JP2015078659A - Engine supercharger - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make it possible to stably suppress occurrence of compressor surging.SOLUTION: An engine supercharger 10 includes: a turbine 50 provided in an exhaust passage 22 connected to an engine 14, and rotated by exhaust gas flowing in the exhaust passage 22; an intake passage 26 connected to the engine 14; a compressor 32 provided in the intake passage 26, and compressing intake air flowing in the intake passage 26 by being rotated integrally with the turbine 50; a pulsation control valve 34 regulating a pressure of the intake air flowing between the compressor 32 in the intake passage 26 and the engine 14; and a controller 40 controlling the pulsation control valve 34 to operate synchronously with an intake valve of the engine 14 if an operation condition indicating a risk of occurrence of surging in the compressor 32 is satisfied.

Description

  The present invention relates to an engine supercharger.

  2. Description of the Related Art Conventionally, there has been known a supercharging control device that connects a branch pipe in parallel with an intake pipe downstream of a compressor section of a turbocharger, operates an electric rotary valve in the middle of the branch pipe, and generates pulsation in an upstream intake pipe. (Patent Document 1). In this supercharging control device, even in a situation where surging occurs in a steady supercharging state, the actual supercharging state is controlled by repeatedly straddling the boundary between the surging region and the non-surging region at a cycle earlier than the surging cycle. To avoid surging.

JP 2010-185314 A

  However, in the technique described in Patent Document 1 described above, when the supercharging pressure is increased to improve the engine low-speed torque, the supercharging pressure is limited by the occurrence of surging in the speed compressor.

  Surging, which is an unstable phenomenon of the compressor, is generated more easily than in a steady intake state due to an intake pulsation flow generated in an intermittent combustion engine such as a reciprocating engine. Therefore, suppressing the intake pulsation has the effect of suppressing the occurrence of surging.

  In the technique described in Patent Document 1 in which a rotary valve is installed downstream of the compressor, the time-average supercharging state is generated in the surging region by generating an intake pulsating flow having a cycle earlier than the surging cycle by the rotary valve. However, since the actual supercharging state repeatedly crosses the boundary between the surging area and the non-surging area, surging does not occur.

  However, the relationship between the flow rate and the pressure ratio of the speed compressor under a constant rotational speed condition is an upward convex nonlinearity. Therefore, when the operation is repeated across the surging boundary, the supercharging pressure is lower than the steady state characteristic ( (See FIG. 14).

  In this case, it is necessary to increase the rotational speed in order to obtain a supercharging pressure equivalent to the steady characteristic, but the compressor efficiency in the small flow region decreases on the high rotation side. There is a problem that a large amount of energy is required.

  Also, even if the rotary valve provided downstream of the compressor is operated at a cycle earlier than the surging cycle, the flow rate of the compressor does not change instantaneously due to the compressibility of air. It is considered that it takes time close to the surge cycle to repeatedly cross the boundary. For this reason, the operating conditions under which the surge suppression effect by the technique described in Patent Document 1 is obtained are very limited.

  An object of the present invention is to obtain an engine supercharging device that can stably suppress the occurrence of surging of a compressor in consideration of the above fact.

  An engine supercharging device according to the present invention is provided in an exhaust passage connected to an engine, and is provided in a turbine rotated by exhaust flowing in the exhaust passage, an intake passage connected to the engine, and the intake passage. A compressor that compresses the intake air flowing through the intake passage by being rotated integrally with the turbine, and a pressure adjusting unit that adjusts the pressure of the intake air flowing between the compressor and the engine in the intake passage; The pressure adjustment unit is controlled to adjust the pressure of the intake air in synchronization with the intake valve of the engine when a predetermined operating condition indicating that there is a risk of occurrence of surging in the compressor is satisfied. And a control unit.

  In the engine supercharging device according to the present invention, when a predetermined operating condition indicating that there is a risk of occurrence of surging in the compressor is satisfied, the engine in the intake passage is synchronized with the intake valve of the engine. The pressure adjusting unit is controlled so as to adjust the pressure of the intake air flowing between the compressor and the engine.

  Thus, when there is a risk of surging occurring in the compressor, by adjusting the pressure of the intake air flowing between the compressor and the engine in the intake passage in synchronization with the intake valve of the engine, The occurrence of surging of the compressor can be suppressed stably.

