JP2698423B2 - Control device for supercharged engine with automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention has at least a primary supercharger that operates in a low intake air amount region, and a secondary supercharger that operates in a high intake air amount region, and The present invention relates to a control device for a supercharged engine having an automatic transmission.

[Conventional technology]

Conventionally, in a supercharged engine, a primary supercharger that supercharges in an entire operation region including a low intake air amount region and a high intake air amount region and a secondary supercharger that supercharges only in a high intake air amount region are provided. Nos. 1 and 2 are known (see Japanese Utility Model Application Laid-Open No. 60-178329 and Japanese Patent Application Laid-Open No. 60-259722). In such a supercharged engine, for example, a turbocharger driven by exhaust pressure is used as a primary and secondary supercharger, and in a low intake air amount region, exhaust gas is supplied from the engine to the secondary supercharger. The exhaust path is closed by an exhaust cut valve, and the intake path from the secondary turbocharger to the engine is closed by the intake cut valve.

The switching of the supercharging state by the opening and closing of the intake cut valve and the exhaust cut valve is performed using a switching line set corresponding to the engine speed and the engine load as a boundary. In such a case, it is not preferable that a torque shock occurs in the engine at the time of switching of the supercharging. Therefore, the switching line is set so that the supercharging is switched at the point where the supercharging pressure and the torque before and after the switching match. Have been. However, at the time of actual switching, a shift tends to occur between a line in which the torque matches before and after the switching and the previously set switching line, so that a torque shock often occurs due to the switching of the supercharging. There is. Therefore, there is a demand to reduce the frequency of the supercharging switching as much as possible.

[Problems to be solved by the invention]

By the way, it is conceivable to attach an automatic transmission to the above-described supercharged engine. In that case, when a shift change is performed in the automatic transmission,
This causes a change in the operating state of the engine. For example, when a gear change is made from a low gear to a higher gear, the engine speed decreases and the engine load changes accordingly.

However, in this case, when the operating state crosses the above-described supercharging switching line when the operating state of the engine changes due to the shift change of the automatic transmission, the supercharging is switched every time the automatic transmission shifts. As a result, a problem arises in that the frequency of switching between supercharging increases. As a result, the frequency of occurrence of torque shock also increases.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has a control device for an engine with a supercharger equipped with an automatic transmission, which is capable of suppressing switching of supercharging accompanying a shift change of the automatic transmission. The purpose is to provide.

[Means for solving the problem]

A control device for a supercharged engine equipped with an automatic transmission according to claim 1 of the present invention is a primary supercharger that supercharges at least in a low intake air amount region, and is driven by exhaust pressure to obtain high intake air. Switching between supercharging in the low-intake air volume region and supercharging in the high-intake air volume region by installing a secondary supercharger that supercharges in the air amount region and turning on and off the operation of the secondary supercharger A control device for a supercharged engine equipped with a switching control means for performing control and an automatic transmission for automatically performing a shift change in accordance with an operating state of the engine. Switching line setting means for setting a switching line between supercharging in the low intake air amount region and supercharging in the high intake air amount region by the switching control means outside the range of the change in the operating state of the engine that occurs. Features

As the primary supercharger, for example, a supercharger driven by exhaust pressure may be used as described in claim 2. More specifically, the switching line is set such that the throttle valve opening decreases as the shift speed of the automatic transmission increases with the same engine speed, as described in claim 3. Good.

Further, a fourth aspect is a primary supercharger which is interposed between the primary exhaust path and the primary intake path, is driven by the pressure of exhaust gas passing through the primary exhaust path, and supercharges at least a low intake amount region. A secondary turbocharger interposed between the secondary exhaust passage and the secondary intake passage, driven by the pressure of the exhaust gas passing through the secondary exhaust passage, and supercharged in the high intake air amount region. An operating state of the secondary supercharger is switched by opening and closing an exhaust cut valve that opens and closes, an intake cut valve that opens and closes a secondary intake passage downstream of a blower of the secondary turbocharger, and an exhaust cut valve and an intake cut valve. Switching control means, operating state detecting means for detecting the operating state of the engine, and operating state of the engine obtained by the operating state detecting means A control device for controlling an engine provided with an automatic transmission that automatically performs a shift change in response to a change in the operating state of the engine caused by the shift change of the automatic transmission within a low intake air amount region of the engine. A switching line setting means for setting a switching line between the supercharging in the low intake air amount region and the supercharging in the high intake air amount region by the switching control means is provided.

A fifth aspect is a primary supercharger interposed between the primary exhaust path and the primary intake path, driven by the pressure of exhaust gas passing through the primary exhaust path, and supercharging at least in a low intake air amount region. A secondary turbocharger interposed between the secondary exhaust passage and the secondary intake passage, driven by the pressure of the exhaust gas passing through the secondary exhaust passage, and supercharged in the high intake air amount region. An operating state of the secondary supercharger is switched by opening and closing an exhaust cut valve that opens and closes, an intake cut valve that opens and closes a secondary intake passage downstream of a blower of the secondary turbocharger, and an exhaust cut valve and an intake cut valve. Switching control means, operating state detecting means for detecting an operating state of the engine, and an operating state of the engine obtained by the operating state detecting means. A control device for controlling an engine provided with an automatic transmission that automatically performs a shift change, wherein a change in the operating state of the engine caused by the shift change of the automatic transmission is within a high intake air amount region of the engine. A switching line setting means for setting a switching line between the supercharging in the low intake air amount region and the supercharging in the high intake air amount region by the switching control means is provided.

(Operation)

According to the above configuration, the switching line of the switching control means is set outside the range of the change in the operating state of the engine caused by the shift change of the automatic transmission. Suppressed, so that
The frequency of occurrence of torque shock also decreases.

