JP2019143577A - Control device for internal combustion engine - Google Patents

Abstract

To provide a control device for an internal combustion engine capable of suppressing an increase in the size of an ejector while enabling purge treatment and blow-by gas treatment in a supercharged state.SOLUTION: An internal combustion engine 10 includes: a supercharger 24 having a compressor 24C; an evaporative fuel treatment device for introducing evaporative fuel adsorbed to a canister 50 to an intake pipe 20 via a second purge passage 56; a blow-by gas treatment device for introducing blow-by gas to the intake pipe 20 via a blow-by gas passage including a connection passage 41; a bypass passage 42 for connecting the intake pipe 20 upstream of the compressor 24C to the intake pipe 20 downstream of the compressor 24C; and an ejector 40 provided in the middle of the bypass passage 42. The second purge passage 56 and the connection passage 41 including a solenoid valve 43 are connected to the ejector 40. When the speed of a vehicle reaches a predetermined value in the supercharged state, the control device 100 transfers the solenoid valve 43 from a valve opening state to a valve closing state.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device for an internal combustion engine.

  In an internal combustion engine, a purge process that introduces evaporated fuel adsorbed by a canister into an intake passage through a purge passage, or a blow-by gas that introduces blow-by gas leaked from a combustion chamber into a crankcase into the intake passage through a blow-by gas passage. The gas treatment is performed using the negative pressure in the intake passage.

  Here, for example, in an internal combustion engine with a supercharger described in Patent Document 1, in order to carry out the purge process and the blow-by gas process even in a supercharged state in which the inside of the intake passage is at a positive pressure, Is provided with an ejector that generates negative pressure. The ejector is provided in the middle of a bypass passage that connects an intake passage upstream of the compressor of the supercharger and an intake passage downstream of the compressor. When a negative pressure is generated in the ejector, the evaporated fuel in the purge passage and the blow-by gas in the blow-by gas passage are sucked into the ejector. The evaporated fuel and blow-by gas sucked into the ejector are introduced into the intake passage through a bypass passage to which the ejector is connected.

Japanese Patent Laying-Open No. 2006-121737

  Incidentally, as described in Patent Document 1, generally, the purge passage tends to have a larger pressure loss than the blow-by gas passage. Therefore, in the internal combustion engine described in Patent Document 1, the ejector to which the purge passage is connected and the blow-by gas passage are connected so that a sufficient amount of evaporated fuel is sucked into the ejector even from the purge passage having a large pressure loss. The ejectors to be used are arranged in series. As described above, since the ejector described in Patent Document 1 is a so-called multistage ejector including a plurality of throttle portions that generate negative pressure, the ejector is compared with a single-stage type including only one throttle portion. It will increase in size.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a control device for an internal combustion engine that can suppress the enlargement of an ejector while enabling purge processing and blow-by gas processing in a supercharged state. There is to do.

  A control device for an internal combustion engine that solves the above problem is a control device that is applied to an internal combustion engine mounted on a vehicle. This internal combustion engine has a supercharger in which a compressor is provided in an intake passage, and an evaporation that adsorbs evaporated fuel in a fuel tank to a canister and introduces evaporated fuel adsorbed in the canister into an intake passage through a purge passage. A fuel processing device, a blow-by gas processing device for introducing blow-by gas leaked from the combustion chamber into the crankcase into the intake passage through the blow-by gas passage, an intake passage upstream of the compressor, and a downstream side of the compressor A bypass passage connecting the intake passage and an ejector provided in the middle of the bypass passage. The purge passage and blow-by gas passage are connected to the ejector, and a valve is provided in the blow-by gas passage connected to the ejector. When the vehicle speed of the vehicle reaches a predetermined value in a supercharged state where intake air is supercharged by the supercharger, the control device shifts from the open state to the closed state. The opening of the valve is controlled to

  According to this configuration, the valve is open until the vehicle speed reaches a predetermined value. In this open state, both the blow-by gas passage and the purge passage communicate with the ejector, but the blow-by gas passage has a smaller pressure loss than the purge passage. Therefore, a negative pressure is generated inside the ejector during the supercharging state, but fluid is sucked from the blow-by gas passage having a small pressure loss among the blow-by gas passage and the purge passage communicating with the ejector. That is, blow-by gas in the crankcase is sucked into the ejector through the blow-by gas passage.

