JP2504909Y2 - Control device for engine with supercharger - Google Patents

Description

[Detailed Description of the Invention] [Industrial field of application] The present invention relates to a control device for an engine with a supercharger, and more particularly to a control device for an engine with a supercharger installed in an automobile.

[Conventional technology]

Conventionally, an engine with a turbocharger (T / C) has been proposed, which has a turbine driven by the exhaust gas of the engine and a compressor driven by the turbine in the air supply passage communicating with the combustion chamber of the automobile engine. The engine is equipped with a displacement limit, and the output has been significantly improved.

[Problems to be solved by the invention]

However, in such a conventional automobile engine with a turbocharger, there are problems that the layout is complicated, the feeling is insufficient, and the cost is high, and further, there are the following problems.

(1) If the exhaust gas energy is not higher than the medium speed range (about 2000 rpm), which is sufficient to rotate the turbine, the output improvement effect cannot be obtained.

(2) During acceleration, the output is not improved until the inertia and friction between the turbine and the compressor are overcome, resulting in poor responsiveness. That is, there is turbo lag.

(3) Since a heat source called T / C is added in the engine room, the temperature of the engine room becomes high, and it is necessary to take measures against heat damage to the fuel supply system and other parts. Especially, the temperature around the carburetor is severe.

(4) A pressurization type fuel supply device (eg, pressurization type carburetor) is required to improve responsiveness, and a fuel system leakage countermeasure such as the fuel supply device and a relatively high pressure fuel pump are required.

(5) In order to bring out the T / C effect sufficiently, an intercooler is required to cool the pressurized and heated supply air.

(6) It is necessary to take measures against noise due to pulsation of supply air due to T / C during acceleration / deceleration.

The present invention is intended to solve these problems all at once, and provides a control device for an engine with a supercharger, which makes it possible to use a mechanical supercharger driven by the engine. The purpose is to

[Means for solving problems]

Therefore, the control device for an engine with a supercharger of the present invention has a mechanical supercharger driven by the engine in an air supply passage connected to a combustion chamber of the engine, and is provided upstream of the mechanical supercharger. The air supply passage on the side is provided with a fuel supply mechanism for supplying fuel according to the supply amount and a supply amount control mechanism for determining the supply amount to the combustion chamber. An air supply increasing mechanism capable of increasing the lower limit air supply amount to the combustion chamber by the control mechanism, and an engine speed detecting means for detecting the engine speed are provided, and a detection signal from the engine speed detecting means is provided. In response to this, a supply air amount increase control mechanism for operating the supply air amount increasing mechanism when the engine is rotating at high speed is provided.

[Action]

In the control device for the engine with the supercharger of the present invention described above,
The air supply increase control mechanism receives the detection signal from the engine speed detection means and drives the air supply increase mechanism when the engine is running at high rotation and low load so that the air supply amount controlled by the air supply amount control mechanism is controlled by the engine. It is increased at high rotation and low load to increase the fuel amount and the pressure ratio of the air supply before and after the mechanical turbocharger installation position (ie ) Decrease.

〔Example〕

An embodiment of the present invention will be described below with reference to the drawings. FIGS. 1 to 6 show an automobile engine system equipped with a control device for an engine with a supercharger as one embodiment of the present invention. Is an overall configuration diagram thereof, FIG. 2 is a fuel system diagram thereof, FIG. 3 is a graph for explaining its action, and FIGS. 4 to 6 (a) are all explanations of action without the bypass passage. Graph to do, 4th ~
FIG. 6 (b) is a graph for explaining the action in the case with the bypass passage in correspondence with FIGS. 4-6 (a).

As shown in FIG. 1, an intake system and an exhaust system are connected to a combustion chamber 2 of a vehicle engine 1, and an intake passage 3 of the intake system is connected to a cool air Ac and a warm air from an upstream side. Air mix damper 5 for introducing Aw, air cleaner 6,
Inhalation type carburetor with piston (fuel supply mechanism)
7, a throttle valve (supply air amount control mechanism) 8 interlocked with an accelerator pedal (not shown), and a driving force from a crank pulley (not shown) rotationally driven by the engine 1 via a belt (not shown). It is provided with a supercharger (S / C) 9 as a mechanical supercharger.

