JP3166592B2 - Engine for vehicles with mechanical supercharger - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle engine provided with a mechanical supercharger.

[0002]

2. Description of the Related Art A positive displacement supercharger such as a roots compressor or a mechanical supercharger is used for a vehicle engine. This type of mechanical supercharger is driven by the engine when the vehicle starts, and it can pressurize the intake air to perform supercharging, so it has excellent start acceleration characteristics. There is an advantage that the amount of intake air supplied can be increased to achieve an increase in engine output.

Further, a so-called turbo compound engine has been already proposed in which an exhaust turbine driven by exhaust gas of an engine is provided to recover exhaust energy to improve engine output. In the intake system of this type of turbo compound engine, the mechanical supercharger is interposed, and a continuously variable transmission is interposed in the transmission system between the engine crankshaft and the mechanical supercharger, By controlling the speed ratio of the continuously variable transmission according to the operation state of the engine, the exhaust turbine is operated with high efficiency, and the output and fuel efficiency of the engine can be effectively improved. A turbo compound engine with a supercharger has already been proposed by the present applicant.

However, a technology for controlling the speed ratio of the continuously variable transmission and using a mechanical supercharger to shorten the warm-up time during a warm-up operation after a cold start of the engine is still proposed. It has not been.

Further, in a vehicle engine, a third valve separate from a normal exhaust valve and an intake valve is conventionally provided in each cylinder of the engine in order to reduce a burden on a service brake by improving an engine braking effect. A braking device that opens the third valve near the compression top dead center and discharges the compressed intake air to the exhaust system to increase the work absorbed by the engine brake (for example, Japanese Patent Application Laid-Open No.
No. 126640), and a braking device that increases the absorption work amount of the engine brake in the same manner as described above by holding the third valve in the open state when the vehicle is running with the engine brake (see, for example, Japanese Utility Model Application Laid-Open No. 28641
And an exhaust valve driven compression release brake device (see Japanese Patent Publication No. 61-14335) in which an exhaust valve is opened during engine brake travel instead of the third valve. Collectively referred to as a compression open braking system].

When this kind of compression-release type braking device is applied to the above-described engine with a mechanical supercharger, when the engine is running at a high speed, the supercharger supplies intake air with sufficient supercharging pressure into the cylinder. As the compression work increases, a sufficient engine braking effect is produced, but when the engine is running at low speed,
Usually, since the amount of working air is small, a sufficient engine braking effect cannot be produced. Therefore, during low-speed operation of the engine, the speed ratio of the continuously variable transmission or the multi-stage transmission interposed between the crankshaft and the input shaft of the mechanical supercharger is controlled to control the mechanical supercharger. By increasing the number of revolutions, the braking effect of the compression release type braking device, that is, the absorption work of the engine can be increased, but in this case, the strength and strength of the power transmission system from the crankshaft of the engine to the drive wheels are increased. A technique for maximizing the engine braking effect in consideration of durability has not yet been proposed.

[0007]

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and in a vehicle engine provided with the above-mentioned mechanical supercharger, the speed ratio of the continuously variable transmission or the multi-stage transmission is determined. controlled and, to promote warming up of the engine, to shorten the warm-up time, as well as improving the operation of the vehicle, to reduce the generation amount or the time of occurrence of white smoke, the first
It is the purpose of. Further, the present invention provides a vehicle engine with a mechanical supercharger equipped with the above-mentioned compression-release type braking device, wherein the speed ratio of the continuously variable transmission or the multi-stage transmission is controlled so that the engine braking effect of the engine is achieved. It is a second object of the present invention to improve the engine braking effect at the time of low-speed operation of the engine, reduce the load on the service brake, and improve the driving safety.

[0008]

In order to achieve the first object, the invention according to claim 1, namely, an exhaust turbine provided in an exhaust system of an engine, and an exhaust turbine provided in an intake system of the engine. A mechanical supercharger connected to a rotor shaft of the exhaust turbine via a first transmission, a variable having a speed ratio control member interposed between the mechanical supercharger and a crankshaft of the engine; Gear ratio second transmission, mechanical supercharging
Bypass passage connecting the suction side and discharge side of the machine
An intake bypass valve that is provided in the
Engine load detecting means for detecting the load of the engine,
A cooling water temperature detecting means for detecting a cooling water temperature of the engine, and a traveling speed ratio setting unit for setting a speed ratio of the second transmission during traveling based on the engine load detected by the engine load detecting means; A warm-up operation speed ratio setting unit for setting a speed ratio of the second transmission during a warm-up operation based on the coolant temperature detected by the coolant temperature detecting means. In the warm-up operation region of the engine in which the engine load is lower than the set load and the cooling water temperature detected by the cooling water temperature detecting means is lower than the set temperature, the speed ratio set by the warm-up operation speed ratio setting section is achieved. The speed ratio control member is driven so that the speed set by the traveling speed ratio setting section is set in the engine operation region other than the warm-up operation region. Comprising a control unit for driving the transmission ratio control member such that the ratio is achieved, the
When the engine is in the warm-up operation area, the control
The roll unit is detected by the cooling water temperature detecting means.
When the cooling water temperature rises based on the cooling water temperature
Intake bypass so that the passage area of the
An engine for a vehicle with a mechanical supercharger characterized by controlling a valve is proposed. In the invention of claim 1 above
Is the warm-up operation speed ratio setting in the warm-up operation region.
The gear ratio set by the constant section is determined by the rotation of the crankshaft.
Speed-increasing gear speed that is increased and transmitted to the mechanical supercharger
Preferably, it is a ratio.

In order to achieve the first object, a contract
The invention according to claim 3, that is, provided in the exhaust system of the engine
Exhaust turbine, which is interposed in the intake system of the engine
Connected to the rotor shaft of the exhaust turbine via a first transmission
Mechanical turbocharger, the same
A gear ratio control member interposed between the crankshaft and
A second transmission having a variable transmission ratio, detecting a load on the engine;
Engine load detecting means for detecting the temperature of the cooling water of the engine.
A cooling water temperature detecting means for detecting the engine load;
During running based on the engine load detected by the
Traveling speed ratio setting the speed ratio of the second transmission in the above
A setting part, and cooling detected by the cooling water temperature detecting means.
Changes in the second transmission during warm-up operation based on water temperature
A warm-up operation speed ratio setting unit for setting a speed ratio.
The engine load detected by the engine load detection
Lower than the constant load and detected by the cooling water temperature detection means.
The warm-up operation of the above engine, where the cooling water temperature is lower than the set temperature
In the turning range, the setting is performed by the warm-up operation speed ratio setting unit.
Gear ratio control member to achieve the gear ratio
And in the engine operation area other than the warm-up operation area
Is the speed ratio set by the running speed ratio setting unit
Control for driving the speed ratio control member so that
The turbocharger is equipped with a
Bearing temperature detecting means for detecting the temperature of the bearing portion is provided,
The engine operates in the warm-up operation range and the bearing temperature
Temperature of the bearing part detected by the temperature
In the case of below, it is set by the warm-up operation speed ratio setting unit.
The gear ratio is the maximum gear ratio on the speed increasing side.
An engine for a vehicle with a mechanical supercharger is proposed.