〔Example〕

One embodiment of the present invention will be described below with reference to FIGS. 1 to 7.

As shown in FIG. 7, in the supercharged engine according to this embodiment, an air flow meter 2 for measuring an intake air amount (intake air amount) is provided in an upstream passage 101 in an intake passage 1. I have. The intake path 1 is downstream of the air flow meter 2,
The primary intake passage 102 is branched into a secondary intake passage 103, and the primary intake passage 102 is provided with a primary supercharger 3, while the secondary intake passage 103 is provided with a secondary supercharger 4. Primary intake passage
The secondary intake passage 103 and the secondary intake passage 103 are joined as a merge passage 104 on the downstream side of the primary and secondary superchargers 3 and 4, and are connected to the engine E.

As shown in FIG. 2, both the primary supercharger 3 and the secondary supercharger 4 are constituted by turbochargers using exhaust pressure as a driving source. The primary intake passage 102 has a blower chamber 301 of the primary supercharger 3 interposed therebetween, while the secondary intake passage 103 has a blower chamber 401 of the secondary supercharger 4 interposed therebetween.

Secondary supercharger 4 in secondary intake passage 103
The upstream side and the downstream side are communicated by a relief passage 105, and the relief passage 105 is opened and closed by the intake relief valve 6. Further, on the downstream side of the junction of the secondary intake passage 103 with the relief passage 105, the intake air cut has a role as switching control means and is used to stop the intake from the secondary supercharger 4 in the low intake air amount region. A valve 5 is provided.

An intercooler 7, a throttle valve 8, and a surge tank 9 are sequentially provided in a merge passage 104 in the intake passage 1. The merging passage 104 is provided via an intake manifold 106,
For example, it is connected to each cylinder of an engine E which is a rotary engine having two rotor housings.
In each branch of the intake manifold 106, a fuel injector 10 is provided. The engine E has
A known automatic transmission 11 that automatically performs a shift change according to an operation state is provided.

A primary exhaust passage 111 and a secondary exhaust passage 112 are led out of the two rotor housings of the engine E independently of each other. The primary exhaust passage 111 communicates with the collective exhaust passage 115 via the turbine room 302 of the primary supercharger 3, while the secondary exhaust passage 112 communicates with the collective exhaust passage 115 via the turbine room 402 of the secondary supercharger 4. I have.

The primary exhaust passage 111 and the secondary exhaust passage 112 communicate with each other upstream of the primary and secondary turbochargers 3 and 4.
They are communicated with each other by 113. An exhaust waist passage 114 is branched vertically from a substantially intermediate portion of the communication passage 113, and is led to a collective exhaust passage 115. A portion of the secondary exhaust passage 112 between an exhaust cut valve 12 described later and a turbine chamber 402 of the secondary supercharger 4 is communicated with an exhaust waist passage 114 via an exhaust leak passage 116.

The secondary exhaust passage 112 is provided immediately downstream of the communication passage 113 with an exhaust cut valve 12 serving as a switching control unit.
It is opened and closed by. On the other hand, the exhaust leak passage 116 is opened and closed by the exhaust leak valve 13. Further, the exhaust waist passage 114 is opened and closed by the waste gate valve 14 on the downstream side of a branch point with the exhaust leak passage 116. FIG. 2 shows a case in which the primary exhaust passage 111 and the secondary exhaust passage 112 are provided independently. However, one exhaust passage is derived from the engine E, and this exhaust passage is located substantially at the center of the communication passage 113. To the primary exhaust path 111 and the secondary exhaust path 112 on the downstream side of the communication path 113.

The control device 20 has an electric circuit unit and a pneumatic circuit unit.
The electric circuit includes an air flow meter 2 as a detection end, a control circuit 211, a solenoid three-way valve 212 as an output end for opening and closing the intake cut valve 5, and a solenoid three-way for opening and closing the intake relief valve 6. A valve 213, a solenoid three-way valve 214 for switching the opening and closing of the exhaust cut valve 12, a duty valve 215 for opening and closing the exhaust leak valve 13, a solenoid three-way valve 216 for switching the opening and closing of the wastegate valve 14, and the fuel injectors 10 and 10. It has.

The air circuit in the control device 20 includes an actuator 221 for opening and closing the intake cut valve 5, an actuator 222 for opening and closing the intake relief valve 6, and an exhaust cut valve 12
Actuator 223 for opening / closing operation of the valve, actuator 129 for opening / closing operation of the exhaust leakage valve 13, and the waste gate valve 14.
126 for opening / closing operation of the pressure guide passages 230 to 233.2
36-244, differential pressure detection valve 16, negative pressure tank 234 and check valve 235
It has.

The control circuit 211 includes the air circuit section and the valves 212 to 21.
A valve control program and a control map for controlling the opening and closing of the intake cut valve 5, the intake relief valve 6, the exhaust cut valve 12, the exhaust leak valve 13, and the wastegate valve 14 via the control valve 6 are incorporated. The control circuit 211 has a fuel injector 10.1
A fuel control program for controlling the fuel injection amount injected from 0 is incorporated. The control circuit 211 has a role as a switching line setting means, and only the primary supercharger 3 is out of the range of the change in the operating state of the engine E which is predicted to be caused by the shift change of the automatic transmission 11 A switching line between supercharging and supercharging by the primary and secondary superchargers 3 and 4 is set, and the opening and closing control of the intake cut valve 5 and the like is performed according to the set switching line.

Hereinafter, the timing of the operation of opening / closing control of each valve such as the intake cut valve 5 will be described with reference to FIG.

