JP2011179477A - Control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for an internal combustion engine capable of restricting breakage of a movable vane provided in a compressor. <P>SOLUTION: This control device is used for an internal combustion engine 1, in which a compressor 6a having a movable vane mechanism 17 capable of changing a cross sectional area of a flow passage of intake air to be supplied from a compressor wheel 12 by driving a vane 18 is provided in an intake passage 3. The control device determines whether the moisture is frozen in the intake passage 3, an EGR passage 7 and a blow-by gas passage 9 or not when starting the internal combustion engine 1. In the case wherein the control device determines that the moisture is frozen, the control device controls operation of the movable vane mechanism 17 so that a cross sectional area of the flow passage of the intake air to be supplied from the compressor wheel 12 when starting the internal combustion engine becomes larger than that of a case wherein the control device determines that the moisture is not frozen. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for an internal combustion engine in which a compressor having a movable vane mechanism capable of changing a cross-sectional area of an intake passage by moving a movable vane is provided in an intake passage.

  A turbocharger having a compressor in which a plurality of movable blades are provided in a variable diffuser between a compressor wheel and a scroll flow path, and the sectional area of the variable diffuser can be changed by rotating the plurality of movable blades is known. (For example, refer to Patent Document 1). In addition, there is Patent Document 2 as a prior art document related to the present invention.

JP 2007-255220 A JP 2009-270472 A

  By the way, when the temperature of the outside air falls below the freezing point while the internal combustion engine is stopped, water may be frozen in the intake passage, the blow-by gas passage, and the EGR passage to generate ice. When the internal combustion engine is started in such a state where ice is generated, the ice may flow into the compressor together with air. If a movable vane is provided in the compressor as in the turbocharger of Patent Document 1, ice that has flowed into the compressor may collide with the movable vane and break the movable vane.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a control device for an internal combustion engine that can suppress the breakage of a movable vane provided in a compressor.

  The control device for an internal combustion engine of the present invention is applied to an internal combustion engine in which a compressor having a movable vane mechanism capable of changing a cross-sectional area of a flow path of intake air sent from a compressor wheel by moving a movable vane is provided in an intake passage. A freeze determining means for determining whether or not moisture is frozen in at least one of the intake passage and a passage connected to the intake passage when the internal combustion engine is started, and the freeze determination means is moisture When the internal combustion engine is started, the movable vane mechanism has a larger cross-sectional area when the internal combustion engine is started than when the freezing determination means determines that the water is not frozen. And a control means for controlling the operation of the apparatus (claim 1).

  According to the control device of the present invention, the operation of the movable vane mechanism is controlled so that the cross-sectional area of the flow path is increased when it is determined that the moisture is frozen by the freezing determination means. Even if an object (hereinafter sometimes referred to as a frozen material) flows into the compressor, the frozen material can be prevented from colliding with the movable vane. Therefore, the breakage of the movable vane due to the frozen material can be suppressed.

  In one form of the control device of the present invention, the freezing determination means is configured such that the temperature of the cooling water of the internal combustion engine is equal to or lower than a predetermined water temperature determination value when the internal combustion engine is started, and the temperature of outside air is predetermined when the internal combustion engine is started When the internal combustion engine is started, when the condition of at least one of the outside air temperature determination value and the intake air temperature of the internal combustion engine is equal to or less than a predetermined intake temperature determination value when the internal combustion engine is started is satisfied. It may be determined that moisture is frozen in at least one of the intake passage and the passage connected to the intake passage (claim 2). In this case, it can be easily determined whether or not moisture is frozen.

  In one form of the control device of the present invention, the control means may control the operation of the movable vane mechanism so that the cross-sectional area of the flow path is maximized when the internal combustion engine stops. 3). By moving the movable vane so that the cross-sectional area of the flow path is maximized when the internal combustion engine is stopped in this way, the movable vane is frozen even when the internal combustion engine is frozen and cannot be moved. It can suppress that an object collides with a movable vane.

