JP5983285B2 - Turbocharged engine - Google Patents

Description

  The present invention relates to a turbocharged engine having a turbocharger including a turbine driven by the energy of exhaust gas passing through an exhaust passage and a compressor driven by the turbine to pressurize air in an intake passage. About.

  The turbocharger achieves high engine output by using the energy of exhaust gas discharged from the engine, and has been widely used in various engines.

  In an engine using the turbocharger, the supercharging pressure reaches the upper limit when the engine speed increases to some extent, and thereafter, the supercharging pressure does not exceed the upper limit. Supply pressure control needs to be executed.

  For example, an engine with a turbocharger shown in Patent Document 1 below includes a bypass passage that bypasses the turbine of the turbocharger, and a wastegate valve provided in the bypass passage, and the rotational speed of the engine is high. When the intercept rotational speed (the rotational speed at which the supercharging pressure reaches the upper limit value under full load conditions) is exceeded, the wastegate valve is opened, and a part of the exhaust gas flows into the bypass passage. As a result, the amount of exhaust gas flowing into the turbine is reduced, and an increase in supercharging pressure is suppressed.

  The engine of Patent Document 1 includes an EGR passage that connects an exhaust passage and an intake passage of the engine to each other, and an EGR valve provided in the EGR passage. On the higher speed side than the intercept rotation speed, the waste gate valve is opened while the EGR valve is closed. As a result, the flow of exhaust gas through the EGR passage is interrupted, and the operation of returning the exhaust gas from the exhaust passage to the intake passage (exhaust gas recirculation) is stopped.

JP 2007-315173 A

  By the way, even if the wastegate valve is opened at the intercept rotational speed (and the EGR valve is closed) as in the above-mentioned Patent Document 1, and the exhaust gas flow rate flowing into the turbine is thereby suppressed, the engine rotational speed further increases from that state. If it rises, the pressure (exhaust pressure) of the exhaust gas upstream of the turbine will gradually increase. On the other hand, since the supercharging pressure, that is, the pressure in the intake passage is kept constant, the increase in the exhaust pressure with respect to the supercharging pressure increases as the engine speed increases. This causes an increase in pumping loss and leads to a deterioration in fuel consumption performance.

  The present invention has been made in view of the circumstances as described above, and can improve the fuel efficiency of the engine while appropriately executing the supercharging pressure control for suppressing the supercharging pressure in the high speed region of the engine. An object of the present invention is to provide a turbocharged engine.

In order to solve the above problems, the present invention provides a turbocharger including a turbine driven by the energy of exhaust gas passing through an exhaust passage and a compressor driven by the turbine to pressurize air in the intake passage. An turbocharged engine equipped with a compressor, wherein an exhaust passage upstream of the turbine and an intake passage downstream of the compressor are connected to each other, and an opening / closing provided in the EGR passage A possible EGR valve, a bypass passage provided in the exhaust passage so as to bypass the turbine, an openable / closable wastegate valve provided in the bypass passage, and an opening / closing operation of the EGR valve and the wastegate valve. Control means for controlling, when the supercharging pressure of the compressor reaches a predetermined upper limit value at the full load of the engine When the engine rotation speed is the intercept rotation speed, the control means opens the EGR valve and closes the waste gate valve during operation in the first region set at a higher speed than the intercept rotation speed. The supercharging pressure control is executed, and the second supercharging pressure control that opens both the EGR valve and the wastegate valve is executed during operation in the second region where the exhaust gas flow rate is higher than that in the first region. (Claim 1).

According to the present invention, as the supercharging pressure control that suppresses the supercharging pressure when the engine rotational speed is higher than the intercept rotational speed, first, the first supercharging pressure that opens the EGR valve and closes the wastegate valve. Control is executed. When the EGR valve is opened, a part of the exhaust gas is diverted from the upstream side of the turbine to the EGR passage and returned to the intake passage, so that the amount of exhaust gas flowing into the turbine is reduced and the increase in the supercharging pressure is suppressed. The In addition, since the exhaust gas that has flowed into the EGR passage is returned to the intake passage downstream of the compressor, it plays a role of reducing the difference between the exhaust pressure and the intake pressure. Thereby, the pumping loss is effectively reduced and the fuel efficiency is further improved.

  However, when the first supercharging pressure control as described above is continuously executed even under the condition that the flow rate of the exhaust gas is maximized, the recirculation amount of the exhaust gas returned to the intake passage is excessively large. Therefore, there is a concern of causing problems such as deterioration in combustion stability (or misfire). Therefore, in the present invention, in the second region where the flow rate of the exhaust gas is larger than the execution region (first region) of the first supercharging pressure control described above, the second gate valve is opened in addition to the EGR valve. Supercharging pressure control is executed. As a result, a part of the exhaust gas is returned to the intake passage through the EGR passage, and another part of the exhaust gas flows to the bypass passage (that is, bypasses the turbine), so that the amount of exhaust gas recirculated to the intake passage is reduced. Without excessively increasing, the amount of exhaust gas flowing into the turbine can be sufficiently reduced. As a result, it is possible to appropriately control the supercharging pressure within a range not exceeding the upper limit value while reliably preventing the exhaust gas recirculation amount from becoming excessive and deteriorating the combustion stability.

  In the present invention, preferably, the specifications of the turbocharger are set so that the intercept rotational speed is 1/3 or more of the rated rotational speed of the engine (claim 2).

  As described above, when the intercept rotation speed is set to 1/3 or more of the rated rotation speed (that is, when a relatively large turbine is used as the turbocharger turbine), the supercharging for suppressing the supercharging pressure is performed. The speed range that requires pressure control is limited to a relatively narrow range. This is limited to a very narrow range of the operating region in which the wastegate valve is opened as a final means for suppressing the increase in supercharging pressure (that is, the second region in which the second supercharging pressure control described above is executed). Means that. As described above, since it is not necessary to open the waste gate valve only in a narrow operating region, according to the above configuration, an increase in pumping loss in the high speed region can be minimized.

  In the above configuration, more preferably, the engine is a multi-cylinder engine having a plurality of cylinders, and a plurality of independent exhaust passages whose upstream ends are connected to exhaust ports of one cylinder or a plurality of cylinders in which the exhaust order is not continuous. An exhaust collecting portion in which the downstream end portions of each independent exhaust passage are gathered together, and an exhaust throttle valve that variably sets the flow area of the exhaust gas passing through the independent exhaust passage. The turbine of the feeder is arranged downstream of the exhaust collecting portion, and the control means controls the exhaust throttle valve during operation in the third region set at a lower speed than the intercept rotation speed. The closed independent exhaust throttle control is executed (claim 3).

