JP4872896B2 - Control device for an internal combustion engine with a supercharger - Google Patents

Description

  The present invention relates to a control device for an internal combustion engine with a supercharger, and more particularly to a control device for an internal combustion engine with a supercharger that can quickly increase the supercharging pressure during reacceleration.

In a conventional internal combustion engine with a supercharger, as shown in Patent Document 1, a bypass passage that communicates the upstream side and the downstream side of the intake compressor, and a recirculation valve that opens and closes the bypass passage, Noise (surge noise) is reduced by opening the recirculation valve during deceleration to release the boost pressure.
Japanese Utility Model Publication No. 5-17126

  However, in the device described in Patent Document 1, no consideration has been given to the response of the recirculation valve, in particular, the response at the time of re-acceleration when the accelerator is turned on during deceleration and is in an accelerated state. There is room for improvement. That is, even in the apparatus described in Patent Document 1, the recirculation valve is closed at the time of reacceleration. However, it takes some time until the recirculation valve is actually closed, and during that time, supercharging is performed. Air will pass through the bypass passage. For this reason, at the time of re-acceleration, there is a problem that the delay until the supercharging effect is obtained becomes large and the acceleration responsiveness is lowered.

  The present invention has been made paying attention to such problems in the prior art, and in an internal combustion engine with a supercharger, while effectively preventing the generation of surge noise during deceleration, The purpose is to obtain sufficient acceleration response during re-acceleration.

  For this reason, the control device for an internal combustion engine with a supercharger according to the present invention is partitioned by a bypass passage that communicates the upstream side and the downstream side of the intake compressor, a recirculation valve that opens and closes the bypass passage, and a diaphragm. The first diaphragm chamber and the second diaphragm chamber have a difference between the pressure P2 of the second diaphragm chamber and the pressure P1 of the first diaphragm chamber ΔP (= P2−P1). ) Is an actuator that opens the recirculation valve against the valve closing bias when the pressure is equal to or greater than a predetermined value, and the pressure on the downstream side of the throttle valve or the pressure between the intake compressor and the throttle valve is provided in the first diaphragm chamber. Can be selectively introduced.

  Here, atmospheric pressure or the like may be introduced into the second diaphragm chamber, but it is preferable to introduce pressure between the intake compressor and the throttle valve.

  According to the present invention, the pressure on the downstream side of the throttle valve is first introduced into the first diaphragm chamber, so that the recirculation valve is closed by being energized by the actuator during normal travel. At the time of deceleration, the pressure in the first diaphragm chamber decreases as the throttle valve is closed, and the pressure difference (ΔP) between the second diaphragm chamber and the first diaphragm chamber increases and the recirculation valve opens. . As a result, during deceleration (when the throttle valve is switched from the open state to the closed state), it is possible to suppress an abrupt pressure increase on the downstream side of the intake compressor and to prevent the generation of a surge noise.

  At the time of reacceleration from the deceleration state to the acceleration state, the pressure in the first diaphragm chamber is quickly increased by introducing the pressure between the intake compressor and the throttle valve into the first diaphragm chamber. Thereby, the force due to the pressure difference between the first diaphragm chamber and the second diaphragm chamber is in the same direction as the valve closing urging force, and the recirculation valve is immediately closed. Therefore, the supercharging effect can be quickly obtained at the time of reacceleration, and the acceleration response can be improved.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a system diagram of an intake system of an internal combustion engine with a supercharger showing an embodiment of the present invention. In FIG. 1, an intake air compressor 2 of a turbocharger is provided in an intake passage 2 of the internal combustion engine 1. The intake compressor 3 is coaxially coupled to an exhaust turbine 5 that is provided in the exhaust passage 4 and is driven to rotate by the energy of the exhaust. The turbocharger includes an intake compressor 3 and an exhaust turbine 5, and the intake compressor 3 rotates along with the exhaust turbine 5 to compress and send air.