  In one embodiment of the control device of the present invention, the flow path is provided over the entire circumference on the radially outer side of the compressor wheel, and a plurality of the movable vanes are provided in the flow path at equal intervals in the circumferential direction, The movable vane mechanism changes the cross-sectional area of the flow path by changing the size of the gap between the movable vanes by rotating the plurality of movable vanes around the shaft portion provided in each movable vane. (Claim 4). In such a movable vane mechanism, the gap between the movable vanes is increased to increase the cross-sectional area of the flow path. Therefore, by increasing the cross-sectional area of the flow path, the frozen material is less likely to collide with the movable vane. Therefore, damage to the movable vane can be suppressed.

  In one aspect of the control device of the present invention, the movable vane is provided movably between a protruding position protruding into the flow path and a storage position accommodated in a wall surface forming the flow path, The control means may control the operation of the movable vane mechanism so that the movable vane is moved to the storage position when the freezing determination means determines that the moisture is frozen (Claim 5). By moving the movable vane to the storage position in this manner, it is possible to prevent the frozen object from colliding with the movable vane. Therefore, it can suppress that a movable vane is damaged.

  In this embodiment, the control means may control the operation of the movable vane mechanism so that the movable vane is moved to the retracted position when the internal combustion engine stops. In this case, it is possible to prevent the frozen object from colliding with the movable vane even when the movable vane is frozen and cannot be moved when the internal combustion engine is started.

  In one form of the control device of the present invention, the internal combustion engine is connected to an upstream section upstream of the compressor in the intake passage and an exhaust passage of the internal combustion engine as a passage connected to the intake passage. There may be provided at least one of an EGR passage and a blow-by gas passage for guiding the blow-by gas from the engine main body of the internal combustion engine to the upstream section (Claim 7). In general, water easily accumulates in the EGR passage and the blow-by gas passage, and therefore, by applying the present invention to such an internal combustion engine, the breakage of the movable vane can be appropriately suppressed.

  As described above, according to the control device of the present invention, the operation of the movable vane mechanism is controlled so that the cross-sectional area of the flow path becomes large when it is determined that the moisture is frozen by the freezing determination means. Therefore, it is possible to prevent a frozen object such as ice from colliding with the movable vane. Therefore, damage to the movable vane due to the frozen object can be suppressed.

The figure which shows schematically the internal combustion engine in which the control apparatus which concerns on the 1st form of this invention was integrated. The figure which shows the cross section of the compressor of FIG. The figure which looked at a part of compressor from the arrow III direction of FIG. The flowchart which shows the starting control routine which ECU of FIG. 1 performs. The figure which shows the characteristic curve of a compressor. The flowchart which shows the movable vane control routine which ECU of FIG. 1 performs. The figure which shows the cross section of the compressor of the turbocharger provided in the internal combustion engine incorporating the control apparatus which concerns on the 2nd form of this invention.

(First form)
FIG. 1 schematically shows an internal combustion engine in which a control device according to a first embodiment of the present invention is incorporated. This internal combustion engine (hereinafter sometimes referred to as an engine) 1 is mounted on a vehicle as a driving power source, and includes an engine body 2 having a plurality of cylinders (not shown). An intake passage 3 and an exhaust passage 4 are connected to each cylinder. The intake passage 3 is provided with an air cleaner 5 for filtering the intake air and a compressor 6 a of the turbocharger 6. In the exhaust passage 4, a turbine 6 b of the turbocharger 6 is provided. The engine 1 includes an EGR passage 7 that connects the exhaust passage 4 and the intake passage 3. As shown in this figure, the EGR passage 7 connects a section of the exhaust passage 4 downstream of the turbine 6b and a section of the intake passage 3 downstream of the air cleaner 5 and upstream of the compressor 6a. . The EGR passage 7 is provided with an EGR valve 8 for opening and closing the passage 7. The engine 1 also includes a blowby gas passage 9 for guiding blowby gas generated in the engine body 2 to the section 3 a of the intake passage 3. The blow-by gas passage 9 is provided with a PCV valve 10 for preventing back-flow of blow-by gas. Further, the engine 1 is provided with a starter St for starting the engine 1. Since these parts are the same as those of a well-known engine, detailed description is omitted.