Furthermore, in order to achieve the first object, the invention according to claim 4, that is, an engine exhaust system.
Exhaust turbine installed in the intake system of the above engine
Through a first transmission to the rotor shaft of the exhaust turbine.
Mechanical turbocharger, the mechanical turbocharger and the engine
Gear ratio control member interposed between the
The second transmission having a variable gear ratio,
Engine load detecting means for detecting, cooling water of the engine
Cooling water temperature detecting means for detecting a temperature, and the engine
Running based on the engine load detected by the load detection means
Traveling for setting the gear ratio of the second transmission during running
The gear ratio setting unit and the cooling water temperature detection unit
The second transmission during a warm-up operation based on the
A warm-up operation speed ratio setting unit for setting the speed ratio of the
The engine load detected by the engine load detection means
The load is lower than the set load and the cooling water temperature detection means
The detected cooling water temperature is lower than the set temperature.
In the warm-up operation range, the setting is made by the warm-up operation speed ratio setting unit.
The speed ratio control member so that a fixed speed ratio is achieved.
And operating the engine outside the warm-up operation area.
In the range, the gear ratio set by the traveling gear ratio setting unit
To drive the speed ratio control member so that
Detects the trawler unit and the engine speed
Rotation speed detecting means, and a drive from a crankshaft of the engine.
A power transmission system that transmits power to drive wheels
Shift position detection to detect the transmission shift position
Delivery means and intake air compressed in the cylinder to the engine.
Compression release type braking that generates braking force by discharging
Device, and the control unit
Is based on the engine speed and shift position.
Change of the second transmission corresponding to the limiting absorption torque of the gin.
It has a deceleration running speed ratio setting unit that sets the speed ratio,
At high speeds, when the above-mentioned compression release type braking device is operated,
In both cases, the speed set by the deceleration traveling speed ratio setting unit
Drive the gear ratio control member so that the ratio is achieved.
For vehicles with a mechanical supercharger, characterized in that:
It proposes an engine.

In order to achieve the second object, the invention according to claim 5, namely, an exhaust turbine interposed in an exhaust system of an engine, and an exhaust turbine interposed in an intake system of the engine. A mechanical supercharger connected to the rotor shaft via a first transmission, a variable supercharger having a transmission ratio control member interposed between the mechanical supercharger and the crankshaft of the engine; A two-speed transmission, an engine load detecting means for detecting a load of the engine, a rotational speed detecting means for detecting a rotational speed of the engine, and a power transmission system for transmitting a driving force from a crankshaft of the engine to driving wheels. Shift position detecting means for detecting a shift position of a mounted transmission, a compression provided in the engine to generate a braking force by discharging intake air compressed in a cylinder of the engine. A release-type braking device, and a steady-state and accelerated traveling speed ratio setting unit that sets the speed ratio of the second transmission during steady-state and accelerated traveling of the vehicle based on the engine load detected by the engine load detecting means. A speed reduction ratio setting unit for setting a speed ratio of the second transmission corresponding to a limit absorption torque of the engine based on an engine speed and a shift position. Activating the braking device, driving the speed ratio control member in accordance with the speed ratio set by the deceleration speed ratio setting unit, and setting the steady / accelerated speed ratio setting unit during steady and accelerated running of the vehicle. A control unit for driving the speed ratio control member in accordance with the speed ratio set by the engine. It is intended to draft.

In implementing the invention according to claim 5,
, The second transmission device, it is desirable to speed ratio is continuously variable transmission capable of continuously controlled.

[0013]

DETAILED DESCRIPTION OF THE INVENTION engaging below claims 1 to 3
Specifically described accompanying drawings preferred embodiments of the invention that. First, the invention according to claims 1 to 3 will be described.
In the schematic configuration diagram of FIG.
Numeral 0 generally indicates an engine for a vehicle with a mechanical supercharger. The engine 10 includes six series-arranged cylinders 12 indicated by dashed lines in the figure, an intake manifold 14 for supplying intake air to each cylinder 12, and each cylinder 12
An exhaust manifold 18 for receiving the exhaust gas and supplying the exhaust gas to an exhaust turbine 16 is provided. Above intake manifold 14
Is connected to the discharge side of an appropriate mechanical supercharger 24 via an intake passage 22 provided with an intercooler 20 for intake cooling in the middle. For the mechanical supercharger 24, for example, a roots compressor having a pair of eyebrows is suitable.

The intake side intake passage 2 of the mechanical supercharger 24
Reference numeral 6 denotes an intake air passage 26 and a discharge air intake passage 22 which communicate with outside air through an air cleaner (not shown).
An intake bypass passage 28 that bypasses the mechanical supercharger 24 is provided between the intake air passage 24 and the intake air bypass valve 30. On the other hand, the rotor shaft 32 of the exhaust turbine 16 is connected to a drive shaft 38 of the mechanical supercharger 24 via an appropriate one-way clutch device 34 and a first transmission device 36. In the illustrated case, the first transmission 36 is constituted by a two-speed reduction gear device.

The drive shaft 38 of the mechanical supercharger 24
Is connected to the engine 1 via a second transmission generally indicated by reference numeral 40, a fluid coupling 42 and a reduction gear device 44.
0 crankshaft 46. The second transmission 40 includes a pair of input pulleys 48 and an output pulley 50 disposed coaxially, and a rotation transmission roller 52 interposed between the pulleys 48 and 50. Of the input and output pulleys 48 and 50 and the roller 52 by changing the radius ratio of the input and output pulleys 48 and 50 by tilting the axis of Continuously variable transmission (hereinafter referred to as CVT in some cases)
It is. The actuator 54 for the gear ratio control is driven by a control unit or controller 56, the control unit or controller 56, the output signal T _w temperature sensor 58 for detecting the temperature of coolant of the engine _10, and the and receiving an output signal a _c of the accelerator opening sensor 60 representing the load of the engine 10, to provide a drive output to the actuator 54. In FIG. 1, reference numeral 62 denotes a radiator for cooling the cooling water of the engine 10, 64 denotes a cooling fan driven in conjunction with the crankshaft 46, and 66 denotes an output end of the crankshaft 46. Flywheel.

The control unit or control device 5
6 will be described later in detail and comprehensively with reference to the flow chart of FIG. 14, and here, the warm-up operation mode of the engine 10 for a vehicle with a mechanical supercharger shown in FIG. The outline will be described. First, a starter motor (not shown) is energized and the engine 10 is started. At this time, the continuously variable transmission, that is, the CVT 40, is controlled by the control unit or the control device 56 to perform the minimum speed change by the actuator 54. Ratio, and the load on the mechanical supercharger 24 is kept at a minimum during startup.

