JP2010007603A - Control device for twin entry supercharged engine with pressure storage assist - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a twin entry supercharged engine with pressure storage assist capable of improving transient characteristics of a twin entry turbocharger. <P>SOLUTION: This device is provided with: an engine body 10 including a plurality of cylinders; the twin entry turbocharger 20; a first and a second exhaust gas passage 32A and 32B constructing exhaust system parts from the engine body to a turbine 20T of the twin entry turbocharger 20 for each exhaust passage communicating to the cylinders which are not consecutive in order of exhaust stroke; a pressure storage means 40 storing gas with pressure; piping 44A and 44B providing communication between the pressure storage means 40 and each of the first and the second exhaust gas passage 32A and 32B; and a pressure storage assist means 60 capable of supplying pressurized gas to each of the first and the second exhaust gas passage 32A and 32B through the piping with a prescribed phase difference. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  TECHNICAL FIELD The present invention relates to a control device for a twin entry supercharged engine, and more particularly to a control device for a twin entry supercharged engine with a pressure accumulation assist that includes a pressure accumulation assist mechanism that supplies gas accumulated upstream of a turbine.

  In general, an engine provided with a supercharger such as a turbocharger so as to improve output torque is widely known. In addition, in such a turbocharger, a so-called twin entry turbocharger is also known in which two independent scrolls are formed by providing a partition in the turbine housing in order to improve responsiveness by preventing exhaust interference. ing. In such a twin entry turbocharger, in order to avoid exhaust interference, a plurality of exhaust groups composed of exhaust passages of cylinders whose exhaust strokes are not consecutive are connected to different scroll portions, respectively. (For example, refer to Patent Document 1).

  Furthermore, in the 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 a so-called turbo lag in the early stage of acceleration.

  Among these, for example, in Patent Document 2, an engine that exhausts exhaust gas to an exhaust pipe, a supercharger that includes an exhaust turbine to which the exhaust gas is sprayed, and an accumulator that accumulates auxiliary air supplied to the exhaust turbine. In an engine equipped with a tank, exhaust gas is taken out from the discharge pipe so that the exhaust gas discharged from the engine is stored in the pressure accumulation tank as auxiliary air, and the auxiliary air accumulated in the pressure accumulation tank is discharged via the discharge pipe. There is disclosed a supercharging system for an internal combustion engine in which an opening for supplying an exhaust turbine is provided upstream of an exhaust turbine in an exhaust pipe.

JP 2007-170220 A Japanese Patent Laid-Open No. 2008-2276

  By the way, as disclosed in Patent Document 1, a twin-entry turbocharger in which a plurality of exhaust groups composed of exhaust passages of cylinders in which the order of exhaust strokes is not continuous is respectively connected to different scroll portions. On the other hand, for the purpose of improving the so-called turbo lag, for example, it is conceivable to combine the supercharging system for an internal combustion engine disclosed in Patent Document 2.

  However, in the above-described twin entry turbocharger, the portion from the engine body to the exhaust turbine is formed separately for each exhaust group constituted by the exhaust passages of the cylinders in which the order of the exhaust stroke is not continuous. By simply supplying auxiliary air upstream of the exhaust turbine in the exhaust pipe, it is difficult to sufficiently avoid exhaust interference, and the transient performance of the twin entry turbocharger cannot be sufficiently improved. Was necessary.

  Accordingly, an object of the present invention is to solve such a conventional problem, and the part from the engine body to the exhaust turbine is formed separately for each exhaust group constituted by the exhaust passages of the cylinders in which the order of the exhaust stroke is not continuous. It is an object of the present invention to provide a control device for a twin-entry supercharged engine with pressure accumulation assist that can sufficiently improve the transient performance of the existing twin-entry turbocharger.

  A control device for a twin-entry supercharged engine with pressure accumulation assist that achieves the above object includes an engine body having a plurality of cylinders, a twin-entry turbocharger, and the twin-entry turbocharger from the engine body. First and second exhaust passages, each of which constitutes an exhaust system portion reaching the turbine for each exhaust passage communicating with a cylinder whose exhaust stroke order is not continuous, pressure accumulation means for accumulating gas, and the first and second And a pressure accumulating assist capable of supplying a gas accumulated with a predetermined phase difference to each of the first and second exhaust passages via the piping. And a control means.

  According to this embodiment, the first and second exhausts are provided for each exhaust passage that communicates with a cylinder in which the order of the exhaust stroke is not continuous in the exhaust system portion from the engine body having a plurality of cylinders to the turbine of the twin entry turbocharger. Each passage is configured. The gas accumulated in the pressure accumulating means is supplied with a predetermined phase difference to each of the first and second exhaust passages by the pressure accumulating assist control means. Therefore, the accumulated gas is supplied with a predetermined phase difference to the first and second exhaust passages for each exhaust passage communicating with the cylinders in which the order of the exhaust stroke is not continuous, so that no exhaust interference occurs. The transient performance in the twin entry turbocharger can be sufficiently improved without impairing the dynamic pressure supercharging effect.

  Here, in the control device for a twin-entry supercharged engine with pressure accumulation assist according to the above aspect, the pressure accumulation assist control means includes a cylinder communicated with the first exhaust passage and a cylinder communicated with the second exhaust passage. The gas may be supplied over a predetermined phase angle period from substantially the opening timing of the exhaust valve of each cylinder.

