JP6476904B2 - Engine supercharging pressure control device - Google Patents

Description

  The present invention relates to a supercharging pressure control device for an engine having a variable capacity supercharger.

  2. Description of the Related Art Conventionally, in order to increase the output of an engine, there is one provided with a supercharger that increases the amount of air supplied to the combustion chamber of the engine. As a supercharger, for example, there is a turbocharger configured by a turbine that is rotated by exhaust gas discharged from a combustion chamber, and a compressor to which the rotation of the turbine is transmitted.

  When a turbine having a large passage flow rate, that is, a large capacity is employed as the turbocharger, the turbine can sufficiently secure the rotational speed particularly in the high speed region and the high load region, so that the compressor can supply sufficient air to the combustion chamber. However, since the amount of exhaust gas is generally small in a low speed region or the like, a turbine having a large capacity cannot secure a sufficient rotational speed, and the compressor may not be able to supply sufficient air to the combustion chamber.

  Therefore, a variable capacity supercharger that can adjust the capacity of the turbocharger turbine according to the operating condition is employed.

  In a variable capacity supercharger, a movable vane that operates by a driving force of a negative pressure actuator is provided in a space in a turbine or at an inlet thereof. In an operation situation where the amount of exhaust gas is large, the movable vane is set so that the flow path becomes wider so that a large amount of exhaust gas can be smoothly introduced into the space in the turbine. In an operation situation in which the amount of exhaust gas is small, negative pressure is supplied to the negative pressure actuator to operate the movable vane, and the movable vane is set to increase the flow rate of the exhaust gas in the turbine.

  Such control of the movable vanes enables the supercharger to always exhibit sufficient capacity in accordance with changes in the operating conditions (see, for example, Patent Documents 1 and 2).

JP 2005-9351 A JP 2010-59843 A

  In the conventional variable displacement supercharger, the negative pressure to the negative pressure actuator is supplied through a fluid supply pipe (pressure supply pipe) from a vacuum pump that operates by rotation of the crankshaft of the engine. At this time, the supplied pressure is adjusted to the target pressure by an adjustment valve (pressure adjustment valve) provided in the middle of the pressure supply pipe.

  As the adjustment valve, for example, a three-way switching electromagnetic valve is used. A three-way switching solenoid valve balances the spring force that urges the valve body, the negative pressure in the pressure supply pipe, and the electromagnetic force of the solenoid that moves the valve body in the opening and closing direction against the urging force of the spring. Control the flow rate of fluid.

  In this way, the three-way switching solenoid valve is structured to control the flow rate by the balance of the force acting on the valve body, so that the valve body adjusts to a state where pressure is balanced while repeating fine vibration along the opening and closing direction. Tend to be. For this reason, although the pressure can be controlled with high accuracy, there is a problem that the response is slow. If the responsiveness of the pressure supply to the negative pressure actuator is slow, the rise of the supercharging pressure becomes slow, and the desired acceleration performance may not be exhibited.

  Therefore, an object of the present invention is to improve the response of turbine capacity control in a variable capacity supercharger.

  In order to solve the above problems, the present invention provides a supercharger that increases the pressure of intake air by rotating a turbine, a movable member that is provided in the turbine and adjusts the capacity of the turbine, and controls the operation of the movable member. A fluid pressure actuator, a pump for supplying fluid pressure to the fluid pressure actuator through a fluid supply pipe, an adjustment valve provided in the middle of the fluid supply pipe for adjusting the supply of fluid from the pump to the fluid pressure actuator, A bypass pipe connecting the upstream and downstream fluid supply pipes of the regulating valve to bypass the regulating valve, a bypass pipe opening / closing valve provided in the middle of the bypass pipe, the regulating valve and the bypass An engine supercharging pressure control device including a valve device control means for controlling opening and closing of the pipe open / close valve is employed.

  Here, the fluid pressure actuator may be a negative pressure actuator, and the pump may be a negative pressure pump.

