JP4803007B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to a control device for an internal combustion engine that recirculates part of exhaust gas to an intake passage upstream of a compressor of a turbocharger.

  The present invention is applied to an in-cylinder injection internal combustion engine having an exhaust gas recirculation passage for leading a part of exhaust gas to an intake system, and a cleaner for cleaning intake system dirt (hereinafter also referred to as a cleaning agent) in the exhaust gas recirculation passage. An exhaust gas recirculation device is known in which a cleaning agent is supplied when the exhaust gas recirculation valve is open (see Patent Document 1). In addition, there are Patent Documents 2 to 4 as prior art documents related to the present invention.

JP 2001-355520 A Japanese Patent Laid-Open No. 2003-074371 JP 2001-295562 A JP 2004-116350 A

  In an internal combustion engine that recirculates a portion of exhaust gas to an intake passage upstream of a turbocharger compressor, if particulate matter or the like contained in the exhaust adheres in the compressor, the cross-sectional area of the adhering portion decreases. For this reason, the efficiency of the compressor may be reduced. In such an internal combustion engine, it is necessary to remove deposits (hereinafter sometimes referred to as deposits) adhering to the compressor. However, in the apparatus of Patent Document 1, a cleaning agent is supplied into the EGR passage. There is a risk that the amount of cleaning agent necessary to remove deposits will not reach the compressor. Further, in the above-described conventional apparatus, the supply of the cleaning agent is controlled according to the operation time of the internal combustion engine, and the cleaning agent is supplied in consideration of the amount of deposit actually attached in the intake passage. Therefore, there is a possibility that the cleaning agent is not supplied at a time suitable for removing the deposit.

  The cleaning agent of the present invention may be any known one that can remove deposits adhering to the intake passage. As described above, such a cleaning agent is also called a cleaning agent, and for example, a mixed solvent mainly containing an aromatic organic solvent, a cleaning agent mainly containing a fatty acid, and a fuel for an internal combustion engine (for example, gasoline) , Light oil, etc.).

  Therefore, an object of the present invention is to provide a control device for an internal combustion engine capable of removing deposits adhering in a compressor of a turbocharger more reliably than before.

The control device of the present invention is applied to an internal combustion engine having an EGR passage that recirculates a part of exhaust gas from an exhaust passage to an intake passage upstream of a compressor of the turbocharger, and adheres to the intake passage of the internal combustion engine. In the control apparatus for an internal combustion engine provided with a cleaning agent supply means for supplying a cleaning agent into the intake passage in order to remove deposits, the cleaning agent supply means is disposed in the intake passage upstream of the connection position of the EGR passage. At least one of the amount of deposit adhering to the adhering amount estimation location set in the intake passage and the physical quantity correlated with the amount of deposit is acquired. A deposit amount acquisition unit; and a control unit that controls the operation of the cleaning agent supply unit based on the amount of deposit acquired by the deposit amount acquisition unit or a physical quantity correlated with the amount of the deposit. For example, the accumulation amount estimating portion, by being set in said compressor, to solve the problems described above (claim 1).

According to the control device of the present invention, since the cleaning agent supplied from the cleaning agent supply means can be conveyed into the compressor together with the intake air, deposits adhered in the compressor can be removed by this cleaning agent. Further, according to the control device of the present invention, since the operation of the cleaning agent supplying means can be controlled in consideration of the amount of deposits adhering to the estimated amount of adhesion, the adhering deposits can be washed. The agent can be supplied appropriately. Therefore, it is possible to prevent unnecessary supply of the cleaning agent and to prevent the supply timing of the cleaning agent from being delayed. The acquisition by the deposit amount acquisition means includes both the estimation and acquisition and the detection and acquisition. In the turbocharger compressor, there are many places where the flow passage cross-sectional area is smaller than in other parts forming the intake passage, and therefore deposits easily adhere to the compressor. Therefore, in the present invention, the estimated amount of adhesion is set in the compressor.

