JP2010265854A - Internal combustion engine with turbocharger and control method thereof - Google Patents

Abstract

An internal combustion engine with a turbocharger capable of preventing surging of a compressor of a supercharger without deteriorating contamination of an air cleaner or sensor, and a control method thereof.
When an ECU determines that the compressor is in a surging state based on information from an engine speed sensor and an accelerator opening sensor, the ECU opens the bypass valve, opens the EGR valve, and opens the intake throttle. The valve 24 is closed. Thereafter, if it is determined that the surging state of the compressor 3 has ended based on information from the engine speed sensor 6 and the accelerator opening sensor 27, the bypass valve 17 is closed, the EGR valve 4b is closed, and the intake throttle valve 24 is open.
[Selection] Figure 1

Description

  The present invention relates to an internal combustion engine with a turbocharger and a control method thereof, and more specifically, a turbocharger capable of preventing surging of a compressor of a turbocharger without deteriorating and degrading an air cleaner or a sensor. The present invention relates to a machine-equipped internal combustion engine and a control method thereof.

  In a vehicle equipped with an engine with a turbo-type supercharger, air supercharged by the compressor of the supercharger may remain in the intake passage particularly when the running state is a deceleration state. This supercharged air moves from the intake passage to the exhaust passage due to the intake / exhaust stroke of the piston. However, in the deceleration state, the rotational speed of the engine decreases, and the amount of air movement due to the intake / exhaust stroke of the piston Will fall. As a result, a part of the air that could not move to the exhaust passage remains in the intake passage, and due to the balance with the air flow rate at that time, the operating point of the turbocharger exceeds the compressor surging line and surging cause. When surging occurs, compressed air is blown back to the compressor, and the compressor may be damaged by vibration or heat. Moreover, the pulsation wave resulting from this surging becomes noise and impairs the comfort in the vehicle.

  FIG. 4 shows the relationship between the intake air flow rate in the compressor and the pressure ratio of the inlet and outlet. The alternate long and short dash line is a surge line, and surging occurs on the left side of this line. The broken line shows the transition when the conventional vehicle with the EGR valve fully opened is decelerating. In this case, since the boost pressure remains in the intake passage, the intake pressure on the outlet side of the compressor is high, and the intake flow rate decreases beyond the surging line. The solid line shows the transition without surging.

  FIG. 5 shows an example of a conventional turbocharged engine 50 for preventing the above-described surging. A bypass pipe 55 communicating the upstream intake pipe 53 and the downstream intake pipe 54 of the compressor 52 of the supercharger 51; a bypass valve 56 for opening and closing the bypass pipe 55; and means for detecting the occurrence of surging When it is determined that surging occurs in the turbocharged engine 50 having the above, the bypass valve 56 is opened, and the compressed air in the downstream intake pipe 54 is transferred from the bypass pipe 55 to the upstream intake pipe 53. Escape and prevent surging. Reference numeral 57 denotes an engine body, 58 denotes a MAF (Mass Air Flow) sensor, 59 denotes an air cleaner, 60 denotes an EGR valve, and 61 denotes an EGR cooler (see, for example, Patent Document 1).

  However, when the configuration for preventing the occurrence of surging is applied to an engine with a turbocharger equipped with a low pressure EGR system, there are the following problems.

  FIG. 6 shows a configuration diagram of the turbocharged engine 70. A low pressure EGR system 74 is installed between the exhaust pipe 72 on the downstream side of the turbine 71 a of the supercharger 71 and the intake pipe 73 on the upstream side of the compressor 71 b of the supercharger 71. The low pressure EGR system 74 includes an EGR pipe 74a that connects the exhaust pipe 72 and the intake pipe 73, an EGR valve 74b that opens and closes the EGR pipe 74a, and an EGR cooler 74c.

  The intake pipe 75 on the downstream side of the compressor 71 b of the supercharger 71 and the intake pipe 73 on the upstream side are connected via a bypass pipe 77. A bypass valve 78 is installed in the bypass pipe 77. The downstream intake pipe 75 is connected to the intake pipe 80 via the intercooler 79 and is connected to the engine body 81. In the intake pipe 73 on the upstream side, an intake throttle valve 82, a MAF sensor 83, and an air cleaner 84 are installed in this order from the downstream side.