  According to this aspect, in the cylinder communicated with the first exhaust passage and the cylinder communicated with the second exhaust passage, the gas is supplied over a predetermined phase angle period in accordance with the opening timing of the exhaust valve of each cylinder. Since the gas is supplied, the assist gas pressure is superimposed on the pressure of the exhaust gas discharged from each cylinder, and the absolute value of the dynamic pressure supercharging can be increased. As a result, the transient performance in the twin entry turbocharger can be sufficiently improved.

  Further, in the control device for a twin-entry supercharged engine with pressure accumulation assist according to the one aspect, the pressure accumulation assist control means is provided in a cylinder communicated with the first exhaust passage and a cylinder communicated with the second exhaust passage. The gas may be supplied over a predetermined phase angle period from a phase angle position substantially in the middle of the opening timing of the exhaust valve of each cylinder.

  According to this aspect, in the cylinder communicated with the first exhaust passage and the cylinder communicated with the second exhaust passage, the predetermined phase angle from the phase angle position substantially in the middle of the opening timing of the exhaust valve of each cylinder. Since gas is supplied over a period of time, in each of the first and second exhaust passages, gas is supplied in the middle of a period in which no exhaust gas is discharged into the exhaust passage between the exhaust strokes of the respective cylinders. As a result, the frequency of dynamic pressure supercharging can be increased. As a result, the transient performance in the twin entry turbocharger can be sufficiently improved.

  The pipe may be configured to communicate with the exhaust port of each cylinder or directly downstream thereof in each of the first and second exhaust passages.

  According to this configuration, since the gas is supplied to the exhaust port of each cylinder or immediately downstream thereof, the back pressure increases at the exhaust port of each cylinder or immediately downstream thereof, thereby increasing the internal EGR amount and reducing NOx. Can do.

  Here, in the above-described configuration, it is preferable that the pressure accumulation assist control unit supplies gas during the exhaust stroke of each cylinder or during the opening of the exhaust valve.

  According to this configuration, in the exhaust stroke in which the exhaust valve is open, the back pressure is increased at the exhaust port of each cylinder or immediately downstream thereof. Therefore, in addition to the above-described effects, the internal EGR amount can be efficiently increased to reduce NOx. Can be reduced.

  Further, in the control device for a twin entry supercharged engine with pressure accumulation assist according to the above aspect, the piping communicates with the exhaust port of each cylinder or directly downstream thereof in each of the first and second exhaust passages. 1 and a second pipe communicating with the turbine entry of the twin entry turbocharger or the vicinity thereof in each of the first and second exhaust passages, Gas is supplied through the first pipe during load operation, and gas is supplied through the second pipe when acceleration is requested.

  According to this aspect, during partial load operation, gas is supplied through the exhaust port of each cylinder or the first piping connected to the downstream thereof, and when acceleration is requested, the turbine inlet of the twin entry turbocharger Alternatively, the gas is supplied through the second pipe communicated with the vicinity thereof. Therefore, during partial load operation, the exhaust pressure of each cylinder or the back pressure immediately downstream thereof can be increased, the internal EGR amount can be increased, NOx can be reduced, and exhaust interference can occur when acceleration is requested. The transient performance in the twin entry turbocharger can be improved without impairing the dynamic pressure supercharging effect.

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

(First embodiment)
FIG. 1 is a system diagram showing an overview of a first embodiment of a control device for a twin-entry supercharged engine with pressure accumulation assist to which the present invention is applied. Reference numeral 10 denotes a plurality of cylinders (in this embodiment, the upper part of FIG. 1). The engine body has four cylinders (not shown) having cylinder numbers in order.

  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 twin entry turbocharger 20 is disposed 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 the exhaust system of the engine 10, the exhaust is joined by the first and second exhaust manifolds 31A and 31B with the respective branch pipes communicating with the exhaust ports of the # 1 to # 4 cylinders. First and second exhaust passages 32A and 32B are connected to the exhaust manifolds 31A and 31B, respectively. More specifically, in the present embodiment, the exhaust strokes of the engine 10 are not adjacent to each other, and the first exhaust in which the branch pipes communicate with the exhaust ports of the odd-numbered # 1 cylinder and # 4 cylinder. A manifold 31A is connected to the first exhaust passage 32A, and a second exhaust manifold 31B in which the branch pipes communicate with the exhaust ports of the even-numbered # 2 and # 3 cylinders in the ignition order is the second exhaust passage 32B. It is connected to the.

  The downstream ends of the first and second exhaust passages 32A and 32B are connected to the entrance of the scroll portion of the twin entry turbocharger 20, respectively. In the turbine 20T of the twin entry turbocharger 20, a partition wall extending in a direction substantially perpendicular to the turbine axis is provided in the housing, and the scroll portion is divided into two in the turbine axis direction by the partition wall. Therefore, in the twin entry turbocharger 20 or the turbine 20T, the occurrence of exhaust interference is prevented, and the supercharging efficiency is increased.

