JP3372591B2 - Control device for supercharged engine - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control system for an engine provided with a mechanical supercharger that operates by the driving force of the engine to supercharge intake air.

[0002]

2. Description of the Related Art Conventionally, as a control device for an engine with a supercharger of this type, an intake passage on the discharge side and a suction side of the supercharger are connected by a bypass passage, and an air bypass valve is connected to the bypass passage. When the bypass valve is installed, the opening degree of the air bypass valve is adjusted to control the supercharging pressure of intake air, and when the opening degree of the bypass valve is increased, the bypass amount is increased to reduce the supercharging pressure, while the bypass valve is increased. It is known that the bypass amount is decreased to increase the boost pressure when the opening degree of is decreased.

Specifically, for example, Japanese Patent Laid-Open No. 2-9914
In the one disclosed in the publication, the actuator of the air bypass valve is used as a negative pressure actuator, and the intake negative pressure downstream of the throttle valve is introduced into the negative pressure actuator, so that the air bypass valve is adjusted according to the opening degree of the throttle valve. It is designed to control opening and closing.

Further, in Japanese Patent Laid-Open No. 2-296031, a torsion spring as a damper is arranged between a rotor and a pulley in a supercharger, and this torsion spring absorbs fluctuations in angular velocity of an engine output shaft. Has been shown to.

Further, in Japanese Utility Model Laid-Open No. 63-51121, the closing timing of the intake valve of the engine is set to be later than the normal timing, and the air bypass valve is opened when the engine is under a low load. The electromagnetic clutch for switching the supercharger to a drive state or a drive stop state by the engine is turned off to put the supercharger in a non-supercharged state.

[0006]

By the way, in the engine provided with such a mechanical supercharger, as shown in the above-mentioned conventional example, the operation of the supercharger is performed at a low load including when the engine is started. It is common practice to stop and put into a non-supercharged state. However, in that case, since the intake air discharged from the supercharger is supercharged to increase the intake air charge amount, the intake air charge amount is greatly reduced in the non-supercharged state,
For this reason, when the engine is started, the pressure in the cylinder is significantly reduced due to the decrease in the intake charge amount, and there is a problem that the startability of the engine is poor in cold regions and the like.

In particular, as in the prior art example, the closing timing of the intake valve is delayed or the closing timing thereof is made earlier than the normal timing so that the ratio of the expansion ratio to the effective compression ratio is 1. In the engine set to be larger than the above value, the decrease in the cylinder pressure due to the shortage of the intake charge amount is extremely large, and the startability is significantly deteriorated.

The present invention has been made in view of the above points, and its main object is to increase the intake charge amount at the time of starting the supercharger engine to secure a large cylinder pressure. By taking measures, it is to improve the startability of the engine.

[0009]

In order to achieve the above object, according to the invention of claim 1, at the time of starting an engine equipped with a mechanical supercharger driven by the engine, the idea is reversed from the normal one, The supercharger is activated to bring it into a supercharged state, and the increase in the intake charge amount due to supercharging is given priority over the increase in the load due to the operation of the supercharger to secure a large cylinder pressure.

Specifically, as shown in FIG. 1, according to the present invention, in an engine 1 provided with a mechanical supercharger 15 for supercharging intake air, a start detecting means 55 for detecting the start of the engine 1. And supercharge the intake air discharged from the supercharger 15.
A bypass passage 11e for bypassing upstream of the machine 15;
This bypass passage 11e is opened and closed to control the boost pressure.
Bypass valve 38 and driving from engine 1 to supercharger 15
It is arranged in the power transmission system, and the engine 1 side and the supercharger 15 side
Resisting relative rotation between rotating bodies that are connected to each
A damper pulley that gives and absorbs torque fluctuations of the engine 1
22, transmission Newt drivingly connected to the engine 1
Neutral detecting means 5 for detecting that it is in the rull position
6 and rotation detecting means 51 for detecting the engine speed.
Set up.