  In one form of the control device of the present invention, the cleaning agent supply means may be provided so that the cleaning agent injected into the intake passage is conveyed into the compressor by the intake air flowing through the intake passage. Item 2). According to this aspect, the cleaning agent can be supplied more reliably in the compressor. For this reason, deposits adhering to the compressor can be more reliably removed.

In one form of the control device of the present invention, the control means performs cleaning from the cleaning agent supply means based on the amount of deposit acquired by the deposit amount acquisition means or a physical quantity correlated with the amount of deposit. The supply timing of the agent may be controlled ( Claim 3 ). In this case, since the spraying timing of the cleaning agent is controlled according to the amount of deposits, for example, the amount of deposits adhering to the estimated amount of deposits reduces the performance of the internal combustion engine or the turbocharger. By supplying the cleaning agent before reaching the starting amount, deterioration in performance of the internal combustion engine or the turbocharger due to the deposit can be suppressed.

In one form of the control device of the present invention, the control means is supplied from the cleaning agent supply means based on the amount of deposit acquired by the deposit amount acquisition means or a physical quantity correlated with the amount of deposit. The amount of the cleaning agent may be controlled ( claim 4 ). In this case, an appropriate amount of cleaning agent necessary for removing the deposit can be supplied. Therefore, it is possible to prevent the supply of unnecessary cleaning agent, it is possible to more reliably remove the adhered deposits.

In one form of the control device of the present invention, the physical quantity may be the efficiency of the compressor ( Claim 5 ), or the physical quantity may be the temperature of the intake air at the compressor outlet ( Claim 6 ). Further, the physical quantity may be a pressure in the intake of the compressor outlet (Claim 7). When deposits adhere to the compressor, intake air hardly passes through the compressor, and the efficiency of the compressor is reduced. Also, the greater the amount of deposit, the lower the efficiency of the compressor. When the efficiency of the compressor is reduced in this way, the temperature and pressure of the intake air at the compressor outlet are also reduced, and these are also lowered as the amount of deposits is increased. Since these physical quantities correlate with the amount of deposits as described above, the deposits adhering to the compressor can be removed by controlling the operation of the cleaning agent supplying means based on these physical quantities. .

In one embodiment of the control device of the present invention, the EGR passage is provided with an EGR valve that adjusts an exhaust amount recirculated to the intake passage through the EGR passage, and the control means is configured to open the EGR valve. In such a case, the operation of the cleaning agent supply means may be controlled so that the cleaning agent is supplied into the intake passage after the EGR valve is fully closed ( Claim 8 ). Depending on the type of cleaning agent, when supplied into the exhaust gas recirculated from the exhaust passage to the intake passage (hereinafter also referred to as EGR gas), it reacts with particulate matter contained in the EGR gas and newly Deposits are generated. In this embodiment, since the cleaning agent is supplied after the EGR valve is fully closed and the inflow of the EGR gas to the intake passage is stopped, generation of new deposits by the cleaning agent can be prevented.

  As described above, according to the control device of the present invention, deposits adhering in the compressor of the turbocharger can be removed more reliably than in the past. In addition, since the operation of the cleaning agent supply means is controlled based on the amount of deposits adhering to the estimated amount of adhesion, wasteful supply of cleaning agent can be prevented or the supply timing of the cleaning agent can be delayed. Can be prevented.

  FIG. 1 shows an internal combustion engine in which a control device according to one embodiment of the present invention is incorporated. An internal combustion engine (hereinafter sometimes referred to as an engine) 1 in FIG. 1 is mounted on a vehicle as a driving power source, and includes an engine body 2 provided with a plurality of cylinders (not shown), and each cylinder. Are provided with an intake passage 3 and an exhaust passage 4, respectively. The intake passage 3 is provided with an air filter 5 for filtering the intake air, a throttle valve 6 for adjusting the amount of intake air, a compressor 7a of the turbocharger 7, and an intercooler 8 for cooling the intake air. . In the exhaust passage 4, a turbine 7b of the turbocharger 7 is provided.