Further, the air supply passage 3 is composed of an upstream air supply passage 3A which is an upstream portion of the supercharger 9 and a downstream air supply passage 3B which is a downstream portion of the supercharger 9 and is connected to the air supply passage 3A. Is the cabretor 7 and the slot valve 8.
There is provided an inter-chamber throttle air supply passage 3C which is an air supply passage portion between and, and a throttle S / C air supply passage 3D which is an air supply passage portion between the throttle valve 8 and the supercharger 9.

A muffler 4a is provided near the exhaust port 4b in the exhaust passage 4 of the exhaust system.

Then, the fuel supply mechanism 20 having the carburetor 7 and the throttle valve 8 and the upstream side air supply passage 3D and the downstream side air supply passage 3B of the supercharger (S / C) 9 are cut off from each other to bypass the supercharger 9 from the air supply. A supercharger bypass mechanism 30 that can be operated, an EGR mechanism 4D that can recirculate exhaust gas from the exhaust system to the downstream air supply passage 3B, and an EGR of this EGR mechanism 4D
EGR control mechanism 50 for controlling the state and supercharger (S
/ C) 9 An air cut valve 60 is provided which is controlled by the air supply pressure at the downstream side and is capable of sending the air supply from the downstream side of the air cleaner 6 to the exhaust passage 4.

