JP2017066909A - Control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control prevention of reduction in drivability through application of means corresponding to a certain specified operating condition or reducing of a vehicle speed, additionally control prevention of icing at a throttle valve or control removal of icing at the throttle valve through application of a new mechanism in accordance with the technology described in the patent document.SOLUTION: This invention relates to a control device for an internal combustion engine for controlling an opening degree of a throttle valve arranged at an intake passage of the internal combustion engine to a target throttle opening degree by arranging one control device for preventing icing at a throttle valve when a prescribed throttle icing prevention control execution condition is established during operation of the internal combustion engine and the other control device for removing icing at the throttle valve when a prescribed throttle icing removal control execution condition is established so as to perform an icing prevention-removal without applying any bad influence against drivability.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a control device for an internal combustion engine, and more particularly to a control method for preventing freezing and removing freezing of a throttle valve used in an internal combustion engine.

  In an engine that is an internal combustion engine, a throttle body is usually provided in an intake pipe, and a throttle valve is opened and closed according to the amount of depression of an accelerator pedal to control the throttle opening.

  Depending on the vehicle, the throttle opening is detected by a throttle opening sensor, and the control amount of the drive motor that drives the opening and closing of the throttle valve during engine startup is transmitted from an engine control unit (hereinafter referred to as ECU). In some cases, control is performed so that the actual throttle opening degree detected by the above control matches the target throttle opening degree set according to the accelerator operation amount or the like.

  By the way, in an environment of extremely low temperature and high humidity, even when the internal combustion engine is being driven, in the case of continuing steady running (a state in which the throttle opening is substantially constant) or during warm-up operation, Moisture in the intake air may freeze the throttle valve and its peripheral part (throttle body), and in some cases, it may be difficult to open and close the throttle valve.

  Conventionally, as a technique for preventing icing of the throttle valve, a method has been employed in which a warm water pipe is provided for flowing a cooling water that has been heated around the throttle valve, and the slot body is warmed by flowing the warm water into the warm water pipe.

  Therefore, in Patent Document 1 (Japanese Patent Publication No. 4-4452), in the electronic throttle system, when it is detected that the icing of the throttle valve is likely to occur during engine operation, the engine speed is changed. There is one that prevents the icing around the throttle valve by vibrating the throttle valve with a minute opening within a range that is not allowed.

  In Patent Document 2 (Japanese Patent Laid-Open No. 2003-262178), when a predetermined throttle icing prevention control execution condition (e.g., intake air temperature is equal to or lower than a predetermined temperature) is established, a basic set according to an accelerator operation amount or the like. The final target throttle opening is periodically changed within an opening range centered on the target throttle opening, and the throttle valve is forcibly opened and closed to prevent the throttle valve from freezing. Further, the ignition timing correction amount and the intake valve timing correction amount are calculated so as to cancel the engine output fluctuation due to the forced drive of the throttle valve, the ignition timing and the intake valve timing are corrected, and the engine output fluctuation is prevented. In addition, the forced drive amplitude of the throttle valve is set so as to obtain an anti-icing effect of the throttle valve in accordance with the engine operating state.

  In Patent Document 3 (Japanese Unexamined Patent Application Publication No. 2009-121298), in an internal combustion engine in which the opening degree of a throttle valve provided in an intake passage is operated in conjunction with the operation of an accelerator pedal, the environmental temperature is equal to or lower than a predetermined temperature. In addition, when the throttle valve opening is within a certain opening range for a predetermined traveling time or a predetermined traveling distance, the ignition timing of the internal combustion engine is retarded for a certain traveling time or a certain traveling distance. Control to reduce the vehicle speed, such as

  In Patent Document 4 (Japanese Patent Application Laid-Open No. 2008-138530), the electric motor is installed on the throttle bore wall surface of the throttle body via a metal block so that heat can be transferred. When it is determined that icing has occurred, a motor application voltage is applied to the coil of the electric motor so as to operate the throttle valve in the valve opening operation direction to generate a driving force in the rotor of the electric motor. At this time, since the motor driving current flows through the coil of the electric motor, Joule heat is generated in the coil of the electric motor, and the throttle bore wall surface of the throttle body is efficiently heated by the Joule heat of the electric motor. The ice block that has formed ice between the throttle body and the throttle body melts.