  The intake passage 3 and the exhaust passage 4 are connected by an EGR passage 10 for returning a part of the exhaust gas to the intake passage 3. As shown in FIG. 1, one end 10a of the EGR passage 10 is connected to the intake passage 3 between the throttle valve 6 and the compressor 7a, and the other end 10b is connected to the exhaust passage 4 downstream of the turbine 7b. Therefore, in the engine 1 of FIG. 1, a part of the exhaust discharged from the turbine 7b is recirculated to the intake passage 3 between the throttle valve 6 and the compressor 7a as EGR gas. The EGR passage 10 is provided with an EGR cooler 11 for cooling the EGR gas and an EGR valve 12 for adjusting the amount of EGR gas recirculated to the intake passage 3. Further, the engine 1 is provided with a PCV passage 13 for guiding blow-by gas generated in the crank chamber in the engine body 2 to the intake passage 3. As shown in FIG. 1, the PCV passage 13 is connected to the intake passage 3 upstream of the throttle valve 6.

  As shown in FIG. 1, the engine 1 is provided with a cleaning agent supply device 20 as a cleaning agent supply means. As illustrated in FIG. 2, the cleaning agent supply device 20 includes a cleaning agent tank 21 in which the cleaning agent is stored, a cleaning nozzle 22 for spraying the cleaning agent into the intake passage 3, and the cleaning agent tank 21. And a cleaning agent pump 23 that pumps up the pressing agent and pressurizes the cleaning agent and sends the pressurized cleaning agent to the cleaning nozzle 22. As shown in FIG. The cleaning nozzle 22 is provided in the intake passage 3 upstream from the position where the one end 10 a of the EGR passage 10 is connected and downstream from the throttle valve 6. By providing the cleaning nozzle 22 at such a position, the cleaning agent injected into the intake passage 3 without being obstructed by the throttle valve 6 can be conveyed into the compressor 7 a by the intake air flowing through the intake passage 3.

  The operation of the cleaning agent pump 23 is controlled by an engine control unit (ECU) 30. The ECU 30 is configured as a computer including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation, and controls the operation of the throttle valve 6 and the EGR valve 12 based on various sensors provided in the engine 1. Thus, it is a known computer unit that controls the operating state of the engine 1. The ECU 30 includes, for example, an air flow meter 31 that outputs a signal corresponding to the intake air amount, a first intake pressure sensor 32 that outputs a signal corresponding to the pressure of intake air upstream of the compressor 7a, and the intake air upstream of the compressor 7a. A first intake air temperature sensor 33 that outputs a signal corresponding to the temperature, a second intake air pressure sensor 34 that outputs a signal corresponding to the pressure of the intake air at the outlet of the compressor 7a, and a signal corresponding to the temperature of the intake air at the outlet of the compressor 7a. A second intake air temperature sensor 35, a crank angle sensor 36 that outputs a signal corresponding to the crank angle of the engine 1, an accelerator opening sensor 37 that outputs a signal corresponding to the accelerator opening, and the like are connected.

  FIG. 3 shows a cleaning agent injection control routine that the ECU 30 repeatedly executes at a predetermined cycle during operation of the engine 1 to control the operation of the cleaning agent pump 23. By executing the control routine of FIG. 3, the ECU 30 functions as the control means of the present invention.

  In the control routine of FIG. 3, the ECU 30 first acquires the operating state of the engine 1 based on the output signals of the sensors 31 to 37 in step S11. The operating state of the engine 1 includes an intake air amount Ga, an intake air pressure upstream of the compressor 7a (hereinafter also referred to as inlet pressure) P1 and a temperature (hereinafter also referred to as inlet temperature) T1. The pressure of intake air at the outlet of the compressor 7a (hereinafter also referred to as outlet pressure) P3 and temperature (hereinafter also referred to as outlet temperature) T3, the rotational speed Ne of the engine 1, and the accelerator opening are obtained. Is done. Note that the rotational speed of the engine 1 is acquired based on the output signal of the crank angle sensor 36.

