JP2007009780A - Control device for internal combustion engine including supercharger with electric motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To appropriately perform assist of rotation of a supercharger by an electric motor according to a vehicle travel condition in relation to a control device for an internal combustion engine including a supercharger with an electric motor. <P>SOLUTION: Acceleration level which a driver demands a vehicle is measured and a curve level of a road on which a vehicle is currently traveling is also measured. Assist quantity of rotation of the supercharger by the electric motor is controlled based on the demand acceleration level and the curve level. In an embodiment, the curve level can be measured from steering angle. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control device for an internal combustion engine having a supercharger with an electric motor.

Conventionally, a turbocharger with an electric motor having an electric motor attached to a rotating shaft is known. According to this turbocharger with an electric motor, a boost pressure of a necessary magnitude is obtained when necessary regardless of the magnitude of exhaust energy supplied from the internal combustion engine by operating the electric motor to rotationally drive the compressor. be able to. For example, in Patent Document 1, it is easy to start a slope on a steep slope by determining whether the vehicle stops at a steep slope from the road surface gradient and the vehicle speed, and generating a large torque by assisting the rotation of the turbocharger with a motor when starting. This technique is disclosed.
Japanese Patent No. 2819784 Japanese Patent No. 2800361

  By the way, the magnitude and change of the torque generated by the internal combustion engine greatly affect drivability. The technique described in Patent Document 1 uses a turbocharger rotation assist (electric assist) by an electric motor for starting a hill, but the electric assist can also be used for torque control during traveling of the vehicle. . That is, if the electric assist can be appropriately performed according to the driving condition of the vehicle, it is considered that an appropriate torque according to the driving condition can be obtained and drivability can be improved.

  The present invention has been made to solve the above-described problems, and an internal combustion engine having a supercharger with an electric motor that can appropriately assist the rotation of the supercharger by the electric motor in accordance with the running condition of the vehicle. An object of the present invention is to provide an engine control device.

In order to achieve the above object, the first invention provides
A control device for an internal combustion engine having a supercharger capable of assisting rotation by an electric motor,
Requested acceleration level measuring means for measuring the level of acceleration requested by the driver to the vehicle;
A curve level measuring means for measuring the curve level of the road that is currently running,
Control means for controlling an assist amount of rotation of the supercharger by the electric motor based on the required acceleration level and the curve level;
It is characterized by having.

According to a second invention, in the first invention,
The control means determines the relationship between the throttle opening and the target rotational speed of the turbocharger according to the curve level, and sets the target rotational speed according to the required acceleration level based on the determined relationship. Thus, the assist amount of rotation of the supercharger by the electric motor is controlled.

According to a third invention, in the first or second invention,
The required acceleration level measuring means includes an accelerator opening sensor that outputs a signal corresponding to the accelerator opening, and measures the required acceleration level based on the signal of the accelerator opening sensor.

4th invention is 1st or 2nd invention,
The curve level measuring means includes a handle angle sensor that outputs a signal corresponding to a steering angle of the handle, and measures the curve level based on the signal of the handle angle sensor.

According to a fifth invention, in the first or second invention,
The curve level measurement means includes position information acquisition means for acquiring a current position of the vehicle, and measures the curve level by comparing the acquired current position of the vehicle with road information stored in advance.

A sixth invention is the first or second invention, wherein
The curve level measuring means includes an acceleration sensor that outputs a signal corresponding to a lateral acceleration acting on the vehicle, and measures the curve level based on the signal of the acceleration sensor.

According to a seventh invention, in the first or second invention,
Means for measuring a current speed and / or acceleration of the vehicle;
The control means corrects the assist amount based on the speed and / or acceleration.

The eighth invention is the first or second invention,
Means for measuring the weight of the vehicle;
The control means corrects the assist amount based on the vehicle weight.

According to a ninth invention, in the first or second invention,
The control means is further characterized in that the assist start timing by the electric motor is controlled based on the required acceleration level and the curve level.