Japanese Examined Patent Publication No. 4-4452 JP 2003-262178 A JP 2009-121298 A JP 2008-138530 A

  In the technique of the above publication, the vibration amplitude of the throttle valve is limited to a minute amount in order to prevent fluctuations in the engine rotation speed due to vibration of the throttle valve.

  However, if the vibration amplitude of the throttle valve is limited to a very small amount, the effect of preventing freezing due to the vibration of the throttle valve is also limited. Therefore, a large amount of low-temperature air is inhaled during high-speed driving in a cryogenic environment. Under circumstances where icing is likely to proceed rapidly, as described in the above publication, even if the throttle valve is vibrated slightly, icing of the throttle valve cannot be sufficiently prevented and the throttle valve freezes and stops moving. There is a risk that. However, if the vibration amplitude of the throttle valve is increased in order to increase the anti-icing effect of the throttle valve, the engine rotational speed fluctuates and drivability is adversely affected.

  In the control device for an internal combustion engine disclosed in Patent Document 2, it is assumed that the throttle icing prevention control means sets the forced driving condition of the throttle valve based on the operating state of the internal combustion engine, and the engine icing is set to the throttle icing prevention control execution condition. There is a condition that the speed and the engine load are each greater than or equal to a predetermined value.

  This is because the intake air amount is small in the low rotational speed region and the low load region, so the influence of the forced drive of the throttle valve on the intake air amount is large, and the engine output fluctuation caused by the forced drive of the throttle valve becomes large. This is because correction of the ignition timing and correction of the valve timing advance value of the intake valve may not be able to absorb the engine output fluctuation caused by the forced drive of the throttle valve.

  For this reason, one of the conditions for executing the throttle freeze prevention control is that the engine rotation speed and the engine load are equal to or greater than a predetermined value, and the throttle freeze prevention control is prohibited in the low rotation speed region and the low load region. The throttle valve is not forcibly driven.

  In addition, in the low speed range and low load range, the amount of intake air is small and the degree of cooling of the throttle valve is small. Therefore, the temperature of the throttle valve becomes relatively high due to heat received from the engine, and the freezing of the throttle valve is compared. However, under conditions where the engine temperature has not risen sufficiently, icing of the throttle valve may occur even in a low rotational speed region or a low load region.

  Therefore, the control device and the control method described in Patent Document 2 cannot prevent the throttle valve from freezing in a vehicle traveling in a low rotation speed region or a low load region. Even in the high speed range, there is a risk that hunting may occur because the engine output fluctuation cannot be absorbed due to the correction of the ignition timing and the excessive correction of the valve timing advance value of the intake valve. It will be damaged.

  Furthermore, the throttle icing prevention control execution condition includes a condition that the intake air temperature is equal to or lower than a predetermined value, but there is no mention of humidity as a cause of icing.

  In the control apparatus for an internal combustion engine disclosed in Patent Document 3, as a throttle icing prevention control means, in a vehicle in which the throttle lever of the throttle valve and the accelerator pedal are connected by a wire, the icing of the throttle valve is prevented or released. Like to do.

  This is because the throttle valve icing cannot be prevented in a low rotational speed region or a low load region in a vehicle where the throttle lever of the throttle valve and the accelerator pedal are not connected by a wire. Also, if the throttle opening is less than the lower limit value, it is considered that the accelerator pedal is almost not depressed, and the vehicle is not running or is about to start running, thus preventing freezing. Control will not be executed. This means that the anti-icing control is not executed when the engine brake is applied for a certain period.

  In the control device for an internal combustion engine disclosed in Patent Document 4, a torque reduction mechanism is configured to increase the torque in order to efficiently heat the throttle bore wall surface of the throttle body by Joule heat of the electric motor. . This is because the number of parts is increased due to the addition of the gear reduction mechanism, and a change is made to the current throttle body.

  The present invention has been made in consideration of such circumstances. Therefore, the object of the present invention is not limited to the operating speed range, and the effect of preventing the freezing of the throttle valve even when the engine is stopped (idle stop). An object of the present invention is to provide a control device for an internal combustion engine that can enhance the effect of removing icing.

  In order to solve the above-described problem, an internal combustion engine control apparatus according to claim 1 is provided to prevent throttle icing when a predetermined throttle icing prevention control execution condition is satisfied according to an operating state of the internal combustion engine. The control means and the control means for removing the deicing of the throttle when a predetermined throttle icing removal control execution condition is satisfied.

