JP5720414B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to a control device for an internal combustion engine provided with an EGR device that recirculates exhaust gas into an intake passage of the internal combustion engine.

  Conventionally, an EGR (Exhaust Gas Recirculation) device is known as an effective means for reducing the concentration of NOx (nitrogen oxide) contained in the exhaust gas of an internal combustion engine (see, for example, Patent Document 1).

  The EGR device disclosed in Patent Document 1 is applied to an engine with a turbocharger, and includes an EGR passage that recirculates part of exhaust gas to the intake side between the intake passage and the exhaust passage. The EGR passage is provided with an EGR valve that controls the recirculation amount of the exhaust gas. The turbocharger is provided with a turbine and a compressor on the same axis. When the turbine is rotated by the exhaust gas flow, the turbine drives the compressor to feed the intake air into the combustion chamber while compressing the intake air. ing. Further, the EGR passage is branched from the exhaust passage upstream of the turbine, and is connected to a diffuser section that converts kinetic energy given to air by the impeller into pressure as a low pressure region downstream of the impeller in the compressor housing.

  Further, an air tank constituting a supply source of high-pressure air is connected to the EGR passage downstream of the EGR valve in order to remove soot adhering to the vicinity of the opening of the compressor housing. An electromagnetic valve is provided in the supply passage that connects the air tank and the EGR passage. Further, a pressure sensor that detects the pressure in the EGR passage is provided downstream of the EGR valve in the EGR passage. Further, the EGR device has a control unit that outputs a control signal for controlling the opening / closing of the EGR valve and the opening / closing of the electromagnetic valve, and receives the detection signal of the pressure sensor.

  In the EGR device described in Patent Document 1, when the soot contained in the EGR gas adheres to the EGR passage and the detected pressure downstream of the EGR valve in the EGR passage exceeds a predetermined value, the control unit closes the EGR valve. And the control which opens a solenoid valve is performed. As a result, the high-pressure air in the air tank is supplied downstream of the EGR valve in the EGR passage, and blows through the diffuser in the compressor housing to the downstream side. As a result, in the compressor housing, the soot is blown off and the opening of the diffuser is prevented from clogging.

  On the other hand, in an internal combustion engine having a supercharger, there is known an exhaust circulation device that removes deposits adhering to a nozzle of a turbine constituting a part of the supercharger (for example, see Patent Document 2). The exhaust gas circulation device described in Patent Document 2 includes a high-pressure EGR device that recirculates exhaust gas from the upstream side of the turbine to the downstream side of the compressor, and the amount of deposit attached to the nozzles of the turbine exceeds a predetermined value. If it is determined that the exhaust gas is exhausted, the flow rate of the exhaust gas recirculated by the high-pressure EGR device is decreased, and the combustion temperature in the combustion chamber of the engine is increased. As a result, the exhaust temperature becomes high, and deposits attached to the nozzles of the turbine are incinerated.

Japanese Patent Laid-Open No. 08-109856 JP 2003-293784 A

  However, the exhaust gas circulation device described in Patent Document 1 blows air from an air tank to a diffuser of a compressor at a high pressure and blows off the soot adhering to the diffuser. For this reason, the exhaust gas circulation device described in Patent Document 1 has to be attached with an air tank and an air supply passage as separate members, and there is a problem that the manufacturing cost increases.

  Moreover, although the exhaust gas circulation apparatus described in patent document 2 removes the deposit adhering to the nozzle of the turbine, it was not a thing considered in connection with the removal of the deposit adhering to the compressor. Furthermore, since the blowby gas leaked from the combustion chamber is included in the air supplied to the compressor, the oil component of the blowby gas evaporates and the deposit becomes highly viscous when trying to incinerate the deposit with high-temperature air. However, there was a problem that it was not removed from the compressor.

  The present invention has been made to solve such a problem, and provides an internal combustion engine control device capable of removing deposits adhering to a compressor in an intake passage without providing a separate member. With the goal.

In order to achieve the above object, the control apparatus for an internal combustion engine according to the present invention provides (1) a first recirculation of a part of exhaust gas discharged from a combustion chamber of the internal combustion engine to a suction passage through a first recirculation passage. A recirculation portion of the internal combustion engine, a second recirculation portion for recirculating blowby gas leaked from the combustion chamber of the internal combustion engine to the intake passage through a second recirculation passage, exhaust gas recirculated from the first recirculation portion, and A control device for an internal combustion engine, comprising: a supercharger that compresses an air-fuel mixture including a blow-by gas recirculated from the second recirculation unit and supplies the air-fuel mixture to a combustion chamber of the internal combustion engine; A temperature control unit that controls to lower the temperature of the air-fuel mixture sucked into the supercharger from the suction passage by reducing the flow rate of the exhaust gas recirculated to the suction passage through the passage; and The compression efficiency of the air-fuel mixture by the turbocharger The temperature control is performed to control the temperature of the air-fuel mixture sucked into the supercharger from the suction passage, on the condition that the compression efficiency determination unit to be disconnected and the compression efficiency of the supercharger are equal to or less than a predetermined value. And a control unit for lowering the unit.

