JP2009250057A - Control device of internal combustion engine - Google Patents

Abstract

An apparatus for suppressing NOx emission when switching from a twin turbo mode to a single turbo mode.
An internal combustion engine includes an engine body, first and second superchargers, a control unit having first to third operation control maps, and an EGR passage. In the single turbo mode, the control unit performs the operation control using the first operation control map until the operation state exceeds the first switching determination line from the single turbo mode to the twin turbo mode to the high rotation side. In the twin turbo mode, the control unit performs operation control using the second operation control map until the operation state enters the hysteresis region, and after entering the hysteresis region, operation control using the third operation control map. I do. In the third operation control map, a supercharging pressure lower than the supercharging pressure set in the same operation condition in the first and second operation control maps is set, and is set in the same operation condition in the second operation control map. A higher EGR rate is set than the EGR rate.
[Selection] Figure 3

Description

  The present invention relates to a control device for an internal combustion engine having two superchargers connected in parallel, and more particularly to a device that suppresses NOx emission from a diesel engine body when switching from a twin turbo mode to a single turbo mode.

  In an internal combustion engine having first and second superchargers connected in parallel, a single turbo in which the second supercharger is not used for supercharging and the first supercharger is used for supercharging according to the operating state The mode and the twin turbo mode in which the first and second superchargers are used for supercharging are switched and used. In this internal combustion engine, a hysteresis region is provided in the switching region between the single turbo mode and the twin turbo mode in order to prevent frequent switching between the single turbo mode and the twin turbo mode and fluctuations in supercharging pressure due to frequent switching. It is done.

As an example of the hysteresis region provided in the switching region between the single turbo mode and the twin turbo mode, Patent Literature 1 describes a boundary for switching from the single turbo mode to the twin turbo mode based on the intake air amount, and the engine speed. An apparatus in which a hysteresis region is provided between a boundary for switching from the twin turbo mode to the single turbo mode is disclosed. In addition, when switching from the twin turbo mode to the single turbo mode, this patent document 1 satisfies the condition for switching to the single turbo mode beyond the low rotation side of the hysteresis region, and then, until a predetermined time elapses. In the meantime, operation is performed in twin turbo mode. Thereby, unnecessary mode switching can be reduced.
Japanese Patent Laid-Open No. 03-260326

  However, in the device of Patent Document 1, there is a condition in which the operation state is in a hysteresis region when switching from the twin turbo mode to the single turbo mode, or a condition for switching from the twin turbo mode to the single turbo mode beyond the low rotation side of the hysteresis region. During a predetermined time after being satisfied, operation control using an operation control map such as a supercharging pressure map corresponding to the twin turbo mode before entering the hysteresis region is performed. During this period, the back pressure is lower and the boost pressure is higher than when operating in the single turbo mode. For this reason, the EGR rate cannot be increased, and the amount of NOx discharged from the engine body increases.

  Therefore, an object of the present invention is to provide a device that suppresses NOx emission from the diesel engine body when the operating state is in the hysteresis region when switching from the twin turbo mode to the single turbo mode.

  An internal combustion engine control apparatus according to the present invention includes a diesel engine body, a first supercharger, a second supercharger connected in parallel with the first supercharger, and first, second, and third operations. A control unit having a control map, and an EGR passage for returning a part of the exhaust gas discharged from the diesel engine main body to the intake side, wherein the first supercharger is not used for supercharging. In the single turbo mode used for supercharging, the operating state exceeds the first switching judgment line from the single turbo mode to the twin turbo mode where the first and second superchargers are used for supercharging. The control unit performs operation control using the first operation control map, and in the twin turbo mode, the operation state exceeds the first switching determination line to the low rotation side, and the first switching determination line and the first switching determination are performed. Set to lower rotation side than line The control unit performs operation control using the second operation control map until it enters the hysteresis region provided between the second turbo judgment line and the second switching determination line from the single turbo mode to the twin turbo mode. After the operation state enters the hysteresis region, the control unit performs operation control using the third operation control map. In the third operation control map, the first and second operation control maps have the same operation conditions. A supercharging pressure lower than the set supercharging pressure is set, and a higher EGR rate is set than the EGR rate set under the same operating condition in the second operation control map.

