JPH01271644A - Device for controlling engine with supercharger - Google Patents

Abstract

PURPOSE:To regulate engine torque stably and highly responsively by operating only a supercharging pressure regulating means when the detecting quantity of an accelerator operating quantity detecting means is small while operating only a throttle opening adjusting means when the detecting quantity is large. CONSTITUTION:In accordance with the detected value of an accelerator operating quantity detecting means, when the accelerator operating quantity is small, only a supercharging pressure regulating means is operated via an engine torque control means to perform the stable regulation of engine torque with a small control gain based on the output of a torque required quantity detecting means. On the other hand, at the time of requiring a high torque with a large accelerator operating quantity, the regulation of engine output is responsively performed by a throttle opening adjusting means. In this case, during the operation of one regulating/adjusting means, the other means is stopped in a prescribed controlled condition, to stabilize the control operation as a single system of a control system. Thereby, stable and highly responsive torque control can be carried out ranging from a low rotation zone to a high rotation zone.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control device for a supercharged engine.

(Prior art) Recently, the mechanical connection between the throttle valve and the accelerator pedal, which are the basic means of adjusting the amount of intake air or mixture supplied to the engine, has been cut off, and the other has been connected using an electrical signal relationship. There are devices that are configured to electronically control the intake air or mixture amount independently from the accelerator pedal (for example, Japanese Patent Application Laid-Open No. 57-65835, Japanese Patent Laid-Open No. 61-1999). -1263
(See Publication No. 46, etc.)

Using a throttle valve control device with such an electrical configuration enables highly accurate and highly efficient control of engine output, and provides ideal engine operating characteristics according to vehicle driving conditions regardless of the driver. There are benefits that can be achieved.

In addition, in the engine for this vehicle, when the fuel supply amount is generally constant during steady engine operation, the combustion efficiency reaches its maximum when the air-fuel mixture is slightly leaner than the stoichiometric air-fuel ratio, that is, when the air amount is slightly increased, and the engine It is known that maximum output can be obtained. Therefore, during steady operation of the engine, if the air-fuel ratio of the air-fuel mixture is controlled so as to obtain the maximum output of the engine, it is possible to ultimately significantly improve fuel efficiency.

In the above-mentioned throttle valve control device, since the throttle valve opening degree can be arbitrarily set with respect to the accelerator operation amount, the intake air amount, that is, the air-fuel ratio of the air-fuel mixture can be arbitrarily controlled for the same accelerator operation amount.

Therefore, in an engine throttle valve control device that electrically drives the throttle valve according to the amount of accelerator operation, the throttle valve is opened so that the engine output is maximized when a constant amount of fuel is supplied during steady engine operation. It is also possible to compensate for fuel consumption, and such a system would further improve fuel economy.

However, on the other hand, there are many cases in which modern engines are equipped with mechanical superchargers such as turbo superchargers to improve engine output. In the case of an engine, the intake air filling efficiency of the engine varies greatly depending on the operating state (supercharging state) of the supercharger. Therefore, if electrical throttle control as described above is to be performed in the supercharged engine, some countermeasure must be taken against fluctuations in supercharging pressure of the supercharger. Of course, the supercharging pressure itself cannot be controlled in a limited manner from the viewpoint of knock prevention, etc. by adjusting the waste gate valve opening of the supercharger using engine speed and fuel injection amount as parameters, for example. For example, Japanese Patent Publication No. 62-9723 and Japanese Patent Publication No. 56-
As shown in Japanese Patent No. 20717, this method has been known for a long time.

Therefore, it is conceivable to configure a system by combining the boost pressure adjusting means with the throttle valve control device described above.

(Problem to be Solved by the Invention) However, when the above-mentioned simple supercharging pressure limit adjustment means is combined with the above-mentioned electric throttle valve control device to make it possible to adjust the supercharging pressure, the above-mentioned throttle valve Unless arbitrary boost pressure control is performed in relation to the control, it is not possible to obtain desired torque characteristics depending on the vehicle running state.

