JPH051556A - Intake system of supercharged engine - Google Patents

Abstract

PURPOSE:To improve the extent of responsiveness to an accelerator change by controlling a bypass passage bypassing a supercharger so as to be forcibly closed at the time of engine load lower than that of an economy mode in a supercharging area at time of a power mode. CONSTITUTION:In engine driving, an intake air quantity Q, engine speed Ne and a mode signal or the like are taken into a central processing unit 30, making it perform a mode judgment, first of all. At the time of judging a power mode, the proper second map is read out, making it execute a range judgment on the basis of an input signal Q and the engine speed Ne. In brief, whether an engine driving state is in a nonsupercharged area or not under the power mode state of an automatic transmission 35 is judged, and when the nonsupercharged range is judged, a three-way solenoid valve 19 is turned to OFF, and pressure in the upstream of a throttle valve 4 is affected on a diaphragm chamber 18a, opening an on-off valve 18, thus a bypass passage 17 is opened. On the other hand, at the supercharged range, the on-off valve 18 is closed at time of engine load lower than that of an economy mode, thereby closing the bypass passage 17.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system for a supercharged engine in which a bypass passage for bypassing a supercharger is provided with an opening / closing valve for opening and closing the passage.

[0002]

2. Description of the Related Art Conventionally, as an intake device for an engine with a supercharger of the above-mentioned example, there is a device described in Japanese Utility Model Laid-Open No. 63-51121.

That is, an intake manifold is connected to the rear of the air cleaner via an air flow meter, a mechanical supercharger, and an intercooler, and a bypass passage for bypassing the above-mentioned supercharger and intercooler is provided. It is an intake device for an engine with a supercharger, which is provided with an opening / closing valve (so-called air bypass valve) for opening and closing a passage.

According to this intake system, the bypass passage is closed in the supercharging region by the above-mentioned on-off valve, and the entire amount of intake air is supplied to the supercharger side to improve the running performance.
In the non-supercharging region, the bypass passage is opened by the above-mentioned on-off valve, intake air bypassing the supercharger is supplied to the intake manifold, and it is possible to suppress drive loss due to driving the supercharger. There were the following problems.

That is, in the above-mentioned supercharge-free region of the intake system, even if the shift mode of the automatic transmission is switched from the economy mode in which fuel consumption is emphasized to the power mode in which drivability and output are emphasized, the intake air is still in the bypass passage. Since it is supplied to the intake manifold via the engine and is not supercharged by the above-mentioned supercharger, there is a problem that the responsiveness to the accelerator change in the power mode is poor.

[0006]

According to the first aspect of the present invention, the engine load is lower in the supercharging region in the second shift mode (power mode) than in the first shift mode (economy mode). An object of the present invention is to provide an intake device for a supercharged engine that can improve the responsiveness to an accelerator change in the power mode while maintaining the fuel efficiency in the economy mode by forcibly closing the bypass passage. .

According to a second aspect of the present invention, in addition to the object of the first aspect of the present invention, the pressure of the intake system is mainly used to operate the on-off valve for opening and closing the bypass passage. An object is to provide an intake device for an engine with a supercharger, which can be simplified.

According to a third aspect of the present invention, when the shift mode of the automatic transmission is in the power mode even in the non-supercharging region, the bypass passage is forcibly closed so that the economy mode is maintained. An object of the present invention is to provide an intake device for an engine with a supercharger, which can improve responsiveness to an accelerator change in a power mode while maintaining fuel efficiency.

In the invention according to claim 4 of the present invention, by making the supercharger of a constant drive type, the rise of the engine output with respect to the accelerator change in the power mode is improved, and the response is further improved. It is an object of the present invention to provide an intake device for a supercharged engine that can be driven.

