JP2011094589A - Vehicle mounted with internal combustion engine, and method for controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle mounted with an internal combustion engine, which can store air compressed by using braking energy when braking the vehicle, in an auxiliary air storage tank without causing such driving loss on the internal combustion engine side as in a mechanical supercharger, and which can be quickly started by using the stored high-pressure air when starting the vehicle, to increase starting torque without causing such a time delay as in a turbo charger, and to provide a method for controlling the same. <P>SOLUTION: When using at least either engine brake or braking action, a clutch mechanism is put in engagement for operating a compressor provided on an axle to store air in the auxiliary air tank. When starting the vehicle, the air stored in the auxiliary air tank is introduced into an intake passage for assisting supercharging operation. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle equipped with an internal combustion engine that can increase the starting torque when the vehicle is started by using braking energy when braking the vehicle, and can quickly start the vehicle, and a control method thereof. About.

  As a recent trend of internal combustion engine technology, as a technique for improving fuel efficiency, engine displacement and high average effective pressure (high Pme) have been implemented. However, when the internal combustion engine has a small displacement (downsizing), the output torque of the internal combustion engine is low and the ride comfort (driving fee) is low when the vehicle equipped with the internal combustion engine starts and operates in a low speed range. There is a problem that the ring) gets worse.

  As a countermeasure, this is a two-stage turbocharging system that uses a two-stage turbocharger that uses a high-pressure turbocharger and a low-pressure turbocharger. In the low-speed operation area of the vehicle, a supercharger is used or a supercharger is used. In such a supercharging system, supercharging assistance by mechanical supercharging is performed using the power of the internal combustion engine. And with these supercharging assistances, it is trying to solve the shortage of starting torque which becomes a problem when the internal combustion engine is reduced in displacement.

  However, even with a two-stage supercharging system, the shortage of starting torque at the time of zero starting with a large load capacity cannot be resolved, and in a supercharging system employing a supercharger, there is a problem such as a large driving loss of the supercharger. There is.

  Recently, a method of supercharging with a turbocharger compressor by attaching a motor to the turbocharger and operating the turbocharger at the start of the motor is also being studied. There is a problem of causing deterioration in fuel consumption.

  In addition, a method of temporarily storing air supercharged by a supercharger or the like in an auxiliary air tank and supercharging air from the auxiliary air tank at the time of starting is also being studied. Since the supercharger is driven using the rotational force of the crank, there are problems such as an increase in driving loss in the engine.

  In addition, in order to reduce the fuel consumption by collecting braking energy when the engine brake is activated and reducing the fuel consumption, an air compressor is provided on the rotating shaft of the internal combustion engine, which is obtained from the output of the air compressor when the engine brake is activated. An automobile air mechanism that stores compressed air to be stored in an air tank has been proposed (see, for example, Patent Document 1).

JP-A-57-131826

  The present invention has been made in view of the above-described situation, and an object of the present invention is to provide braking energy for braking a vehicle without generating a driving loss on the internal combustion engine side like a mechanical supercharger. The auxiliary air that has been pressurized can be stored in the auxiliary air storage tank, and when the vehicle is started, the stored high-pressure auxiliary air is used to delay the time lag (time lag) like a turbocharger. In other words, the present invention provides a vehicle equipped with an internal combustion engine that can increase the starting torque without causing the occurrence of the occurrence of the problem and can quickly start the vehicle, and a control method therefor.

  In order to achieve the above object, a vehicle equipped with an internal combustion engine of the present invention includes a compressor connected to an axle of the vehicle via a clutch mechanism in the vehicle equipped with the internal combustion engine, and pressurized by the compressor. An auxiliary air tank for storing air, an auxiliary air storage pipe for connecting the compressor and the auxiliary air tank, and an auxiliary for introducing the air stored from the auxiliary air tank into the intake passage of the internal combustion engine An air introduction pipe, an auxiliary air pressure adjusting valve that adjusts the pressure of air introduced from the auxiliary air tank into the intake passage, and the air introduced into the intake passage are switched between the outside air and the stored air. A flow path switching mechanism; and a control device that controls the clutch mechanism and the flow path switching mechanism. The compressor is operated with at least one of the clutch mechanism connected and the compressor is operated to store air in the auxiliary air tank at the time of use or when the brake is used, and the air stored from the auxiliary air tank at the start of the vehicle Is configured to perform control to introduce the air into the intake passage.

