JP2016125455A - Control device of engine with supercharger - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize acceleration performance corresponding to a running condition by properly correcting a torque suppression control amount of an engine by a running environment and a vehicle condition.SOLUTION: A control device of an engine 1 with a supercharger includes a slip detection portion 10a connected to a torque converter 11 and detecting slip of the torque converter 11 when acceleration of the engine 1 with the supercharger is requested, a torque suppression control amount calculating portion 10b for calculating a torque suppression control amount of the engine 1 with the supercharger corrected according to a running environment or a vehicle condition, on the basis of a torque ratio of the torque converter 11, and the running environment or the vehicle condition affecting increase of a turbine rotating speed of the torque converter 11, and a torque suppression portion 10c suppressing output torque of the engine 1 with the supercharger on the basis of the torque suppression control amount.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device for a supercharged engine.

In recent years, an engine equipped with a supercharger has been adopted for vehicles and has been widely installed. Since an engine equipped with a supercharger can generate a torque larger than usual by supercharging intake air, the acceleration performance of the vehicle can be improved.

  However, when a vehicle equipped with an engine with a turbocharger accelerates, the turbocharger becomes a load and the intake air amount of the engine temporarily decreases. Occurs after a delay. In particular, since the delay is remarkable after lean combustion, it is likely to cause acceleration stagnation and depression during acceleration.

  Therefore, in an engine equipped with such a supercharger, an invention is proposed in which the rise of the supercharger is detected or predicted from the speed ratio of the torque converter and the torque step from the start of the supercharger to the rise is suppressed. (See Patent Document 1).

JP 2008-014281 A

  However, since the invention proposed in Patent Document 1 does not take into account the traveling environment such as climbing and the oil temperature of the torque converter and the vehicle state, the torque converter has a sudden increase in engine speed due to the turbocharger. A turbine torque step (hereinafter referred to as a torque step) occurs. Therefore, even if torque suppression control as proposed in Patent Document 1 is performed, a torque step occurs due to excessive or insufficient torque suppression control amount so that the engine output becomes smooth during acceleration. It cannot be driven.

  The present invention has been made in view of the above, and it is possible to realize acceleration performance in accordance with the running state by appropriately correcting the torque suppression control amount of the engine according to the running environment and the vehicle state. An object of the present invention is to provide a control device for a machine engine.

  In order to solve the above-described problems and achieve the object, a control device for a supercharged engine according to the present invention is the supercharged engine control device to which a torque converter is connected. A slip detecting means for detecting a slip of the torque converter when there is an acceleration request, and a torque ratio of the torque converter and an increase in the turbine speed of the torque converter when the slip is detected. A torque suppression control amount calculation means for calculating a torque suppression control amount of the supercharged engine to which correction according to the traveling environment or vehicle state is applied based on the driving environment or vehicle state that influences; Torque suppression means for suppressing the output torque of the supercharged engine based on a torque suppression control amount.

  The control device for an engine with a supercharger according to the present invention corrects the torque suppression control amount according to the traveling environment and the vehicle state, and suppresses the engine torque based on the corrected torque suppression control amount. In addition, the increase in the engine speed during acceleration of the torque converter becomes smooth, and the increase in the rotation speed of the torque converter becomes smooth accordingly, thereby reducing the torque step and smoothing the engine output during acceleration.

FIG. 1 is a schematic configuration diagram illustrating a vehicle including a supercharged engine control device according to an embodiment of the present invention. FIG. 2 is a schematic configuration diagram of the supercharged engine shown in FIG. 1 and its related parts. 3A is a graph showing a change in T / C torque ratio during acceleration, FIG. 3B is a graph showing a torque change during acceleration in the prior art, and FIG. 3C is an acceleration in the present invention. It is a graph which shows the torque change at the time. FIG. 4A to FIG. 4C are graphs for explaining a method for calculating the engine torque suppression coefficient. FIG. 5A to FIG. 5C are graphs for explaining a method of calculating a correction coefficient for an engine torque suppression coefficient during climbing. FIGS. 6A and 6B are graphs for explaining a method of calculating a correction coefficient for the engine torque suppression coefficient at the time of low oil temperature. FIG. 7 is a flowchart showing an example of control by the control device for the supercharged engine according to the embodiment of the present invention.