[0010]

According to a first aspect of the present invention, there is provided a supercharger for supercharging intake air, a bypass passage for bypassing the supercharger, and the supercharger according to an operating state of the engine. An intake device for an engine with a supercharger, comprising an on-off valve for opening and closing a bypass passage, and a throttle valve arranged upstream of the supercharger, wherein at least one shift stage shifts to the next shift stage. A vehicle speed mode of an automatic transmission capable of selecting one of a first speed change mode in which a shift line representing a speed change pattern at the time of upshift is set to a low vehicle speed and a second speed change mode set to a high vehicle speed The bypass passage is closed in the supercharging region in the first shift mode (in the economy mode) based on the selection means, the mode determination means for determining the shift mode of the automatic transmission, and the determination result of the mode determination means. Success The bypass passage control means for opening the bypass passage in the non-supercharging area, and the first shift in the supercharging area in the second shift mode (power mode) based on the determination result of the mode determining means. An intake system for a supercharged engine, comprising: a forcing means for forcibly closing the bypass passage at an engine load lower than the mode.

According to a second aspect of the present invention, in addition to the object of the first aspect of the invention, both the upstream pressure and the downstream pressure of the supercharger are applied to the on-off valve. In the second shift mode, the intake device of the engine with a supercharger forcibly closes the opening / closing valve with a small throttle opening as compared with the first shift mode.

According to a third aspect of the present invention, a supercharger for supercharging intake air, a bypass passage for bypassing the supercharger, and an opening / closing for opening / closing the bypass passage according to an operating state of the engine. A region determination means for determining a supercharging region or a non-supercharging region, which is an intake device for an engine with a supercharger, comprising: a valve; and a throttle valve arranged upstream of the supercharger. With a supercharger equipped with bypass passage forced closing means for forcibly closing the bypass passage when the shift mode of the automatic transmission changes to the second shift mode in the no-supercharging region determined by the region determination means. It is characterized by being an intake device for an engine.

According to the invention of claim 4 of the present invention, in addition to the structure of claim 1, claim 2 or claim 3, the supercharger is constituted by a constant drive type mechanical supercharger. It is characterized by being an intake device of an engine with a supercharger.

[0014]

According to the first aspect of the present invention, the above-mentioned bypass passage control means sets the bypass passage in the supercharging region in the first speed change mode (hereinafter simply referred to as the economy mode). Since the bypass passage is closed and the bypass passage is opened in the non-supercharged region in the economy mode, good fuel efficiency can be secured in the economy mode.

Moreover, in the supercharging region in the second speed change mode (hereinafter simply referred to as the power mode), the above-mentioned forcing means forcibly closes the above-mentioned bypass passage at an engine load lower than that in the economy mode. The entire amount of intake air is supplied to the supercharger side, and as a result, it is possible to improve the responsiveness to accelerator changes in the power mode.

According to the second aspect of the present invention,
In addition to the effect of the invention as set forth in claim 1, the above-mentioned on-off valve is acted on by the respective pressures on the upstream and downstream of the supercharger, and the throttle opening is smaller in the power mode than in the economy mode. Is configured to be forcedly closed, the opening / closing valve can be opened / closed mainly by the pressure of the intake system, and the structure can be simplified.

According to the invention of claim 3 of the present invention,
Even in the non-supercharging area (which is originally an area where the bypass passage is opened) determined by the area determination means,
When the shift mode of the automatic transmission is changed to the power mode, the bypass passage is forcibly closed by the bypass passage forced closing means described above, so that the fuel consumption in the economy mode is maintained and the responsiveness to the accelerator change in the power mode is maintained. There is an effect that can improve.

According to the invention of claim 4 of the present invention,
In addition to the effect of the invention described in claim 1, claim 2 or claim 3, since the always driven mechanical supercharger is used, the boost pressure is applied to the intake manifold at the same time when the bypass passage is closed. The engine output can be improved with respect to the accelerator change in the power mode, and the responsiveness can be further improved.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to the drawings. The drawing shows an intake system of an engine with a supercharger. In FIG. 1, an air flow meter 1 is connected to a purified air outlet of an air cleaner, a throttle body 2 is connected to a downstream side of the air flow meter 1, and a throttle body 2 is connected. A throttle valve 4 is provided in the throttle chamber 3.

Surge tanks 7, 7 are connected to the throttle chamber 3 on the downstream side of the above-mentioned throttle valve 4 via a mechanical drive supercharger 5 of constant drive type and an intercooler 6, and a plurality of surge tanks 7, 7 are connected. The intake ports 11, 11 of the one-side bank 9 and the other-side bank 10 are connected to the outlets of the two via intake manifolds 8, 8.