  The compressor 6a of the turbocharger 6 will be described with reference to FIGS. FIG. 2 shows a cross section of the compressor 6a, and FIG. 3 shows a view of a part of the compressor 6a seen from the direction of arrow III in FIG. As shown in FIG. 2, the compressor 6 a includes a compressor housing 11 and a compressor wheel 12 accommodated in the compressor housing 11. The compressor housing 11 is provided on the outer periphery of the wheel chamber 13 in which the compressor wheel 12 is disposed, on the outer periphery of the wheel chamber 13, and on the outer periphery of the diffuser portion 14. A spiral scroll chamber 15 communicating with the section 14 is provided. The turbocharger 6 includes a rotating shaft 16 provided to be rotatable around an axis Ax. The compressor wheel 12 is attached to one end of the rotating shaft 16 so as to rotate integrally with the rotating shaft 16. Although not shown, a turbine wheel of the turbine 6b is provided at the other end of the rotating shaft 16 so as to rotate integrally. Therefore, when the turbine wheel is driven by the exhaust, the compressor wheel 12 is driven thereby.

  A movable vane mechanism 17 is provided in the compressor 6a. The movable vane mechanism 17 is capable of rotating around a plurality of diffuser vanes (hereinafter sometimes abbreviated as vanes) 18 disposed in the diffuser portion 14 and the pins 19 serving as shaft portions. And the vane operating mechanism 21 disposed on the back side of the base plate 20. The vane 18 is a well-known airfoil-shaped component that directs the flow of intake air. The intake air sent out from the compressor wheel 12 flows between the vanes 18. Therefore, the gap between the vanes 18 becomes an intake air flow path. Each vane 18 is attached to one end of a pin 19 so as to be integrally rotatable. As shown in FIG. 3, the circumferential pitch of the pins 19 is constant. When the vane 18 rotates around the pins 19, the vane 18 rotates so as to open and close the intake air flow path therebetween. This changes the cross-sectional area of the intake air flow path.

  The vane operation mechanism 21 includes an actuator 22 having an output shaft 22a and a power transmission mechanism 23 that transmits the power output from the output shaft 22a to each vane 18. The power transmission mechanism 23 includes a drive ring (not shown) that is driven to rotate about an axis Ax by an actuator 22, and the rotary motion of the drive ring is converted into a rotary motion in which each vane 18 rotates about the pin 19 as an axis. Mechanism. Therefore, detailed description is omitted. The actuator 22 drives each vane 18 via the power transmission mechanism 23 between a closed position P1 indicated by a broken line and an open position P2 indicated by a solid line in FIG. The closed position P1 is a position where the gap between the vanes 18 is minimized, and the open position P2 is a position where the gap between the vanes 18 is maximized.

  The operation of the movable vane mechanism 17 is controlled by an engine control unit (hereinafter referred to as ECU) 30. The ECU 30 is a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation, and controls the amount of fuel supplied to each cylinder, the opening degree of the EGR valve 8 and the like according to a predetermined control program. Thus, the engine 1 is controlled to the target operating state. The ECU 30 includes an air flow meter 31 that outputs a signal corresponding to the flow rate of the intake air to determine the operating state of the engine 1, an intake air temperature sensor 32 that outputs a signal corresponding to the temperature of the intake air, and an intake air downstream of the compressor 6a. A supercharging pressure sensor 33 that outputs a signal corresponding to the so-called supercharging pressure, a water temperature sensor 34 that outputs a signal corresponding to the cooling water temperature of the engine 1, and the like are connected. The ECU 30 is connected to an outside air temperature sensor 35 that outputs a signal corresponding to the temperature of the outside air. In addition to this, various sensors are connected to the ECU 30, but their illustration is omitted.

  FIG. 4 shows a start control routine that the ECU 30 executes to start the engine 1. This control routine is repeatedly executed at a predetermined cycle while the ECU 30 is operating regardless of the operating state of the engine 1. Further, this control routine is executed in parallel with other routines executed by the ECU 30. By executing this control routine, the ECU 30 functions as the control means of the present invention.