  Here, in the description of the present specification, the first exhaust manifold 31A connected to the first exhaust passage 32A communicated with one scroll portion and the second exhaust passage 32B communicated with the other scroll portion. When it is not necessary to particularly distinguish the exhaust passage and the exhaust manifold with respect to the second exhaust manifold 31B to be connected, the first exhaust manifold 31A and the second exhaust manifold 31B are respectively included and the first exhaust manifold 31B is included. These will be referred to as a passage 32A and a second exhaust passage 32B.

  Further, the downstream end of the scroll portion in the twin entry turbocharger 20 is connected to one exhaust pipe 33, and an exhaust throttle valve 34 and a catalytic converter 35 incorporating a three-way catalyst are disposed in the exhaust pipe 33. . Reference numeral 36 denotes an exhaust muffler.

  Here, in the present embodiment, the exhaust throttle valve 34 is provided on the downstream side of the turbine 20T and on the upstream side of the catalytic converter 35, but may be provided on the downstream side. In the present embodiment, the exhaust throttle valve 34 is a butterfly valve, and is driven by, for example, an actuator 37 that is an electric motor. The exhaust throttle valve 34 effectively clogs the exhaust gas flowing through the first and second exhaust passages 32A and 32B, that is, the fluid such as combustion gas and air when the valve is closed, and the exhaust throttle valve 34 is further downstream than the exhaust throttle valve 34. It functions as a shut-off valve that generally shuts off the fluid flow. The exhaust throttle valve 34 may be a valve having a configuration that reduces the cross-sectional area of the exhaust passage by about 50% when the valve is closed, or the first and second exhaust valves when the valve is closed. The valve may be configured to completely close the passages 32A and 32B.

  In the turbocharger 20, the compressor 20C is rotationally driven by the energy of exhaust gas introduced into the turbine 20T, and sucks and pressurizes air to supercharge the turbocharger 20. An unillustrated as a flow rate variable mechanism is provided at the inlet nozzle portion of the turbine 20T. You may have a variable nozzle. This variable nozzle is driven by a variable nozzle actuating actuator (not shown) made of an electric actuator such as a DC motor, for example, and takes its “fully closed”, “fully opened” and intermediate positions 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.

  Furthermore, in the present embodiment, the pressure accumulation tank 40 that constitutes a part of the pressure accumulation assist mechanism has a first and a second inlet at which one end thereof is provided with first and second pressure accumulation valves 41A and 41B, respectively. The passages 42A and 42B are connected to the first and second exhaust manifolds 31A and 31B, respectively. Further, the other end of the pressure accumulating tank 40 is connected to the first upstream side of the turbine 20T via first and second outlet passages 44A and 44B provided with first and second assist valves 43A and 43B, respectively. And the second exhaust passages 32A and 32B, respectively. Note that the first pressure accumulation valve 41A, the second pressure accumulation valve 41B, the first assist valve 43A, and the second assist valve 43B are, for example, poppet valves, and are actuators (not shown) that include an electric motor or an electromagnetic actuator. Driven by.

  Here, the pressure (pressure energy) of the first and second exhaust passages 32A and 32B is the same as that of the first and second pressure accumulating valves 41A and 41A when the first and second assist valves 43A and 43B are closed. By opening 41B, the gas is collected in the pressure accumulating tank 40 with the movement of the assist gas (exhaust gas or air) through the first and second inlet passages 42A and 42B. On the other hand, the pressure stored in the pressure accumulating tank 40 is adjusted by opening the first and second assist valves 43A and 43B with the first and second pressure accumulating valves 41A and 41B closed. The assist gas is discharged to the first and second exhaust passages 32A and 32B through the two outlet passages 44A and 44B and is used. That is, in the present embodiment, the pressure recovery into the pressure accumulation tank 40 and the pressure release from the pressure recovery tank 40 are respectively performed by the first and second inlet passages 42A and 42B and the first and second outlet passages 44A and 44B. This is done through separate passages. However, for example, the first assist valve 43A is used instead of the first pressure accumulation valve 41A, and the second assist valve 43B is used instead of the second pressure accumulation valve 41B. You may let them.

  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, and first and second back pressure sensors 57A for detecting back pressure of fluid such as exhaust gas, that is, combustion gas or air, in the first and second exhaust passages 32A and 32B. And 57B, an air flow meter 58 for detecting the amount of intake air, and the like, together with the above-mentioned sensors, output signals of these various sensors are a microcomputer including a CPU, ROM, RAM, etc., and an A / D converter Are sent to an electronic control unit (ECU) 60 comprising an input interface, an output interface, etc. That.

  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 the required characteristics of the engine 10 are set as control values, and these maps are stored in the 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 apparatus for a twin entry supercharged engine with pressure accumulating assist of the present invention having the above-described configuration will be described with reference to the flowchart of FIG. I will explain to. 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. Then, the process proceeds to step S209, and the exhaust throttle valve 34 is controlled to be closed by outputting an actuation signal to the actuator 37, 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 first and second exhaust passages 32A and 32B. At this time, since the exhaust throttle valve 34 has already been controlled to close, the pressure (pressure energy) of the exhaust gas blocked by the exhaust throttle valve 34 increases with time. Then, in order to check whether the pressure has increased to a level that can be recovered, the determination in step S217 is performed. When a negative determination is made in step S217, the process proceeds to step S219, and the first and second pressure accumulating valves 41A and 41B are maintained in the closed or closed state. That is, when the first and second pressure accumulating valves 41A and 41B are already closed, this means that the state is maintained. On the other hand, when a positive determination is made in step S217, the process proceeds to step S221, and the first and second pressure accumulating valves 41A and 41B are controlled to open. As a result, the increased pressures in the first and second exhaust passages 32A and 32B are recovered in the pressure accumulating tank 40 while the exhaust gas moves through the first and second inlet passages 42A and 42B. The

  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 first and second pressure accumulating valves 41A and 41B are controlled to close, and the exhaust throttle valve 34 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 first 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” indicates that it is necessary to assist the operation of the turbocharger 20, 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 once 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 the acceleration request 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. 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 is 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.