The above-mentioned one-side bank 9 of the V-type engine 12
Exhaust manifolds 14, 14 are connected to the respective exhaust ports 13, 13 of the bank 10 on the other side,
Exhaust passages 15, 15 downstream of the exhaust manifolds 14, 14
Is provided with a catalytic converter (not shown).

The exhaust manifolds 14, 14 near the exhaust ports 13, 13 are provided with O ₂ sensors as air-fuel ratio sensors, while the intake ports 11, 11 are provided with injectors 16, 16. ing.

By the way, a bypass passage 17 for bypassing both the above-mentioned supercharger 5 for supercharging the intake air and the intercooler 6 for cooling the overpressure intake air is provided, and the bypass air introduction end of this bypass passage 17 is throttled. An opening / closing valve 18 (an air bypass valve, hereinafter simply referred to as ABV) that opens downstream of the valve 4 and opens / closes the bypass passage according to the operating state of the engine is provided in the bypass passage 17. There is. The ABV 18 described above is controlled by a three-way electromagnetic solenoid valve 19 (hereinafter simply referred to as a three-way SOL).
The valve valve 18c closes the bypass passage 17 by acting on the diaphragm chamber 18a of the ABV 18 via 0 and 21, while the solenoid coil of the three-way SOL 19 is turned off, and the throttle valve 4 upstream The atmospheric air is applied to the diaphragm chamber 18a of the ABV 18 via the lines 22 and 21 to separate the valve body 18c from the valve seat, and the bypass passage 17 is opened.

The pressure on the downstream side of the supercharger acts on the spring chamber 18b of the ABV 18 through the line 23 and the chamber 24, and the diaphragm chamber 1 of the ABV 18 is operated.
8a is formed so that the pressure on the upstream side of the supercharger acts through the line 21 as described above, and in the power mode, the ABV 18 with a small throttle opening is used as compared with the economy mode.
Is configured to be closed forcibly.

FIG. 2 shows a control circuit of the intake device of the engine with a supercharger. The CPU 30 has an intake air amount Q from the air flow meter 1, an engine speed Ne from a distributor 31, and a throttle opening degree from a throttle sensor 32. A hydraulic control circuit for an AT (automatic transmission) 35 according to a program stored in a ROM 34 based on each input of a mode signal M from a user manual switching type mode switching switch 33 for switching between TVO, economy mode and power mode. The three-way SOL 19 and the ABV 18 are drive-controlled, and the RAM 36 stores necessary data such as the first map for economy mode shown in FIG. 3 and the second map for power mode shown in FIG.

Here, in the above-mentioned first map (see FIG. 3), the horizontal axis represents the engine speed Ne and the vertical axis represents the load ce, and a non-supercharging region A and a supercharging region B are divided. The above-mentioned second map (see FIG. 4) is a map for the economy mode, and the horizontal axis represents the engine speed Ne and the vertical axis represents the load c.
It is a map for the power mode which divides the non-supercharging area C and the supercharging area D by taking e, and the supercharging area D of the second map for the power mode is the first map for the economy mode. The range of low engine load with respect to the supercharging region B, specifically, a predetermined range below 0 mmHg is set as the supercharging region D. It should be noted that WOT in FIGS. 3 and 4 indicates a predetermined throttle opening which is close to full throttle opening.

Further, the CPU 30 described above determines whether or not the economy mode is set on the basis of the mode determination means (see the third step 43 in the flowchart of FIG. 5) for determining the shift mode of the AT 35 and the determination result by the mode determination means. Bypass passage control means for closing the bypass passage 17 in the supply area and opening the bypass passage 17 in the non-supercharging area (see the tenth and eleventh steps 50 and 51 in the flowchart of FIG. 5), and In the supercharging region in the power mode based on the determination result of the mode determining means of No. 7, the forcing means forcibly closing the bypass passage 17 at the engine load lower than that of the economy mode (the seventh step 47 in the flowchart of FIG. 5). See also).