  The pressure adjusting unit according to the present invention is a control valve provided between the compressor and the engine in the intake passage and capable of controlling an opening degree, and the control unit does not satisfy the operating condition. Sometimes, the control valve can be controlled so as to have a predetermined opening degree at which the pressure loss is minimized.

  The pressure adjusting unit according to the present invention is a control valve provided between the compressor and the engine in the intake passage and capable of controlling an opening degree, and the control unit satisfies the operating condition. In addition, the opening / closing operation of the control valve can be controlled so as to have an opposite phase to the opening / closing operation of the intake valve.

  The engine supercharging device according to the present invention further includes an acquisition unit that acquires a pressure ratio between an intake pressure upstream of the compressor and an intake pressure downstream of the compressor, and a flow rate of the intake air, and the control unit Is based on the pressure ratio acquired by the acquisition unit and the flow rate of the intake air when the operating condition regarding the combination of the pressure ratio and the flow rate of the intake air is satisfied, in synchronization with the intake valve of the engine The pressure adjusting unit can be controlled to adjust the pressure of the intake air.

  The engine supercharging device according to the present invention further includes an acquisition unit that acquires the number of rotations of the compressor per unit time and the flow rate of the intake air, and the control unit acquires the compressor acquired by the acquisition unit Based on the number of rotations per unit time and the flow rate of the intake air, when the operating condition regarding the combination of the number of rotations per unit time of the compressor and the flow rate of the intake air is satisfied, the engine is synchronized with the intake valve of the engine The pressure adjusting unit can be controlled to adjust the pressure of the intake air.

  The engine supercharging device according to the present invention further includes an acquisition unit that acquires a change in intake pressure at the intake port of the compressor, and the control unit acquires the intake air at the intake port of the compressor acquired by the acquisition unit. The pressure adjustment unit is configured to adjust the pressure of the intake air in synchronization with the intake valve of the engine when the operating condition regarding the change of the intake pressure at the intake port of the compressor is satisfied based on the change in pressure. Can be controlled.

  The pressure adjusting unit according to the present invention may be a positive displacement pump provided between the compressor and the engine in the intake passage and capable of sucking and discharging the intake air.

  The acquisition unit according to the present invention further acquires a crank angle of the engine, the pressure adjustment unit adjusts the pressure of the intake air according to driving of the engine, and the control unit is acquired by the acquisition unit. Further, the pressure adjusting unit is controlled to adjust the pressure of the intake air in synchronization with the intake valve of the engine based on the crank angle of the engine and a predetermined number of cylinders of the engine. Can do.

  The acquisition unit according to the present invention further acquires a crank angle of the engine and the rotation speed of the engine, and the control unit preliminarily acquires the crank angle of the engine and the rotation speed of the engine acquired by the acquisition unit, The pressure adjusting unit may be controlled to adjust the pressure of the intake air in synchronization with the intake valve of the engine based on the determined number of cylinders of the engine.

  As described above, the engine supercharging device according to the present invention is provided between the compressor and the engine in the intake passage in synchronization with the intake valve of the engine when there is a risk of surging occurring in the compressor. By adjusting the pressure of the intake air flowing through the compressor, it is possible to stably suppress the occurrence of surging of the compressor.

It is a figure showing a schematic structure of an engine system concerning a first embodiment of the present invention. It is a flowchart which shows the process routine by the controller of the engine supercharging apparatus which concerns on 1st embodiment of this invention. It is a figure which shows a compressor characteristic map. It is a graph which shows the relationship between the change of an intake valve opening degree, and the change of a pulsation control valve opening degree. It is a figure which shows schematic structure of a model experiment. It is a graph which shows the change of a rotary valve opening degree. It is a graph which shows the improvement effect of surge limit flow. It is a graph which shows a pressure change at the time of fully opening stopping a pulsation control valve. It is a graph which shows a pressure change at the time of operating a pulsation control valve by phase difference 90deg. It is a graph for demonstrating the range of the phase difference of a desirable intake valve and a pulsation control valve. It is a figure which shows schematic structure of the engine system which concerns on 2nd embodiment of this invention. It is a figure which shows schematic structure of the engine system which concerns on 3rd embodiment of this invention. It is a figure which shows the positive displacement pump of the engine system which concerns on 4th embodiment of this invention. It is a graph which shows the relationship between the flow volume and pressure in a prior art.