During operation of the supercharged engine, supercharging by the primary supercharger 3 is performed in the entire operation region including the low intake air amount region and the high intake air amount region. The supercharging from the secondary supercharger 4 is performed in an acceleration operation mode in which the engine speed gradually increases, in a region on the right side of the line Q6-R6 in FIG. 6, and in a deceleration operation mode in which the engine speed gradually decreases, as shown in FIG. In the area on the right side of the line Q5-R5. As described above, by changing the region in which the supercharger 4 performs supercharging in the acceleration mode and the deceleration mode to give the hysteresis, the operation stability can be improved.

In the acceleration mode, immediately after the start of the engine E,
The intake relief valve 6 is opened, and the other intake cut valve 5, exhaust cut valve 12, exhaust leak valve 13 and waste gate valve 14 are opened.
Is closed. After the start of the engine E, the supercharging pressure of the primary turbocharger 3 increases, and the relationship between the engine speed R and the engine load shifts to the right region of the level shown by the curve A falling to the right in FIG. Then, the exhaust leak valve 13 is opened. That is, the exhaust leakage valve 13 appropriately reduces the supercharging pressure of the primary supercharger 3 guided by the pressure introducing passage 242 in FIG. 2 by the exhaust leakage valve 13 and the duty valve 215 for the wastegate valve 14. It is opened and closed by receiving pressure, and the exhaust leakage valve 13 is opened on a lower intake air amount region side than an operation region where the exhaust cut valve 12 is opened. As described above, before opening the exhaust cut valve 12, exhaust gas is supplied to the turbine chamber 402 of the secondary supercharger 4 through the exhaust leak passage 116, and the turbine of the secondary supercharger 4 is pre-rotated. Thus, the rising characteristic of the rotation speed of the secondary supercharger 4 when the exhaust cut valve 12 is opened can be improved.

On the other hand, by opening the intake relief valve 6 while the exhaust leak valve 13 is opened, the relief passage 10 is opened.
By circulating the intake air between the upstream side and the downstream side of the secondary supercharger 4 through 5, the overpressure of the intake air in the secondary intake passage 103 downstream of the secondary supercharger 4 is prevented, and the intake cut valve 5 When the valve is opened, it is possible to prevent the air heated to a high temperature due to the overpressure from flowing into the merging passage 104 to reduce the charging efficiency of the intake air.

When the intake air amount Q and / or the engine speed R increases and the operating state shifts from the left area to the right area of the Q2-R2 line shown in FIG. 6, the intake relief valve 6 is closed, and the operating state is further increased. Moves from the left region to the right region of the Q4-R4 line shown in FIG. 6, the exhaust cut valve 12 is opened. By closing the intake relief valve 6 before the exhaust cut valve 12 is opened, the secondary supercharger that is fully operated by the exhaust gas supplied through the secondary exhaust passage 112 after the exhaust cut valve 12 is opened. 4, the boosting characteristics of the boost pressure and the rotation can be improved.

After the exhaust cut valve 12 is opened, the intake air amount Q and / or
Alternatively, when the engine rotation speed R increases and the operating state shifts from the left region to the right region of the Q6-R6 line shown in FIG. 6, the intake cut valve 5 is opened. When the intake cut valve 5 is opened at the opening degree of the exhaust cut valve 12 in this manner, the supercharging pressure of the secondary supercharger 4 is reduced by the time the intake cut valve 5 is opened. The intake cut valve 5 is opened after the pressure is increased to a value equal to or higher than the supercharging pressure, and the backflow of the intake air to the secondary supercharger 4 can be prevented.

In this embodiment, when the intake cut valve 5 is opened,
In order to more reliably prevent the intake air from flowing back from 104 to the secondary supercharger 4 side, the opening / closing control system of the intake cut valve 5 is configured as follows.

That is, as shown in FIG. 2, an actuator 221 for the intake cut valve 5 is mechanically connected to the intake cut valve 5 on the one hand, and a three-way solenoid for the intake cut valve 5 via the pressure guide path 231 on the other hand. Connected to valve 212. When the intake cut valve 5 is closed, the solenoid three-way valve 212 connects the actuator 221 to the negative pressure tank 2 via the pressure introduction paths 233 and 230.
34 and connect the negative pressure in the negative pressure tank
21 has been introduced. It should be noted that the negative pressure tank 234 is connected to the merging passage 104 on the downstream side of the surge tank 9 via the check valve 235 and the pressure guide path 236.

When the intake cut valve 5 is opened, the solenoid three-way valve 212 connects the actuator 221 to the differential pressure detection valve 16 via the pressure introducing path 232. As shown in FIG. 3, the differential pressure detecting valve 16 has a casing 161 having first to third chambers 16 formed by first and second diaphragms 162 and 163.
It is divided into 4,165,166. A first input port 167 is opened in the first chamber 164 on one end side, and a spring 168 is inserted therein. A second input port 169 is opened in the center second chamber 165, and an output port 17 is opened in the third chamber 166 on the other end side.
0 is opened at the center of the end wall and the air communication port 1
71 is open in the peripheral wall.

A first diaphragm 162 that divides the first chamber 164 and the second chamber 165 slidably penetrates the center of the second diaphragm 163, and a valve body 172 that opens and closes the output port 170 is fixed. I have. The first input port 167 is used to introduce the supercharging pressure P1 of the primary supercharger 3 downstream of the intake cut valve 5 in the secondary intake passage 103 in FIG. It is connected via 237 to the downstream side of the intake cut valve 5.

On the other hand, the second input port 169 introduces the supercharging pressure P2 of the secondary intake passage 103 upstream of the intake cut valve 5 into the second chamber 165. The secondary intake passage 103 is connected between the supercharger 4 and the intake cut valve 5.