  According to this configuration, when operating in the third region where the rotational speed is lower than the intercept rotational speed, the independent exhaust throttle control is performed to reduce the flow area in each independent exhaust passage by closing the exhaust throttle valve. The pressure peak value of the exhaust gas (blowdown gas) discharged at a high speed immediately after the exhaust valve is opened can be increased. As a result, the driving force acting on the turbine of the turbocharger can be increased (dynamic pressure supercharging effect), and the negative pressure generated in the exhaust collecting part along with the blow-down of the exhaust can be increased to reduce the residual gas in the cylinder. Scavenging can be promoted (ejector effect). As a result of these effects, it is possible to improve the supercharging capability in the engine low speed range and sufficiently increase the engine torque.

  Here, as described above, the turbocharger turbine is a large turbine whose intercept rotation speed is 1/3 or more of the rated rotation speed. When the turbine is large, it is inherently difficult to sufficiently ensure the supercharging capability in the engine low speed range, and the torque in the low speed range tends to be low. With respect to such a problem, the above configuration can sufficiently compensate for the lack of supercharging capability in the engine low speed region by exerting the dynamic pressure supercharging effect and the ejector effect based on the independent exhaust throttle control. Such a problem can be effectively solved, and the torque in the low speed range can be increased.

  On the other hand, since the exhaust gas flow rate increases on the higher speed side than the intercept rotation speed, a large driving force can be applied to the turbine without performing independent exhaust throttle control or the like. The supercharging ability can be sufficiently increased. Moreover, since the turbine is large, the supercharging capability in the high speed region of the engine is inherently high, and the peak value of the supercharging pressure can be set to a sufficiently high value.

  Furthermore, if the turbine is large, the exhaust gas flow resistance is unlikely to increase in the high speed region of an engine with a large exhaust gas flow rate. In addition, in the above configuration, the flow area in the independent exhaust passage is expanded by stopping the independent exhaust throttle control in a region higher than the intercept rotation speed, so that the pumping loss can be greatly reduced. In addition, the fuel efficiency in the engine high speed range can be further improved.

  In the above configuration, more preferably, an end portion on the exhaust side of the EGR passage is connected to the exhaust collecting portion (claim 4).

  According to this configuration, the exhaust gas flowing into the exhaust collecting portion common to each cylinder can be diverted to the EGR passage before flowing into the turbine of the turbocharger. Can be efficiently reduced.

  As described above, according to the turbocharged engine of the present invention, it is possible to improve the fuel efficiency performance of the engine while properly executing the supercharging pressure control for suppressing the supercharging pressure in the high speed region of the engine. it can.

1 is a diagram illustrating an overall configuration of a turbocharged engine according to an embodiment of the present invention. It is a side view which shows typically the gas flow in the exhaust passage of the said engine. It is a perspective view of the exhaust passage. It is a perspective view which shows the exit part of the independent exhaust passage extended from each cylinder of an engine. It is a graph of the performance curve which shows the characteristic of the compressor of the said turbocharger. It is a block diagram which shows the control system of the said engine. It is the control map which divided the operation area | region of the said engine into the several area | region for every kind of control content. It is a graph which shows the change according to the crank angle of the exhaust pressure of the said engine. It is a time chart which shows the opening / closing timing of the intake / exhaust valve of the said engine for every cylinder. It is a figure for demonstrating the relationship between exhaust pressure and intake pressure (supercharging pressure).

(1) Overall Configuration of Engine FIGS. 1 and 2 show a multi-cylinder engine with a turbocharger according to an embodiment of the present invention. The engine shown in this figure is a 4-cycle spark ignition type multi-cylinder engine mounted on a vehicle as a power source for traveling. Specifically, the engine of this embodiment includes an in-line four-cylinder engine body 1 having four cylinders 2A to 2D arranged in a row, an intake passage 10 for introducing air into the engine body 1, and an engine body. 1 and an exhaust passage 30 for exhausting the exhaust gas generated in 1.

  A piston (not shown) is inserted into each of the cylinders 2A to 2D of the engine body 1 so as to be reciprocally slidable. A combustion chamber 3 is defined above each piston. In the combustion chamber 3, a mixture of fuel and air injected from an injector 9, which will be described later, burns, and exhaust gas generated by the combustion is discharged from the combustion chamber 3 to the exhaust passage in the exhaust stroke of each cylinder 2 </ b> A to 2 </ b> D. It is discharged to 30.

  An upper portion (cylinder head) of the engine body 1 includes an intake port 4 for introducing air supplied from the intake passage 10 into the combustion chamber of each cylinder 2A to 2D, an intake valve 6 for opening and closing the intake port 4, An exhaust port 5 for leading exhaust gas generated in the combustion chamber of each cylinder 2A to 2D to the exhaust passage 30 and an exhaust valve 7 for opening and closing the exhaust port 5 are provided.

  The intake valve 6 and the exhaust valve 7 are driven to open and close in conjunction with the rotation of the crankshaft of the engine body 1 by a valve operating mechanism (not shown) including a camshaft, a cam and the like. VVT 16 is incorporated in each valve operating mechanism for intake valve 6 and exhaust valve 7. VVT 16 is an abbreviation for Variable Valve Timing Mechanism, and is a variable valve mechanism for variably setting the opening / closing timing of the intake valve 6 and the exhaust valve 7.

  At the upper part (cylinder head) of the engine body 1, an injector 9 that injects fuel (fuel containing gasoline) toward the combustion chamber 3, and a mixture of fuel and air injected from the injector 9 is caused by spark discharge. One set of spark plugs 8 for supplying ignition energy is provided for each of the cylinders 2A to 2D.

  The spark plug 8 sequentially supplies ignition energy to the air-fuel mixture of each of the cylinders 2A to 2D according to power supply from an ignition circuit (not shown). In the in-line four-cylinder engine as in the present embodiment, ignition is performed at a timing shifted by 180 ° CA in the order of the first cylinder 2A → the third cylinder 2C → the fourth cylinder 2D → the second cylinder 2B. An exhaust stroke or the like is performed (see also FIG. 9 described later). Note that “° CA” represents a rotation angle (crank angle) of a crank shaft that is an output shaft of the engine.

  The intake passage 10 is a surge provided in common to the four independent intake passages 11 communicating with the intake ports 4 of the cylinders 2A to 2D and the upstream side of each independent intake passage 11 (upstream side in the flow direction of intake air). The tank 12 and a single tubular intake pipe 13 provided on the upstream side of the surge tank 12 are provided. The intake pipe 13 is provided with an openable / closable throttle valve 14 for adjusting the amount of intake air, and an intercooler 15 for cooling air compressed by a turbocharger 20 described later.

  As shown in FIGS. 1 to 4, the exhaust passage 30 includes a plurality of independent exhaust passages 31, 32, 33 communicating with the exhaust ports 5 of the cylinders 2 </ b> A to 2 </ b> D, and downstream of the independent exhaust passages 31, 32, 33. It has an exhaust collecting portion 34 in which end portions (end portions on the downstream side in the exhaust gas flow direction) are gathered, and a single tubular exhaust pipe 35 provided on the downstream side of the exhaust collecting portion 34. The exhaust pipe 35 is provided with a catalytic converter 36 containing a catalyst such as a three-way catalyst, a silencer (not shown), and the like.