[First embodiment]
First, a first embodiment of the present invention will be described.

  FIG. 1 shows an overall configuration of an engine system S1 including an engine supercharging device 10 according to the first embodiment of the present invention.

  The engine system S1 shown in this figure is mounted on, for example, a vehicle such as a passenger car, and includes an engine supercharging device 10, an air cleaner 12, and an engine 14.

  The air cleaner 12 and the engine 14 have the same configuration as the conventional one. The engine 14 includes an intercooler 16, a throttle valve 17, a surge tank 18, an engine body 20, and an exhaust manifold 22. An exhaust passage 24 is connected to the exhaust manifold 22.

  The engine supercharging device 10 includes an intake passage 26, a compressor 32, a pulsation control valve 34, pressure sensors 36 and 37, a flow meter 38, and a controller 40 as a control unit. .

  The intake passage 26 is connected to the intercooler 16 of the engine 14.

  The compressor 32 is configured to include a turbine section and a compressor section, similarly to a conventionally known compressor, and the turbine section includes a turbine 50. The turbine 50 is configured to be rotated by exhaust gas that is sucked from a suction port (not shown) and discharged from a discharge port. The compressor unit includes an impeller 60.

  The impeller 60 is connected to the turbine 50 through a rotating shaft 78 so as to be integrally rotatable. The impeller 60 is configured to compress intake air that is sucked from a suction port (not shown) and discharged from a discharge port (not shown) by rotating integrally with the turbine 50.

  In this compressor 32, the passage from the suction port to the discharge port of the turbine 50 constitutes a part of the exhaust passage 24 shown in FIG.

  Further, the passage from the intake port to the discharge port of the impeller 60 described above constitutes a part of the intake passage 26 shown in FIG.

  The pulsation control valve 34 is provided downstream of the compressor 32 in the intake passage 26 and is configured to open and close the intake passage 26. The pulsation control valve 34 is constituted by, for example, a butterfly valve that rotates in one direction. The pulsation control valve 34 is connected to an engine shaft (camshaft) via a clutch (not shown) and a connecting portion 34C, and the rotation of the pulsation control valve calculated according to the following equation based on the engine speed. It is directly driven by the drive of the engine so as to be a number.

Pulsation control valve speed = n / 4 x (engine speed)

  However, n is the number of cylinders, and is 3 in the example of FIG.

  The engine supercharging device 10 includes a phase change mechanism 34A for changing the current phase angle of the pulsation control valve 34, and a pulsation control valve position sensor 34B for detecting the current phase angle of the pulsation control valve 34. Is further provided.

  The pressure sensor 36 is configured to output a signal corresponding to the internal pressure upstream of the compressor 32 in the intake passage 26 to the controller 40. The pressure sensor 37 is configured to output a signal corresponding to the internal pressure on the downstream side of the compressor 32 in the intake passage 26 to the controller 40.

  The flow meter 38 is configured to output a signal corresponding to the intake flow rate upstream of the compressor 32 in the intake passage 26 to the controller 40.

  A sensor (not shown) provided in the engine body 20 detects the engine speed together with the engine crank angle from the crankshaft or camshaft rotation of the engine, and responds to a signal corresponding to the engine speed and the engine crank angle. The signal is output to the controller 40.

  The controller 40 includes an ECU, a logic circuit, and the like, and controls the pulsation control valve 34 based on signals output from the pressure sensors 36 and 37, the flow meter 38, and the sensors in the engine body 20. Has been. The operation of the controller 40 will be described later.

  Next, the operation and effect will be described together with the operation of the engine supercharging device 10 according to the first embodiment of the present invention.

  FIG. 2 shows a flowchart representing the operation of the controller 40. The operation of the controller 40 shown in the flowchart of FIG. 2 is always performed during engine operation so as to follow the transient operation state of the engine.

  When the controller 40 starts the program process shown in the flowchart of FIG. 2, first, in step S100, the controller 40 detects the output signals of the pressure sensors 36 and 37 and the flow meter 38.