  In the operation control using the third operation control map, the boost pressure is relatively lower than the operation control using the first and second operation control maps under the same operation condition, and the operation using the second operation control map is performed. Since the operation is performed at a relatively high EGR rate compared to the control, the combustion temperature is low, and the NOx emission amount from the diesel engine body can be relatively reduced. For this reason, when the operation state of the internal combustion engine is in the hysteresis region when switching from the twin turbo mode to the single turbo mode, compared with the mode in which the operation control using the second operation control map is performed, NOx emissions can be reduced.

  Preferably, when the operation control using the third operation control map is performed for a predetermined time, the control unit performs the operation control using the first operation control map with a single turbo.

  In the operation control using the third operation control map, the supercharging pressure is relatively lower than that in the operation control using the first and second operation control maps. PM emissions are relatively high. However, since the operation control using the third operation control map is switched to the operation control using the first operation control map within a predetermined time, the period during which the PM emission amount from the diesel engine body increases is temporary. It is possible to minimize the deterioration of smoke.

  Preferably, the turbine side of the first and second turbochargers has a variable vane whose opening degree is adjusted according to the operation state, and while the operation control using the third operation control map is performed, The opening degree of the variable vane is set larger than that when the operation control using the second operation control map is performed.

  By relatively increasing the opening degree of the variable vane, it is possible to reduce the rotation speed of the first and second superchargers and to relatively reduce the supercharging pressure.

  In addition, preferably, it further includes a DPF that is disposed downstream of the first and second turbochargers and removes PM contained in the exhaust gas discharged from the diesel engine body.

  Due to the DPF provided downstream of the exhaust, it is possible to absorb the PM that has been temporarily discharged.

  An internal combustion engine control apparatus according to the present invention includes a diesel engine body, a first supercharger, a second supercharger connected in parallel with the first supercharger, and first, second, and third operations. A control unit having a control map, and an EGR passage for returning a part of the exhaust gas discharged from the diesel engine main body to the intake side, wherein the first supercharger is not used for supercharging. In the single turbo mode used for supercharging, the operating state exceeds the first switching judgment line from the single turbo mode to the twin turbo mode where the first and second superchargers are used for supercharging. The control unit performs operation control using the first operation control map, and in the twin turbo mode, the operation state exceeds the first switching determination line to the low rotation side, and the first switching determination line and the first switching determination are performed. Set to lower rotation side than line The control unit performs operation control using the second operation control map until it enters the hysteresis region provided between the second turbo judgment line and the second switching determination line from the single turbo mode to the twin turbo mode. Then, after the operation state enters the hysteresis region, the control unit performs operation control using the third operation control map, and during operation control using the third operation control map, from the use of the second operation control map. Immediately after the supercharging pressure is lower and the EGR rate is higher than before switching to the use of the third operation control map, and immediately after the use of the third operation control map is switched to the use of the first operation control map. The operation is performed so that the supercharging pressure is lower than that.

  In operation control using the third operation control map, before switching from using the second operation control map to using the third operation control map, or switching from using the third operation control map to using the first operation control map. The operation is performed at a relatively low supercharging pressure compared to immediately after being performed and at a relatively high EGR rate compared to before the use of the second operation control map is switched to using the third operation control map. Therefore, the combustion temperature is low, and it becomes possible to relatively reduce the amount of NOx emitted from the diesel engine body. For this reason, when the operation state of the internal combustion engine is in the hysteresis region when switching from the twin turbo mode to the single turbo mode, compared with the mode in which the operation control using the second operation control map is performed, NOx emissions can be reduced.

  As described above, according to the present invention, it is possible to provide a device that suppresses the NOx emission amount from the diesel engine body when the operating state is in the hysteresis region when switching from the twin turbo mode to the single turbo mode.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The internal combustion engine 1 includes a control unit 5, first and second superchargers 13a and 13b, a diesel engine main body 30, a compressor inlet side intake passage 51, a compressor outlet side intake passage 52, an intake manifold 55, and a turbine inlet side exhaust passage 72. And a turbine outlet side exhaust passage 73.

  The control unit 5 includes a CPU, a ROM that stores a control program, and a RAM that stores various data. The control unit 5 receives signals from various sensors, and outputs control signals to the intake air switching valve 19 and the like to generate an internal combustion engine. It controls each part of the vehicle including the engine 1. In the present embodiment, in particular, the control unit 5 selects one of three types of operation control maps according to the operation state derived from the engine speed and the like, and controls the fuel injection amount based on the selected operation control map. The operation control of the internal combustion engine 1 is performed.