  In the next step S12, the ECU 30 determines whether or not a predetermined compressor efficiency estimation condition is satisfied. The predetermined compressor efficiency estimation condition is satisfied when the engine 1 is operated in an operation state in which the efficiency of the compressor 7a can be estimated. As an operation state in which the efficiency of the compressor 7a can be estimated, for example, an operation state in which high turbocharging is performed and the turbocharger 7 is operating substantially stably is set. In such an operation state, for example, the rotational speed Ne of the engine 1 is 2000 r.s. p. m. And 4000 r. p. m. And the change in the rotational speed Ne per unit time is 50 to 100 r. p. m. Is set to an operation state in which the outlet pressure P3 is higher than the predetermined determination pressure P. The predetermined determination pressure P is a pressure that is set as a reference for determining whether or not the engine 1 is operating at high supercharging. Since such a pressure changes with the performance of the engine 1 and the performance of the turbocharger 7, the predetermined determination pressure P is appropriately set based on these performances. If it is determined that the predetermined compressor efficiency estimation condition is not satisfied, the current control routine is terminated.

On the other hand, if the predetermined compressor efficiency estimation condition is judged to be fulfilled, the process advances to step S13, ECU 30 estimates the theoretical compressor efficiency eta _C. The theoretical compressor efficiency η _C is the efficiency of the compressor 7a in a state where no deposit is attached in the compressor 7a. As is well known, the efficiency of the compressor 7a has a correlation with the pressure ratio P3 / P1 which is the ratio of the inlet pressure P1 and the outlet pressure P3 of the compressor 7a and the intake air amount Ga. Therefore, the relationship between the pressure ratio and the intake air amount Ga and the theoretical compressor efficiency η _C shown in FIG. 4 as an example is obtained in advance by experiment or numerical calculation and stored in the ROM of the ECU 30, and this map is referred to. Estimate the theoretical compressor efficiency η _C. As shown in FIG. 4, the theoretical compressor efficiency η _C is larger as it is closer to the region S1, and is smaller as the region is outside the regions S2, S3, S4. Also, the line L1 in FIG. 4 shows the compressor allowable range set by the surge line and the turbo allowable rotation line, and the line L2 is an example of the relationship between the intake air amount and the pressure ratio when the engine 1 is fully loaded. The dotted line L3 shows an example of the relationship between the intake air amount and the pressure ratio when the engine 1 is fully loaded. FIG. 4 shows the relationship between the intake air amount and pressure ratio and the theoretical compressor efficiency η _C when the temperature is 15 ° C. and the pressure is 101 kPa. Therefore, in FIG. 4, the intake air amount Ga is corrected by the inlet pressure P1 and the inlet temperature T1 in order to obtain the intake air amount at a temperature of 15 ° C. and a pressure of 101 kPa. In this method, the theoretical compressor efficiency η _C is obtained based on the map shown in FIG. 4. First, the pressure ratio is obtained from the acquired inlet pressure P1 and outlet pressure P3, and the intake air amount Ga, inlet pressure P1, and inlet temperature T1 are calculated. Based on this, the intake air amount when the temperature is 15 ° C. and the pressure is 101 kPa is obtained. Thereafter, the point specified in FIG. 4 by these values is the theoretical compressor efficiency η _C to be obtained.

  In subsequent step S14, the ECU 30 estimates the actual compressor efficiency η. The actual compressor efficiency η is the compressor efficiency in the current compressor 7a. In other words, the actual compressor efficiency η reflects the influence of deposits if they are deposited in the compressor 7a. The actual compressor efficiency η is estimated by the following equation (1) using the inlet temperature T1, the inlet pressure P1, the outlet temperature T3, and the outlet pressure P3, assuming that the intake air compressed by the compressor 7a is air. In the equation (1), κ is an adiabatic coefficient of air and is about 1.4.