  On the other hand, when the vehicle speed reaches a predetermined value, the opening degree of the valve is controlled so as to shift from the open state to the closed state. When the valve is closed, the communication between the blow-by gas passage and the ejector is cut off, and only the purge passage is communicated with the ejector. Therefore, the evaporated fuel is sucked into the ejector from the purge passage by the negative pressure generated in the ejector during the supercharging state.

  As described above, according to the same configuration, by controlling the opening degree of the valve, it is possible to perform a purge process and a blow-by gas process in a supercharging state without using a multistage ejector. Therefore, it is possible to suppress an increase in the size of the ejector while enabling purge processing and blow-by gas processing in a supercharged state.

The schematic diagram which shows the control apparatus and internal combustion engine of the internal combustion engine concerning one Embodiment. The block diagram which shows a part of process which the control apparatus concerning the embodiment performs. The graph which shows transition of the opening degree command value of the electromagnetic valve in the same embodiment, and transition of blow-by gas flow volume and purge flow volume.

Hereinafter, an embodiment embodying a control device for an internal combustion engine mounted on a vehicle will be described with reference to FIGS.
As shown in FIG. 1, the internal combustion engine 10 includes a cylinder block 11, a cylinder head 12, a head cover 13, and an oil pan 14. A piston 15 is provided in the cylinder 16 of the cylinder block 11 so as to reciprocate. A combustion chamber 17 is formed by the wall surface of the cylinder 16, the crown surface of the piston 15, and the space surrounded by the cylinder head 12.

  The cylinder head 12 is rotatably provided with an intake camshaft (not shown) for opening and closing the intake valve and an exhaust camshaft (not shown) for opening and closing the exhaust valve. The cylinder head 12 is also provided with a fuel injection valve (not shown).

  A crankcase 19 that rotatably supports the crankshaft 18 is provided below the cylinder block 11. Below the crankcase 19, the oil pan 14 for storing lubricating oil is assembled.

  An intake manifold 29 including a surge tank 60 is connected to the cylinder head 12, and an intake pipe 20 in which various devices are installed is connected upstream of the surge tank 60. The intake pipe 20, the surge tank 60, and the intake manifold 29 constitute an intake passage of the internal combustion engine 10.

  The intake pipe 20 has an air cleaner 21, an air flow meter 91, a compressor 24 </ b> C of the supercharger 24 that is driven by using exhaust discharged from the combustion chamber 17, an intercooler 27, a pressure sensor 93, and An electric throttle valve 28 is installed.

  In the air cleaner 21, the intake air taken into the intake pipe 20 is filtered, and in the supercharger 24, the air taken into the intake pipe 20 is pumped (supercharged). In the intercooler 27, the air after passing through the compressor 24C is cooled, and the amount of intake air is adjusted by adjusting the opening of the throttle valve 28.

The internal combustion engine 10 is provided with a blow-by gas processing device for processing combustion gas leaked from the combustion chamber 17 into the crankcase 19, so-called blow-by gas.
The blow-by gas processing apparatus includes a suction path 32 for guiding the blow-by gas in the crankcase 19 to a main separator 31 that is an oil separator provided in the head cover 13. The suction path 32 extends through the inside of the cylinder block 11 and the cylinder head 12, and a pre-separator 33 that is oil separation is provided in the middle.

  The main separator 31 is connected to the surge tank 60 via a PCV (positive crankcase ventilation) valve 34 and a PCV passage 35 which are differential pressure valves. The PCV valve 34 opens when the pressure in the surge tank 60 becomes lower than the pressure in the main separator 31, and allows inflow of blow-by gas from the main separator 31 to the surge tank 60.