  The intake pipe 73 upstream of the compressor 71b includes not only clean air from which dust and the like have been removed by the air cleaner 84, but also gas containing foreign matters such as blow-by gas BG and EGR gas. The blow-by gas is a gas that flows into the intake pipe 73 from the engine body 81 through the oil separator 85, and contains a small amount of oil mist and metal powder. The EGR gas is a gas that flows from the exhaust pipe 72 through the low-pressure EGR system 74 and flows into the intake pipe 73, and contains a small amount of soot and unburned gas.

  In the configuration of FIG. 6, in order to prevent surging, a bypass pipe 77 that connects the upstream intake pipe 73 and the downstream intake pipe 75 of the compressor 71 b of the supercharger 71 is opened by a bypass valve 78. Thus, the compressed air in the downstream intake pipe 75 is allowed to escape into the upstream intake pipe 73. However, at this time, the air containing the above-described blow-by gas BG and EGR gas flows back to the MAF sensor 83 and the air cleaner 84 upstream of the intake pipe 73 on the upstream side. By performing this surging prevention operation intermittently, the MAF sensor 83 and the air cleaner 84 are intermittently exposed to air containing foreign matter such as oil mist. As a result, the air cleaner 84 is clogged, resulting in an increase in pressure loss and a decrease in durability. On the other hand, the MAF sensor 83 causes contamination deterioration. Since the detection information of the MAF sensor 83 is used to calculate the basic value of the fuel injection amount, the influence when a malfunction occurs in the MAF sensor 83 due to contamination deterioration is extremely large, and ultimately the performance of the engine is reduced.

  For example, in Patent Document 2, when it is determined that the vehicle is decelerating, a part of the intake air in the intake passage is caused to flow from the EGR passage to the exhaust passage, thereby reducing the intake pressure in the intake passage and preventing surging. Techniques to do this are disclosed.

JP-A-5-280361 JP 2004-360525 A

  An object of the present invention is to provide a turbocharger-equipped internal combustion engine and a control method thereof that can prevent surging of a compressor of a supercharger without deteriorating air cleaners and sensors.

  In order to achieve the above object, an internal combustion engine with a turbocharger of the present invention includes a bypass pipe that connects an intake pipe on the downstream side of a compressor of the turbocharger and an intake pipe on the upstream side via a bypass valve. An EGR pipe that connects an exhaust pipe on the downstream side of the turbine of the turbocharger and an intake pipe on the upstream side of the compressor via an ERG valve; and the connection of the EGR pipe in the intake pipe on the upstream side of the compressor An intake throttle valve provided upstream of the compressor, a surging detection means for detecting a surging state of the compressor, and controls the bypass valve, the EGR valve and the intake throttle valve based on information from the surging detection means And when the controller determines that the compressor is in a surging state based on information from the surging detector. When the pass valve and the EGR valve are opened, the intake throttle valve is closed, and it is determined that the surging state of the compressor has ended based on the information from the surging detection means, the bypass valve and the EGR valve are Control to close and open the intake throttle valve is performed.

  In the above-described internal combustion engine with a turbocharger, the surging detecting means includes an engine rotational speed detecting means for detecting the engine rotational speed and an accelerator opening detecting means for detecting the accelerator opening. The control means is such that when the engine rotation speed detected by the engine rotation speed detection means is within a preset value range and the accelerator opening detected by the accelerator opening detection means is zero, It is determined that the compressor of the supercharger is in a surging state.

  In addition, in order to achieve the above object, a method for controlling an internal combustion engine with a turbocharger according to the present invention includes an intake pipe on the downstream side and an intake pipe on the upstream side of a compressor of the turbocharger via a bypass valve. In the bypass pipe to be connected, the exhaust pipe on the downstream side of the turbine of the turbocharger and the intake pipe on the upstream side of the compressor via an ERG valve, and the intake pipe on the upstream side of the compressor, An intake throttle valve provided upstream from the connection portion of the EGR pipe, surging detection means for detecting a surging state of the compressor, the bypass valve, the EGR valve, and the based on information from the surging detection means Control means for controlling the intake throttle valve, and determining whether or not the compressor is in a surging state based on information from the surging detection means. And when the surging state is determined, the step of opening the bypass valve and the EGR valve and closing the intake throttle valve and the surging state of the compressor is completed based on information from the surging detecting means If it is determined that the intake valve has been closed, the bypass valve and the EGR valve are closed, and the intake throttle valve is opened.