Furthermore, the neutral position of the transmission by the neutral detection means 56 is detected, and when the time of starting the engine 1 is detected by the start <br/> motion detecting means 55, the engine 1 is self-rotating state (Independent of starter
The target id
If the engine speed has not reached
38 to close the boost condition of the intake air to the supercharger 15, et
The target idle speed is reached after engine 1 is in the self-excited rotation state.
Then, the air bypass valve 38 is opened and the supercharger 15 is not overloaded.
It is characterized in that a control means 57 for controlling the supply state is provided.

[0012] In the present invention of claim 2, the control device of the supercharged engine of the first aspect, the control means 57, when the time of starting the engine 1 is detected by the start detecting means 55, the engine 1 There until becomes self-rotating state,
The supercharger 15 is controlled to be in the intake supercharging state.
The configuration .

[0013]

[Action to the above-described structure, in the invention of claim 1, the neutral position of the transmission by nu <br/> Toraru detecting means 56 is detected, and by the starting detection means 55 at the start of the engine 1 is detected At this time, the control means 57 controls the opening and closing of the air bypass valve 38. That is, when the target idle speed is not reached after the engine 1 is in the self-excited rotation state, the air bypass valve 38 is closed and the bypass passage 11e is closed, and the intake air discharged from the supercharger 15 is supercharged. 15 It is supplied to the cylinders of the engine 1 without returning to the upstream side and enters a supercharged state. Due to the supercharging of intake air by the supercharger 15, the intake charge amount in the cylinder is increased and the cylinder pressure is increased, so that the startability of the engine 1 is improved.

When the target idle speed is reached after the engine 1 is in the self-excited rotation state, the air bypass valve 38 is opened by the control means 57, and the intake air discharged from the supercharger 15 is upstream of the supercharger 15. It is returned to the side and circulates in the supercharger 15 and the bypass passage 11e, and becomes a non-supercharged state.

Thus, when the engine 1 is started when the transmission is in the neutral position and the engine speed reaches the idle speed after the engine speed reaches the self-excited speed, the supercharger 15 enters the non-supercharged state. Therefore, when so-called no-road racing is performed in which the engine speed rapidly increases at the neutral position of the transmission, the supercharger 15 is kept in the non-supercharged state, that is, the unloaded state. It is possible to prevent the rise of the supercharger 15 from being delayed with respect to the increase in rotation. Therefore, the damper pulley 2 arranged to absorb the torque fluctuation of the engine 1 in the driving force transmission system from the engine 1 to the supercharger 15.
2, it is possible to prevent one of the rotating bodies from colliding with the stopper for restricting the stroke end of the relative rotation between the rotating bodies to generate a hitting sound, and improve the durability of the damper pulley 22. You can

According to the second aspect of the present invention, when the start of the engine 1 is detected by the start detecting means 55, until the rotation detecting means 51 detects the self-excited rotation state of the engine 1, the control means 57 causes an excess. The feeder 15 is controlled so as to be in a supercharged state of intake air. Therefore, in the engine 1, the opening timing of the exhaust valve and the closing timing of the intake valve are set so that the ratio of the expansion ratio and the effective compression ratio in the cylinder is greater than 1, and in the non-supercharging state. Even in an engine in which the cylinder pressure greatly decreases due to a shortage of the intake charge amount in the cylinder, a large cylinder pressure can be secured by performing the intake supercharging by the supercharger 15 as described above. The startability of No. 1 can be improved.