  That is, air is compressed using a compressor attached to the axle of the vehicle, this air is stored in an auxiliary air tank with high pressure, and the internal combustion engine is in a state where low speed torque is required at the time of zero start of the vehicle. The air is forcibly supplied to the intake passage as supercharging assistance (supercharging assistance).

  According to this configuration, the auxiliary air pressurized using the braking energy when braking the vehicle is not supplied to the auxiliary air storage tank without causing a driving loss on the engine side unlike the mechanical supercharger. Can be stored. Further, when the vehicle is started, the stored high-pressure auxiliary air is used, so that the start torque can be increased without causing a time delay like a turbocharger, and the vehicle can be started quickly. become.

  In a vehicle equipped with the above-described internal combustion engine, a load meter for detecting the vehicle loading state is provided on each axle, and the supercharging required by the control device when starting the vehicle according to the loading state detected by the load meter. If the pressure is calculated and the control for adjusting the auxiliary air pressure adjusting valve is performed so that the calculated supercharging pressure is obtained, this configuration makes it possible to obtain a supercharging pressure that is optimal for the loaded state. Since the stored air can be supplied to the engine, an optimum starting torque can be generated.

  And the control method of the vehicle which mounts the internal combustion engine for achieving said objective is the compressor connected to the axle of the vehicle via the clutch mechanism, and the auxiliary air tank which stores the air pressurized by this compressor And an auxiliary air storage pipe for connecting the compressor and the auxiliary air tank, and an auxiliary air introduction pipe for introducing the air stored from the auxiliary air tank into an intake passage of an internal combustion engine, An auxiliary air pressure adjusting valve that adjusts the pressure of air introduced from the auxiliary air tank into the intake passage, and a flow path switching mechanism that switches the air introduced into the intake passage to either one of outside air or the stored auxiliary air; In a control method for a vehicle equipped with an internal combustion engine comprising a control device for controlling the clutch mechanism and the flow path switching mechanism, an engine block is provided. When at least one of the use of the brake or the brake is used, the clutch mechanism is connected and the compressor is operated to store air in the auxiliary air tank. When the vehicle starts, the air is stored from the auxiliary air tank. The method is characterized in that introduced air is introduced into the intake passage.

  According to this method, when the vehicle is braked, the air pressurized using the braking energy can be stored in the auxiliary air storage tank, and the stored high-pressure air can be stored when the vehicle starts. By using, the starting torque can be increased and the vehicle can be started quickly.

  In the control method of the vehicle equipped with the internal combustion engine, the required supercharging pressure at the start of the vehicle is calculated according to the loaded state detected by the load meter that detects the loaded state of the vehicle provided on each axle, When the auxiliary air pressure adjusting valve is adjusted so that the calculated supercharging pressure is obtained, the auxiliary air can be supplied to the engine at a supercharging pressure that is optimal for the loaded state, so that an optimal starting torque is generated. Will be able to.

  According to the vehicle mounted with the internal combustion engine according to the present invention and the control method thereof, the intake air is pressurized using the compressor connected to the axle via the clutch mechanism, and temporarily stored in the auxiliary air tank. Since the pressurization for storing the intake air (auxiliary air) is when the engine brake is used or when the brake is used, basically, the intake air is pressurized to the auxiliary air tank using the braking energy. Can be stored. Therefore, unlike a mechanical supercharger, there is no problem of increase in drive loss on the engine side.

  In addition, since the air to be supercharged is stored in the auxiliary air tank in advance and supercharging assistance is performed by operating the flow path switching mechanism when the vehicle starts, there is no time delay at the time of supercharging like a turbocharger. Since torque can be increased, the vehicle can be quickly started at zero.

1 is a diagram showing a configuration of a vehicle equipped with an internal combustion engine according to an embodiment of the present invention. It is the figure which showed an example of the control flow of storage of auxiliary air. It is the figure which showed an example of the control flow of auxiliary supercharging. It is the figure which showed the relationship between required start torque and vehicle weight.

  Hereinafter, a vehicle equipped with an internal combustion engine according to an embodiment of the present invention and a control method thereof will be described with reference to the drawings.