  In the above-described method for controlling an internal combustion engine with a turbocharger, the surging detection means includes engine rotation speed detection means for detecting engine rotation speed and accelerator opening detection means for detecting accelerator opening. The control means is configured such that the engine speed detected by the engine speed detecting means is within a preset value range, and the accelerator opening detected by the accelerator opening detecting means is zero. Sometimes it is determined that the compressor of the supercharger is in a surging state.

  According to the present invention, when the compressor of the supercharger enters the surging state, the compressed air downstream of the compressor can be released to the upstream of the compressor by opening the bypass valve, so that surging of the compressor can be prevented. At this time, by opening the bypass valve, closing the intake throttle valve, and opening the EGR valve, the air compressed by the compressor can flow from the EGR pipe to the exhaust pipe, and upstream of the intake throttle valve. Since the air cleaner and the sensor can be prevented from being exposed to air containing foreign matters such as oil mist, soot and unburned gas, contamination deterioration of the air cleaner and the sensor can be prevented. Therefore, surging of the compressor of the supercharger can be prevented without deteriorating the air cleaner or the sensor.

1 is a configuration diagram of an engine with a turbocharger according to an embodiment of the present invention. It is a figure which shows the flowchart of the surging control of the engine with a turbo supercharger of FIG. It is a block diagram of the engine with a supercharger which showed the flow of the air at the time of surging cancellation. It is a graph which shows the relationship between the intake air flow rate in a compressor, and the pressure ratio of an inlet / outlet. It is a block diagram of the engine with the conventional turbocharger for preventing a surging. It is a block diagram of the engine with a turbo-type supercharger provided with the low pressure EGR system.

  Hereinafter, an internal combustion engine with a turbocharger and a control method thereof according to embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a configuration diagram of an engine with a turbocharger according to the present embodiment. The broken line arrows indicate the direction of signal flow.

  An engine (internal combustion engine) 1 of the present embodiment includes an engine body 2, a turbocharger (hereinafter simply referred to as a supercharger) 3, a low pressure EGR (Exhaust Gas Recirculation) system 4, An ECU (control unit: Engine Control Unit) 5 is included.

  The engine body 2 is an engine that pushes out a piston by expansion based on self-ignition that occurs when fuel is blown into compressed and heated air, such as a diesel engine. However, it can also be applied to a spark ignition gasoline engine.

  The engine body 2 is provided with an engine rotation speed sensor (surging detection means, internal combustion engine rotation speed detection means) 6 for detecting the rotation speed of the engine body 2. The engine rotation speed sensor 6 is electrically connected to the ECU 5 and transmits a detection signal to the ECU 5. Reference numeral 7 denotes an exhaust manifold, and reference numeral 8 denotes an intake manifold.

  The supercharger 3 has a turbine 3a and a compressor 3b. The turbine 3a and the compressor 3b are integrally formed by providing a plurality of blades at both ends of a single shaft. When the turbine 3a is driven by exhaust gas from the engine body 2, the compressor 3b is driven by the driving force. Compressed air is sent into the engine body 2 by interlocking with 3b.

  The inlet of the turbocharger 3 on the turbine 3 a side is connected to the exhaust manifold 7 through the upstream exhaust pipe 10 a and further connected to the combustion chamber of the engine body 2. Further, the outlet of the turbocharger 3 on the turbine 3a side is connected to the exhaust pipe 10b on the downstream side. A post-processing device 11 is installed in the middle of the exhaust pipe 10b. The post-processing device 11 is a device that renders harmful components generated and discharged in the combustion chamber of the engine body 2 harmless by an exhaust system. An arrow Ae indicates the flow of exhaust gas.

  The inlet of the turbocharger 3 on the compressor 3b side is connected to the upstream intake pipe 15a. The outlet on the compressor 3b side of the supercharger 3 is connected to the intercooler 16 through the downstream intake pipe 15b, is further connected to the intake manifold 8 via the intake pipe 15c, and is connected to the combustion chamber of the engine body 2. Yes. An arrow A indicates the flow of intake gas.

  The intake pipe 15 a on the upstream side of the compressor 3 b of the supercharger 3 and the intake pipe 15 b on the downstream side are connected by a bypass pipe 18 via a bypass valve 17. The bypass pipe 18 is a pipe that connects the intake pipe 15a on the upstream side of the compressor 3b and the intake pipe 15b on the downstream side without passing through the compressor 3b. The bypass valve 17 is a valve that opens and closes the bypass pipe 18, is electrically connected to the ECU 5, and its opening / closing operation is controlled by the ECU 5.