  According to the above configuration, by providing the throttle icing prevention means and the throttle icing removal means, it is possible to prevent icing and remove icing while preventing adverse effects on drivability due to icing.

  In order to achieve the control for preventing the throttle from freezing, the invention according to claim 2 performs the anti-icing control of the throttle valve based on the intake air temperature and the throttle upstream humidity.

  Further, as in claim 3, it is easily judged whether or not there is a possibility of icing by determining whether the intake air temperature is lower than a predetermined temperature and the upstream humidity of the throttle valve is higher than a predetermined humidity. Can be implemented.

  Further, as in claim 4, when there is a possibility of icing, the amount of heat generated by the throttle motor is increased by rotating the throttle motor for opening / closing the throttle valve forward / reversely. By utilizing this, it is possible to more effectively prevent the throttle valve from freezing.

  Further, as described in claim 5, by reducing the forward / reverse rotation of the throttle motor to a throttle opening degree that does not affect the engine output so as not to affect the engine output, it is possible to prevent a decrease in drivability. .

  Further, as described in claim 6, the throttle opening degree is driven to the extent that the forward / reverse rotation of the throttle motor does not affect the engine output, but the driver is further driven by driving at a cycle that does not affect the engine output. It is possible to prevent a decrease in ability.

  Further, as in claim 7, since the icing of the throttle can occur even when the engine output is stopped, the icing of the throttle can be prevented by executing the control for preventing the icing of the throttle during the idling stop while the engine output is stopped. It becomes possible to prevent.

  Further, as described in claim 8, since the engine output is stopped during the idling stop, the throttle opening can be fully opened. Therefore, by fully opening the throttle opening, it is possible to increase the amount of heat generated by the throttle motor and prevent icing of the throttle.

  In order to achieve the control for removing the deicing of the throttle, the invention according to claim 9 is a throttle valve based on the intake air temperature and the throttle upstream humidity, and the duration of the difference between the target throttle opening and the actual opening. Implement anti-icing control.

  Further, as in claim 10, whether or not icing is fixed is determined when the intake air temperature is equal to or lower than a predetermined temperature and when the throttle valve upstream humidity is equal to or higher than a predetermined humidity, and the difference between the target throttle opening and the actual opening is equal to or longer than a predetermined time. If it is continued, the determination can be easily made and the deicing control of the throttle valve can be performed.

  Further, as in claim 11, when icing is fixed, the throttle motor is driven to rotate forward / reversely with the maximum torque that can be generated by the throttle motor, and icing is quickly removed by the heat generated by the throttle motor. it can.

  Further, as in claim 12, since the throttle freeze-fixing can occur not only during engine operation, the throttle freeze-free removal control is performed during idle stop execution while the engine output is stopped. Can be done.

  Since the engine output is stopped during the idling stop, the icing removal means by the forward / reverse rotation of the throttle motor affects the drivability due to noise caused by the throttle valve drive. Therefore, as in the thirteenth aspect, during idling stop, the throttle valve is frozen to reach the target opening with the opening located between the target opening and the actual opening as the target opening for deicing removal. Pressing against the part increases the amount of heat generated by the throttle motor to remove icing from the throttle.

  In addition, since freezing of the throttle is a serious incident, it is important to prevent the freezing of the throttle itself and to remove it when it occurs. Therefore, it is desirable to switch between the icing prevention means and the icing removal means. Therefore, as in claim 14, the throttle icing prevention control means and the throttle icing removal control means can be switched.

  Moreover, in order to achieve the said objective more effectively, the circulation amount of the cooling water which flows into a hot water pipe can be increased like Claim 15.

  In order to effectively use the heat generated by the throttle motor, the throttle motor and the throttle body in contact with the throttle motor are configured with high thermal conductivity.

According to the present invention, freezing can be prevented and removed without adversely affecting drivability.
Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

It is the schematic which shows a gasoline engine system. It is the schematic which shows the throttle body of an internal combustion engine. It is a flowchart which shows before changing to each control of throttle icing prevention control and throttle icing removal control. It is a flowchart which shows throttle icing prevention control. It is a flowchart which shows throttle icing removal control. 6 is a timing chart showing the behavior of throttle icing prevention control and the behavior of throttle icing removal control during normal travel. 5 is a timing chart showing the behavior of throttle icing prevention control and the behavior of throttle icing removal control during idle stop.