  As described above, in this embodiment, three independent exhaust passages 31, 32, 33 are prepared for the four cylinders 2A, 2B, 2C, 2D. This is because the central independent exhaust passage 32 has a Y-shaped branch shape so that it can be commonly used for the second cylinder 2B and the third cylinder 2C. That is, the independent exhaust passage 32 is formed by joining two branch passage portions 32a and 32b extending from the exhaust ports 5 of the second cylinder 2B and the third cylinder 2C and the branch passage portions 32a and 32b. And a common passage portion 32c. On the other hand, the independent exhaust passages 31 and 33 connected to the exhaust ports 5 of the first cylinder 2A and the fourth cylinder 2D are formed in a single tube without branching. Hereinafter, the single tubular independent exhaust passages 31 and 33 will be referred to as “first independent exhaust passage 31” and “third independent exhaust passage 33”, respectively, and the independent exhaust passage 32 branched in a bifurcated manner will be referred to as “second independent exhaust passage”. It may be referred to as “passage 32”.

  Here, in the four-cycle four-cylinder engine as in this embodiment, the ignition is performed in the order of the first cylinder 2A → the third cylinder 2C → the fourth cylinder 2D → the second cylinder 2B. The second cylinder 2B and the third cylinder 2C to which the upstream end of the two independent exhaust passages 32 are connected have a relationship in which the exhaust order (the order in which the exhaust stroke is performed) is not continuous. Therefore, even when the common independent exhaust passage 32 is connected to the second cylinder 2B and the third cylinder 2C as described above, the exhaust gas from both the cylinders 2B and 2C flows into the second independent exhaust passage 32 at the same time. There is no.

  The first and third independent exhaust passages 31 and 33 formed in a single tubular shape are directed toward the center side in the cylinder row direction so as to gradually approach the common passage portion 32c of the second independent exhaust passage 32 positioned therebetween. And extended. The respective downstream end portions of the first and third independent exhaust passages 31 and 33 and the downstream end portion of the second independent exhaust passage 32 (downstream end portion of the common passage portion 32c) are at a predetermined angle (relatively shallow angle). Therefore, the exhaust collecting portion 34 is formed on the downstream side of each independent exhaust passage 31 to 33.

  The single tubular first independent exhaust passage 31 and the third independent exhaust passage 33 have symmetrical shapes with a center line passing between the second cylinder 2B and the third cylinder 2C interposed therebetween. For this reason, the first independent exhaust passage 31 and the third independent exhaust passage 33 have the same passage length and volume. On the other hand, in the bifurcated second independent exhaust passage 32, the total length of the branch passage portions 32a and 32b and the common passage portion 32c is equal to the length of each of the first and second independent exhaust passages 31 and 32. It is formed to be the same and has the same volume as the first and second independent exhaust passages 31 and 32.

  As shown in FIGS. 2 and 4, the downstream portions of the first and third independent exhaust passages 31 and 33 and the downstream portion of the second independent exhaust passage 32 (common passage portion 32 c) are in the flow direction of the exhaust gas. Are divided into two parts by partition walls 37 extending along the lines. That is, the downstream portions of the first and third independent exhaust passages 31 and 33 and the common passage portion 32c of the second independent exhaust passage 32 have two flow paths 38 and 39 that are partitioned by the partition wall 37, respectively. Yes.

  Each partition wall 37 in the first to third independent exhaust passages 31, 32, 33 extends over a range from a middle portion of the independent exhaust passages 31, 32, 33 to a downstream end portion (connecting portion with the exhaust collecting portion 34). Is provided. In other words, each of the independent exhaust passages 31, 32, 33 is connected to the exhaust collecting portion 34 while being divided into the flow paths 38, 39 (the division state is not canceled in the middle). .

  The exhaust passage 30 is provided with an exhaust throttle valve 40 for changing the flow area of the exhaust gas passing through the first to third independent exhaust passages 31, 32 and 33. The exhaust throttle valve 40 is one of the flow paths 38, 39 provided in the downstream portions of the first to third independent exhaust passages 31, 32, 33 (in this embodiment, the flow located on the lower side of FIG. 4). The passage area in each independent exhaust passage 31, 32, 33 is changed by blocking the passage 39) so that it can be opened and closed. In the following, the flow path 39 opened and closed by the exhaust throttle valve 40 is referred to as “variable flow path 39”, and the other flow path 38 is referred to as “normal flow path 38”.

  Although the exhaust throttle valve 40 is not shown in detail, the three valve bodies provided to block the variable flow paths 39 in the first to third independent exhaust passages 31, 32, 33, A shaft that connects the valve bodies to each other and a drive source (such as an electric motor) that rotationally drives the shaft are provided. The exhaust throttle valve 40 having such a structure can simultaneously open and close the variable flow passages 39 in the independent exhaust passages 31, 32, 33 as the shaft and the valve body are driven to rotate by the drive source. .

  The engine of this embodiment is equipped with a turbocharger 20 that is driven by the energy of exhaust gas discharged from the engine body 1.

  The turbocharger 20 includes a turbine housing 21 provided immediately downstream of the exhaust collecting portion 34 of the exhaust passage 30 (between the exhaust collecting portion 34 and the exhaust pipe 35), and a turbine disposed in the turbine housing 21. 22, a compressor 23 disposed in the intake pipe 13, and a connecting shaft 24 that connects the turbine 22 and the compressor 23 to each other. When the exhaust gas is discharged from the cylinders 2A to 2D of the engine body 1 during the operation of the engine, the exhaust gas flows into the turbine housing 21 of the turbocharger 20 through the independent exhaust passages 31, 32, 33 and the like. Thus, the turbine 22 receives the energy of the exhaust gas and rotates at high speed. Further, when the compressor 23 connected to the turbine 22 via the connecting shaft 24 is driven at the same rotational speed as the turbine 22, the intake air passing through the intake pipe 13 is pressurized and each cylinder of the engine body 1 is compressed. Pumped to 2A-2D.

  The exhaust passage 30 is provided with a bypass passage 42 for bypassing the turbine 22 of the turbocharger 20 so as to connect the turbine housing 21 and the exhaust pipe 35 on the downstream side thereof. A wastegate valve 43 is provided in the middle of 42 so as to be openable and closable. When the wastegate valve 43 is opened, at least a part of the exhaust gas discharged from the engine body 1 passes through the bypass passage 42, so that the amount of exhaust gas flowing into the turbine 22 is reduced and the driving force of the turbine 22 is reduced. Is suppressed.

  The exhaust collecting portion 34 of the exhaust passage 30 and the surge tank 12 of the intake passage 10 are connected to each other via an EGR passage 45. The EGR passage 45 is a passage for performing so-called exhaust gas recirculation in which a part of the exhaust gas discharged from the engine body 1 is returned to the intake system. The EGR passage 45 is provided with an EGR cooler 46 for cooling the EGR gas (exhaust gas returned to the intake system), and an openable EGR valve 47 for controlling the flow rate of the EGR gas passing through the EGR passage 45. It has been.

