JP4722902B2 - Internal combustion engine with supercharger - Google Patents

Description

  The present invention relates to an internal combustion engine with a supercharging device, and particularly to an internal combustion engine having a supercharging device equipped with a variable mechanism such as a variable nozzle.

  As a VGS (Variable Geometry System) supercharging device used for an internal combustion engine such as an automobile, a variable nozzle type supercharging device for an internal combustion engine (variable nozzle supercharger) is known. The variable nozzle supercharger is a turbine impeller even in a low engine speed range by rotating and displacing a plurality of nozzle vanes (blades) incorporated in a housing to change the flow passage area of the turbine inlet. Is rotated at high speed to obtain the required supercharging effect.

In the variable nozzle supercharger, a plurality of nozzle vanes are connected to each other, and an operated operation shaft inserted through a bearing portion penetrating the inside and outside of the housing is rotated by an actuator from the outside of the housing. The nozzle vanes are rotationally displaced (for example, Patent Documents 1, 2, and 3).
JP-A-11-229886 JP 2005-42588 A JP 2006-200413 A

  The bearing portion through which the operation shaft operated from the outside of the housing is inserted is open to the outside of the housing on one side, and an essential bearing gap exists between the bearing portion and the operation shaft. For this reason, there is a problem that the exhaust gas flowing in the housing leaks out of the housing through the bearing gap, and the leaked gas (exhaust gas) is released into the atmosphere.

  In view of this, it is conceivable to incorporate a seal mechanism in the bearing portion to prevent leakage of exhaust gas to the outside of the housing. However, the housing becomes hot due to the exhaust gas, and the temperature changes drastically, and there is no suitable sealing mechanism that can withstand this. For this reason, the present condition is that the seal mechanism is not incorporated in the bearing part.

  The problem to be solved by the present invention is that the leakage gas of the variable mechanism operation unit is released into the atmosphere without relying on incorporating the seal mechanism into the bearing unit of the variable mechanism operation unit of the supercharging device. It is to prevent appropriately without causing problems in engine control.

  An internal combustion engine with a supercharging device according to the present invention includes a variable mechanism that variably sets a turbine state in a housing, and a bearing portion that penetrates the housing inward and outward is provided in the housing, and an operation that is inserted through the bearing portion. When the member is displaced from the outside of the housing, the variable mechanism is configured to be operated from the outside of the housing, and an opening portion of the bearing portion outside the housing is accommodated outside the housing. A turbocharger provided with an airtight cover that covers an opening of the bearing portion, wherein the airtight cover is provided with an air inlet and an air outlet, and the air inlet is provided in an engine intake passage; The air outlet communicates with the engine intake passage on the downstream side as viewed in the intake flow from the section, and the air outlet is provided upstream from the compressor section as viewed in the intake flow. It communicates with the intake air amount detecting means to the engine intake passage between the compressor unit.

  An internal combustion engine with a supercharging device according to the present invention includes a variable mechanism that variably sets a turbine state in a housing, and a bearing portion that penetrates the housing inward and outward is provided in the housing, and an operation that is inserted through the bearing portion. When the member is displaced from the outside of the housing, the variable mechanism is configured to be operated from the outside of the housing, and an opening portion of the bearing portion outside the housing is accommodated outside the housing. A supercharging device provided with an airtight cover covering an opening portion of the bearing portion, the airtight cover is provided with an air inlet and an air outlet, the air inlet is opened to the atmosphere, and the air outlet is connected to the engine intake passage; The intake air amount detection means provided communicates with the upstream engine intake passage as viewed in the intake air flow.

  In the internal combustion engine with a supercharging device according to the present invention, preferably, the flow rate of air flowing through the hermetic cover in a flow path for guiding air to the air inlet or in a flow path for guiding air from the air outlet to the intake passage. Air flow metering means for metering

  An internal combustion engine with a supercharging device according to the present invention includes a variable mechanism that variably sets a turbine state in a housing, and a bearing portion that penetrates the housing inward and outward is provided in the housing, and an operation that is inserted through the bearing portion. When the member is displaced from the outside of the housing, the variable mechanism is configured to be operated from the outside of the housing, and an opening portion of the bearing portion outside the housing is accommodated outside the housing. A turbocharger provided with a hermetic cover that covers the opening of the bearing portion, a gas outlet is provided in the hermetic cover, and the gas outlet is provided with an intake air flow from a compressor portion of the turbocharger provided in the engine intake passage And communicates with the downstream engine intake passage.