  An intercooler 6 is provided downstream of the intake compressor 3. The intercooler 6 cools the air (supercharged air) compressed by the intake compressor 3. The supercharged air cooled by the intercooler 6 is further supplied to the combustion chamber of each cylinder of the internal combustion engine 1 via the throttle valve 7, collector 8 and intake manifold 9 on the downstream side. The throttle valve 7 is configured as a so-called electric throttle and is opened and closed by a control signal from an ECU (engine control unit) 10.

  Further, the intake passage 2 is provided with a bypass passage 11 that communicates the upstream side and the downstream side of the intake compressor 3 (between the intercooler 6 and the throttle valve 7 in the figure). Is provided with a recirculation valve 12 for opening and closing the passage. When the recirculation valve 12 is opened, the bypass passage 11 is opened and the supercharged air can be recirculated to the upstream side of the intake compressor 3. The recirculation valve 12 is opened and closed by a recirculation valve operating actuator 13.

  An actuator for operating a recirculation valve (hereinafter simply referred to as “actuator”) 13 includes a diaphragm 14 to which the recirculation valve 12 is connected, and two diaphragm chambers defined by the diaphragm 14 (that is, the first diaphragm). Chamber 15, second diaphragm chamber 16), and an urging member (spring or the like) 17 that is disposed in the first diaphragm chamber 15 and urges the recirculation valve 12 in the valve closing direction via the diaphragm 14. Consists of including.

  This actuator 13 is used when the pressure (P1) of the first diaphragm chamber 15 is higher than the pressure (P2) of the second diaphragm chamber 16 or when the pressure (P1) of the first diaphragm chamber 15 and the pressure of the second diaphragm chamber 16 ( When P2) is substantially equal, the recirculation valve 12 is closed by the urging force of the urging member 17, and the pressure (P1) in the first diaphragm chamber 15 is lower than the pressure (P2) in the second diaphragm chamber 16. When the pressure difference between the two (ΔP = P2−P1) exceeds a predetermined value, the recirculation valve 12 is opened against the urging force of the urging member 17 by the force due to the pressure difference ΔP.

  A pressure introduction path 18 is connected to the first diaphragm chamber 15. A three-way solenoid valve 19 is provided on the opposite side of the pressure introduction path 18 to the first diaphragm chamber 15, and the throttle downstream connected to the downstream side of the throttle valve 7 in the intake passage 2 is provided from the three-way solenoid valve 19. The system is branched into two systems: a side pressure guide path 20 and a compressor side pressure introduction path 21 connected between the intake compressor 3 and the throttle valve 7 in the intake path 2. In the present embodiment, the opposite side of the three-way solenoid valve 19 in the throttle downstream pressure introduction path 20 is connected to the intake manifold 9, and the opposite side of the three-way solenoid valve 19 in the compressor side pressure introduction path 21 is that of the intake compressor 3. It is connected immediately after the exit (upstream side of the intercooler 6).

  On the other hand, the second diaphragm chamber 16 communicates with the upstream side of the recirculation valve 12 in the bypass passage 11 (that is, immediately after branching from the intake passage 2) through the communication passage 22. Therefore, the pressure between the intake compressor 3 and the throttle valve 7 (more specifically, the pressure on the downstream side of the intercooler 6) is introduced into the second diaphragm chamber 16.

  The three-way solenoid valve 19 is ON / OFF driven by the ECU 10. When the three-way solenoid valve 19 is in the OFF state, the pressure introduction path 18 and the throttle downstream pressure introduction path 20 are connected, and the intake pressure downstream of the throttle valve 7 is introduced into the first diaphragm chamber 15. On the other hand, when the three-way solenoid valve 19 is in the ON state, the pressure introduction path 18 and the compressor side pressure introduction path 21 are connected, and the first diaphragm chamber 15 is immediately after the outlet of the intake compressor 3 (upstream of the intercooler 6). Intake pressure is introduced. That is, the pressure on the downstream side of the throttle valve 7 or the pressure immediately after the outlet of the intake compressor 3 is selectively introduced into the first diaphragm chamber 15 by the three-way solenoid valve 19.