As described above, when the solenoid three-way valve 212 switches the connection with the negative pressure tank 234 to the differential pressure detection valve 16 side to open the intake cut valve 5, the output port 170 of the differential pressure detection valve 16
Are connected to the actuator 221. However, even after the differential pressure detection valve 16 is connected to the actuator 221, the supercharging pressure P2 of the secondary supercharger 4 upstream of the intake cut valve 5 is maintained.
However, since the output port 170 is closed by the valve body 172 during a period until the pressure becomes higher than a predetermined value compared with the supercharging pressure P1 of the primary supercharger 3 downstream of the intake cut valve 5, the actuator is The internal pressure of 221 is maintained at the negative pressure, and the intake cut valve 5 is not opened.

The supercharging pressure P2 of the secondary supercharger 4 is the primary supercharger 3
When the pressure becomes higher than the supercharging pressure P1 by a certain value or more, the valve element 172 opens the output port 170, and the atmospheric pressure is changed to the differential pressure detection valve 16,
・ Introduced into the actuator 221 via 231 and as a result,
The intake cut valve 5 is opened. Therefore, backflow of the intake air from the merging passage 104 to the secondary supercharger 3 is reliably prevented. Therefore, the intake cut valve 5 is actually disclosed a little after the control circuit 211 issues a command to open the intake cut valve 5.

In the deceleration mode, in order to provide operational stability, as described above, the intake cut valve 5 has a low intake air amount region or a low rotation region than the opened operating condition, that is, a region on the right side of the line Q5-R5 in FIG. The valve is closed when shifting from to the left region.

Hysteresis is similarly applied to the opening and closing of the exhaust cut valve 12, and the exhaust cut valve 12 is closed later than the intake cut valve 5 is closed. That is, when the operating state of the engine E shifts from the right region to the left region of the Q3-R3 line in FIG. 6, the exhaust cut valve 12 is closed.

Hysteresis is also applied to the opening and closing of the intake relief valve 6, and after the exhaust cut valve 12 is closed, the operation state further shifts from the right area to the left area of the Q1-R1 line in FIG. Then, the intake relief valve 6 is opened.

Closing the exhaust cut valve 12 and opening the intake relief valve 6 when the mode is switched to the deceleration mode during the acceleration mode;
The opening of the exhaust cut valve 12 and the opening of the intake cut valve 5 when the mode is switched to the acceleration mode in the middle of the deceleration mode are also executed based on the intake air amount or the engine speed R based on the control map. You.

In addition, the waste gate valve 14 is in a low intake air amount region.
When the exhaust gas leakage valve 13 is opened for the pre-rotation of the turbine of the secondary supercharger 4, the exhaust gas is closed in the low intake air amount region so that the exhaust gas flows toward the secondary supercharger 4.
Here, the wastegate valve 14 is configured to open and close simultaneously with opening and closing of the exhaust cut valve 12.

Hereinafter, the opening / closing control of each valve such as the intake cut valve 5 due to the fluctuation of the engine speed R and the engine load will be described in more detail with reference to the flowcharts of FIGS.

The flag F used in this control indicates which line in FIG. 6 the previous operation state transition over the line crossed in any direction. As shown in FIG. 6, specifically, the flag F
= “1” means that the previous transition has the Q1-R1 line to the right,
This indicates that the vehicle crossed from the high intake air amount side to the left, that is, the low intake air amount side. The flag F = “2” indicates that the previous transition crosses the Q2-R2 line from left to right. Flag F = “3” indicates that the previous transition crossed the Q3-R3 line from right to left.
Flag F = “4” indicates that the previous transition crossed the Q4-R4 line from left to right. Flag F =
"5" indicates that the previous transition crossed the Q5-R5 line from right to left. Also, the flag F = "6"
Indicates that the previous transition crossed the Q6-R6 line from left to right.

The flag FS indicates whether or not the intake cut valve 5 is open. The flag FS is set to "1" when the intake cut valve 5 is opened, and is set to "0" when the intake cut valve 5 is closed.

Hereinafter, the flowcharts of FIGS. 4 and 5 will be described step by step. First, initialization is performed (S
1). At this time, the flag F is set to "1".

Next, the intake air amount (intake air amount) Q and the engine speed R are read (S2), and the preset Q1 to Q6
And the map values of R1 to R6 are read (S3).

Subsequently, it is determined whether or not the flag F is "1", that is, whether or not the previous transition of the operation state beyond the line is a transition to cross the Q1-R1 line from right to left (S
Four). Since the flag F is initially set to "1", an affirmative answer is obtained here.

If the flag F is "1", it is next determined whether or not the intake air amount Q is larger than Q2 (S5). If a negative answer is obtained, the engine speed R is subsequently larger than R2. It is determined whether or not (S6). If an affirmative answer is obtained in any of S5 and S6, the current driving state has shifted from the left side to the right side of the Q2-R2 line.
Is set to "2" (S7). Continuously, solenoid three-way valve
After switching 213 to the atmosphere side and introducing the atmosphere to the actuator 222 via the pressure guiding path 239, control is performed to close the intake relief valve 6 (S8), and the process returns. If a negative answer is obtained in both S5 and S6, the process returns.

If a negative answer is obtained in S4, then it is determined whether or not the flag F is an even number (2 m), in other words, the previous shift of the operating state over the line is from the low intake air side to the high intake air side. It is determined whether or not the transition has been made (S9). Here, if an affirmative answer is obtained, subsequently, the flag F = “2”, that is, whether the previous transition over the line was a transition crossing the Q2-R2 line from the low intake air amount side to the high intake air amount side. Is determined (S1
0).

If the flag F = “2”, then the current intake air amount Q
It is determined whether it is greater than Q4 (S11), and if a negative answer is obtained, it is next determined whether the current engine speed R is greater than R4 (S12). And S11 ・ S12
If an affirmative answer is obtained in any of the above, the current operation state has shifted to a state in which the Q4-R4 line has been traversed from the low intake air amount side to the high intake air amount side. (S13), and then the solenoid three-way valve 214 is set to the negative pressure tank 23.
By switching to the 4 side and introducing a negative pressure to the actuator 223 via the pressure introduction paths 241 and 240, the exhaust cut valve 12 is opened (S14) and the solenoid three-way valve 216 is connected via the pressure introduction path 244. Switch to the side communicating with the pressure guide path 242 and, if necessary,
After the control for opening 4 is started (S15), the process returns.