  As shown in FIG. 1, in a vehicle 1 equipped with an internal combustion engine (hereinafter referred to as an engine) according to an embodiment of the present invention, an intake manifold 2a and an exhaust manifold 2b are provided in the engine body 2, and the intake manifold 2a Are connected to an intake passage 3 through which intake air A and EGR gas flow. Further, an exhaust passage 4 through which the exhaust gas G flows is connected to the exhaust manifold 2b.

  An air cleaner 5, an intake air amount sensor (not shown), an intake throttle valve (not shown), a compressor 6 a of a turbocharger 6, an intercooler 7 and the like are provided in the intake passage 3 from the upstream side. Further, from the upstream side, the exhaust passage 4 has a turbine 6b of the turbocharger 6, a front exhaust gas purification device 8a composed of an oxidation catalyst device, a NOx occlusion reduction catalyst, a DPF (diesel particulate filter) with catalyst, and the like. Are provided with an exhaust gas purifying device 8b, a silencer (not shown), and the like.

  An EGR passage provided with an EGR valve and an EGR cooler is provided by connecting the exhaust manifold 2b or the exhaust passage 4 and the intake manifold 2a or the intake passage 3, and a part of the exhaust gas G is recirculated from the exhaust side to the intake side. It is circulated but not shown in FIG. 1 to simplify the drawing.

  In order to transmit the engine output to the wheels (tires) 9, a transmission 10 is provided on the output shaft of the engine body 2, and a propeller shaft 11 is connected to the transmission 10, and the propeller shaft 11 is connected to the propeller shaft 11. An axle 13 is provided via a differential gear (diff) 12.

  Further, a control device 15 called ECU (engine control unit) & VCU (vehicle control unit) for controlling the internal combustion engine 2 is provided according to the operating state of the fuel tank 14 and the vehicle 1. Signals from the accelerator 16 and the brake 17 are input to the control device 15.

  And in this invention, the compressor 20 with a clutch mechanism is provided in the axle shaft 13 which supports the wheel 9 further. Further, an auxiliary air tank 21 for storing the intake air B pressurized by the compressor 20 and an auxiliary air storage pipe 22 for connecting the compressor 20 and the auxiliary air tank 21 are provided. The auxiliary air tank 21 is provided with a relief valve 23 to prevent the pressure of the auxiliary air C in the tank from rising more than necessary, and the auxiliary air storage pipe 22 includes an auxiliary air tank. A check valve 24 is provided so that the pressurized air C in 21 does not flow backward to the compressor 20 side.

  Further, an auxiliary air introduction pipe 25 for introducing the auxiliary air C from the auxiliary air tank 21 into the intake passage 3 of the internal combustion engine 2 is provided, and the auxiliary air introduction pipe 25 is connected to the intake passage from the auxiliary air tank 21. 3 is provided with an auxiliary air pressure adjusting valve 26 for adjusting the pressure of the auxiliary air C to be introduced.

  Further, in order to switch the air introduced into the intake passage 3 between the outside air (intake air) A and the auxiliary air C, flow path switching mechanisms 27 and 28 are provided. The flow path switching mechanism is provided in the intake passage 3 and includes an intake air adjustment valve 27 that adjusts the intake air amount, and an auxiliary air adjustment valve 28 that is provided in the auxiliary air introduction pipe 25 and adjusts the auxiliary air amount. The

  Further, an intake pressure (boost) sensor 31 is provided in the intake manifold 2a, an exhaust pressure (exhaust pressure) sensor 32 is provided in the exhaust manifold 2b, and a tank pressure sensor 33 is provided in the auxiliary air tank 21, and these output signals are sent to the control device 15. Wire to input.

  In addition, load meters (load cells) 34 for detecting the loading state of the vehicle 1 are provided at a total of four locations on each axle 13, and an output signal of the load meter 34 is input to the control device 15. That is, a load meter 34 for recognizing the loading state of the vehicle 1 is installed on each axle 13 of the vehicle 1 so that the control device 15 recognizes the current loading state of the vehicle 1. Thereby, the control device 15 calculates a necessary boost pressure (boost pressure) at the start of the vehicle 1 based on the loaded state detected by the load meter 34, and the calculated boost pressure is obtained. It is configured to perform control for adjusting the auxiliary air pressure adjusting valve 26.