  When the internal combustion engine 10 is operated in a non-supercharged state (natural intake state), the pressure in the surge tank 60 becomes lower than the pressure in the main separator 31, so that the blow-by gas in the crankcase 19 32, the main separator 31, the PCV valve 34, and the PCV passage 35 are sucked into the surge tank 60. The sucked-by blow-by gas is sent to the combustion chamber 17 together with the intake air and burned.

  An ejector 40 is connected to the main separator 31 via a connection passage 41. The ejector 40 is provided in the middle of a bypass passage 42 that connects the intake pipe 20 upstream of the compressor 24C and the intake pipe 20 downstream of the compressor 24C. The ejector 40 is a single-stage ejector provided with only one throttle portion that generates negative pressure, and a flow control valve (closed when the flow rate of the air flowing through the bypass passage 42 exceeds a predetermined amount is contained therein. (Not shown) is provided.

  The connection passage 41 is provided with an electromagnetic valve 43 that adjusts the flow rate of blow-by gas flowing through the connection passage 41. The electromagnetic valve 43 is controlled to be in a closed state (fully closed state) when the opening command value Vs is “0%”. As the opening command value Vs increases from “0%” to “100%”, the opening of the electromagnetic valve 43 increases, and the flow rate of blow-by gas flowing through the connection passage 41 increases. Go. When the opening command value Vs is “100%”, the electromagnetic valve 43 is controlled to be fully opened.

  Further, the blow-by gas processing apparatus includes an air introduction path 37 for introducing air into the crankcase 19. The air introduction path 37 is connected to the crankcase 19 through the head cover 13 from the portion between the air cleaner 21 and the compressor 24 </ b> C in the intake pipe 20, through the inside of the cylinder head 12 and the cylinder block 11. In the middle of the air introduction path 37, an air side separator 38 that is an oil separator installed in the head cover 13 is provided.

  When the internal combustion engine 10 is operated in a supercharged state, air flows in the bypass passage 42 from the downstream side to the upstream side of the compressor 24 </ b> C, thereby generating a negative pressure in the internal space of the ejector 40. Then, by using the negative pressure generated in the internal space of the ejector 40, the blow-by gas in the crankcase 19 passes through the blow-by gas passage constituted by the suction passage 32, the pre-separator 33, the main separator 31, and the connection passage 41. To the inside of the ejector 40. The blow-by gas sucked into the ejector 40 is introduced into the intake pipe 20 upstream of the compressor 24C through the bypass passage 42 together with air. The blow-by gas introduced into the intake pipe 20 is sent to the combustion chamber 17 together with the intake air and burned.

  Further, the internal combustion engine 10 is provided with an evaporative fuel processing apparatus for performing a so-called purge process for introducing evaporative fuel generated in the fuel tank into the intake pipe 20. The evaporative fuel processing apparatus includes a canister 50 that adsorbs evaporative fuel generated in the fuel tank, a vapor passage 54 that connects the canister 50 and the fuel tank (not shown), and a first that connects the canister 50 and the surge tank 60. A purge passage 51 is provided. The evaporative fuel processing apparatus also includes an outside air introduction passage 53 that introduces outside air into the canister 50 and a purge valve 52 that adjusts the flow rate of the fluid flowing in the first purge passage 51 when the purge process is performed. Further, the fuel vapor processing apparatus is provided with a second purge passage 56 that branches from the first purge passage 51 at a position downstream of the purge valve 52 and whose end is connected to the ejector 40. A check valve 55 that suppresses the flow of fluid from the surge tank 60 to the canister 50 is provided at a position downstream of the portion where the second purge passage 56 branches in the first purge passage 51. The passage 56 is provided with a check valve 57 that suppresses the flow of fluid from the ejector 40 to the first purge passage 51.