The fuel supply mechanism 20 supplies the fuel from the fuel tank 70 to the float chamber 75 through the filter 74 by the fuel pump 77. This fuel is sent from the carburetor 7 to the upstream side air supply passage 3C and the carburetor mechanism. The fuel cut solenoid (FCS) valve 21 is inserted from the fuel supply passage 22 to the air supply passage 3D downstream of the throttle valve 8 in the vicinity of the throttle valve 8. Further, the lever 99 provided integrally with the slot valve 8 is connected to the rod 23b of the slot positive positioner 23 as an air supply increasing mechanism.
Can be engaged. Then, the slot positive positioner 23 causes the rod 23b to project by the biasing force of the spring 23C when the atmospheric pressure is being supplied to the working chamber 23a, so that the working chamber 23a (compensates for the biasing force of the spring 23C) with a relatively large negative load. When the pressure is supplied, the rod 23b is retracted, and when the rod 23b is projected, the rod 23b is engaged with the lever 99 and is in the fully closed position (that is, when the driver does not depress the accelerator pedal). ) The opening of the throttle valve 8 is increased.
(Note that when the rod 23b is in the retracted position, it is always separated from the lever 99, and the opening degree of the throttle valve 8 in the fully closed position is not increased). The working chamber 23a of the slot positioner 23 can be acted upon by the supply pressure generated in the port 100 via the passage 24. By the way, the port 100 is bored in the air supply passage slightly downstream from the downstream free end of the throttle valve 8 in the fully closed position, and the driver removes his / her foot from the accelerator pedal to bring the throttle valve 8 into the fully closed position. At a certain time, a relatively large negative pressure generated in the air supply passage 3D between the throttle S / C is supplied to the working chamber 23a, while the driver depresses the accelerator pedal to open the throttle valve 8 and the downstream free end thereof is the port. When it is located on the downstream side of 100, the supply pressure close to the atmospheric pressure generated in the inter-cable slot air supply passage can be supplied to the working chamber 23a. That is, in the rod 23b of the slotter positioner 23, the throttle valve 8 is at the fully closed position, and the slot S / C is placed in the working chamber 23a.
When a relatively large negative pressure generated in the inter-air supply passage 3D is operating, the rod 23b can be set in the retracted position and the slot 23b of the rod 23b is opened so that the downstream free end of the rod 23b is connected to the downstream side of the port 100. When it comes out, it is projected. An OSAC delay valve 25 is provided in the passage 24, and an atmosphere opening passage is connected to the passage 24 between the OSAC delay valve 25 and the port 100. An electromagnetic valve 26, which is opened by receiving an opening operation signal (high rotation signal) from an engine speed sensor 94 that constitutes an air supply increase control mechanism, is installed in this atmosphere opening passage. When opened, the atmospheric pressure acts on the working chamber 23a of the slot positioner 23 in preference to the negative pressure generated in the port 100. Therefore, even when the throttle valve 8 is at the fully closed position, when the solenoid valve 26 is opened by the high rotation signal from the engine speed sensor 94, the rod is locked.
23b is designed to project. The supercharger bypass mechanism 30 includes a bypass passage 31 that can connect the upstream air supply passage 3A (throttle S / C air supply passage 3D) of the supercharger 9 and the downstream air supply passage 3B to each other. A bypass relief valve 32 as a bypass valve that is inserted in the bypass passage 31 and can adjust the communication state of the bypass passage 31, and a bypass valve control mechanism 37 that can control the projecting and retracting of the valve body 32c by the bypass relief valve 32. It consists of and. The bypass valve control mechanism 37 is connected to the air supply passage 3D between the throttle S / C, receives the upstream negative pressure, and opens the valve body 32c to open the first relief chamber 32 of the bypass relief valve 32 (load detection means). ) A passage 33 (first supercharging pressure reduction control mechanism 3 which inserts a solenoid valve 11 and an OSAC delay valve 34 leading to 32a)
8) and the bypass relief valve 32 connected to the downstream air supply passage 3B to receive the positive pressure on the downstream side and open the valve body 32c.
And a passage 36 (a second supercharging pressure reduction control mechanism 39) that leads to the second working chamber 32b of the air cleaner 6. When the downstream temperature of the air cleaner 6 is a predetermined value, for example, 30 ° C. or less, it is opened. Valve unit 93a with a thermosensor 93 for releasing the pressure in the passage 33 to the atmosphere, and a vacuum valve for preventing residual pressure on the positive pressure side of the bypass relief valve 32 when the throttle fully open and fully closed in a relatively short time. 27 and the working chamber 27a of the vacuum valve 27 to the slot S / C air supply passage 3D
And a passage 28 for sending a large negative pressure. The solenoid valve 11 is controlled to be opened / closed appropriately by receiving a signal indicating the engine speed or the state of the engine from the engine speed sensor 94 or a load sensor.

That is, the bypass valve control mechanism 37 prevents the supply air temperature rise prevention mechanism for preventing the rise of the supply air temperature at the time of low load and high rotation of the engine 1, and prevents the supercharging pressure at the time of high rotation of the engine 1. It also serves as a boost pressure prevention mechanism.

In addition to the above-mentioned configuration, the engine speed or vehicle speed is detected, and only in the deceleration range where the engine speed or vehicle speed is equal to or higher than a predetermined value, the throttle valve 8 is opened to some extent, and A mechanism may be provided to achieve a pressure ratio reduction by reducing the pressure (close to atmospheric pressure).

 Reference numeral 32d represents a spring.

The EGR mechanism 40 includes an EGR passage (exhaust gas recirculation passage) 41,
An EGR valve (exhaust gas recirculation control valve) 42 inserted in the EGR passage 41, a communication passage 44 (EGR valve 42 for connecting the working chamber 42a of the EGR valve 42 and a thermo valve 43 as a cooling water temperature detecting means).
The valve drive negative pressure passage, the exhaust gas recirculation control passage), and the communication passage (exhaust gas recirculation control passage) 45 connecting the working chamber 42a and the interchamber air supply passage 3C. Reference numeral 42b is a spring, and 42c is a valve body.