When the engine 10 starts, the crankshaft 4
6 rotates and the continuously variable transmission 40 is driven via the reduction gear device 44 and the fluid coupling 42, and is transmitted through the output shaft of the continuously variable transmission 40, that is, the drive shaft 38 of the mechanical supercharger 24. The feeder 24 is driven at a speed corresponding to the speed ratio set by the speed ratio control member, that is, the actuator 54. By the rotation of the mechanical supercharger 24, the outside air sucked from the suction side intake passage 26 is discharged to the discharge side intake passage 22 and the intercooler 2.
0 to the intake manifold 14 and the engine 1
0 is supplied to each cylinder 12. The exhaust gas discharged from each cylinder 12 is supplied from the exhaust manifold 18 to the exhaust turbine 16, but during the no-load operation immediately after the start,
Since the pressure and temperature of the exhaust gas are low and the flow rate is low, the rotation speed of the rotor shaft 32 is sufficiently low. Therefore, the output of the exhaust turbine 16 is supplied to the mechanical supercharger 24 via the first transmission 36. The one-way clutch device 34 is interposed between the rotor shaft 32 and the input shaft of the first transmission 36, so that the exhaust turbine 16 does not load the engine 10. . The bypass valve 30 provided in the intake bypass passage 28 is normally closed.

[0018] After the cold start, the engine 10 is fixed to the cooling water temperature _{T w} is preset temperature _{T 1,} for example 65
Normally, the warm-up operation is performed without load until the temperature reaches ° C. Control unit or control device 5 during warm-up operation
The actuator 54 is driven according to the warming-up gear ratio control map of FIG. 2 incorporated in the warming-up gear ratio setting unit 6 to control the gear ratio of the continuously variable transmission 40. As shown by the solid lines a ₁ -a ₂ -a ₃ in the map of FIG. 2, the speed ratio of the continuously variable transmission 40 until the cooling water temperature _Tw becomes a certain temperature T ₀ lower than the warm-up temperature T _1. Is controlled on the speed increasing side and at the maximum speed ratio normally allowed for the transmission and the mechanical supercharger 24, and the mechanical supercharger 24 is operated at a high speed. Thereafter, increased accompanied with no gear ratio of the cooling water temperature gradually decreases along the line a _2, becomes a warm-up temperature above T _1, the transmission ratio becomes basic speed change ratio a ₃ during normal running. From the time of cold through to the middle of the cooling water temperature T _0, by mechanical supercharger 24 is rotated at a high speed at the maximum speed ratio, the temperature rises the intake air is compressed, while driving the supercharger 24 Since the load of the engine 10 increases by the amount of work to be performed, warm-up is effectively promoted. As a result, the vehicle can be operated at an early stage, and the generation of white smoke can be prevented or the time required to generate the white smoke can be effectively reduced, especially in cold weather.

FIG. 4 shows a modification of the warm-up map obtained by slightly modifying the basic map shown in FIG. In this variant, until reaching the cold-start after warm-up temperature T _1, the transmission ratio of the continuously variable transmission 40 is maintained at the maximum value a ₁ of the speed increasing side, the cooling water temperature T _w is warmed up and the gear ratio reaches the temperatures T ₁ is
The basic gear ratio a ₃ at the time of normal running. It is apparent that this correction map can provide the same warm-up promoting effect as the map of FIG.

The gear ratio of the continuously variable transmission 40 after the completion of the warm-up as described above is stored in the control unit or the traveling gear ratio setting section of the control device 56 shown in FIG.
Is controlled in accordance with the load of the engine 10 as shown in the map. In this example, the load 50% or less, as the gear ratio is shown by a solid line a ₃ in the figure, 1
The mechanical supercharger 24 is operated at a low speed, and the supercharging of the intake air is scarcely performed. At this time, since the output of the engine 10 is not consumed for driving the mechanical supercharger 24, or at least the consumption of the output is small, the operation with excellent fuel efficiency is performed. Start of the vehicle, the acceleration or the like during traveling, the engine load is more than 50%, as indicated by line a ₄ in FIG. 3, rapidly increased to the speed increasing side gear ratio, as a result, mechanical Supercharging is performed by the supercharger 24, the output of the engine 10 is increased, and excellent acceleration is ensured. On the other hand, as the engine load increases, the rotation speed of the exhaust turbine 16 also increases, and the turbine output torque of the rotor shaft 32 is supplied to the mechanical supercharger 24 via the first transmission 36, so that the exhaust energy Recovery is performed effectively, and deterioration of fuel efficiency is suppressed.

FIG. 5 shows another example of a map provided in the warm-up operation speed ratio setting section of the control unit or control device 56 and controlling the speed ratio of the continuously variable transmission 40 during warm-up. Things. Usually, the rotation speed of the mechanical supercharger 24 is limited by the pressure ratio between the suction side and the discharge side of the supercharger, and when operating at a high pressure ratio equal to or higher than a certain allowable pressure ratio,
Since the efficiency is reduced, the temperature of each part of the turbocharger is increased, and the durability of the bearings and the like may be deteriorated and the bearing may be damaged early.
Therefore, as indicated by reference numeral 68 in FIG. 1, additionally provided a temperature sensor in the bearing portion of the supercharger 24, and supplies its output signal T _B to the control unit or controller 56. Control unit 56, when the temperature of the bearing section is lower than the set temperature t _0, from basic map of FIG 2 that are usually defined, set to larger acceleration side gear ratio in the warm-up, in FIG. A ₁ ′ indicated by a dashed line
a ₂ ′. Thereby, further promotion of warm-up is achieved. (Note that the warm-up mode represented by the warm-up basics shown in FIGS. 2 and 4 and the map obtained by slightly modifying the basics is sometimes referred to as a warm-up mode 2 and is shown in FIG. The warm-up mode is referred to as warm-up mode 1.)

As described above, the pressure ratio between the suction side and the discharge side of the mechanical supercharger 24 is usually controlled by the efficiency of the supercharger. Therefore, in the low-speed operation region of the engine 10, even if the rotational speed of the mechanical supercharger 24 is low, the rotational speed is limited by the pressure ratio limit. Therefore, as shown by reference numeral 70 in FIG. 1, a valve actuator 70 for controlling the valve opening is provided in the bypass valve 30 provided in the intake bypass passage 28, and the control unit is controlled during the warm-up period. Alternatively, a drive output is supplied from the control device 56 to the valve actuator 70 so that the intake bypass valve 30 is opened to some extent. An example of the speed ratio control of the continuously variable transmission 40 and the opening degree control map of the intake bypass valve 30 at this time are shown in FIG.