(2) Characteristics of Turbocharger In this embodiment, a combination of a relatively large turbine 22 and a compressor 23 is used as the turbocharger 20. The reason is as follows.

  Conventionally, from the viewpoint of improving torque response particularly when accelerating from a low speed range, the size of the turbine is often reduced relative to the compressor so that a high pressure ratio can be obtained even in a low speed range where the flow rate of exhaust gas is small. It was. The turbine cannot rotate at high speed without a certain amount of exhaust gas, but if it is a small turbine, it can rotate at high speed even if the flow rate of exhaust gas is small, so the pressure ratio of the compressor in the low speed range is increased ( In other words, the supercharging ability in the low speed range can be increased).

  FIG. 5 is a performance curve graph showing the characteristics of the compressor, in which the vertical axis represents the pressure ratio of the compressor and the horizontal axis represents the discharge flow rate of the compressor. In the graph of FIG. 5, each line SL, RL, CL represents a surge line, a rotation limit line, and a choke line, respectively, and a region surrounded by these lines is a compressor operable region. In addition, a curve group such as a contour line illustrated in this operable region is an isoefficiency line connecting operating points where the efficiency of the compressor is equal, and the curve located at the center side of the region has a higher efficiency. Represents.

  As has been widely used in the past, when a relatively small turbine is used, the rotational speed of the turbine immediately increases during acceleration from the low speed range of the engine, and the pressure ratio of the compressor also increases accordingly. Rise relatively sharply. Thus, since a high pressure ratio can be obtained even with a small flow rate, as a characteristic of the compressor at the time of acceleration, a curve with a large slope such as the curve L2 in FIG. As a result, a relatively high boost pressure can be obtained even in the low speed region of the engine, so that the torque of the engine in the low speed region increases and the acceleration response from the low speed region is improved. In the curve L2, the pressure ratio reaches a peak from the middle (shifts to a horizontal straight line), which is supercharged to the upper limit value provided from the viewpoint of protecting the engine and the turbocharger. This shows that supercharging pressure control (control such as opening a wastegate valve) was executed because the pressure reached.

  As described above, downsizing the turbine is advantageous for reinforcing the torque in the low speed region of the engine, but on the other hand, in the high speed region of the engine, the flow resistance of the exhaust gas when passing through the turbine. However, there is a disadvantage that the pumping loss increases. Further, since the vicinity of the surge line SL of the compressor is frequently used, it cannot be said that it is an efficient usage when viewed from the compressor alone.

  In contrast, in this embodiment, a relatively large turbine 22 is used. For this reason, when the engine is accelerated from a low speed region, as shown by a curve L1 in FIG. 5, a portion where the efficiency of the compressor 23 is high (near the contour ridge) is frequently used. Is preferable.

  However, in a situation where the flow rate of the exhaust gas is small as in the early stage of acceleration, the rotational speed of the turbine 22 does not increase easily, and the pressure ratio of the compressor 23 increases only slowly. This means that the torque in the engine low speed region does not increase sufficiently, and the acceleration response from the low speed region becomes worse.

  On the other hand, after the engine rotational speed has increased to some extent, a large pressure ratio can be obtained in accordance with the rotational increase of the turbine 22, and sufficient torque can be secured. In addition, the flow resistance when the exhaust gas flow rate is high (the resistance when the exhaust gas passes through the turbine 22) is smaller than when the turbine is small, thus reducing the pumping loss in the engine high speed range and improving fuel efficiency. Can be made.

  As described above, the configuration of the present embodiment in which the turbine 22 is enlarged is advantageous in terms of securing torque in the high speed range and fuel consumption, but has a problem that the torque in the low speed range cannot be sufficiently produced. Therefore, in order to cope with such a problem, in the present embodiment, the torque in the low speed range is executed by executing the independent exhaust throttle control in which the exhaust throttle valve 40 is closed and the variable flow path 39 is shut off in the low speed range. The shortage is made up (details will be described later).

(3) Control System Next, the engine control system will be described with reference to FIG. Each part of the engine of this embodiment is comprehensively controlled by an ECU (engine control unit) 50. As is well known, the ECU 50 is a microprocessor including a CPU, a ROM, a RAM, and the like, and corresponds to a control unit according to the present invention.

  Information from various sensors is input to the ECU 50. For example, an engine or a vehicle includes an engine speed sensor SN1 for detecting the rotation speed of the engine, that is, the rotation speed of the crankshaft of the engine body 1, and an engine water temperature sensor SN2 for detecting the temperature of engine cooling water. An air flow sensor SN3 for detecting the flow rate of the intake air passing through the intake pipe 13, and an accelerator opening sensor SN4 for detecting the opening (accelerator opening) of an accelerator pedal (not shown) operated by the driver The information detected by each of these sensors is sequentially input to the ECU 50 as an electrical signal.

  ECU50 controls each part of an engine, performing various calculations etc. based on the input signal from said each sensor (SN1-SN4 etc.). That is, the ECU 50 is electrically connected to the spark plug 8, the injector 9, the VVTs 16 and 16 for the intake and exhaust valves, the throttle valve 14, the exhaust throttle valve 40, the waste gate valve 43, and the EGR valve 47, and performs the above calculation. Based on the result of the above, a drive control signal is output to each of these devices.

(4) Control according to operation region Next, a specific example of engine control performed by the ECU 50 will be described with reference to the control map of FIG.

  In FIG. 7, WOT represents the full load line of the engine (engine torque when the accelerator is fully opened). In the present embodiment, since the turbocharger 20 is provided in the engine, the full load line WOT of the engine is larger than the natural intake line NA that is the upper limit of the engine torque at the time of natural intake (no supercharge). It is set high.

  The point IC existing on the full load line WOT is a so-called intercept point. In this intercept point IC, since the supercharging pressure by the compressor 23 of the turbocharger 20 reaches a predetermined upper limit value, supercharging pressure control is performed to prevent the supercharging pressure from rising further. Is done. Hereinafter, the engine rotation speed Ni corresponding to the intercept point IC is referred to as “intercept rotation speed Ni”.

  The point X existing on the full load line WOT on the higher speed side than the intercept point IC is the maximum output point at which the engine output is maximized. Hereinafter, the engine rotation speed Nx corresponding to the maximum output point X is referred to as “rated rotation speed Nx”. The rated rotational speed Nx takes a relatively high speed value, but does not necessarily coincide with the maximum allowable rotational speed of the engine (speed that enters the so-called red zone).

  As described above, in this embodiment, since the relatively large turbine 22 is used, the supercharging pressure by the compressor 23 does not reach the upper limit value unless the engine speed is increased to some extent. For this reason, the engine rotational speed corresponding to the intercept point IC, that is, the intercept rotational speed Ni is a value equal to or more than 1/3 of the rated rotational speed Nx of the engine. In other words, the specification of the turbocharger 20 of the present embodiment is set such that the intercept rotational speed Ni is equal to or higher than 1/3 of the rated rotational speed Nx of the engine.