Here, the thermo valve 43 is for controlling the operation of the EGR valve 42, and is configured as a water temperature valve. The pressure in the passage 44 is released to the atmosphere at a temperature equal to or lower than a predetermined temperature, and the working chamber 42a
The negative pressure in the inside is reduced (closed to the atmospheric pressure) to close the EGR valve 42, and a later-described vacuum reguulator valve 46 passes the dynamic pressure of the EGR passage 41 to the passage (exhaust pressure detection passage).
It receives through 41 ', opens the passage 46a to the atmosphere, and makes the EGR rate (ratio of the EGR amount to the intake amount) constant, and is tuned as such. The EGR control mechanism 50 opens / closes the EGR passage 41 by opening / closing the EGR valve 42 as a control target.
V) 51 and the first of these vacuum control valves 51
A passage (passage pressure detection passage) 80 for supplying air pressure to the working chamber 51a, and a passage (exhaust pressure detection passage) 4 for supplying exhaust pressure to the second working chamber 51b of the vacuum control valve 51
1 ″ and the communication passage that can communicate with the working chamber 42a of the EGR valve 42 while supplying the air supply pressure of the air supply passage 3C between the cabin throttles to the third working chamber (control unit) 51c of the vacuum control valve 51. A negative pressure passage and an exhaust gas recirculation control passage) 45 are provided. The vacuum control valve 51 is provided with a supply pressure to the first working chamber 51a and an EGR passage 41.
When the supply pressure is larger than the exhaust pressure, the valve body 51d is pushed downward to open the vacuum control valve 51, and the pressure in the communication passage 45 is released to the atmosphere through the filter 51e. Open.

Further, the EGR control mechanism 50 is provided with a vacuum regulator valve 46, and the vacuum regulator valve 46 has a control passage 46a that receives the EGR control negative pressure from the communication passage 45 and a control passage. Working chamber receiving control pressure from 46a
46b, a working chamber 46c that receives the exhaust gas from the EGR passage 41 through the communication passage 41 ', a valve element 46d that allows the control passage to communicate with the working chamber 46b in the open state, and the working chamber 46b that is connected to the working chamber 46b.
It is composed of a filter 46e capable of releasing the pressure in 46b to the atmosphere, and the vacuum regulator valve 46 and the EGR valve 42
Determine the lift amount of the EGR passage 41, and use the dynamic pressure of the EGR passage 41 to
The valve passage) 45 is opened to the atmosphere, and the EGR ratio (EGR against intake air amount
Amount ratio) is kept constant.

Further, an air cut valve 60 is provided, and the air cut valve 60 receives an S / C downstream supply air pressure through a passage 61, and an air cleaner 6 downstream side supply air passage 6.
3 is composed of a working chamber 60c that receives the exhaust pressure from the exhaust passage 4 through the passage 62, and a reed valve (a check valve) 60a that allows the working chamber 60c and the working chamber 60d to communicate with each other. There is. The air cut valve 60 burns unburned CO and the like in the exhaust gas by supplying fresh air into the exhaust gas in the valley (negative pressure) of the pulsation of the exhaust pressure.

In the figure, reference numeral 10 is a master back, 29 is an idle up mechanism, 76 is a passage, 81 is an OSAC delay valve, 83 is a passage,
Reference numeral 84 is an orifice, 85 is a solenoid valve, 86 is a filter, 87 is a vacuum valve for the air mix damper, 87a and 87b are working chambers of the vacuum valve 87, and 88 is a passage communicating between the working chamber 87b and the valve portion 93a with the thermosensor 93. Is shown.

Further, on the downstream side of the air cleaner 6, a thermo valve for an idle compensator circuit as a supply air temperature detecting means.
91 and a valve section 93a with a thermo sensor 93 are provided. The thermo valve 91 for the idle compensator circuit is
When the intake air temperature exceeds 80 ° C, the atmosphere is introduced into the upstream air supply passage 3A downstream of the throttle valve 8 through the passage 92, that is, the air is supplied by bypassing the carburetor 7 and the throttle valve 8. It is a lean ratio of A / F.