  Subsequently, the controller 40 determines whether or not to operate the pulsation control valve 34 based on the output signals of the pressure sensors 36 and 37 and the flow meter 38 in step S102. For example, as shown in FIG. 3, the range of the combination of the compressor pressure ratio and the flow rate represented by the valve control region and the non-control region on the predetermined compressor characteristic map, the pressure sensors 36 and 37, and the flow rate The combination of the compressor pressure ratio and the flow rate obtained based on the output signal of the meter 38 and the combination of the compressor pressure ratio and the flow rate obtained based on the output signal of the pressure sensors 36 and 37 and the flow meter 38 are compared. Is in the valve control region, it is determined that the pulsation control valve 34 is operated. On the other hand, the compressor pressure ratio and the flow rate combination obtained based on the output signals of the pressure sensors 36 and 37 and the flow meter 38 are determined. However, if it belongs to the non-control region, it is determined that the pulsation control valve 34 is not operated.

  The valve control region is a region serving as an operating condition indicating when there is a risk of occurrence of surging in the compressor, and is defined as a region adjacent to the surging boundary. A surging area may be included in the valve control area.

  If it is determined in step S102 that the pulsation control valve 34 is not to be operated, the controller 40 performs control so as to disconnect the connecting portion 34C from the engine shaft by the clutch in step S104, and also performs pulsation control in the fully opened position. The phase changing mechanism 34A is controlled so as to stop the valve 34.

  On the other hand, when it is determined in step S102 that the pulsation control valve 34 is to be operated, the controller 40 is based on the engine crank angle obtained based on the signal output from the sensor in the engine body 20 in step S106. Thus, the target phase angle φ is calculated as follows.

  However, n is the number of cylinders, and is 3 in the example of FIG. θ is an engine crank angle (deg), and θmax is an engine crank angle (deg) that becomes a predetermined maximum intake valve opening.

  Then, in step S108, the controller 40 controls the pulsation control obtained based on the engine crank angle θ obtained based on the signal outputted from the sensor in the engine body 20 and the signal outputted from the pulsation control valve position sensor 34B. Based on the phase angle of the valve 34, the phase change mechanism 34A is controlled so that the phase angle of the pulsation control valve 34 is corrected to the phase angle of the target pulsation control valve calculated in step S106. As a result, the relationship between the engine crank angle and the phase angle of the pulsation control valve 34 as shown in FIG. 4 is realized, and the opening / closing operation of the pulsation control valve 34 corresponds to the opening / closing operation of the engine intake valve (corresponding to intake pulsation). ) And opposite phase.

  Then, in step S110, the controller 40 determines whether or not the engine has stopped. If it is determined that the engine has not stopped, the controller 40 returns to step S100. On the other hand, if it is determined that the engine is stopped, the program processing is terminated.

  By controlling the operation of the pulsation control valve 34 so that the pulsation control valve 34 opens and closes in synchronization with the intake pulsation by the above program processing, intake pulsation that induces surging of the compressor 32 is suppressed.

  Here, the model experiment performed in order to clarify the effect | action and effect which the engine supercharging apparatus 10 which concerns on 1st embodiment of this invention show | plays is demonstrated.

  FIG. 5 shows a schematic diagram of a model experiment conducted to verify the effect of the present invention. A pulsating flow was generated by an engine intake air flow simulator installed in the outlet pipe of the compressor of the engine supercharger. The intake air flow simulator is configured using a rotary valve and a flow rate adjusting valve, and generates an intake air pulsating flow equivalent to that of the engine by changing the opening area of the rotary valve.

  FIG. 6 shows an example of simulating intake valve timing of a three-cylinder engine. A pulsation control valve (butterfly valve) for pulsation flow control installed between the compressor outlet and the engine intake air flow simulation device was operated at the same rotational speed as the pulsation frequency, and the phase difference was changed for experiments.

  FIG. 7 shows a surge limit between when the pulsation control valve is stopped at a fully open condition and when the pulsation control valve is rotated with a phase difference of 90 deg. A comparison of flow rates is shown. It was confirmed that the surge limit flow rate was reduced by 17 to 20% by rotating the pulsation control valve with an appropriate phase difference.