  In the next step S315, the first and second assist valves 43A and 43B are opened / closed with a predetermined phase difference, which will be described later, and operation assist is started. When the operation assist is started, the process proceeds to step S317 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 once ended and the next routine is started. If the target boost pressure Pt is reached and an affirmative determination is made, the process proceeds to step S319 as described later.

  In step S319, the opening / closing control of the first and second assist valves 43A and 43B is completed. In other words, the first and second assist valves 43A and 43B are controlled to be fully closed. Note that a negative determination is made in step S319 and in step S311 described above, in other words, if the acceleration request is determined not to continue, the first and second assist valves are similarly processed. 43A and 43B are controlled to be fully closed. Thereafter, the process proceeds to step S321, and the assist flag is reset to “0”.

  Here, the operation assistance by the opening / closing control of the first and second assist valves 43A and 43B executed in the above-described step S315 will be described in more detail with reference to FIG.

  First, the first mode of this operation assist is the cylinders # 1 and # 4 connected to the first exhaust passage 32A and # 2 and # 3 cylinders connected to the second exhaust passage 32B. The gas is supplied over a predetermined phase angle period from the opening timing of the exhaust valve. That is, for the first exhaust passage 32A, the first assist valve 43A is opened in accordance with the opening timing of the exhaust valve of the # 1 cylinder and the opening timing of the exhaust valve of the # 4 cylinder, and a predetermined phase angle is set. The assist gas is supplied after the period (for example, about 90 ° crank angle) has elapsed. On the other hand, for the second exhaust passage 32B, the second assist valve 43B is opened in accordance with the opening timing of the exhaust valve of the # 3 cylinder and the opening timing of the exhaust valve of the # 2 cylinder, and a predetermined phase angle is set. After a period (for example, about 90 ° crank angle) elapses, the assist gas is supplied after being closed.

  Here, FIG. 4 shows the back pressure pulsation in the second exhaust passage 32B communicated with the # 3 cylinder and the # 2 cylinder when the ignition order of the engine 10 is # 1, # 3, # 4, and # 2. And the back pressure pulsation in the twin entry turbocharger 20 of the present embodiment is shown by a thick solid line (the thin solid line is a single in which the exhaust manifold is gathered in one exhaust passage) The back pressure pulsation in the entry turbocharger is shown for reference). In FIG. 4, the positions where the crank angle is −180 °, 0 °, + 180 °, and + 360 ° are the exhaust stroke start timings (bottom dead center) of the # 3 cylinder, # 4 cylinder, # 2 cylinder, and # 1 cylinder, respectively. Represents. Note that the opening timing of the exhaust valve in each cylinder is slightly (for example, 45 °) earlier than the exhaust stroke start timing, as is apparent from the drawing. However, when the engine is provided with a variable timing mechanism for the exhaust valve, the opening timing of the exhaust valve is changed according to the operating state, and may be 20 ° to 60 ° before the bottom dead center. Further, in this specification, the exhaust valve opening timing does not need to be strictly interpreted as the exhaust valve opening start itself, and the exhaust valve opening timing is as wide as around the start of the exhaust valve opening. You may solve with.

Therefore, in the first mode of the above-described operation assist, the exhaust valve opening timing (slightly earlier than −180 °) in the # 3 cylinder with respect to the second exhaust passage 32B communicating with the # 3 cylinder and the # 2 cylinder. (T1 _{3O in} FIG. 4) and the opening timing of the exhaust valve (slightly earlier than + 180 °) in the # 2 cylinder (T1 _{2O in} FIG. 4), the second assist valve 43B is opened, and each has a crank angle of about 90 °. After the corner has elapsed (in FIG. 4, T1 _3C and T1 _2C ), the assist gas is supplied in a pulsed manner from the pressure accumulation tank 40. Although not shown, the same applies to the # 1 and # 4 cylinders.

  According to the first mode of the operation assist, each of the cylinders # 1 and # 4 communicated with the first exhaust passage 32A and the cylinders # 3 and # 2 communicated with the second exhaust passage 32B. Since the assist gas is supplied in a pulse manner over a predetermined phase angle period (about 90 ° crank angle in the above example) in accordance with the opening timing of the exhaust valve, the pressure of the exhaust gas discharged from each cylinder The assist gas pressure is superimposed, and the absolute value of the dynamic pressure supercharging can be increased. As a result, the transient performance in the twin entry turbocharger 20 can be improved.

