predetermined condition for pressure recovery is not satisfied. Since the recovery flag is reset in the initial state of the control start, a negative determination is made here. In the present embodiment, the fact that the predetermined condition for pressure recovery is satisfied means that the fuel cut is being executed and the pressure in the pressure accumulating tank 40 is equal to or lower than the predetermined pressure, as will be apparent from the following description. Two things are to be satisfied.

  Therefore, if a negative determination is made in step S201, it is determined in the next step S203 whether or not fuel cut (execution) is in progress. Specifically, whether or not the fuel cut is in progress is determined by whether or not the fuel injection amount is set to “0”. If an affirmative determination is made in step S203 that the fuel cut is being performed, the process proceeds to the next step S205, in which it is determined whether or not the pressure in the pressure accumulation tank 40 is equal to or lower than the upper limit pressure allowed for the pressure accumulation tank 40. . This is to prevent further pressure recovery from being performed even when exhaust gas having a sufficient pressure is stored in the pressure accumulation tank 40. The pressure in the pressure accumulation tank 40 is derived based on an output signal from the pressure accumulation tank pressure sensor 56. If a negative determination is made in step S203 and step S205, the routine is once terminated. As the upper limit pressure, for example, a value of 400 kPa is set as the gauge pressure.

  Here, in the fuel cut described above, for example, the engine speed is equal to or higher than a predetermined speed (fuel cut speed), and the accelerator opening is 0%, that is, the vehicle is not decelerated or decelerated. The fuel injection from the fuel injection valve is set to be stopped (fuel cut) during the cruising travel state. Note that when such a fuel cut state continues and the engine speed decreases and reaches another predetermined speed (fuel cut return speed), fuel injection is resumed. In this way, in the fuel cut state, the program is set so that the intake throttle valve 14 is controlled to the closed side, but the intake throttle valve 14 is forcibly opened during pressure recovery described later. It is controlled to be in a state.

  Furthermore, if an affirmative determination is made in step S205 in the flowchart of FIG. 2, the recovery flag is set to “1” in the next step S207, assuming that the predetermined condition for pressure recovery is satisfied. As a result, the pressure recovery control is prioritized over the normal control of the engine 10. In step S209, the exhaust throttle valve 33 is controlled to be closed by outputting an operation signal to the actuator 36, and the intake throttle valve 14 is controlled to be opened in the next step S211. In this way, while the recovery flag is “1”, the intake throttle valve 14 is controlled to open. This is to increase the intake air amount and increase the pressure of the exhaust gas for pressure recovery.

  In step S201 of the next routine, since the collection flag is “1”, an affirmative determination is made. In next step S213, it is determined again whether or not the fuel cut is in progress. If an affirmative determination is made here, the process proceeds to the next step S215, and it is determined again whether or not the pressure in the pressure accumulation tank 40 is equal to or lower than the upper limit pressure. The determination in step S213 and step S215 is performed again in order to end pressure recovery when the predetermined condition for pressure recovery is not satisfied after the recovery flag is set to “1” in step S207. It is.

  When an affirmative determination is made in step S215, it is determined in the next step S217 whether or not the pressure in the pressure accumulation tank 40 is equal to or lower than the pressure (back pressure) in the exhaust passage 32. At this time, since the exhaust throttle valve 33 is already controlled to close, the pressure (pressure energy) of the exhaust gas blocked by the exhaust throttle valve 33 becomes higher as time elapses. Then, in order to examine whether or not the pressure has increased to such an extent that it can be recovered, the determination in step S217 is performed. If a negative determination is made in step S217, the process proceeds to step S219, and the pressure accumulation valve 41 is maintained in a closed or closed state. That is, when the pressure accumulation valve 41 is already closed, this means that the state is maintained. On the other hand, when an affirmative determination is made in step S217, the process proceeds to step S221, and the pressure accumulation valve 41 is controlled to open. As a result, the increased pressure in the exhaust passage 32 is recovered in the pressure accumulation tank 40 while the exhaust gas moves through the inlet passage 42.

  As described above, the exhaust gas (mainly air) having a high pressure, that is, high pressure energy is recovered, so that the pressure in the pressure accumulating tank 40 increases. Such pressure recovery is generally continued unless a negative determination is made in step S213 or step S215.

  When a negative determination is made in step S213 or step S215 due to a change in the operating state during the above-described pressure recovery, control for terminating the pressure recovery is performed. That is, if a negative determination is made in any of them, the process proceeds to step S223, where the accumulator valve 41 is controlled to close and the exhaust throttle valve 33 is controlled to open. Then, in the next step S225, the collection flag is reset to “0”. As a result, the engine 10 is returned to a normal control state in which pressure recovery is not performed, and the intake throttle valve 14 is controlled based on the engine operating state.

  Next, an example of the pressure accumulation assist control routine in the present embodiment will be described with reference to the flowchart of FIG. This pressure accumulation assist control routine is also executed at a predetermined cycle (for example, every 20 ms).