  A configuration of a supercharged engine control apparatus according to an embodiment of the present invention will be described with reference to FIGS. In addition, this invention is not limited to the following embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

  As shown in FIG. 1, a vehicle 100 equipped with a supercharged engine control apparatus according to the present invention includes a supercharged engine 1 that is an electronically controlled internal combustion engine, and an electronically controlled automatic transmission 2. A propeller shaft 3, a differential gear 4, left and right drive shafts 5, left and right drive wheels 6, a hydraulic control unit 7, a vehicle speed sensor 8, an accelerator opening sensor 9, and an ECU (Engine Control Unit) 10 and a torque converter 11 with a lock-up mechanism.

  Hereinafter, the configuration of the supercharged engine 1 will be described first. The supercharged engine 1 is configured by fastening a cylinder head on a cylinder block, and is formed by arranging a plurality of cylinders 21. As shown in FIG. 2, a piston 22 is fitted to each cylinder 21 so as to be movable up and down, and the piston 22 is connected to a crankshaft via a connecting rod 23.

  An intake manifold 25 is connected to the combustion chamber of the cylinder 21 via an intake port provided with an intake valve 24. An intake pipe 27 is connected to the intake manifold 25 via a surge tank 26. The intake pipe 27 is connected to an air intake port that takes in air A. An air cleaner 28 is attached to the air intake. In the intake pipe 27, an electronic throttle device 29 having a throttle valve 29 a is provided on the downstream side of the air cleaner 28.

  An exhaust manifold 31 is connected to the combustion chamber of the cylinder 21 via an exhaust port provided with an exhaust valve 30. An exhaust pipe 32 for exhausting the exhaust gas E is connected to the exhaust manifold 31. A start catalyst 33, a NOx occlusion reduction catalyst 34, and a NOx selective reduction catalyst 35 are sequentially attached to the exhaust pipe 32.

  A turbocharger 36 is provided in the intake pipe 27 and the exhaust pipe 32. The turbocharger 36 has a configuration in which a compressor 36a provided in the intake pipe 27 and a turbine 36b provided in the exhaust pipe 32 are integrally connected by a turbine shaft 36c. A water-cooled intercooler 37 is provided in the intake pipe 27 on the downstream side of the compressor 36a in the turbocharger 36 to cool intake air that has been supercharged by the compressor 36a and whose temperature has risen.

  The intake pipe 27 is provided with a pipe line 27a that bypasses the compressor 36a. The pipe line 27a is provided with a blow-off valve 38 for releasing excess pressure between the turbocharger 36 and the throttle valve 29a. It has been. The exhaust pipe 32 includes a pipe line 32a that bypasses the turbine 36b, and a waste gate valve 39 for adjusting the amount of exhaust gas E flowing into the turbine 36b is provided in the pipe line 32a.

  Further, between the intake pipe 27 and the exhaust pipe 32, a part of the exhaust gas E exhausted from the supercharged engine 1 flows from the exhaust pipe 32 to the intake pipe 27 to be used as EGR (Exhaust Gas Recirculation) gas. An EGR line 40 is provided for allowing the supercharged engine 1 to intake air. The EGR pipe line 40 is provided with an EGR cooler 41 and an EGR valve 42.

  Inside the supercharger-equipped engine 1, an injector 43 for injecting fuel into the intake port is mounted, and a spark plug 44 for igniting the air-fuel mixture in the combustion chamber is mounted.

  Further, an air flow sensor 45 that detects the inflow amount of the air A is provided on the downstream side of the air cleaner 28. An intake air temperature sensor 46 that detects the temperature of the intake air supercharged by the compressor 36 a of the turbocharger 36 is provided upstream of the intercooler 37 in the intake pipe 27. The surge tank 26 is provided with a supercharging pressure sensor 47 that detects the supercharging pressure of the supercharged intake air. An air-fuel ratio sensor 48 that detects the oxygen concentration in the exhaust gas E is provided upstream of the turbine 36 b in the exhaust pipe 32. The crankshaft of the supercharged engine 1 is provided with a crank angle sensor 49 for detecting the crank angle used for calculating the engine speed. The air flow sensor 45, the intake air temperature sensor 46, the supercharging pressure sensor 47, the air-fuel ratio sensor 48, and the crank angle sensor 49 are all electrically connected to the ECU 10 so as to output a detection result to the ECU 10.