Therefore, for example, the supercharger is bypassed to form a bypass intake passage, and the bypass passage is provided with a boost pressure adjustment means such as a bypass control valve that arbitrarily adjusts the amount of bypass intake air to adjust the boost pressure. is possible.

However, if we adopt the above configuration,
As a result, there are two types of means for variable control of engine torque: the throttle opening adjustment means and the supercharging pressure adjustment means, and when trying to obtain a predetermined target torque, the two sets of torque variable means are used. The engine torque control system becomes extremely complex because it must always be controlled accurately with a certain correlation.

Furthermore, there is a problem in that the control operation itself tends to become extremely unstable due to the increased number of fluctuation factors in the control system.

(Means for Solving the Problems) The present invention aims to solve the above problems, and in order to solve the problems, a throttle valve that adjusts the amount of intake air supplied to the engine; An engine comprising: a throttle opening adjusting means for adjusting the opening of the throttle valve according to an accelerator operation amount; and an intake supercharger located upstream of the intake of the throttle valve and supercharging the intake. , an accelerator operation amount detection means for detecting an accelerator operation amount of an accelerator that operates the throttle valve, a torque request amount detection means for detecting a torque request amount on the power train side, and an arbitrary supercharging pressure of the intake supercharger. according to the respective detected amounts of the boost pressure adjusting means, the accelerator operation amount detecting means, and the torque request amount detecting means,
When the detection amount of the accelerator operation position detection means is small, only the boost pressure adjustment means is operated, and when the detection amount is large, only the throttle opening adjustment means is operated, thereby controlling the engine. The engine torque control means controls the intake air filling amount.

(Function) According to the problem-solving means of the present invention, there are two sets of substantial engine torque adjusting means, the throttle opening adjusting means and the supercharging pressure adjusting means, and the engine torque is adjusted according to the detected value of the accelerator operation amount detecting means. When the amount of accelerator operation is small, stable engine torque adjustment is achieved with a small control gain by operating only the boost pressure adjustment means, while on the other hand, when the amount of accelerator operation is large and a high torque is required, the throttle opening adjustment means is operated. The engine torque control means functions so as to adjust the engine output with good response.

In either case, the actuator that actually operates and is subject to engine output control is a single actuator for either the boost pressure adjustment means or the throttle opening adjustment means, and the actuator for the other side. Since the control of the object is stopped at a predetermined state, the configuration of the control system itself becomes simple (single control system) and the control operation becomes stable.

(Embodiment) FIGS. 2 to 7(a) and (b) show a control device for a supercharged engine according to a first embodiment of the present invention.

First, FIG. 2 is a schematic diagram of the control system of the apparatus of the above embodiment, and reference numeral l in the figure indicates an in-line four-cylinder engine equipped with a turbocharger 6. In FIG.

The turbo supercharger 6 includes a compressor wheel 6a for compressing intake air and a turbine wheel 6b for driving the compressor wheel.These wheels are interconnected by a rotating shaft 7, and the rotating shaft 7 is connected to a bearing part It is configured to be rotatably supported by.

The intake passage 2, which commonly communicates with the intake manifolds 31 to 34 of the first to fourth cylinders of the engine body weight via the surge tank 5, is provided with air cleaners 3 in sequence from the intake upstream side to the intake downstream side. , air 70 meter 4
, a compressor wheel 6m, a throttle valve l.5, and a surge tank 5 of the turbo supercharger 6 are provided, and a bypass intake passage 16 bypassing the compressor wheel 6a is formed. 16 is provided with a bypass control valve 17 . The bypass control valve 17 is operated by an engine control unit 24, which will be described later, to control the accelerator operation amount θ^C.
The opening degree is controlled by a bypass actuator 18 that is controlled in accordance with C. And its opening degree θB
IP is also detected by the bypass opening sensor 19.

The intake air taken in by the air cleaner 3 is measured by an air flow meter 4, compressed by the compressor wheel 6a, and then supplied to the engine.