  According to the internal combustion engine with a supercharging device according to the present invention, since the opening portion of the bearing portion with respect to the outside of the housing is accommodated in the airtight cover, the exhaust gas flowing in the housing passes through the bearing gap of the bearing portion to the outside of the housing. Even if it leaks, this leaked gas stays in the hermetic cover and is not released into the atmosphere.

  Air (fresh air) enters the airtight cover from the air inlet, and leaked gas in the airtight cover is returned to the engine intake passage from the air outlet together with the air from the air inlet. Thus, ventilation (scavenging) is performed in the hermetic cover in conjunction with cooling of the hermetic cover part, and the atmosphere in the hermetic cover does not become a high exhaust gas concentration atmosphere.

  When intake of air into the hermetic cover (introduction of fresh air) is performed from the engine intake passage on the downstream side as viewed from the compressor portion of the supercharger, the intake air amount detection means provided on the upstream side of the compressor portion When the air from the airtight cover is returned to the engine intake passage between the compressor and the compressor section, and when air is taken into the airtight cover (fresh air introduction) from the atmosphere (direct introduction), As seen, the air from the airtight cover is returned to the engine intake passage upstream of the intake air amount detection means. In any case, the measured value of the intake air amount by the intake air amount detection means by the return air There is no problem with engine control that differs from the actual intake air amount.

  Without introducing fresh air, if the gas outlet of the airtight cover communicates with the engine intake passage on the downstream side as viewed in the intake air flow from the compressor, gas is drawn inside the airtight cover by the negative intake pressure. Since the inside of the airtight cover does not become a high exhaust gas concentration atmosphere and no fresh air (return air) flows from the airtight cover to the engine intake passage, the measured value of the intake air amount by the intake air amount detection means and the actual intake air There is no cause for the difference in quantity, and there is no problem in engine control.

  One embodiment of an internal combustion engine with a supercharging device according to the present invention will be described with reference to FIGS.

  The internal combustion engine with a supercharging device according to the present embodiment has a variable nozzle supercharger 10. A variable nozzle supercharger (hereinafter abbreviated as “supercharger”) 10 is assembled to a bearing housing 11, a turbine housing 12 assembled to one end of the bearing housing 11, and the other end of the bearing housing 11. A compressor housing 13 and a housing assembly with a back plate 14.

  A radial turbine section 20 is configured on one end side of the housing assembly, and a centrifugal compressor section 30 is configured on the other end side. The bearing housing 11 is located between the radial turbine unit 20 and the centrifugal compressor unit 30, and rotatably supports a rotating shaft 15 extending between the two by the bearing unit 16.

  A turbine impeller 21 that is in the turbine housing housing 12 and forms the main part of the radial turbine section 20 is integrally formed at one end of the rotating shaft 15. A compressor impeller 31 which is in the compressor housing 13 and forms the main part of the centrifugal compressor unit 30 is integrally assembled with the other end of the rotary shaft 15.

  A scroll passage 23 having a gas inlet 22 at one end is formed in the turbine housing 12. An annular gas inlet passage (gas flow path) that surrounds the outer periphery of the turbine impeller 21 is provided on the inner peripheral side of the scroll passage 23 (between the scroll passage 23 and the turbine impeller chamber 24 in which the turbine impeller 21 is disposed). ) 25 is formed.

  The radial turbine unit 20 of the supercharger 10, specifically the turbine impeller chamber 24, is connected in the middle of the exhaust passage (not shown) of the engine 100.

  The centrifugal compressor unit 30 of the supercharger 10, specifically the compressor impeller chamber 32, is connected in the middle of an intake passage (engine intake passage) 101 of the engine 100. The connection position of the compressor impeller chamber 32 to the intake passage 101 will be described in detail later.

  Exhaust gas discharged from the engine 100 is supplied from the gas inlet 22 through the scroll passage 23 and the gas inlet passage 25 to the turbine impeller chamber 24 to rotate the turbine impeller 21. The rotation of the turbine impeller 21 is transmitted to the compressor impeller 31 by the rotating shaft 15, and the compressor impeller 31 rotates. By the rotation of the compressor impeller 31, the centrifugal compressor unit 30 compresses air. The compressed air is supplied to the engine 100. In this way, the supercharger 10 supercharges intake air with exhaust energy.