  In addition, the second form of the above-mentioned operation assist is the # 1, # 4 cylinder communicated with the first exhaust passage 32A and the # 2, # 3 cylinder communicated with the second exhaust passage 32B. Gas is supplied over a predetermined phase angle period from a phase angle position approximately in the middle of the opening timing of the exhaust valve of each cylinder. That is, for the first exhaust passage 32A, the first assist valve 43A is opened in accordance with an intermediate phase angle position between the opening timing of the exhaust valve of the # 1 cylinder and the opening timing of the exhaust valve of the # 4 cylinder. Then, after a predetermined phase angle period (for example, about 90 ° crank angle) has elapsed, the assist gas is supplied in a pulsed manner from the pressure accumulation tank 40. On the other hand, for the second exhaust passage 32B, the second assist valve 43B is opened in accordance with an intermediate phase angle position between the opening timing of the exhaust valve of the # 3 cylinder and the opening timing of the exhaust valve of the # 2 cylinder. In addition, the gas is closed after a predetermined phase angle period (for example, about 90 ° crank angle) has elapsed, and the assist gas is supplied in pulses from the pressure accumulation tank 40.

Therefore, as in the case of the first form of the above-described operation assist, FIG. 4 is a graph showing the state of back pressure pulsation in the second exhaust passage 32B communicating with the # 3 cylinder and the # 2 cylinder. Explaining, in the second mode of the operation assist, with respect to the # 3 cylinder and the second exhaust passage 32B communicating with the # 2 cylinder, the opening timing of the exhaust valve of the # 3 cylinder and the opening timing of the exhaust valve of the # 2 cylinder intermediate phase angle positions between _{(T2. 3O} 4), and an intermediate phase angle position with the opening timing of the exhaust valve open timing and # 3 cylinder exhaust valves of the second cylinder _{(T2. 2O} 4) In other words, the second assist valve 43B is opened in accordance with the phase angle position delayed by 180 ° crank angle from the opening timing of the exhaust valves of the # 3 cylinder and # 2 cylinder, and a predetermined phase angle period (for example, About 90 ° Link angle) after (4, closed on T2 _3C and T2 _2C), the pulse to assist gas will be supplied from the accumulator tank 40. Although not shown, the same applies to the # 1 and # 4 cylinders.

According to the second mode of the operation assist, in the # 1, # 4 cylinder communicated with the first exhaust passage 32A and the # 3, # 2 cylinder communicated with the second exhaust passage 32B, respectively. Assist gas is supplied in a pulsed manner over a predetermined phase angle period (for example, about 90 ° crank angle) from the phase angle position (T2 _3O and T2 _2O in FIG. 4) approximately in the middle of the opening timing of the exhaust valve of the cylinder Therefore, in each of the first and second exhaust passages 32B and 32B, gas is supplied in the middle of a period in which no exhaust gas is discharged into the exhaust passage between the exhaust strokes of the respective cylinders. The frequency of dynamic pressure supercharging can be increased. As a result, the transient performance in the twin entry turbocharger can be sufficiently improved.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIG. In the first embodiment described above, the first and second outlet passages 44A and 44B, which are provided with the first and second assist valves 43A and 43B, respectively, are connected to the first and second outlet passages 44A and 44B. In each of the exhaust passages 32 </ b> A and 32 </ b> B, the air was communicated upstream in the vicinity of the turbine 20 </ b> T. On the other hand, the second embodiment is different only in that the tip portions of the first and second outlet passages 44A and 44B are further branched and communicated directly downstream of the exhaust port of each cylinder. . Therefore, in FIG. 5, the same functional parts as those in the first embodiment are denoted by the same reference numerals as those used in FIG.

To be more specific, the first outlet passage 44A is branched into branch passages 44A ₁ and 44A _4, respectively, # 1 cylinder and # 4 cylinder immediately downstream of the exhaust port, i.e., the first exhaust passage 32A The branch pipes of the connected first exhaust manifold 31A are communicated with each other. The second outlet passage 44B is branched to the branch passage 44B ₂ and 44B _3, respectively, immediately downstream of the exhaust ports of # 2 cylinder and # 3 cylinder, i.e., first is connected to the second exhaust passage 32B The two exhaust manifolds 31B communicate with each branch pipe. Each of the above-mentioned branch paths 44A ₁ , 44B ₂ , 44B ₃ , 44A ₄ preferably has a shape that sprays in a curtain shape so that the nozzle at the tip of the branch paths hinders the flow in the passage. Each branch path 44A _{1 above, 44B 2, 44B 3, 44A} 4 may be communicated with the exhaust port itself of each cylinder.

  The pressure accumulation assist control routine in the second embodiment may be performed similarly to the case of the first embodiment described above.

  According to the second embodiment, since the gas is supplied in the form of a curtain sprayed directly downstream of the exhaust port of each cylinder, the flow in the passage is obstructed at the exhaust port of each cylinder or immediately downstream thereof. As a result, the back pressure increases and the amount of internal EGR can be increased to reduce NOx.

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIGS. Since the third embodiment is a combination of the components of the first and second embodiments described above, in FIG. 6, the same functional parts as those of the first and second embodiments are shown in FIG. The same reference numerals as those used in FIG. 1 and FIG.