Further, on the rotating shaft 15a of the throttle valve 15, for example, the output shaft of a throttle actuator 52 that operates based on the operation amount θ^CC of the accelerator pedal 42 is attached to the other end of the swinging side of a link lever (not shown). connected. Then, on the accelerator pedal 42, the operation amount θ^
An accelerator opening sensor 44 is provided to detect CC. Note that reference numeral 19 is a throttle opening sensor.

The throttle actuator 52 controls the operation amount θ of the accelerator pedal 42 by the throttle control signal βTVO supplied from the engine control unit 24.
Feedback control is performed in response to ^cc.

For this purpose, the detection output θ^Ca of the accelerator opening sensor 44 is transmitted to the engine control unit 24.
It is now entered into

Regarding this, the bypass actuator 18 on the turbocharger 6 side is also controlled in accordance with the accelerator operation amount θACC detected by the accelerator opening sensor 44, but in the case of this embodiment, the accelerator operation amount θACC is θ^cc
When the opening is smaller than the predetermined opening (in the low/medium rotation range), the throttle opening TVO is set equal to the accelerator operation amount θ^CC, and by using only the bypass actuator 18 for torque control, the throttle opening is relatively small. With a small control gain, it is possible to perform efficient and highly accurate torque control over a wide range from a small torque range to a large torque range corresponding to a fully open throttle. At the time of large opening (high rotation range), the opening θBip of the bypass control valve 17 is kept constant, and the throttle actuator 52 performs torque control to maximize the high supercharging pressure of the turbo supercharger 6. It is designed to improve the driving feel with good response. As a result, according to the torque control of this configuration, it is possible to realize highly accurate torque control in the steady running range as shown in Fig. 14, and it is also possible to achieve a wide range of driving ranges from low rotation range to high rotation range. This makes it possible to simultaneously obtain the effect of improving the driving sensation.

Further, a turbine wheel 6b of the turbocharger 6 is provided in the middle of the exhaust passage 9 of the engine l,
The compressor wheel 6a is driven to rotate at high speed by the rotation of the turbine wheel 6b by the exhaust gas energy of the exhaust gas discharged from the engine, thereby supercharging the intake air. The exhaust passage 9 runs from the inlet side 8A to the outlet side 8B in the turbine housing portion of the turbine wheel 6b.
The inlet side 8A and the outlet side 8B of the curved portion bypass the turbine housing and are provided with an exhaust gas relief passage IO, and an end of the relief passage IO on the outlet 8B side A waste gate valve 11 is disposed at. The wastegate valve 11 is connected to an operating shaft of a wastegate valve 13 made of a diaphragm via a link lever 12, and the wastegate actuator 13 is an electrically controlled three-way solenoid valve 1.
50, intake negative pressure introduction passages 140 are provided on the downstream and upstream sides of the compressor wheel 6a of the intake passage 2, respectively.
The opening time of the three-way solenoid valve 150 is communicated with the air intake relief passage (atmosphere side) 160, and the opening time of the three-way solenoid valve 150 is controlled by a supercharging pressure control signal sp from the engine control unit 24, which will be described later. (duty ratio), the opening time of the waste gate valve 11, that is, the amount of relief of exhaust gas is adjusted to reduce the supercharging pressure of the intake air by the intake passage side compressor wheel 6a to a supercharging pressure state below a predetermined pressure. control.

On the other hand, reference numeral 22 denotes a distributor equipped with an engine speed and ignition timing pickup, which applies high-voltage secondary current from an igniter (not shown) to the spark plugs 20, 20, etc. of the engine side number cylinders at a predetermined ignition timing. The actual engine speed E 5p (N E ) and ignition timing Igt detected by the engine speed pickup and ignition timing pickup of the distributor 22 are input manually to the engine control unit 24 . The engine control unit 24 is composed of a microcomputer,
Along with the above detection signals, the detection value θAeC of the accelerator opening sensor 44, the intake manifold pressure Pa detected by the boost pressure sensor 45, the automatic transmission gear ratio Ka, and the detection value of automatic transmission mode P (power) or E (economy) , the knocking detection signal ■r1 detected by the knock sensor 21, the intake air amount Q detected by the air flow meter 4, the ON signal of the idle contact, 0. Sensor output vO
, throttle opening signal TVO, engine cooling water temperature Tv, etc., control parameters necessary for various controls such as throttle opening, engine torque, boost pressure, air-fuel ratio, ignition timing, knob king suppression control, etc. are input. It has become.

