JP4595761B2 - Engine supercharger - Google Patents

Description

  The present invention relates to an engine supercharger having an electric supercharger, and belongs to the technical field of an engine intake system.

  Conventionally, superchargers and turbochargers that supercharge intake air as means for increasing engine torque are well known. However, as a result of the supercharging ability being greatly affected by the engine speed, the supercharging pressure is low. There is a drawback of lacking. On the other hand, the electrically driven electric supercharger can control the rotational speed without being affected by the engine rotational speed, and therefore has an advantage that a sufficient supercharging pressure can be generated even in a low rotational speed region.

  And as an intake system provided with this electric supercharger, for example, in Patent Document 1, a supercharging passage in which the electric supercharger is disposed, and an electric supercharger in the supercharging passage above and downstream of the supercharger. Disclosed is an intake system provided with a bypass passage that is connected and provided with an intake control valve, and a merging passage that extends downstream from a merging portion of the supercharging passage and the bypass passage and is provided with a throttle valve. Has been. In this intake system, when the engine operating region is in a predetermined supercharging region on the high load side, the electric supercharger is operated with the intake control valve closed.

On the other hand, this type of electric supercharger has a compressor and a motor that drives the compressor, and the number of rotations of the compressor increases and decreases according to the current supplied to the motor, and the resulting supercharging pressure is determined. become. Here, Patent Document 2 discloses an invention relating to control of supply current to an electric supercharger. That is, in the invention described in Patent Document 2, normally, the supply current to the electric supercharger is based on the difference between the target supercharging pressure at the time of supercharging and the actual supercharging pressure. The supercharging pressure feedback control is performed to increase the supply current, but only when the supercharging starts, that is, when the engine operating state enters the supercharging region, It is controlled to supply the maximum current. As a result, the rotational speed of the electric supercharger is quickly increased, and the responsiveness of the rise of the supercharging pressure when entering the supercharging region is ensured. In the following description, a high supply current that is supplied to the supercharger when the operating region of the engine enters the supercharging region is referred to as “rush current”.
JP 2004-346910 A JP 2004-169629 A

  By the way, the electric supercharger is usually driven based on the generated electric power of an alternator driven by the engine. However, the electric supercharger is started when the electric supercharger is started, that is, is rotated from a very low rotation state. When a large inrush current is required to ensure responsiveness when raising the power, the required current cannot be covered by the power supplied from the alternator, and the current is taken out from the battery. . Here, when the battery is deteriorated due to long-term use or the like, if the current is taken out from the battery in this way, the deterioration proceeds at once, for example, a relatively large power is required to turn the starter. There is a possibility that the engine will be affected when the engine is required.

  Then, this invention makes it a subject to suppress further progress of deterioration, when the deterioration of a battery is detected in the supercharging apparatus of the engine which has an electric supercharger.

  In order to solve the above problems, the present invention is configured as follows.

First, the invention described in claim 1 includes an electric supercharger driven by power generated by an alternator driven by an engine, and electric supercharger control means for controlling a current supplied to the electric supercharger. The supercharger for an engine having the electric supercharger control means does not exceed the power consumption so that a theoretically generated torque proportional to the power consumption cannot be obtained due to knocking during normal supercharging. When an operating current is supplied to the supercharger and the operation state enters the supercharged region from the non-supercharged region, an inrush current higher than the normal supercharged operating current is supplied to the electric supercharger. has a battery degradation detection means for detecting the deterioration state of the battery, a torque decrease suppression means for stopping the alternator, the electric supercharger control means, the back in the case of supplying the inrush current When deterioration of the battery is detected by the re-degradation detection means, the inrush current is reduced, and the torque reduction suppression means stops the alternator when the inrush current is reduced by the electric supercharger control means, In addition, the electric supercharger control means is configured such that when the torque reduction suppressing means stops the alternator, the power consumption is such that a torque substantially equal to the engine torque obtained when the alternator is operated is obtained. The inrush current is reduced .