The tenth invention achieves the above object,
A control device for an internal combustion engine having a supercharger capable of assisting rotation by an electric motor,
Requested acceleration level measuring means for measuring the level of acceleration requested by the driver to the vehicle;
Vehicle weight measuring means for measuring the weight of the vehicle;
Control means for controlling an assist amount of rotation of the supercharger by the electric motor based on the required acceleration level and the vehicle weight;
It is characterized by having.

In an eleventh aspect based on the tenth aspect,
The control means determines the relationship between the throttle opening and the target rotational speed of the supercharger according to the vehicle weight, and sets the target rotational speed according to the required acceleration level based on the determined relationship. Thus, the assist amount of rotation of the supercharger by the electric motor is controlled.

In a twelfth aspect based on the tenth or eleventh aspect,
The vehicle weight measuring means calculates a vehicle weight at the time of departure as an initial weight, and a value obtained by correcting the initial weight with a fuel consumption amount is calculated as a current vehicle weight.

  According to the first to ninth inventions, the assist amount is controlled based on the curve level of the road on which the driver is currently driving in addition to the acceleration level required by the driver. Torque can be obtained and drivability during curve driving is improved.

  In particular, according to the second invention, the relationship between the throttle opening and the target rotational speed of the supercharger is changed according to the curve level, so that the assist amount can be accurately controlled according to the curve level. .

  Further, according to the seventh aspect, since the assist amount is corrected based on the current speed and / or acceleration of the vehicle, it is possible to obtain a more appropriate torque and further improve drivability during curve driving. .

  Further, according to the eighth invention, the assist amount is corrected based on the weight of the vehicle, so that a more appropriate torque can be obtained, and the drivability during curve driving is further improved.

  Further, according to the ninth aspect, since the assist start timing is controlled based on the required acceleration level and the curve level in addition to the assist amount, a more appropriate torque can be obtained, and drivability during curve driving can be obtained. Is further improved.

  According to the tenth to twelfth inventions, the assist amount is controlled based on the weight of the vehicle in addition to the acceleration level required by the driver for the vehicle. And drivability is improved.

  In particular, according to the eleventh invention, the relationship between the throttle opening and the target rotational speed of the turbocharger is changed according to the weight of the vehicle, so that the assist amount can be accurately controlled according to the curve level. it can.

  Further, according to the twelfth aspect, since the current vehicle weight can be accurately measured, even if the vehicle performance changes due to a change in the vehicle weight, Appropriate torque can be obtained.

Embodiment 1 FIG.
The first embodiment of the present invention will be described below with reference to the drawings.

[Description of engine system configuration]
FIG. 1 is a schematic configuration diagram of an internal combustion engine having a supercharger with an electric motor to which a control device as Embodiment 1 of the present invention is applied. In the present embodiment, the present invention is applied to a gasoline engine (hereinafter simply referred to as an engine). The engine has an engine body 2 having a plurality of cylinders (four cylinders in FIG. 1). Connected to the engine body 2 are an intake manifold 4 for distributing air to each cylinder and an exhaust manifold 6 for collecting exhaust gas discharged from each cylinder.

  This engine has a turbocharger with a motor (motor-assisted turbocharger, hereinafter referred to as MAT) 30. The MAT 30 includes a compressor 30a, a turbine 30b, and an electric motor 30c arranged between the compressor 30a and the turbine 30b. The compressor 30a and the turbine 30b are integrally connected by a connecting shaft, and the compressor 30a is rotationally driven by the exhaust energy of the exhaust gas input to the turbine 30b. The connecting shaft is also a rotor of the electric motor 30c, and the compressor 30a can be forcibly driven by operating the electric motor 30c. Further, a turbo rotation speed sensor 32 that outputs a signal corresponding to the rotation speed (rotation speed per predetermined time) of the compressor 30a is attached to the connecting shaft.

  The compressor 30 a is disposed in the middle of the intake passages 8 and 10 connected to the intake manifold 4. The intake passage 10 that connects the outlet of the compressor 30a and the intake manifold 4 is provided with an intercooler 36 that cools the supercharged air. A throttle valve 20 for controlling the flow rate of air sucked into the engine body 2 is provided in the vicinity of the intake manifold 4 in the intake passage 10.