  When the internal combustion engine 10 is operated in a non-supercharged state (natural intake state), the pressure in the surge tank 60 is lower than the atmospheric pressure. Therefore, when the purge valve 52 is opened, it is adsorbed by the canister 50. The vapor fuel that has been discharged flows into the first purge passage 51 together with the outside air, and is sucked into the surge tank 60. The evaporated fuel sucked into the surge tank 60 is sent together with the intake air to the combustion chamber 17 through the intake manifold 29 and is subjected to a combustion process.

  On the other hand, when the internal combustion engine 10 is operated in a supercharged state, air flows in the bypass passage 42 from the downstream side to the upstream side of the compressor 24C as described above, so that the internal space of the ejector 40 is negatively charged. Pressure is generated. Then, by utilizing the negative pressure generated in the internal space of the ejector 40, the vapor fuel adsorbed by the canister 50 is sucked into the ejector 40 through the second purge passage 56 together with the outside air. The evaporated fuel sucked into the ejector 40 is introduced into the intake pipe 20 upstream of the compressor 24C through the bypass passage 42 together with air. The evaporated fuel introduced into the intake pipe 20 is sent to the combustion chamber 17 together with the intake air and burned.

  The control device 100 controls the internal combustion engine 10 by operating the internal combustion engine 10 as a control target and operating various operation target devices such as the throttle valve 28, the fuel injection valve, the purge valve 52, and the electromagnetic valve 43.

  The control device 100 refers to the intake air amount GA detected by the air flow meter 91 and the engine speed NE calculated from the output signal Scr of the crank angle sensor 92 when performing various controls. Further, the control device 100 refers to the intake pressure PIM detected by the pressure sensor 93. The control device 100 also determines the output signal of the accelerator position sensor 94 that detects the amount of operation of the accelerator pedal (accelerator operation amount ACCP) operated by the driver of the vehicle, and the vehicle speed SP of the vehicle detected by the vehicle speed sensor 95. refer. The control device 100 includes a CPU 110, a ROM 120, and a RAM 130, and executes various controls by causing the CPU 110 to execute programs stored in the ROM 120.

FIG. 2 shows a part of processing realized by the CPU 110 executing the program stored in the ROM 120.
The opening degree calculation processing unit M10 determines whether or not the current engine operation state is a supercharged state where the intake air is supercharged by the supercharger 24 based on the intake pressure PIM. And when it determines with it being a supercharging state, the opening degree command value Vs of the electromagnetic valve 43 is calculated based on the vehicle speed SP.

  The opening degree control processing unit M20 generates an operation signal MS1 of the electromagnetic valve 43 based on the opening degree command value Vs, and outputs the operation signal MS1 to the electromagnetic valve 43. The opening degree of the electromagnetic valve 43 corresponds to the opening degree command value Vs. The electromagnetic valve 43 is operated so that the amount becomes the same.

FIG. 3 shows changes in the opening command value Vs calculated by the opening calculation processing unit M10 based on the vehicle speed SP.
As shown in FIG. 3, in this embodiment, the first vehicle speed SP1 (about 100 km / h as an example) is set as the upper limit value of the vehicle speed that guarantees that the blow-by gas processing is reliably performed. Further, the second vehicle speed SP2 (about 140 km / h as an example) is set as the upper limit value of the vehicle speed that is higher than the first vehicle speed SP1 and guarantees that the purge process is reliably performed. Further, a third vehicle speed SP3 in which a vehicle speed higher than the second vehicle speed SP2 is set, and a fourth vehicle speed SP4 in which a vehicle speed higher than the third vehicle speed SP3 is set are also set.

When the vehicle speed SP is equal to or lower than the first vehicle speed SP, the opening command value Vs is set to “100%”.
Further, when the vehicle speed SP is higher than the first vehicle speed SP1 and lower than the second vehicle speed SP2, the opening degree command value Vs becomes “0% <so that the opening degree command value Vs becomes smaller as the vehicle speed SP becomes higher. It is variably set within the range of “Vs <100%”.