On the other hand, if a negative answer is obtained in both S11 and S12, it is determined whether the intake air amount Q is smaller than Q1 (S1).
6) If an affirmative answer is obtained, subsequently, it is determined whether or not the engine speed R is smaller than R1 (S17). If an affirmative answer is obtained here, the current driving condition is Q1-
Since the line R1 has been shifted from the high intake air amount side to the low intake air amount side, the flag F is set to “1” (S1
8) Subsequently, the solenoid three-way valve 213 is switched to the negative pressure tank 234 side, and a negative pressure is introduced into the actuator 222 through the pressure introducing path 239 to open the intake relief valve 6 (S1).
9) Then return. On the other hand, if a negative answer is obtained in any of S16 and S17, the process returns.

If a negative answer is obtained in S10, then the flag F =
Whether it is “4”, that is, the previous shift over the line was Q4
It is determined whether a transition has been made to cross the R4 line from the low intake air amount side to the high intake air amount side (S20), and if an affirmative answer is obtained, subsequently, whether the current intake air amount Q is larger than Q6 Is determined (S21). If a negative answer is obtained, subsequently, it is determined whether or not the current engine speed R is greater than R6 (S22).

If an affirmative answer is obtained in any of S21 and S22, the current operating state has shifted to a state in which the Q6-R6 line has been traversed from the low intake air amount side to the high intake air amount side. Is set (S23), and subsequently, the solenoid three-way valve 212 is switched to the differential pressure detection valve 16 side, whereby the solenoid three-way valve 21 is set.
2, the actuator 221 through the pressure guiding path 232 and the pressure guiding path 231.
Atmosphere is introduced into the air, and the intake cut valve 5 is opened.
"1" is set to the flag FS (S24). As described above, there is a slight time delay from when the three-way solenoid valve 212 is switched to when the intake cut valve 5 is actually opened.

On the other hand, if a negative answer is obtained in both S22 and S22,
Next, it is determined whether or not the current intake air amount Q is smaller than Q3 (S25). If an affirmative answer is obtained, it is subsequently determined whether or not the current engine speed R is smaller than R3 (S25). S2
6). Here, if an affirmative answer is obtained, the current operating state has shifted to a state in which the Q3-R3 line crosses from the high intake air amount side to the low intake air amount side, so that the flag F is set to “3” (S2
7) After that, the solenoid cutoff valve 12 is closed by switching the solenoid three-way valve 214 to the atmosphere side and introducing the atmosphere to the actuator 223 via the pressure introducing path 241 (S28).
Further, by switching the solenoid three-way valve 216 to introduce air into the actuator 126, the wastegate valve 1
After closing valve 4 (S29), return. On the other hand, S25 / S26
If a negative answer is obtained in both cases, the process returns.

If a negative answer is obtained in S20, it is considered that the previous shift over the line was a shift crossing the Q6-R6 line from the low intake air amount side to the high intake air amount side. In that case, it is next determined whether or not the current intake air amount Q is smaller than Q5 (S3).
0) If an affirmative answer is obtained, subsequently, it is determined whether or not the current engine speed R is smaller than R5 (S31).
Here, if an affirmative answer is obtained, the current driving condition is Q5
Since the -R5 line has shifted from the high intake air amount side to the low intake air amount side, the flag F is set to "5" (S3
2) Subsequently, the intake cut valve 5 is closed by switching the solenoid three-way valve 212 to the negative pressure tank 234 to introduce a negative pressure to the actuator 221, and the flag FS is set to "0" (S33). Then return.

If a negative answer is obtained in S9, it means that the previous shift over the line was from the high intake air amount side to the low intake air amount side. In this case, the process proceeds to S41 in FIG.
= 3, that is, it is determined whether or not the previous transition is a transition crossing the Q3-R3 line from the high intake air amount side to the low intake air amount side (S41). If an affirmative answer is obtained, it is subsequently determined whether or not the current intake air amount Q is smaller than Q1 (S42). If Q is smaller than Q1, further whether or not the current engine speed R is smaller than R1 is determined. Is determined (S4
3). Here, if an affirmative answer is obtained, the current operation state is that the Q1-R1 line is shifting from the high intake air amount side to the low intake air amount side, so that "1" is set to the flag F (S44). Subsequently, the intake relief valve 6 is opened in the same manner as described above (S45).
And then return.

If a negative answer is obtained in any of S42 and S43, it is next determined whether or not the current intake air amount Q is larger than Q4 (S46). It is determined whether the engine speed R is greater than R4 (S4
7). If an affirmative answer is obtained in either of S46 and S47, the current operating state has shifted to a state in which the Q4-R4 line has crossed from the low intake air amount side to the high intake air amount side. 4 "is set (S48). Subsequently, the exhaust cut valve 12 is opened (S49) in the same manner as described above, and the wastegate valve 14 is opened as necessary (S50).
And then return. On the other hand, if a negative answer is obtained in both S46 and S47, the process returns.

If a negative answer is obtained in S41, it is next determined whether or not the current intake air amount Q is smaller than Q3 (S51), and Q is changed to Q3.
If smaller, then the current engine speed R becomes R3
It is determined whether it is smaller than (S52). If an affirmative answer is obtained here, the current operating state has shifted to a state in which the Q3-R3 line has been traversed from the high intake air amount side to the low intake air amount side, so "3" is set to the flag F (S53). After that, the exhaust cut valve 12 and the wastegate valve 14 are closed (S54 and S55) in the same manner as described above, and the process returns.