  The ECU 10 includes an accelerator opening sensor 31 that detects an accelerator pedal depression amount (accelerator opening) APO by a driver, a throttle sensor 32 that detects a throttle valve 7 opening (throttle opening) TVO, and a collector 8. A signal is input from a pressure sensor 33 or the like that detects pressure (that is, pressure downstream of the throttle valve 7). The ECU 10 controls the throttle valve 7 and the three-way solenoid valve 19 based on these input signals.

  Specifically, the ECU 10 determines the target throttle opening tTVO based on a signal (accelerator opening APO) from the accelerator opening sensor 31 and other signals indicating the operating state of the engine 1, and this target throttle opening A control signal (throttle control signal) corresponding to tTVO is output to the throttle valve 7 to control the throttle opening. Further, the ECU 10 energizes the three-way solenoid valve 19 to turn on the three-way solenoid valve 19 when the throttle valve 7 is switched from the closed state to the open state, while the throttle valve 7 is in the other state. At that time (that is, when the three-way solenoid valve 19 is turned off), the energization to the three-way solenoid valve 19 is stopped and the three-way solenoid valve 19 is turned off.

Here, the operation of the actuator 13 related to the ON-OFF state of the three-way solenoid valve 19 will be described.
First, during normal operation when the throttle valve 7 is open, the ECU 10 turns off the three-way solenoid valve 19, and pressure on the downstream side of the throttle valve 7 is introduced into the first diaphragm chamber 15 of the actuator 13. At this time, since the throttle valve 7 is in an open state, the pressure on the downstream side of the throttle valve 7 is substantially equal to the pressure on the upstream side of the throttle valve 7, and the pressure (P1) in the first diaphragm chamber 15 and the second diaphragm The pressure in the chamber 16 (P2) is equivalent. For this reason, the actuator 13 closes the recirculation valve 12 by the urging force of the urging member 17.

  During deceleration (accelerator ON → accelerator OFF), since the throttle valve 7 is closed, the pressure on the downstream side of the throttle valve 7 decreases (negative pressure), and the first diaphragm chamber 15 of the actuator 13 Negative pressure (intake negative pressure) will be introduced. At this time, the pressure on the upstream side of the throttle valve 7 is introduced into the second diaphragm chamber 16, and the pressure difference ΔP (= P2−P1) between the first diaphragm chamber 15 and the second diaphragm chamber 16 is large. Become. Due to the force due to the pressure difference ΔP, the actuator 13 opens the recirculation valve 12 against the biasing force of the biasing member 17 and opens the bypass passage 11. As a result, an excessive increase in the pressure on the upstream side of the throttle valve 7 during deceleration (when the throttle valve 7 is suddenly closed) is suppressed, and the generation of a surge noise is prevented.

  On the other hand, at the time of acceleration after deceleration (reacceleration) (when the accelerator is OFF → ON), the throttle valve 7 changes from the closed state to the open state. Therefore, the ECU 10 turns on the three-way solenoid valve 19 and switches the passage connected to the pressure introduction passage 18 (that is, the first diaphragm chamber 15) from the throttle downstream pressure introduction passage 20 to the compressor side pressure introduction passage 21. As a result, the pressure (supercharging pressure) immediately after the outlet of the intake compressor 3 (upstream side of the intercooler 6) is introduced into the first diaphragm chamber 15, and the pressure (P1) of the first diaphragm chamber 15 is changed to the second diaphragm chamber 16. Higher than the pressure (P2). Since the force due to the pressure difference ΔP at this time becomes the same as the direction of the urging force of the urging member 17 (that is, because the urging member 17 is assisted), the actuator 13 immediately closes the recirculation valve 12. Thus, it is possible to prevent the supercharged air from escaping from the bypass passage 12 at the time of reacceleration, and the supercharging pressure can be quickly increased to obtain sufficient acceleration response.