Further, in the mode changeover switch 33 described above, the shift line representing the shift pattern at the time of shifting up from at least one shift stage to the next shift stage is set to the low vehicle speed side (see the solid line in FIG. 10). The vehicle speed mode selecting means of the automatic transmission capable of selecting either the speed changing mode (economy mode) of No. 2 or the second speed changing mode (power mode) set to the high vehicle speed side (see the dotted line in FIG. 10).

The operation of the intake device for an engine with a supercharger (embodiment corresponding to claims 1, 2 and 4) thus constructed will be described below with reference to the flowchart of FIG.

In the first step 41, the CPU 30 reads various necessary inputs such as the intake air amount Q, the engine speed Ne, the mode signal M, etc., and then the second step 42.
Then, the CPU 30 calculates the load ce based on the arithmetic expression of ce = Q / Ne.

Next, in a third step 43, the CPU 30 executes a mode determination based on the above-mentioned mode signal M, and in the power mode, proceeds to the next fourth step 44, while
In the economy mode, the process shifts to another eighth step 48.

In the above-mentioned fourth step 44, the CPU 30 executes the reading of the second map shown in FIG. 4 corresponding to the power mode, and in the following fifth step 45, the CPU 30 causes the second map and the current engine to be read. Region determination is performed based on the rotation speed Ne and the load ce. That is, it is determined whether the current engine operating state is the supercharging region C or the supercharging region D under the power mode state of the AT 35, and when it is in the non-supercharging region C, the process proceeds to the next sixth step 46 while the supercharging is performed. Area D
In case of, it moves to another seventh step 47.

In the above-described sixth step 46, the CPU 30 turns off the three-way SOL 19, causes the upstream pressure of the throttle valve 4 to act on the diaphragm chamber 18a via the lines 22 and 21, and opens the ABV 18 to open the bypass passage 17. It is opened corresponding to the non-supercharging area C.

On the other hand, in the above-mentioned seventh step 47, the CPU
In FIG. 30, the three-way SOL 19 is turned on, and the negative pressure downstream of the throttle valve 4 is applied to the diaphragm chamber 18 via the lines 20 and 21.
a, the ABV 18 is closed, and the bypass passage 17
Is closed corresponding to the supercharging area D.

In the above-mentioned eighth step 48, the CPU 30
Executes the reading of the first map shown in FIG. 3 corresponding to the economy mode, and in the next ninth step 49, the CPU 30 causes the CPU 30 to read the first map and the current engine speed Ne and load c.
Region determination is performed based on e. That is, it is determined whether the current engine operating state is the non-supercharging region A or the supercharging region B under the economy mode state of the AT 35, and when it is the non-supercharging region A, the process proceeds to the next tenth step 50, When it is in the supercharging area B, the process proceeds to another eleventh step 51.

In the tenth step 50 described above, the CPU 30
Turns off the three-way SOL 19 and causes the upstream pressure of the throttle valve 4 to act on the diaphragm chamber 18a via the lines 22 and 21 to open the ABV 18 and open the bypass passage 17 corresponding to the non-supercharging region A.

On the other hand, in the eleventh step 51 described above, the CP
U30 turns on three-way SOL19, and lines 20 and 21
Negative pressure downstream of the throttle valve 4 via the diaphragm chamber 1
8a to close the ABV 18 and bypass passage 1
7 is closed corresponding to the supercharging area B.

In summary, the above-mentioned bypass passage control means (see the tenth step 50 and the eleventh step 51).
Is the bypass passage 17 in the supercharging area B during economy mode.
Is closed and the bypass passage 17 is opened in the non-supercharging region A in the economy mode, so that good fuel economy in the economy mode can be secured.

In the non-supercharging area A during the economy mode, the three-way SOL19 is deenergized,
Since the bypass passage 17 is configured to be opened, it is possible to reduce the electric load even in the above-described economy mode in which importance is attached to fuel consumption.

Moreover, in the supercharging region D during the power mode, the above-mentioned forcing means (see the seventh step 47) forcibly closes the above-mentioned bypass passage 17 at an engine load lower than that in the economy mode, so that the total amount of intake air is increased. Are supplied to the supercharger 5 side, and as a result, there is an effect that the responsiveness to the accelerator change in the power mode can be improved.