  Moreover, the said adjustment valve can employ | adopt the structure which is a three-way valve which adjusts supply of the fluid to the said fluid pressure actuator by releasing a part of fluid from the said pump to air | atmosphere.

  In each of these configurations, the valve device control means opens the adjusting valve and starts supplying the fluid from the pump to the fluid pressure actuator at the same time as acceleration of a vehicle equipped with an engine. The structure which opens a pipe | tube on-off valve is employable.

  At this time, the valve device control means may employ a configuration in which, after opening the bypass pipe on / off valve simultaneously with the adjustment valve, the bypass pipe on / off valve is closed after a predetermined time has elapsed.

  Further, after the bypass pipe opening / closing valve is opened, the fluid supply pressure to the fluid pressure actuator is set to the set target pressure of the fluid pressure actuator corresponding to the set target capacity of the turbine at the time of acceleration. It is possible to adopt a configuration that is set to the time to reach.

  In each of these configurations, the turbocharger may be a variable capacity turbocharger that transmits the rotation of the turbine that is rotated by exhaust of the engine to a compressor provided in the intake passage of the engine.

  The present invention bypasses an adjustment valve that adjusts the supply of fluid from a pump to a fluid pressure actuator in a variable displacement supercharger that controls a movable member that adjusts the flow velocity of air in a turbine by a fluid pressure actuator. Since a bypass pipe is provided, a bypass pipe on-off valve is provided in the middle of the bypass pipe, and valve device control means for controlling the opening and closing of the adjustment valve and the bypass pipe on-off valve is provided, the responsiveness of turbine capacity control can be improved. it can.

It is a mimetic diagram showing the supercharging pressure control device of the engine of one embodiment. It is a graph which shows the control state of a supercharging pressure. It is a graph which shows the control state of a supercharging pressure.

  Embodiments of the present invention will be described with reference to the drawings. FIG. 1 is an overall view showing a configuration of an engine E and a supercharging pressure control device for the engine E of the present invention.

  The engine E of this embodiment is an automobile diesel engine, and includes an intake passage 1 that feeds air into a cylinder that houses a piston, an exhaust passage 2 that extracts exhaust, a fuel injection device, and the like. The opening of the intake passage 1 and the exhaust passage 2 to the combustion chamber is opened and closed by a valve. In the drawings, only main members related to the invention are shown, and the others are not shown.

  In the intake passage 1, a throttle valve that adjusts the flow passage area of the intake passage 1 from the intake port leading to the combustion chamber toward the upstream side, an intake air cooling device (intercooler) 3 that cools the intake air flowing through the intake passage 1, A turbocharger compressor 6, an air cleaner, and the like constituting the supercharger T are provided.

  In the exhaust passage 2, a turbocharger turbine 5 constituting the supercharger T, a catalyst for removing nitrogen oxide (NOx) and the like in the exhaust gas are provided downstream from the exhaust port drawn from the combustion chamber. The provided exhaust purification device 4, a muffler and the like are provided. The supply of fuel and air to the engine E, ignition timing, valve opening and closing, and other controls are performed by an electronic control unit (Electronic Control Unit) 20 provided in a vehicle equipped with the engine E.

  The supercharger T includes a turbine 5 provided in the exhaust passage 2 and a compressor 6 provided in the intake passage 1. The turbine 5 is rotated by the exhaust gas discharged through the exhaust passage 2, and the rotation of the turbine 5 is transmitted to the compressor 6 connected through the connecting shaft 5a. The air taken in from the air cleaner is compressed by the rotation of the compressor 6, and the air is supplied to the combustion chamber of the engine E through the intake passage 1 in a supercharged state.

  The turbine 5 is provided with a vane (hereinafter referred to as the vane 10) as a movable member 10 that adjusts the flow rate of air in the turbine 5.