By the way, the engine torque control system in the above system is shown in functional blocks as shown in FIG. 2 with a feedback control system (control gain coefficient,)
It can be seen that the system is composed of two parallel PID-F/B control systems.

Next, the engine torque control operation by the engine control unit 24 will be explained in FIGS. 4 to 7 (a).
), (b) will be described in detail with reference to the flowcharts.

First, the flowchart of FIG. 4 shows the basic routine of the engine torque control operation performed by controlling the intake air bypass amount of the turbocharger 6 of FIG. 2.

First, in step S1, the engine intake manifold pressure PB1 accelerator operation amount θ^CC1 transmission gear ratio Ko
, transmission mode (PorE?) respectively. Next, the process proceeds to step S, where it is determined whether the current transmission mode is power mode P or not.

If the result is YES (power mode P), proceed to step S and set the target intake manifold pressure P.
o(p) is looked up from the power mode map in FIG. 7(a), and if the answer is No (economy mode E), the process proceeds to step S4 and similarly the target is looked up from the economy mode map in FIG. 7(b). Intake manifold pressure P
Look up o(ε).

Next, the process proceeds to step Ss, where the current engine speed E5p (N E) is set to a predetermined reference speed, for example, 3, which separates the low/medium speed range and the high speed range of the engine.
It is determined whether or not the speed is higher than 500 (rpm). As a result, in the case of YES in the high rotation range (large accelerator opening), the engine torque control operation by adjusting the throttle opening in step S. In this case, the process proceeds to step S, which is an engine torque control operation using the duty control of the bypass control valve (7) as a supercharging pressure adjusting means for adjusting the intake bypass amount of the turbocharger 6.

First, in the torque control operation by adjusting the throttle opening in step S, for example, as shown in detail in FIG. (I'ID control value calculation for throttle opening control in the throttle valve control system of FIG. 3).

Tvon=Tvon, +Kr −(ln+Kpyu((I
n −(In−+ )+Ko(Iln−2un−t+(
In-*)・@ (1) However,! 1n=Pn-Pon Also, in step S, the target intake manifold pressure Po
The bypass control valve opening degree βSC required to obtain
ID@value calculation).

β5cln=βII(+nt + Kl ” un
+Kp((in-鉦n-1) +Ko(un-2un-t + (ln-*)...(2
) However, 1ln=Pn-Pon,, β5cn= 1 0 0 - β5can (%)
First, when the torque control in step S is completed, the next step is step S? Finally, the bypass control valve 17 is controlled to close in step Sta.
Then, the throttle actuator 45 is drive-controlled so as to obtain the target throttle opening TVOo. As a result, in this case, extremely responsive torque control utilizing the maximum boost pressure of the turbocharger 6 can be realized using only the throttle valve 15 (see Fig. 4).

On the other hand, when the operation in step S is completed, in step S, the throttle opening TVOo corresponding to the calculated value βtcrt is set to the opening TVOθ^cc corresponding to the accelerator operation amount θ^eC. , the process proceeds to step S+o, where the throttle actuator 45 is driven and controlled. As a result, in the small accelerator opening range where the engine speed Esp is 3500 rpm or less, the throttle valve 15 has a constant opening TVOθ^cc corresponding only to the accelerator opening θ^CC, and the engine torque is controlled only by the bypass control valve 17. As a result, a highly accurate torque control function as shown in FIG. 14 described above can be achieved.

Next, FIGS. 8 to 13 (a) and (b) show the second embodiment of the present invention.
1 shows a control device for a supercharged engine according to an embodiment.