FIG. 6 is a flow chart showing another embodiment of the intake system for the engine with a supercharger. In the flow chart shown in FIG. 5, the economy mode or the power mode is selected based on the mode signal M from the mode changeover switch 33. Although the mode determination is performed, the flow chart shown in FIG. 6 is configured to perform the mode determination depending on the magnitude of the throttle change amount. In this embodiment also, the circuit devices of FIGS. 1 and 2 and the maps of FIGS. 3 and 4 are used. However, in the case of this embodiment, the above-mentioned CPU 30 uses the mode determination means for executing the mode determination based on the throttle change rate ΔTVO (see the fourth step 64 in the flowchart of FIG. 6) and the determination result of the above-described mode determination means. On the basis of the economy mode, the bypass passage control means for closing the bypass passage 17 in the supercharging region and opening the bypass passage 17 in the non-supercharging region (steps 13 and 14 in the flowchart of FIG. 6). 73,7
4), and in the supercharging region in the power mode based on the determination result of the mode determination means described above, the bypass passage 1 described above is used at an engine load lower than that in the economy mode described above.
It also serves as a compulsory means for compulsorily closing 7 (see the ninth step 69 in the flowchart of FIG. 6).

The operation of the intake device for an engine with a supercharger (embodiment corresponding to claims 1, 2 and 4) thus constructed will be described below with reference to the flowchart of FIG.

In the first step 61, the CPU 30 reads various necessary inputs such as the intake air amount Q, the engine speed Ne, and the throttle opening TVO, and in the next second step 62, the CPU 30 ce = ce. The load ce is calculated based on the calculation formula of Q / Ne.

Next, in a third step 63, the CPU 30 calculates the current throttle change rate ΔTVO based on the following equation. ΔTVO = TVO (i) −TVO (i−1) Here, TVO (i) is the current throttle opening TVO (i−1) is the previous throttle opening Next, in the fourth step 64, the CPU 30 determines acceleration. Predetermined throttle change rate α and current throttle change rate ΔTV
Compared with O, when ΔTVO> α, it is regarded as the power mode, and the process proceeds to the next fifth step 65, while ΔTV
When O <α, it is regarded as the economy mode and the process proceeds to another tenth step 70.

In the above-mentioned fifth step 65, the CPU 30
Drives the hydraulic control circuit of the AT35 to set the AT35 in the power mode, and in the next sixth step, the CPU30
Executes the reading of the second map shown in FIG. 4 in correspondence with the power mode, and in the next seventh step 67, the CPU 30 causes the second map, the current engine speed Ne and the load ce to be read.
The area determination is performed based on That is, it is determined whether the current engine operating state is the supercharging region C or the supercharging region D under the power mode state of the AT 35, and when it is in the non-supercharging region C, the process proceeds to the next eighth step 68, while When it is in the supply area D, the process proceeds to another ninth step 69.

In the above-described eighth step 68, the CPU 30 turns off the three-way SOL 19, causes the upstream pressure of the throttle valve 4 to act on the diaphragm chamber 18a via the lines 22 and 21, and opens the ABV 18 to open the bypass passage 17. It is opened corresponding to the non-supercharging area C.

On the other hand, in the above-mentioned ninth step 69, the CPU
In FIG. 30, the three-way SOL 19 is turned on, and the negative pressure downstream of the throttle valve 4 is applied to the diaphragm chamber 18 via the lines 20 and 21.
a, the ABV 18 is closed, and the bypass passage 17
Is closed corresponding to the supercharging area D.

In the tenth step 70 described above, the CPU 30
Drives the hydraulic control circuit of the AT35 to set the AT35 in the economy mode, and in the next eleventh step 71, CP
U30 executes the reading of the first map shown in FIG. 3 corresponding to the economy mode, and at the next twelfth step 72, CP
U30 executes the area determination based on the first map, the current engine speed Ne, and the load ce. That is,
It is determined whether the current engine operating state is the non-supercharging region A or the supercharging region B under the economy mode state of the AT 35, and when it is the non-supercharging region A, the process proceeds to the next thirteenth step 73 while the supercharging is performed. In area B, another 14th step 7
Go to 4.