  The invention according to claim 2 is the engine supercharging device according to claim 1, wherein the electric supercharger control means converts the inrush current into the normal operating current of the electric supercharger. Set to a value obtained by adding an additional current having a value corresponding to the difference between the actual rotational speed of the feeder and the target rotational speed, and lowering the additional current when battery deterioration is detected by the battery deterioration detecting means. By reducing the inrush current, the inrush current is reduced.

  First, according to the first aspect of the present invention, when the operating state enters the predetermined supercharging region, the electric supercharger has an inrush current higher than the normal (non-inrush) operating current. The responsiveness of the rising of the supercharging pressure is ensured. Here, when battery deterioration is detected by the battery deterioration detecting means, the inrush current is controlled to be reduced by the electric supercharger control means. As a result, since the current taken out from the battery is suppressed when the battery is deteriorated, the progress of the battery deterioration is suppressed.

  According to the invention described in claim 2, the inrush current is obtained by adding an additional current having a value corresponding to a difference between the actual rotational speed of the supercharger and the target rotational speed to the normal operating current of the electric supercharger. It is set to the added value. By setting the inrush current in this way, the difference between the actual rotation speed and the target rotation speed becomes the largest when the actual rotation speed immediately after the operating state has entered the supercharging region, so the additional current is As a result, the responsiveness of the boost pressure rise is ensured. Here, when the battery is deteriorated, the electric supercharger control means lowers the additional current, so that the current taken out from the battery is suppressed, and the progress of the battery deterioration is suppressed.

  On the other hand, when the inrush current is reduced in this way, the responsiveness at the rise of the rotation of the supercharger or the rise of the supercharging pressure is lowered, so that the torque obtained for the required engine torque is suppressed. It will be. As a result, there may be a problem of deterioration in running performance such that a desired acceleration feeling cannot be obtained.

In contrast, according to the invention described in claim 1, the torque decrease suppression means, the lack of increase in the engine torque due to supercharging can be suppressed, the traveling deterioration is prevented.

In that case, according to these inventions, when the inrush current is reduced by the electric supercharger control means, the alternator is stopped, so that the engine load is reduced and the increase in engine torque due to supercharging is insufficient. Is suppressed. Further, the amount of reduction of the inrush current is set so that the engine torque obtained when the normal inrush current is supplied during the operation of the alternator and the torque obtained when the alternator is stopped are substantially the same. As a result, when the battery is deteriorated, the inrush current is reduced to suppress the progress of the battery deterioration, and an equivalent engine torque is obtained regardless of the deterioration state of the battery.

Embodiments of the present invention will be described below.

  FIG. 1 shows an intake system 1 for an engine according to the present embodiment. The intake system 1 has an intake passage 2 through which fresh air is introduced. The intake passage 2 is connected to an air cleaner 10 on the upstream side, and a supercharging passage 20 in which an electric supercharger 11 is disposed; A bypass passage 21 connected to the upstream side and the downstream side of the supercharger 11 in the supercharging passage 20 and provided with the intake control valve 12, and extends to the downstream side where the supercharging passage 20 and the bypass passage 21 merge. A merging passage 22 in which the throttle valve 13 is disposed, a surge tank 23 formed on the downstream side of the merging passage 22, and a plurality of independent intake passages that branch from the surge tank 23 to the respective cylinders # 1 to # 4. 24 ... 24.

  The electric supercharger 11 is configured such that the compressor 11b rotates by supplying electric power to the motor 11a, and air sucked from the upstream side of the supercharger 11 in the supercharging passage 20 is pumped downstream. It has become. In addition, the power consumption at the time of the rated output of this supercharger 11 is 2 kW.