  The gas inlet passage 25 of the radial turbine section 20 is concentric with the rotation center of the turbine impeller 21 on the gas inlet side of the turbine impeller chamber 24, and is opposed to two nozzle support rings (shrouds) facing each other at a predetermined interval in the axial direction. Members) 26, 27. The nozzle support rings 26 and 27 are fixedly connected to each other at a predetermined interval in the axial direction by a plurality of spacer pins (not shown) coupled thereto, and are fixedly attached to the bearing housing 11 or the turbine housing 12.

  In the gas inlet passage 25, as a variable mechanism for variably setting the turbine state (in this case, turbine capacity), a plurality of blade-shaped nozzle vanes 41 are sandwiched between the nozzle support rings 26 and 27, respectively. It is provided at equal intervals in the direction. The nozzle vane 41 integrally has support shafts 42 protruding outward from both side surfaces of the nozzle vane 41, and these support shafts 42 are fitted in bearing holes 43 formed in the nozzle support rings 26 and 27. As a result, the nozzle vane 41 is supported at both ends by the nozzle support rings 26 and 27 so as to be rotatable about the support shaft 42 as a rotation center, and the turbine impeller chamber 24 according to the rotation angle about the support shaft 42 as the rotation center. The flow rate of gas flowing into is variably set.

  The support shaft 42 of each nozzle vane 41 is drivingly connected to the connection ring 45 by a rotating lever member 44 provided outside the nozzle support ring 26. An internal operation lever member 46 is engaged with the connection ring 45. When the internal operation lever member 46 is moved by the operation shaft 47, the connection ring 45 is rotationally displaced, and the plurality of nozzle vanes 41 are respectively moved. The support shaft 42 is rotationally displaced all at once around the rotational axis.

  The lever member 44, the connecting ring 45, and the internal operation lever member 46 are disposed in a nozzle operation mechanism chamber 48 defined inside the bearing housing 11 and the turbine housing housing 12. The nozzle operation mechanism chamber 48 communicates with the scroll passage 23 and the gas inlet passage 25 and has an exhaust gas atmosphere equivalent to these.

  A through hole 51 is formed in the bearing housing 11 so as to penetrate the bearing housing 11 in and out. A bearing sleeve 52 is inserted through the through hole 51. The bearing sleeve 52 is inserted into the through hole 51 and is airtightly fixed to the bearing housing 11 by welding or the like. A bearing hole 53 is formed through the bearing sleeve 52. The bearing hole 53 opens to the nozzle operation mechanism chamber 48 in the bearing housing 11 at one end, and opens to the outside of the bearing housing 11 at the other end.

  The operation shaft 47 is inserted into the bearing hole 53 and supported rotatably by the bearing sleeve 52, and has a base end of the internal operation lever member 46 described above at one end protruding into the nozzle operation mechanism chamber 48. The part is fixed. The other end of the operation shaft 47 protrudes from the bearing sleeve 52 to the outside of the bearing housing 11, and the base end portion of the internal operation lever 54 is fixed to the protruding end.

  One end of an adjustable connecting member 56 is connected to the internal operation lever 54 by a connecting pin 55. An output rod 58 of a nozzle actuator 57 is connected to the other end side of the adjustable connecting member 56. As a result, the operation shaft 47, and thus the nozzle vane 41, is displaced (rotated) from the outside of the bearing housing 11 by the nozzle actuator 57.

  On the outside of the bearing housing 11, an airtight cover 60 is provided that accommodates the bearing portion of the operation shaft 47, that is, the opening portion of the bearing hole 53 of the bearing sleeve 52 to the outside of the bearing housing 11 and covers the opening portion.

  The airtight cover 60 has a side-opening box-shaped cover main body 60 </ b> A that is airtightly fixed and attached to the outer wall of the bearing housing 11 with the gasket 61 interposed therebetween, and a side opening of the cover main body 60 </ b> A that is airtightly closed with the gasket 62 interposed therebetween. It is comprised by the cover body 60B, and the seal chamber 63 is demarcated inside. The cover body 60A has a through hole 64 through which the outer end of the housing of the bearing sleeve 52 passes. The seal chamber 63 accommodates an outer end portion of the operation shaft 47, an internal operation lever 54, a connection pin 55, an adjustable connection member 56, and an output rod 58 of the nozzle actuator 57.

  The nozzle actuator 57 is fixedly attached to the bottom of the cover body 60A, and the output rod 58 passes through a through hole 65 formed in the bottom of the cover body 60A and enters the seal chamber 63 from the housing 59 of the nozzle actuator 57. It protrudes. The housing 59 and the output rod 58 are provided with a seal member 66 that hermetically seals the gap between the two. The seal member 66 may be made of a rubber-like elastic body having heat resistance, and the arrangement position of the seal member 66 is away from the radial turbine section 20 that is heated by the exhaust gas. The use of the elastic sealing member 66 is possible in terms of temperature.