In the next step S15, the ECU 30 estimates the amount of deposit adhered in the compressor 7a based on the estimated theoretical compressor efficiency η _C and the actual compressor efficiency η. If deposits are deposited in the compressor 7a, the deposit causes the cross-sectional area of the intake air passage in the compressor 7a to be narrowed, so that the efficiency of the compressor 7a is reduced. Moreover, the efficiency of the compressor 7a changes according to the deposit amount adhering to the compressor 7a, and the efficiency decreases as the deposit amount increases. That is, the difference between the more theoretical compressor efficiency eta _C and the actual compressor efficiency eta is large deposit amount in the compressor 7a as shown in an example in FIG. 5 .DELTA..eta (hereinafter also referred to as efficiency variation.) Increases . Therefore, the relationship between the efficiency change amount Δη and the deposit amount shown in FIG. 5 is obtained in advance by experiment or numerical calculation and stored in the ROM of the ECU 30 as a map, and the deposit amount is based on this map and the efficiency change amount Δη. Is estimated. Thus, by estimating and acquiring the deposit amount, the ECU 30 functions as the deposit amount acquiring means of the present invention.

  In subsequent step S16, the ECU 30 determines whether or not the estimated deposit amount is larger than a predetermined allowable value set in advance. The predetermined allowable value is a value that is set as a reference for determining whether or not the cleaning agent should be supplied into the intake passage 3. For example, the deposit amount that interferes with the supercharging of the intake air by the turbocharger 7. A slightly smaller amount of deposit is set. Such a value differs depending on the capacity or structure of the compressor 7a, and is set based on these parameters. If it is determined that the deposit amount is equal to or less than the predetermined allowable value, the current control routine is terminated.

  On the other hand, if it is determined that the deposit amount is greater than the predetermined allowable value, the process proceeds to step S17, where the ECU 30 determines whether EGR gas is recirculated to the intake passage 3 via the EGR passage 10, that is, whether EGR is being executed. To do. This determination may be made based on, for example, the opening degree of the EGR valve 12, and when the EGR valve 12 is open, it is determined that EGR is being executed. If it is determined that the EGR is stopped, the process skips step S18 and proceeds to step S19. On the other hand, if it is determined that the EGR is being executed, the process proceeds to step S18, where the ECU 30 fully closes the EGR valve 12 and stops the recirculation of the EGR gas to the intake passage 3, that is, stops the EGR. In the next step S19, the ECU 30 operates the cleaning agent pump 23 so that the cleaning agent is sprayed from the cleaning agent spray nozzle 22 into the intake passage 3. Thereafter, the current control routine is terminated.

  According to the control device of the present invention, since the cleaning nozzle 22 is provided in the intake passage 3 upstream from the connection position of the EGR passage 10, the cleaning agent can be conveyed into the compressor 7a together with the intake air. Therefore, deposits adhering to the compressor 7a can be removed by this cleaning agent. Further, the cleaning agent is injected into the intake passage 3 when the amount of deposit attached in the compressor 7a is larger than a predetermined allowable amount. By controlling the supply of the cleaning agent according to the deposit amount in this way, it is possible to suppress wasteful consumption of the cleaning agent while maintaining the performance of the compressor 7a at a predetermined level or higher.

  Depending on the type of the cleaning agent, when it is supplied into the EGR gas, it reacts with the particulate matter in the EGR gas and produces a deposit. In the control routine of FIG. 3, when EGR is being executed, the cleaning agent is supplied after the EGR is stopped. Therefore, even if such a cleaning agent is used, it adheres to the compressor 7a without generating a new deposit. The deposited deposit can be removed.