[0017]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 4 shows an overall configuration of an engine and its control device according to an embodiment of the present invention. Reference numeral 1 denotes a V-type 6-cylinder engine mounted on the vehicle body of a vehicle such that a crankshaft 1a extends in the front-rear direction. The engine 1 has a pair of banks B, B facing each other on the left and right. The engine 1 includes a cylinder block 2 having a substantially V-shaped cross section that supports a crankshaft 1a, a pair of left and right cylinder heads 3 and 3 assembled on the upper surface of the cylinder block 2, and an upper surface of each cylinder head 3 respectively. Cylinder head covers 4 and 4 and an oil pan 5 assembled on the lower surface of the cylinder block 2. Three cylinders 6, 6, ... (Only one is shown) are formed in each bank B, and each cylinder 6
A combustion chamber 8 surrounded by a piston 7 and a cylinder head 3 fitted therein is provided inside.

Reference numeral 9 denotes an exhaust passage for exhausting exhaust gas from the combustion chamber 8 in each of the cylinders 6, and an exhaust purification device 10 for purifying the exhaust gas is disposed in the exhaust passage.

Reference numeral 11 denotes an intake passage for supplying intake air (air) to the combustion chamber 8 in each cylinder 6, and the upstream end of the intake passage 11 is connected to the air cleaner 12. In the intake passage 11, an air flow meter 13 that detects the intake air amount, a throttle valve 14 that throttles the intake passage 11 to adjust the intake air amount to the engine 1, and by driving the engine 1 compress the air to supercharge it. The mechanical supercharger 15 is installed in order from the upstream side. The intake passage 11 on the downstream side of the supercharger 15 is branched into branch intake passages 11a, 11a for each bank B,
An intercooler 31 for cooling the air compressed by the supercharger 15 and cylinders 6, 6, 6 are provided in each branch intake passage 11a.
Bank B with surge tank 32 that suppresses intake pulsation between
It is provided for each. Furthermore, each of these surge tanks 32
The downstream side of the cylinder has three independent intake passages 1 independent for each cylinder 6.
An injector 33 for injecting and supplying fuel is disposed in each independent intake passage 11b, which is branched into 1b, 11b, ....

Reference numeral 34 is an intake valve that opens and closes the opening of the intake passage 11 to the combustion chamber 8 in each cylinder 6, and 35 is an exhaust valve that opens and closes the opening of the exhaust passage 9 to the combustion chamber 8. 34
As shown in FIG. 5, the valve closing timing of is, for example, 70 after the bottom dead center.
The normal engine (45 to 50 after bottom dead center
°) is closed late. That is, the closing timing of the intake valve 34 is set so that the expansion ratio in each cylinder 6 becomes larger than the effective compression ratio (expansion ratio / effective compression ratio> 1).

As shown in FIG. 6, the supercharger 15 is an internal compression type risholm for sucking in air by the rotation of a pair of built-in male and female rotors (not shown), compressing it internally, and then discharging it. It is of the formula. Gears 18, 19 for synchronously rotating the male and female rotors are attached to the rotary shafts 16, 17 of the respective rotors.
19 are in mesh with each other. One of the rotating shafts 16 is a speed increasing gear mechanism 20 for increasing the speed of the rotor rotation with respect to the input rotation.
A driven pulley 22 is attached to the input shaft 21. The driven pulley 22 is drivingly connected to a drive pulley attached to the crankshaft 1a of the engine 1 via a transmission belt (neither is shown), and the supercharger 15 is driven by the crankshaft 1a of the engine 1 to increase the speed. It is adapted to be rotatably driven at a constant speed via the mechanism 20.

As shown in detail in FIGS. 7 and 8, the driven pulley 22 is a damper pulley that absorbs torque fluctuations of the engine 1. That is, the driven pulley 22 is concentrically arranged on the outer periphery of the pulley main body 23, which is rotationally integrally keyed to the input shaft 21 by the boss portion 23a, and relatively rotatably on the outer periphery of the pulley main body 23 via a needle bearing 24. And a cylindrical pulley portion 25 having a protruding portion 25a at one end corresponding to the boss portion 23a of the pulley body 23 and having a pulley groove 26 around which a transmission belt is wound, and an outer peripheral edge portion having the above-mentioned pulley portion. 25 is coupled to the inner periphery of one end protruding portion 25a of the pulley 25, while the inner peripheral edge is coupled to the outer periphery of the boss portion 23a of the pulley body 23.
3 and a damper member 27 made of a disc-shaped rubber material that rotatably connects the pulley portion 25 to each other, and the elasticity of the damper member 27 absorbs torque fluctuation of the engine 1 and does not transmit it to the supercharger 15. The speed-up gear mechanism 2
The gear backlash at 0 is reduced.