  Thereafter, the ECU 10 waits for the pressure on the downstream side of the throttle valve 7 to reach a predetermined set boost pressure Pth, and then turns off the three-way solenoid valve 19 again, and the pressure introduction path 18 (that is, the first diaphragm chamber 15). Is switched from the compressor side pressure introduction path 21 to the throttle downstream side pressure introduction path 20. Here, the set supercharging pressure Pth is determined in consideration of the urging force of the urging member 17 of the actuator 13, and specifically, the pressure on the downstream side of the slot valve 7 is the first pressure of the actuator 13. When introduced into the diaphragm chamber 15, the force due to the pressure difference ΔP between the first diaphragm chamber 15 and the second diaphragm chamber 16 (force in the direction of opening the recirculation valve 12) is greater than the urging force of the urging member 17. It is a smaller value. Thereby, even if the three-way solenoid valve 19 is switched from the ON state to the OFF state, the actuator 13 holds the recirculation valve 12 in a closed state.

  By the way, even when the three-way solenoid valve 19 remains in the OFF state during the re-acceleration, the pressure on the downstream side of the throttle valve 7 is negative because the throttle valve 7 is changed from the closed state to the open state. Since the pressure changes from the pressure to the positive pressure and finally becomes substantially equal to the intake pressure upstream of the throttle valve 7, the actuator 13 closes the recirculation valve 12. However, since a certain amount of time is required for the pressure on the downstream side of the throttle valve 7 to increase, the recirculation valve 12 cannot be closed quickly after the accelerator is turned on (throttle opening). As a result, the air supercharged by the intake compressor 3 escapes from the bypass passage 11, and the delay until the supercharging effect is obtained increases (acceleration responsiveness decreases).

  Therefore, in the present embodiment, the above-described configuration is adopted, the three-way solenoid valve 19 is turned on at the time of reacceleration, and the intake pressure (supercharging pressure) immediately after the intake compressor 3 outlet is introduced into the first diaphragm chamber 15 of the actuator 13. Thus, the acceleration response at the time of re-acceleration is improved by quickly closing the recirculation valve 12 by the actuator 13.

  FIG. 2 is a control flowchart of the present embodiment. As described above, the three-way solenoid valve 12 is in an OFF state during normal travel, and pressure on the downstream side of the throttle valve 7 is introduced into the first diaphragm chamber 15 of the actuator 13.

  In S1, it is determined whether or not the throttle valve 7 is closed during normal running (that is, whether or not the throttle valve 7 is closed). When the throttle valve 7 is changed from the open state to the closed state, the process proceeds to S2. Basically, when the accelerator is turned on from the accelerator-on state (that is, during deceleration), the throttle valve 7 is changed from the open state to the closed state. As a result, the suction negative pressure is introduced into the first diaphragm chamber 15 of the actuator 13, and the actuator 13 opens the recirculation valve 12. In the present embodiment, the closed state of the throttle valve 7 includes not only the fully closed state but also a case where the throttle valve 7 is held at a predetermined minute opening.

  In S2, it is determined whether or not the throttle valve 7 has been opened (that is, whether the throttle valve 7 has been changed from the open state to the closed state and then opened again). When the throttle valve 7 is changed from the closed state to the open state, the process proceeds to S4. Basically, the throttle valve 7 is changed from the closed state to the opened state when the accelerator is turned off and the accelerator is turned on (that is, when reacceleration from deceleration). The determination in S2 is also made based on the signal from the throttle sensor 32, as in the determination in S1.

Based on the above S1 and S2, the time of deceleration and the time of acceleration from the deceleration (at the time of reacceleration) are determined.
In S3, since it is a time of reacceleration, the three-way solenoid valve 19 is turned ON, and a passage connecting to the intake pressure introduction path 18 (that is, the first diaphragm chamber 15) is introduced from the throttle downstream pressure introduction path 20 to the compressor side pressure Switch to Road 21. By switching from the throttle downstream pressure introduction path 20 to the compressor side pressure introduction path 21, the pressure (supercharging pressure) immediately after the outlet of the intake compressor 3 is introduced into the first diaphragm chamber 15 of the actuator 13 as described above. Thus, the actuator 13 quickly closes the recirculation valve 12.