  Returning to the description of FIG. A torque converter 11 with a lock-up mechanism is connected to the supercharged engine 1, and a stepped automatic transmission 2 is connected via the torque converter 11. In the automatic transmission 2, a propeller shaft 3 is connected to the output side, and left and right drive shafts 5 are connected to the propeller shaft 3 via a differential gear 4. Further, left and right drive wheels 6 are connected to the left and right drive shafts 5 respectively.

  When the supercharged engine 1 is driven, the driving force is output from the crankshaft and input to the input shaft of the automatic transmission 2 via the torque converter 11, where a predetermined shift is performed. Thereafter, the driving force is output from the output shaft of the automatic transmission 2 to the propeller shaft 3 and is transmitted from the propeller shaft 3 to the left and right drive shafts 5 via the differential gear 4 to drive and rotate the left and right drive wheels 6. can do. The automatic transmission 2 can perform a speed change operation by being controlled by the hydraulic control unit 7.

  The vehicle speed sensor 8 detects the traveling speed of the vehicle 100, and the accelerator opening sensor 9 detects the accelerator opening according to the depression amount of the accelerator pedal of the driver, and outputs the detection result to the ECU 10, respectively. Electrically connected.

  The ECU 10 is physically an electronic circuit mainly composed of a known microcomputer including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and an input / output interface. The function of the ECU 10 is to load an application program held in the ROM into the RAM and execute it by the CPU, thereby operating the controlled object under the control of the CPU and reading and writing data in the RAM and ROM. It is realized by doing.

  The ECU 10 receives the detection results of the various sensors described above, detects the operating state of the supercharged engine 1 based on the detection results, and controls the fuel injection amount and injection timing by the injector 43, the ignition timing by the spark plug 44, and the like. doing. Further, the ECU 10 outputs a control signal to the hydraulic pressure control unit 7 based on the detection result of the vehicle speed and the accelerator opening. The hydraulic control unit 7 controls the hydraulic mechanism of the automatic transmission 2 based on this control signal. Thereby, the automatic transmission 2 is shifted. The control device for the supercharged engine 1 according to the embodiment of the present invention is realized by the function of the ECU 10. FIG. 1 shows only the configuration related to the control device of the supercharged engine 1 in the ECU 10, and the other configurations are not shown.

  As shown in FIG. 1, the control device for the supercharged engine 1 realized by the ECU 10 includes a slip detection unit 10a, a torque suppression control amount calculation unit 10b, and a torque suppression unit 10c.

  The slip detection unit 10 a detects a slip (slip) of the torque converter 11. First, the slip detection unit 10a determines whether or not the driver has requested acceleration for the supercharged engine 1 based on the accelerator opening input from the accelerator opening sensor 9 (that is, whether or not the turbocharger 36 has been started). ).

  And the slip detection part 10a detects the slip of the torque converter 11, when there exists an acceleration request | requirement with respect to the engine 1 with a supercharger. Here, as a method of detecting slip of the torque converter 11, for example, as shown in FIG. 3A, when the torque converter 11 slips, a torque ratio (hereinafter referred to as T / C torque ratio t) is amplified. When the T / C torque ratio t is larger than a predetermined value, it is determined that there is slip. Note that the torque converter 11 slipping during the acceleration request indicates that the lockup mechanism is accelerating in the off state, and the present invention is in the driving environment and the vehicle state under such a situation. The engine torque suppression control amount is adjusted accordingly.

Here, the above-mentioned T / C torque ratio t is the speed ratio e of the torque converter 11 (= the turbine speed N _T that is the output speed of the torque converter 11 / the pump speed N that is the input speed of the torque converter 11. _P (engine speed N _E )), for example, a relationship experimentally obtained in advance between the speed ratio e, the T / C torque ratio t, the efficiency η, and the capacity coefficient C (for example, the torque converter 11 From the operation characteristic diagram), it can be calculated based on the actual speed ratio e. Incidentally, the above-mentioned turbine speed N _T is detected by a not-shown turbine speed sensor, wherein the pump speed N _{P (engine} rotational speed N _E) is calculated from the detection results of the crank angle sensor 49.

  Since the torque converter 11 amplifies the T / C torque ratio t at the time of slip (see FIG. 3A), the peak of acceleration at the initial stage of acceleration can be suppressed by suppressing the engine torque by just that much. (See FIG. 3 (c)), the valley of acceleration (the depression of acceleration G) can be eliminated. Therefore, it can be said that the T / C torque ratio t of the torque converter 11 is a convenient factor for engine torque suppression control.