In this embodiment, the hardware control system shown in FIGS. 2 and 3 is completely the same, but in this embodiment, the two engines, the throttle valve 15 and the bypass control valve 17, The torque control means is not only selectively operated according to the accelerator opening degree, but also operates in a way that is sensually felt to be the best from the driver's perspective, according to the engine rotation and load range, which are the parameters of the torque demand on the powertrain side. In order to achieve such torque characteristics, both of them are used properly, taking into account the mutual control efficiency relationship (distribution ratio).

First, FIG. 8 shows a basic routine showing the control operation of the bypass control valve opening, which is the basis of the device of this embodiment.

First, in step Sl, various parameters such as the engine intake manifold pressure Pa, the accelerator operation amount θ^cc, the automatic transmission gear ratio Ko, and the automatic transmission mode (P orE ) are read as control parameters necessary for the control.

Next, the process proceeds to step S, where it is determined whether the current automatic transmission mode is power mode P. If YES, the process proceeds to step S4, and if NO, the process proceeds to step S4. After determining the target intake manifold pressures P o (p) and P o (+:) corresponding to each mode in accordance with the accelerator operation amount θ^CC, the process further proceeds to step Ss, fissy control (ambiguous control). .

First, a general explanation of the concept of the policy control itself will be given as follows.

In other words, a plurality of boost pressure adjustment means are involved for the target engine torque To, which is the object of the embodiment of the present invention, and these must be controlled by a plurality of input parameters depending on the operating state. In the case of such a control system, what is usually considered is to determine the control value by determining a correction term for each signal value from each sensor, and then converting the resulting multiple correction terms to a predetermined basic value. This method is performed by adding or multiplying. However, when the number of input signals on which the control value is determined increases,
Generally speaking, it is difficult to obtain an optimal control value using methods such as the addition or multiplication described above. To explain this point in more detail, first of all, as the number of input signals increases,
The number of combination conditions for the signal values increases exponentially. Therefore, creating a correction term (correction coefficient) for each condition while considering all possible combinations means that, for example, if the correction characteristics for a certain number of signal values are corrected, the overall balance will be thrown out of order. This may lead to disadvantages such as the control value being lost, or an unthinkable and inappropriate control value being obtained in the end.

Further, even if it were possible to obtain optimal control values for all combinations of conditions, the effort required for experiments and the like to set them in this way would be extremely large. In particular, in this embodiment, this optimal control value is required to match the human (driver's) senses, so that the work of confirmation and correction through test driving becomes difficult. In addition, the characteristics needed to obtain the correction terms set for each input signal must be complex and detailed, and storing such characteristics itself requires control system memory. It also becomes a big burden (increasing the capacity).

Based on these circumstances, we came up with the system control referred to here, in which, for example, multiple control zones (operating regions) are set in advance for each input signal corresponding to each signal value, and all of these control zones are set in advance. basic control value storage means storing a basic control value for each combination of control zones, and determining the degree of suitability of each input signal value to the control zone for each combination of control zones compatibility determining means for determining the compatibility for each combination;
an inferential control value determining means for determining an inferential control value for each of the combinations from the suitability determined by the suitability determining means and a value stored in the basic control value storage means; and an inferential control value for each of the combinations. The configuration includes optimal control value determining means for determining the optimal control value from the degree of suitability for each combination.

According to such a configuration, the optimal control value can be determined probabilistically and accurately based on the basic control value set for each combination while always considering all combination conditions, and inappropriate It is possible to prevent a situation where a control value is selected, and to obtain the optimum control value as possible. In particular, no matter what combination of values the multiple input signals have, the degree of compliance with the preset control zone is verified for each signal value, and this verification is performed for all combinations of the above control zones. Therefore, a situation in which an inappropriate value is selected as the optimum control value is reliably prevented.

In addition, the basic control value is generally determined experimentally for each combination, but the loss of the control zone that determines the failure of this combination does not need to be very large for one input signal, so it is not necessary for this experimental work. This will require less effort.

Furthermore, setting multiple control zones for one input signal means that the number of control zones, that is, the number of combinations, can be reduced as described above, and after all, basic control values can be memorized. This has the advantage that the capacity of the storage means for this purpose can be small.

The facility control in this embodiment is configured by the control contents shown in the flowchart of FIG. 9, for example.