Further, a communication passage 92 'connecting the passage 92 and the passage 45 of the EGR valve drive negative pressure circuit is provided. It should be noted that a thermo valve dedicated to the communication passage 92 'may be provided without providing the communication passage 92' to the idle compensator circuit thermo valve 91. In this case, the set temperature of the thermo valve is set appropriately,
For example, the thermo valve 91 for idle compensator circuit
Lower than.

Further, reference numeral 94 is an engine speed sensor, 95 is a switch portion which is opened when a negative pressure from the passage 33 is applied to the working chamber 35a of the vacuum valve 35 which constitutes the deceleration detection mechanism, and 96 is a vacuum valve. Negative pressure advance device for the distributor connected to 82, 97 ignition switch, 98 vehicle speed control unit for controlling vehicle protrusion to reduce vehicle speed at a vehicle speed above a set value (for Vmax signal) Relay), B shows the battery.

It should be noted that the symbols shown in Fig. 1 * 1, * 2, *
The three are connected to each other by communication, and reference numeral 78 in FIG.
Indicates VST and 79 indicates a fuel return valve.

Further, a mechanism for prohibiting EGR may be provided in conjunction with idle up.

As the air supply amount control mechanism, a mechanism may be used in which a bypass passage bypassing the throttle valve 8 is provided to control the opening / closing of the valve inserted in the bypass passage.

Since the control device for the engine with the supercharger as the embodiment of the present invention is constructed as described above, this engine 1
The main control performed for the following will be described below.

Fuel control (1-1) Normal time (1-2) Fuel increase in specific operation area Supercharging pressure control (2-1) High speed small throttle opening (2-2) High speed (supercharging pressure prevention ) (2-3) Other EGR control (3-1) When supercharging pressure is higher than exhaust pressure (3-2) When cooling water temperature is low (3-3) When intake air temperature is high Fuel control (1-1 ) Normal time As the fuel control in the present embodiment, one that determines the amount of fuel supplied from the carburetor 7 to the intake passage 3 by controlling the opening degree of the throttle valve 8 by a cable connected to the accelerator pedal is used. The fuel supplied to the intake passage 3 is sent to the downstream side air supply passage 3B through the supercharger 9 and is vaporized in the downstream side air supply passage 3B to remove latent heat of vaporization, and the high pressure on the downstream side of the supercharger 9 is increased. Has the function of cooling the mixture .

As a result, the air-fuel mixture in the downstream air supply passage 3B is pressurized and heated by the supercharger 9, while the temperature is lowered, so that the charging efficiency is increased and the engine output is increased.

(1-2) Fuel Increase in Specific Operating Area Further, in fuel control, fuel increase control is performed. This fuel increase control is performed by the engine 1
In a specific operation region of the engine, that is, a high-rotation low-load operation region [see reference numeral Z in FIG. 3], the throttle valve 8 is driven in the opening direction by the throttle positioner 23 to change the throttle opening to the present opening. More than that.

That is, when the engine load is low (that is, when the throttle valve 8 is fully closed or located in the vicinity thereof), the port 10
At 0, a relatively large negative pressure is generated in the throttle S / C air supply passage 3D, but when the engine speed increases and the engine speed signal (high speed signal) from the sensor 94 is issued, the solenoid valve 26 is opened, the passage 24 is opened to the atmosphere, atmospheric pressure is supplied to the working chamber 23a of the slot positive positioner 23,
The rod 23b is projected, and the slot member abutting on the rod 23b is rotated to increase the opening degree of the slot valve 8. As a result, the supply air amount is increased and the fuel amount is increased. In addition,
At this time, the pressure ratio of the air supply before and after the mechanical supercharger installation position decreases due to the increase of the air supply amount.

When the engine speed is low even when the engine load is low, the engine speed signal (high speed signal) from the engine speed sensor 94 is not emitted and the solenoid valve 26 is closed. A negative pressure in the throttle S / C air supply passage 3D acts on the working chamber 23a. That is, at this time, the spring 23C of the working chamber 23a is compressed and the rod 23
b does not protrude.