If a negative answer is obtained in any of S51 and S52, it is subsequently determined whether or not the current intake air amount Q is larger than Q6 (S56). If a negative answer is obtained here, Subsequently, it is determined whether or not the current engine speed R is greater than R6 (S57). If an affirmative answer is obtained in any of S56 and S57, the current operating state has shifted to a state in which the Q6-R6 line has crossed from the low intake air amount side to the high intake air amount side. Is set to "6" (S58), the intake cut valve 5 is opened in the same manner as described above, the flag FS is set to "1" (S59), and the routine returns. On the other hand, S56 / S57
If a negative answer is obtained in both cases, the process returns.

Next, switching between supercharging with only the primary supercharger 3 and supercharging with the primary and secondary superchargers 3 and 4
The relationship between the automatic transmission 11 and the shift change will be described.

In the above description, for convenience of explanation, the supercharging is switched at a constant switching line irrespective of the speed selected by the automatic transmission 11 (the line Q6-R6 in FIG. 6 in the acceleration mode, and the line Q5-R6 in the deceleration mode). R5 line), but in the present embodiment, in practice, the supercharging switching line is set for each shift speed of the automatic transmission 11, and the supercharging is performed in response to a shift change of the automatic transmission 11. Is hardly generated.

More specifically, as shown in FIG. 1 (c), if the automatic transmission 11 is, for example, a four-speed type, the first speed (minimum gear ratio) to the fourth speed (gear ratio) The relationship between the vehicle speed and the engine speed R at the maximum) is as shown by the diameters I to IV, respectively. When the vehicle is running, the first speed is selected at the time of starting, and when the vehicle speed reaches a predetermined value, the shift is changed to the second speed as indicated by an arrow a. Thereafter, when the vehicle speed continues to increase and reaches a predetermined value, 3 as indicated by arrow b.
When the vehicle speed is further increased and reaches a predetermined value, the shift is changed to the fourth speed as indicated by arrow c.

More specifically, at the time of starting, the operating state of the engine E, which is defined by the engine speed R and the throttle valve opening (engine load), is in the upper left area from the solid broken line I in FIG. include.

Thereafter, when the operating state of the engine E reaches the folding line I with acceleration, the automatic transmission 11 is shifted from the first speed to the second speed. At the time of this shift change, the engine speed R decreases. Therefore, the operating state of the engine E shifts from the broken line I in FIG. 1A to the one-dot chain line IIa.

Thereafter, when the vehicle speed increases in the state where the second speed is selected by the automatic transmission 11, the driving state gradually shifts from the broken line IIa to the broken line IIb side of the one-dot chain line, but in the region between the broken lines IIa and IIb. Then, the second speed is selected. On the other hand, the automatic transmission 11
When the speed is selected, the deceleration mode is set, and when the operation state reaches the polygonal line IIa, the automatic transmission 11 is shifted from the second gear to the first gear, and the operation state is changed to the polygonal line I.
Move up.

Also, when the operating state of the engine E reaches the broken line IIb due to acceleration while the second speed is selected in the automatic transmission 11,
The automatic transmission 11 is shifted from the second speed to the third speed, and accordingly, the operating state of the engine E is changed to a two-dot chain line II.
Move onto Ia. Thereafter, when the vehicle speed increases, the driving state gradually shifts from the broken line IIIa to the broken line IIIb of the two-dot chain line, but in the region between the broken lines IIIa and IIIb, the third speed is continuously selected. On the other hand, the automatic transmission 11 enters the deceleration mode in the state where the third speed is selected, and when the operation state reaches the line IIIa, the automatic transmission 11 shifts from the third speed to the second speed, and the operation state changes to the line break. Move to IIb.

When the third speed is selected by the automatic transmission 11, the acceleration mode is set. When the operation state of the engine E reaches the broken line IIIb, the automatic transmission 11 is shifted from the third speed to the fourth speed. Accordingly, the operation state shifts to the dotted broken line IV. After that, when the vehicle speed increases, the driving condition
Move away from the IV and gradually move to the right. On the other hand, when the fourth speed is selected, the deceleration mode is set, and when the operation state of the engine E reaches the broken line IV, the automatic transmission 11 is shifted from the fourth speed to the third speed, and the operation state is changed to the broken line IIIb. Move up.

In the present embodiment, the control circuit 211 sets different supercharging switching lines corresponding to the first to fourth speeds of the automatic transmission 11. That is, when the first speed is selected, the switching of the supercharging is performed with the switching line B1 as a boundary, the supercharging is performed only by the primary supercharger 3 in the area below the switching line B1, and the supercharging is performed in the upper right area. Supercharging is performed by the primary and secondary superchargers 3 and 4.

When the second to fourth speeds are selected in the automatic transmission 11, the supercharging is switched using the switching lines B2 to B4 as boundaries. In this way, the supercharging switching line is shifted to the lower left side, that is, to the lower engine speed and the lower throttle valve opening degree, as the gear position becomes higher.

Here, there is a possibility that switching of the supercharging may be caused by the shift change of the automatic transmission 11 because the automatic transmission 11 is operated at a low speed when the primary and secondary superchargers 3 and 4 are performing supercharging. When the shift is changed from the first gear to the higher gear (for example, from the first gear to the second gear), the operation state of the engine E accompanying this shift change causes the supercharging of only the primary turbocharger 3. The automatic transmission 11 shifts from the higher gear to the lower gear (for example, from the second gear to the first gear) when only the primary supercharger 3 is being supercharged or when the switching is performed. When changed,
Accordingly, primary and secondary turbochargers 3.4
This is the case where the operation is switched to supercharging due to

In addition to this, when the automatic transmission 11 is shifted from the lower gear to the higher gear when the supercharger 3 alone is being supercharged, the primary supercharger is originally used. Since the engine speed R is further reduced by the shift change while the supercharging of only the machine 3 is being performed, the switching of the supercharging accompanying the shift change cannot normally occur. Similarly, primary and secondary turbochargers 3
In the case where the automatic transmission 11 is shifted from the higher gear to the lower gear when the supercharging by 4 is performed, normally, the switching of the supercharging accompanying the shift change cannot occur. .