  8 and 9 show the measurement results of the pressure changes (pressure changes detected by the pressure sensors 36 and 37 in FIG. 1) upstream and downstream of the compressor under surging conditions (points A and B in FIG. 6). When the pulsation control valve is fixed at the fully open position (FIG. 8), the pressure upstream of the compressor fluctuates in synchronization with the pressure fluctuation downstream of the compressor. This indicates that the intake air pulsation downstream of the compressor reaches the compression upstream. When the pulsation control valve is rotated with a phase difference of 90 deg (FIG. 9), the pressure fluctuation amplitude downstream of the compressor becomes small, and a steady state with almost no fluctuation is maintained upstream of the compressor. These show that intake pulsation that induces surging of the compressor can be suppressed by appropriately controlling the pulsating flow control valve. As shown in FIG. 10, a desirable phase difference for reducing the intake pulsation is in the range of reverse phase ± T / 3 when the opening / closing cycle of the intake valve is 2T.

  As described above, according to the engine supercharging device 10 according to the first embodiment of the present invention, the risk of surging occurring in the compressor based on the combination of the pressure ratio upstream and downstream of the compressor and the intake air flow rate. By adjusting the pressure of the intake air flowing between the compressor and the engine in the intake passage by operating the pulsation control valve in synchronization with the intake air pulsation of the engine, The occurrence of surging of the compressor can be suppressed.

  In addition, a compressor used for supercharging a reciprocating engine is operated under a pulsating flow caused by opening and closing of an intake valve. However, under a pulsating flow, the compressor is more likely to undergo surging than a steady flow. . This is presumably because instability increases due to instantaneous operation in the surging region even if the time average value is not in the surging region. In the present embodiment, the pulsating flow generated by opening and closing of the intake valve, which is transmitted to the compressor, is attenuated by opening and closing of the pulsation control valve disposed between the intake valve and the compressor outlet. By operating the compressor in a state close to the flow, the occurrence of surging can be suppressed even under a pulsating flow.

  In the engine supercharging device 10 according to the first embodiment of the present invention, the case where the engine and the pulsation control valve are connected to drive the pulsation control valve has been described as an example, but the present invention is not limited to this. Instead, as in the second embodiment described later, the pulsation control valve may be driven by a motor independently of the engine.

  Also, the phase angle of the target pulsation control valve is calculated from the number of cylinders of the engine, the current crank angle, and the engine crank angle that is the maximum intake valve opening, and is sequentially corrected to the current phase angle by the phase change mechanism. Although the case has been described as an example, the present invention is not limited to this. The phase angle of the target pulsation control valve may be determined so that the pressure fluctuation value upstream or downstream of the compressor is minimized.

[Second Embodiment]
Next, a second embodiment of the present invention will be described.

  FIG. 11 shows an overall configuration of an engine system S2 including the engine supercharging device 210 according to the second embodiment of the present invention.

  The engine system S2 shown in this figure includes an engine supercharging device 210 instead of the engine supercharging device 10 with respect to the engine system S1 according to the first embodiment of the present invention described above. The engine supercharging device 210 is provided with a rotation speed sensor 236 instead of the pressure sensors 36 and 37 with respect to the engine supercharging device 10 according to the first embodiment of the present invention described above, and instead of the phase change mechanism 34A. A motor 234A is provided.

  The rotation speed sensor 236 outputs a signal corresponding to the rotation speed of the compressor 32 per unit time.

  The motor 234A drives the pulsation control valve 34 to open and close the pulsation control valve 34.

  The controller 40 is configured to control the pulsation control valve 34 based on signals output from the rotation speed sensor 236, the flow meter 38, and sensors in the engine body 20. The operation of the controller 40 is the same as the flowchart shown in FIG.

  However, in step S100, the controller 40 detects output signals from the rotation speed sensor 236 and the flow meter 38.

  In step S102, it is determined whether or not to operate the pulsation control valve 34 based on the output signals of the rotation speed sensor 236 and the flow meter 38. For example, the rotational speed of the compressor 32 (see the turbocharger rotational speed line in FIG. 3) represented by the valve control region and the non-control region on the predetermined compressor characteristic map as shown in FIG. ) And the combination of the flow rate and the combination of the rotation speed and the flow rate of the compressor 32 obtained based on the output signals of the rotation speed sensor 236 and the flow meter 38, the rotation speed sensor 236 and the flow meter 38 are compared. When the combination of the rotational speed and flow rate of the compressor 32 obtained based on the output signal of the compressor 32 belongs to the valve control region, it is determined that the pulsation control valve 34 is operated, while the rotational speed sensor 236 and the flow meter When the combination of the rotation speed and the flow rate of the compressor 32 obtained based on the output signal 38 belongs to the non-control region, it is determined that the pulsation control valve 34 is not operated.