That is, in FIG. 6, having as a first pipe, the branch passage 44A ₁ and 44A ₄ the tip is branched branch path 44B ₂ and 44B ₃ and, respectively, first and second outlet passages 44A and 44B In addition, in each of the first and second exhaust passages 32A and 32B, the third and third pipes as second pipes communicating from the pressure accumulation tank 40 to the inlet of the turbine 20T of the twin entry turbocharger 20 or the vicinity thereof are provided. Fourth outlet passages 44C and 44D are provided. The third and fourth outlet valves 44C and 44D are provided with third and fourth assist valves 43C and 43D, respectively. The third and fourth assist valves 43C and 43D are also, for example, poppet valves and actuators (not shown) including electric motors and electromagnetic actuators, like the first and second assist valves 43A and 43B. Driven by.

  Therefore, an example of the pressure accumulation assist control routine in the third embodiment having the above-described configuration 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, when the control is started, it is determined in step S701 whether or not the assist flag is “1”, that is, ON. Here, the assist flag being “1” indicates that it is necessary to assist the operation of the turbocharger 20 as in the case described above, and that it is “0”. Indicates that this is not necessary. Since the assist flag is reset to “0” in the initial state at the start of control such as when the engine is started, a negative determination is made here.

  If a negative determination is made in step S701, the process proceeds to the next step S703, 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 S703 and the routine is temporarily terminated. On the other hand, if an affirmative determination is made in step S703 that the engine speed Ne is equal to or less than the predetermined speed Net, the process proceeds to step S705.

Then, in the next step S705, it is determined whether or not it is during partial load operation that requires pressure accumulation assist. The determination as to whether or not it is during the partial load operation is performed based on the accelerator opening Ap as in the previous embodiment. That corresponds to a state in which the accelerator pedal is depressed slightly, carried out by determining whether the accelerator opening Ap is the first predetermined value Apt ₁ or more.

If an affirmative determination is made in step S703 and step S705, in the next step S707, the assist flag is set to "1", and this routine is once ended. In step S701 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 S709, and it is determined again whether or not the engine speed Ne is equal to or less than the predetermined speed Net. When the engine speed Ne is affirmative determination as being equal to or less than the predetermined rotation speed Net, depending on whether the accelerator opening Ap proceeds to step S711 is the first predetermined value Apt ₁ or more, again, part load operation Whether or not is continuing is determined.

If affirmative determination is made in step S709 and step S711, the process proceeds to next step S713. In step S713, it is determined whether there is an acceleration request during partial load operation. That is, whether the accelerator opening Ap exceeds a second predetermined value Apt ₂ is determined. This second predetermined value Apt ₂ corresponds to the state where the accelerator pedal is depressed greatly, the engine speed Ne is equal to or smaller than the predetermined speed Net at the determination in step S709, and the accelerator opening Ap is the second predetermined value Apt. _This is because exceeding ₂ means that there is an acceleration request.

Therefore, in this step S713, the accelerator opening Ap does not exceed the second predetermined value Apt _2, i.e., when the determination is negative, the process proceeds to step S715 as a partial load operation no acceleration request is continued, The assist gas amount Gt is determined based on the engine speed Ne and the accelerator pedal opening Ap used in steps S709 and S711. Regarding the assist gas amount Gt, the value of the assist gas amount Gt 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. Note that, based on the pressure of the gas accumulated in the pressure accumulating tank 40 detected by the pressure sensor 56 so as to satisfy the determined assist gas amount Gt, as will be described later, the assist valve opening period t. Are read out from the map stored in the ECU 60.

Then, the process proceeds to the next step S717, where opening / closing control of the assist valve at the time of partial load is started. In other words, the first and second assist valves 43A and 43B are controlled to open and close with a predetermined phase difference, which will be described later, and operation assist at the time of partial load is started. Specifically, it is communicated with the respective branch of the first exhaust manifold 31A which is connected to the first exhaust passage 32A, the branch passage 44A ₁ and 44A ₄ of the first outlet passage 44A, accumulator Gas is supplied in pulses from the tank 40 with a predetermined phase difference. That is, the first assist valve 43A is opened in accordance with the opening timing of the exhaust valve of the # 1 cylinder, is closed after the valve opening period t has elapsed, and is similarly adjusted in accordance with the opening timing of the exhaust valve of the # 4 cylinder. One assist valve 43A is opened and closed after the valve opening period t has elapsed, and assist gas is supplied. On the other hand, it is communicated with the respective branch pipes of the second exhaust manifold 31B connected to the second exhaust passage 32B, in the branch passage 44B ₂ and 44B ₃ of the second outlet passage 44B, accumulator tank 40 Gas is supplied with a predetermined phase difference. That is, the second assist valve 43B is opened in accordance with the opening timing of the exhaust valve of the # 3 cylinder, is closed after the valve opening period t has elapsed, and is similarly adjusted in accordance with the opening timing of the exhaust valve of the # 2 cylinder. The second assist valve 43B is opened and closed after the valve opening period t has elapsed, and the assist gas is supplied in a pulsed manner.