  In S4, based on the signal from the pressure sensor 33, it is determined whether or not the pressure on the downstream side of the throttle valve 7 has become equal to or higher than the set boost pressure. When the pressure on the downstream side of the throttle valve 7 is equal to or higher than the set supercharging pressure, the process proceeds to S7. When the pressure on the downstream side of the throttle valve 7 has not reached the set supercharging pressure, the three-way solenoid valve 19 is kept in the ON state.

  In S5, the three-way solenoid valve 19 is turned off, and the passage connected to the intake pressure introduction path 18 (that is, the first diaphragm chamber 15) is switched from the compressor side pressure introduction path 21 to the throttle downstream side pressure introduction path 20 ( return). At this time, since the pressure on the downstream side of the throttle valve 7 has already increased sufficiently, the recirculation valve 12 remains closed.

  FIG. 3 is a control time chart of the present embodiment. In the figure, the solid line shows the present embodiment, and the broken line shows a case where only the pressure downstream of the throttle valve 7 is introduced into the first diaphragm chamber 15 (conventional example).

  When the throttle valve 7 is closed due to deceleration (accelerator OFF) during normal traveling, the pressure on the downstream side of the throttle valve 7 starts to decrease (t1). At this time, the pressure on the upstream side of the throttle valve 7 increases for a while after the throttle valve 7 is closed, but as the pressure on the downstream side of the throttle valve 7 decreases, the recirculation valve 12 Decrease by opening (t2). Here, in the present embodiment, the pressure on the upstream side of the throttle valve 7 is introduced into the second diaphragm chamber 16, and the throttle valve is compared with the case where atmospheric pressure or the like is introduced into the second diaphragm chamber 16. Immediately after 7 is closed, the pressure difference ΔP between the first diaphragm chamber 15 and the second diaphragm chamber 16 increases. For this reason, when the throttle valve 7 is closed, the recirculation valve 12 is opened earlier.

  When the accelerator is turned on (re-acceleration) during deceleration, the throttle valve 7 is opened. In the conventional example, even if the throttle valve 7 is opened by reacceleration (accelerator ON) (t3), the first diaphragm chamber 15 is kept until the intake pressure downstream of the throttle valve 7 reaches the set boost pressure Pth (t6). Since the force due to the pressure difference ΔP between the first diaphragm chamber 16 and the second diaphragm chamber 16 is larger than the biasing force of the biasing member 17, the recirculation valve 12 remains open. Further, since the recirculation valve 12 is open, the supercharged air escapes from the bypass passage 11, and the pressure increasing speed itself on the downstream side of the throttle valve 7 is also slowed down. For this reason, the time until the recirculation valve 12 is closed during re-acceleration becomes longer (t7), and a sufficient supercharging effect cannot be obtained during that time.

  On the other hand, in this embodiment, when the throttle valve 7 is opened by reacceleration (accelerator ON), the three-way solenoid valve 19 is turned on (t3), and the first diaphragm chamber 15 immediately enters the upstream side of the throttle valve 7. Pressure (supercharging pressure) is introduced. When the supercharging pressure is introduced into the first diaphragm chamber 15, the recirculation valve 12 is quickly closed (t4). For this reason, the supercharged air does not escape from the bypass passage 11 at the time of reacceleration, and the supercharging effect can be obtained quickly. Thereafter, when the pressure on the downstream side of the throttle valve 7 reaches the set boost pressure Pth, the three-way solenoid valve 19 is turned off to return to the normal running state (time t5). At this time, since the pressure on the downstream side of the throttle valve 7 has been sufficiently developed, the recirculation valve 12 remains closed by the urging force of the urging member 17.

  In this embodiment, the recirculation valve actuating actuator 13 corresponds to the “actuator” of the present invention, and the pressure introduction path 18, the three-way solenoid valve 19, the throttle downstream pressure introduction path 20, and the compressor side pressure introduction path 21. The path constituted by the above corresponds to the “pressure introduction path” of the present invention.