  An air inlet 67 is formed in the lower part of the lid 60B. An air outlet 68 is formed in the upper portion of the cover body 60A.

  As shown in FIG. 4, the air inlet 67 of the seal chamber 63 is downstream of the centrifugal compressor unit 30 provided in the intake passage 101 in the intake flow, that is, the intake port of the engine 100. On the upstream side of the slot valve 102 (not shown), the pipe 71 is connected in communication.

  In the middle of the conduit 71, a flow rate control valve 72 is provided as an air flow rate measuring means for measuring the flow rate of air flowing into the seal chamber 63 of the hermetic cover 60. The flow rate control valve 72 restricts the flow rate of air flowing from the intake passage 101 to the conduit 71 to suppress intake loss.

  The air outlet 68 of the seal chamber 63 is provided in an intake passage 101 between the air compressor 103 and the air flow meter 103 which is an intake air amount detecting means provided on the upstream side of the centrifugal compressor unit 30 as viewed in the intake air flow. And are connected in communication by a conduit 73.

  As described above, the opening portion of the bearing hole 53 of the bearing sleeve 52 with respect to the outside of the bearing housing 11 is accommodated in the airtight cover 60 and covered with the airtight cover 60, so that the exhaust gas flowing in the bearing housing 11 is Even when leaking out of the bearing housing 11 through the bearing gap between the bearing sleeve 53 and the operation shaft 47, the leaked gas remains in the seal chamber 63 of the hermetic cover 60 and is in the atmosphere. There is no direct leakage. Thereby, there is no exhaust gas leakage in the atmosphere under any conditions, for example, immediately after the engine is stopped.

  Part of the intake air flowing through the intake passage 101 on the downstream side of the centrifugal compressor unit 30 passes through the conduit 71 and is taken into the seal chamber 63 from the air inlet 67 while the flow rate is measured by the flow rate control valve 72. The air that has entered the seal chamber 63 flows through the seal chamber 63 and is returned to the intake passage 101 through the conduit 73 from the air outlet 68 together with the leaked gas in the seal chamber 63.

  As a result, the airtight cover 60 is cooled (air cooled), and the inside of the seal chamber 63 is ventilated (scavenged), so that the inside of the airtight cover 60 does not become a high exhaust gas concentration atmosphere. The air that has flowed through the seal chamber 63 is returned to the intake passage 101 from the air outlet 68 without being released into the atmosphere. Therefore, even if this air is mixed with exhaust gas, it does not cause air pollution.

  As a result, even if the seal member 66 of the output rod 58 of the nozzle actuator 57 causes a seal failure, the exhaust gas that is on the side close to the air inlet 67 and sufficiently diluted with air leaks. Does not lead to exhaust gas leakage pollution.

  Further, when the air flows through the seal chamber 63, the seal chamber 63 and the airtight cover 60 are also cooled. Thereby, the heat damage of the internal operation lever 54, the connecting pin 55, the adjustable connecting member 56, etc. accommodated in the seal chamber 63 and the seal member 66 is prevented.

  Since the return of the air flowing through the seal chamber 63 to the intake passage 101 is performed between the air flow meter 103 and the centrifugal compressor unit 30, that is, downstream of the air flow meter 103, the air flow meter 103 reduces the flow rate of the return air. There is no duplicate measurement.

  As a result, the measured value of the intake air amount by the air flow meter 103 and the actual intake air amount do not differ due to the return air, and a malfunction in engine control such as air-fuel ratio control may occur due to an intake air amount measurement error. Absent.

  The flow rate control valve 72 may be set to have a metered flow rate so as to limit the flow rate of air flowing from the intake passage 101 to the conduit 71 to a minimum flow rate necessary for ventilation in the seal chamber 63. As a result, intake loss due to intake air circulation for sealing chamber ventilation can be minimized, and engine output reduction can be minimized. The flow control valve 72 may be a fixed throttle element that performs flow rate measurement.

  Further, since the air whose pressure has increased downstream from the centrifugal compressor unit 30 is introduced into the seal chamber 63, the internal pressure of the seal chamber 63 is increased, the amount of exhaust gas leakage from the radial turbine unit 20 is small, and the supercharger 10 turbine efficiency is improved.