Supercharging pressure control (2-1) At high rotation small throttle opening As the supercharging pressure control in this embodiment, the bypass passage is used.
By controlling the communication state of 31, the first supercharging pressure reduction control for recirculating the supercharged air in the state where the engine speed is high and the throttle opening is small in order to recirculate the supercharged air to the upstream side air supply passage 3A and the engine. There is a second supercharging pressure reduction control that recirculates when the rotation speed is high and the throttle opening is large, and the first supercharging pressure reduction control is for reducing the negative pressure generated in the throttle downstream and the supercharger upstream during deceleration. The first supercharging pressure reduction control mechanism 38 receives it, opens the bypass relief valve 32, and recirculates the supercharging air from the downstream side air supply passage 3B to the upstream side air supply passage 3A to reduce the supercharging pressure. 6 (a) by decreasing the ratio of the upstream pressure and the downstream pressure.
The temperature of the gas mixture gas on the discharge side is lower than that in the case without bypassing (reflux) [see FIG. 6 (b)].

It should be noted that FIG. 4 (a) shows the case of not bypassing (circulating).
S / C shows the supply air pressure on the upstream side and the downstream side, Fig. 4 (b) shows the same supply air pressure when bypassed (reflux), and Fig. 5 (a) shows the bypass pressure. The temperature of the air-fuel mixture in the air supply passage between the S / Cs that does not (reflux) is shown in Fig. 5 (b). Shows.

(2-2) During high rotation (prevention of supercharging pressure) The second supercharging pressure reduction control is performed when the engine is overrotating at full opening and when friction is reduced when the engine is sufficiently sliding. Then, the second supercharging pressure reduction control mechanism 39 receives a supercharging pressure (supercharging pressure) equal to or higher than a predetermined value to open the bypass relief valve 32, and the downstream side air supply passage 3B.
To recirculate the supercharging air to the upstream side air supply passage 3A, so that the supercharging pressure is lower than that without bypass (recirculation) to prevent the supercharging pressure.

(2-3) Others When decompressing the supercharging pressure, a sudden deceleration from the full open range is considered, so the vacuum solenoid valve 27 is activated, the pressure in the passage 36 is released to the atmosphere, and the second Working chamber
Release the pressure in 32b to the atmosphere so that the temperature rise prevention function during deceleration is not hindered.

By combining the first supercharging pressure decrease control and the fuel increase control in the fuel control, the temperature lowering effect can be further enhanced.

EGR control (3-1) When the supercharging pressure is higher than the exhaust pressure The EGR valve 42 in the EGR control mechanism 40 is driven by the negative pressure in the vicinity of the inter-cabbage-rottle air supply passage 3C that is sent through the passage 45, and the vacuum The EGR rate is controlled by controlling the opening / closing of the regulator valve 46.

In the EGR valve drive negative pressure extraction unit, the EGR valve 42 is opened even in the high load range due to the constant negative pressure, and the downstream side supply pressure (inlet manifold positive pressure) and the exhaust side positive pressure are set in the vacuum control valve 50. The pressure is compared with the pressure, and when the fresh air has a pressure that blows to the exhaust side, the passage (EGR valve drive negative pressure circuit) 45 is opened to the atmosphere and the EGR valve 42 is closed to prevent blow-through. Also, exhaust pulsation can be reduced.

(3-2) When the cooling water temperature is low When the thermo valve 43 as a cooling water temperature detecting means detects that the engine is not warming up (55 ° C or lower), the thermo valve 43 is opened. The passage 44 of the EGR valve drive negative pressure circuit is opened to the atmosphere, the EGR valve 42 is closed and the EG
By stopping (prohibiting) R, it is possible to prevent deterioration of the feeling and prevent deterioration of power performance.