  Hereinafter, examples will be described with reference to the drawings.

  FIG. 1 is a block diagram of an apparatus for preventing throttle valve icing and removing throttle valve icing in an internal combustion engine.

  The engine control device (hereinafter referred to as ECU) 1 measures an accelerator position sensor 2 for measuring the accelerator depression amount of the driver, an intake air temperature sensor 3 for measuring the intake air temperature, and humidity upstream of the throttle valve. An airflow sensor 5 for measuring the amount of intake air, and a crank sensor 7 mounted to face a protrusion mounted on a pulsar rotor 6 of the crankshaft. Receives the values output from these sensors.

  The ECU 1 controls the intake air amount by driving the throttle motor 20 (see FIG. 2) so that the throttle opening of the throttle body 8 becomes the target opening based on the values received from these sensors. The ECU 1 also controls a spark plug 9 that supplies ignition energy and a fuel injection device (hereinafter referred to as an injector) 10 that injects fuel so as to obtain a predetermined engine output.

  Further, a water temperature sensor 11 for measuring the coolant temperature and a warm water passage 12 are provided so as to be provided along with the throttle body 8.

  FIG. 2 is an external view of the throttle body 24 of the internal combustion engine including the throttle motor 20 and the throttle valve 23 connected to the throttle motor 20.

  The throttle motor 20 is driven by a command from the ECU 1. When the throttle motor 20 is driven, the driving force is transmitted to the throttle valve shaft 22 by a gear attached to the throttle motor shaft 21. The throttle valve 23 attached to the throttle valve shaft 22 is opened and closed by the transmitted driving force, and the intake air amount is increased or decreased.

  Further, a high heat transfer member 25 for effectively transferring heat generated when the throttle motor 20 is driven to the throttle body 24 is provided. In addition, a hot water passage 26 for flowing warm water flowing through the water jacket of the internal combustion engine is provided, and the amount of hot water flowing in the hot water passage is controlled by the hot water control valve 27 to warm the slot body.

  FIG. 3 is a flowchart for throttle icing prevention and throttle icing removal. This is executed in a predetermined cycle after an ignition switch (not shown) is turned on. When this program is started, first, in S100, the temperature from the intake air temperature sensor 3 disposed in the intake pipe and the humidity from the humidity sensor 4 disposed upstream of the throttle are acquired, and the process proceeds to S101.

  In S101, it is determined whether to execute throttle icing prevention control or throttle icing removal control. It is determined whether the intake air temperature acquired in S100 is equal to or lower than a predetermined value and whether the humidity acquired in S100 is higher than a predetermined value. If all of these conditions are met, the process proceeds to S102.

  In S102, it is determined whether to increase the amount of hot water. When the water temperature is higher than the intake air temperature as compared with the intake air temperature acquired in S100, the process proceeds to S103.

  If the water temperature is lower than the intake air temperature acquired in S100, the process proceeds to S104.

  In step S103, the hot water amount is controlled by the hot water amount control valve 27 and increased in order to more effectively prevent the throttle from freezing and remove the freezing of the throttle.

  In step S104, it is determined whether to perform throttle icing prevention control or throttle icing removal control.

  The target throttle opening and the current throttle opening (hereinafter, actual throttle opening) are compared for a predetermined time or more, and it is determined whether or not the difference in the throttle opening is greater than or equal to a predetermined value.

  When the difference is less than the predetermined value, the process proceeds to S201, which is throttle icing prevention control. If the difference is greater than or equal to the predetermined value, the process proceeds to S301 which is throttle icing removal control.

  FIG. 4 is a flowchart of throttle icing prevention control.

  In S201, the current operating state is acquired. The driving state referred to here is whether or not the engine is idling stop that stops the engine during parking or waiting for a signal. After acquiring the driving state, the process proceeds to S202 in order to determine whether the engine is idling.

  In S202, it is determined whether or not the idle stop is being performed based on the engine speed or the like. If it is during idling stop, it changes to S204, otherwise, it changes to S203.

  In S203, a throttle icing prevention control means is implemented during engine rotation to prevent the icing before it occurs. Thereafter, the process proceeds to S205.

  In S204, the throttle icing prevention control means during the idling stop is executed to prevent it before icing occurs. Thereafter, the process proceeds to S205.

  In S205, it is determined whether or not the throttle icing prevention control has been executed for a predetermined time.