  In step S106, the controller 40, based on the engine speed obtained based on the signal output from the sensor in the engine body 20, as follows, the target engine speed of the pulsation control valve 34 as follows. Is calculated.

Target pulsation control valve speed = n / 4 x (engine speed)

  Further, the controller 40 calculates the target phase angle φ based on the engine crank angle obtained based on the signal output from the sensor in the engine body 20 as in the first embodiment.

  Then, in step S108, the controller 40 determines the rotation speed of the pulsation control valve 34 based on the rotation speed of the pulsation control valve 34 obtained based on the signal output from the pulsation control valve position sensor 34B in step S106. The drive speed of the motor 234A is corrected so that the rotation speed of the target pulsation control valve becomes the calculated target. Further, the controller 40 obtains the engine crank angle θ obtained based on the signal output from the sensor in the engine body 20 and the phase angle of the pulsation control valve obtained based on the signal output from the pulsation control valve position sensor 34B. Based on the above, the drive of the motor 234A is controlled so that the current phase angle of the pulsation control valve 34 is corrected to the target phase angle of the pulsation control valve calculated in step S106.

  In addition, about the other structure and effect | action of the engine supercharging apparatus 210 which concern on 2nd embodiment, since it is the same as that of 1st embodiment, description is abbreviate | omitted.

  Thus, the engine supercharging device 210 according to the second embodiment of the present invention also determines that there is a risk of surging occurring in the compressor based on the combination of the rotational speed of the compressor 32 and the intake air flow rate. In this case, by operating the pulsation control valve in synchronization with the intake pulsation of the engine and adjusting the pressure of the intake air flowing between the compressor and the engine in the intake passage, the surging of the compressor can be stably performed. Occurrence can be suppressed.

[Third embodiment]
Next, a third embodiment of the present invention will be described.

  FIG. 12 shows an overall configuration of an engine system S3 including the engine supercharging device 310 according to the third embodiment of the present invention.

  The engine system S3 shown in this figure includes an engine supercharging device 310 instead of the engine supercharging device 10 with respect to the engine system S1 according to the first embodiment of the present invention described above. The engine supercharging device 310 is provided with a pressure sensor 336 instead of the pressure sensors 36 and 37 and the flow meter 38 with respect to the engine supercharging device 10 according to the first embodiment of the present invention described above. Instead, a motor 234A is provided.

  The pressure sensor 336 is configured to output a signal corresponding to the internal pressure at the inlet of the compressor 32 in the intake passage 26 to the controller 40.

  The controller 40 is configured to control the pulsation control valve 34 based on signals output from the pressure sensor 336 and the sensor in the engine body 20. The operation of the controller 40 is the same as the flowchart shown in FIG.

  However, in step S100, the controller 40 detects the output signal of the pressure sensor 336 for a predetermined time.

  In step S102, the controller 40 determines whether or not to operate the pulsation control valve 34 based on the change in the output signal of the pressure sensor 336. For example, when the maximum value Pmax and the minimum value Pmin of the pressure obtained from the change in the output signal of the pressure sensor 336 satisfy the conditions shown in the following equations, the maximum value Pmax and the minimum value Pmin of the inlet pressure of the compressor 32 Is determined to satisfy the operating condition indicating that there is a risk of occurrence of surging in the compressor 32, and the pulsation control valve 34 is determined to operate. On the other hand, the condition represented by the following expression is not satisfied. In this case, it is determined that the pulsation control valve 34 is not operated.

(Pmax−Pmin) / (Pmax + Pmin)> ε

  However, ε is a predetermined threshold value.

  In step S106, the controller 40, based on the engine speed obtained based on the signal output from the sensor in the engine body 20, as follows, the target engine speed of the pulsation control valve 34 as follows. Is calculated.

Target pulsation control valve speed = n / 4 x (engine speed)

  Further, the controller 40 calculates the target phase angle φ based on the engine crank angle obtained based on the signal output from the sensor in the engine body 20 as in the first embodiment.