  The temperature control unit according to the present invention cools the exhaust gas passing through the first recirculation passage to reduce the temperature of the air sucked into the supercharger, and the exhaust through the first recirculation passage. And indirect temperature control for controlling the gas flow rate to lower the temperature of the air taken into the supercharger.

  With this configuration, when deposits adhere to the supercharger and the compression efficiency of the supercharger falls below a predetermined value, the temperature of the air sucked into the supercharger can be lowered. Thereby, the oil contained in the air whose temperature has decreased does not evaporate and passes through the supercharger in a liquid state. For this reason, the deposit adhering to the supercharger can be washed away with oil, and the compression efficiency of the supercharger is restored. Moreover, since the deposits adhering to the supercharger can be removed by using the oil contained in the air sucked into the supercharger, it is necessary to provide a separate member for removing the deposit. Absent. Therefore, the control device according to the present invention can suppress an increase in manufacturing cost by suppressing an increase in the number of parts.

Also, with this configuration, the flow rate of the exhaust gas sucked into the supercharger through the first recirculation passage can be reduced, and the temperature of the air compressed by the supercharger can be lowered.

In the control device for an internal combustion engine according to the above (1) , (2) another part of the exhaust gas discharged from the combustion chamber of the internal combustion engine is transferred from the exhaust passage upstream of the supercharger to another recirculation passage. And a flow rate control unit for controlling the flow rate of the exhaust gas recirculated to the combustion chamber via the other recirculation passage. And the control unit is configured to reduce the flow rate of the exhaust gas recirculated to the suction passage through the first recirculation passage by the temperature control unit. The flow rate control unit is controlled to increase the flow rate of the exhaust gas recirculated to the combustion chamber via the.

  With this configuration, even if the flow rate of the exhaust gas recirculated through the first recirculation passage is decreased, the flow rate of the exhaust gas recirculated through the other recirculation passage can be increased. The exhaust gas flow rate can be maintained, and the exhaust emission can be prevented from deteriorating.

In the control apparatus for an internal combustion engine according to the above (1), (3) the temperature control unit cools the exhaust gas passing through the first recirculation passage by heat exchange with cooling water for cooling the internal combustion engine. Thus, the temperature of the air-fuel mixture sucked into the supercharger from the suction passage is lowered.

  With this configuration, the exhaust gas passing through the first recirculation passage can be cooled, and the temperature of the air sucked into the supercharger can be lowered.

(1) In the control apparatus for an internal combustion engine according to (1) to (3) , (4) the supercharger rotates a turbine that rotates by kinetic energy of exhaust gas, and kinetic energy of the exhaust gas according to an opening degree. An adjustable nozzle, and the controller controls the opening of the nozzle using a learning control amount so as to reduce a deviation between a target supercharging pressure of the supercharger and an actual supercharging pressure. Performing feedback control to be changed, and after reducing the temperature of the air-fuel mixture sucked into the supercharger from the suction passage on the condition that the compression efficiency of the supercharger is lower than a predetermined value, The learning control amount in the feedback control is reduced on condition that the compression efficiency of the supercharger has recovered to a predetermined value.

  With this configuration, after reducing the temperature of the air sucked into the supercharger and removing deposits adhering to the supercharger, on the condition that the compression efficiency of the supercharger has recovered to a predetermined value, Since the learning control amount in the feedback control can be reduced, the followability of the actual supercharging pressure with respect to the target supercharging pressure of the supercharger can be improved.

In the control device for an internal combustion engine according to the above (1) to (4) , (5) the compression efficiency determination unit is based on a deviation between a target supercharging pressure of the supercharger and an actual supercharging pressure. It is determined whether or not the compression efficiency of the supercharger has decreased below a predetermined value.

  With this configuration, it is determined whether or not the compression efficiency of the supercharger has decreased below a predetermined value based on the deviation between the target supercharging pressure when the supercharger compresses air and the actual supercharging pressure. be able to.

In the control apparatus for an internal combustion engine according to the above (1) to (4) , (6) the supercharger is configured to change a turbine rotating by kinetic energy of exhaust gas and kinetic energy of the exhaust gas according to an opening degree. An adjustable nozzle, and the controller controls the opening of the nozzle using a learning control amount so as to reduce a deviation between a target supercharging pressure of the supercharger and an actual supercharging pressure. The feedback control is performed, and the compression efficiency determination unit determines that the compression efficiency of the supercharger has decreased below a predetermined value on condition that a learning control amount in the feedback control is equal to or greater than a predetermined value. It is characterized by.