  Air supplied to the engine body 2 is taken in from the atmosphere via the air cleaner 16. An air flow meter 52 that outputs a signal corresponding to the flow rate of the air sucked into the intake passage 8 is provided in the intake passage 8 that connects the air cleaner 16 and the inlet of the compressor 30a.

  This engine has a bypass passage 40 that bypasses the compressor 30a and connects the outlet side and the inlet side of the compressor 30a. The bypass passage 40 has one end connected to the downstream of the air flow meter 52 in the intake passage 8 and the other end connected to the upstream of the throttle valve 20 in the intake passage 10. A bypass valve 42 for controlling the flow rate of air flowing through the bypass passage 40 is disposed in the bypass passage 40. The bypass valve 42 is normally closed and is opened when the compressor 30a reaches the surge limit when the compressor 30a is forcibly driven by the electric motor 30c.

  The exhaust passage 12 is connected to the inlet of the turbine 30b. The other end of the exhaust passage 12 is connected to the exhaust manifold 6, and the exhaust gas from each cylinder collected by the exhaust manifold 6 is supplied to the turbine 30 b through the exhaust passage 12. Another exhaust passage 14 is connected to the outlet of the turbine 30b. A catalyst 18 for purifying exhaust gas is disposed in the exhaust passage 14.

  This engine has an ECU (Electronic Control Unit) 50 as a control device for comprehensively controlling the entire engine. The ECU 50 also includes a motor controller that controls the rotation of the MAT 30 by controlling the amount of power supplied to the electric motor 30c. Various devices such as the throttle valve 20 and the bypass valve 42 are connected to the output side of the ECU 50 in addition to the electric motor 30c.

  On the other hand, on the input side of the ECU 50, in addition to the air flow meter 52 and the turbo speed sensor 32, an engine speed sensor 54 that outputs a signal corresponding to the engine speed and a signal corresponding to the accelerator opening are output. An accelerator opening sensor 56 is connected. In addition, there are also a handle angle sensor 58 that outputs a signal according to the steering angle of the steering wheel, a vehicle speed sensor 60 that outputs a signal according to the vehicle speed, and a load sensor 62 that outputs a signal according to the load acting on the wheels. The ECU 50 is connected. The load sensor 62 is provided for each wheel, and the total value of the loads measured from the signal of the load sensor 62 is the weight of the vehicle. ECU50 drives each apparatus according to a predetermined control program based on the signal of each sensor.

[Description of assist control]
One of the engine controls performed by the ECU 50 is assist control in which the electric motor 30c assists the rotation of the compressor 30a. By appropriately performing the electric assist according to the driving condition of the vehicle, it is possible to obtain an appropriate torque according to the driving condition and improve drivability. In the present embodiment, in particular, the drivability at the time of curve driving is improved by performing electric assist according to the curve level of the road currently being driven.

  The flowchart of FIG. 2 shows a routine for assist control executed by the ECU 50. In the first step 100 of the routine shown in FIG. 2, processing of signals input from each sensor to the ECU 50 is performed. In the assist control according to the present embodiment, a signal from the accelerator opening sensor 56, a signal from the engine speed sensor 54, a signal from the turbo speed sensor 32, and a signal from the handle angle sensor 58 are used.

  In the next step 102, it is determined based on the input signal processed in step 100 whether a predetermined assist start / continuation condition is satisfied. Specifically, the ECU 50 refers to an operating state determination map prepared in advance and determines whether or not the current operating state of the engine is an operating state requiring electric assist from the engine speed and the accelerator opening. The operating state that requires electric assist is, for example, an operating state (low rotation and high load state) that requires a high torque although the exhaust energy for driving the MAT 30 is small. If the current engine operating state is an operating state requiring electric assist, the assist start / continuation condition is satisfied. On the other hand, when it is not in the driving state that requires electric assist, the assist start / continuation condition is not satisfied, and this routine ends.