  According to the map of FIG. 7, the first region R1 is set on the high load side (the higher torque side) in the speed region higher than the intercept rotational speed Ni, and further than the first region R1. The second region R2 is set on the high load side. On the other hand, the third region R <b> 3 is set on the high load side in the speed region on the lower rotation side than the intercept rotation speed Ni. In addition, the remaining areas excluding the first, second, and third areas R1, R2, and R3, that is, the area extending downward with the intercept point IC as the apex, and the area on the lower load side than the natural intake line NA The fourth region R4 is set.

  During engine operation, the ECU 50 sequentially determines in which region the engine is operated in the control map of FIG. 7 based on information obtained from the engine speed sensor SN1, airflow sensor SN3, accelerator opening sensor SN4, and the like. Then, the following control is executed according to the determination result.

(I) Fourth region R4
First, control when the engine is operated in the fourth region R4 will be described. During operation in the fourth region R4, the ECU 50 executes the following control.
-Open the exhaust throttle valve 40 (non-execution of independent exhaust throttle control).
-Close the wastegate valve 43.

  That is, in the fourth region R4, the exhaust throttle valve 40 is opened, and the variable flow paths 39 in the first to third independent exhaust passages 31, 32, 33 are opened. Thereby, in each independent exhaust passage 31,32,33, exhaust gas can distribute | circulate through both the regular flow path 38 and the variable flow path 39, and the distribution | circulation resistance of exhaust gas is reduced. For this reason, exhaust gas is discharged smoothly even under operating conditions in which the amount of exhaust gas discharged from each cylinder 2A to 2D per unit time increases, particularly as in the high speed region within the fourth region R4. Pumping loss is reduced.

  Further, in the fourth region R4, the wastegate valve 43 is closed so that all the exhaust gas discharged through the independent exhaust passages 31, 32, 33 flows into the turbine 22 of the turbocharger 20. As a result, the turbine 22 rotates in response to the energy of the exhaust gas, and the compressor 23 is driven by the turbine 22 and supercharging by the compressor 23 is performed.

  The EGR valve 47 is opened at least on the low load side in the fourth region R4. Thereby, the exhaust gas recirculation operation through the EGR passage 45 is performed, and the pumping loss in the low load region is reduced.

(Ii) Third region R3
During operation in the third region R3, the ECU 50 executes the following control.
Close the exhaust throttle valve 40 (execution of independent exhaust throttle control).
・ Expand the valve overlap period of intake and exhaust valves 6 and 7.
Close both the wastegate valve 43 and the EGR valve 47.

  That is, in the third region R3, the independent exhaust throttle control for closing the exhaust throttle valve 40 is executed, whereby the variable flow paths 39 in the first to third independent exhaust passages 31, 32, 33 are blocked. . This means that the flow area in each independent exhaust passage 31, 32, 33 has been substantially reduced. Then, the exhaust gas discharged from each of the cylinders 2A to 2D of the engine main body 1 passes through only the regular flow path 38 in each independent exhaust passage 31, 32, 33, and maintains the high flow rate, and the exhaust collecting portion 34 and It flows into the turbine 22.

  In the third region R3, both the waste gate valve 43 and the EGR valve 47 are closed. As a result, all the exhaust gas discharged from each of the cylinders 2A to 2D flows into the turbine 22 of the turbocharger 20, and the supercharging by the compressor 23 is performed to the maximum extent.

  Further, in the third region R3, each VVT 16 for the intake valve 6 and the exhaust valve 7 is driven, so that the valve overlap period in which both the intake valve 6 and the exhaust valve 7 open is longer than in the fourth region R4. Is set to be longer. That is, as shown in FIGS. 8 and 9, both the intake valve 6 and the exhaust valve 7 are opened over a relatively long period OL from the latter half of the exhaust stroke of each cylinder 2A to 2D to the first half of the intake stroke. Thus, the opening / closing timing of the intake / exhaust valves 6 and 7 is set.

  The above-described control is executed not only during steady operation in the third region R3, but also during a transition period in which the engine operating point tends to shift from the low load region to the third region R3. That is, the load (required torque based on the accelerator opening) increases during operation in the low speed region of the engine, and accordingly, the engine operation point moves upward in FIG. 7 toward the third region R3. Sometimes, prior to the actual transition to the third region R3, control is performed to close the exhaust throttle valve 40 and expand the valve overlap period.

(Iii) First region R1
During operation in the first region R1, the ECU 50 executes the following control.
-Open the exhaust throttle valve 40 (non-execution of independent exhaust throttle control).
Open the EGR valve 47 and close the waste gate valve 43 (first supercharging pressure control).

  The first region R1 is a region including the full load line WOT on the higher speed side than the intercept rotational speed Ni. If the amount of exhaust gas flowing into the turbine 22 of the turbocharger 20 is not suppressed, supercharging by the compressor 23 is performed. This is an area where the pressure is excessive. Therefore, in the first region R1, in order to protect the engine body 1 and the turbocharger 20, the first supercharging pressure control that opens the EGR valve 47 is executed.

  Since the EGR valve 47 is opened in accordance with the first supercharging pressure control, the exhaust gas is returned to the intake passage 10 through the EGR passage 45 connected to the exhaust collecting portion 34, so that it is downstream of the exhaust collecting portion 34. The amount of exhaust gas flowing into the turbine 22 disposed on the side is reduced, and thereby the supercharging pressure is controlled so as not to exceed the upper limit value (so as to be constant at the upper limit value).

  On the other hand, in the first supercharging pressure control, the wastegate valve 43 is maintained in a closed state (fully closed state). This is because the first region R1 can maintain the supercharging pressure at the upper limit only by exhaust gas recirculation because the flow rate of the exhaust gas is smaller than the second region R2 described later.

  In the first region R1, the engine speed is relatively high and the flow rate of the exhaust gas is large. Therefore, the exhaust throttle valve 40 is opened to cope with this, and the first to third independent exhaust passages 31, 32, 33 are provided. Each variable flow path 39 is opened. As a result, the exhaust gas from each of the cylinders 2A to 2D is smoothly discharged to the downstream side through both the regular flow path 38 and the variable flow path 39 in each independent exhaust passage 31, 32, 33.

(Iv) Second region R2
During operation in the second region R2, the ECU 50 executes the following control.
-Open the exhaust throttle valve 40 (non-execution of independent exhaust throttle control).
Open both the EGR valve 47 and the waste gate valve 43 (second supercharging pressure control)
The second region R2 is the region with the highest rotation and the highest load, and is a condition where the flow rate of the exhaust gas is the highest, so the boost pressure by the compressor 23 is most likely to rise. For this reason, it is difficult to maintain the supercharging pressure at the upper limit only by opening the EGR valve 47 (just performing exhaust gas recirculation) as in the first region R1 described above. Of course, it is conceivable to suppress the increase in the supercharging pressure by opening the EGR valve 47 more greatly than in the first region R1, but in this way, the amount of fresh air supplied into the cylinders 2A to 2D May cause instability in combustion and misfire.