  In the turbine 5, a turbine wheel 5 b that is rotatable together with a connecting shaft 5 a that communicates with the compressor 6 is provided. The arc-shaped scroll flow path 5c surrounding the turbine wheel 5b communicates with the exhaust passage 2, and exhaust gas from the combustion chamber is sent to this. The turbine wheel 5b is rotated by the exhaust gas flowing into the scroll flow path 5c, and rotates the compressor 6 through the connecting shaft 5a.

  The vane 10 is provided along the scroll flow path 5c or at the entrance to the scroll flow path 5c. The vane 10 is composed of a plate-like member or the like, and is supported by a swing shaft attached to the turbine 5 so as to be swingable about the axis. As the vane 10 swings, the angle of the vane 10 with respect to the flow direction of the scroll passage 5c changes, and the change in the angle increases or decreases the cross-sectional area of the scroll passage 5c. Thereby, the magnitude | size of the capacity | capacitance of the turbine 5 can be adjusted.

  By increasing or decreasing the cross-sectional area of the flow path, the flow rate of the exhaust gas flowing into the scroll flow path 5c can be increased or decreased. If the flow path is narrowed and the flow velocity is increased, the rotational speed of the turbine wheel 5b of the turbine 5 can be increased with a small amount of exhaust gas mainly in a low speed region. Thereby, the output can be secured by increasing the supercharging pressure even in a low speed region or the like. Further, if the flow path is widened, a large output can be obtained by introducing a large amount of exhaust gas into the turbine 5 and increasing the supercharging pressure mainly in a high speed region, a high load region and the like.

  The oscillating shaft of the vane 10 is connected to a rod 11a of a fluid pressure actuator 11 provided around the turbine 5 via a coupling means such as an arm or a link mechanism. By supplying the fluid pressure to the fluid pressure actuator 11, the rod 11a can be driven by the fluid pressure, and the vane 10 can be swung.

  The fluid pressure actuator 11 of this embodiment is a negative pressure actuator that operates with air in a negative pressure state. As shown in FIG. 1, a rod 11a, a housing 11b, a diaphragm 11c, an elastic member 11d such as a spring, etc. Is provided.

  A negative pressure chamber 11e into which a fluid supplied from a pump 8 driven by rotation of the crankshaft 7 of the engine E enters is provided in the housing 11b. The fluid supplied from the pump 8 is supplied to the negative pressure chamber 11e through the fluid supply pipe 12. The pump 8 that supplies fluid pressure to the fluid pressure actuator 11 is a negative pressure pump that supplies air in a negative pressure state.

  In addition, a second negative pressure chamber 11f separated from the negative pressure chamber 11e via a diaphragm 11c is provided in the housing 11b. The elastic member 11d urges the diaphragm 11c from the negative pressure chamber 11e side to the second negative pressure chamber 11f side. The second negative pressure chamber 11f is provided with an opening for opening the space in the second negative pressure chamber 11f to the atmosphere. The rod 11a has an end opposite to the vane 10 side connected to the diaphragm 11c from the second negative pressure chamber 11f side.

  The negative pressure from the pump 8 is supplied to the negative pressure chamber 11e of the fluid pressure actuator 11, and the space in the negative pressure chamber 11e in a negative pressure state and the second negative pressure chamber 11f in a state equal to the atmospheric pressure. If the pressure difference from the space becomes larger than the urging force of the elastic member 11d, the tire frame 11c moves to the negative pressure chamber 11e side together with the rod 11a. At this time, the amount of movement of the rod 11a increases as the negative pressure supplied to the negative pressure chamber 11e increases, that is, the closer to a vacuum state. Further, the supply of the negative pressure to the negative pressure chamber 11e is stopped or suppressed, and the pressure difference between the space in the negative pressure chamber 11e and the space in the second negative pressure chamber 11f is caused by the biasing force of the elastic member 11d. If it becomes smaller, the tire frame 11c moves to the second negative pressure chamber 11f side together with the rod 11a. As the rod 11a of the fluid pressure actuator 11 moves, the vane 10 swings. That is, the fluid pressure actuator 11 can control the swing operation of the vane 10 by increasing or decreasing the pressure of the fluid supplied to the negative pressure chamber 11e.