By opening the intake bypass valve 30 to a certain extent and returning a part of the discharge intake air compressed by the mechanical supercharger 24 to the intake side, the pressure ratio decreases, and the supercharger 24 is further moved. It can be operated at high speed. As a result, the supercharging work of the mechanical supercharger 24 increases and the engine load increases, so that the fuel injection amount increases and warm-up is promoted. At the same time, the intake air temperature rises in accordance with the increase in the supercharging work, so that warm-up is more effectively promoted. In FIG. 6, the opening control of the intake bypass valve 30 is shown in the upper half, and the continuously variable transmission 40 is shown in the lower half.
Is shown. Up to a certain set temperature _{T 0} lower coolant temperature _{T w} is from _{T 1} of the engine 10, the opening degree of the bypass valve 30 is kept larger opening _{b 1,} until the cooling water temperature reaches from _{T 0} to the warm-up temperature _{T 1} opening of the valve is controlled to the opening degree b ₂ which tapers, in the temperature T ₁ of the warmed-fully closed b
It becomes ₃ . On the other hand, the speed ratio control pattern shown in the lower half is basically the same as that of FIG. 2, but the speed ratio is increased by an amount corresponding to the decrease in the pressure ratio by opening the bypass valve 30. increases to the side, and to the water temperature T ₀ is _"speed ratio a ₂ to gradually decrease from the temperature T ₀ until completion of the warm-up temperature T _1" maximum speed ratio a _1, the basic speed ratio a ₃ of the water temperature T ₁ after the normal driving Becomes

Next, FIG. 7 shows a modification of the embodiment shown in FIG.
It shows the main part of the example . In this modification , a pair of input and output conical pulleys 7 are used as the continuously variable transmission 40.
2. A continuously variable belt-type continuously variable transmission, which has a belt 2 wound between the pulleys 2 and 74 and the pulleys 72 and 74, is used. 78, each conical pulley 7
The stepless control is performed by changing the ratio of the radius at which the belt 74 and the belt 74 come into contact with each other. On the other hand, an intake throttle valve 80 is additionally provided in the discharge side intake passage 22 of the mechanical supercharger 24, and the opening degree of the intake throttle valve 80 is controlled by a valve actuator 82. Further, the gear ratio control actuator 78, the intake bypass valve opening degree control valve actuator 70, and the intake throttle valve opening degree control valve actuator 82 are provided with an accelerator opening degree sensor representing an engine load, as shown in FIG. Output signal or information A
_c (Of course, it may be an output signal or information of a rack position sensor indicating the position of the control rack of the fuel injection pump)
If, by receiving the signal or information indicating the cooling water temperature T _w of the engine 10, are respectively operated by a control unit or controller 56 to donate the necessary drive power.

FIG. 7 shows only the essential parts, and the other structures are substantially the same as those shown in FIG. 1. The speed ratio control of the continuously variable transmission 40 during warm-up operation of the vehicle engine, and the intake bypass valve 30 FIG. 8 shows an example of the opening degree control and the opening degree control of the intake throttle valve 80. As shown in the drawing, the opening degree of the throttle valve 80 described at the top of the figure is changed until the cooling water temperature at the time of the cold start reaches a certain set temperature T ₀ lower than the cooling water temperature T _{1 at the} completion of warming up. is kept small opening _{c 1,} the cooling water temperature from _{T 0} to _{T 1,} the opening _{c 2} becomes gradually increasing,
In the temperature range exceeding the warm-up completion temperature T ₁ is set to the fully open c _3.

Further, the opening degree of the intake bypass valve 30 shown in the middle of FIG. 8, until the cooling water temperature reaches T ₀ is held in the large opening b _1, complete warm-up from a temperature T ₀ of the intermediate until temperatures T ₁ is controlled to the opening degree b ₂ which tapers, in the warm-up completion temperature above T ₁ of the temperature is controlled fully closed b _3. Further, the gear ratio of the continuously variable transmission 40 shown at the lowermost stage is the maximum speed ratio a ₁ ′ ″ on the speed increasing side up to the above-mentioned water temperature T ₀ , and between the water temperatures T ₀ and T ₁ . Is set to the gradually decreasing speed ratio a ₂ ′ ″, and in the temperature range equal to or higher than the warm-up completion water temperature T ₁ , to the basic speed ratio a ₃ ′ ″ during normal running.

According to the above configuration, during the warm-up operation, the passage area of the discharge-side intake passage 22 of the mechanical supercharger 24 is reduced by the intake throttle valve 80, and the intake bypass valve 30 is opened so that the amount of discharge intake is reduced. By returning the amount to the intake-side intake passage 26, the pressure ratio of the supercharger 24 is relatively reduced, enabling high-speed rotation, increasing the work of driving the supercharger and increasing the intake air temperature. By reducing the intake air intake amount of the engine, the heat capacity of the intake air in the cylinder is reduced, and the temperature rise in the cylinder with respect to the same fuel injection amount is increased. As a result, there is an advantage that the operability of the vehicle is improved and the generation of white smoke can be effectively suppressed.

[0028] FIGS. 1 and 7, respectively as a second speed change device 40, although friction roller type continuously variable transmission and a belt-type continuously variable transmission is shown, instead of the continuously variable transmission, By using a multi-stage transmission and controlling the gear ratio according to the above, substantially the same advantages or effects as in the above embodiments can be obtained. As an example of the multi-stage transmission, a multi-stage automatic transmission widely used in passenger cars and the like may be used as it is, and the shift lever may be operated by an appropriate actuator. In addition, when there is no time to warm up sufficiently and the vehicle needs to be run due to some urgent reason, for example, as shown in FIG. It relates the ratio control, the normal running mode of a ₃ shown in FIGS. 3 to
against a _4, 9 in dashed line alpha _3, as indicated by alpha _4, corrects the acceleration side, it is also possible to accelerate the warm-up while traveling. In this case, alpha ₄ in FIG. 9, when the cooling water temperature reaches a warm-up completion temperature T ₁ of the possible matching a ₄ is that without saying.

Next, a preferred embodiment of the present invention according to claims 4 and 5 will be described with reference to FIGS. (It should be noted that the present invention according to claims 1 to 3 described above)
The members and portions substantially the same as or corresponding to the embodiment,
The same reference numerals are used, and duplicate description is omitted. First, FIG.
In the schematic configuration diagram of FIG. 0, reference numeral 84 is disposed adjacent to the output end of the crankshaft 46 of the engine 10 and cooperates with the flywheel 66 fixed to the crankshaft 46.
The clutch device transmits the output of the engine 10 to a propeller shaft (not shown) via a transmission 86. A non-contact type rotation speed sensor 88 for detecting the rotation speed of the flywheel, that is, the rotation speed of the crankshaft 46, is provided on the flywheel housing surrounding the flywheel 86.
Is attached, and its output signal or information Ne is supplied to the control unit or the control device 56. Further, the transmission 86 is provided with a shift position detecting means or a sensor 90 for detecting what speed stage the gear is being shifted to at any time. An output signal or information Mp thereof is supplied to the control unit 56.
Furthermore, to the clutch device 84, the clutch engaging and disengaging detecting means or sensor 92 such as a clutch switch for detecting the blocking of the engagement and disengagement i.e. power transmission is provided, the output signal or information C _1, said control unit 56
Supplied to In the figure, the shift position detecting means 9
0 and the clutch connection / disconnection detection means 92 are both mounted on the respective housings, but of course, a transmission operation lever disposed adjacent to the driver's seat of the vehicle,
The displacement of the clutch operation pedal may be detected, and the rotation speed sensor 88 may be provided at any position where the rotation speed of the crankshaft 46 can be detected directly or indirectly.