The torque suppression control amount calculation unit 10b calculates a torque suppression control amount of the supercharged engine 1. Here, the conventional torque suppression control technology does not consider the traveling environment such as the climbing slope and the oil temperature of the torque converter 11 and the vehicle state, and therefore, as shown in FIG. As the engine speed _NE and the engine torque increase, a torque step is generated, and the stagnation of the acceleration G and a dent area are generated, so that the driving operability of the vehicle 100 is poor. Therefore, as shown in FIG. 3C, the torque suppression control amount calculation unit 10b performs correction in accordance with the traveling environment or the vehicle state in order to suppress the torque step and improve the stagnation and the depression area of the acceleration G. The applied torque suppression control amount is calculated.

The torque suppression control amount calculation unit 10b increases the T / C torque ratio t of the torque converter 11 and the turbine rotational speed _NT of the torque converter 11 when the slip detection unit 10a detects a slip of the torque converter 11. A torque suppression control amount for suppressing the output torque (engine torque) of the supercharged engine 1 is calculated based on the traveling environment or the vehicle state that has an influence on the vehicle.

  Hereinafter, the calculation procedure of the torque suppression control amount will be described. As shown in the following formula (1), the torque suppression control amount calculation unit 10b is based on the T / C torque ratio t of the torque converter 11 and the suppression coefficient correction coefficient α, and is a suppression coefficient that is a torque suppression control amount. k is calculated.

  Suppression coefficient k = (1 + α) / (t + α) (1)

The suppression coefficient correction coefficient α in the above-described equation (1) is a coefficient corresponding to an influencing factor such as a traveling environment or a vehicle state that affects the increase in the turbine rotational speed _NT of the torque converter 11, for example, Set to a value like this.

α = 0 Normal time (flat ground, normal oil temperature, etc.)
α> 0 ... When reducing the torque suppression control amount (hill climbing, heavy vehicle weight, etc.)
α <0 ・ ・ ・ When increasing the torque suppression control amount (low total gear ratio, low oil temperature, etc.)

  Since the T / C torque ratio t in the equation (1) is generally a value of 1 ≦ t ≦ 2, the value of the equation (1) is specifically in the following range.

When α = 0, 1/2 ≦ k ≦ 1
When α = 1, 2/3 ≦ k ≦ 1
When α = 2, 3/4 ≦ k ≦ 1
When α = −0.5, 1/3 ≦ k ≦ 1

  If the value of the suppression coefficient k is, for example, T / C torque ratio t = 2, according to equation (2), when traveling on flat ground (α = 0), etc., 1/2, when traveling uphill Etc. (α = 1 or 2) is 2/3 or 3/4, and when the total gear ratio is low (α = −0.5), it is 1/3.

  Here, since the required torque for the supercharged engine 1 to be described later can be calculated as in the following equation (2), the suppression coefficient k calculated by the above equation (1) is used as the torque suppression control amount. When using uphill, the required engine torque increases (ie, the torque suppression control amount decreases) compared to the case of flat ground, and when the total gear ratio is low, compared to the case of flat ground. The required engine torque is reduced (that is, the torque suppression control amount is increased). In the following formula (2), the right-side required engine torque before suppression is a value set in advance according to the accelerator opening, for example.

  Required engine torque after suppression (new) = k × Required engine torque before suppression (2)

  Here, as shown in FIG. 4A, the suppression coefficient k takes into account the relationship between torque (turbine torque, engine torque) during acceleration and a change in the T / C torque ratio t, as shown in FIG. As shown, the value is set to increase as the T / C torque ratio t decreases. Then, as shown in FIG. 4C and the above-described equation (2), the suppression coefficient k is calculated in consideration of the suppression coefficient correction coefficient α according to the traveling environment and the vehicle state.