  An adjustment valve (pressure adjustment valve) 13 that adjusts the supply of fluid from the pump 8 to the negative pressure chamber 11 e of the fluid pressure actuator 11 is provided in the middle of the fluid supply pipe 12. The adjusting valve 13 receives a control signal from the electronic control unit 20 so that the target supercharging pressure corresponding to the operating condition can be obtained by the supercharger T, and the supply pressure of the fluid supplied to the fluid pressure actuator 11. Adjust the supply amount.

  In this embodiment, the regulating valve 13 opens to the upstream valve chamber connected to the pump 8 side with the valve body as a boundary, the downstream valve chamber connected to the fluid pressure actuator 11 side, and the outside. This is a three-way valve (three-way solenoid valve) that includes an atmosphere release chamber and adjusts the supply of fluid to the fluid pressure actuator 11 by releasing part of the fluid from the pump 8 to the atmosphere.

  When the solenoid that drives the valve body of the three-way valve is turned off, the fluid supply pipe 12 is released to the atmosphere through the atmosphere release chamber, and the negative pressure in the fluid supply pipe 12 decreases (the pressure increases). If the release to the atmosphere continues, the fluid supply pipe 12 will be at atmospheric pressure. Further, when the solenoid of the three-way valve is turned on, the fluid supply pipe 12 and the atmosphere release chamber are completely closed, and the downstream valve chamber and the upstream valve chamber are opened to communicate with each other. For this reason, if the negative pressure in the fluid supply pipe 12 increases with the drive of the pump 8 (if the pressure decreases), the negative pressure is supplied to the fluid pressure actuator 11. Further, if the intermediate opening degree between the on state and the off state is set, the negative pressure in the fluid supply pipe 12 is adjusted to a predetermined value through the atmosphere opening chamber based on the opening degree. The negative pressure is supplied to the fluid pressure actuator 11.

  Thus, the supply pressure of the fluid to the fluid pressure actuator 11 is determined by switching the three-way valve to an on state, an off state, or an arbitrary opening degree between the on state and the off state. The supply amount is adjusted.

  An orifice 14 is provided on the upstream side of the regulating valve 13. The orifice 14 increases the flow rate of the fluid supplied from the pump 8 to the regulating valve 13 side.

  The electronic control unit 20 performs feedback control based on the target boost pressure in the intake passage 1 with respect to the control of the regulating valve 13. The feedback control will be described. For example, the basic control commanded to the adjustment valve 13 by searching a map stored in advance by the electronic control unit 20 based on the fuel injection amount by the fuel injection device and the engine speed. The amount (%) is calculated. Further, the target boost pressure in the intake passage 1 is calculated by searching another map stored in the electronic control unit 20 based on the fuel injection amount and the engine speed.

  The fuel injection amount is determined by the electronic control unit 20 based on the throttle opening (accelerator opening) detected by the throttle position sensor and the engine rotational speed detected by the crankshaft 7 and the crank angle sensor provided around it. It can be calculated by searching a map to be stored.

  Then, an actual supercharging pressure in the intake passage 1 downstream of the compressor 6 is detected by a pressure sensor provided in the intake passage 1, and the supercharging is performed so that the actual supercharging pressure coincides with the target supercharging pressure. Calculate the pressure feedback correction amount (%). The boost pressure feedback correction amount (%) is added to the basic control amount (%) to calculate the next command control amount (%), which is used for opening / closing control of the regulating valve 13. The feedback control is repeated until the target boost pressure is stabilized.

  The control of these regulating valves 13 is performed by a valve device control means 21 provided in the electronic control unit 20.