Further, the engine 10 is provided with the above-described known compression-opening type braking device 94 (shown by a dashed-dotted line on the engine main body in the figure),
It is controlled by its activation or deactivation control unit 56. That is, the clutch device 84 is engaged by the clutch connection / disconnection detecting means 92, and the shift position detecting means 90 detects that the transmission 86 is shifted to any of the traveling stages other than the neutral position. When the accelerator opening sensor 60 detects that the load on the engine 10 is substantially a negative load, the control unit 56 determines that the vehicle is in an engine brake running state, and Activate 94 to produce a well-known engine braking effect. When the vehicle is traveling steady or accelerated, the control unit 56 according to any one of claims 1 to 3 provided in the steady-state and accelerated traveling speed ratio setting unit.
That the gear ratio of the invention and従Gai stepless speed change unit 40 to the map shown in the same Figure 3 is controlled.

A drive output is supplied from the deceleration traveling speed ratio setting section in the control unit 56 to the actuator 54 constituting the speed ratio control member of the continuously variable transmission 40 together with the operation of the compression release type braking device 94. The roller 52 is driven by the actuator 54 to the speed increasing side. Since the speed ratio of the continuously variable transmission 40 is controlled to the speed increasing side, the rotational speed of the mechanical supercharger 24 increases, and the engine 10
The pressure of the intake air supplied to the cylinder 12 increases, so that the braking effect of the compression-release type braking device 94 increases, the braking absorption torque of the engine 10 increases, and the load on the service brake of the vehicle is reduced. Safety can be improved.

At this time, the engine 1
0, the higher the intake pressure supplied to each of the cylinders 12, the greater the braking absorption torque. However, the rotational speed of the supercharger 24 is the highest allowable from the viewpoint of the durability and strength of the components. The number of rotations is limited, and the above claims 1 to
As described above with respect to the third aspect of the invention, the rotational speed of the supercharger is also limited by the pressure ratio between the suction side and the discharge side. greater speed increasing side when the rotational speed N _e of the engine 10 is low, when the engine speed N _e is high is preferably set small. On the other hand, when the engine brake is running, the torque absorbed by the engine is the most damaged in the power transmission system from the drive wheels to the engine 10 via the differential, the propeller shaft and the transmission 86 and the clutch device 84, The transmission torque of the differential that is easy to use is as large as possible as long as there is no problem from the viewpoint of durability.
It is advantageous to take advantage of the capabilities of the compression open brake 94.

Therefore, in the invention according to claims 4 and 5 ,
The speed ratio of the continuously variable transmission 40 is controlled by the deceleration running speed ratio setting unit of the control unit 56 via the speed ratio control actuator 54 as shown in FIG.
Figure takes the engine speed N _e to the horizontal axis, the absorption torque T _q of the lower half of the longitudinal axis the gear ratio of the continuously variable transmission 40, also in the crankshaft 46 that represents the braking force to the upper half FIG. 5 is a gear ratio control map and an absorption torque characteristic diagram shown by taking a dashed line. When the shift position detecting means 90 of the transmission 86 detects, for example, that the gear position is set to the first speed, the transmission torque of the power transmission system including the differential is the largest, so that the engine speed _Ne becomes N. ₁
Until the reduction in the gear ratio along the line indicated by reference numeral e ₁ is controlled in the figure, the rotational speed is at a lower operating space than N _1, the engine speed indicated by a straight line downhill control of the gear ratio is performed along the line e ₀ representing the maximum transmission ratio of each. In this case, the absorption torque T _q that occurs the engine braking effect is varied along the lines f ₁ of the first speed to the line f ₀ that represents the maximum absorption torque of each engine speed, the result, the transmission 86 is the first speed In this case, the maximum engine braking effect is generated while preventing damage to each member in the power transmission system, particularly, the differential.

Similarly, when the transmission 86 is set to the second speed, the engine speed _Ne becomes equal to the N
High until the rotational speed N ₂ than _1, the gear ratio of the continuously variable transmission 40 along the line indicated by e ₂ is controlled in the figure, at low operating region where the engine speed N _e is from N _2, said e ₀ The gear ratio is controlled along the line. At this time, the absorption torque T
_q along the f ₀ line from _two-wire f varies, the maximum engine braking effect is caused within the secure transmission torque in the second speed drive train. In this example, when the gear stage of the transmission 86 is equal to or higher than the third speed, the torque transfer limit for each member in the power transmission system there is no special problem in all of the engine speed N _e, the e ₀ line along the gear ratio is controlled, but it is possible to set the same line e ₃ ... e _n even 3 or more speed necessary.

Next, the continuously variable transmission 40, if there is an upper limit of the structural gear ratio, as shown in FIG. 12, the line e ₀ of the maximum gear ratio, parallel to the horizontal axis as shown becomes a straight line, when the gear stage of the transmission 86 is the first speed or second speed, familiar control line gear ratio along the respective e ₁ or e _2-wire, to prevent breakage of the power transmission system members, durability secured However, a substantially maximum engine braking effect is produced.

FIG. 13 shows a continuously variable transmission 40 instead of the continuously variable transmission 40.
The claims 1 to similar mechanical transmission and described relates to the invention according to 3, for example, a gear ratio control map and the absorption torque characteristic T _q in the case of using a three-stage transmission, the relationship between the engine speed N _e It is shown. As can be seen, when the mechanical transmission is shifted to the first speed, the engine speed N _e is one at high rpm n ₁ or more rotational speed range, mechanical with minimum transmission gear ratio g ₁ Supercharger 24
Is driven, and the supercharger 24 is driven at an intermediate speed ratio g ₁ ′ until the engine rotation speed _Ne becomes lower than n ₁ and reaches n ₂ by the engine braking effect until the engine rotation speed Ne reaches n _2. the n _e is less than n ₂ low speed range, the turbocharger 24 is driven at the maximum transmission ratio g _0. As a result, the absorption torque T _q, as shown in the upper half of the figure, the sawtooth characteristic line h _1.

[0037] Similarly, when the mechanical transmission is shifted to the second speed, when the intermediate gear ratio g _{2 (Fig.} In the rotational speed range of the engine speed N _e is greater than n _3, 1-speed intermediate shift of the ratio g _{1 'substantially} the same) the mechanical supercharger 24 is driven by, the n the supercharger at maximum speed ratio g ₀ is less than ₃ the low rotation region is driven. At this time, the absorption torque _Tq is
The sawtooth characteristic line h ₂ shown. Finally, when the mechanical transmission is shifted to the third speed, the mechanical supercharger 24 at maximum speed ratio g ₀ is driven, as shown, the absorption torque T _q at this time, the right upward sloping line the h _3. As described above, even when a multi-stage transmission is used instead of the continuously variable transmission 40, each member in the power transmission system, particularly, a differential having a relatively small torque transmission capacity is prevented from being damaged, and its durability is reduced. While securing, it is possible to produce an engine braking effect that is almost the maximum.