For example, when the vehicle is traveling uphill or when the vehicle weight is heavy, the turbine rotational speed _NT is difficult to increase and the speed ratio of the torque converter 11 does not increase easily, so that the acceleration G does not stagnate or dent. In such a case, in the above-described equation (2), as shown in FIG. 4C, the suppression coefficient k is adjusted to be a larger value than usual, and the torque suppression control amount is considered in consideration of the uphill acceleration performance. Reduce. On the other hand, for example, when the 4WD transfer is L, the total gear ratio is on the low side. Therefore, the turbine rotational speed _NT is likely to increase, and the speed ratio of the torque converter 11 increases rapidly (T / C torque ratio t and capacity coefficient C decrease rapidly), so that the stagnation and dent of the acceleration G become steady. In such a case, in the above equation (2), as shown in FIG. 4C, the suppression coefficient k is adjusted to a value smaller than usual, and the torque suppression control amount is increased. In addition, since the torque capacity coefficient becomes large even when the oil temperature is low, the torque suppression control amount is similarly increased.

Next, a calculation example of the suppression coefficient correction coefficient α will be described with reference to FIGS. First, the rotation increase rate of the turbine speed N _T, when the angular acceleration = Diomega_in, can be expressed as the following equation (3) and (4).

[When starting on flat ground]
dωt_a = Tt.ip ^ 2.if ^ 2 / M / Rtire ^ 2-.mu.ip.if / Rtire (3)
[When going uphill]
dωt_b = Tt.ip ^ 2.if ^ 2 / M / Rtire ^ 2-(. mu. + g.sin.theta.). ip.if / Rtire (4)

  Here, in the equations (3) and (4), Tt is the turbine torque, M is the vehicle weight, Rtire is the tire radius, ip is the gear ratio, if is the differential ratio, μ is the rolling resistance, g is the gravitational acceleration, θ Is the road slope.

For uphill start, as compared to the level ground, momentarily approximately dωt_b-dωt_a = -g · sinθ · ip · if / Rtire amount corresponding increase in the turbine speed _{N T} is slow. Therefore, by using such a relationship, for example, by mapping (dωt_b−dωt_a) to an argument, the suppression coefficient correction coefficient α can be calculated. In this case, as shown in FIG. 5A, the suppression coefficient correction coefficient α becomes larger as the road surface gradient θ increases. Note that the suppression coefficient correction coefficient α in the case of starting uphill can also be calculated by mapping a road surface gradient θ itself as shown in FIG. 5B to an argument, for example. Further, when the vehicle weight is heavy or the gear ratio changes, as shown in FIGS. 5 (a) and 5 (c), the calculation can be performed in the same procedure.

  Next, regarding the suppression coefficient correction coefficient α when the torque converter 11 is at a low oil temperature, the capacity coefficient C of the torque converter 11 increases as the oil temperature decreases, as shown in FIG. As shown in FIG.6 (b), it sets so that it may become a large value, so that oil temperature is low.

  The torque suppression unit 10c suppresses the output torque of the supercharged engine 1 based on the torque suppression control amount (suppression coefficient k) calculated by the torque suppression control amount calculation unit 10b. The torque suppression unit 10c calculates a post-suppression required engine torque that takes into account the suppression coefficient k by the above-described equation (2), and fuel injection by the injector 43 in the supercharged engine 1 based on the post-suppression required engine torque. The engine torque is suppressed by controlling the amount, injection timing, ignition timing by the spark plug 44, and the like.

The control device for the supercharged engine 1 having the above configuration is corrected by correcting the torque suppression control amount (suppression coefficient k) by the suppression coefficient correction coefficient α in accordance with the traveling environment and the vehicle state. The engine torque is suppressed and controlled based on the torque suppression control amount. Therefore, the control apparatus of the supercharged engine 1 according to the present invention, increase in the engine speed N _E during acceleration of uphill and torque converter 11 becomes smooth, smooth the rotation speed increase of the torque converter 11 with it Thus, the torque step is reduced, and the output of the supercharged engine 1 during acceleration is smoothed. Therefore, the control device for the supercharged engine 1 according to the present invention can realize acceleration performance in accordance with the traveling state.

  That is, the control device for the supercharged engine 1 uses the T / C torque ratio t of the torque converter 11 as a base factor of the suppression control, and suppresses the torque depending on the traveling environment and the vehicle state as shown in the equation (2). A suppression coefficient correction coefficient α that can correct the control amount is provided. Then, for example, when the climbing slope or the vehicle weight is heavy, the suppression coefficient correction coefficient α is adjusted so that the torque suppression control amount of the engine torque is reduced. For example, when the 4WD transfer is L or when the oil temperature is low, the torque of the engine torque The suppression coefficient correction coefficient α is adjusted so that the suppression control amount increases. By controlling the engine torque in accordance with the traveling environment and the vehicle state in this manner, moderate (maximum) acceleration performance can be exhibited according to the traveling state while suppressing the stagnation and dent of the acceleration G. .