  The above-described low-pressure EGR system 4 is a system that introduces a part of the exhaust gas after combustion to the intake side and mixes it with the intake air, thereby mainly reducing nitrogen oxide (NOx) in the exhaust gas. . The EGR system 4 includes an EGR pipe 4a, an EGR valve 4b, and an EGR cooler 4c.

  The EGR pipe 4 a is a pipe that connects the exhaust pipe 10 b on the downstream side of the turbine 3 a of the supercharger 3 and the intake pipe 15 a on the upstream side of the compressor 3 b of the supercharger 3. The connection position between the EGR pipe 4a and the exhaust pipe 10b is a portion downstream of the installation position of the post-processing device 11 in the exhaust pipe 10b. The connection position between the EGR pipe 4a and the intake pipe 15a is an upstream portion of the intake pipe 15a with respect to the connection position of the bypass pipe 18. The EGR valve 4b is a valve that performs opening / closing control of the EGR pipe 4a, and is installed at a midway position of the EGR pipe 4a. The EGR valve 4b is electrically connected to the ECU 5, and its opening / closing operation is controlled by the ECU 5. The EGR cooler 4c is a device that lowers the temperature of the exhaust gas flowing in the EGR pipe 4a, and is installed between the EGR valve 4b and the exhaust pipe 10b.

  A crankcase of the engine main body 2 and an intake pipe 15 a on the upstream side of the compressor 3 b of the supercharger 3 are connected by a blow-by gas pipe 20. The connection position between the blow-by gas pipe 20 and the intake pipe 15a is an upstream portion of the intake pipe 15a with respect to the connection position of the EGR pipe 4a. Arrow Ab indicates the flow of blow-by gas.

  An oil separator 21 is installed in the middle of the blow-by gas pipe 20. The oil separator 21 is a device that separates and collects the oil content contained in the blow-by gas before returning the blow-by gas leaked from the crankcase or the like of the engine body 2 to the intake pipe 15a.

  In the intake pipe 15a upstream of the compressor 3b of the supercharger 3, an intake throttle valve 24 is installed further upstream than the connection position of the blow-by gas pipe 20. The intake throttle valve 24 is a valve that opens and closes the intake pipe 15a and adjusts the intake air amount. The intake throttle valve 24 is electrically connected to the ECU 5, and its opening / closing operation and intake throttle operation are controlled.

  In the intake pipe 15a, a MAF (Mass Air Flow) sensor 25 is installed further upstream of the intake throttle valve 24. The MAF sensor 25 is an air amount (intake air amount) sensor that detects a passing amount (fresh air amount) of intake air flowing into the intake pipe 15a. The engine body 2 needs to be supplied with fuel corresponding to the amount of intake air, and the amount of fuel required varies depending on the operating state of the engine body 2. The intake air amount is detected so that the air-fuel ratio is suitable for Since the information detected by the MAF sensor 25 is used to calculate the basic value of the fuel injection amount, the influence when a malfunction occurs is extremely large. When a malfunction occurs in the MAF sensor 25, for example, failure in acceleration, overall output insufficiency, engine stall at the time of deceleration stop and restart, etc. often cause troubles that hinder normal running, and finally the engine 1 performance degradation.

  In the intake pipe 15a, an air cleaner 26 is installed further upstream of the MAF sensor 25. The air cleaner 26 removes fine foreign matters in the air and supplies clean air to the engine body 2. The air cleaner 26 is an important element that greatly affects the state of the engine body 2. If the air cleaner 26 is clogged and the air flow is deteriorated, the fuel efficiency is deteriorated, the startability is lowered, and the idling stability is lowered. Further, since the resistance when inhaling air is increased, the burden on the engine body 2 is increased and the life of the engine body 2 is shortened.

  The ECU 5 is a microcontroller for performing integrated electric control in engine operation. When the ECU 5 determines that the compressor 3b is in the surging state based on information from the engine rotational speed sensor 6 and the accelerator opening sensor (surging detection means, accelerator opening detection means) 27, the ECU 5 controls the bypass valve 17 and the EGR valve 4b. Command to open and close intake throttle valve 24. When the ECU 5 determines that the surging state of the compressor 3b has ended based on information from the engine speed sensor 6 and the accelerator opening sensor 27, the ECU 5 closes the bypass valve 17 and the EGR valve 4b, and the intake throttle valve Command 4b to open.