  Therefore, in the second region R2, second boost pressure control is performed in which the waste gate valve 43 is additionally opened while the EGR valve 47 is opened at an opening of a predetermined value or less. As a result, the supercharging pressure is maintained at the upper limit in spite of the most exhaust gas flow rate, and the stability of combustion is ensured.

  The control in the second region R2 is basically the same as the control in the first region R1 except that the waste gate valve 43 is opened as described above.

(5) Operation, etc. As described above, the engine of the present embodiment is downstream of the exhaust passage 30 (specifically, the exhaust collecting portion 34) upstream of the turbine 22 of the turbocharger 20 and the compressor 23. An EGR passage 45 that connects the intake passage 10 on the side, an EGR valve 47 that can be opened and closed provided in the EGR passage 45, a bypass passage 42 provided in the exhaust passage 30 so as to bypass the turbine 22, and a bypass An openable / closable wastegate valve 43 provided in the passage 42 and an ECU 50 (control means) for controlling each part of the engine including the EGR valve 47 and the wastegate valve 43 are provided. The ECU 50 performs the first supercharging pressure control that opens the EGR valve 47 and closes the waste gate valve 43 during the operation in the first region R1 that is set at a higher speed than the intercept rotation speed Ni. The second boost pressure control that opens both the EGR valve 47 and the wastegate valve 43 is performed during the operation in the second region R2 where the rotational speed or load is higher than that of the R1 (and thus the flow rate of the exhaust gas is relatively high). Run. According to such a configuration, there is an advantage that the fuel efficiency performance of the engine can be improved while appropriately performing the supercharging pressure control for suppressing the supercharging pressure in the high speed region of the engine.

That is, in the above embodiment, as the supercharging pressure control that suppresses the supercharging pressure when the engine rotational speed rises higher than the intercept rotational speed Ni, first, the EGR valve 47 is opened and the wastegate valve 43 is closed first. The supercharging pressure control is executed. When the EGR valve 47 is opened, a part of the exhaust gas is diverted from the upstream side of the turbine 22 to the EGR passage 45 and returned to the intake passage 10, so that the amount of exhaust gas flowing into the turbine 22 is reduced and the boost pressure is increased. Is suppressed (maintained at the upper limit). In addition, since the exhaust gas branched into the EGR passage 45 is returned to the intake passage 10 on the downstream side of the compressor 23 , it serves to reduce the difference between the exhaust pressure and the intake pressure. Thereby, the pumping loss is effectively reduced and the fuel efficiency is further improved.

  Of course, contrary to the above, it is conceivable to control the supercharging pressure by closing the EGR valve 47 and opening the waste gate valve 43. This is because if the wastegate valve 43 is opened, a part of the exhaust gas bypasses the turbine 22 and is discarded downstream of the exhaust passage 30 to suppress the driving force of the turbine 22. However, if this is done, the increment of the exhaust pressure with respect to the intake pressure (same as the supercharging pressure) is expanded, resulting in an increase in pumping loss. For example, when the engine rotational speed further increases beyond the intercept rotational speed Ni, the supercharging pressure is set to a predetermined value by opening the waste gate valve 43 as shown in “Exhaust pressure (W / G)” of FIG. Is maintained at the upper limit value (indicated by Z in the figure), while the exhaust pressure upstream of the turbine 22 gradually increases. This is because when the amount of exhaust gas flowing into the turbine 22 is reduced, the effect of the decrease on the driving force of the turbine 22 is greater than the effect on the exhaust pressure (that is, the amount of exhaust gas). This is because the driving force of the turbine 22 is greatly reduced even if this is slightly reduced. Therefore, when the supercharging pressure is controlled by opening the wastegate valve 43 as described above, the difference ΔH2 between the exhaust pressure and the intake pressure increases as the speed increases, and the pumping loss increases.

  On the other hand, in the above embodiment, as the first supercharging pressure control, since the EGR valve 47 is opened and the waste gate valve 43 is closed, as shown in the “exhaust pressure (EGR)” of FIG. The pumping loss can be effectively reduced by suppressing an increase in exhaust pressure. That is, when the EGR valve 47 is opened, exhaust gas is returned to the intake passage 10 (specifically, the surge tank 12 downstream of the compressor 23) through the EGR passage 45, and the returned exhaust gas (EGR gas). ) Is added to the intake air, and assuming that the supercharging pressure (≈intake pressure) is constant, the amount of intake air to be compressed by the compressor 23 decreases by the amount of the added EGR gas. This means that the driving force to be applied to the turbine 22 needs only a small value, so that the amount of exhaust gas flowing into the turbine 22 can be reduced and the exhaust pressure upstream of the turbine 22 can be kept lower. Can do. Thus, according to the first supercharging pressure control that controls the supercharging pressure by EGR, when the supercharging pressure is controlled by opening the wastegate valve 43 (so to speak, exhaust gas is discarded to the downstream side of the turbine 22). The required boost pressure can be obtained even if the exhaust pressure is reduced compared to the case), so that the difference ΔH1 between the exhaust pressure and the intake pressure can be reduced, and the pumping loss can be reduced to improve the fuel efficiency. Can do.

  In addition, there is a concern that the engine torque decreases when EGR gas is mixed in the intake air, but even if EGR gas is introduced at a higher speed than the intercept rotation speed Ni, this does not immediately lead to a decrease in torque. . That is, the torque of the supercharged engine is roughly determined by the three main factors of the supercharging pressure, the ignition timing, and the exhaust gas temperature limit, but EGR is in the region on the higher speed side (and higher load side) than the intercept rotation speed Ni. When the gas is introduced appropriately, knocking is suppressed and the exhaust gas temperature is lowered, so that the ignition timing can be advanced, and the amount of air introduced into the engine (and fuel injection determined in proportion to this) The specific output with respect to (amount) increases. In addition, the output is improved by the above-described effect of reducing the pumping loss. As described above, if an appropriate amount of EGR gas is introduced, the fuel efficiency can be improved without reducing the engine torque.

  On the other hand, when the first supercharging pressure control (supercharging pressure control using EGR) as described above is continuously executed even under the condition that the flow rate of the exhaust gas is maximized, the intake passage 10 There is a concern that the amount of exhaust gas recirculated (EGR gas amount) returned to 1 may become excessive and cause problems such as deterioration in combustion stability (or misfire). Therefore, in the above embodiment, the waste gate valve 43 is added to the EGR valve 47 in the second region R2 where the flow rate of the exhaust gas is larger than that in the first supercharging pressure control execution region (first region R1). The second supercharging pressure control that opens is executed. As a result, part of the exhaust gas is returned to the intake passage 10 through the EGR passage 45, and another part of the exhaust gas flows to the bypass passage 42 (that is, bypasses the turbine 22). The amount of exhaust gas flowing into the turbine 22 can be sufficiently reduced without excessively increasing the gas recirculation amount. As a result, it is possible to appropriately control the supercharging pressure within a range not exceeding the upper limit value while reliably preventing the exhaust gas recirculation amount from becoming excessive and deteriorating the combustion stability.