  Hereinafter, an example of control by the control device of the supercharged engine 1 according to the embodiment of the present invention will be described with reference to FIG.

First, the control device for the supercharged engine 1 passes through various sensors to provide various information such as the accelerator opening, the engine speed N _E , the turbine speed N _T , the estimated gradient, the oil temperature, the estimated vehicle weight, and the total gear stage. Are collected (step S1). Next, the control device for the supercharged engine 1 determines whether or not the driver has requested acceleration by the slip detection unit 10a (step S2).

  Next, when the slip detection unit 10a determines that there is an acceleration request (Yes in step S2), the control device for the supercharged engine 1 determines whether or not the torque converter 11 has slipped by the slip detection unit 10a ( Step S3).

  Next, when the slip detection unit 10a determines that there is a slip (Yes in step S3), the control device for the supercharged engine 1 travels through a variety of sensors, such as gradient, oil temperature, vehicle weight, total gear stage, and the like. The environment and vehicle state are determined (step S4).

  Next, the control device for the supercharger-equipped engine 1 uses the torque suppression control amount calculation unit 10b to determine the torque suppression control amount (in accordance with the traveling environment and vehicle state determined in step S4 based on the above-described equation (1)). A suppression coefficient correction coefficient α) is calculated (step S5). Next, the control device for the supercharged engine 1 calculates the post-suppression required engine torque based on the above-described equation (2) by the torque suppression unit 10c, and suppresses the torque of the supercharged engine 1 ( Step S6).

  Here, in the control device for the supercharged engine 1, the slip detection unit 10a determines that there is no acceleration request (No in Step S2) and the slip detection unit 10a determines that there is no slip (No in Step S3). Then, it is determined that there is no torque suppression, and torque suppression of the supercharged engine 1 is not performed (step S7), and this routine is terminated.

  The supercharger-equipped engine control apparatus according to the present invention has been specifically described above with reference to embodiments for carrying out the invention. However, the gist of the present invention is not limited to these descriptions, and claims It should be interpreted broadly based on the scope description. Needless to say, various changes and modifications based on these descriptions are also included in the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 Engine with supercharger 2 Automatic transmission 3 Propeller shaft 4 Differential gear 5 Drive shaft 6 Drive wheel 7 Hydraulic control part 8 Vehicle speed sensor 9 Accelerator opening sensor 10 ECU (control device of engine with supercharger)
10a Slip detection unit (slip detection means)
10b Torque suppression control amount calculation unit (torque suppression control amount calculation means)
10c Torque suppression part (torque suppression means)
11 Torque Converter 21 Cylinder 22 Piston 23 Connecting Rod 24 Intake Valve 25 Intake Manifold 26 Surge Tank 27 Intake Pipe 27a Pipe Line 28 Air Cleaner 29 Electronic Throttle Device 29a Throttle Valve 30 Exhaust Valve 31 Exhaust Manifold 32 Exhaust Pipe 32a Pipe Line 33 Start Catalyst 34 NOx occlusion reduction catalyst 35 NOx selective reduction catalyst 36 turbocharger 36a compressor 36b turbine 36c turbine shaft 37 intercooler 38 blow-off valve 39 waste gate valve 40 EGR pipe 41 EGR cooler 42 EGR valve 43 injector 44 ignition plug 45 air flow sensor 46 Intake air temperature sensor 47 Supercharging pressure sensor 48 Air-fuel ratio sensor 49 Crank angle sensor 100 Vehicle Air E exhaust gas

Claims (1)

In a control device for a supercharged engine to which a torque converter is connected,
Slip detection means for detecting slip of the torque converter when there is an acceleration request for the supercharged engine;
When the slip is detected, depending on the traveling environment or vehicle state based on the torque ratio of the torque converter and the traveling environment or vehicle state that affects the increase in the turbine speed of the torque converter. Torque suppression control amount calculation means for calculating a torque suppression control amount of the supercharged engine to which the correction is added,
Torque suppression means for suppressing output torque of the supercharged engine based on the torque suppression control amount;
A supercharger-equipped engine control device.

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