  By the way, the fluid supply pipe 12 on the upstream side of the regulating valve 13 and the fluid supply pipe 12 on the downstream side are connected by a bypass pipe 15. In this embodiment, the bypass pipe 15 connects between the orifice 14 and the regulating valve 13, between the regulating valve 13 and the fluid pressure actuator 11, and bypasses the regulating valve 13. That is, the bypass pipe 15 is set to a route that does not pass through the regulating valve 13.

  The bypass pipe 15 includes a bypass pipe opening / closing valve 16 in the middle thereof. The bypass pipe opening / closing valve 16 opens and closes its valve body to increase / decrease the cross-sectional area of the flow path of the bypass pipe 15, thereby supplying the supply pressure and supply of the fluid supplied to the fluid pressure actuator 11 via the bypass pipe 15. Adjust the amount. When the valve body is completely closed, the supply of fluid through the bypass pipe 15 is shut off.

  These bypass pipe on / off valves 16 are similarly controlled by the valve device control means 21 provided in the electronic control unit 20.

  A supercharging pressure control method using this engine supercharging pressure control device will be described below.

  The valve device control means 21 closes the regulating valve 13, the fluid supply pipe 12 and the atmosphere release chamber, and the pump 8 side and the fluid pressure actuator 11 side communicate with each other when the vehicle equipped with the engine E is accelerated. And the supply of fluid from the pump 8 to the fluid pressure actuator 11 is started. The supply pressure to the fluid pressure actuator 11 increases (negative pressure increases). At this time, the regulating valve 13 is first opened to a state where the pump 8 side and the fluid pressure actuator 11 side communicate with each other, and at the same time, the bypass pipe on-off valve 16 is opened. The electronic control unit 20 determines whether or not the vehicle is accelerating based on information on the throttle opening.

  At this time, feedback control is performed in the regulating valve 13, and the electromagnetic force of the solenoid acting on the valve body of the regulating valve 13, the biasing force of an elastic member such as a spring, the fluid acting on the upstream side and downstream side of the valve body The flow rate is controlled by the balance of many forces such as pressure. For this reason, the valve body is adjusted to a state in which pressure is balanced while repeating fine vibration along the opening and closing direction. Thereby, although the pressure on the fluid pressure actuator 11 side is controlled to the target pressure with high accuracy, there is a problem that the response is slow, that is, it takes a long time to reach the target pressure.

  Therefore, the valve device control means 21 controls the bypass pipe on-off valve 16 to be opened simultaneously with the opening of the regulating valve 13 as described above. The bypass pipe opening / closing valve 16 is closed after a predetermined time has elapsed after being opened. In this way, by opening the bypass pipe opening / closing valve 16 together with the adjustment valve 13 for a predetermined time, the pressure on the fluid pressure actuator 11 side can be brought close to the target pressure at an early stage. For this reason, the responsiveness of the capacity | capacitance control of the turbine 5 can be improved.

  That is, the bypass pipe opening / closing valve 16 is closed (turned off) after a predetermined time (for example, an appropriate time set between about 0.5 seconds to 5 seconds) after being opened (after being turned on). However, in the meantime, the regulating valve 13 can continue the control to the target boost pressure with high accuracy by feedback control. Thus, by using both, acceleration response can be improved, and the supercharging pressure can be stably controlled after the target supercharging pressure is reached quickly. Moreover, since this control can be realized by adding a bypass pipe 15 and a bypass pipe on / off valve 16 to the conventional fluid supply pipe 12, a simple system in which the boost pressure rises quickly can be supplied at low cost.

  In this embodiment, a two-way valve (two-way solenoid valve) that opens and closes by electromagnetic force of a solenoid is employed as the bypass pipe on-off valve 16. For this reason, because of the on / off control by the solenoid, the responsiveness of opening and closing the valve body is faster than that of the regulating valve 13, and the rise of the supercharging pressure can be further accelerated.

  Further, the negative pressure generated by the pump 8 is consumed not only by the fluid pressure actuator 11 but also by other devices such as a vehicle brake assist device. For this reason, as described above, by closing the bypass pipe on-off valve 16 after a predetermined time has elapsed, it is possible to suppress a wasteful decrease in negative pressure.