  In step S108, the controller 40 calculates the rotation speed of the pulsation control valve 34 in step S106 based on the rotation speed of the pulsation control valve 34 obtained based on the signal output from the pulsation control valve position sensor 34B. The drive speed of the motor 234A is corrected so as to be the target rotation speed of the pulsation control valve. Further, the controller 40 obtains the engine crank angle θ obtained based on the signal output from the sensor in the engine body 20 and the phase angle of the pulsation control valve obtained based on the signal output from the pulsation control valve position sensor 34B. Based on the above, the drive of the motor 234A is controlled so that the current phase angle of the pulsation control valve 34 is corrected to the target phase angle of the pulsation control valve calculated in step S106.

  In addition, about the other structure and effect | action of the engine supercharging apparatus 310 which concern on 3rd embodiment, since it is the same as that of 1st embodiment, description is abbreviate | omitted.

  Thus, even with the engine supercharging device 310 according to the third embodiment of the present invention, there is a risk of surging occurring in the compressor when the magnitude of the pressure fluctuation at the compressor inlet exceeds the threshold value. By determining and operating the pulsation control valve in synchronization with the intake pulsation of the engine and adjusting the pressure of the intake air flowing between the compressor and the engine in the intake passage, the occurrence of surging of the compressor stably Can be suppressed.

[Fourth embodiment]
Next, a fourth embodiment of the present invention will be described.

  The engine system according to the fourth embodiment is provided with a positive displacement pump 432 shown in FIG. 13 in place of the pulsation control valve 34 with respect to the engine system S1 according to the first embodiment of the present invention described above.

  The positive displacement pump 432 is provided in the intake passage 26 on the downstream side of the compressor 32, and is configured to be able to suck and discharge the intake air flow in the intake passage 26 by operation of the piston 432A. The positive displacement pump 432 is connected to an engine shaft (camshaft) via a clutch (not shown) and a connecting portion, and based on the engine speed, per unit time of the piston 432A shown in the following formula It is directly driven by driving the engine so that the number of revolutions becomes.

Piston speed = n / 4 x (engine speed)

  However, n is the number of cylinders, for example, 3.

  The engine supercharging device also includes a phase change mechanism (not shown) for changing the current piston position (phase angle) of the positive displacement pump 432 and a piston for detecting the current piston position (phase angle). And a position sensor (not shown).

  The controller 40 is configured to control the positive displacement pump 432 based on signals output from the pressure sensors 36 and 37, the flow meter 38, and the sensors in the engine body 20. The operation of the controller 40 is the same as the flowchart shown in FIG.

  However, in step S106, the controller 40 calculates the target piston position (phase angle) φ based on the engine crank angle obtained based on the signal output from the sensor in the engine body 20.

  In step S108, the controller 40, based on the engine crank angle θ obtained based on the signal output from the sensor in the engine body 20 and the piston position obtained based on the signal output from the piston position sensor, The phase change mechanism is controlled so that the position (phase angle) of the piston 432A of the positive displacement pump 432 is corrected to the target piston position (phase angle) calculated in step S106.

  In addition, about the other structure and effect | action of the engine supercharging apparatus which concern on 4th embodiment, since it is the same as that of 1st embodiment, description is abbreviate | omitted.

  In this way, by operating the suction and discharge of the positive displacement pump so as to cancel out the change in the flow rate of the intake pulsating flow, the pulsating flow transmitted to the compressor can be attenuated and the occurrence of surging can be suppressed.

  As mentioned above, although one Embodiment of this invention was described, this invention is not limited above, Of course, it can change and implement variously within the range which does not deviate from the main point. .

  In the first to third embodiments, the case where a butterfly valve that rotates in one direction is used as the pulsation control valve has been described as an example. However, the present invention is not limited to this, and a reciprocating valve is used. Alternatively, another flow control valve having a response equivalent to the engine speed may be used.

  Moreover, in said 1st embodiment, 2nd embodiment, and 4th embodiment, although the case where the intake flow volume was detected using the flowmeter was demonstrated to the example, it is not limited to this. For example, in the controller, when calculating the intake flow rate required on the engine side, the intake flow rate may be acquired from the controller.