The invention according to claims 1 to 3 above.
And the invention according to claims 4 and 5,
It is apparent that by applying to 0, both the above-described effect of promoting warm-up and improvement of the engine braking effect can be achieved.

The invention according to claims 1 to 3 and the claims
Vehicle engine 10 in combination with inventions according to 4 and 5
The operation mode of the control unit or the control device 56 will be described with reference to the flowchart of FIG.
Main key is inserted and turned on to start engine 10
When operated in a position program is started, first, the continuously variable transmission 40 i.e. CVT is initialized to the minimum speed ratio in step S _1. Start is started, whether the engine starter to start is OFF is examined at Step S _2. When the engine is self operating state starts, step proceeds to S _3, the engine load is examined. When the engine load is in a no-load state of 0, the step proceeds to S _4, whether the cooling water temperature T _w of the engine is lower than the set temperatures T ₁ is determined.

[0040] When the cooling water temperature T _w is lower than the set temperatures T _1, it is determined that during a warm-up operation, in the next step S _5, the temperature T _B of the bearing portion of the mechanical supercharger 24 by the temperature sensor 68 It is detected, whether lower than the set temperature t ₀ is examined. If T _B <t ₀ , the process proceeds to S ₆ , where the continuously variable transmission 40 is operated in the warm-up mode 1 having a maximum gear ratio higher than usual. In the step S _5, when the temperature T _B of the bearing portion of the set temperature t ₀ higher than N _0, step proceeds to S _7, the continuously variable transmission 40 is in warm-up mode 2 of the normal maximum speed ratio Be driven.

[0041] In step _{S 3,} the engine load is 0
When it is determined that the time is greater than the travel, and the step S ₄
The cooling water temperature T _w is finished warming up when higher than the set temperature T ₁ in step proceeds to S _8, the stepless transmission 40, based on the normal map for traveling shown in FIG. 3 shift The ratio is controlled.

On the other hand, in step S _3, the engine load is less than 0, i.e., when it is determined that the engine brake running state, step proceeds to S _9, gear position detection of the transmission 86 by the shift position detecting means 90 It is, subsequently the process proceeds to step S _10, the gear ratio control of the continuously variable transmission based on the map shown in FIG. 11 or 12 is performed.

Of course, when the invention according to claims 1 to 3 is implemented, steps S ₉ and S _{10 in} the above flowchart are omitted, and when only the invention according to claim 4 or 5 is implemented, steps S _{4 to} S ₄ are performed. S ₈ is omitted. In addition, although the continuously variable transmission is illustrated in this flowchart, it is apparent that substantially the same flowchart is applied to a multi-stage transmission.

[0044]

As described above, the engine for a vehicle with a mechanical supercharger according to the first aspect of the present invention includes an exhaust turbine provided in an exhaust system of the engine, and the exhaust gas provided in an intake system of the engine. A mechanical supercharger coupled to a rotor shaft of a turbine via a first transmission, a variable transmission ratio interposed between the mechanical supercharger and a crankshaft of the engine, and having a transmission ratio control member The second transmission, the suction side of the mechanical supercharger and
Provided in the bypass passage connecting the discharge side and the bypass passage
An intake bypass valve for controlling a passage area, an engine load detecting means for detecting a load on the engine, a cooling water temperature detecting means for detecting a cooling water temperature of the engine, and an engine load detected by the engine load detecting means. A traveling speed ratio setting unit for setting a speed ratio of the second transmission during traveling, and a speed ratio of the second transmission during warm-up operation based on a coolant temperature detected by the coolant temperature detecting means. The engine load detected by the engine load detecting means is lower than the set load, and the cooling water temperature detected by the cooling water temperature detecting means is lower than the set temperature. In the warm-up operation range, the gear ratio control member is driven so that the gear ratio set by the warm-up operation gear ratio setting section is achieved. With, in the engine operating region other than the warm-up operating region, comprises a control unit for driving the transmission ratio control member to the gear ratio set by the travel gear ratio setting unit is achieved, the engine is above
When the control unit is in the warm-up operation area,
Is based on the cooling water temperature detected by the cooling water temperature detection means.
As the cooling water temperature rises, the passage surface of the bypass passage
Characterized by the this <br/> for controlling the intake bypass valve so that the product is reduced, thereby improving the vehicle running resistance by promoting warm-up after cold start, and particularly occur during cold liable white There is an advantage that generation of smoke can be suppressed or white smoke generation time can be shortened.
In the warm-up operation range, the warm-up operation speed ratio
The gear ratio set by the setting unit is
The speed change is increased and the speed change is transmitted to the mechanical supercharger.
Due to the speed ratio, the intake air temperature rise due to supercharging and
Increased turbocharger operation load on engines has facilitated warm-up.
There is an effect that is ultimately achieved.

Further, with a mechanical supercharger according to claim 3
The vehicle engine has an exhaust system installed in the exhaust system of the engine.
Turbine, exhaust gas interposed in the intake system of the engine
Connected to the rotor shaft of the turbine via a first transmission
Mechanical turbocharger, Clamp of the mechanical turbocharger and the above engine
Variable speed shifter having a speed ratio control member interposed between the
Ratio second transmission, an engine for detecting the engine load.
Gin load detecting means for detecting the temperature of the cooling water of the engine.
Cooling water temperature detecting means, and the engine load detecting means
During running based on the engine load detected by
A traveling speed ratio setting unit for setting a speed ratio of the second transmission;
And the cooling water temperature detected by the cooling water temperature detecting means.
The gear ratio of the second transmission during warm-up operation is
A warm-up operation speed ratio setting unit to be set;
The engine load detected by the load detection means is the set load
Lower than the cooling water temperature detected by the cooling water temperature detecting means.
Warm-up operation range of the above engine where the reject water temperature is lower than the set temperature
The gear set by the warm-up operation gear ratio setting unit
When the gear ratio control member is driven so that the ratio is achieved,
In both engine operation areas other than the warm-up operation area,
The gear ratio set by the traveling gear ratio setting unit is achieved
Control unit for driving the speed ratio control member
The turbocharger is equipped with a bearing
A bearing temperature detecting means for detecting a temperature is provided.
The gin operates in the warm-up operation area and the bearing temperature detection
If the temperature of the bearing detected by the step is below the set temperature,
Gear ratio set by the warm-up operation gear ratio setting unit
Is the maximum speed ratio on the speed increasing side.
While preventing damage to the turbocharger and ensuring its durability,
There is an advantage that the warm-up of the engine can be effectively promoted.