Further, on the inner circumference of the pulley portion 25, a plurality of concave grooves 28, 28, ... Each extending in the axial direction are formed laterally of the needle bearing 24 at circumferential intervals. . On the other hand, on the outer circumference of the pulley body 23, a plurality of ridges 29, 29, ... Which extend in the axial direction and are loosely fitted in the concave grooves 28 on the inner circumference of the pulley portion 25 are circumferentially spaced. The relative rotatable angle between the pulley main body 23 and the pulley portion 25 is set by the range of movement of each of the protrusions 29 in the concave groove 28. The resin stoppers 3 extending in the axial direction are formed on both sides of each groove 28 in the circumferential direction.
0,30 are arranged, and these stoppers 30,3
0, ... are ridges 29 of the damper member 27 and the pulley body 23.
It is integrally connected and supported by an annular stopper connecting portion 30a arranged between (the recessed groove 28 of the pulley portion 25), and a predetermined space is provided between each stopper 30 and the protrusion 29. When the pulley body 23 and the pulley portion 25 rotate relative to each other by a predetermined angle, the protrusions 29 of the pulley body 23 are brought into contact with the stoppers 30 to restrict the relative rotation of a larger angle.

As shown in FIG. 4 again, an intercooler bypass passage to be described later is provided in the intake passage 11 on the discharge side of the supercharger 15 and upstream of the branch portion to the branch intake passage 11a of each bank B. One end of a common intake passage 11c that also serves as a part of 11d and a supercharger bypass passage 11e is branched and connected. At the other end of this common intake passage 11c, an intercooler bypass passage 11d, which is branched into two,
The remaining part of 11d and the remaining part of the turbocharger bypass passage 11e are branched and connected, and the other ends of the intercooler bypass passages 11d are respectively branched at the downstream side of the intercooler 31.
The intercooler bypass passage 11d, which is connected to a and includes the common intake passage 11c, allows the intake air to flow by bypassing the intercooler 31. In the common intake passage 11c (upstream of the branch portion of the intercooler bypass passage 11d to the branch intake passage 11a),
The bypass passage 11 is driven by the actuator 36.
An intercooler bypass valve 37 that opens and closes d is provided.

On the other hand, the other end of the supercharger bypass passage 11e is connected to the intake passage 11 upstream of the supercharger 15 and downstream of the throttle valve 14, and the common intake passage 11 is provided.
By the supercharger bypass passage 11e including c, the supercharger 15
The intake air discharged from is returned to the upstream side of the supercharger 15. An actuator 39 drives the bypass passage 11e in the middle of the bypass passage 11e.
An air bypass valve 38 (ABV) for opening and closing is provided. The actuator 39 has an air bypass valve 38.
A diaphragm 40 connected to the air bypass valve 38
Is provided with a spring 41 for urging the diaphragm 40 to close, and a negative pressure chamber 42 for opening the air bypass valve 38 against the urging force of the spring 41.
The negative pressure chamber 42 is connected to a negative pressure source (not shown) via a negative pressure introducing passage 44 in which an electromagnetic control valve 43 is arranged, and the negative pressure chamber 42 is opened to the atmosphere by the control of the electromagnetic control valve 43. In this case, the air bypass valve 38 is closed to close the bypass passage 11e, while when the negative pressure is introduced from the negative pressure source into the negative pressure chamber 42, the bypass valve 38 is opened to open the bypass passage 11e. Has become.