  Further, the control device 15 is configured to control the clutch mechanism 20a and the flow path switching mechanisms 27 and 28 of the compressor 20 with the clutch mechanism. With this configuration, the compressor 20 with the clutch mechanism installed on the axle 13 is installed as a supply source of the high-pressure auxiliary air C, and the compressor 20 with the clutch mechanism is installed in the vehicle 1. The clutch mechanism 20a is switched by a signal from the device (ECU & VCU) 15, and the operating state of the compressor 20 with the clutch mechanism can be limited.

  Next, a control method in the vehicle 1 equipped with the internal combustion engine will be described with reference to the control flow of FIG. 2 and the control flow of FIG. These control flows are shown as starting from the advanced control flow as the engine starts, returning to the advanced flow due to an interruption upon completion of engine operation, and ending with the advanced flow. .

  First, the storage of the auxiliary air C will be described with reference to the control flow of FIG. When the control flow in FIG. 2 starts, it is determined in step S11 whether or not the auxiliary air tank 21 is full. If it is determined in step S11 that the tank pressure is equal to or higher than a preset set pressure (YES), it is determined that the auxiliary air tank 21 is full and the storage of the auxiliary air C is unnecessary, and is set in advance. After the elapsed time (the time related to the interval for determining whether or not auxiliary air is stored) has elapsed, the process returns to step S11. If the tank pressure is not equal to or higher than the preset pressure determined in step S11 (NO), the auxiliary air tank 21 is not full and the auxiliary air C needs to be stored. Go to S12.

  In step S12, it is determined whether it is time to store the auxiliary air C. That is, when the vehicle speed is equal to or higher than a speed (for example, 30 km / h) set in advance by the vehicle speed sensor and the opening degree of the accelerator 16 is zero, the auxiliary air C is stored. When the brake 17 is being depressed (when the brake lamp is lit), the auxiliary air C is stored.

  If it is determined in step S12 that neither the engine brake operation nor the brake operation is performed (NO), a preset time (time related to an interval for determining whether or not auxiliary air is stored) has elapsed. Later, the process returns to step S12. If it is determined in step S12 that the engine brake is applied or the brake is applied (YES), the process goes to step S13, the clutch mechanism 20a of the compressor 20 with the clutch mechanism is connected, and the compressor 20 with the clutch mechanism is connected. Driven by the rotational braking force of the axle 13, the intake air B is stored in the auxiliary air tank 21 as auxiliary air C. This storage is performed for a preset time (time related to an interval for determining the end of storage of auxiliary air). Then, it goes to step S14.

  In this step S14, it is determined whether or not the storage of the auxiliary air C has been completed based on whether or not the tank pressure detected by the tank pressure sensor 33 provided in the auxiliary air tank 21 has become equal to or higher than a preset pressure (specified pressure). To do. If it is determined in step S14 that the tank pressure is not equal to or higher than the preset set pressure (NO), it is determined that the storage of the auxiliary air C has not ended, and the intake air B is further pressurized to the auxiliary air tank 21. To supply, return to step S12. When the auxiliary air C in the auxiliary air tank 21 has a pressure higher than necessary, the relief valve 23 installed in the auxiliary air tank 21 is opened to prevent the explosion and the auxiliary air C is brought into the atmosphere. The internal pressure is adjusted so that the auxiliary air tank 21 becomes safe.

  If it is determined in step S14 that the tank pressure is equal to or higher than a preset pressure (YES), it is determined that the auxiliary air tank 21 is full, and the process proceeds to step S15. In this step S15, the clutch mechanism 20a of the compressor 20 with the clutch mechanism is opened and disconnected, the compressor 20 with the clutch mechanism is disconnected from the rotation of the axle 13, the operation of the compressor 20 with the clutch mechanism is stopped, and the intake air B The supply to the auxiliary air tank 21 is terminated. When the compressor 20 with a clutch mechanism is stopped, the check valve 24 prevents the auxiliary air C stored from the auxiliary air tank 21 from flowing backward.

  Then, it returns to step S11. In the case of engine stop or the like, an interrupt is generated and a return is entered to return to the advanced control flow, and the control flow of FIG.