  The ECU 5 determines that the engine rotation speed detected by the engine rotation speed sensor 6 is within a predetermined value range (engine rotation speed is 500 rpm or more and 2000 rpm or less, for example). When the opening is zero, it is determined that the vehicle is in a decelerating state, and it is determined that the compressor 3b of the supercharger 3 is in a surging state. The deceleration state of the vehicle may be determined based on a change in the engine rotational speed, or may be determined based on a change in the vehicle speed detected by the vehicle speed sensor provided for detecting the vehicle speed of the vehicle.

  Next, a control method for the supercharged engine according to the present embodiment will be described with reference to FIGS. FIG. 2 is a diagram showing a flowchart of surging control of the engine with a supercharger in FIG. 1, and FIG. 3 is a configuration diagram of the engine with a supercharger showing the flow of air when surging is eliminated.

  First, as shown in step 100 of FIG. 2, when the vehicle travels, the ECU 5 determines whether or not the compressor 3b falls into a surging state based on information from the engine rotation speed sensor 6 and the accelerator opening sensor 27. .

  If it is determined that the surging state occurs, the bypass valve 17 is opened as shown in step 101 of FIG. 2 and FIG. 3, and the compressed air A1 in the intake pipe 15b on the downstream side of the compressor 3b is transferred from the bypass pipe 18 to the compressor. It escapes into the intake pipe 15a on the upstream side of 3b. Thereby, since the pressure in the intake pipe 15b on the outlet side of the compressor 3b can be lowered, surging of the compressor 3b can be prevented. For this reason, it is possible to avoid the problem that the compressed air A1 blows back to the compressor 3b side due to surging and the compressor 3b is damaged by vibration or heat, so that the durability performance of the supercharger 3 can be improved. it can. Moreover, since the pulsation wave resulting from surging can be prevented, the noise in a vehicle can be reduced and the comfort in a vehicle can be improved.

  At this time, by closing the intake throttle valve 24 disposed downstream of the MAF sensor 25 and the air cleaner 26 and opening the EGR valve 4b, the compressed air A1 that has escaped from the intake pipe 15b to the intake pipe 15a is supplied to the MAF sensor. 25, it flows to the exhaust pipe 10b through the EGR pipe 4a downstream from the connection position of the air cleaner 26 and the blow-by gas pipe 20.

  As a result, the compressed air A1 that has escaped from the intake pipe 15b to the intake pipe 15a flows into the intake pipe 15a through the exhaust gas (containing soot and unburned gas) that flows into the intake pipe 15a through the EGR pipe 4a and the blow-by gas pipe 20. Further, it is possible to prevent the blowby gas (containing oil mist) from flowing back to the MAF sensor 25 and the air cleaner 26 side. Further, even if blow-by gas or exhaust gas flows back to the MAF sensor 25 or the air cleaner 26 side, the intake throttle valve 24 is closed during this time, and is blocked by it, so that blow-by gas or exhaust gas flows into the MAF sensor 25 and the air cleaner 26. There is no direct contact with. That is, it is possible to prevent the MAF sensor 25 and the air cleaner 26 upstream of the intake throttle valve 24 from being exposed to air containing oil mist, soot, unburned gas, and the like. For this reason, contamination deterioration of the MAF sensor 25 and the air cleaner 26 can be prevented.

  For this reason, it is possible to reduce the occurrence of a failure that hinders normal running, such as an acceleration failure due to a malfunction of the MAF sensor 25, an overall output shortage, and an engine stall during deceleration stop or restart. Further, since the clogging of the air cleaner 26 can be reduced or prevented, the deterioration of fuel consumption, the startability and the idling instability caused by the clogging of the air cleaner 26 can be avoided, and the engine main body caused by the increase of the intake resistance. 2 can be reduced. Therefore, it is possible to avoid the performance degradation of the engine 1.

  Here, it is determined that the compressor 3b of the supercharger 3 is in the surging state when the vehicle is in a deceleration state. Specifically, the engine speed detected by the engine speed sensor 6 is, for example, 500 rpm or more. When the accelerator opening degree detected by the accelerator opening degree sensor 27 is zero. For this reason, there is no problem even if the intake throttle valve 24 of the intake pipe 15a is closed at this time. When the engine rotation speed is lower than 500 rpm, the engine main body 2 is idling, and it can be considered that the vehicle is stopped. Therefore, it is not determined that the vehicle is decelerating.