Further, an on-off valve 46, which is driven by an actuator 45 to open and close the intake passage 11, is arranged in the intake passage 11 between the branch connecting portion to the common intake passage 11c and the branch connecting portion to the intercooler 31. It is set up.

The intercooler bypass valve 37, the air bypass valve 38 (electromagnetic control valve 43), the opening / closing valve 46, and each injector 33 are controlled to be opened / closed by a control unit 50. The control unit 50 includes an intake air amount signal from the air flow meter 13, an engine speed signal from a rotation sensor 51 as a rotation detecting means for detecting the engine speed, and a pressure sensor 52 for detecting intake negative pressure. Boost signal from
Starter for cranking the engine 1 (not shown)
Is in an operating state, a gear position signal from a gear position sensor 53 for detecting a gear position of a transmission (not shown) drivingly connected to the engine 1, an atmospheric pressure signal, and an engine 1 At least the signal of the cooling water temperature of is input.

A signal processing operation for controlling the opening degree of the air bypass valve 38 in the control unit 50 will be described with reference to FIG. 2. First, each of the signals is input in step S1, and the gear position of the transmission is input in step S2. Is a neutral position. If this determination is NO, the process proceeds to step S3, and the opening degree of the air bypass valve 38 that makes the supercharging pressure for the engine 1 a target supercharging pressure according to the gear position of the transmission, the engine speed, and the intake air amount. After setting, the process proceeds to step S9.

On the other hand, when the determination in step S2 is YES, the process proceeds to step S4, and it is determined whether the starter is ON and the engine 1 is in the starting state. When this determination is YES, in step S5, the opening degree of the air bypass valve 38 is set to be fully closed so that the supercharger 15 is in the supercharged state, and then the process proceeds to step S9.

Further, in the step S4, the starter OF
If NO in F, it is determined in step S6 whether the atmospheric pressure is higher than the set value. If NO in this step, the process proceeds to step S5, but the determination is Y.
In the case of ES, the process proceeds to step S7, and it is determined whether or not the startup increase value of the fuel supply amount to the engine 1, which is determined according to the cooling water temperature and the intake air temperature of the engine 1, is larger than the set value. When the determination is YES, the process proceeds to step S5, but when the determination is NO, the opening degree of the air bypass valve 38 is set to be fully opened in step S8, and then the process proceeds to step S9. In this step S9, the air bypass valve 3 set in each of the steps S3, S5, S8 is set.
A control signal is output to the electromagnetic control valve 43 so that the opening degree becomes 8, and then the process returns.

In this embodiment, the step S4 constitutes the start detecting means 55 for detecting the start of the engine 1.

Further, the step S2 constitutes the neutral detecting means 56 for detecting that the transmission drivingly connected to the engine 1 is in the neutral position.

Further, in steps S5, S7 and S8, when the neutral position of the transmission is detected by the neutral detecting means 56 and the start detecting means 55 detects the start of the engine 1, the engine 1 is self-excited. When the target idle speed has not been reached after the rotation state, the air bypass valve 38 is closed to control the supercharger 15 in the supercharged state, and after the engine 1 is in the self-excited rotation state, the target idle speed is reached. When reached, air bypass valve 3
Control means 5 for controlling to open 8 to bring it into a non-supercharging state
7 are configured.

Therefore, in this embodiment, as shown in FIG. 3, when the gear position of the transmission drivingly connected to the engine 1 is in the neutral position and the starter is in the operating state, that is the case. Is detected at the time of starting, and at the time of starting, the fuel having the starting increase value determined based on the cooling water temperature and the intake air temperature of the engine 1 is injected from each injector 33, and the air bypass valve 38 is fully closed. The intake air discharged and discharged from the supercharger 15 is supplied to each cylinder 6 of the engine 1 as it is, and the intake air is supercharged. Therefore, in the engine 1, the expansion ratio in each cylinder 6 is larger than the effective compression ratio due to the late closing of the intake valve 34, and the amount of intake air supplied into the cylinder 6 becomes low in the non-supercharging state. Also, due to the supercharging of the intake air by the supercharger 15, the intake charge amount can be increased and the shortage can be eliminated, the pressure in the cylinder 6 can be ensured to be increased, and the startability of the engine 1 can be improved.