  In addition, an electric supercharger driver 30 that controls the supply current to the motor 11 a of the electric supercharger 11, and a battery 31 and an alternator 32 that supply electric power to the motor 11 a via the driver 30 are provided. The battery 31 is a power source having a voltage of 14V, and is connected to the driver 30 so as to be able to supply power as indicated by an arrow A, and can store the electric power generated by the alternator 32. The alternator 32 is configured to generate a voltage of 14 V by driving the engine. The alternator 32 directly supplies power to the driver 30 as indicated by an arrow B, while supplying power to the battery 31 as indicated by an arrow C. To charge.

  An engine control unit 100 that controls the entire engine and an intake system controller 101 that controls each device of the intake system 1 based on a control signal output from the engine control unit 100 are provided.

  The engine control unit 100 detects the engine load as a signal from an accelerator opening sensor 40 that detects the depression amount of the accelerator pedal 40a, a signal from the engine speed sensor 41 that detects an engine speed, and the battery 31. Signals from a voltage sensor 42 for detecting the deterioration state of the motor and a motor rotation speed sensor 43 for detecting the rotation speed of the motor 11a of the electric supercharger 11 are input. In addition, what detects the deterioration state of the battery 31 is not limited to the voltage sensor 42, but the one that detects the deterioration of the battery 31 according to the voltage drop at the time of cranking, A current sensor may be provided to detect current values during charging and discharging, and the deterioration of the battery 31 may be detected based on the relationship between these current values.

  Based on these input signals, the engine control unit 100 outputs various control signals to the throttle actuator 44 that drives the throttle valve 13 to open and close, the intake system controller 101, and the like.

  The intake system controller 101 outputs a control signal to the intake control valve actuator 45 that opens and closes the intake control valve 12, the electric supercharger driver 30, and the like.

  By the way, as shown in FIG. 2, the engine control unit 100 stores a control map in which each operation region is set according to the accelerator opening and the engine speed. In this control map, a non-supercharging region is set on the low load side and the high rotation side, and a supercharging region is set on the high load low rotation side.

  In the non-supercharging region, the engine control unit 100 fully opens the intake control valve 12 to the intake control valve actuator 45 via the signal for controlling the opening of the throttle valve 13 to the throttle actuator 44 and the intake system controller 101. The signal to be output is output. Further, the engine control unit 100 outputs a signal for supplying a minute current to the motor 11 a to the electric supercharger driver 30 via the intake system controller 101. The throttle valve 13 is of an electronic control type, and the throttle opening does not necessarily correspond to the depression amount of the accelerator pedal 40a.

In the supercharging region, the engine control unit 100 sends the intake control valve 12 to the intake control valve actuator 45 via the intake system controller 101 and the signal for controlling the opening of the throttle valve 13 to the throttle actuator 44. Outputs a signal to fully close. Further, in this supercharging region, the engine control unit 100 supplies the supercharger 11 with the current represented by the following formula 1 to the electric supercharger driver 30 via the intake system controller 101. ing.
Supply current = Base current + (Target speed-Actual speed) x Gain (Formula 1)

  Here, the base current is a current value required to realize the power supply of 1 kW. Further, the target rotational speed of the supercharger 11 at the time of supercharging is determined according to the accelerator opening and the engine rotational speed. Then, a value obtained by subtracting the actual rotational speed detected by the motor rotational speed sensor 43 from the target rotational speed of the supercharger 11 and a predetermined gain is added to the base current, and this is supplied as a total supply. It is current.

The voltage sensor 42 corresponds to battery deterioration detection means in the engine supercharging device according to claim 1, and the engine control unit 100 also corresponds to electric supercharger control means and torque reduction suppression means.

  Next, the operation of the intake system 1 will be described.

  First, when the engine operating state is in the non-supercharging region, the engine control unit 100 outputs a signal for controlling the throttle valve 13 and a signal for fully opening the intake control valve 12 via the intake system controller 101. Therefore, the air introduced into the intake passage 2 reaches the merging passage 22 through the bypass passage 21 and is sucked into the engine according to the opening degree of the throttle valve 13. The opening degree of the throttle valve 13 is controlled so that the target torque is obtained with respect to the target torque calculated based on the accelerator opening degree and engine speed parameters.