  As described above, in the present embodiment, the first diaphragm chamber 15 and the second diaphragm chamber 16 defined by the diaphragm 14 are provided, and the recirculation valve 12 is urged to be closed by the urging member 17. When the pressure (P1) in the first diaphragm chamber 15 is lower than the pressure (P2) in the second diaphragm chamber 16, and the differential pressure ΔP (= P2-P1) exceeds a predetermined value, the biasing force of the biasing member 17 is increased. There is an actuator 13 that opens the recirculation valve 12 against this, and a three-way solenoid valve 19. By driving the three-way solenoid valve 19 on and off, the pressure or intake air on the downstream side of the throttle valve 7 is brought into the first diaphragm chamber 15. A pressure introduction path for selectively introducing a pressure between the compressor 3 and the throttle valve 7.

  For this reason, the recirculation valve 19 blocks the bypass passage 11 by setting the three-way solenoid valve 19 to the OFF state and introducing the pressure on the downstream side of the throttle valve 7 to the first diaphragm chamber 15 during normal (steady operation). Then, supercharging by the intake compressor 3 is performed. At the time of deceleration, the suction negative pressure on the downstream side of the throttle valve 7 is introduced into the first diaphragm chamber 15, the differential pressure ΔP increases, and the recirculation valve 19 opens the bypass passage 11. As a result, during deceleration (throttle “open” → “close”), it is possible to suppress the pressure on the upstream side of the throttle valve 7 from rising excessively and to prevent the generation of surge noise. On the other hand, at the time of reacceleration, the recirculation valve 19 is bypassed quickly by setting the three-way solenoid valve 19 to the ON state and introducing the pressure between the intake compressor 3 and the throttle valve 7 into the first diaphragm chamber 15. The passage 11 is closed. Thereby, the supercharging effect can be obtained quickly at the time of reacceleration.

  In particular, in the present embodiment, since the pressure between the intake compressor 3 and the throttle valve 7 is introduced into the second diaphragm chamber 16 (more specifically, the pressure downstream of the intercooler 6), the throttle valve 7 is in the open state. The difference ΔP (= P2-P1) between the pressure in the second diaphragm chamber 16 (P2) and the pressure in the first diaphragm chamber 15 (P1) increases immediately after the valve is closed, that is, the throttle valve 7 is closed. By utilizing the pressure increase on the upstream side of the throttle valve 7 due to this, the recirculation valve 12 can be opened quickly during deceleration. Thereby, generation | occurrence | production of the surge sound at the time of deceleration can be prevented more effectively.

  Further, since the pressure (supercharging pressure) on the upstream side of the intercooler 6 (that is, immediately after the intake compressor 3 outlet) is directly introduced into the first diaphragm chamber 15 at the time of reacceleration, the recirculation valve 12 should be quickly closed. Thus, the response at the time of re-acceleration can be further improved.

  In the above embodiment, it is determined whether or not the throttle valve 7 is closed (opened or not) based on a signal from the throttle sensor 32 (S2 and S3). Based on this, it may be determined whether or not the throttle valve 7 is closed. In this way, the three-way solenoid valve 19 can be switched from OFF to ON more quickly during reacceleration.

  In the above embodiment, it is determined whether or not the pressure on the downstream side of the throttle valve 7 has become equal to or higher than the set boost pressure (S4). The time to increase to the set boost pressure may be measured in advance, and it may be determined whether or not the elapsed time since the three-way solenoid valve 19 is turned on is equal to or longer than the measurement time. In this way, control can be facilitated.

1 is an intake system diagram of an internal combustion engine with a supercharger according to an embodiment of the present invention. It is a control flowchart of this embodiment. It is a control timing chart of this embodiment.