  FIG. 5 shows another embodiment of the internal combustion engine with a supercharging device according to the present invention. 5, parts corresponding to those in FIG. 4 are denoted by the same reference numerals as those in FIG. 4, and description thereof is omitted. The supercharger 10 used in this embodiment may be the same as that of the above-described embodiment.

  In the present embodiment, an air introduction pipe 74 whose tip 74A is opened to the atmosphere is connected to the air inlet 67 of the seal chamber 63, and air intake (fresh air introduction) into the seal chamber 63 is directly performed from the atmosphere. Yes.

  In the middle of the air introduction pipe 74, a flow rate control valve 75 is provided as an air flow rate measuring means for measuring the flow rate of air flowing into the seal chamber 63 of the hermetic cover 60. The flow rate control valve 75 limits the intake amount of fresh air from the air introduction pipe 74.

  The air outlet 68 of the seal chamber 63 is connected to the intake passage 101 on the upstream side of the air flow meter 103 as viewed in the intake flow by a conduit 76.

  In the present embodiment, fresh air (air) is taken into the seal chamber 63 from the air inlet 67 while the flow rate is measured by the flow rate control valve 75 from the air introduction pipe 74. The air that has entered the seal chamber 63 flows through the seal chamber 63 and enters the intake passage 101 upstream of the air flow meter 103 through the conduit 76 from the air outlet 68 together with the leaked gas in the seal chamber 63.

  As a result, also in the present embodiment, the airtight cover 60 is cooled (air cooled), and the inside of the seal chamber 63 is ventilated (scavenged), so that the inside of the airtight cover 60 has a high exhaust gas concentration atmosphere. There is nothing. The air that has flowed through the seal chamber 63 is returned to the intake passage 101 from the air outlet 68 without being released into the atmosphere. Therefore, even if this air is mixed with exhaust gas, it does not cause air pollution. In this case, the leaked gas in the seal chamber 63 can be drawn from the low load state, and there is no reduction in engine output due to intake loss. Further, since the air flowing through the seal chamber 63 is directly introduced to the outside air and has a low temperature, the cooling effect of the airtight cover 60 is high.

  Since the air flowing through the seal chamber 63 is returned to the intake passage 101 upstream of the air flow meter 103, the air flow meter 103 appropriately measures the flow rate of fresh air from the atmosphere introduction pipe 74.

  As a result, even in this embodiment, the measured value of the intake air amount by the air flow meter 103 and the actual intake air amount do not differ depending on the air, and a problem in engine control such as air-fuel ratio control due to an intake air amount measurement error. Will not occur.

  Another embodiment of the internal combustion engine with a supercharging device according to the present invention will be described with reference to FIGS. 6 and 7, portions corresponding to those in FIGS. 3 and 4 are denoted by the same reference numerals as those in FIGS. 3 and 4, and description thereof is omitted.

  In the present embodiment, only the air outlet 68 is provided in the hermetic cover 60 and the air inlet 67 is not provided. The air outlet 68 is connected to a downstream side engine intake passage, for example, a collecting pipe portion of the intake manifold 104, as viewed in the intake air flow from the centrifugal compressor unit 20 and the throttle valve 102 by a conduit 77.

  In this embodiment, the intake negative pressure of the intake manifold 104 is introduced into the seal chamber 63, and gas is drawn inside the airtight cover by the intake negative pressure. Thereby, leaking gas in the seal chamber 63 is performed from a low load state, and the inside of the hermetic cover 60 does not become a high exhaust gas concentration atmosphere.

  In this embodiment, fresh air is not introduced, and fresh air (return air) does not flow from the seal chamber 63 to the engine intake passage. Therefore, the piping structure is simpler than that in which fresh air is introduced, and the air flow meter. 103 does not cause a difference between the measured value of the intake air amount by 103 and the actual intake air amount, and does not cause a problem in engine control. Further, there is no decrease in engine output due to intake loss, and there is no possibility that the centrifugal compressor unit 30 is contaminated by the leaked gas from the seal chamber 63.

  In the present embodiment, the intake air amount (mass flow rate) Gair obtained from the measured value of the air flow meter 103 is preferably corrected by the intake pressure PBA and the intake temperature TH on the downstream side of the throttle valve 102.

  Gair_cyl = Gair_cyl + ΔGair_turbo

  Since the intake air amount correction value ΔGair_turbo becomes ΔGair_turbo∝A · SQTR (Patm−PBA) · γair {1 / (Ne / 60)}, the intake air amount correction value ΔGair_turbo is calculated from the engine speed Ne and the throttle valve 102. The downstream intake pressure PBA is mapped in advance and stored in the storage means of the engine control device, and density correction is performed based on the intake air temperature TH.