When the engine speed rises above the predetermined speed N1 with the start of the engine 1, the fuel startup increase value is gradually decreased from that point onward, but during this time, the air bypass valve 38 is turned on. It is closed as it is and kept in the supercharging state of the intake air. After that, when the fuel startup increase value becomes equal to or less than the set value and the engine 1 reaches the target idle speed after the self-excited rotation state, the air bypass valve 38 is opened to the full open state and discharged from the supercharger 15. The taken intake air is returned to the upstream side of the supercharger 15, circulates in the supercharger 15 and the bypass passage 11e, and becomes a non-supercharged state. Thus, when the transmission is in the neutral state and the target idle speed is reached after the engine 1 has started to be in the self-excited rotation state due to the start, the supercharger 15 is changed from the supercharged state to the non-supercharged state. Even when the so-called no-road racing is performed in which the engine speed rapidly increases in the neutral state, the supercharger 15 is kept in the non-supercharged state, that is, the unloaded state, and the engine speed increases. On the other hand, the start-up of the supercharger 15 follows well. As a result, the pulley main body 23 and the pulley portion 25 in the driven pulley 22 made up of a damper pulley relatively rotate relatively,
Each ridge 29 of the pulley body 23 corresponds to each groove 2 of the pulley portion 25.
It is possible to suppress the collision with the stopper 30 in the inside 8, and to prevent the generation of impact sound due to the collision with the stopper 30. Further, the durability of the driven pulley 22 can be improved by suppressing the unnecessary collision with the stopper 30.

In the above embodiment, the damper pulley is provided on the driven pulley 22 on the supercharger 15 side. However, this damper pulley may be provided on the drive pulley on the crankshaft 1a side, similar to the above embodiment. It is possible to exert the effect of.

Further, in the above embodiment, the supercharger 15 is constantly driven by the engine 1, the opening degree of the bypass passage 11e is adjusted by the air bypass valve 38, and the bypass amount of the discharge air is changed to change the supercharging state. In addition, the present invention is arranged to switch the non-supercharging state, but in the present invention, an electromagnetic clutch for connecting and disconnecting the power transmission between the engine 1 and the supercharger 15 is provided,
A combination of an electromagnetic clutch that is turned on during supercharging and the air bypass valve 38.
It can also be applied.

Further, in the above-described embodiment, when the target idle speed is reached after the engine 1 is in the self-excited rotation state after starting, the air bypass valve 38 that was open until then is opened. It is also possible to open the air bypass valve 38 and switch to the non-supercharging state when the self-excited rotation state occurs after the start.

Further, in the above embodiment, the closing timing of the intake valve 34 is delayed, but the present invention is applied to the supercharged engine in which the closing timing of the intake valve 34 is closed earlier than the normal timing. also Ru can be applied.

[0040]

As described above, according to the invention of claim 1, in the engine with the mechanical supercharger, the supercharger is set to the intake supercharging state at the time of starting the engine ,
On the supercharger , switch the supercharged state or non-supercharged state of the supercharger.
Open and close the bypass passage that connects the intake passages on the downstream side.
The air bypass valve that controls the boost pressure
Both are installed in the drive force transmission system from the engine to the supercharger.
Install a damper pulley that absorbs engine torque fluctuations.
The transmission connected to the engine is in the neutral position.
When the engine is started when
After reaching self-excited rotation, the target idle speed is reached
If not, close the air bypass valve and supercharge the turbocharger.
The target idle after the engine is in the self-excited rotation state
When the number of revolutions is reached, open the air bypass valve and turn off the turbocharger.
By setting the supercharging state, it is possible to increase the charging amount of intake air filled in the cylinder by the supercharging at the time of starting the engine to secure a large in-cylinder pressure, which improves engine startability. it is possible to achieve, even when the no-load racing the engine speed rapidly increases in the neutral state of the variable speed machine is performed, while maintaining the state not applied with a supercharger load, increase in the engine rotation It is possible to suppress the delay in the rising of the damper pulley, reduce the impact sound of the damper pulley on the stopper, and improve its durability.