When the vehicle speed SP is not less than the second vehicle speed SP and not more than the third vehicle speed SP3, the opening command value Vs is set to “0%”.
When the vehicle speed SP is higher than the third vehicle speed SP3 and lower than the fourth vehicle speed SP4, the opening degree command value Vs becomes “0% <so that the opening degree instruction value Vs increases as the vehicle speed SP increases. It is variably set within the range of “Vs <100%”.

When the vehicle speed SP is equal to or higher than the fourth vehicle speed SP, the opening command value Vs is set to “100%”.
Next, the operation of this embodiment will be described.

  FIG. 3 shows changes in the blow-by gas flow rate Fb and the purge flow rate Fp in the supercharging state. In addition, the blow-by gas flow rate Fb shown by the alternate long and short dash line in FIG. Further, the purge flow rate Fp indicated by a two-dot chain line in FIG. 3 is a flow rate of the evaporated fuel sucked into the ejector 40 from the second purge passage 56. Further, the suction flow rate F indicated by the solid line in FIG. 3 is the flow rate of the fluid sucked into the ejector 40 in the supercharging state, and is the sum of the blow-by gas flow rate Fb and the purge flow rate Fp.

  If the engine load (intake air amount) increases as the vehicle speed SP increases, the supercharging pressure of the supercharger 24 basically increases, so that the air flowing in the bypass passage 42 is increased. The flow rate also increases. Therefore, the negative pressure generated in the ejector 40 increases as the vehicle speed SP increases until the flow rate control valve provided in the ejector 40 operates, that is, the absolute pressure in the ejector 40 decreases. Therefore, the suction flow rate F increases.

  The “ventilation region” shown in FIG. 3 is a region where blow-by gas processing can be performed by the blow-by gas processing device, and the “purge region” can be purged by the evaporated fuel processing device. It is an area.

(Vehicle speed SP ≦ first vehicle speed SP1)
As shown in FIG. 3, since the opening degree command value Vs is set to “100%” until the vehicle speed SP reaches the first vehicle speed SP1, the electromagnetic valve 43 is in an open state (fully open state). In this valve open state, both the connection passage 41 and the second purge passage 56 communicate with the ejector 40, but the pressure loss in the blow-by gas passage including the connection passage 41 is smaller than that in the second purge passage 56. ing. Therefore, a negative pressure is generated inside the ejector 40 in the supercharging state. Of the connection passage 41 and the second purge passage 56 communicating with the ejector 40, the connection passage 41 from the side of the connection passage 41 where the pressure loss is small. Fluid is inhaled. That is, blow-by gas in the crankcase 19 is sucked into the ejector 40 through the connection passage 41.

  Then, until the vehicle speed SP reaches the first vehicle speed SP1, the blow-by gas flow rate Fb increases as the vehicle speed SP increases, while the purge flow rate Fp is maintained at substantially “0”. Until the vehicle speed SP reaches the first vehicle speed SP1, the suction flow rate F is substantially equal to the blow-by gas flow rate Fb.

(First vehicle speed SP1 <vehicle speed SP <second vehicle speed SP2)
As shown in FIG. 3, until the vehicle speed SP exceeds the first vehicle speed SP1 and reaches the second vehicle speed SP2, the value of the opening command value Vs increases from “100%” to “0%” as the vehicle speed SP increases. It is gradually made smaller. Therefore, the opening degree of the electromagnetic valve 43 gradually decreases from the valve open state (fully opened state) toward the valve closed state (fully closed state). As the opening degree of the electromagnetic valve 43 decreases, the pressure loss in the connection passage 41 increases, so the blow-by gas flow rate Fb decreases.

  On the other hand, when the pressure loss in the connection passage 41 increases, the evaporated fuel is sucked into the ejector 40 from the second purge passage 56 communicating with the ejector 40, so that the blow-by gas flow rate Fb is reduced. Accordingly, the purge flow rate Fp increases.