  During operation of the internal combustion engine 1, air is sucked into the combustion chamber of each cylinder of the diesel engine body 30 through the compressor inlet side intake passage 51, the compressor outlet side intake passage 52, and the intake manifold 55 (FIG. 1). (See the solid arrow in). The fuel injected from the injector forms an air-fuel mixture with the sucked air. A crankshaft (not shown) rotates by the reciprocating motion of the piston according to the explosive force caused by the combustion of the air-fuel mixture. The exhaust gas generated by the combustion is exhausted through the exhaust manifold 71, the turbine inlet side exhaust passage 72, and the turbine outlet side exhaust passage 73 (see the broken line arrow in FIG. 1). However, part of the exhaust gas returns to the intake side via the EGR passage 75.

  Next, the configuration of each part of the internal combustion engine 1 will be described focusing on the first and second superchargers 13a and 13b. The first and second superchargers 13a and 13b are connected in parallel. The first supercharger 13a serves as a main turbocharger, and the second supercharger 13b serves as a sub turbocharger. The first supercharger 13a operates from the low intake air amount region to the high intake air amount region, and the second supercharger 13b stops in the low intake air amount region. Therefore, in the low intake air amount region, the operation is performed in the single turbo mode in which the second supercharger 13b is not used for supercharging and the first supercharger 13a is used for supercharging, and in the high intake air amount region. The first and second superchargers 13a and 13b are operated in a twin turbo mode in which supercharging is used.

  In order to prevent frequent switching between the single turbo mode and the twin turbo mode, and fluctuations in supercharging pressure due to frequent switching, the first switching determination line L1 from the single turbo mode to the twin turbo mode is changed from the twin turbo mode to the single turbo mode. A hysteresis region in switching control between the single turbo mode and the twin turbo mode is provided on the higher rotation side than the second switching determination line L2 to the turbo mode (see FIGS. 2 and 3).

  Specifically, when the engine speed is low, such as when the operating state is in the single turbo non-hysteresis region A2, the engine speed or the engine load increases, and the operating state exceeds the hysteresis region A1, that is, The operation is performed in the single turbo mode until the first switching determination line L1 is exceeded to the high rotation side and the twin turbo non-hysteresis region A3 is entered (see FIG. 2).

  Further, when the operating state is in the twin turbo non-hysteresis region A3, such as when the engine rotational speed is high, the engine rotational speed and the engine load decrease, and the operating state exceeds the hysteresis region A1, that is, the second The operation is performed in the twin turbo mode until the switching determination line L2 is exceeded on the low rotation side and the single turbo non-hysteresis region A2 is entered (see FIG. 3). However, although the details will be described later, the operation control map used is different between the twin turbo mode when the operation state is in the twin turbo non-hysteresis region A3 and the twin turbo mode when the operation state is in the hysteresis region A1. Different.

  The first supercharger 13a has a first turbine 13a1 and a first compressor 13a2, and the second supercharger 13b has a second turbine 13b1 and a second compressor 13b2. The inlet sides of the first and second turbines 13 a 1 and 13 b 1 are connected to a turbine inlet side exhaust passage 72 that communicates with the exhaust manifold 71. The outlet sides of the first and second turbines 13a1 and 13b1 are connected to a DPF (Diesel Particulate Filter) 80 and a turbine outlet side exhaust passage 73 communicating with an exhaust gas purification catalyst (not shown).

  The inlet sides of the first and second compressors 13 a 2 and 13 b 2 are connected to the compressor inlet side intake passage 51. The compressor inlet side intake passage 51 is provided with an air cleaner 11 and an air flow meter (not shown) for detecting the amount of air flowing through the air cleaner, that is, the total amount of intake air. The outlet sides of the first and second compressors 13 a 2 and 13 b 2 are connected to a compressor outlet side intake passage 52 communicating with the intake manifold 55. An intercooler 23 and a throttle valve 25 are provided in the compressor outlet side intake passage 52.