  If the assist start / continuation condition is satisfied in step 102, the processing after step 104 is performed. First, in step 104, the target turbo speed of the MAT 30 is determined based on the input signal processed in step 100. Specifically, the ECU 50 reads the target turbo rotation speed from a map (motor control map) with the steering wheel turning angle, the engine rotation speed, and the target throttle opening as axes.

  The target throttle opening, which is a parameter of the electric motor control map, is read from a map with the accelerator opening (or accelerator opening change amount) and the engine speed as axes. The accelerator opening (or the accelerator opening change amount) represents the acceleration level requested by the driver. That is, it can be determined that the greater the accelerator opening (or the accelerator opening change amount), the greater the driver is requesting acceleration. In the present embodiment, as described above, by using the target throttle opening as one of the parameters for determining the target turbo speed, the electric assist according to the required acceleration level is made possible.

  The steering angle measured from the signal from the steering angle sensor 58 represents the curve level of the road that is currently running. That is, it can be determined that the steered curve (curve with a large curvature) is traveling as the steering angle increases. In the present embodiment, as described above, by using the steering angle as one of the parameters for determining the target turbo rotation speed, electric assist according to the curve level is also possible. In the motor control map, the target turbo speed is set for the steering angle so that the assist characteristics shown in FIGS. 3A and 3B can be obtained.

  FIG. 3A shows the relationship between the steering angle and the assist amount. The assist amount is a work amount that the electric motor 30c performs for electric assist. As shown in this figure, in the motor control map, the target turbo speed is set for the steering angle so that the assist amount increases as the steering angle increases. Since the vehicle speed tends to decrease as the curve becomes steeper, increasing the assist amount in accordance with the steering angle can suppress drivability of the vehicle and improve drivability.

  FIG. 3B shows the relationship between the steering angle and the assist timing. The assist timing is the start timing of electric assist by the electric motor 30c. As shown in this figure, in the motor control map, the target turbo rotation speed is set for the steering angle so that the assist timing becomes earlier as the steering angle becomes larger. As the curve becomes steeper, the vehicle speed tends to decrease. However, by speeding up the assist timing, the driver's response to an acceleration request can be accelerated, and drivability can be improved.

  4A and 4B are diagrams showing the relationship between the target turbo speed set in the motor control map, the engine speed, and the target throttle opening. FIG. 4A shows an example of a relationship when the steering angle is small, and FIG. 4B shows an example of a relationship when the steering angle is large. As can be seen by comparing FIG. 4A and FIG. 4B, at the same throttle opening, the larger the steering angle, the larger the target turbo speed. Thereby, the characteristics as shown in FIG. 3A are realized. Further, the larger the steering angle is set so that the target turbo speed rises with a smaller throttle opening. Thereby, the characteristics as shown in FIG. 3B are realized. Although not clearly shown in FIGS. 4A and 4B, the amount of change in the target turbo speed may be set larger with respect to the amount of change in the throttle opening as the steering angle increases. That is, the assist sensitivity for the throttle opening may be set high.

  After the target turbo speed is determined, electric power corresponding to the target turbo speed is supplied from the ECU 50 to the electric motor 30c, and electric assist by the electric motor 30c is started (step 106). As a result, the compressor 30a is forcibly driven by the electric motor 30c, and the turbo speed rapidly increases toward the target turbo speed.

  After the start of the electric assist, it is determined whether or not a condition for stopping the electric assist is satisfied (step 108). Specifically, the ECU 50 compares the actual turbo speed measured by the turbo speed sensor 32 with the target turbo speed determined in step 104, and whether the actual turbo speed has reached the target turbo speed. Judge whether or not. When the actual turbo speed reaches the target turbo speed, the electric assist stop condition is satisfied. Until the electric assist stop condition is satisfied, the processing of the next step 110 is skipped and the electric assist is continued. When the electric assist stop condition is satisfied, the power supply from the ECU 50 to the electric motor 30c is stopped, and the electric assist by the electric motor 30c is stopped (step 110).

  As described above, according to the above-described routine, the assist amount and assist timing of the electric assist by the electric motor 30c are controlled based on the curve level of the currently traveling road in addition to the acceleration level requested by the driver to the vehicle. Therefore, an appropriate torque corresponding to the curve level can be obtained, and drivability during curve driving is improved.