By the way, in the present embodiment, as described above, the supercharging switching lines B1 to B4 are shifted to the lower engine speed R and the lower throttle valve opening side as the automatic transmission 11 is at a higher speed stage. The first speed is selected by the transmission 11, and the operation state changes in the supercharging region by the primary and secondary superchargers 3.4 slightly above the first speed switching line B1 to the broken line I. Even if the gears are shifted to the 2nd speed and the operation state shifts to the broken line IIa, the shift change to the 2nd speed is performed because the supercharging switching line B2 after shifting is shifted to the lower left from B1. Later, the supercharged state is B2
Upper right side, that is, primary and secondary turbochargers 3
4) It is located on the supercharging side by 4 and is not switched to the supercharging of only the primary supercharger 3.

Similarly, for example, in the supercharging region where the second speed is selected by the automatic transmission 11 and the operating state is only the primary supercharger 3 slightly lower left from the supercharging switching line B2 for the second speed. Even if it changes to reach the broken line IIa and is shifted to the first speed and the operation state shifts to the broken line I, since the supercharging switching line B1 after the shift is shifted to the upper right from B2, 1 Even after shifting to high speed, the supercharging state is B1
Is located on the lower left side, that is, on the supercharging side only by the primary supercharger 3, and is not switched to the supercharging by the primary and secondary superchargers 3 and 4.

FIG. 1B shows the relationship between the vehicle speed and the throttle valve opening in the present embodiment. In the figure, a broken line I-II is a line for switching between first speed and second speed, a broken line II-III is a line for switching between second speed and third speed, and a broken line III-IV is a line for switching between third speed and fourth speed.
Alternatively, the curve B1 is a supercharging switching line at the first speed, in which the supercharging is performed only by the primary supercharger 3 in the lower left region from B1, and the primary and secondary superchargers 3 in the upper right region from B1. Supercharging by 4 is performed. Similarly, B2 to B4 are supercharging switching lines in the second to fourth speeds.

As described above, in the present embodiment, the supercharging switching line (FIG. 1 (a)) corresponding to the engine speed R and the throttle valve opening is changed for each shift speed of the automatic transmission 11. Therefore, in the relationship between the vehicle speed and the throttle valve opening, the supercharging switching lines B1 to B4 are continuous. As a result, as apparent from FIG. 1 (b), if only the primary supercharger 3 has been supercharged before the shift change of the automatic transmission 11, only the primary supercharger 3 will be maintained after the shift change. If the supercharging is performed by the primary and secondary superchargers 3.4 before the shift change, the primary and secondary superchargers 3.
4 will be supercharged.

As described above, in the present embodiment, the switching of the supercharging accompanying the shift change of the automatic transmission 11 can be suppressed.
The switching frequency of the supercharging can be reduced, and as a result, the torque shock can be suppressed.

In the above-described embodiment, the switching of the supercharging accompanying the shift change between all the shift speeds of the automatic transmission 11 is suppressed. Even if only the supercharging switching accompanying the shift change is suppressed, a certain degree of torque shock suppression effect can be obtained.

In the above-described embodiment, the supercharged engine in which the primary supercharger 3 is always operated and the secondary supercharger 4 is operated only in the high intake air amount region has been described. The primary supercharger 3 and the secondary supercharger 4 are operated only in the low intake air amount region and the secondary supercharger 4 is operated only in the high intake air amount region.
The present invention can also be applied to a supercharged engine configured to selectively use any one of the above.

Further, in the above-described embodiment, a turbocharger that performs supercharging by using exhaust pressure is used as both the primary and secondary superchargers 3 and 4. However, as the primary supercharger 3, for example, the engine E A supercharger that performs supercharging using the rotational force as a drive source may be used.

Further, in the above-described embodiment, the primary supercharger 3 and the secondary supercharger 4 are connected in parallel. However, in addition to the above, for example, the primary supercharger 3 and the secondary supercharger 4 are connected. It is also possible to connect in series so that the primary supercharger 3 always operates, while the secondary supercharger 4 operates only in the high intake air amount region.

〔The invention's effect〕

As described above, the control device for the supercharged engine having the automatic transmission according to the first aspect of the present invention includes a primary supercharger that supercharges at least in a low intake air amount region and an exhaust pressure. A secondary turbocharger that is driven and supercharged in the high intake air volume region is provided, and the operation of the secondary turbocharger is turned on / off to provide supercharging in the low intake air volume region and high charge air volume region. A control device for an engine with a supercharger, comprising: a switching control means for performing a switching control for supercharging, and an automatic transmission for automatically performing a shift change according to an operation state of the engine. A switching line setting means for setting a supercharging switching line in a low intake air amount region and a high intake air amount region by the switching control means outside a range of a change in the operating state of the engine caused by a shift change of the engine. .

As described in claim 2, a supercharger driven by exhaust pressure may be used as the primary supercharger. Further, as set forth in claim 3, it is preferable that the switching line is set such that the throttle valve opening decreases as the shift speed of the automatic transmission increases at the same engine speed.