Thus, during partial load operation, the above-described branch paths 44A ₁ , 44B ₂ , 44B ₃ , 44A are arranged immediately downstream of the exhaust ports of the # 1 to # 4 cylinders in accordance with the opening timing of the respective exhaust valves. As a result of the spray of gas from the nozzle at the tip of _{4 in} the form of a curtain, the back pressure at the exhaust port of each cylinder is increased, so the internal EGR amount is increased and NOx is reduced. At the same time, the gas supplied immediately downstream of the exhaust ports of the cylinders # 1 to # 4 acts to increase the energy (pressure and / or temperature) of the exhaust gas. The supercharging effect of the turbocharger 20 can be enhanced. Thus, by supplying the assist gas in a pulse manner, the consumption of the gas accumulated in the pressure accumulation tank 40 can be reduced as much as possible.

If the accelerator opening Ap exceeds the second predetermined value Apt ₂ in the determination of the presence or absence of the acceleration request in step S713 described above, that is, if an affirmative determination is made, it is determined that there is an acceleration request and the process proceeds to step S719. The target boost pressure Pt is calculated based on the engine speed Ne used in step S709 and the accelerator opening Ap used in step S711. As for the target supercharging pressure Pt, as described above, the value of the target supercharging pressure Pt obtained by experiments or the like in advance using the engine speed Ne and the accelerator pedal opening Ap as parameters is stored in the ECU 60. Read out.

  In the next step S721, opening / closing control of the third and fourth assist valves 43C and 43D with a predetermined phase difference, which will be described later, is started when acceleration is requested. When the operation assist is started, the process proceeds to step S723 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 target boost pressure Pt described above. It is determined whether or not the target boost 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 once ended and the next routine is started. If the target boost pressure Pt is reached and an affirmative determination is made, the process proceeds to step S725 as described later.

  Here, the operation assistance at the time of the acceleration request by the opening / closing control of the third and fourth assist valves 43C and 43D in step S721 described above will be described. Regarding the operation assistance at the time of the acceleration request, the first or second mode is possible as in the case of the first embodiment described above.

  That is, in the first embodiment, the exhaust valves of the respective cylinders in the # 1, # 4 cylinder communicated with the first exhaust passage 32A and the # 2, # 3 cylinder communicated with the second exhaust passage 32B are used. Gas is supplied over a predetermined phase angle period from the opening timing. Specifically, for the first exhaust passage 32A, the fourth assist valve 43D is opened in accordance with the opening timing of the exhaust valve of the # 1 cylinder and the opening timing of the exhaust valve of the # 4 cylinder. After the phase angle period (for example, about 90 ° crank angle) elapses, the assist gas is supplied to the inlet of the turbine 20T of the twin entry turbocharger 20 or in the vicinity thereof. On the other hand, for the second exhaust passage 32B, the third assist valve 43C is opened in accordance with the opening timing of the exhaust valve of the # 3 cylinder and the opening timing of the exhaust valve of the # 2 cylinder, and a predetermined phase angle is set. After a period (for example, about 90 ° crank angle) has elapsed, the assist gas is supplied to the inlet of the turbine 20T of the twin entry turbocharger 20 or the vicinity thereof.

  Further, in the second mode, in the # 1, # 4 cylinder communicated with the first exhaust passage 32A and the # 2, # 3 cylinder communicated with the second exhaust passage 32B, the exhaust valves of the respective cylinders Gas is supplied over a predetermined phase angle period from a phase angle position substantially in the middle of the opening timing. Specifically, for the first exhaust passage 32A, the fourth assist valve is set in accordance with the intermediate phase angle position between the opening timing of the exhaust valve of the # 1 cylinder and the opening timing of the exhaust valve of the # 4 cylinder. 43D is opened and closed after a lapse of a predetermined phase angle period (for example, about 90 ° crank angle), and assist gas is supplied to or near the inlet of the turbine 20T of the twin entry turbocharger 20. On the other hand, for the second exhaust passage 32B, the third assist valve 43C is opened in accordance with the intermediate phase angle position between the opening timing of the exhaust valve of the # 3 cylinder and the opening timing of the exhaust valve of the # 2 cylinder. Then, after a predetermined phase angle period (for example, about 90 ° crank angle) has elapsed, the assist gas is similarly supplied to the inlet of the turbine 20T of the twin entry turbocharger 20 or in the vicinity thereof.

  Thus, at the time of the acceleration request, the fourth and third outlets communicated with or near the inlet of the turbine 20T of the twin entry turbocharger 20 in the first and second exhaust passages 32A and 32B, respectively. Gas is supplied from the pressure accumulation tank 40 through the passages 44D and 44C with a predetermined phase difference that matches the opening timing of the exhaust valve of each cylinder. Therefore, the transient performance of the twin entry turbocharger 20 is improved without causing exhaust interference or impairing the dynamic pressure supercharging effect when acceleration is requested.

  Here, returning to the flowchart of FIG. 7 again, in step S723 described above, the actual supercharging is performed in step S723 after the operation assist at the time of acceleration request by the opening / closing control of the third and fourth assist valves 43C and 43D. As long as the pressure Pa does not reach the target boost pressure Pt and a negative determination is made, this routine is once ended and the next routine is started.

On the other hand, during the operation assistance at the time of partial load by the opening / closing control of the first and second assist valves 43A and 43B in step S717, in step S709 or step S711 of the next routine, the engine speed Ne is a predetermined rotation. not a few Net below, or by the accelerator opening Ap is the first predetermined value Apt ₁ below, partial load operation is not continued, if it is determined that no acceleration request, step S725 Proceed to In addition, if it is determined in step S723 that the actual boost pressure Pa has reached the target boost pressure Pt, the process also proceeds to step S725.