  During this predetermined time, after the bypass pipe opening / closing valve 16 is opened, the fluid supply pressure to the fluid pressure actuator 11 reaches the set target pressure of the fluid pressure actuator 11 corresponding to the set target capacity of the turbine 5 during acceleration. It is desirable to set the time until. The set target capacity of the turbine 5 is determined based on the target supercharging pressure of the intake passage 1 and the operating state of the engine (exhaust gas emission amount).

  If the supply pressure to the fluid pressure actuator 11 reaches the set target pressure at an early stage by opening the bypass pipe opening / closing valve 16, then the fluid pressure actuator 11 is quickly and accurately controlled by feedback control of the regulating valve 13. The supply pressure can be stabilized at the set target pressure.

  2 and 3 are graphs relating to supercharging pressure control.

  In the graph of FIG. 2, the throttle opening, the opening of the bypass pipe opening / closing valve, the intake pipe pressure (pressure in the intake passage 1), and the control negative pressure (supplied to the fluid pressure actuator) are sequentially applied from the top to the bottom. Pressure), the pressure on the downstream side of the regulating valve 13 is shown. The graph (1) in the figure is a conventional numerical value not using the bypass pipe 15 and the bypass pipe on / off valve 16, and the graph (2) is a graph of the present invention including the bypass pipe 15 and the bypass pipe on / off valve 16. Numerical values are shown.

  It was confirmed that the response time of the intake pipe pressure can be shortened by providing the bypass pipe 15 and the bypass pipe on / off valve 16 and opening the bypass pipe on / off valve 16 for a predetermined period simultaneously with the opening of the regulating valve 13. In the figure, in the comparison of the time to reach 80% pressure with respect to the maximum intake pipe pressure (set target supercharging pressure), that is, 80% response time, a 12% time shortening effect was confirmed between the conventional and the present invention. .

  The symbol p in the figure indicates the set target pressure corresponding to the set target capacity of the turbine 5 during acceleration. The symbol q indicates the time when the supply pressure of the fluid to the fluid pressure actuator 11 reaches the set target pressure of the fluid pressure actuator 11 corresponding to the set target capacity of the turbine 5 at the time of acceleration after opening the bypass pipe on-off valve 16. Show. The symbol r indicates a predetermined time until the fluid supply pressure reaches the set target pressure. The predetermined time is desirably equal to or longer than the time indicated by the symbol r, but it is sufficient that at least the time indicated by the symbol r is set.

  In the graph of FIG. 3, the intake pipe pressure (pressure in the intake passage 1), the throttle opening degree, the opening degree of the bypass pipe on / off valve 16, the control negative pressure (supplied to the fluid pressure actuator 11) in order from top to bottom. Pressure). The graph (a) in the figure is a numerical value when the opening time of the bypass pipe opening / closing valve 16 is 0.5 seconds, and the graph (b) is the opening time of the bypass pipe opening / closing valve 16 being 1.0. The numerical value in the case of seconds and the graph of the symbol (c) show the numerical values in the case where the opening time of the bypass pipe on-off valve 16 is 2.0 seconds.

  In any case, it has been confirmed that the response time of the intake pipe pressure can be shortened by opening the bypass pipe on-off valve 16 simultaneously with the opening of the regulating valve 13, but the rise of the intake pipe pressure during acceleration is When the opening time of the pipe opening / closing valve 16 is 0.5 seconds, 1.0 second, or 2.0 seconds, the same tendency is shown. For this reason, it is considered that if the bypass pipe opening / closing valve 16 is opened for 0.5 seconds, it may be closed at that time.