That is, the Fici control here uses the sensory evaluation function to calculate the control gain ratio (K
l: Kg) is used to maintain the optimum state (the state with the highest control efficiency for the target torque) according to the operating range.

Therefore, first in step SI, the engine speed Esp
, accelerator operation amount θ^cc are read, and in the next step S, +5i (K +) and Kti (K
g), Wi (weighting), Sci, and Tc1 (optimal solution described later) are each initialized.

However, i is a variable corresponding to the period and is set to i=1 to 4.

Subsequently, steps Ss, S4. Proceeding to Ss and S*, the first to fourth rules R of Figure 1O (a) to Figure 1θ (d) are sequentially applied.
+ Optimal solution K s t ~K s * corresponding to ~R4
* After performing the calculation of K t + ~K T4, the process finally proceeds to step S7 and the optimal solution K1 of supercharging efficiency is calculated.
K* is calculated based on the following formula.

K t = (ΣKsi-Wi)/ΣWi ・
・ ・(3) K, = (ΣKTi−Wi)/ΣWi
・ ・ ψ(4) Now, for example, engine rotation speed Esp and accelerator operation amount θ^C in Fig. 11(a) and Fig. 11(b)
Referring to the graphs of each driving region (4 sets) specified by C, the above optimal solution is specifically calculated using the case where the accelerator operation amount θ^cc = 30% and the engine rotation speed Esp = 30 Orpm. If you look at it, it will look like this:

W+=0.5x t, o=o, 5 Wt=0.5x0.0=O W*=0.5x1. O=0.5 w,=o,sxo,o=.

K I = (1,OX O,5+ 0.8X O,O
+ 0.5X O, 5+ o, ox o, o)/(o,
5+ o+ 0.5+ 0)==0.75 K *= (0,OX 0.5+ 0.5x o,o+
0.8X O,5+ 1. OX O,0)/(0,5
+ O+ 0.5+ O); 0.4 The optimal solution calculated in this way is used in steps S and ~S above.
The following table shows the first to fourth rules R1 to R4 of .

In the combination of the above inference results Sci and Tci, R1-
Each rule of R4 can be determined as follows, for example.

R+(Sc,, Tcυ: When using only the supercharging pressure adjustment means in the low rotation range.

Rt (Set, Tc*): When it is necessary to consider the response in the high load range.

Rs (SCs, Tc3): When it is necessary to consider torque control in the low load range.

R4 (SC4, Tc4): When throttle valve opening control that emphasizes response in the high rotation range is appropriate.

Based on these data, PID control of the throttle valve and bypass control valve in steps S and S7 is executed using the intake manifold pressure control system shown in FIG. 3, for example, to achieve optimal torque control according to the engine operating state. is realized. The calculation of each opening value (target value) in the control of steps Ss and Sv is shown in FIGS. 13(a) and 13(a), respectively.
This is done by the arithmetic expression shown in the flowchart of FIG. 13(b).

(Effects of the Invention) As described above, the present invention includes a throttle valve that adjusts the amount of intake air supplied to the engine, a throttle opening adjustment means that adjusts the opening of the throttle valve according to the accelerator operation amount, In an engine comprising an intake supercharger located upstream of the intake air of the throttle valve and supercharging the intake air, an accelerator operation amount detection means for detecting an accelerator operation amount of an accelerator that operates the throttle valve; Torque request amount detection means for detecting the torque request amount on the power train side, supercharging pressure adjustment means for arbitrarily adjusting the supercharging pressure of the intake supercharger, said accelerator operation amount detection means, and said torque request amount detection means. In accordance with each detected amount of the means, when the detected amount of the accelerator operation amount detecting means is small, only the boost pressure adjusting means is operated, and on the other hand, when the detected amount is large, only the throttle opening adjusting means is operated. The present invention is characterized in that it is provided with an engine torque control means that controls the intake air filling amount to the engine by operating the engine torque control means.