  In this control routine, the ECU 30 first acquires the state of the engine 1 in step S11. As the state of the engine 1, the coolant temperature, the intake air temperature, and the like are acquired. In this process, the temperature of the outside air is also acquired. Each acquired temperature is stored in the ROM of the ECU 30 for a predetermined period, for example, several days. In the next step S12, the ECU 30 determines whether or not a predetermined start condition is satisfied. The start condition is satisfied, for example, when the ignition switch is switched on. In addition, in an engine to which so-called idle stop control is applied that stops the engine 1 when a predetermined stop condition is satisfied during operation of the engine 1, the accelerator is operated by the driver when the engine 1 is stopped by the idle stop control. It may be determined that the start condition is also satisfied when a predetermined restart condition is satisfied such as when a pedal or a shift gear is operated. If it is determined that the starting condition is not satisfied, the current control routine is terminated.

  On the other hand, if it is determined that the starting condition is satisfied, the process proceeds to step S13, where the ECU 30 freezes moisture in any one of the intake passage 3, EGR passage 7, and blow-by gas passage 9 to generate frozen matter such as ice. It is determined whether or not. In addition to the ice, this frozen material includes a frozen mixture of foreign matter such as soot and water. This determination may be made based on at least one of the temperature of the cooling water of the engine 1, the temperature of the outside air, and the temperature of the intake air. For example, what is necessary is just to determine that the frozen thing has generate | occur | produced when the temperature of the cooling water of the engine 1 at the time of starting of the engine 1 is below the predetermined water temperature determination value set beforehand. For example, 0 ° C is set as the water temperature determination value. Further, for example, when the temperature of the outside air at the time of starting the engine 1 is equal to or lower than a predetermined outside air temperature determination value, or when the temperature of the intake air at the time of starting the engine 1 is equal to or lower than a predetermined intake air temperature determination value, You may judge. For example, 0 ° C. is set as the outside air temperature determination value and the intake air temperature determination value. In addition, the period in which the temperature of the cooling water of the engine 1 was 0 ° C. or less and the period in which the temperature of the cooling water of the engine 1 was higher than 0 ° C. between the time when the engine 1 was stopped and the start of the engine 1 was requested was compared. If the period of 0 ° C. or less is longer, it may be determined that the frozen material is generated. In addition, the method of determining whether the frozen thing has generate | occur | produced is not limited to these methods, You may apply various known determination methods. By executing this process, the ECU 30 functions as the freeze determination means of the present invention. If it is determined that no frozen material is generated, the process skips steps S14 to S16 and proceeds to step S17.

  On the other hand, when it is determined that the frozen matter is generated, the process proceeds to step S14, and the ECU 30 executes the vane evacuation control. In this vane retraction control, the operation of the actuator 22 is controlled so that each vane 18 moves to the open position P2. This maximizes the cross-sectional area of the intake air flow path in the diffuser section 14. If each vane 18 has already moved to the open position P2, that state is maintained.

  In the subsequent step S15, the ECU 30 executes the start-up control during retraction. In this starting control during retreat, the ECU 30 starts cranking of the engine 1 with the starter St when the rotational speed of the engine 1 is zero. Further, the ECU 30 stops the starter St and controls the operation state of the engine 1 to the idle operation state when the rotation number of the engine 1 is larger than the rotation number when the engine 1 can obtain a complete explosion state. At this time, the operating state of the engine 1 is controlled so that surging does not occur in the compressor 6a based on the flow rate of intake air and the supercharging pressure. FIG. 5 shows a characteristic curve of the compressor 6a. The pressure ratio is the ratio between the pressure at the inlet of the compressor 6a and the pressure at the outlet of the compressor 6a. A broken line S1 indicates a surge line of the compressor 6a when the vane 18 is at the closed position P1, and a broken line S2 indicates a surge line of the compressor 6a when the vane 18 is at the open position P2. Surging of the compressor 6a occurs when the operating point of the compressor 6a specified by the pressure ratio and the air flow rate is in a region on the left side of each surge line in this figure. A solid line C indicates an operation line of the compressor 6a when the engine 1 is controlled so as to be in a normal operation state. If the engine 1 is operated in a normal operation state when the vane 18 is at the open position P2 as shown in this figure, surging may occur in the region A in the figure. Therefore, the ECU 30 controls the operating state of the engine 1 so that the operating point of the compressor 6a is in the region on the right side of the broken line S2. Specifically, for example, the operating state of the engine 1 is controlled so that the flow rate of air flowing into the compressor 6a increases.