Note that, until the vehicle speed SP exceeds the first vehicle speed SP1 and reaches the second vehicle speed SP2, the suction flow rate F is substantially equal to the sum of the blow-by gas flow rate Fb and the purge flow rate Fp.
Thus, even if the vehicle speed SP exceeds the first vehicle speed SP1, the blow-by gas flow rate Fb is secured to some extent. Therefore, even when the vehicle speed SP1 exceeds the first vehicle speed SP1, an amount of blow-by gas corresponding to the blow-by gas flow rate Fb is processed. be able to. Further, since the purge flow rate Fp is increased, it is possible to purge the fuel vapor in an amount corresponding to the purge flow rate Fp.

  The evaporated fuel sucked into the ejector 40 from the second purge passage 56 is introduced into the intake pipe 20 upstream of the compressor 24C through the bypass passage 42 as described above. Therefore, the evaporated fuel sucked into the ejector 40 from the second purge passage 56 is different from the evaporated fuel introduced into the surge tank 60 from the first purge passage 51, and the intake pipe between the compressor 24C and the throttle valve 28. 20 is passed. Therefore, the deposits adhering to the intake system between the compressor 24C and the throttle valve 28 are washed away by the evaporated fuel. Therefore, when the purge process is executed through the second purge passage 56, the amount of deposit deposited in the intake system between the compressor 24C and the throttle valve 28 can be reduced.

(Second vehicle speed SP2 ≦ vehicle speed SP ≦ third vehicle speed SP3)
As shown in FIG. 3, when the vehicle speed SP is not less than the second vehicle speed SP2 and not more than the third vehicle speed SP3, the opening command value Vs is set to “0%”, so that the electromagnetic valve 43 is in a closed state (fully closed state). )become. When the electromagnetic valve 43 is closed, the communication between the connection passage 41 and the ejector 40 is cut off, and only the second purge passage 56 is in communication with the ejector 40. Therefore, the fluid is sucked only from the second purge passage 56 communicating with the ejector 40. That is, the evaporated fuel is sucked into the ejector 40 through the second purge passage 56.

  In the present embodiment, after the vehicle speed SP reaches the second vehicle speed SP2, the suction flow rate F is reduced by the action of the flow rate control valve provided in the ejector 40. Therefore, when the vehicle speed SP is not less than the second vehicle speed SP2 and not more than the third vehicle speed SP3, the purge flow rate Fp decreases as the vehicle speed SP increases, while the blowby gas flow rate Fb is maintained at substantially “0”, and the intake flow rate F becomes substantially equal to the purge flow rate Fp.

  As described above, even when the vehicle speed SP exceeds the second vehicle speed SP2, the purge flow rate Fp does not become “0”. Therefore, even when the vehicle speed SP2 exceeds the second vehicle speed SP2, the amount of evaporated fuel corresponding to the purge flow rate Fp is processed. Can do.

(Third vehicle speed SP3 <vehicle speed SP <fourth vehicle speed SP4, vehicle speed SP ≧ fourth vehicle speed SP4)
As shown in FIG. 3, until the vehicle speed SP exceeds the third vehicle speed SP3 and reaches the fourth vehicle speed SP4, the value of the opening command value Vs increases from “0%” to “100%” as the vehicle speed SP increases. It is gradually enlarged toward. Therefore, the opening degree of the electromagnetic valve 43 gradually increases from the valve closed state (fully closed state) toward the valve open state (fully opened state). As the opening of the electromagnetic valve 43 increases, the connection passage 41 and the ejector 40 communicate with each other and the pressure loss in the connection passage 41 decreases, so the blow-by gas flow rate Fb increases. On the other hand, when the pressure loss in the connection passage 41 decreases, the evaporated fuel becomes difficult to be sucked into the ejector 40 from the second purge passage 56 communicating with the ejector 40, so that the purge is increased as the blow-by gas flow rate Fb increases. The flow rate Fp decreases. Therefore, until the vehicle speed SP exceeds the third vehicle speed SP3 and reaches the fourth vehicle speed SP4, the suction flow rate F becomes substantially equal to the sum of the blow-by gas flow rate Fb and the purge flow rate Fp.