That is, in the configuration of the present invention, there is provided two sets of substantial engine torque adjusting means, a throttle opening adjustment means and a supercharging pressure adjusting means, and an engine torque control means for selectively operating them. According to the detected value of the accelerator operation amount detection means, when the accelerator operation amount is small and a low torque is required, only the boost pressure adjustment means is operated to stably adjust the engine torque with a small control gain. When a high torque is required due to a large amount of accelerator operation, the engine torque control means functions to adjust the engine output with good response using the throttle opening adjustment means.

In either case, the actuator that actually operates and is subject to engine output control is a single actuator, either the boost pressure adjustment means or the throttle opening adjustment means; Since the system is fixed to the previously desired stable state, the configuration of the control system becomes simple and the control operation becomes stable.

As a result, according to the configuration of the present invention, it is possible to perform smooth, stable, and highly accurate torque control that does not cause torque shock by using the supercharging pressure adjustment means in the low-to-medium rotation range, for example, while in the high-speed rotation range. In areas where the required torque is large, it is now possible to achieve highly responsive torque control that emphasizes response such as acceleration performance by adjusting the throttle opening, resulting in good driving performance with a high sensuous driving feel. It can be done. Moreover, as a result, torque control over a wide operating range from a low rotation range to a high rotation range becomes possible.

[Brief explanation of the drawing]

FIG. 1 is a diagram corresponding to claims of the present invention, FIG. 2 is a system configuration diagram of a control device for a supercharged engine according to a first embodiment of the present invention, and FIG. FIG. 4 is a flowchart showing the engine torque control operation of the engine control unit of the device according to the embodiment, and FIG. FIG. 6 shows step SIS? in the flowchart of FIG. 4 above. FIG. 7(a) is a partial step diagram embodying an example of the control content.
The manifold pressure map in the transmission power mode used in the control shown in FIG. 4 above, FIG. 7(b) is the manifold pressure map in the same economy mode, and FIG. A flowchart showing the engine torque control operation of the engine control unit,
FIG. 9 is a flowchart showing in detail the contents of the system control in step S of the flowchart of FIG.
FIGS. 10(a) to 1θ(d) are flowcharts showing concrete (subdivided) operations of steps 83 to S of the flowchart of FIG. 9, respectively, and FIG. 11(a).
), FIG. 11(b) is a map of two types of operating regions commonly selected and used in FIG. 1θ(a) to FIG. 1θ(c), and FIG. Graph showing the relationship with the bypass control valve opening degree βsc, FIG. 13(a), 13th
Figure (b) shows step S of the flowchart in Figure 8 above.
FIG. 14, which is a step diagram specifically showing the operation contents of Step 1, is an engine torque characteristic diagram showing the effects of both embodiments of the present invention. i-...Engine 2...Intake passage 6...Turbocharger 9...Exhaust passage 13...Wastegate valve 16...Bypass intake passage 17 ...Bypass control valve 19φ...Bypass opening sensor 24...Engine control unit (ECU) 25.φ...Throttle valve 45...Throttle actuator Fig. 7(b) Rule R1 Rule R2 Rule R3 Rule R4 Figure 11 (b) Figure 12 Figure 13 (Q) Figure 13 (b) 1st
Figure 4

Claims (1)

[Claims] 1. A throttle valve that adjusts the amount of intake air supplied to the engine; a throttle opening adjustment means that adjusts the opening of the throttle valve according to the amount of accelerator operation; and an intake supercharger for supercharging the engine, an accelerator operation amount detection means for detecting the accelerator operation amount of the accelerator that operates the throttle valve, and a torque request amount detecting means for detecting the torque request amount on the power train side. detecting means, supercharging pressure adjusting means for arbitrarily adjusting the supercharging pressure of the intake supercharger, detecting the accelerator operation amount according to each detection amount of the accelerator operation amount detecting means and the torque request amount detecting means. When the amount detected by the means is small, only the boost pressure adjusting means is operated, and when the detected amount is large, the amount of intake air charged into the engine is controlled by operating only the throttle opening adjusting means. 1. A control device for a supercharged engine, comprising: an engine torque control means for controlling the engine torque.