  Further, in this region, the supercharger 11 is maintained at idle rotation (5000 rpm) by supplying a small current to the electric supercharger 11. By performing idle rotation in this way, the engine control unit 100 can always recognize the rotational phase of the motor 11a, so that the control response of the supercharger 11 when the operating state shifts to the supercharging region. As a result, the responsiveness of the boost pressure rise is ensured.

  As a result, as shown in FIG. 3, in the non-supercharging region, engine characteristics are obtained in which high torque can be obtained on the high rotation side only by natural intake.

  When the engine operating state is in the supercharging region, the engine control unit 100 outputs a signal for controlling the throttle valve 13 and a signal for fully closing the intake control valve 12 via the intake system controller 101. Therefore, the air introduced into the intake passage 2 cannot pass through the bypass passage 21 and can pass only through the supercharging passage 20. The electric supercharger 11 is supplied with the electric power represented by the above formula 1, and the air introduced into the supercharging passage 20 is pumped to the downstream side of the supercharger 11. Further, the pumped air is introduced into the merging passage 22 and is sucked into the engine according to the opening degree of the throttle valve 13.

  As a result, as shown in FIG. 3, in the supercharging region, a torque greater than that obtained by only natural intake is obtained mainly on the low rotation side.

FIG. 4 is a flowchart showing a reference control example related to the present invention. First, this control example will be described.

  First, in step S1, various signals are read. At this time, the accelerator position detected by the accelerator position sensor 40, the engine speed detected by the engine speed sensor 41, the voltage of the battery 31 detected by the voltage sensor 42, and the motor speed sensor 43 detected. A signal such as the rotation speed of the motor 11a is input.

  Next, in step S2, it is determined whether or not the operating state is in the supercharging region based on the control map of FIG. When the operating state is in the supercharging region, the intake control valve 12 is closed in step S3, and the process proceeds to step S4. Whether or not the battery 31 is in a deteriorated state based on the voltage value of the battery 31 detected in step S1. Determine whether or not.

If the battery 31 is not in the deteriorated state, the gain value is increased in step S5. If the battery 31 is in the deteriorated state, the gain value is decreased in step S6, and the process proceeds to step S7.

  In step S7, the supply current to the supercharger 11 is set. As shown in Equation 1, the supply current is obtained by adding a gain obtained by multiplying the difference between the target rotational speed and the actual rotational speed to the base current. It is the one set in S6. Therefore, when the battery 31 is in the deteriorated state, the value of the supply current is small, and when the battery 31 is not in the deteriorated state, the value of the supply current is large. Then, the supply current set in step S7 is actually supplied to the supercharger 11 in step S8.

  On the other hand, when it is determined in step S2 that the operating state is in the non-supercharging region, the process proceeds to step S9, the intake control valve 12 is opened, and the supply current to the supercharger 11 is idled in step S10. The minute electric current for rotation is set, and the process proceeds to step S8 to actually supply power to the supercharger 11.

  Note that the gain may be set based on the map of FIG. 5 when setting the gain according to the deterioration state of the battery 31 in the steps S4 to S6. That is, according to this map, the gain value is set to be smaller as the deterioration progresses, that is, as the voltage value detected by the voltage sensor 42 is lower.

  Further, in parallel with the control of the electric supercharger 11 mainly according to the flowchart of FIG. 4, the control of the throttle valve 13 according to the flowchart of FIG. 6 is performed.

  In the control of the throttle valve 13, first, various signals are read in step S21. At this time, signals such as the accelerator opening detected by the accelerator opening sensor 40, the engine speed detected by the engine speed sensor 41, and the voltage of the battery 31 detected by the voltage sensor 42 are input.