  In order to switch between the twin turbo mode and the single turbo mode, that is, to switch between the operation and stop of the second supercharger 13b, the turbine inlet side exhaust passage 72 is connected to the second turbine 13b1 on the inlet side to the second turbine 13b1. An exhaust gas switching valve 31 is provided for switching between blocking and opening the flow of exhaust gas, and the air flow from the second compressor 13b2 to the intake manifold 55 is provided on the outlet side of the second compressor 13b2 in the compressor outlet side intake passage 52. An intake air switching valve 19 that switches between flow blocking and opening is provided.

  In order to smoothly switch from the single turbo mode to the twin turbo mode, on the compressor outlet side intake passage 52, between the outlet of the second compressor 13b2 and the intake air switching valve 19, and in the compressor inlet side intake passage 51. An intake bypass passage 53 that communicates with the inlet side of one compressor 13a2 is provided. The intake bypass passage 53 is provided with an intake bypass valve 17 that switches between blocking and opening the air flow.

  In the single turbo mode, both the intake air switching valve 19 and the exhaust gas switching valve 31 are closed, but the intake bypass valve 17 is opened, whereby the first supercharger 13a is operated, and the second The supercharger 13b stops. In the twin turbo mode, both the intake switching valve 19 and the exhaust switching valve 31 are opened, but the intake bypass valve 17 is closed, thereby operating the first and second superchargers 13a and 13b. To do.

  An intake reed valve 21 that opens and closes according to the pressure difference is provided in an intake reed passage (bypass passage of the intake air switching valve 19) 54 that communicates the upstream and downstream of the intake switching valve 19. That is, when the intake air switching valve 19 is closed, when the outlet pressure of the second compressor 13b2 becomes larger than the outlet pressure of the first compressor 13a2 (≈ intake manifold pressure), the valve is opened and the air is It flows from the upstream side to the downstream side via the intake reed valve 21.

  The intake bypass passage 53 and the intake lead passage 54 are set narrower than the compressor inlet side intake passage 51 and the compressor outlet side intake passage 52.

  The turbine inlet side exhaust passage 72 and the throttle valve 25 and the intake manifold 55 in the compressor outlet side intake passage 52 communicate with each other, and a part of the exhaust gas discharged from the diesel engine main body 30 is returned to the intake side. An EGR passage 75 is provided. The EGR passage 75 is provided with an EGR valve 39 that adjusts the amount of return exhaust gas.

  Next, the relationship between the driving state and the driving control map used will be described. The control unit 5 has first to third operation control maps. The first to third operation control maps are maps showing optimum supercharging pressure, EGR rate, fuel injection timing, and the like corresponding to operating conditions such as engine speed and engine load.

  The first operation control map is a map corresponding to the single turbo mode, and the operation state of the internal combustion engine 1 derived from the engine speed, the engine load and the like is determined from the single turbo non-hysteresis region A2 and the single turbo mode to the twin turbo mode. It is used for operation control when in the hysteresis region A1 when switching to (see FIG. 2). When the operation control using the first operation control map is performed, the operation is performed with the optimum supercharging pressure, EGR rate, etc. corresponding to the single turbo mode. In this case, high supercharging pressure is ensured by supercharging by the first supercharger 13a, and the combustion efficiency is high, so that the amount of PM discharged from the diesel engine body 30 is small. In addition, since the operation is performed at a higher back pressure than the twin turbo mode immediately after switching, the difference between the back pressure and the intake manifold pressure is large, a high EGR rate can be secured, and the combustion temperature is low. The amount of NOx discharged from the main body 30 is also small.

  The second operation control map is a map corresponding to the twin turbo mode, and is used for operation control when the operation state of the internal combustion engine 1 is in the twin turbo non-hysteresis region A3 (see FIG. 3). When the operation control using the second operation control map is performed, the operation is performed at the optimum supercharging pressure, EGR rate, etc. corresponding to the twin turbo mode. In this case, high supercharging pressure is ensured by supercharging by the first and second superchargers 13a and 13b, and the combustion efficiency is high, so that the PM emission amount from the diesel engine main body 30 is small. However, since the back pressure is lower than the single turbo mode immediately before switching and the difference between the back pressure and the intake manifold pressure is smaller than that in the single turbo mode, a high EGR rate cannot be secured and the combustion temperature is high. The NOx emission amount from the diesel engine body 30 is relatively larger than that in the single turbo mode.