  In the next step S16, the ECU 30 determines whether or not an evacuation release condition is satisfied. The evacuation release condition is set in advance, for example, when gas flows in at least any of the intake passage 3, the EGR passage 7, and the blow-by gas passage 9, and gas begins to flow into the passages 3, 7, 9. It is determined that it is established when a predetermined time has elapsed. If it is determined that the evacuation cancellation condition is not satisfied, the process returns to step S14, and steps S14 to S16 are repeatedly executed until the evacuation cancellation condition is satisfied.

  On the other hand, if it is determined that the evacuation cancellation condition is satisfied, the process proceeds to step S17, and the ECU 30 executes normal start control. In the normal start control, the ECU 30 starts cranking the engine 1 with a starter St (not shown) when the rotational speed of the engine 1 is zero. Further, the ECU 30 stops the starter St and controls the operation state of the engine 1 to the idle operation state when the rotation number of the engine 1 is larger than the rotation number when the engine 1 can obtain a complete explosion state. And ECU30 switches the position of the vane 18 suitably according to the flow volume of intake air. Note that the vane 18 is moved close to the closed position P1 because the flow rate of the intake air is small during cranking or idling.

  In the next step S18, the ECU 30 determines whether or not the engine 1 has been started. The start of the engine 1 is determined to be completed when, for example, the rotational speed of the engine 1 is larger than the rotational speed when the engine 1 has achieved a complete explosion state. If it is determined that the engine 1 has not been started, the process returns to step S17, and steps S17 and S18 are repeatedly executed until the start is completed.

  On the other hand, when it is determined that the start of the engine 1 is completed, the process proceeds to step S19, and the ECU 30 executes the operation state transition control. In this operation state transition control, the ECU 30 stops the starter St when the starter St is operating. Thereafter, the current control routine is terminated.

  The ECU 30 controls the operation of the movable vane mechanism 17 by executing the control routine shown in FIG. 6 in addition to the control routine shown in FIG. The movable vane control routine shown in FIG. 6 is repeatedly executed at a predetermined cycle while the engine 1 is operating. In this control routine, the ECU 30 first acquires the operating state of the engine 1 in step S21. As the operation state, for example, the flow rate of intake air is acquired.

  In the next step S22, the ECU 30 determines whether or not a predetermined stop condition for stopping the engine 1 is satisfied. The stop condition is determined to be satisfied when the driver requests the engine 1 to stop, for example, when the ignition switch is turned off. Further, when the engine 1 is a target of so-called idle stop control in which operation is stopped when a predetermined idle stop condition is satisfied, it is determined that the stop condition is satisfied when the predetermined idle stop condition is satisfied. The

  If it is determined that the stop condition is not satisfied, the process proceeds to step S23, and the ECU 30 executes normal control. In this normal control, the position of the vane 18 is switched according to the flow rate of the intake air. For example, the vane 18 is moved closer to the open position P2 as the flow rate of the intake air increases. Thereafter, the current control routine is terminated.

  On the other hand, if it is determined that the stop condition is satisfied, the process proceeds to step S24, where the ECU 30 executes full open control. In this full open control, the vane 18 is moved to the open position P2. If the vane 18 has already been moved to the open position P2, that state is maintained. Thereafter, the current control routine is terminated.

  In the control device of the first embodiment, when it is determined that frozen matter is generated in any of the intake passage 3, the EGR passage 7, and the blow-by gas passage 9 when the engine 1 is started, the vane 18 is opened. Moved to position P2. Therefore, it is possible to prevent the frozen material from colliding with the vane 18 even if the frozen material flows into the compressor 6a. Therefore, it is possible to suppress the vane 18 from being damaged by the frozen material. In the first control device, since the vane 18 is moved to the open position P2 when the engine 1 is stopped, the frozen object collides with the vane 18 even when the vane 18 is frozen and cannot be moved at the next start. This can be suppressed.