  In this embodiment, as described above, the valve device control means 21 controls to open the bypass pipe opening / closing valve 16 simultaneously with the opening of the adjustment valve 13, but the opening timing of the adjustment valve 13 and the opening / closing of the bypass pipe are also controlled. Even when the opening time of the valve 16 is slightly different from each other, the same effect can be exhibited. That is, it is preferable to perform control to open the bypass pipe on / off valve 16 simultaneously with or after the first opening of the regulating valve 13.

  In this embodiment, a negative pressure actuator is used as the fluid pressure actuator 11 and a negative pressure pump is used as the pump 8. However, an actuator other than the negative pressure actuator, for example, a positive pressure actuator may be used as the fluid pressure actuator 11. At this time, a positive pressure pump is employed as the pump 8. The fluid to be supplied may be a liquid such as water or oil in addition to a gas such as air.

  In this embodiment, a diesel engine with a variable capacity turbocharger has been described as the engine E. However, the present invention is not limited to the embodiment, and can also be applied to a gasoline engine with a variable capacity turbocharger. The present invention can also be employed in various engines E equipped with a supercharger T of another form in which the movable member 10 that adjusts the flow rate of air in the turbine 5 is controlled by the fluid pressure actuator 11. .

1 Intake passage 2 Exhaust passage 3 Intake cooling device (intercooler)
4 Exhaust Purification Device 5 Turbine 6 Compressor 7 Crankshaft 8 Pump 10 Movable Member (Vane)
11 Fluid pressure actuator (negative pressure actuator)
12 Fluid supply pipe 13 Adjustment valve 14 Orifice 15 Bypass pipe 16 Bypass pipe on-off valve 20 Electronic control unit 21 Valve device control means E Engine T Supercharger

Claims (7)

A turbocharger that increases the pressure of the intake air by rotating the turbine;
A movable member provided in the turbine for adjusting the capacity of the turbine;
A fluid pressure actuator for controlling the operation of the movable member;
A pump for supplying fluid pressure to the fluid pressure actuator through a fluid supply pipe;
An adjustment valve provided in the middle of the fluid supply pipe for adjusting the supply of fluid from the pump to the fluid pressure actuator;
A bypass pipe connecting between the fluid supply pipe on the upstream side and the downstream side of the regulating valve to bypass the regulating valve;
A bypass pipe opening and closing valve provided in the middle of the bypass pipe;
Valve device control means for controlling opening and closing of the adjustment valve and the bypass pipe on-off valve;
Bei to give a,
The valve device control means opens the bypass pipe on-off valve at the time of acceleration and supplies fluid to the fluid pressure actuator through a route passing through the bypass pipe. Engine supercharging pressure control device that is faster than the open / close response of the engine. The fluid pressure actuator is a negative pressure actuator;
The supercharging pressure control device for an engine according to claim 1, wherein the pump is a negative pressure pump. The supercharging pressure control device for an engine according to claim 1 or 2, wherein the regulating valve is a three-way valve that regulates the supply of fluid to the fluid pressure actuator by releasing part of the fluid from the pump to the atmosphere. . The valve device control means opens the bypass pipe on-off valve at the same time when the adjustment valve is opened to start supplying fluid from the pump to the fluid pressure actuator during acceleration of a vehicle equipped with an engine. The supercharging pressure control device for an engine according to any one of claims 1 to 3. 5. The supercharging pressure control device for an engine according to claim 4, wherein the valve device control means opens the bypass pipe on-off valve simultaneously with the adjustment valve, and then closes the bypass pipe on-off valve after a predetermined time has elapsed. After the bypass pipe opening / closing valve is opened, the fluid supply pressure to the fluid pressure actuator reaches the set target pressure of the fluid pressure actuator corresponding to the set target capacity of the turbine during the acceleration for the predetermined time. The supercharging pressure control device for an engine according to claim 5, wherein the supercharging pressure control device is set to a time up to. The engine according to any one of claims 1 to 6, wherein the supercharger is a variable capacity turbocharger that transmits rotation of the turbine rotated by exhaust of the engine to a compressor provided in an intake passage of the engine. Supercharging pressure control device.

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