  The third operation control map is used for operation control when the operation state of the internal combustion engine 1 is in the hysteresis region A1 when the twin turbo mode is switched to the single turbo mode (see FIG. 3). However, when the operation control using the third operation control map is performed for a predetermined time, even if the operation state of the internal combustion engine 1 at the time when the predetermined time has elapsed is in the hysteresis region A1, Switching to operation control using one operation control map.

  In the third operation control map, a supercharging pressure lower than the supercharging pressure set in the same operation condition (engine speed, etc.) in the first and second operation control maps is set. In the third operation control map, a higher EGR rate is set than the EGR rate set under the same operation condition in the second operation control map. Under the operation control using the third operation control map, the supercharging pressure is kept relatively low, so that a higher EGR rate can be easily achieved than under the operation control using the second operation control map. .

  In other words, during operation control using the third operation control map, before switching from operation control using the second operation control map to operation control using the third operation control map, and using the third operation control map The operation is performed such that the supercharging pressure becomes lower than immediately after the operation control is switched to the operation control using the first operation control map. Further, at the time of operation control using the third operation control map, the EGR rate is higher than before switching from operation control using the second operation control map to operation control using the third operation control map. Driving is performed.

  As a means for lowering the supercharging pressure, the opening degree of a variable vane (not shown) provided on the turbine side of the first and second superchargers 13a, 13b is used before the third operation control map is used. For example, the rotational speed of the first and second superchargers 13a and 13b can be reduced by increasing the operating speed compared to the operating state. However, the form which uses other means, without using the opening adjustment of a variable vane may be sufficient.

  In the operation control using the third operation control map, the boost pressure is relatively lower than the operation control using the first and second operation control maps under the same operation condition, and the operation using the second operation control map is performed. Since the operation is performed at a relatively high EGR rate compared to the control, the combustion temperature is low, and the NOx emission amount from the diesel engine main body 30 can be relatively reduced. For this reason, in the present embodiment, the operation control using the second operation control map is performed when the operation state of the internal combustion engine 1 is in the hysteresis region A1 when switching from the twin turbo mode to the single turbo mode. In comparison, the NOx emission amount from the diesel engine main body 30 can be reduced.

  In the operation control using the third operation control map, the supercharging pressure is relatively lower than that in the operation control using the first and second operation control maps under the same operation condition. The amount of PM emission from the engine body 30 is relatively large. However, since the operation control using the third operation control map is switched to the operation control using the first operation control map within a predetermined time, the period during which the PM emission amount from the diesel engine body 30 increases is temporary. It is possible to minimize the deterioration of smoke. Further, it is also possible to absorb the PM that has been temporarily discharged by the DPF 80 provided downstream of the exhaust. Accordingly, the length of the predetermined time is determined from the relationship between the increasing PM discharge amount and the amount of PM that can be absorbed by the DPF 80 by the operation control using the third operation control map (about 1 second).

  A procedure for switching control of the first to third operation control maps will be described with reference to the flowchart of FIG. In the switching control, it is determined in step S11 whether or not the operating state of the internal combustion engine 1 is in the hysteresis region A1. If not in the hysteresis region A1, the process proceeds to step S17. If it is in the hysteresis region A1, it is determined in step S12 whether or not the operating state of the internal combustion engine 1 in the previous switching control was in the twin turbo non-hysteresis region A3. When this condition is satisfied, the operation state is switched from the state in the twin turbo non-hysteresis region A3 to the state in the hysteresis region A1, and the operation control using the third operation control map is switched in step S13. Moreover, the measurement of the elapsed time from the time of switching to the operation control using the third operation control map is started. The elapsed time is measured while the operation control using the third operation control map is being performed.

  On the other hand, when the condition in step S12 is not satisfied, the operation control using the operation control map set in the previous switching control is maintained in step S14.

  In step S15, it is determined whether or not a predetermined time has elapsed since switching to the operation control using the third operation control map. If the predetermined time has not elapsed, the switching control ends. If the predetermined time has elapsed, the process proceeds to step S16. In step S16, operation control using the first operation control map is performed in the single turbo mode, and the switching control ends. For this reason, the operation control using the third operation control map is not continuously performed over a predetermined time regardless of the operation state.

  In step S17, it is determined whether or not the operating state of the internal combustion engine 1 is in the twin turbo non-hysteresis region A3. If it is in the twin turbo non-hysteresis region A3, in step S18, the operation control using the second operation control map is performed in the twin turbo mode, and the switching control ends. If not in the twin turbo non-hysteresis region A3, the process proceeds to step S16.