  If it is less than the predetermined time, the process proceeds to S201 in order to perform the operation state determination. When the predetermined time is exceeded, the throttle icing prevention control is terminated.

  FIG. 5 is a flowchart of throttle icing removal control.

  In S301, the current operating state is acquired. The driving state referred to here is whether or not the engine is idling stop that stops the engine during parking or waiting for a signal. After acquiring the driving state, the process proceeds to S302 in order to determine whether the engine is idling.

  In S302, it is determined whether or not an idle stop is being performed based on the engine speed or the like. If it is during idling stop, the process proceeds to S304, and if not, the process proceeds to S303.

  In S303, the throttle icing removal control means is implemented during engine rotation to prevent the icing before it occurs. Thereafter, the process proceeds to S305.

  In S304, the throttle icing removal control means during the idling stop execution is executed to prevent the icing from occurring. Thereafter, the process proceeds to S305.

  In S305, it is determined whether or not the throttle icing removal control has been executed for a predetermined time.

  If it is less than the predetermined time, the process proceeds to S301 in order to start from the determination of the operation state. If the predetermined time is exceeded, the throttle deicing removal control is terminated.

  FIG. 6 is a timing chart of throttle icing prevention control and throttle icing removal control during normal operation.

  When the throttle icing prevention control execution condition is established by the intake air temperature and the humidity upstream of the throttle, the throttle motor is rotated forward and backward.

  At this time, since the throttle actual opening is performed with the throttle opening and the cycle so as not to affect the engine output, there is a minute vibration.

  Further, since the amount of heat generated by the motor increases due to the forward and reverse rotation of the throttle motor, the heat generated by the throttle motor is transmitted to the member 25 for transferring heat to the throttle body 24 shown in FIG. Freezing prevention can be implemented.

  When the difference between the target opening of the throttle and the actual opening of the throttle exceeds a predetermined threshold and continues for a predetermined time or longer, the throttle deicing control execution condition is satisfied.

  When the conditions for executing the deicing control of the throttle are satisfied, the throttle is fixed, and control must be performed so that the actual opening of the throttle is shifted to the target opening.

  Therefore, attempts are made to remove throttle icing by opening and closing the throttle valve with the maximum current value that the throttle motor can output.

  Also at this time, the heat generated by the throttle motor is more effectively transferred and the throttle icing can be removed. The completion determination of the removal of ice from the throttle is established when the throttle valve becomes operable for a predetermined time or more.

  In addition, after the icing is removed, the actual throttle opening is controlled to shift to the throttle target opening.

  FIG. 7 is a timing chart of throttle icing prevention control and throttle icing removal control during idle stop execution.

  The throttle icing prevention control execution condition is established by the intake air temperature and the humidity upstream of the throttle, and when the idle stop execution flag is established, the throttle valve is maintained in a fully open state.

  At this time, freezing of the throttle is prevented by keeping the throttle valve fully open at the maximum current value that can be output by the throttle motor.

  By maintaining the fully open state, the amount of heat generated by the motor is increased, and the generated heat is transferred to the throttle body, thereby preventing the throttle from freezing.

  Further, when the idle stop execution flag is not established, the actual throttle opening is controlled to shift to the target opening.

  When the difference between the target opening of the throttle and the actual opening of the throttle exceeds a predetermined threshold and continues for a predetermined time or longer, the throttle deicing control execution condition is satisfied.

  When the conditions for executing the deicing removal control for the throttle are satisfied, the throttle is fixed, and the actual opening of the throttle must be shifted to the target opening.

  At this time, when the idle stop execution flag is established, the following means are used instead of opening and closing the throttle valve to remove icing of the throttle.

  First, since the engine is stopped during the idle stop, the drive sound is transmitted to the driver when the throttle valve is opened and closed, which adversely affects drivability.

  Therefore, a target opening for freezing removal is set, and the throttle valve is pressed toward the target opening for freezing removal to remove freezing.

This target opening for icing removal may be determined according to the actual throttle opening, for example.
For example, in the case of fixing near the fully closed position, the fully opened throttle position may be set as the target opening.

  Also at this time, the heat generated by the throttle motor is more effectively transferred, and the throttle icing can be removed.

  Completion of icing removal of the throttle at this time is also established when the throttle valve becomes operable more than a predetermined amount.