  In the above embodiment, the ECU 50 measures the accelerator opening (or the amount of change in the accelerator opening) from the signal of the accelerator opening sensor 56, whereby the “required acceleration level measuring means” according to the first aspect of the invention. It has been realized. Further, the “curve level measuring means” according to the first aspect of the present invention is realized by measuring the steering angle from the signal of the steering angle sensor 58. Further, the processing of steps 104 and 106 is executed by the ECU 50, thereby realizing the “control means” of the first invention.

  In the above embodiment, the target turbo speed is determined based on the steering angle, the engine speed, and the target throttle opening. Further, the vehicle speed is measured from the signal from the vehicle speed sensor 60, and the vehicle speed is also determined. The target turbo speed may be determined in consideration. Specifically, the target turbo speed is read from the motor control map with the vehicle speed, the steering angle, the engine speed, and the target throttle opening as axes. The target turbo speed with respect to the vehicle speed can be set so that, for example, the assist characteristics shown in FIGS. 5A and 5B can be obtained.

  FIG. 5A shows the relationship between the vehicle speed and the assist amount. In this figure, the target turbo speed is set with respect to the vehicle speed so that the assist amount decreases as the vehicle speed increases. FIG. 5B shows the relationship between the vehicle speed and the assist timing. In this figure, the target turbo speed is set with respect to the vehicle speed so that the assist timing is delayed as the vehicle speed increases.

  Alternatively, the acceleration of the vehicle may be measured from the signal from the vehicle speed sensor 60, and the target turbo speed may be determined in consideration of the acceleration. Specifically, the target turbo rotational speed may be read from an electric motor control map with the acceleration, steering angle, engine rotational speed, and target throttle opening as axes.

Embodiment 2.
Next, a second embodiment of the present invention will be described with reference to the drawings.
The control apparatus for an internal combustion engine having a supercharger with an electric motor according to the present embodiment can be realized by causing the ECU 50 to execute a routine shown in FIG. 6 instead of the routine shown in FIG. 2 in the configuration shown in FIG. it can.

[Description of assist control]
The control device of the present embodiment is different from the control device of the first embodiment in the processing contents in the assist control. The flowchart of FIG. 6 shows a routine of assist control executed by the ECU 50 in the present embodiment. In the routine shown in FIG. 6, the same step numbers are assigned to the processes having the same contents as those in the routine shown in FIG. In addition, overlapping description of the processing having already been described is omitted.

  In the first embodiment, the target turbo speed is determined based on the steering angle, whereas in the present embodiment, the target turbo speed is determined based on the vehicle weight. Specifically, first, the signal of the load sensor 62 is processed as an input signal for assist control together with the signal of the accelerator opening sensor 56, the signal of the engine speed sensor 54, and the signal of the turbo speed sensor 32 ( Step 112). If the assist start / continuation condition is satisfied in step 102, the ECU 50 reads the target turbo speed from a map (motor control map) with the vehicle weight, the engine speed, and the target throttle opening as axes (step). 114).

  The vehicle weight can be measured from the signal of the load sensor 62 provided for each wheel when the vehicle is stationary. However, when the vehicle is operating, an accurate vehicle weight cannot be measured from the signal of the load sensor 62 due to a load variation accompanying acceleration / deceleration. Therefore, in the present embodiment, the vehicle weight measured from the signal of the load sensor 62 at the start of the vehicle is used as the initial weight, and the current vehicle weight is obtained by subtracting the amount of fuel consumed by the engine operation from the initial weight as needed. I am trying to calculate. The vehicle weight at the time of departure is used as the initial weight because the vehicle weight may change due to the entry and exit of the occupant and baggage before starting the vehicle, whereas the passenger and baggage will not enter and exit after the vehicle starts It is possible. The amount of fuel consumed by operation can be calculated by integrating the fuel injection amounts from the injectors.