  Next, in step S22, a target torque is set based on parameters such as the accelerator opening obtained in step S21. Based on this target torque, a target throttle opening is set in step S23. Then, in step S24, it is determined whether or not it is within a predetermined period after the transition from the non-supercharging region to the supercharging region. This predetermined period is a period until the actual rotation of the supercharger 11 reaches the target rotation after the operating state enters the supercharging region as indicated by an arrow D in FIG. In step S25, it is determined whether or not the battery 31 is in a deteriorated state. Here, when the battery 31 is in the deteriorated state, the process proceeds to step S26, and an increase correction amount for the throttle opening set in step S23 is set. In step S27, the final throttle opening is set. In step S28, a signal is output to the throttle actuator 44 in order to realize the throttle opening.

  On the other hand, when it is determined in step S24 that the predetermined period has elapsed after the transition to the supercharging region, or when the deterioration state of the battery 31 is not detected in step S25, the process proceeds to step S29, where the throttle is opened. Set the degree of increase correction to zero. In step S27, the final throttle opening is set. The throttle opening at this time is the same as the throttle opening set in step S23.

  It should be noted that the increase correction amount may be set based on the map of FIG. 7 when setting the increase correction amount of the throttle opening according to the deterioration state of the battery 31 in the steps S25, S26, and S29. That is, according to this map, the increase correction amount of the throttle opening is set to increase as the deterioration progresses, that is, as the voltage value detected by the voltage sensor 42 decreases.

  And when the battery 31 is deteriorated by the control of the electric supercharger 11 shown in FIG. 4, the gain value in Expression 1 is controlled to be small, so that the inrush current is suppressed.

  Here, the inrush current is set as a sum of an operating current corresponding to the base current and an additional current set according to the difference between the actual rotational speed and the target rotational speed. Since the additional current is obtained by multiplying the difference between the actual rotational speed and the target rotational speed by the gain, the value increases as the gain increases. Therefore, as shown in FIG. 8, the additional current B when the gain is set through the step S6 is smaller than the additional current A when the gain is set through the step S5. The value decreases and the inrush current also decreases. Further, when the inrush current is small, the increase in the actual rotational speed of the supercharger 11 is suppressed, and the difference between the actual rotational speed and the target rotational speed is gradually reduced, so that the supercharger 11 is supplied. The current that is applied will fall slowly.

  On the other hand, as shown in FIG. 9, as a result of reducing the rush current by reducing the gain, the time from the idle rotation state (5000 rpm) to the operation state rushes to the target rotation speed (60000 rpm). However, it becomes longer than when the gain is large. The rotation speed of the supercharger 11 corresponds to the increased torque obtained by supercharging. When the inrush current is suppressed, the obtained torque is suppressed.

  Here, as shown in FIG. 10, in the control of the throttle valve 13 shown in FIG. 6, the throttle opening is corrected to be increased when the engine torque is not sufficiently increased (within the predetermined period). Therefore, the engine torque obtained is increased, and the shortage of torque due to the reduction of the inrush current is compensated.

  Further, as a means for compensating for such a shortage of torque, engine auxiliary equipment such as a power steering, an alternator, an air conditioner, and a cooling fan may be stopped to reduce the load.

Next, an embodiment of the present invention will be described. In this embodiment, the control of the supercharger 11 according to the deterioration state of the battery 31 is different from the reference control example , and the control will be described based on the flowchart of FIG.

  First, in step S31, various signals are read. At this time, the accelerator position detected by the accelerator position sensor 40, the engine speed detected by the engine speed sensor 41, the charge amount of the battery 31 detected by the voltage sensor 42, and the motor speed sensor 43 are detected. A signal such as the number of rotations of the motor 11a is input.

  Next, in step S32, based on the control map of FIG. 2, it is determined whether or not the operating state is in the supercharging region. When the operating state is in the supercharging region, the intake control valve 12 is closed in step S33, and the process proceeds to step S34, where the predetermined value after entering the supercharging region from the non-supercharging region as shown by the arrow D in FIG. A determination is made as to whether it is within the period. If it is within the predetermined period, in step S35, it is determined whether or not the battery 31 is in a deteriorated state based on the voltage value of the battery 31 detected in step S31.