  With this configuration, on the condition that the learning control amount of the feedback control with respect to the opening degree of the nozzle performed to reduce the deviation between the target supercharging pressure and the actual supercharging pressure in the supercharger is a predetermined value or more, It can be determined that the compression efficiency of the supercharger has decreased below a predetermined value.

  ADVANTAGE OF THE INVENTION According to this invention, the control apparatus of the internal combustion engine which can remove the deposit adhering to the compressor of an intake passage can be provided, without providing another member.

It is a schematic block diagram which shows the internal combustion engine provided with the control apparatus which concerns on embodiment of this invention. It is sectional drawing which shows the structure of the compressor which concerns on embodiment of this invention. It is a schematic block diagram which shows the structure of the control apparatus which concerns on embodiment of this invention, and its periphery. 4 is a time chart showing a change in compression efficiency of the compressor in the control device according to the embodiment of the present invention. 6 is a time chart showing a change in an I term of learning control in the control device according to the embodiment of the present invention. It is a flowchart which shows control of the vehicle which has a control apparatus which concerns on embodiment of this invention. 4 is a time chart showing a relationship between a reflux switching mode and a required EGR amount in the control device according to the embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. In the present embodiment, a case will be described in which the control device according to the present invention is applied to a vehicle equipped with an in-cylinder direct injection four-cylinder diesel engine.

  First, the configuration of the vehicle will be described.

  As shown in FIG. 1, a diesel engine (hereinafter simply referred to as an engine) 1 includes a cylinder head 10 and a cylinder block (not shown). The cylinder head 10 and the cylinder block form four cylinders 5. Yes. In these cylinders 5, combustion chambers 7 are respectively defined by pistons. The cylinder head 10 is formed with an intake port for introducing outside air into the combustion chamber 7 and an exhaust port for discharging exhaust gas from the combustion chamber 7.

  Further, the engine 1 includes an injector 15 for injecting light oil as fuel into each cylinder 5. The injector 15 is configured by an electromagnetically driven on / off valve. When a predetermined voltage is applied by an ECU (Electronic Control Unit) 100 described later, the injector 15 injects fuel into each cylinder 5. It has become. In the engine 1, fuel is injected into each cylinder 5 by the injector 15, and when the air-fuel mixture is compressed by operating the piston, the engine 1 is combusted by spontaneous ignition. That is, the engine 1 in the present embodiment constitutes an internal combustion engine according to the present invention.

  In addition, the vehicle in the present embodiment includes a power transmission device (not shown) configured by a transmission, a differential device, and the like so that the torque of the crankshaft is transmitted to the wheels via the power transmission device. It has become.

  The engine 1 has an intake manifold 11 a connected to the cylinder head 10. The downstream side of the intake manifold 11 a is branched into a plurality according to the number of cylinders 5 and connected to the intake ports of the respective cylinders 5. Further, an intake pipe is connected upstream of the intake manifold 11a, and a first intake passage 60 and a second intake passage 61 are formed in the intake pipe. The second intake passage 61 is located downstream of the first intake passage 60 in the air intake direction. Here, the intake manifold 11a, the first intake passage 60, and the second intake passage 61 constitute an intake passage according to the present invention.

  An air cleaner 62 is provided upstream of the first intake passage 60. The air cleaner 62 purifies air at normal temperature before being sucked into the first intake passage 60. The engine 1 includes a turbocharger 63 as a supercharger.

  The turbocharger 63 has a turbine 64 and a compressor 65. The turbine 64 is provided between the exhaust manifold 12 a and the exhaust pipe 45. The compressor 65 is provided between the first intake passage 60 and the second intake passage 61. The turbocharger 63 compresses the air sucked from the first intake passage 60 and discharges it to the second intake passage 61.

  As shown in FIGS. 1 and 2, a rotary shaft 70 having a compressor wheel 90 and a turbine wheel 86 at both ends is disposed inside the turbocharger 63. The rotation shaft 70 is housed in the center housing 52 and is rotatably held by the center housing 52 via a pair of full float type bearings 53. The type of bearing is not limited to this.

  The compressor wheel 90 is housed in a compressor housing 66 coupled to one end of the center housing 52. The compressor housing 66 is configured by fixing a disk-shaped wall portion 67, a cylindrical sleeve 68, and an outer wall 69 to each other. Further, the turbine wheel 86 is housed in a turbine housing 54 coupled to the other end of the center housing 52. The compressor housing 66 may be integrally formed by casting.