  In the first embodiment, the position where the vane 18 is moved when the engine 1 is started is not limited to the open position P2. The position closer to the open position P2 than the position closer to the closed position P1 where the vane 18 is moved in the normal start control may be set as appropriate. By moving the vane 18 to the position closer to the open position P2 in this way, the gap between the vanes 18 is increased, so that it is possible to prevent the frozen object from colliding with the vane 18.

(Second form)
Next, a control device according to a second embodiment of the present invention will be described with reference to FIG. FIG. 7 shows a cross section of the compressor 6a of the turbocharger 6 provided in the engine 1 of this embodiment. In this embodiment as well, FIG. 1 is referred to for the engine 1. In FIG. 7, the same reference numerals are given to the same parts as those described above, and the description will be omitted.

  As shown in FIG. 7, in this embodiment, the compressor 6a is provided with a movable vane mechanism 40 different from that shown in the embodiment described above. The movable vane mechanism 40 includes a movable portion 41 that is movable in the direction of the axis Ax, and an actuator 42 that drives the movable portion 41. The movable portion 41 includes an annular base plate 43 and a plurality of vanes 44 (only one is shown in FIG. 7) provided on the base plate 43. The plurality of vanes 44 are provided on the base plate 43 so as to be arranged at equal intervals on the same circumference. In addition, the shape of the vane 44 is an airfoil shape similarly to the above-mentioned form.

  As shown in this figure, the partition wall 45 forming the diffuser portion 14 in the compressor housing 11 is provided with a through hole 45 a corresponding to each vane 44. The movable portion 41 is provided such that each vane 44 is inserted into the through hole 45a. The actuator 42 includes a retracted position P11 where each vane 44 is accommodated in the partition wall 45 by extending and contracting its output shaft 42a in the axis Ax direction, and a projecting position where each vane 44 projects from the partition wall 45 so as to cross the diffuser portion 14. The movable part 41 is driven between P12.

  In this embodiment as well, the ECU 30 controls the operation of the movable vane mechanism 40 by executing the control routines of FIGS. 4 and 6 as in the first embodiment. However, in these control routines, the contents of the processes in steps S14, S17, S23, and S24 are different from those described above. In this form, in step S14 of the control routine of FIG. 4, the ECU 30 controls the operation of the movable vane mechanism 40 so that the vane 44 moves to the storage position P11. In step S17 of this control routine, the ECU 30 switches the position of the vane 44 in accordance with the intake air flow rate. Specifically, the vane 44 is moved to the protruding position P12 when the intake flow rate is less than a predetermined determination value, and the vane 44 is moved to the storage position P11 when the intake flow rate is equal to or higher than the determination value. The operation of the vane mechanism 40 is controlled. Note that the vane 44 is switched to the protruding position P12 because the flow rate of intake air is small during cranking or idling operation.

  In step S23 of the control routine of FIG. 6, the ECU 30 controls the operation of the movable vane mechanism 40 so that the position of the vane 44 is changed according to the operating state of the engine 1. For example, as in step S17 of the present embodiment, the vane 44 moves to the protruding position P12 when the intake flow rate is less than the determination value, and the vane 44 moves to the storage position P11 when the intake flow rate is equal to or higher than the determination value. Thus, the operation of the movable vane mechanism 40 is controlled. In step S24 of this control routine, the ECU 30 controls the operation of the movable vane mechanism 40 so that the vane 44 moves to the storage position P11.

  In the control device according to the second embodiment, when it is determined that frozen matter is generated in any of the intake passage 3, the EGR passage 7, and the blow-by gas passage 9 when the engine 1 is started, the vane 44 is It is moved to the storage position P11. Therefore, it is possible to prevent the frozen material from colliding with the vane 44 even if the frozen material flows into the compressor 6a. Therefore, it is possible to suppress the vane 44 from being damaged by the frozen material. Further, since the vane 44 is moved to the storage position P11 when the engine 1 is stopped, it is possible to prevent the frozen material from colliding with the vane 44 even when the vane 44 is frozen and cannot be moved at the next start.