In the thirteenth step 73 described above, the CPU 30
Turns off the three-way SOL 19 and causes the upstream pressure of the throttle valve 4 to act on the diaphragm chamber 18a via the lines 22 and 21 to open the ABV 18 and open the bypass passage 17 corresponding to the non-supercharging region A.

On the other hand, in the above-mentioned fourteenth step 74, the CP
U30 turns on three-way SOL19, and lines 20 and 21
Negative pressure downstream of the throttle valve 4 via the diaphragm chamber 1
8a to close the ABV 18 and bypass passage 1
7 is closed corresponding to the supercharging area B.

In summary, the above-mentioned bypass passage control means (see thirteenth step 73 and fourteenth step 74).
Is the bypass passage 17 in the supercharging area B during economy mode.
Is closed and the bypass passage 17 is opened in the non-supercharging region A in the economy mode, so that good fuel economy in the economy mode can be secured.

Moreover, in the supercharging region D during the power mode, the above-mentioned forcing means (see the ninth step 69) forcibly closes the above-mentioned bypass passage 17 at an engine load lower than that in the economy mode, so that the total amount of intake air is increased. Are supplied to the supercharger 5 side, and as a result, there is an effect that the responsiveness to the accelerator change in the power mode can be improved.

FIGS. 7 and 8 are maps and a flow chart showing still another embodiment of the intake device for the engine with a supercharger, and the circuit device of FIGS. 1 and 2 is also used in this embodiment.

In the third map shown in FIG. 7, the horizontal axis represents the engine speed Ne and the vertical axis represents the load ce,
It is a map shared by the economy mode and the power mode, which divides a non-supercharging region E and a supercharging region F.

In the case of this embodiment, the CPU 30 described above is used.
Is a region determination means for determining whether the region is a supercharged region or a non-supercharged region (see the third step 83 of the flowchart shown in FIG. 8),
A in the non-supercharging region based on the determination result of the above region determining means
Bypass passage forced closing means forcibly closing the above-mentioned bypass passage 17 when the shift mode of T35 becomes the power mode (the fifth step 85 of the flowchart shown in FIG. 8).
See also).

The operation of the intake device for an engine with a supercharger (embodiment corresponding to claims 3 and 4) thus constructed will be described below with reference to the flowchart of FIG.

In the first step 81, the CPU 30 reads the intake air amount Q, the engine speed Ne and the mode signal M, and in the next second step 82, the CPU 30 ce = ce.
The load ce is calculated based on the calculation formula of Q / Ne.

Next, in a third step 83, the CPU 30 determines whether the current engine operating state is the non-supercharging region E or the supercharging region based on the third map of FIG. 7 and the current engine speed Ne and the load ce. If it is in the non-supercharging area E, the process proceeds to the next fourth step 84, while the supercharging area F
When it is, the process moves to another seventh step 87.

In the above-mentioned fourth step 84, the CPU 30 determines based on the mode signal M whether it is in the power mode,
In the power mode, the process proceeds to the next fifth step 85, while in the economy mode, the process proceeds to another sixth step 86.

In the above-described fifth step 85, the CPU 30 turns on the three-way SOL 19, causes the negative pressure downstream of the throttle valve 4 to act on the diaphragm chamber 18a via the lines 20 and 21, closes the ABV 18, and closes the bypass passage. Block 17 That is, even in the non-supercharging area E, when the shift mode of the AT 35 becomes the power mode, the bypass passage 17 described above is forcibly closed.

On the other hand, in the above-described sixth step 86, the CPU 30 turns on the three-way SOL 19 in correspondence with the non-supercharging area E.
FF, and the upstream pressure of the throttle valve 4 is applied to the diaphragm chamber 18a via the lines 22 and 21, so that the ABV1
8 is opened and the bypass passage 17 is opened.

Further, in the above-mentioned seventh step 87, the CPU 30 turns on the three-way SOL 19 in response to the supercharging region F, and applies the negative pressure downstream of the throttle valve 4 to the diaphragm chamber 18a via the lines 20 and 21. Then, the ABV 18 is closed and the bypass passage 17 is closed.