  Next, supercharging assistance (supercharging assistance) in the start acceleration state of the vehicle 1 will be described with reference to FIG. When the operation of the engine is started, the control flow of FIG. 3 is called from the upper control flow and starts, and in step S21, the detection signal from the load meter 34 installed on the axle 13 of the vehicle 1 is used. Determine the loading condition. In step S22, the necessary starting torque and the necessary supercharging pressure (boost pressure) necessary for starting the vehicle are calculated based on this determination. In step S23, the pressure of the auxiliary air C supplied to the intake passage 3 is calculated as the necessary supercharging pressure. The auxiliary air pressure adjusting valve 26 is adjusted so that FIG. 4 shows the relationship between the required starting torque related to the required supercharging pressure and the vehicle weight.

  Next, in step S24, it is determined whether or not supercharging assistance is started, that is, whether or not the vehicle 1 is in a starting state, from the vehicle speed sensor, the depression amount of the accelerator 16 (accelerator ON), and the like. If it is determined that the vehicle 1 is in a starting state and supercharging assistance is required (YES), the auxiliary air adjustment valve 26 is opened and the intake air adjustment valve 27 is closed in step S25. Thereby, the auxiliary air C pressurized and stored in the auxiliary air tank 21 is supplied to the intake passage 3 to perform supercharging assistance. In step S24, if it is not the start of supercharging assistance (NO), the process returns to step S21.

  After performing supercharging assistance in step S25 for a predetermined time (time related to the determination interval of supercharging assistance in step S26), the process goes to step S26 to determine whether supercharging assistance is completed. . In this determination, it is detected by the tank pressure sensor 33 or the intake pressure sensor 31 that the pressure inside the auxiliary air tank 21 has decreased, or the inlet pressure of the turbine 6b of the turbocharger 6 becomes sufficiently high. When it is detected by the exhaust pressure sensor 32 that the supercharging is sufficiently possible, it is determined that the supercharging assistance is finished, and in other cases, it is determined that the supercharging assistance is continued.

  When it is determined in step S26 that the supercharging assistance is finished (YES), the process goes to step S27, the auxiliary air regulating valve 26 is closed, the intake regulating valve 27 is opened, and the supercharging assistance is finished. That is, the auxiliary air regulating valve 26 and the intake regulating valve 27 are switched to drive the turbine 6b attached to the exhaust system of the engine body 2 and perform supercharging by the compressor 6a. When it is determined that the supercharging assistance is not finished (NO), the process returns to step S25 and the supercharging assistance is continued.

  When the supercharging assistance end operation in step S27 is completed, the process returns to step S21, and the start of the next supercharging assistance is awaited while controlling the auxiliary air pressure adjusting valve 28 in steps S21 to S23. Further, an interruption occurs due to the engine stop or the like, and a return is entered to return to the advanced control flow. When the advanced control flow ends, the control flow of FIG. 3 also ends.

  In the above control method, at least one of the engine brake and the brake brake is used, the clutch mechanism 20a of the compressor 20 with the clutch mechanism is connected and the compressor 20 is operated to assist the auxiliary air tank 21 with the intake air B. The air C is stored, and when the vehicle 1 is started, the auxiliary air C is controlled to be introduced into the intake passage 3 from the auxiliary air tank 21.

  As a result, the intake air is compressed using the compressor mechanism-equipped compressor 20 attached to the axle 13 and the like, and the intake air B is stored as auxiliary air C in the auxiliary air tank 21 with a high pressure. This auxiliary air C can be forcibly supplied to the intake passage 3 of the internal combustion engine with supercharging assistance when a low-speed torque is necessary, for example.

  Thereafter, when the vehicle 1 is in the engine brake use state or the brake brake use state, the intake air B is pressurized and supplied into the auxiliary air tank 21 by the compressor mechanism-equipped compressor 20 connected to the axle 13. Repeat this.

  According to the above configuration, the pressurization for storing the intake air B as the auxiliary air C in the auxiliary air tank 21 is performed using the compressor 20 with the clutch mechanism having the clutch mechanism 20 a attached to the axle 13. Since the brake is used or the brake is used, the intake air B can be basically pressurized and stored in the auxiliary air tank 21 using the braking energy. Thus, unlike a mechanical supercharger (supercharger), drive loss does not increase on the engine side.

  Further, the auxiliary air C to be supercharged is stored in the auxiliary air tank 21 in advance, and the auxiliary air C is supercharged by the switching operation of the regulating valves 26 and 27 in response to the accelerator 16 on signal. Thus, the time delay (time lag) at the time of supercharging does not occur and the starting torque can be increased, so that the vehicle 1 can be quickly started zero.