  In step S15 of the control routine shown in FIG. 3, the deposit amount adhered in the compressor 7a is estimated based on the efficiency change amount Δη. However, the deposit amount may be estimated by another estimation method. For example, the outlet pressure P3 and the outlet temperature T3 change in accordance with the performance reduction when deposits are deposited in the compressor 7a and the performance of the compressor 7a is reduced. That is, the outlet pressure P3 and the outlet temperature T3 also have a correlation with the amount of deposit deposited in the compressor 7a. Therefore, for example, based on the intake air amount Ga and the outside air temperature, the outlet temperature in a state where no deposit is attached in the compressor 7a is obtained as the theoretical outlet temperature, which is detected by the theoretical outlet temperature and the second intake temperature sensor 35. Alternatively, the deposit amount adhering in the compressor 7a may be estimated based on the difference from the actual outlet temperature T3. It should be noted that the relationship between the difference between the theoretical outlet temperature and the actual outlet temperature T3 and the amount of deposit is obtained in advance by experiment or numerical calculation and stored in the ROM of the ECU 30. Similarly, for the outlet pressure P3, the amount of deposit is estimated based on the difference between the outlet pressure in a state where no deposit is deposited in the compressor 7a and the outlet pressure P3 actually detected by the second intake pressure sensor 34. .

  Further, the control device of the present invention does not estimate the deposit amount adhering to the compressor 7a, but supplies the cleaning agent based on a physical quantity correlated with the deposit amount, for example, the compressor efficiency η, the outlet temperature T3, or the outlet pressure P3. May be controlled. For example, an allowable efficiency change amount for the performance of the engine 1 is set in advance as an allowable efficiency change amount, and when the efficiency change amount Δη exceeds the allowable efficiency change amount, the cleaning agent is supplied into the supply passage 3. Also good. Similarly, the supply of the cleaning agent may be controlled based on the outlet temperature T3 or the outlet pressure P3.

The operating state in which the efficiency of the compressor 7a determined in step S12 of FIG. 3 can be estimated is not limited to the above-described operating state. For example, if deposits are deposited in the compressor 7a, the compressor efficiency η when the throttle valve 6 is fully opened is greatly affected. FIG. 6 shows an example of the time change of the actual compressor efficiency η when the throttle valve 6 is fully opened and the time change of the speed (vehicle speed) of the vehicle on which the engine 1 is mounted. Further, FIG. 6 shows an example of a temporal change in the theoretical compressor efficiency and a temporal change in the vehicle speed when the compressor 7a is operated at the theoretical compressor efficiency as a comparative example. Dotted line E1 in Fig. 6 is a time change of the actual compressor efficiency eta, a solid line E2 are respectively the time variation of the theoretical compressor efficiency eta _C. Further, the time change of the actual vehicle speed is dotted V1, the solid line V2 are respectively the time variation of the vehicle speed when the compressor 7a in theory compressor efficiency eta _C is operated. If the deposit adheres to the compressor 7a, actual compressor efficiency eta as indicated by the dotted line E1 is lower than the theoretical compressor efficiency eta _C in FIG. Therefore, the actual compressor efficiency η may be estimated when the throttle valve 6 is kept fully open and the operation of the turbocharger 7 is almost stable. Then, the deposit amount is estimated on the basis of this is the difference between the actual compressor efficiency eta and theoretical compressor efficiency eta _C efficiency variation .DELTA..eta, may control the supply of the cleaning agent, based on the deposit amount to the estimated The supply of the cleaning agent may be controlled based on the calculated efficiency change amount Δη.

  In the control routine of FIG. 3, in addition to controlling the supply timing of the cleaning agent based on the amount of deposit adhered in the compressor 7a, the amount of cleaning agent supplied into the intake passage 3 may be controlled based on this deposit amount. In this case, the supply amount of the cleaning agent is increased as the estimated deposit amount increases, for example. The supply amount of the cleaning agent is controlled by changing the time for operating the cleaning agent pump 23, for example. In addition to the deposit amount, the supply amount of the cleaning agent may be controlled based on a physical amount correlated with the deposit amount such as the compressor efficiency η, the outlet temperature T3, or the outlet pressure P3.