  In the present embodiment, as described above, by using the vehicle weight as one of the parameters for determining the target turbo speed, the electric assist according to the vehicle weight is enabled. FIG. 7 is a diagram showing the relationship between the vehicle weight and the assist amount set in the motor control map. As shown in this figure, in the motor control map, the target turbo speed is set for the vehicle weight so that the assist amount increases as the vehicle weight increases.

  8A and 8B are diagrams showing the relationship between the target turbo speed set in the motor control map, the engine speed, and the target throttle opening. FIG. 8A shows an example of the relationship when the vehicle weight is light, and FIG. 8B shows an example of the relationship when the vehicle weight is heavy. As can be seen by comparing FIG. 8A and FIG. 8B, at the same throttle opening, the larger the vehicle weight, the larger the target turbo speed. Thereby, the characteristics as shown in FIG. 7 are realized.

  As described above, according to the assist control routine according to the present embodiment, the assist amount of the electric assist by the electric motor 30c is controlled based on the weight of the vehicle in addition to the acceleration level requested by the driver to the vehicle. Thus, it is possible to obtain an appropriate torque according to the exercise performance of the vehicle, and to improve drivability. In addition, the vehicle weight used to determine the target turbo speed is the current accurate vehicle weight obtained by correcting the initial weight with the fuel consumption, with the vehicle weight at the time of departure as the initial weight. Even if the change in the vehicle performance is caused by the change, an appropriate torque according to the current performance can be obtained.

  In the above embodiment, the ECU 50 measures the accelerator opening (or the accelerator opening change amount) from the signal of the accelerator opening sensor 56, whereby the “required acceleration level measuring means” according to the tenth aspect of the present invention. It has been realized. Further, the “vehicle weight measuring means” according to the tenth aspect of the present invention is realized by correcting the initial weight measured from the signal of the load sensor 62 with the amount of fuel consumed. Further, the processing of steps 114 and 106 is executed by the ECU 50, thereby realizing the “control means” of the tenth invention.

Others.
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, the following modifications may be made.

  The assist control according to the first embodiment may be combined with the assist control according to the second embodiment. That is, the target turbo speed may be determined based on the steering angle, the vehicle weight, the engine speed, and the target throttle opening. Further, the target turbo speed may be determined based on the vehicle speed or acceleration.

  In the first embodiment, the curve level of the currently traveling road is measured from the turning angle of the steering wheel. However, a navigation system using GPS may be used. That is, the current position of the vehicle is acquired by GPS, and the curve level of the currently traveling road is measured by checking the current position of the vehicle against map information (road information) of the navigation system.

  In addition, when an acceleration sensor that outputs a signal corresponding to the lateral acceleration acting on the vehicle is provided, the curve level can be measured from the signal of the acceleration sensor. That is, it can be determined that the vehicle is traveling along a steep curve (curve with a large curvature) as the lateral acceleration measured from the signal of the acceleration sensor increases.

  In the configuration shown in FIG. 1, a turbocharger with an electric motor is used as the supercharger with an electric motor. However, in the present invention, the supercharger may be a mechanical supercharger. Moreover, you may use the electric compressor which drives a compressor only with an electric motor as a supercharger with an electric motor.

It is a schematic block diagram of the internal combustion engine which has the supercharger with an electric motor to which the control apparatus as Embodiment 1 of this invention is applied. It is a flowchart of the assist control routine implemented in Embodiment 1 of this invention. It is a figure which shows the relationship between a steering wheel turning angle and the amount of assistance. It is a figure which shows the relationship between a steering wheel turning angle and assist timing. It is a figure which shows the relationship between the target turbo speed when a steering wheel turning angle is small, the engine speed, and the target throttle opening. It is a figure which shows the relationship between the target turbo speed when a steering wheel turning angle is large, the engine speed, and the target throttle opening. It is a figure which shows the relationship between a vehicle speed and the amount of assistance. It is a figure which shows the relationship between a vehicle speed and assist timing. It is a flowchart of the assist control routine implemented in Embodiment 2 of this invention. It is a figure which shows the relationship between vehicle weight and assist amount. It is a figure which shows the relationship between the target turbo speed when a vehicle weight is light, an engine speed, and target throttle opening. It is a figure which shows the relationship between the target turbo speed when a vehicle weight is heavy, an engine speed, and target throttle opening.