  This invention is not limited to each form mentioned above, It can implement with a various form. For example, the internal combustion engine to which the present invention is applied is not limited to an internal combustion engine in which both the EGR passage and the blow-by gas passage are connected to a section upstream of the compressor in the intake passage. Even if the present invention is applied to an internal combustion engine in which the EGR passage and the blow-by gas passage are not connected to a section upstream of the compressor, and an internal combustion engine in which only one of the passages is connected to a section upstream of the compressor. Good.

  The internal combustion engine to which the present invention is applied is not limited to an internal combustion engine provided with a turbocharger. The present invention may be applied to various internal combustion engines in which a compressor having a movable vane mechanism is provided in an intake passage. In this internal combustion engine, the compressor may be driven to rotate by an electric motor or a crankshaft of the engine 1.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Engine main body 3 Intake passage 3a Section upstream from compressor 6a Compressor 7 EGR passage 9 Blow-by gas passage 12 Compressor wheel 17 Movable vane mechanism 18 Vane 19 Pin (shaft part)
30 Engine control unit (freezing judgment means, control means)
40 Movable vane mechanism 44 Vane P11 Storage position P12 Projection position

Claims (7)

A compressor having a movable vane mechanism capable of changing the cross-sectional area of the flow path of the intake air sent out from the compressor wheel by moving the movable vane is applied to an internal combustion engine provided in the intake passage,
Freezing determination means for determining whether or not moisture is frozen in at least one of the intake passage and the passage connected to the intake passage when the internal combustion engine is started, and the freezing determination means When it is determined that the freezing is frozen, the movable vane mechanism is configured so that the cross-sectional area of the flow path is increased when the internal combustion engine is started, compared with the case where the freezing determination means determines that the moisture is not frozen. A control means for controlling the operation of the internal combustion engine.   The freezing determination means includes a cooling water temperature of the internal combustion engine equal to or lower than a predetermined water temperature determination value at the start of the internal combustion engine, an outside air temperature equal to or lower than a predetermined outside air temperature determination value at the start of the internal combustion engine, and the internal combustion engine. Is connected to the intake passage and the intake passage when the internal combustion engine is started when at least one of the conditions of the intake air temperature of the internal combustion engine being equal to or lower than a predetermined intake temperature determination value is satisfied 2. The control device for an internal combustion engine according to claim 1, wherein it is determined that moisture is frozen in at least one of the passages.   The control device for an internal combustion engine according to claim 1 or 2, wherein the control means controls the operation of the movable vane mechanism so that a cross-sectional area of the flow path becomes maximum when the internal combustion engine stops. The flow path is provided over the entire circumference on the radially outer side of the compressor wheel,
A plurality of the movable vanes are provided at equal intervals in the circumferential direction in the flow path,
The movable vane mechanism changes a cross-sectional area of the flow path by rotating a plurality of movable vanes around a shaft portion provided in each movable vane to change a size of a gap between the movable vanes. Item 4. The control device for the internal combustion engine according to any one of Items 1 to 3. The movable vane is provided movably between a protruding position protruding into the flow path and a storage position accommodated in a wall surface forming the flow path,
The said control means controls operation | movement of the said movable vane mechanism so that the said movable vane may be moved to the said storing position, when the said freezing determination means determines with the water | moisture content being frozen. Control device for internal combustion engine.   The control device for an internal combustion engine according to claim 5, wherein the control means controls the operation of the movable vane mechanism so that the movable vane is moved to the retracted position when the internal combustion engine stops.   In the internal combustion engine, as a passage connected to the intake passage, an EGR passage connecting an upstream section upstream of the compressor in the intake passage and an exhaust passage of the internal combustion engine, and an engine of the internal combustion engine The control device for an internal combustion engine according to any one of claims 1 to 6, wherein at least one of blowby gas passages for guiding blowby gas from a main body to the upstream section is provided.

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