  The present invention is not limited to the above-described form and can be implemented in various forms. For example, the internal combustion engine to which the control device of the present invention is applied is not limited to the internal combustion engine of the above-described form. The control device of the present invention may be applied to various internal combustion engines having an EGR passage that recirculates part of the exhaust gas from the exhaust passage to the intake passage upstream of the compressor of the turbocharger. Further, the exhaust passage downstream of the turbocharger turbine and the intake passage upstream of the compressor are connected by an EGR passage, and the exhaust passage upstream of the turbocharger turbine and the intake passage downstream of the compressor are connected by another EGR passage. The present invention may be applied to an internal combustion engine that is connected, that is, an intake passage and an exhaust passage are connected by two EGR passages upstream and downstream of the turbocharger.

The figure which shows the internal combustion engine in which the control apparatus which concerns on one form of this invention was integrated. The figure which expands and shows a part of intake passage of FIG. 1, and a cleaning agent supply apparatus. The flowchart which shows the cleaning agent injection control routine which ECU performs. The figure which shows an example of the relationship between a pressure ratio, the amount of intake air, and theoretical compressor efficiency. The figure which shows an example of the relationship between the amount of efficiency changes, and the deposit amount. The figure which shows an example of the time change of the compressor efficiency when a throttle valve is fully opened, and the speed of a vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 3 Intake passage 4 Exhaust passage 7 Turbo supercharger 7a Compressor 10 EGR passage 12 EGR valve 20 Cleaning agent supply device (cleaning agent supply means)
30 Engine control unit (control means, deposit amount acquisition means)

Claims (8)

The present invention is applied to an internal combustion engine having an EGR passage that recirculates a part of exhaust gas from an exhaust passage to an intake passage upstream from a compressor of a turbocharger, and the deposits attached to the intake passage of the internal combustion engine are removed. In a control device for an internal combustion engine provided with a cleaning agent supply means for supplying a cleaning agent into an intake passage,
The cleaning agent supply means is provided so as to inject the cleaning agent into the intake passage upstream of the connection position of the EGR passage ,
Deposit amount acquisition means for acquiring at least one of the amount of deposit adhering to the adhesion amount estimation location set in the intake passage and the physical quantity correlated with the amount of the deposit; and the deposit amount acquisition means Control means for controlling the operation of the cleaning agent supply means on the basis of the amount of deposit acquired in step 1 or a physical quantity correlated with the amount of deposit.
The control apparatus for an internal combustion engine, wherein the adhesion amount estimation point is set in the compressor .   2. The control device for an internal combustion engine according to claim 1, wherein the cleaning agent supply means is provided so that the cleaning agent injected into the intake passage is conveyed into the compressor by intake air flowing through the intake passage. . The control unit controls the supply timing of the cleaning agent from the cleaning agent supply unit based on the amount of the deposit acquired by the deposit amount acquisition unit or a physical quantity correlated with the amount of the deposit. The control apparatus for an internal combustion engine according to claim 1 or 2 . The control unit controls the amount of the cleaning agent supplied from the cleaning agent supply unit based on the amount of the deposit acquired by the deposit amount acquisition unit or a physical quantity correlated with the amount of the deposit. The control device for an internal combustion engine according to claim 1, wherein the control device is an internal combustion engine. The control device for an internal combustion engine according to any one of claims 1 to 4, wherein the physical quantity is an efficiency of the compressor. 5. The control device for an internal combustion engine according to claim 1 , wherein the physical quantity is a temperature of intake air at an outlet of the compressor. The control device for an internal combustion engine according to any one of claims 1 to 4, wherein the physical quantity is a pressure of intake air at the compressor outlet. The EGR passage is provided with an EGR valve that adjusts an exhaust amount recirculated to the intake passage through the EGR passage,
When the EGR valve is open, the control means controls the operation of the cleaning agent supplying means so that the cleaning agent is supplied into the intake passage after the EGR valve is fully closed. The control device for an internal combustion engine according to any one of claims 1 to 7 , wherein the control device is an internal combustion engine.

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