Explanation of symbols

    DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2 ... Intake passage, 3 ... Intake compressor, 4 ... Exhaust passage, 5 ... Exhaust turbine, 6 ... Intercooler, 7 ... Throttle valve, 8 ... Collector, 9 ... Intake manifold, 10 ... Engine control unit (ECU) , 11 ... Bypass passage, 12 ... Recirculation valve, 13 ... Actuator for recirculation valve operation, 14 ... Diaphragm, 15 ... First diaphragm chamber, 16 ... Second diaphragm chamber, 17 ... Biasing member, 18 ... Intake pressure introduction path, 19 ... three-way solenoid valve, 20 ... throttle downstream pressure introduction path, 21 ... compressor side pressure introduction path, 31 ... accelerator opening sensor, 32 ... throttle sensor, 33 ... pressure sensor

Claims (10)

A control device for an internal combustion engine with a supercharger in which an intake air compressor of a supercharger is provided in an intake passage, and a throttle valve is disposed downstream of the intake air compressor,
A bypass passage communicating the upstream side and the downstream side of the intake compressor of the intake passage;
A recirculation valve for opening and closing the bypass passage;
A first diaphragm chamber and a second diaphragm chamber defined by a diaphragm; and energizing the recirculation valve to close the pressure, while the pressure P2 of the second diaphragm chamber and the pressure P1 of the first diaphragm chamber An actuator that opens the recirculation valve against the valve closing bias when the difference ΔP (= P2−P1) is equal to or greater than a predetermined value;
A pressure introduction path for selectively introducing a pressure downstream of the throttle valve or a pressure between the intake compressor and the throttle valve into the first diaphragm chamber by the solenoid valve;
A control device for an internal combustion engine with a supercharger.   2. The control device for an internal combustion engine with a supercharger according to claim 1, wherein a pressure between the intake compressor and the throttle valve is introduced into the second diaphragm chamber. An intercooler for cooling the supercharged air downstream of the intake compressor;
The control of the internal combustion engine with a supercharger according to claim 1 or 2, wherein the pressure introduction path introduces a pressure upstream of the intercooler as a pressure between the intake compressor and the throttle valve. apparatus.   4. The control device for an internal combustion engine with a supercharger according to claim 3, wherein the pressure on the downstream side of the intercooler is introduced into the second diaphragm chamber.   The pressure introduction path introduces the pressure between the intake compressor and the throttle valve into the first diaphragm chamber when the throttle valve is switched from the closed state to the open state, and the throttle valve is in the other state. 5. The control device for an internal combustion engine with a supercharger according to claim 1, wherein the pressure on the downstream side of the throttle valve is introduced into the first diaphragm chamber.   6. The supercharger according to claim 5, wherein the pressure introduction path introduces pressure on the downstream side of the throttle valve into the first diaphragm chamber when a predetermined time elapses after the throttle valve is switched to the open state. Control device for internal combustion engine A pressure sensor for detecting the pressure downstream of the throttle valve;
7. The pressure introducing path according to claim 5, wherein the pressure downstream of the throttle valve introduces the pressure downstream of the throttle valve into the first diaphragm chamber when the pressure downstream of the throttle valve reaches a predetermined value or more. Control device for an internal combustion engine with a supercharger. A control device for an internal combustion engine with a supercharger in which an intake air compressor of a supercharger is provided in an intake passage, and a throttle valve is disposed downstream of the intake air compressor,
A bypass passage communicating the upstream side and the downstream side of the intake compressor of the intake passage;
A recirculation valve for opening and closing the bypass passage;
A first diaphragm chamber and a second diaphragm chamber partitioned by a diaphragm, and a negative suction pressure on the downstream side of the throttle valve is introduced into the first diaphragm chamber during deceleration to open the recirculation valve; An actuator in which a supercharging pressure between the intake compressor and the throttle valve is introduced into the first diaphragm chamber to close the recirculation valve at the time of reacceleration to be accelerated from
A control device for an internal combustion engine with a supercharger. An intercooler for cooling the supercharged air downstream of the intake compressor;
9. The supercharged internal combustion engine according to claim 8, wherein the actuator closes the recirculation valve by introducing a supercharging pressure upstream of the intercooler into the first diaphragm chamber during the reacceleration. Control device.   The control device for an internal combustion engine with a supercharger according to claim 8 or 9, wherein a pressure downstream of the intercooler is introduced into the second diaphragm chamber.

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