  If it is determined in step S35 that the battery 31 is in a deteriorated state, the supercharger 11 is operated with power consumption of 0.7 kW in step S36, and the alternator 32 is stopped in step S37. In setting the supply current to the supercharger 11 in step S35, the base current in Equation 1 is set to a current value that results in a power consumption of 0.7 kW.

  On the other hand, when it is determined in step S32 that the operating state is in the non-supercharging region, the process proceeds to step S38 and the intake control valve 12 is opened. Further, the turbocharger 11 is operated with power consumption of 1 kW in step S39, and the alternator 32 is operated in step S40.

  Further, when it is determined in step S34 that the predetermined period has elapsed, and when the deterioration state of the battery 31 is not detected in step S35, the process proceeds to step S39.

  By such control, when the battery 31 is deteriorated, control is performed so that the value of the base current in the equation 1 becomes small, so that inrush current is suppressed.

  As described above, the inrush current is set as the sum of the operating current corresponding to the base current, the actual rotational speed, and the additional current. For this reason, as shown in FIG. 12, the supercharger 11 is operated at 0.7 kW via the step S36 rather than the operating current A when the supercharger 11 is operated at 1 kW via the step S39. When this is done, the value of the operating current B is reduced, and the inrush current is also reduced.

  Further, when the inrush current is small, the increase in the actual rotational speed of the supercharger 11 is suppressed, and the difference between the actual rotational speed and the target rotational speed is gradually reduced, so that the supercharger 11 is supplied. The current that is applied will fall slowly.

  On the other hand, as shown in FIG. 13, as a result of the inrush current being suppressed by the 0.7 kW operation, the time from the idle rotation state (5000 rpm) to the supercharging region to the target rotation speed (60000 rpm) is reached. However, it becomes longer than that during 1 kW operation. The rotation speed of the supercharger 11 corresponds to the increased torque obtained by supercharging. When the inrush current is suppressed, the obtained torque is suppressed.

  Here, as shown in FIG. 14, since the alternator 32 is stopped during the 0.7 kW operation, that is, within the predetermined period when the increase in engine torque is insufficient, as shown in step S37, the alternator 32 is stopped. Thus, the shortage of torque is compensated for by reducing the inrush current.

  Further, in the flowchart of FIG. 11, the power consumption of the supercharger 11 when the battery 31 is deteriorated is 0.7 kW, and this power is set as follows.

  As shown in FIG. 15, an increased torque is obtained in proportion to the increase in power consumption of the electric supercharger 11, but when the power consumption exceeds 1 kW, theoretically proportional to the power consumption due to the occurrence of knocking. The generated torque obtained in comparison with the generated torque is suppressed. For this reason, by operating the supercharger 11 with power consumption of 1 kW, there is an advantage that efficient operation is possible and heat generation of the motor 11a is suppressed.

  Further, a loss torque is generated when power is being generated by the alternator 32, and the net actual torque obtained substantially is suppressed. According to such a characteristic of the supercharger 11, as indicated by a point X, the engine torque obtained when the turbocharger 11 is operated at a power consumption of 1 kW in a state where power is generated by the alternator 32 is point Y. As shown in FIG. 5, the equivalent engine torque can be obtained by operating the supercharger 11 with a power consumption of 0.7 kW while the power generation by the alternator 32 is stopped. Thus, the operating current at the time of deterioration of the battery 31 is set to a value at which the same torque can be obtained when the alternator is stopped.

As described above, according to this embodiment, when the operating state enters the predetermined supercharging region, the electric turbocharger 11 is supplied with an inrush current higher than the normal (non-inrush) operating current. Thus, the responsiveness of the boost pressure rise is ensured. Here, when the deterioration of the battery 31 is detected by the voltage sensor 42, the inrush current is controlled to decrease. As a result, since the current taken out from the battery 31 is suppressed when the battery 31 is deteriorated, the progress of the deterioration of the battery 31 is suppressed.