  In step S725, the opening / closing control of the first to fourth assist valves 43A to 43D is completed. In other words, the first to fourth assist valves 43A to 43D are controlled to be fully closed. Thereafter, the process proceeds to step S727, and the assist flag is reset to “0”.

Therefore, according to the third embodiment, during partial load operation, the branch ports 44A ₁ , 44B ₂ , 44B ₃ , communicating with the exhaust ports of the cylinders # 1 to # 4 or directly downstream thereof are provided. is supplied gas through 44A _4, gas through the fourth and third outlet passage 44D and 44C, which at the time of an acceleration request is communicated with each of the inlet or near the turbine 20T of the twin entry turbocharger 20 Therefore, during partial load operation, the exhaust pressure of each cylinder or the back pressure immediately downstream thereof can be increased, the internal EGR amount can be increased, NOx can be reduced, and exhaust interference can be caused when acceleration is requested. The transient performance of the twin entry turbocharger can be improved without deteriorating the dynamic pressure supercharging effect.

  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, that is, the air collected in the pressure accumulator tank during the fuel cut is supplied to the upstream of the turbine of the twin entry turbocharger. It is not limited to gas. For example, when fuel cut is not being performed, for example, the pressure energy of the exhaust gas may be collected and stored in the pressure accumulation tank from the exhaust passage during exhaust braking, and supplied to the twin entry 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.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a system diagram showing an overview of a first embodiment of a control device for a twin-entry 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 1st Embodiment of this invention. The state of back pressure pulsation in the second exhaust passage communicated with the # 3 cylinder and the # 2 cylinder when the engine ignition order is # 1, # 3, # 4, and # 2, and the timing of assist gas supply It is a graph to show. It is a system diagram which shows the outline | summary of 2nd Embodiment of the control apparatus of the twin entry supercharged engine with a pressure accumulation assistance to which this invention was applied. It is a system diagram which shows the outline | summary of 3rd Embodiment of the control apparatus of the twin entry supercharged engine with a pressure accumulation assistance to which this invention was applied. It is a flowchart which shows an example of the pressure accumulation assistance control routine by the 3rd Embodiment of this invention.

Explanation of symbols

10 engine 12 intake passage 13 intake manifold 14 intake throttle valve 20 twin entry turbocharger 20C compressor 20T turbine 31A first exhaust manifold 31B second exhaust manifold 32A first exhaust passage 32B second exhaust passage 34 exhaust throttle valve 40 accumulator tank 41A first 1 accumulator valve 41B second accumulator valve 42A first inlet passage 42B second inlet passage 43A first assist valve 43B second assist valve 43C third assist valve 43D fourth assist valve 44A first outlet passage 44B second outlet passage 44C second 3 outlet passage 44D 4th outlet passage 51 Crank angle sensor 52 Accelerator opening sensor 60 ECU

Claims (6)

An engine body having a plurality of cylinders;
Twin entry turbocharger,
First and second exhaust passages each constituting an exhaust system portion extending from the engine body to the turbine of the twin entry turbocharger for each exhaust passage communicating with a cylinder in which the order of exhaust strokes is not continuous;
Pressure accumulation means for accumulating gas;
A pipe communicating each of the first and second exhaust passages with the pressure accumulating means;
Pressure accumulation assist control means capable of supplying gas accumulated with a predetermined phase difference to each of the first and second exhaust passages via the pipe;
A control device for a twin entry supercharged engine with pressure accumulation assist.   The pressure-accumulation assist control unit is configured to perform a predetermined phase angle period from a substantially open timing of an exhaust valve of each cylinder in a cylinder communicated with the first exhaust passage and a cylinder communicated with the second exhaust passage. The control device for a twin entry supercharged engine with pressure accumulation assist according to claim 1, wherein gas is supplied.   The pressure-accumulation assist control means is configured to detect a predetermined amount from a phase angle position intermediate between the opening timings of the exhaust valves of the cylinders connected to the first exhaust passage and the cylinders connected to the second exhaust passage. The control device for a twin-entry supercharged engine with pressure accumulation assist according to claim 1, wherein gas is supplied over a phase angle period.   2. The twin entry turbocharged engine with pressure accumulation assist according to claim 1, wherein the pipe communicates with an exhaust port of each cylinder or immediately downstream thereof in each of the first and second exhaust passages. Control device.   5. The control apparatus for a twin-entry supercharged engine with pressure accumulation assist according to claim 4, wherein the pressure accumulation assist control means supplies gas during an exhaust stroke of each of the cylinders or when an exhaust valve is opened. The piping is connected to the exhaust port of each cylinder in each of the first and second exhaust passages or directly downstream thereof, and the twin in each of the first and second exhaust passages. It is comprised from the 2nd piping connected to the turbine inlet of an entry turbocharger, or its neighborhood,
2. The pressure accumulation assist control unit supplies gas through the first pipe during partial load operation and supplies gas through the second pipe when acceleration is requested. A control device for a twin-entry supercharged engine with a pressure accumulation assist described in 1.

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