Further, for a vehicle with a mechanical supercharger according to claim 4
The engine is an exhaust turbine installed in the exhaust system of the engine.
The exhaust turbine interposed in the intake system of the engine
Mechanically connected to a rotor shaft of the vehicle through a first transmission
The turbocharger, the mechanical turbocharger and the crankshaft of the above engine
Variable speed ratio having a speed ratio control member interposed between
2-speed transmission, engine load detecting the engine load
Load detecting means, cooling for detecting the temperature of the cooling water of the engine
Water temperature detection means, and by the engine load detecting hand stage
Based on the detected engine load,
A traveling speed ratio setting unit for setting the speed ratio of the two-speed transmission;
Based on the cooling water temperature detected by the cooling water temperature detecting means
Set the gear ratio of the second transmission during the warm-up operation
And a warm-up operation gear ratio setting unit for detecting the engine load.
The engine load detected by the output means is lower than the set load.
And the cooling water temperature detected by the cooling water temperature detecting means.
Is lower than the set temperature in the warm-up operation area of the engine,
The gear ratio set by the warm-up operation gear ratio setting section reaches
While driving the speed ratio control member so as to be performed,
In the engine operation area other than the warm-up operation area,
The gear ratio set by the gear ratio setting section is achieved
A control unit for driving the speed ratio control member
Rotation speed detecting means for detecting the rotation speed of the engine
And the driving wheels from the crankshaft of the engine
Transmission installed in the power transmission system that transmits power
Shift position detecting means for detecting the shift position of the
To discharge the intake air compressed in the cylinder to the engine
Therefore, a compression release type braking device that generates a braking force is provided.
And the control unit is connected to the engine.
Limit absorption of the engine based on engine speed and shift position
Set the speed ratio of the second transmission corresponding to the torque
It has a deceleration traveling speed ratio setting unit, and when the vehicle is traveling deceleration,
Activating the compression release type braking device and deceleration
The gear ratio set by the traveling gear ratio setting unit is achieved
As described above, the gear ratio control member is configured to be driven.
And promotes warm-up after a cold start, especially in cold weather
Prevent the generation of white smoke, which is easy to generate
Each member of the power transmission system during deceleration traveling
Engine breakage while preventing damage and ensuring durability.
There is an advantage that the key effect can be improved.

A vehicle with a mechanical supercharger according to claim 5
Engine is an exhaust gas engine installed in the exhaust system of the engine.
Bin, the exhaust turbine installed in the intake system of the engine
Connected to the rotor shaft of the rotor via a first transmission
Type supercharger, mechanical supercharger and crankshaft of the above engine
Variable speed ratio having a speed ratio control member interposed between
A second transmission, an engine for detecting a load of the engine
Load detecting means, rotational speed for detecting the rotational speed of the engine
Detecting means, the driving force from the crankshaft of the engine drive
Transmitter interposed in the power transmission system that transmits to the moving wheels
Shift position detecting means for detecting the shift position of the
Compressed in the cylinder of the above engine
Pressure to generate braking force by discharging the intake air
The compression-opening braking device and the engine load detecting means
Based on the detected engine load.
Setting the speed ratio of the second transmission during high-speed running
Steady-state and accelerated running gear ratio setting units, and rotation of the engine
Limit absorption torque of the engine based on number and shift position
Deceleration running to set the speed ratio of the second transmission corresponding to
A line speed ratio setting unit, and when the vehicle is running at a reduced speed,
Activate the compression-release type braking device,
According to the gear ratio set by the gear ratio setting unit,
Driving the ratio control member, and at the time of steady and accelerated running of the vehicle
Is set by the steady and accelerated traveling gear ratio setting unit.
Controller that drives the above-mentioned speed ratio control member in accordance with the
It is characterized by having a roll unit, from the engine
Prevents damage to each member of the power transmission system up to the drive wheels and ensures durability
Enhance engine braking effect while maintaining the performance
There are advantages that can be achieved.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a preferred embodiment of the invention according to claims 1 to 3 ;

FIG. 2 is a diagram showing a speed ratio control map when the continuously variable transmission 40 in FIG. 1 is warmed up.

FIG. 3 is a speed ratio control map of the continuously variable transmission 40 in FIG. 1 during normal running.

FIG. 4 is a diagram showing a control map in which a part of the warm-up gear ratio control map shown in FIG. 2 is modified.

FIG. 5 is a diagram showing a warming-up gear ratio control map corrected in consideration of the bearing temperature of the mechanical supercharger in FIG. 1;

FIG. 6 is a diagram showing a map for speed ratio control of a continuously variable transmission 40 and an opening degree control of an intake bypass valve 30 in FIG. 1;

7 is a main configuration diagram illustrating a modification of the invention according to claims 1 to 3.

FIG. 8 is a continuously variable transmission 4 in the embodiment shown in FIG. 7;
FIG. 5 is a diagram showing a map for speed ratio control of 0 and an opening degree control map of an intake bypass valve 30 and an intake throttle valve 80.

FIG. 9 is a diagram illustrating a traveling speed ratio control map to which a correction is made when the vehicle travels before warm-up is completed.

FIG. 10 is a schematic plan view showing a preferred embodiment of the invention according to claims 4 and 5 ;

11 is a diagram showing a speed ratio control map and an absorption torque when the continuously variable transmission 40 in FIG. 10 is running with an engine brake.

FIG. 12 is a diagram showing a modified speed ratio control map when the continuously variable transmission 40 in FIG. 10 has a limitation on a maximum speed ratio.

13 is a diagram showing a speed ratio control map and an absorption torque when the continuously variable transmission 40 in FIG. 10 is replaced with a multi-stage transmission.

FIG. 14 is a flowchart showing an operation mode of the control unit or the control device 56 according to the first to fifth aspects of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 ... Vehicle engine, 12 ... Cylinder, 14 ... Intake manifold, 16 ... Exhaust turbine, 18 ... Exhaust manifold, 22 ... Discharge side intake passage, 24 ... Mechanical supercharger,
26 ... intake side intake passage, 28 ... intake bypass passage, 30
... intake bypass valve, 36 ... first transmission, 40 ... continuously variable transmission, 44 ... reduction gear, 46 ... crankshaft, 54
... actuator (speed ratio control member), 56 ... control unit or control device, 58 ... temperature sensor for detecting cooling water temperature, 60 ... accelerator opening sensor, 70 ... actuator for controlling opening degree of intake bypass valve, 80 ... intake throttle valve, 8
2. Actuator for controlling the degree of opening of an intake throttle valve, 84: Clutch device, 86: Transmission, 88: Engine speed sensor, 90: Shift position detecting means, 92: Clutch connection / disconnection detecting means, 94: Compression release type braking device.