It is a block diagram of the internal combustion engine in this embodiment. It is a graph showing the relationship between the engine speed and the engine load, and shows a state where the single turbo mode using the first operation control map is switched to the twin turbo mode using the second operation control map. It is a graph showing the relationship between the engine speed and the engine load, and shows a state where the twin turbo mode using the second and third operation control maps is switched to the single turbo mode using the first operation control map. It is a flowchart which shows the switching procedure of an operation control map.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 5 Control part 11 Air cleaner 13a, 13b 1st, 2nd supercharger 13a1, 13b1 1st, 2nd turbine 13a2, 13b2 1st, 2nd compressor 17 Intake bypass valve 19 Intake switching valve 21 Intake reed valve 23 Intercooler 25 Throttle valve 30 Diesel engine body 31 Exhaust gas switching valve 39 EGR valve 51 Compressor inlet side intake passage 52 Compressor outlet side intake passage 53 Intake bypass passage 54 Intake lead passage 55 Intake manifold 71 Exhaust manifold 72 Turbine inlet side exhaust passage 73 Turbine Outlet side exhaust passage 75 EGR passage 80 DPF

Claims (5)

A diesel engine body,
A first turbocharger;
A second supercharger connected in parallel with the first supercharger;
A control unit having first, second, and third operation control maps;
An EGR passage for returning a part of the exhaust gas discharged from the diesel engine body to the intake side,
In the single turbo mode in which the second supercharger is not used for supercharging and the first supercharger is used for supercharging, the operating state is changed from the single turbo mode to the first and second superchargers. Until the first switching determination line to the twin turbo mode used for supercharging exceeds the high rotation side, the control unit performs operation control using the first operation control map,
In the twin turbo mode, the operation state exceeds the first switching determination line to the low rotation side, and the twin turbo mode is set to the lower rotation side than the first switching determination line and the first switching determination line. The controller performs operation control using the second operation control map until entering a hysteresis region provided between the second switching determination line to the single turbo mode,
In the twin turbo mode, after the operation state enters the hysteresis region, the control unit performs operation control using the third operation control map,
In the third operation control map, a supercharging pressure lower than the supercharging pressure set in the same operation condition in the first and second operation control maps is set, and in the same operation condition in the second operation control map. A control device for an internal combustion engine, wherein an EGR rate that is higher than a set EGR rate is set.   When the operation control using the third operation control map is performed for a predetermined time, the control unit performs the operation control using the first operation control map with the single turbo. Item 2. The control device according to Item 1. The turbine side of the first and second turbochargers has a variable vane whose opening degree is adjusted according to the operating state,
While the operation control using the third operation control map is performed, the opening of the variable vane is set larger than that when the operation control using the second operation control map is performed. The control device according to claim 1.   2. The control device according to claim 1, further comprising a DPF disposed downstream of exhaust of the first and second superchargers and configured to remove PM contained in exhaust gas discharged from the diesel engine body. . A diesel engine body,
A first turbocharger;
A second supercharger connected in parallel with the first supercharger;
A control unit having first, second, and third operation control maps;
An EGR passage for returning a part of the exhaust gas discharged from the diesel engine body to the intake side,
In the single turbo mode in which the second supercharger is not used for supercharging and the first supercharger is used for supercharging, the operating state is changed from the single turbo mode to the first and second superchargers. Until the first switching determination line to the twin turbo mode used for supercharging exceeds the high rotation side, the control unit performs operation control using the first operation control map,
In the twin turbo mode, the operation state exceeds the first switching determination line to the low rotation side, and the twin turbo mode is set to the lower rotation side than the first switching determination line and the first switching determination line. The controller performs operation control using the second operation control map until entering a hysteresis region provided between the second switching determination line to the single turbo mode,
In the twin turbo mode, after the operation state enters the hysteresis region, the control unit performs operation control using the third operation control map,
At the time of operation control using the third operation control map, the supercharging pressure is lower, the EGR rate is higher than before switching from the use of the second operation control map to the use of the third operation control map, and The control apparatus for an internal combustion engine, wherein the operation is performed such that the supercharging pressure is lower than immediately after switching from the use of the third operation control map to the use of the first operation control map.

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