  Further, even when it is determined from the opening of the throttle valve that the intake flow rate is reduced, the pulsation control valve may be controlled to operate in synchronization with the intake pulsation.

10, 210, 310 Engine supercharger 14 Engine 20 Engine body 24 Exhaust passage 26 Intake passage 32 Compressor 34 Pulsation control valve 34A Phase change mechanism 34B Pulsation control valve position sensor 36, 37, 336 Pressure sensor 38 Flow meter 40 Controller 50 Turbine 60 Impeller 234A Motor 236 Speed sensor 432 Volumetric pump 432A Pistons S1, S2, S3 Engine system

Claims (9)

A turbine provided in an exhaust passage connected to the engine and rotated by exhaust flowing through the exhaust passage;
An intake passage connected to the engine;
A compressor that is provided in the intake passage and that compresses intake air flowing through the intake passage by being rotated integrally with the turbine;
A pressure adjustment unit that adjusts the pressure of intake air flowing between the compressor and the engine in the intake passage;
The pressure adjustment unit is controlled to adjust the pressure of the intake air in synchronization with the intake valve of the engine when a predetermined operating condition indicating that there is a risk of occurrence of surging in the compressor is satisfied. A control unit,
Including engine supercharger. The pressure adjusting unit is a control valve that is provided between the compressor and the engine in the intake passage and can control an opening degree,
2. The engine supercharging device according to claim 1, wherein the control unit controls the control valve so that a predetermined opening degree at which the pressure loss is minimized when the operating condition is not satisfied. 3. The pressure adjusting unit is a control valve that is provided between the compressor and the engine in the intake passage and can control an opening degree,
3. The engine supercharging device according to claim 1, wherein the control unit controls the opening / closing operation of the control valve so as to have an opposite phase to the opening / closing operation of the intake valve when the operation condition is satisfied. An acquisition unit for acquiring a pressure ratio between an intake pressure upstream of the compressor and an intake pressure downstream of the compressor, and a flow rate of the intake air;
The control unit is synchronized with the intake valve of the engine when the operating condition regarding the combination of the pressure ratio and the intake air flow rate is satisfied based on the pressure ratio and the intake air flow rate acquired by the acquisition unit. The engine supercharging device according to any one of claims 1 to 3, wherein the pressure adjusting unit is controlled to adjust the pressure of the intake air. An acquisition unit for acquiring the number of rotations of the compressor per unit time and the flow rate of the intake air;
The control unit relates to a combination of the number of rotations per unit time of the compressor and the flow rate of the intake air based on the number of rotations per unit time of the compressor and the flow rate of the intake air acquired by the acquisition unit. The engine supercharging device according to any one of claims 1 to 3, wherein when the operating condition is satisfied, the pressure adjusting unit is controlled so as to adjust the pressure of the intake air in synchronization with the intake valve of the engine. . An acquisition unit for acquiring a change in intake pressure at the intake port of the compressor;
The control unit, based on the change in the intake pressure at the intake port of the compressor acquired by the acquisition unit, when the operating condition regarding the change in the intake pressure at the intake port of the compressor is satisfied, The engine supercharging device according to any one of claims 1 to 3, wherein the pressure adjusting unit is controlled so as to adjust the pressure of the intake air in synchronization with an intake valve.   The engine supercharging device according to claim 1, wherein the pressure adjusting unit is a positive displacement pump provided between the compressor and the engine in the intake passage and capable of sucking and discharging the intake air. The acquisition unit further acquires a crank angle of the engine,
The pressure adjusting unit adjusts the pressure of the intake air according to the driving of the engine,
The control unit adjusts the pressure of the intake air in synchronization with the intake valve of the engine based on the crank angle of the engine acquired by the acquisition unit and a predetermined number of cylinders of the engine. The engine supercharging device according to any one of claims 1 to 7, which controls the pressure adjusting unit. The acquisition unit further acquires the crank angle of the engine and the rotational speed of the engine,
The control unit synchronizes with the intake valve of the engine based on the crank angle of the engine and the engine speed acquired by the acquisition unit, and a predetermined number of cylinders of the engine. The engine supercharging device according to any one of claims 1 to 7, wherein the pressure adjusting unit is controlled to adjust the pressure of the engine.

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