  After the vehicle speed SP reaches the fourth vehicle speed SP4, the opening command value Vs is set to “100%”, so that the electromagnetic valve 43 is maintained in the valve open state (fully open state). Therefore, the fluid is sucked from the connection passage 41 side where the pressure loss is small in the connection passage 41 and the second purge passage 56 communicating with the ejector 40. That is, blow-by gas in the crankcase 19 is sucked into the ejector 40 through the connection passage 41.

  Further, after the vehicle speed SP reaches the fourth vehicle speed SP4, the suction flow rate F becomes substantially equal to the blow-by gas flow rate Fb, and the purge flow rate Fp is maintained at substantially “0”. Note that after the vehicle speed SP reaches the fourth vehicle speed SP4, the suction flow rate F becomes substantially constant by the action of the flow rate control valve provided in the ejector 40.

Thus, in the present embodiment, the electromagnetic valve 43 is opened in a high speed region where the vehicle speed SP exceeds the third vehicle speed SP3. This is due to the following reason.
That is, in the high speed region where the vehicle speed SP exceeds the third vehicle speed SP3, if the electromagnetic valve 43 is left closed, the connection passage 41 is closed, so that the adjustment in the crankcase 19 via the blow-by gas passage is performed. For example, the pressure in the crankcase 19 may become excessively high. In this regard, in the present embodiment, in order to open the electromagnetic valve 43 in a speed range exceeding the third vehicle speed SP3, the inside of the crankcase 19 communicates with the intake pipe 20 via the blow-by gas passage, the ejector 40, and the bypass passage 42. As a result, the pressure in the crankcase 19 can be regulated in the high speed region.

  In the present embodiment, the opening command value Vs is set until the vehicle speed SP exceeds the third vehicle speed SP3 and reaches the fourth vehicle speed SP4 in order to prevent the pressure in the crankcase 19 from rapidly changing. It is made to change gradually. However, if a sudden change in the pressure in the crankcase 19 can be tolerated, for example, when the vehicle speed SP reaches the third vehicle speed SP3, the opening command value Vs is immediately changed from “0%” to “100%”. Thus, the opening command value Vs may be held at “100%” at a vehicle speed higher than the third vehicle speed SP3.

Next, the effect of this embodiment will be described.
(1) When the vehicle speed SP reaches a predetermined first vehicle speed SP1 in the supercharging state, the opening degree of the electromagnetic valve 43 is controlled so that the electromagnetic valve 43 shifts from the open state to the closed state. The By performing the opening degree control of the electromagnetic valve 43, purge processing and blow-by gas processing in a supercharged state can be performed without using a conventional multistage ejector. Therefore, it is possible to suppress an increase in the size of the ejector while enabling purge processing and blow-by gas processing in a supercharged state.

(2) Since the opening degree of the electromagnetic valve 43 is controlled according to the vehicle speed SP, the blow-by gas process and the evaporated fuel process can be appropriately performed according to the vehicle speed.
(3) When the vehicle speed SP is higher than the first vehicle speed SP1 and lower than the second vehicle speed SP2, the opening command value Vs of the electromagnetic valve 43 is variably set within the range of “0% <Vs <100%”. Therefore, in such a vehicle speed range, both the purge process and the blow-by gas process can be performed in the supercharged state.