  On the other hand, when the inrush current is reduced in this way, the responsiveness at the rise of the rotation of the supercharger 11 or the rise of the supercharging pressure is lowered, so that the torque obtained with respect to the required engine torque is suppressed. Will be. As a result, there may be a problem of deterioration in running performance such that a desired acceleration feeling cannot be obtained.

On the other hand, in this embodiment, since the shortage of increase in engine torque due to supercharging is suppressed, the above-described deterioration in running performance is prevented.

In particular, in this embodiment, since the alternator 32 is stopped when the inrush current is reduced, the load on the engine is reduced, and an insufficient increase in engine torque due to supercharging is suppressed. Further, the amount of reduction of the inrush current is set so that the engine torque obtained when the normal inrush current is supplied when the alternator 32 is operated and the torque obtained when the alternator 32 is stopped are substantially the same. As a result, when the battery 31 is deteriorated, the inrush current is reduced to suppress the progress of the deterioration of the battery 31, and the same engine torque is obtained regardless of the deterioration state of the battery 31.

  The present invention relates to an engine supercharger having an electric supercharger and is widely suitable for the automobile industry.

1 is an overall view of an intake system according to an embodiment of the present invention. It is a control map which shows the driving | operation area | region of an engine. It is explanatory drawing of the output characteristic of an engine. 5 is a flowchart according to a reference control example of the intake system. It is a map of the gain with respect to the deterioration degree of a battery. It is a flowchart which concerns on control of a throttle valve. It is a map of the throttle opening increase correction amount with respect to the deterioration degree of the battery. It is explanatory drawing of the inrush current according to the value of a gain. It is explanatory drawing of the supercharger rotation speed according to the value of a gain. It is explanatory drawing of the engine torque according to control of throttle opening. It is a flowchart which concerns on control of the intake system of embodiment of this invention. It is explanatory drawing of the inrush current according to the value of an operating current. It is explanatory drawing of the supercharger rotation speed according to the power consumption of a supercharger. It is explanatory drawing of the engine torque according to control of an alternator. It is explanatory drawing of the characteristic of a supercharger.

Explanation of symbols

1 Intake System 11 Electric Supercharger 13 Throttle Valve 42 Voltage Sensor 100 Engine Control Unit

Claims (2)

An engine supercharger having an electric supercharger driven by power generated by an alternator driven by an engine, and electric supercharger control means for controlling a current supplied to the electric supercharger ,
The electric supercharger control means supplies an operating current to the electric supercharger so as not to exceed power consumption at which a theoretically generated torque proportional to power consumption cannot be obtained by knocking during normal supercharging, When the operating state enters the supercharging region from the non-supercharging region, the electric supercharger is supplied with an inrush current higher than the normal supercharging operating current,
Battery deterioration detecting means for detecting a deterioration state of the battery;
Torque lowering suppression means for stopping the alternator,
The electric supercharger control means reduces the inrush current when battery deterioration is detected by the battery deterioration detecting means when supplying the inrush current,
The torque reduction suppression means stops the alternator when the inrush current is reduced by the electric supercharger control means, and
The electric supercharger control means rushes in such a way that when the torque reduction suppressing means stops the alternator, the power consumption is such that a torque substantially equal to the engine torque obtained when the alternator is operated is obtained. An engine supercharging device characterized by reducing current . The engine supercharging device according to claim 1,
The electric supercharger control means sets the inrush current to a value obtained by adding an additional current having a value corresponding to the difference between the actual rotational speed of the supercharger and the target rotational speed to the normal operating current of the electric supercharger. An engine supercharging device characterized in that, when battery deterioration is detected by the battery deterioration detecting means, the inrush current is reduced by reducing the additional current.

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