Explanation of symbols

2 Engine body 4 Intake manifold 6 Exhaust manifold 8, 10 Intake passage 12, 14 Exhaust passage 20 Throttle valve 30 Turbocharger with electric motor (MAT)
30a Compressor 30b Turbine 30c Electric motor 32 Turbo speed sensor 50 ECU
52 Air Flow Meter 54 Engine Speed Sensor 56 Accelerator Opening Sensor 58 Handle Angle Sensor 60 Vehicle Speed Sensor 62 Load Sensor

Claims (12)

A control device for an internal combustion engine having a supercharger capable of assisting rotation by an electric motor,
Requested acceleration level measuring means for measuring the level of acceleration requested by the driver to the vehicle;
A curve level measuring means for measuring the curve level of the road that is currently running,
Control means for controlling an assist amount of rotation of the supercharger by the electric motor based on the required acceleration level and the curve level;
A control device for an internal combustion engine having a supercharger with an electric motor.   The control means determines the relationship between the throttle opening and the target rotational speed of the turbocharger according to the curve level, and sets the target rotational speed according to the required acceleration level based on the determined relationship. The control device for an internal combustion engine having a supercharger with an electric motor according to claim 1, wherein the assist amount of rotation of the supercharger by the electric motor is controlled.   2. The required acceleration level measuring means includes an accelerator opening sensor that outputs a signal corresponding to an accelerator opening, and measures the required acceleration level based on a signal of the accelerator opening sensor. Or the control apparatus of the internal combustion engine which has a supercharger with an electric motor of 3.   3. The curve level measuring means includes a handle angle sensor that outputs a signal corresponding to a steering angle of the handle, and measures the curve level based on the signal of the handle angle sensor. The control apparatus of the internal combustion engine which has a supercharger with an electric motor.   The curve level measurement means includes position information acquisition means for acquiring a current position of the vehicle, and measures the curve level by comparing the acquired current position of the vehicle with road information stored in advance. Item 3. A control device for an internal combustion engine comprising the supercharger with an electric motor according to item 1 or 2.   2. The curve level measuring means includes an acceleration sensor that outputs a signal corresponding to a lateral acceleration acting on the vehicle, and measures the curve level based on a signal of the acceleration sensor. Or the control apparatus of the internal combustion engine which has a supercharger with an electric motor of 3. Means for measuring a current speed and / or acceleration of the vehicle;
The control device for an internal combustion engine having a supercharger with an electric motor according to claim 1, wherein the control means corrects the assist amount based on the speed and / or acceleration. Means for measuring the weight of the vehicle;
3. The control apparatus for an internal combustion engine having a supercharger with an electric motor according to claim 1, wherein the control means corrects the assist amount based on the vehicle weight.   3. The internal combustion engine having a supercharger with an electric motor according to claim 1, wherein the control unit further controls timing of assist start by the electric motor based on the required acceleration level and the curve level. 4. Control device. A control device for an internal combustion engine having a supercharger capable of assisting rotation by an electric motor,
Requested acceleration level measuring means for measuring the level of acceleration requested by the driver to the vehicle;
Vehicle weight measuring means for measuring the weight of the vehicle;
Control means for controlling an assist amount of rotation of the supercharger by the electric motor based on the required acceleration level and the vehicle weight;
A control device for an internal combustion engine having a supercharger with an electric motor.   The control means determines the relationship between the throttle opening and the target rotational speed of the supercharger according to the vehicle weight, and sets the target rotational speed according to the required acceleration level based on the determined relationship. The control device for an internal combustion engine having a supercharger with an electric motor according to claim 10, wherein an assist amount of rotation of the supercharger by the electric motor is controlled. 12. The vehicle weight measuring means measures a vehicle weight at the time of departure as an initial weight, and calculates a current vehicle weight obtained by correcting the initial weight by a fuel consumption amount. A control device for an internal combustion engine having a supercharger with an electric motor.

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