DESCRIPTION OF SYMBOLS 1 ... Engine control apparatus or ECU, 2 ... Accelerator position sensor, 3 ... Intake temperature sensor, 4 ... Humidity sensor, 5 ... Air flow sensor, 6 ... Pulsar rotor, 7 ... Crank sensor, 8 ... Throttle body, 9 ... Spark plug, DESCRIPTION OF SYMBOLS 10 ... Fuel injection apparatus or injector, 11 ... Water temperature sensor, 12 ... Hot water passage, 20 ... Throttle motor, 21 ... Throttle motor shaft, 22 ... Throttle valve shaft, 23 ... Throttle valve, 24 ... Throttle body, 25 ... High heat transfer Member, 26 ... warm water passage, 27 ... warm water amount control valve

Claims (16)

In a control apparatus for an internal combustion engine that controls the opening of a throttle valve provided in an intake passage of the internal combustion engine to a target throttle opening using a throttle motor as a drive source,
A throttle icing prevention control unit for preventing icing of the throttle when a predetermined throttle icing prevention control execution condition is satisfied during operation of the internal combustion engine;
A control apparatus for an internal combustion engine, comprising: a throttle icing removal control unit that removes icing of a throttle when a predetermined throttle icing removal control execution condition is satisfied.   2. The control device for an internal combustion engine according to claim 1, wherein the throttle icing prevention control unit has conditions for executing the icing prevention control of the throttle valve based on an intake air temperature and a throttle valve upstream humidity.   3. The control apparatus for an internal combustion engine according to claim 2, wherein the throttle icing prevention control execution condition is satisfied when the intake air temperature is equal to or lower than a predetermined temperature and when the throttle valve upstream humidity is equal to or higher than the predetermined humidity.   3. The control apparatus for an internal combustion engine according to claim 2, wherein the throttle icing prevention control unit increases the amount of heat generated by the throttle motor by rotating the throttle motor forward and backward.   5. The control device for an internal combustion engine according to claim 4, wherein the throttle icing prevention control unit performs forward / reverse rotation of the throttle motor at a throttle opening degree that does not affect engine output.   5. The control device for an internal combustion engine according to claim 4, wherein the throttle icing prevention control unit performs forward / reverse rotation of the throttle motor at a cycle that does not affect the engine output.   The control apparatus for an internal combustion engine according to claim 2, wherein the throttle icing prevention control unit performs icing prevention during execution of idle stop.   8. The control of the internal combustion engine according to claim 7, wherein the throttle icing prevention control unit increases a heat generation amount of the throttle motor by maintaining a state where the throttle opening is fully opened during execution of idle stop. apparatus.   The throttle icing removal control unit has conditions for executing icing removal control for the throttle valve based on an intake air temperature, a throttle valve upstream humidity, and a duration of a difference between a target throttle opening and an actual opening. Item 2. A control device for an internal combustion engine according to Item 1.   The throttle icing removal control execution condition is that when the intake air temperature is equal to or lower than a predetermined temperature and the upstream humidity of the throttle valve is equal to or higher than a predetermined humidity, and the difference between the target throttle opening and the actual opening is equal to or larger than a predetermined value. The control device for an internal combustion engine according to claim 9, wherein the control device is established when the operation is continued.   10. The internal combustion engine according to claim 9, wherein the throttle icing removal control unit performs normal rotation / reverse rotation of the throttle motor with a maximum torque that can be generated by the throttle motor, and removes icing by heat generation of the throttle motor. Engine control device.   10. The control device for an internal combustion engine according to claim 9, wherein the throttle icing removal control unit performs icing removal during idle stop execution.   The throttle icing prevention control unit freezes the throttle valve so as to reach the target opening with an opening located between the target opening and the actual opening as a target opening for icing removal during idle stop execution. The control device for an internal combustion engine according to claim 9, wherein the control device increases the amount of heat generated by the throttle motor.   10. The control device for an internal combustion engine according to claim 1, wherein the throttle icing prevention control unit and the throttle icing removal control unit are switched and controlled.   10. The control device for an internal combustion engine according to claim 2, wherein the throttle icing prevention control unit and the throttle icing removal control unit increase a circulation amount of the cooling water flowing through the hot water pipe.   2. The control apparatus for an internal combustion engine according to claim 1, wherein the throttle body is configured to have a high thermal conductivity in the throttle motor for driving the throttle valve and the throttle body in contact with the throttle motor.

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