In summary, the above-mentioned area determining means (the third
Even in the non-supercharging region (the region that originally opens the bypass passage 17) based on the determination result of step 83), if the shift mode of the AT 35 becomes the power mode, the above-described bypass passage forced closing means (fifth step 85). (See), the bypass passage 17 is forcibly closed.
There is an effect that the responsiveness to the accelerator change in the power mode can be improved while maintaining the fuel consumption in the economy mode.

FIG. 9 is a flow chart showing still another embodiment of the intake system for the engine with a supercharger. In the flow chart shown in FIG. 8, whether the power mode is set or not is determined based on the mode signal M from the mode changeover switch 33. Although the determination is made, the flowchart shown in FIG. 9 is configured to determine whether the power mode is set or not depending on the magnitude of the throttle change amount. In addition, also in this embodiment, FIG.
The circuit device and the map of FIG. 7 are used. However, in the case of this embodiment, the CPU 30 described above determines the area determination means (see the third step 93 in the flowchart shown in FIG. 9) for determining whether the area is the supercharging area or the non-supercharging area, and the determination by the area determining means. As a result, when the AT 35 shift mode is set to the power mode in the non-supercharging region, the bypass passage forced closing means forcibly closing the bypass passage 17 (see the sixth step 96 of the flowchart shown in FIG. 9) is provided. Also serve.
The operation of the intake device for an engine with a supercharger (embodiment corresponding to claims 3 and 4) thus configured will be described below with reference to the flowchart of FIG.

In a first step 91, the CPU 30 reads the intake air amount Q, the engine speed Ne, and the throttle opening TVO, and in a second step 92, the CPU 30 reads it.
Calculates the load ce based on the calculation formula of ce = Q / Ne.

Next, in a third step 93, the CPU 30 determines whether the current engine operating state is the non-supercharging region E or the supercharging region based on the third map of FIG. 7 and the current engine speed Ne and the load ce. If it is in the non-supercharging area E, the process proceeds to the next fourth step 94, while the supercharging area F
In case of, it shifts to another eighth step 98.

In the above-mentioned fourth step 94, the CPU 30 calculates the current throttle change rate ΔTVO based on the following equation. ΔTVO = TVO (i) −TVO (i−1) Here, TVO (i) is the current throttle opening TVO (i−1) is the previous throttle opening Next, in the fifth step 95, the CPU 30 determines acceleration. Predetermined throttle change rate α and current throttle change rate ΔTV
Compared with O, when ΔTVO> α, it is regarded as the power mode, and the process proceeds to the next sixth step 96, while ΔTV
When O <α, it is regarded as the economy mode and the process proceeds to another seventh step 97.

In the above-described sixth step 96, the CPU 30 turns on the three-way SOL 19, causes the negative pressure downstream of the throttle valve 4 to act on the diaphragm chamber 18a via the lines 20 and 21, closes the ABV 18, and closes the bypass passage. Block 17 That is, even in the non-supercharging region E, when the throttle change rate is equal to or higher than a predetermined acceleration, the power mode is considered and the bypass passage 17 is forcibly closed.

On the other hand, in the above-described seventh step 97, the CPU 30 turns on the three-way SOL 19 in correspondence with the non-supercharging area E.
FF, and the upstream pressure of the throttle valve 4 is applied to the diaphragm chamber 18a via the lines 22 and 21, so that the ABV1
8 is opened and the bypass passage 17 is opened.

In the above-mentioned eighth step 98, the CPU 30 turns on the three-way SOL 19 in response to the supercharging region F, and applies the negative pressure downstream of the throttle valve 4 to the diaphragm chamber 18a via the lines 20 and 21. Then, the ABV 18 is closed and the bypass passage 17 is closed.

In summary, the above-mentioned area determination means (the third
Even in the non-supercharging region (the region where the bypass passage 17 is originally opened) determined by the determination result of step 93), if the shift mode of the AT 35 becomes the power mode, the above-described bypass passage forced closing means (sixth step 96). (See), the bypass passage 17 is forcibly closed.
There is an effect that the responsiveness to the accelerator change in the power mode can be improved while maintaining the fuel consumption in the economy mode.