  Therefore, if the control is a star, it is determined in step S301 whether or not the assist flag is “1”, that is, ON. Here, the assist flag being “1” means that the operation of the turbocharger 20 needs to be assisted, and that it is “0” is not necessary. It represents that. Since the assist flag is reset to “0” in the initial state, a negative determination is made here.

  If a negative determination is made in step S301, the process proceeds to the next step S303, in which it is determined whether or not the engine speed Ne is equal to or less than a predetermined speed Net. When the engine speed Ne is higher than the predetermined speed Net, there is no need for assist with respect to the operation of the turbocharger 20, so a negative determination is made in step S303, and the routine is temporarily terminated. On the other hand, if an affirmative determination is made in step S303 that the engine speed Ne is equal to or less than the predetermined speed Net, the process proceeds to step S305.

  In the next step S305, it is determined whether or not there is an acceleration request. In this embodiment, the determination of whether or not there is an acceleration request is made based on the accelerator opening Ap. This is performed depending on whether or not the accelerator opening Ap is equal to or greater than a predetermined value Apt. This is because, although the accelerator opening Ap is equal to or larger than the predetermined value Apt, the engine speed Ne is determined to be equal to or smaller than the predetermined rotational speed Net in the determination in step S303. This is because it means that the rotation rise of is delayed. Note that the presence or absence of this acceleration request exceeds a certain opening, and when the change amount of the accelerator opening Ap per unit time, that is, the opening speed (accelerator opening Ap opening speed) exceeds a predetermined speed, the acceleration request is made. You may make it determine with existence.

  If an affirmative determination is made in step S303 and step S305, in the next step S307, the assist flag is set to "1", and this routine is once ended. Then, in step S301 in the next routine, it is determined whether or not the assist flag is “1”. Here, as a result of the affirmative determination, the process proceeds to the next step S309, and it is determined again whether or not the engine speed Ne is equal to or less than the predetermined speed Net. If an affirmative determination is made that the engine speed Ne is equal to or less than the predetermined speed Net, the process proceeds to step S311 and whether or not an acceleration request is made or whether an acceleration request is made again depends on whether or not the accelerator opening Ap is equal to or greater than the predetermined value Apt. Whether or not is continuing is determined.

  Then, if an affirmative determination is made in step S309 and step S311, the process proceeds to the next step S313. In step S313, the target boost pressure Pt and the assist gas amount Gt required for the current acceleration request are calculated based on the engine speed Ne used in step S309 and the accelerator opening Ap used in step S311. Regarding the target boost pressure Pt, the value of the target boost pressure Pt obtained in advance through experiments or the like using the engine speed Ne and the accelerator pedal opening Ap as parameters is read from a map stored in the ECU 60. Similarly, the assist gas amount Gt required for the current acceleration request is also obtained based on the engine speed Ne and the accelerator pedal opening Ap. For example, based on the accelerator opening Ap and the engine speed Ne at the start of acceleration when the accelerator pedal starts to be depressed, and the accelerator opening Ap and the engine speed Ne after the acceleration request when the accelerator pedal is depressed is completed. The magnitude of the acceleration being calculated is calculated, and the assist gas amount Gt corresponding to the calculated required acceleration is predicted. As for the predicted assist gas amount Gt, the value of the assist gas amount Gt obtained in advance through experiments or the like corresponding to the magnitude of the required acceleration is read from a map stored in the ECU 60.

  In the next step S315, the assist gas amount Gt required for this acceleration is compared with the accumulated gas amount Gs accumulated in the accumulator tank 40 as the accumulator. In the present embodiment, the accumulated gas amount Gs is obtained from the detected pressure value by the accumulated tank pressure sensor 56 as the accumulated gas amount detecting means. That is, since the volume of the pressure accumulating tank 40 is a fixed value, the pressure accumulating gas amount Gs is converted based on the obtained pressure.

  Therefore, as a result of the comparison between the assist gas amount Gt and the accumulated gas amount Gs in step S315, when the accumulated gas amount Gs is sufficiently larger than the assist gas amount Gt, the operation of the turbocharger 20 is assisted without any problem. Therefore, the process proceeds to step S317. Therefore, the assist valve 43 is opened and the operation assist is started. When the operation assist is started, the process proceeds to step S319 in order to obtain the end time of the operation assist, and the actual boost pressure Pa detected by the intake pressure sensor 54 is compared with the above-described target boost pressure Pt. It is determined whether or not the supply pressure Pt has been reached. Then, as long as the actual boost pressure Pa does not reach the target boost pressure Pt and a negative determination is made, this routine is temporarily terminated. If the target boost pressure Pt is reached and an affirmative determination is made, the process proceeds to step S325 as described later.

  On the other hand, as a result of the comparison between the assist gas amount Gt and the accumulated gas amount Gs in step S315 described above, when the accumulated gas amount Gs is slightly larger or smaller than the assist gas amount Gt, the process proceeds to step S321. The supply of assist gas is controlled to be limited by the assist gas supply limiting means.