(3-3) When the intake air temperature is high Further, when the high temperature state of intake air (80 ° C or higher) is detected by the idle compensator circuit thermo valve 91 as the intake air temperature detecting means, the idle compensator circuit thermostat is detected. When the valve 91 is open, the EGR
The passage 45 of the valve drive negative pressure circuit is opened to the atmosphere, the EGR valve 42 is closed, the EGR is stopped (inhibited), the decline of the feeling can be prevented, and the degradation of the power performance can also be prevented.

It should be noted that when the cooling water temperature is higher than 55 ° C and the intake air temperature is lower than 80 ° C, EGR occurs during idle up, but the frequency is low. Therefore, it is not necessary to change the carburetor between cars with and without a cooler, and the frequency of idle instability is reduced.

Also, promoting the sharing of parts and simplification of parts,
Cost reduction can also be achieved.

In the idle-up mechanism, when the load component (cooler, etc.) of the engine 1 is detected to be in an operating state or an operating preparation state, the cooling water temperature detecting means and the intake air temperature detecting means are appropriately combined so as to prohibit the above EGR. Good.

Furthermore, a thermo valve for controlling the idle compensator
If a thermo-valve separate from the 91 is newly installed close to the thermo-valve for controlling the idle compensator, the carburetor can be shared with the one without the cooler, and the idle instability area can be eliminated altogether. it can.

[Effect of device]

As described in detail above, the control device for an engine with a supercharger of the present invention includes a mechanical supercharger driven by the engine in the air supply passage connected to the combustion chamber of the engine, and the mechanical supercharger is provided. In the air supply passage on the upstream side of the machine, a fuel supply mechanism for supplying fuel according to the air supply amount and an air supply amount control mechanism for determining the air supply amount to the combustion chamber are provided, An intake air increasing mechanism capable of increasing the lower limit intake air amount to the combustion chamber by the intake air amount control mechanism and an engine speed detecting means for detecting the engine speed are provided, and the engine speed detecting means is provided. The following effects and advantages can be obtained with a simple structure in which a supply air amount increase control mechanism that operates the supply air amount increasing mechanism at the time of high engine rotation in response to a detection signal from the engine is provided.

(1) A suction type can be used as the carburetor, the fuel pump can be a low pressure type, and no leakage countermeasure is required, which is low cost.

(2) At high engine speed, the amount of air at low load is increased, the amount of fuel is slightly increased, and the vaporization of fuel promotes the removal of latent heat of vaporization from the supply air. Since the pressure ratio between the upstream air supply pressure and the downstream air supply pressure is reduced, the cooling of the air supply can be effectively measured and various heat damages near the S / C (for example, the S / C rotor surface Deterioration of resin coating, deterioration of grease for S / C shaft bearing lubrication, deterioration of oil seal rubber, etc.) is prevented.

(3) There is a merit that the layout space in the engine room increases.

(4) Feeling is also improved.

(5) It is not necessary to use a special electronic control device.

[Brief description of drawings]