In the correspondence between the configuration of the present invention and the above-described embodiment, the on-off valve of the present invention corresponds to the ABV18 of the embodiment, and similarly, the first shift mode corresponds to the economy mode, The second speed change mode corresponds to the power mode, the automatic transmission corresponds to the AT 35, and the mode determination means of claim 1 includes the third step 43 of FIG. 5 and the fourth step of FIG.
Corresponding to step 64, the bypass passage control means of claim 1 corresponds to the tenth step 50 and the eleventh step 51 of FIG. 5, and the thirteenth step 73 and the fourteenth step 74 of FIG. The shift mode selection means of
Corresponding to the mode changeover switch 33, the forcing means of claim 1 is the seventh step 47 of FIG. 5 and the ninth step 69 of FIG.
The area determination means of claim 3 corresponds to the third step 83 of FIG. 8 and the third step 93 of FIG.
The bypass passage forced closing means of FIG.
5, which corresponds to the sixth step 96 of FIG. 9, the present invention is not limited to the configuration of the above-described embodiment.

[Brief description of drawings]

FIG. 1 is a system diagram showing an intake device for an engine with a supercharger according to the present invention.

FIG. 2 is a block diagram of a control circuit.

FIG. 3 is an explanatory diagram of a first map stored in a RAM.

FIG. 4 is an explanatory diagram of a second map stored in a RAM.

FIG. 5 is a flowchart showing bypass passage opening / closing control.

FIG. 6 is a flowchart showing another embodiment of bypass passage opening / closing control.

FIG. 7 is an explanatory diagram of a third map stored in RAM.

FIG. 8 is a flowchart showing still another embodiment of bypass passage opening / closing control.

FIG. 9 is a flowchart showing yet another embodiment of bypass passage opening / closing control.

FIG. 10 is an automatic shift diagram.

[Explanation of symbols]

4 ... Throttle valve 5 ... Supercharger 17 ... Bypass passage 18 ... ABV (open / close valve) 33 ... Mode changeover switch 35 ... AT (Automatic transmission) 43 ... Third step (mode determination means) 47 ... 7th step (forced means) 50, 51 ... Bypass passage control means 64 ... Fourth step (mode determining means) 69 ... Step 9 (compulsion means) 73, 74 ... Bypass passage control means 83 ... Third step (area determining means) 85 ... Fifth step (bypass passage forced closing means) 93 ... Third step (area determining means) 96 ... Sixth step (bypass passage forced closing means)

Claims (4)

[Claims] 1. A supercharger for supercharging intake air, a bypass passage for bypassing the supercharger, an opening / closing valve for opening / closing the bypass passage according to an operating state of an engine, and an upstream of the supercharger. An intake device for a supercharged engine having a throttle valve disposed in a vehicle, wherein a shift line representing a shift pattern when shifting up from at least one shift stage to a next shift stage is near a low vehicle speed. Vehicle speed mode selection means of the automatic transmission capable of selecting either the set first shift mode or the second shift mode set nearer to the high vehicle speed, and a mode determination for determining the shift mode of the automatic transmission Means and a bypass passage control means for closing the bypass passage in the supercharging region and opening the bypass passage in the non-supercharging region in the first speed change mode based on the determination result of the mode determination device, Up In the supercharging region in the second speed change mode based on the determination result of the mode determination means, the supercharger is provided with forcing means for forcibly closing the bypass passage at an engine load lower than that in the first speed change mode. Engine intake device. 2. The on-off valve is acted on by both the upstream pressure and the downstream pressure of the supercharger, and the opening / closing is performed in the second speed change mode with a small throttle opening as compared with the first speed change mode. The intake device for a supercharged engine according to claim 1, wherein the valve is forcibly closed. 3. A supercharger for supercharging intake air, a bypass passage for bypassing the supercharger, an opening / closing valve for opening / closing the bypass passage according to an operating state of an engine, and an upstream of the supercharger. An intake device for a supercharged engine having a throttle valve arranged in the region, and a region determining means for determining whether the region is a supercharging region or a non-supercharging region; The second shift mode of the automatic transmission during the supply area
The intake device for an engine with a supercharger, the bypass device forcibly closing the bypass passage when the shift mode is set. 4. The supercharger according to claim 1, 2 or 3, wherein the supercharger comprises a mechanical drive type of constant drive type.
Intake device for engine with supercharger described.