  Here, in the present embodiment, the content of the restriction control executed by the assist gas supply restricting means varies depending on the difference between the assist gas amount Gt and the accumulated gas amount Gs. That is, (1) the supply amount of the assist gas so that the supply gas amount Gs is slightly larger or smaller than the assist gas amount Gt, in other words, if it is almost equal, the supply gas is not cut off during the acceleration. (2) When the pressure accumulation gas amount Gs is significantly smaller than the assist gas amount Gt, the assist gas operation is performed to eliminate the supply interruption during acceleration. The supply is prohibited and the assist of the operation of the turbocharger 20 is not performed this time. In step S323 that proceeds as a result of the restriction control in step S321, different control is performed depending on the case of (1) or (2).

  That is, in the case of (1), the assist valve 43 is controlled to open, but the opening is not fully open, and the flow rate is adjusted so that the supply of assist gas is not stopped during the current acceleration. And the process proceeds to step S319 described above. On the other hand, in the case of (2) above, the process proceeds to step S325, and the assist valve 43 is controlled to be fully closed.

  In addition, with respect to step S325 in which the assist valve 43 is controlled to be fully closed, a negative determination is made in step S309 and step S311 described above, in other words, even when it is determined that the acceleration request is not continued, Similarly, the assist valve 43 is controlled to be fully closed. Thereafter, the process proceeds to step S327, and the assist flag is reset to “0”.

  Therefore, according to the present embodiment, the supply of the assist gas can be limited depending on the amount of the assist gas and the amount of the accumulated gas, so that the supply of the assist gas during the acceleration is prevented from being stopped. In addition, the driving performance can be improved by preventing an unexpected decrease in acceleration.

  Here, in the present embodiment, the assist gas amount predicting means for predicting the assist gas amount Gt required for one acceleration in the engine 10 is a part for executing step S309, step S311 and step S313 in the flowchart of FIG. The assist gas supply restricting means for restricting the supply of the assist gas based on the assist gas amount Gt predicted by the assist gas amount predicting means and the accumulated gas amount Gs detected by the accumulated gas amount detecting means is the same as in step S315. As a part for executing Step S317, Step S321, and Step S323, it is composed of functional parts incorporated in the ECU 60.

  In the above description, the embodiment in which the present invention is applied to a gasoline engine has been described. However, the present invention is not limited to this and can be applied to a diesel engine.

  In the above embodiment, the exhaust gas collected in the pressure accumulating tank during the fuel cut, that is, the air is supplied to the upstream of the turbine of the turbocharger. However, it is this gas that is stored in the pressure accumulating tank. It is not limited. For example, when fuel cut is not being performed, for example, the pressure energy of the exhaust gas is recovered and stored in the pressure accumulation tank from the exhaust passage during exhaust braking, and may be supplied to the turbocharger. Or you may make it store the air pressurized by drive of the air compressor etc. which were provided separately in a pressure accumulation tank. In this case, the air compressor can be driven using the rotational force of the electric motor or the crankshaft.

It is a system diagram showing an outline of a control device for a supercharged engine with pressure accumulation assist to which the present invention is applied. It is a flowchart which shows an example of the pressure collection | recovery control routine by the control apparatus of this invention. It is a flowchart which shows an example of the pressure accumulation assistance control routine by the control apparatus of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Engine 12 Intake passage 13 Intake manifold 14 Intake throttle valve 20 Turbocharger 20C Compressor 20T Turbine 31 Exhaust manifold 32 Exhaust passage 33 Exhaust throttle valve 40 Accumulation tank 41 Accumulation valve 42 Inlet passage 43 Assist valve 44 Outlet passage 51 Crank angle sensor 52 Accelerator Opening sensor 60 ECU

Claims (4)

In a supercharged engine with an accumulation assist, comprising a turbocharger and an accumulation assist mechanism capable of supplying gas accumulated upstream of the turbine of the turbocharger,
A pressure accumulation gas amount detection means for detecting a pressure accumulation gas amount of the pressure accumulation means in the pressure accumulation assist mechanism;
An assist gas amount predicting means for predicting an assist gas amount required for one acceleration in the engine;
An assist gas supply restricting means for restricting the supply of the assist gas based on the assist gas amount predicted by the assist gas amount predicting means and the accumulated gas amount detected by the accumulated gas amount detecting means;
A control device for a supercharged engine with pressure accumulation assist.   The control device for a supercharged engine with pressure accumulation assist according to claim 1, wherein the assist gas amount predicting means predicts an assist gas amount based on an accelerator opening and an engine speed.   The control device for a supercharged engine with pressure accumulation assist according to claim 1 or 2, wherein the assist gas supply restricting means prohibits the supply of assist gas.   The control device for a supercharged engine with pressure accumulation assist according to claim 1 or 2, wherein the assist gas supply restricting means restricts a supply amount of the assist gas.

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