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-7-150963 (JP, A) JP-A-3-129732 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) F02B 39/04 F02B 37/04 F02B 37/10 F02B 37/12

Claims (5)

(57) [Claims] An exhaust turbine disposed in an exhaust system of an engine, a mechanical supercharger disposed in an intake system of the engine and connected to a rotor shaft of the exhaust turbine via a first transmission; A variable speed ratio second transmission having a speed ratio control member interposed between the mechanical supercharger and the crankshaft of the engine; and connecting the suction side and the discharge side of the mechanical supercharger.
The bypass passage to be connected, the passage surface provided in the bypass passage
An intake bypass valve for controlling a product, an engine load detecting means for detecting a load of the engine, a cooling water temperature detecting means for detecting a cooling water temperature of the engine, and running based on an engine load detected by the engine load detecting means. A traveling speed ratio setting unit for setting a speed ratio of the second transmission at the time of warming; and a warming ratio setting unit for setting a speed ratio of the second transmission at the time of warming-up operation based on the coolant temperature detected by the coolant temperature detecting means. A warming-up of the engine, wherein the engine load detected by the engine load detecting means is lower than a set load, and the cooling water temperature detected by the cooling water temperature detecting means is lower than a set temperature. In the operation region, the gear ratio control member is driven so that the gear ratio set by the warm-up operation gear ratio setting unit is achieved, Machine in an engine operating region other than the operating range, comprising a control unit for driving the transmission ratio control member to the gear ratio set by the travel gear ratio setting unit is achieved, the engine is the warming up territory
When the control unit is in the
Cooling based on cooling water temperature detected by water temperature detecting means
As the water temperature increases, the passage area of the bypass passage decreases.
An engine for a vehicle with a mechanical supercharger, wherein the engine controls the intake bypass valve so that the intake bypass valve is controlled . 2. A speed ratio set by the warm-up operation speed ratio setting section in the warm-up operation region, wherein a speed increase of a rotational speed of the crankshaft is transmitted to a mechanical supercharger. The engine for a vehicle with a mechanical supercharger according to claim 1, wherein the engine is a side gear ratio. 3. An exhaust system interposed in an exhaust system of an engine.
Bin, the exhaust turbine installed in the intake system of the engine
Connected to the rotor shaft of the rotor via a first transmission
Type supercharger, mechanical supercharger and crankshaft of the above engine
Variable speed ratio having a speed ratio control member interposed between
A second transmission, an engine for detecting a load of the engine
Load detecting means for detecting a cooling water temperature of the engine;
The recirculating water temperature detecting means and the engine load detecting means
Based on the detected engine load
A traveling speed ratio setting unit that sets a speed ratio of the second transmission;
Based on the cooling water temperature detected by the cooling water temperature detecting means,
Set the gear ratio of the second transmission during warm-up operation
And a warm-up operation speed ratio setting unit for setting the engine load.
The engine load detected by the detection means exceeds the set load
Cooling water that is low and detected by the cooling water temperature detecting means
In the warm-up operation range of the above engine where the temperature is lower than the set temperature
Is the gear ratio set by the warm-up operation gear ratio setting unit.
When the above-mentioned speed ratio control member is driven so that
In the engine operation area other than the warm-up operation area,
The speed ratio set by the line speed ratio setting section is achieved.
Control unit that drives the gear ratio control member
The mechanical supercharger further includes bearing temperature detecting means for detecting a temperature of a bearing portion of the mechanical supercharger, the engine operates in a warm-up operation region, and the temperature is detected by the bearing temperature detecting means. If the temperature of the bearing is below the set temperature,
The gear ratio set by the warm-up operation gear ratio setting unit is:
An engine for a vehicle with a mechanical supercharger, which has a maximum speed ratio on a speed increasing side. 4. An exhaust system interposed in an exhaust system of an engine.
Bin, the exhaust turbine installed in the intake system of the engine
Connected to the rotor shaft of the rotor via a first transmission
Type supercharger, mechanical supercharger and crankshaft of the above engine
Variable speed ratio having a speed ratio control member interposed between
A second transmission, an engine for detecting a load of the engine
Load detecting means for detecting a cooling water temperature of the engine;
The recirculating water temperature detecting means and the engine load detecting means
Based on the detected engine load
A traveling speed ratio setting unit that sets a speed ratio of the second transmission;
Based on the cooling water temperature detected by the cooling water temperature detecting means,
Set the gear ratio of the second transmission during warm-up operation
And a warm-up operation speed ratio setting unit for setting the engine load.
The engine load detected by the detection means exceeds the set load
Cooling water that is low and detected by the cooling water temperature detecting means
In the warm-up operation range of the above engine where the temperature is lower than the set temperature
Is the gear ratio set by the warm-up operation gear ratio setting unit.
When the above-mentioned speed ratio control member is driven so that
In the engine operation area other than the warm-up operation area,
The speed ratio set by the line speed ratio setting section is achieved.
Control unit that drives the gear ratio control member
Doo and a rotation speed detecting means for detecting a rotational speed of the engine, shift position to detect the shift position of the transmission of the driving force is interposed in the power transmission system for transmitting the driving wheels from the crankshaft of the engine A detection means and a compression release type braking device for generating a braking force by discharging the intake air compressed in the cylinder to the engine are provided, and the control unit is configured to control the engine based on the engine speed and the shift position. A deceleration traveling speed ratio setting unit that sets a speed ratio of the second transmission corresponding to the limit absorption torque of the engine;
A mechanical mechanism for operating the compression / release type braking device and driving the speed ratio control member such that the speed ratio set by the deceleration traveling speed ratio setting unit is achieved. Engine for vehicles with supercharger. 5. An exhaust turbine disposed in an exhaust system of an engine, a mechanical supercharger disposed in an intake system of the engine and connected to a rotor shaft of the exhaust turbine via a first transmission. A second transmission having a variable speed ratio having a speed ratio control member interposed between the mechanical supercharger and a crankshaft of the engine, an engine load detecting means for detecting a load on the engine, and a rotation of the engine; Rotation speed detection means for detecting the number of gears, shift position detection means for detecting the shift position of a transmission interposed in a power transmission system for transmitting the driving force from the crankshaft of the engine to the drive wheels,
A compression-release type braking device provided in the engine to generate a braking force by discharging intake air compressed in a cylinder of the engine; and a steady-state vehicle based on an engine load detected by the engine load detecting means. A stationary / accelerated traveling speed ratio setting unit that sets a speed ratio of the second transmission during acceleration traveling; and a second transmission that responds to a limit absorption torque of the engine based on a rotation speed and a shift position of the engine. And a deceleration traveling speed ratio setting unit for setting a speed ratio. During deceleration traveling of the vehicle, the decompression / opening type braking device is operated, and the deceleration traveling speed ratio setting unit sets the speed reduction ratio according to the speed ratio. The gear ratio control member is driven, and during steady and accelerated running of the vehicle, according to the gear ratio set by the steady and accelerated running gear ratio setting unit. Serial mechanical supercharger with a vehicle engine, wherein a transmission ratio control member comprising a control unit for driving.