  The intake pressure PBA, the intake temperature TH, and the engine speed Ne are based on sensor measurement values, Patm is the atmospheric pressure, γair is the air density, and A is the passage cross-sectional area of the conduit 77.

  In addition, this invention is not limited to the above-mentioned embodiment, In the range which does not deviate from the meaning of this invention, it can implement with various embodiment and modification. For example, the variable mechanism that is provided in the housing and variably sets the turbine state is not limited to the variable nozzle mechanism by the plurality of nozzle vanes 41, for example, an annular shape that constitutes one wall surface of the gas inlet passage 25, The cylindrical member may be one that changes the flow passage area of the gas inlet passage 25 by moving in the turbine axial direction. The operating member inserted through the bearing portion is not limited to a rotatable shaft body, and may be a rod member that moves in the axial direction.

  The housing through which the bearing portion penetrates in the present invention is a member through which exhaust gas flows in relation to the supercharging device, and includes a valve housing of a wastegate valve device in addition to the turbine housing. In the case of the wastegate valve device, an airtight cover may be attached to the outside of the valve housing at a portion through which the valve operating lever penetrates rotatably.

1 is a perspective view showing a variable nozzle supercharger of an internal combustion engine with a supercharging device according to the present invention. It is sectional drawing which shows one Embodiment of the variable nozzle type supercharger of the internal combustion engine with a supercharging device by this invention. It is an expanded sectional view of the important section of the variable nozzle type supercharger of the internal combustion engine with a supercharging device according to the present embodiment. It is an engine system figure of an internal combustion engine with a supercharging device by this embodiment. It is an engine system figure showing other embodiments of an internal combustion engine with a supercharging device by the present invention. It is an expanded sectional view of the important section of the variable nozzle type supercharger in other embodiments of the internal combustion engine with a supercharging device according to the present invention. It is an engine system figure of the internal combustion engine with a supercharging device by other embodiments.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Variable nozzle type supercharger 11 Bearing housing 12 Turbine housing 13 Compressor housing 20 Radial turbine part 21 Turbine impeller 25 Gas inlet passage 30 Centrifugal compressor part 31 Compressor impeller 46 Internal operation lever member 47 Operation shaft 48 Nozzle operation mechanism chamber 52 Bearing Sleeve 53 Bearing hole 54 External operation lever 57 Nozzle actuator 60 Airtight cover 63 Seal chamber 67 Air inlet 68 Air outlet 72 Flow rate control valve 100 Internal combustion engine body (engine)
101 Intake passage 102 Throttle valve 103 Air flow meter

Claims (3)

The housing is provided with a variable mechanism for variably setting the turbine state. The housing is provided with a bearing portion that penetrates the housing inward and outward, and an operation member inserted through the bearing portion is operated to be displaced from the outside of the housing. Thus, the variable mechanism is configured to be operated from the outside of the housing, and an airtight cover is provided outside the housing for accommodating an opening portion of the bearing portion with respect to the outside of the housing and covering the opening portion of the bearing portion. A supercharged device,
The airtight cover is provided with an air inlet and an air outlet, and the air inlet communicates with the engine intake passage on the downstream side as viewed in the intake air flow from the compressor portion of the supercharger provided in the engine intake passage, and the air outlet Is an internal combustion engine with a supercharging device, characterized in that it communicates with an engine intake passage between the intake air amount detecting means provided upstream of the compressor section and the compressor section as viewed in the intake air flow. The housing is provided with a variable mechanism for variably setting the turbine state. The housing is provided with a bearing portion that penetrates the housing inward and outward, and an operation member inserted through the bearing portion is operated to be displaced from the outside of the housing. Thus, the variable mechanism is configured to be operated from the outside of the housing, and an airtight cover is provided outside the housing for accommodating an opening portion of the bearing portion with respect to the outside of the housing and covering the opening portion of the bearing portion. A supercharged device,
The airtight cover is provided with an air inlet and an air outlet, the air inlet is opened to the atmosphere, and the air outlet is an upstream side engine intake passage as seen from the intake air amount detection means provided in the intake air passage of the engine. An internal combustion engine with a supercharging device, wherein   The air flow rate measuring means for measuring the flow rate of air flowing through the hermetic cover is provided in a flow path for guiding air to the air inlet or in a flow path for guiding air from the air outlet to the engine intake passage. The internal combustion engine with a supercharging device as described.

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