  Here, in the said embodiment, the comparatively large thing is used as the turbine 22 of the turbocharger 20, and intercept rotation speed Ni is set to 1/3 or more of engine rated rotation speed Nx. For this reason, the speed range that requires supercharging pressure control to suppress the supercharging pressure is the engine with a supercharger that has been used frequently, especially the engine that downsized the turbine with emphasis on acceleration response from the low speed range. Compared with, a narrow range is sufficient. This is because the operating region where the wastegate valve 43 is opened as a final means for suppressing the supercharging pressure (that is, the second region R2 in which the second supercharging pressure control described above is executed) is limited to a very narrow range. Means that Thus, since it is not necessary to open the wastegate valve 43 only in a narrow operating region, according to the embodiment, an increase in pumping loss in the high speed region can be minimized.

  In the above-described embodiment, the exhaust passage 30 of the engine has the first and third independent exhaust passages 31 and 33 in which the upstream end is connected to the exhaust port 5 of one cylinder (2A or 2D), and the exhaust order is the same. A second independent exhaust passage 32 having an upstream end connected to each exhaust port 5 of a plurality of non-continuous cylinders (2B and 2C) and a downstream end of each of the independent exhaust passages 31, 32, 33 are combined into one. The assembled exhaust collecting part 34 and an exhaust throttle valve 40 that variably sets the flow area of the exhaust gas passing through the independent exhaust passages 31, 32, 33 are provided. A turbine 22 of the supercharger 20 is provided. The ECU 50 executes independent exhaust throttle control for closing the exhaust throttle valve 40 during operation in the third region R3 set at a lower speed side than the intercept rotation speed Ni. According to such a configuration, the supercharging capability of the turbocharger 20 in the low speed region can be further enhanced by a so-called dynamic pressure supercharging effect using exhaust gas blowdown.

  FIG. 8 is a graph in which the abscissa indicates the crank angle of a specific cylinder and the ordinate indicates the pressure of exhaust gas discharged from each of the cylinders 2A to 2D (measured value at the exhaust collecting portion 34). In this graph, BDC and TDC on the horizontal axis indicate the bottom dead center and top dead center of the specific cylinder, respectively, and the interval from BDC to TDC is 180 ° CA in terms of crank angle. The characteristic line A shown in the figure shows the pressure of the exhaust gas when the independent exhaust throttle control is executed, and the characteristic line B shows the pressure of the exhaust gas when the independent exhaust throttle control is not executed. Show.

  The engine of this embodiment is a four-cylinder engine, and the ignition interval between the cylinders 2A to 2D is 180 ° CA. Accordingly, in accordance with this, blow-down (high pressure) of exhaust gas generated immediately after the exhaust valve 7 is opened.・ High-speed exhaust flow) also occurs every 180 ° CA. According to the graph of FIG. 8, the peak value of the exhaust pressure due to blowdown is higher on the characteristic line A with independent exhaust throttle control than on the characteristic line B without independent exhaust throttle control. This is because the independent exhaust throttling control is performed, whereby the variable flow passage 39 in each of the independent exhaust passages 31, 32, 33 is blocked, the exhaust gas flow area is reduced, and the exhaust gas is concentrated in a short time. This is because it began to flow through.

  Here, the effective exhaust time (blow-down period) per exhaust stroke becomes shorter as the exhaust pressure peak value (blow-down peak) appearing immediately after the exhaust valve 7 is opened is higher. On the other hand, it is known that the effect of dynamic pressure supercharging has a quadratic characteristic with respect to the blowdown peak. Therefore, as shown by the characteristic line A, when the blowdown peak is increased by the independent exhaust throttle control, compared to the characteristic line B having a low blowdown peak (when the independent exhaust throttle control is not executed). Thus, even if the reduction due to the shortening of the blowdown period is subtracted, the average driving force (time average value of the driving force) received by the turbine 22 from the exhaust gas increases.

  In addition, as shown in characteristic line A with independent exhaust throttle control, when the blow-down period is shortened, the bottom value of the exhaust pressure generated after the blow-down peak decreases to a lower value (a value significantly lower than the boost pressure). To do. Therefore, when the independent exhaust throttle control is executed, the drop (shown as ΔHp in FIG. 8) from the peak value to the bottom value of the exhaust pressure becomes larger. This leads to the exhaust gas being discharged more smoothly and the residual gas in the cylinders 2A to 2D being reduced (accelerating scavenging), which in turn leads to an improvement in engine torque.

  In addition, in the above embodiment, the valve overlap period indicated by OL in FIG. 8 is expanded during operation in the third region R3 that executes the independent exhaust throttle control, and the exhaust top dead center (the exhaust stroke and the intake stroke Since both the intake valve 6 and the exhaust valve 7 are opened over a relatively long period before and after the top dead center (TDC in FIG. 8), the so-called ejector effect is effectively exhibited to further promote scavenging. can do. The ejector effect is an action of sucking a driven fluid using a negative pressure generated around a high-speed jet.

  That is, when a certain cylinder is in the vicinity of the exhaust top dead center (TDC) (hereinafter, this cylinder is referred to as a preceding cylinder), a subsequent cylinder that reaches the exhaust stroke next to the preceding cylinder has a high speed by blowdown. Exhaust gas is ejected (see arrow We0 in FIG. 2). When this blowdown gas flows into the exhaust collecting part 34, a strong negative pressure is generated around it, and this strong negative pressure is traced back to the independent exhaust passage (any one of 31, 32, 33). It acts on the exhaust port 5 of the cylinder and tries to suck out the exhaust gas from the preceding cylinder (ejector effect). In addition, at this time, in the preceding cylinder, as shown in FIG. 9, a valve overlap period (OL) is formed, and both the intake valve 6 and the exhaust valve 7 are open, so that the intake port 4 enters the cylinder. A flow is generated in which the sucked air is blown directly into the exhaust port 5 (see arrows Wi and We in FIG. 2), and scavenging is further promoted by the blow-in of the sucked air.

  Further, when the above-described blow-through flow (the flow of intake air blown from the intake port 4 to the exhaust port 5) is generated by the ejector effect, the blow-through flow is converted into burned gas (gas generated by combustion of the air-fuel mixture). By adding, the flow rate of the exhaust gas from each of the cylinders 2A to 2D increases. Since the driving force of the turbine 22 is proportional to the flow rate of the exhaust gas, when the flow rate of the exhaust gas increases due to the ejector effect, the driving force of the turbine 22 increases in proportion to this and the supercharging capability of the turbocharger 20 Will improve.