  Further, by installing a load meter 34 on the axle 13 and monitoring the weight state of the vehicle 1, it is possible to detect the optimum starting torque and supply only the necessary auxiliary air C to the engine side. become.

  According to the vehicle equipped with the internal combustion engine of the present invention and its control method, the auxiliary air is pressurized and stored in the auxiliary air tank using the braking energy using the compressor attached to the axle. Driving loss on the engine side like a supercharger does not increase, and supercharging assistance is used when starting the vehicle using this auxiliary air, so there is no time delay during supercharging like a turbocharger and zero start Can be quickly performed, and can be used for a vehicle equipped with an internal combustion engine such as a truck or a bus.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine main body 3 Intake passage 6 Turbocharger 6a Compressor 6b Turbine 9 Wheel (tire)
13 Axle 15 Control Device 16 Accelerator 17 Brake 20 Compressor with Clutch Mechanism 21 Auxiliary Air Tank 22 Auxiliary Air Storage Pipe 23 Relief Valve 24 Check Valve 25 Auxiliary Air Introducing Pipe 26 Auxiliary Air Pressure Adjusting Valve 27 Intake Air Adjusting Valve (Flow Path) Switching mechanism)
28 Auxiliary air regulating valve (flow path switching mechanism)
31 Intake Pressure (Boost) Sensor 32 Exhaust Pressure (Exhaust Pressure) Sensor 33 Tank Pressure Sensor 34 Load Cell (Load Cell)
A Intake B Intake air C Auxiliary air G Exhaust gas

Claims (4)

In a vehicle equipped with an internal combustion engine,
A compressor connected to the axle of the vehicle via a clutch mechanism; an auxiliary air tank for storing air pressurized by the compressor; and an auxiliary air storage pipe for connecting the compressor and the auxiliary air tank. With
An auxiliary air introduction pipe for introducing air stored from the auxiliary air tank into an intake passage of an internal combustion engine, an auxiliary air pressure adjusting valve for adjusting the pressure of air introduced from the auxiliary air tank into the intake passage, A flow path switching mechanism that switches the air introduced into the intake passage to either one of outside air or the stored air, and a control device that controls the clutch mechanism and the flow path switching mechanism.
The control device connects the clutch mechanism and operates the compressor to store air in the auxiliary air tank when the engine brake is used or when the brake is used, and stores the air in the auxiliary air tank. A vehicle equipped with an internal combustion engine that performs control to introduce air stored from an auxiliary air tank into the intake passage.   A load meter for detecting the loading state of the vehicle is provided on each axle, and the control device calculates a supercharging pressure required at the start of the vehicle based on the loading state detected by the load meter. 2. A vehicle equipped with an internal combustion engine according to claim 1, wherein control for adjusting the auxiliary air pressure adjusting valve is performed so as to obtain a supply pressure. A compressor connected to a vehicle axle via a clutch mechanism; an auxiliary air tank for storing air pressurized by the compressor; and an auxiliary air storage pipe for connecting the compressor and the auxiliary air tank An auxiliary air introduction pipe for introducing air stored in the auxiliary air tank into an intake passage of an internal combustion engine, and an auxiliary air pressure adjusting valve for adjusting the pressure of air introduced from the auxiliary air tank into the intake passage; An internal combustion engine comprising a flow path switching mechanism that switches the air introduced into the intake passage to either one of outside air or the stored auxiliary air, and a control device that controls the clutch mechanism and the flow path switching mechanism. In a method for controlling a vehicle equipped with an engine,
When at least one of the engine brake and the braking brake is used, the clutch mechanism is connected to operate the compressor to store air in the auxiliary air tank, and when the vehicle starts, the air is stored from the auxiliary air tank. A control method for a vehicle equipped with an internal combustion engine, wherein the air is introduced into the intake passage.   Calculate the necessary supercharging pressure at the start of the vehicle according to the loaded state detected by the load meter that detects the loaded state of the vehicle provided on each axle, and so that the calculated boost pressure 4. A method for controlling a vehicle equipped with an internal combustion engine according to claim 3, wherein an auxiliary air pressure adjusting valve is adjusted.

Images