1 to 6 show an automobile engine system including a control device for an engine with a supercharger as an embodiment of the present invention. FIG. 1 is an overall configuration diagram thereof, and FIG. 2 is a fuel system thereof. Figures and 3 are graphs to explain the operation,
4 to 6 (a) are graphs for explaining the action in the case without the bypass passage, and FIGS. 4 to 6 (b) are all corresponding to FIGS. 4 to 6 (a). It is a graph for letting you explain the effect | action in the thing with a bypass path. 1 ... Vehicle engine, 2 ... Combustion chamber, 3 ... Air supply passage, 3A
...... Upstream side air supply passage, 3B ...... Downstream side air supply passage, 3C …… Cabbage between slot and slot air supply passage, 3D …… Slottle S / C air supply passage, 4 …… Exhaust passage, 4a …… Muffler, 4b ...... Exhaust port, 5 ……
Air damper, 6 …… Air cleaner, 7 …… Cabler, 8 …… Slottle valve, 9 …… Supercharger (S / C) as a mechanical supercharger, 10 …… Master back, 11 …… Solenoid valve, 20 ...... Fuel supply mechanism, 21 ...... Fuel cut solenoid (FCS) valve, 22 ...... Fuel supply path, 23 ...... Slottle positioner (supply air supply mechanism), 23a ...... Working chamber, 23b ...... Rod, 23c …… Spring, 24 …… Passage, 25 …… OSAC delay valve, 26 …… Solenoid valve, 27 …… Bakium valve, 27a…
… Working room, 28 …… Passage, 29 …… Idle up mechanism, 30…
… Supercharger bypass mechanism, 31 …… Bypass passage, 32 …… Bypass relief valve (bypass valve), 32a
...... First working chamber, 32b ...... Second working chamber, 32c ...... Valve, 3
2d …… Spring, 33 …… Passage, 34 …… OSAC delay valve, 35 …… Bakium valve, 36 …… Olihuis, 37 ……
By-pass valve control mechanism, 38 …… First boost pressure reduction control mechanism,
39 …… Second supercharging pressure reduction control mechanism, 40 …… EGR mechanism (exhaust gas recirculation mechanism), 41 …… EGR passage (exhaust gas recirculation passage), 41 ′ …… Passage (exhaust pressure detection passage) ), 42 …… EGR valve (exhaust gas recirculation valve), 42a …… operating chamber, 42b …… spring, 42c …… valve element, 43 …… thermo valve (water temperature valve), 44
...... Communication passage, 45 …… Communication passage (exhaust gas recirculation control passage),
46 …… Bakiyumu Regulator valve, 46a …… Control passage, 46b, 46c …… Operating chamber, 46d …… Valve element, 46e …… Filter, 5
0 …… EGR valve control mechanism (exhaust gas recirculation control mechanism), 51…
… Vacuum control valve (VCV) as differential pressure responsive mechanism, 51a …… first working chamber, 51b …… second working chamber, 51
c …… Third working chamber (control section), 51d …… Valve disc, 51e …… Filter, 60 …… Air cut valve, 60a …… Reed valve,
60b, 60c, 60d …… Working chamber, 61 to 63 …… Passage, 69 …… Thermo valve, 70 …… Fuel tank, 71 …… Canister, 72 …… Outer vent valve, 73 …… Fuel supply passage, 74… … Filters, 7
5 …… Float chamber, 76 …… Passage, 77 …… Pump, 78 …… VST,
79 …… Fuel return valve, 80 …… Passage (passage pressure detection passage), 81 …… OSAC delay valve, 82 …… Baquium valve, 83 …… Passage, 84 …… Orifice, 85 …… Solenoid valve,
86 …… Filter, 87 …… Bum- ium valve for air mix damper, 87a, 87b …… Working chamber, 88 …… Passage, 91 …… Thermo valve for idle compensator circuit, 92 …… Passage, 92 ′
...... Communication passage, 93 ...... Thermo sensor, 93a ...... Valve section, 94 ...... Engine speed sensor (engine speed detection means) that constitutes the air supply increase control mechanism, 95 ...... Switch section, 96 ...... Dice Negative pressure advance device for tri-viewer, 97 …… Ignition switch, 98 …… Control unit for vehicle speed (Vmax signal relay), 99
…… Lever, 100 …… Port, B …… Battery.

Claims (1)

(57) [Scope of utility model registration request] 1. A mechanical supercharger driven by the engine is provided in an air supply passage connected to a combustion chamber of the engine, and an air supply amount is provided in an air supply passage upstream of the mechanical supercharger. A fuel supply mechanism for supplying the appropriate fuel and an air supply amount control mechanism for determining the air supply amount to the combustion chamber are provided, and the lower limit air supply amount to the combustion chamber by the air supply amount control mechanism. And an engine rotation speed detection means for detecting the rotation speed of the engine, which receives a detection signal from the engine rotation speed detection means and supplies the supply air at a high rotation speed of the engine. A control device for an engine with a supercharger, characterized in that a supply air amount increasing control mechanism for operating the air amount increasing mechanism is provided.