[0041] According to the invention of claim 2, at the time of startup of the engine until the engine becomes self-rotating state, the supercharger and to a supercharged state of the intake air, non In a supercharged state, the cylinder pressure can be greatly reduced due to a shortage of the intake air charge amount in the cylinder, but it is possible to secure a large cylinder pressure by the intake supercharging by the supercharger and improve the engine startability. it can.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of the present invention.

FIG. 2 is a flowchart showing a signal processing operation performed by the control unit at the time of starting the engine in the embodiment of the present invention.

FIG. 3 is a time chart showing changes in the fuel increase amount and the engine speed when the engine is started.

FIG. 4 is a diagram showing a configuration of an exemplary embodiment of the present invention.

FIG. 5 is a characteristic diagram showing opening / closing characteristics of an intake / exhaust valve of an engine.

FIG. 6 is a cross-sectional view showing a drive structure of the supercharger.

FIG. 7 is a partially cutaway enlarged front view of the damper pulley.

8 is a sectional view taken along line VIII-VIII of FIG.

[Explanation of symbols]

1 engine 6 cylinder 11 Intake passage 11e Supercharger bypass passage 15 supercharger 22 Driven pulley (damper pulley) 23 Pulley body (rotating body) 25 Pulley (rotating body) 30 stopper 34 intake valve 35 Exhaust valve 38 Air bypass valve 39 Actuator 50 control unit 51 Rotation sensor (rotation detection means) 55 Start detection means 56 Neutral detection means 57 Control means

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Masanari Ota 3-3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (56) Reference JP-A-2-204629 (JP, A) Showa Sho 62 -162347 (JP, U) (58) Fields investigated (Int.Cl. ⁷ , DB name) F02B 33/00 F02B 33/32 F02B 39/04 F02D 41/06 315 F02D 45/00 310

Claims (2)

(57) [Claims] 1. A supercharged engine equipped with a mechanical supercharger for supercharging intake air, comprising start detection means for detecting engine start-up time, and supercharger for intake air discharged from the supercharger. Viper on the upstream side
Bypass passage and an air bypass that opens and closes the bypass passage to control boost pressure.
It is arranged in the pass valve and the driving force transmission system from the engine to the turbocharger,
Between rotating bodies that are drivingly connected to the gin side and supercharger side, respectively
Absorbs engine torque fluctuations by giving resistance to the relative rotation of the engine
The damper pulley and the transmission that is drivingly connected to the engine are set to the neutral position.
The neutral detection means for detecting the existence of the transmission , the rotation detection means for detecting the engine speed , and the neutral position of the transmission by the neutral detection means.
When the position is detected and the engine start time is detected by the start detecting means, the engine is in the self-excited rotation state.
When the target idle speed is not reached after
Closes the air bypass valve to put the supercharger in the intake supercharging state, and after the engine is in the self-excited rotation state, the target id
When the engine speed is reached, open the air bypass valve and turn on the turbocharger.
A control device for an engine with a supercharger, comprising: a control means for controlling the supercharger to a non-supercharged state . 2. A control device for an engine with a supercharger according to claim 1.
In the control means, when the start of the engine is detected by the starting detection means, and controls so that the engine is between until the self-rotating state, the supercharger and the boost condition of the intake structure
Control device for an engine with a supercharger, characterized in that there is a.