  Thereafter, as shown in step 102 of FIG. 2, it is determined whether or not the surging state of the compressor 3b has been completed based on information from the engine speed sensor 6 and the accelerator opening sensor 27.

  If it is determined that the surging state has ended, the bypass valve 17 is closed, the EGR valve 4b is closed, and the intake throttle valve 24 is opened as shown in step 103 of FIG.

  Thus, according to the engine with a supercharger and the control method thereof according to the present embodiment, surging of the compressor 3b can be prevented, so that the durability performance of the supercharger 3 can be improved. Further, by combining with the low pressure EGR system 4, it is possible to prevent contamination deterioration of the MAF sensor 25 and the air cleaner 26, which could not be achieved by the prior art, without adding a new device.

  The internal combustion engine with a turbocharger and the control method thereof according to the present invention can prevent the surging of the compressor of the turbocharger without deteriorating the air cleaner or the sensor. It can be used for an internal combustion engine with a supercharger and its control method.

1 engine (internal combustion engine)
2 Engine body 3 Turbocharger 3a Turbine 3b Compressor 4 Low pressure EGR system 5 ECU (control means)
6 Engine rotation speed sensor (surging detection means, internal combustion engine rotation speed detection means)
10a exhaust pipe 10b exhaust pipe 15a intake pipe 15b intake pipe 15c intake pipe 17 bypass valve 18 bypass pipe 24 intake throttle valve 25 MAF sensor 26 air cleaner 27 accelerator opening sensor (surging detection means, accelerator opening detection means)

Claims (4)

In an internal combustion engine with a turbocharger,
A bypass pipe connecting the intake pipe on the downstream side of the compressor of the turbocharger and the intake pipe on the upstream side via a bypass valve;
An EGR pipe connecting an exhaust pipe downstream of the turbocharger turbine and an intake pipe upstream of the compressor via an ERG valve;
An intake throttle valve provided on the upstream side of the connection portion of the EGR pipe in the intake pipe on the upstream side of the compressor;
Surging detection means for detecting the surging state of the compressor;
Control means for controlling the bypass valve, the EGR valve, and the intake throttle valve based on information from the surging detection means,
The control means includes
When it is determined that the compressor is in a surging state based on information from the surging detection means, the bypass valve and the EGR valve are opened, and the intake throttle valve is closed,
With a turbocharger that performs control to close the bypass valve and the EGR valve and open the intake throttle valve when it is determined that the surging state of the compressor has ended based on information from the surging detection means Internal combustion engine. The surging detection means includes engine rotation speed detection means for detecting engine rotation speed and accelerator opening detection means for detecting accelerator opening,
When the engine speed detected by the engine speed detection means is within a preset value range and the accelerator opening detected by the accelerator opening detection means is zero, the control means is 2. The turbocharged internal combustion engine according to claim 1, wherein the turbocharger compressor is determined to be in a surging state. In a method for controlling an internal combustion engine with a turbocharger,
A bypass pipe connecting the intake pipe on the downstream side of the compressor of the turbocharger and the intake pipe on the upstream side via a bypass valve;
An EGR pipe connecting an exhaust pipe downstream of the turbocharger turbine and an intake pipe upstream of the compressor via an ERG valve;
An intake throttle valve provided on the upstream side of the connection portion of the EGR pipe in the intake pipe on the upstream side of the compressor;
Surging detection means for detecting the surging state of the compressor;
Control means for controlling the bypass valve, the EGR valve, and the intake throttle valve based on information from the surging detection means,
Determining whether the compressor is in a surging state based on information from the surging detection means;
Determining that the surging state is reached, opening the bypass valve and the EGR valve, and closing the intake throttle valve;
A turbocharger having steps of closing the bypass valve and the EGR valve and opening the intake throttle valve when it is determined that the surging state of the compressor has ended based on information from the surging detection means For controlling an internal combustion engine with a valve. The surging detection means includes engine rotation speed detection means for detecting engine rotation speed and accelerator opening detection means for detecting accelerator opening,
When the engine speed detected by the engine speed detection means is within a preset value range and the accelerator opening detected by the accelerator opening detection means is zero, the control means is The method for controlling an internal combustion engine with a turbocharger according to claim 3, wherein the turbocharger compressor is determined to be in a surging state.

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