  In particular, in the above-described embodiment, since the turbine 22 of the turbocharger 20 is relatively large, the benefits of the above independent exhaust throttle control are great. That is, if the above-described independent exhaust throttle control (control to close the exhaust throttle valve 40 and shut off the flow path 39) is not executed in the low-speed region R3 where the exhaust gas flow rate is small, the turbine A driving force for rotating the motor 22 at a high speed cannot be obtained sufficiently, and only a torque such as the line P in FIG. 7 which is the boundary between the third region R3 and the fourth region R4 can be obtained. On the other hand, when the dynamic pressure supercharging effect and the ejector effect are exhibited by expanding the valve overlap period while executing the independent exhaust throttle control as in the above embodiment, the turbine 22 Since the average driving force that acts is increased, even the large turbine 22 can be rotated at a sufficiently high speed. Thereby, since the supercharging capability in the low speed region by the turbocharger 20 can be sufficiently increased, the region R3 having a torque higher than that of the line P can be realized.

  On the other hand, since the exhaust gas flow rate is higher on the higher speed side than the intercept rotation speed Ni, a large driving force can be applied to the turbine 22 without performing the above-described independent exhaust throttle control or the like. In addition, the supercharging capability of the turbocharger 20 can be sufficiently increased. Moreover, in the above embodiment, since the intercept rotational speed Ni is set to 1/3 or more of the rated rotational speed Nx of the engine (that is, the turbine 22 is large), the supercharging capability in the high speed region of the engine is inherently high. The peak value of the supercharging pressure can be set to a sufficiently high value. This means that an engine with excellent merchantability that does not have a peaking feeling in the high speed range (slow acceleration growth) is realized.

  Furthermore, if the turbine 22 is large, the exhaust gas flow resistance is unlikely to increase in the high speed range of an engine having a large exhaust gas flow rate. In addition, in the above embodiment, the flow area in the independent exhaust passages 31, 32, 33 is expanded by stopping the independent exhaust throttle control in a region higher than the intercept rotation speed Ni, so that the pumping loss is reduced. This can greatly reduce the fuel efficiency in the engine high speed range.

  Moreover, in the said embodiment, the downstream part of each independent exhaust passage 31,32,33 is divided into the regular flow path 38 and the variable flow path 39 by the partition 37 extended along the flow direction of exhaust gas, and exhaust gas The throttle valve 40 is provided so as to block one of the two flow paths 38 and 39 (the variable flow path 39) so as to be openable and closable. According to such a configuration, one of the two flow paths 38 and 39 partitioned by the partition wall 37 is blocked or opened by the exhaust throttle valve 40, and the inside of the independent exhaust passages 31, 32, and 33 The distribution area can be changed, and the execution and stop of the independent exhaust throttle control can be switched quickly and reliably.

  In the above embodiment, the separate exhaust collecting portion 34 is provided between the first to third independent exhaust passages 31, 32, 33 and the turbine housing 21, but the separate exhaust collecting portion 34 is omitted. Thus, the downstream end of each independent exhaust passage 31, 32, 33 may be directly connected to the turbine housing 21. In this case, the upstream portion of the turbine housing 21 (the portion located upstream of the turbine 22) functions as an exhaust collecting portion.

  In the above-described embodiment, the second independent exhaust passage 32 branched in a bifurcated manner is connected to the second cylinder 2B and the third cylinder 2C, and the first and second single tubes are connected to the first cylinder 2A or the fourth cylinder 2D. By connecting the three independent exhaust passages 31 and 33, the three independent exhaust passages 31, 32 and 33 are provided for the four cylinders 2A to 2D. By connecting the same single tubular exhaust passage to all the cylinders 2A to 2D, four independent exhaust passages having the same number as the cylinders 2A to 2D may be provided.

  In the above embodiment, each valve mechanism for the intake valve 6 and the exhaust valve 7 is provided with a VVT 16 (valve variable mechanism) for changing the valve opening / closing timing. However, the valve overlap period is used as an operating condition. The VVT 16 may be provided only in either one of the intake valve 6 and the exhaust valve 7.

  Moreover, in the said embodiment, the supercharging capability of the turbocharger 20 is performed by performing the independent exhaust throttle control which closes the exhaust throttle valve 40 at the time of the driving | operation in 3rd area | region R3 in the low speed side from intercept rotation speed Ni. The engine torque is improved to improve the engine torque, but it is also assumed that sufficient torque is not produced in the extremely low speed region of the engine where the engine speed is extremely low. Therefore, auxiliary supercharging may be performed using an electric supercharger driven by an electric motor in order to reinforce the torque in the extremely low speed region.

2A to 2D Cylinder 4 Exhaust port 5 Intake valve 6 Exhaust valve 9 VVT (Valve variable mechanism)
DESCRIPTION OF SYMBOLS 10 Intake passage 20 Turbocharger 22 Turbine 23 Compressor 30 Exhaust passage 31 1st independent exhaust passage 32 2nd independent exhaust passage 33 3rd independent exhaust passage 34 Exhaust collecting part 40 Exhaust throttle valve 42 Bypass passage 43 Westgate valve 45 EGR Passage 47 EGR valve 50 ECU (control means)
R1 1st region R2 2nd region R3 3rd region Ni intercept rotation speed Nx (engine) rated rotation speed

Claims (4)

A turbocharged engine having a turbocharger including a turbine driven by energy of exhaust gas passing through an exhaust passage and a compressor driven by the turbine to pressurize air in the intake passage,
An EGR passage that connects an exhaust passage upstream of the turbine and an intake passage downstream of the compressor ;
An openable and closable EGR valve provided in the EGR passage;
A bypass passage provided in the exhaust passage so as to bypass the turbine;
An openable / closable wastegate valve provided in the bypass passage;
Control means for controlling the opening and closing operation of the EGR valve and the wastegate valve,
When the engine rotation speed when the supercharging pressure of the compressor reaches a predetermined upper limit value at the full engine load is defined as the intercept rotation speed, the control means has a first speed set higher than the intercept rotation speed. During the operation in the first region, the first supercharging pressure control for opening the EGR valve and closing the waste gate valve is executed, and during the operation in the second region in which the flow rate of the exhaust gas is larger than that in the first region, A turbocharged engine characterized by executing second supercharging pressure control that opens both the EGR valve and the wastegate valve. The turbocharged engine according to claim 1,
The turbocharger-equipped engine is characterized in that the turbocharger is set so that the intercept rotation speed is 1/3 or more of the rated rotation speed of the engine. The turbocharged engine according to claim 2,
The engine is a multi-cylinder engine having a plurality of cylinders;
A plurality of independent exhaust passages whose upstream ends are connected to exhaust ports of one cylinder or a plurality of cylinders whose exhaust order is not continuous; and an exhaust collecting portion in which the downstream ends of each independent exhaust passage are gathered together. An exhaust throttle valve that variably sets the flow area of the exhaust gas passing through the independent exhaust passage,
The turbine of the turbocharger is disposed downstream of the exhaust collecting portion,
The turbocharger-equipped engine, wherein the control means executes independent exhaust throttle control for closing the exhaust throttle valve during operation in a third region set at a lower speed than the intercept rotation speed. . In the turbocharged engine according to claim 3,
An engine with a turbocharger, wherein an end portion on an exhaust side of the EGR passage is connected to the exhaust collecting portion.

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