The fourth and fifth aspects of the present invention are provided between the primary exhaust path and the primary intake path, are driven by the pressure of exhaust gas passing through the primary exhaust path, and at least supercharge the primary intake path in the low intake amount region. A supercharger, a secondary turbocharger interposed between the secondary exhaust passage and the secondary intake passage, driven by the pressure of the exhaust gas passing through the secondary exhaust passage, and supercharged in a high intake air amount region; An exhaust cut valve that opens and closes a secondary exhaust path, an intake cut valve that opens and closes a secondary intake passage downstream of the blower of the secondary supercharger, and a secondary turbocharger that opens and closes an exhaust cut valve and an intake cut valve. Switching control means for switching the operating state; operating state detecting means for detecting an operating state of the engine; and an engine operating state obtained by the operating state detecting means. A control device for controlling an engine provided with an automatic transmission that automatically performs a shift change according to a rotation state, wherein a change in an operation state of the engine caused by the shift change of the automatic transmission is caused by a low intake amount of the engine Switching line setting means for setting a switching line between supercharging in a low intake air amount region and supercharging in a high intake air amount region by the switching control means so as to occur in either the region or the high intake amount region. It is a configuration provided with.

Thereby, since the switching line of the switching control means is set outside the range of the change in the operating state of the engine caused by the shift change of the automatic transmission, the switching of the supercharging accompanying the shift change of the automatic transmission is suppressed, As a result, the torque shock accompanying the switching of the supercharging is suppressed.

[Brief description of the drawings]

1 to 7 show an embodiment of the present invention. FIG. 1 (a) is a graph showing a shift change boundary line and a supercharging switching line corresponding to the relationship between the engine speed and the throttle valve opening. FIG. 1 (b) is a graph showing a shift change boundary line and a supercharging switching line corresponding to the relationship between the vehicle speed and the throttle valve opening. FIG. 1 (c) is a graph showing the relationship between the vehicle speed and the engine speed at each shift speed of the automatic transmission. FIG. 2 is a configuration diagram of an intake / exhaust system and a fuel control device of the supercharged engine. FIG. 3 is a vertical sectional view of the differential pressure detecting valve. 4 and 5 are flowcharts showing the flow of the valve control program. FIG. 6 is a graph showing a valve control map. FIG. 7 is an explanatory diagram showing a schematic configuration of a supercharged engine. 3 is a primary supercharger, 4 is a secondary supercharger, 5 is an intake cut valve (switch control means), 8 is a throttle valve, 11 is an automatic transmission, 12 is an exhaust cut valve (switch control means), and 20 is control. A device (operating state detecting means), 102 is a primary intake passage, 103 is a secondary intake passage, 111 is a primary exhaust passage, 112 is a secondary exhaust passage, and 211 is a control circuit (switching line setting means).

Claims (5)

(57) [Claims] At least a primary supercharger supercharging at least in a low intake air amount region and a secondary supercharger driven by exhaust pressure and supercharging in a high intake air amount region are provided. Switching control means for switching between supercharging in the low intake air volume region and supercharging in the high intake air volume region by turning the operation on and off, and automatic shift change according to the operating state of the engine A control device for an engine with a supercharger having an automatic transmission for performing the operation described above, wherein the switching control means controls the engine in a low intake air amount range outside a range of a change in an operating state of the engine caused by a shift change of the automatic transmission. A control device for a supercharged engine equipped with an automatic transmission, comprising a switching line setting means for setting a switching line between supercharging and supercharging in a high intake air amount region. 2. A control system for a supercharged engine with an automatic transmission according to claim 1, wherein said primary supercharger is also driven by exhaust pressure. 3. The switching line as set forth in claim 1, wherein the switching line is set such that the throttle valve opening decreases as the speed of the automatic transmission increases with the same engine speed. A control device for a supercharged engine provided with the automatic transmission according to the above. 4. A primary supercharger interposed between a primary exhaust passage and a primary intake passage, driven by the pressure of exhaust gas passing through the primary exhaust passage, and supercharging at least in a low intake air amount region; And a secondary turbocharger interposed between the secondary exhaust passage and a secondary supercharger that is driven by the pressure of exhaust gas passing through the secondary exhaust passage and supercharges in a high intake air amount region, and that opens and closes the secondary exhaust passage. A valve, an intake cut valve that opens and closes a secondary intake passage downstream of a blower of the secondary supercharger, and a switching control unit that switches an operating state of the secondary supercharger by opening and closing the exhaust cut valve and the intake cut valve. Operating state detecting means for detecting the operating state of the engine, and automatic operation in accordance with the operating state of the engine obtained by the operating state detecting means. A control device for controlling an engine having an automatic transmission that performs a shift change, such that a change in the operating state of the engine caused by the shift change of the automatic transmission occurs within a low intake air amount region of the engine. A supercharger having an automatic transmission, characterized by comprising switching line setting means for setting a switching line between supercharging in a low intake air amount region and supercharging in a high intake air amount region by the switching control means. Engine engine control device. 5. A primary supercharger interposed between a primary exhaust passage and a primary intake passage, driven by pressure of exhaust gas passing through the primary exhaust passage, and supercharging at least in a low intake air amount region, and a secondary exhaust passage. And a secondary turbocharger interposed between the secondary exhaust passage and a secondary supercharger that is driven by the pressure of exhaust gas passing through the secondary exhaust passage and supercharges in a high intake air amount region, and that opens and closes the secondary exhaust passage. A valve, an intake cut valve that opens and closes a secondary intake passage downstream of a blower of the secondary supercharger, and a switching control unit that switches an operating state of the secondary supercharger by opening and closing the exhaust cut valve and the intake cut valve. Operating state detecting means for detecting the operating state of the engine, and automatic operation in accordance with the operating state of the engine obtained by the operating state detecting means. A control device for controlling an engine including an automatic transmission that performs a shift change, wherein a change in the operating state of the engine caused by the shift change of the automatic transmission occurs within a high intake air amount region of the engine. A supercharger having an automatic transmission, characterized by comprising switching line setting means for setting a switching line between supercharging in a low intake air amount region and supercharging in a high intake air amount region by the switching control means. Engine engine control device.