(4) Since the electromagnetic valve 43 is opened in the high speed region where the vehicle speed SP exceeds the third vehicle speed SP3, the pressure in the crankcase 19 can be regulated in the high speed region.
(5) The evaporated fuel sucked into the ejector 40 from the second purge passage 56 is introduced into the intake pipe 20 upstream of the compressor 24C through the bypass passage 42. Therefore, when the purge process is executed through the second purge passage 56, the amount of deposit deposited in the intake system from the compressor 24C to the throttle valve 28 can be reduced.

In addition, this embodiment can be implemented with the following modifications. The present embodiment and the following modifications can be implemented in combination with each other within a technically consistent range.
The opening command value Vs is gradually changed until the vehicle speed SP exceeds the first vehicle speed SP1 and reaches the second vehicle speed SP2. In addition, when the vehicle speed SP exceeds the first vehicle speed SP1, the opening command value Vs may be immediately changed from “100%” to “0%”. Even in this case, when the vehicle speed SP is equal to or lower than the first vehicle speed SP1, the electromagnetic valve 43 is in an open state, so that blow-by gas processing can be performed in a supercharging state. Further, when the vehicle speed SP exceeds the first vehicle speed SP1, the electromagnetic valve 43 is closed, so that the purge process can be performed in the supercharging state.

  In the high speed region where the vehicle speed SP is higher than the third vehicle speed SP3, the electromagnetic valve 43 is opened. However, the electromagnetic valve 43 may be closed in such a high speed region. Even in this case, effects other than the above (4) can be obtained.

The electromagnetic valve 43 may be provided in a part constituting the blow-by gas passage other than the connection passage 41, for example, the suction passage 32, the pre-separator 33, the main separator 31, and the like.
The supercharger 24 is a type of supercharger that supercharges intake air using exhaust gas, but may be another type of supercharger. For example, a supercharger using a crankshaft or a motor as a drive source may be used.

  DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine, 11 ... Cylinder block, 12 ... Cylinder head, 13 ... Head cover, 14 ... Oil pan, 15 ... Piston, 16 ... Cylinder, 17 ... Combustion chamber, 18 ... Crankshaft, 19 ... Crankcase, 20 ... Intake Pipe, 21 ... Air cleaner, 24 ... Supercharger, 24C ... Compressor, 27 ... Intercooler, 28 ... Throttle valve, 29 ... Intake manifold, 31 ... Main separator, 32 ... Suction passage, 33 ... Preseparator, 34 ... PCV valve 35 ... PCV passage, 37 ... atmosphere introduction passage, 38 ... atmosphere side separator, 40 ... ejector, 41 ... connection passage, 42 ... bypass passage, 43 ... electromagnetic valve, 50 ... canister, 51 ... first purge passage, 52 ... Purge valve, 53 ... outside air introduction passage, 54 ... vapor passage, 55 ... check valve, 56 ... second pass , A check valve, 60 ... a surge tank, 91 ... an air flow meter, 92 ... a crank angle sensor, 93 ... a pressure sensor, 94 ... an accelerator position sensor, 95 ... a vehicle speed sensor, 100 ... a control device, 110 ... a CPU, 120 ... ROM, 130 ... RAM.

Claims (1)

A control device applied to an internal combustion engine mounted on a vehicle,
The internal combustion engine includes a supercharger in which a compressor is provided in an intake passage, and an evaporation in which evaporated fuel in a fuel tank is adsorbed to a canister and evaporated fuel adsorbed in the canister is introduced into an intake passage through a purge passage. A fuel processing device, a blow-by gas processing device for introducing blow-by gas leaked from the combustion chamber into the crankcase into the intake passage through the blow-by gas passage, an intake passage upstream of the compressor, and a downstream side of the compressor A bypass passage connecting to the intake passage, and an ejector provided in the middle of the bypass passage,
The purge passage and blow-by gas passage are connected to the ejector, and the blow-by gas passage connected to the ejector is provided with a valve,
In a supercharging state where the intake air is supercharged by the supercharger, when the vehicle speed of the vehicle reaches a predetermined value, the valve shifts from the open state to the closed state. A control device for an internal combustion engine that controls the opening.