  A passage 71 is formed between the compressor wheel 90 and the sleeve 68. The passage 71 has an upstream end that opens into the first intake passage 60 and has a reduced air flow area as it progresses from upstream to downstream.

  Between the wall surface 68 a formed on the sleeve 68 and the wall surface 67 a formed on the wall portion 67, a diffuser 72 is formed as a passage extending outward in the radial direction of the rotation shaft 70. . The diffuser 72 has a constant opening width in a plane cross section in the direction along the axis of the rotation shaft 70. The upstream end of the diffuser 72 is connected to the downstream end of the passage 71. The downstream end of the diffuser 72 communicates with a passage 69 a formed in the outer wall 69, and the passage 69 a communicates with the upstream end of the second intake passage 61.

  In the turbocharger 63, the turbine wheel 86 of the turbine 64 is driven by the kinetic energy of the exhaust gas discharged from the exhaust manifold 12a to the exhaust pipe 45. The torque of the turbine wheel 86 is transmitted to the compressor wheel 90 via the rotating shaft 70. The compressor 65 compresses the air supplied from the first intake passage 60 to the second intake passage 61 when the compressor wheel 90 rotates. That is, the supercharging pressure of the turbocharger 63 is an air pressure corresponding to the rotational speed of the compressor wheel 90.

  Further, the turbocharger 63 in the present embodiment may be configured by a known variable capacity supercharger capable of changing the supercharging pressure of the second intake passage 61 by a variable nozzle mechanism. Hereinafter, a case where the turbocharger 63 is configured by a variable capacity supercharger will be described as an example.

  The variable nozzle mechanism is disposed near the center housing 52 of the turbine housing 54. The variable nozzle mechanism is fixed to a plurality of nozzles 86 a arranged at an exhaust inflow portion to the turbine wheel 86, a nozzle plate 56 that holds the nozzle 86 a so as to be swingable via a shaft 55, and an end portion of each shaft 55. And a unison ring 58 for rotating the shaft 55 through the arm 57. When the unison ring 58 is rotated, the arm 57 engaged with the unison ring 58 is swung around the shaft 55, and the opening degree of the nozzle 86 a is changed by the rotation of the shaft 55. The unison ring 58 is rotated from the outside of the turbocharger 63 via a link 59, and an arm 59 b fixed to the end of the rotation shaft 59 a of the link 59 is swung by an external actuator 87. Thus, the unison ring 58 engaged with the arm 59b can be rotated.

  The nozzle 86 a is configured to inject exhaust gas discharged from the exhaust manifold 12 a toward the turbine wheel 86. Here, the opening degree of the nozzle 86a means a cross-sectional area of a passage through which exhaust gas passes.

  In the turbocharger 63, the operation of the arm 59b is controlled by an actuator 87 so that the opening degree of the nozzle 86a changes. The turbocharger 63 is configured such that the flow rate of the exhaust gas flowing through the turbine housing 54 increases as the opening of the nozzle 86a decreases.

  The actuator 87 operates the arm 59b by adjusting the power such as air pressure, hydraulic pressure, or electromagnetic force. In the actuator 87, for example, a piston which is a movable member is operated by the air pressure of the air pressure chamber or the oil pressure of the oil pressure chamber. On the other hand, when electromagnetic force is used as motive power, the actuator 87 is constituted by a solenoid, for example. As described above, when the opening degree of the nozzle 86a of the turbocharger 63 is changed, the flow rate of the exhaust gas passing through the turbine housing 54 changes. Since the kinetic energy of the exhaust gas changes according to the change in the flow velocity, the rotational speeds of the turbine wheel 86 and the compressor wheel 90 change, and the actual supercharging pressure of the compressor 65 is changed. That is, the nozzle 86a constitutes a variable nozzle.

  Further, the second intake passage 61 is provided with an intercooler 73 and a throttle valve 18 from upstream to downstream in the air intake direction. The intercooler 73 performs heat exchange between the cooling water that cools the engine 1 and the intake air, thereby cooling the intake air and increasing the density of the air.

  The throttle valve 18 is configured to adjust the amount of intake air taken into the intake manifold 11a, and is configured by an electronically controlled on-off valve that can adjust its opening degree steplessly. The ECU 100 controls a throttle motor (not shown) of the throttle valve 18 to change the intake air passage area and adjust the intake air supply amount.

  Further, in the engine 1, blow-by gas containing unburned air-fuel mixture, burned combustion gas, and the like leaks from the combustion chamber 7 through the gap between the cylinder and the piston and into the crankcase. Therefore, the engine 1 includes a PCV (Positive Crankcase Ventilation) type blow-by gas recirculation device 48 that forcibly ventilates the inside of the crankcase in order to prevent deterioration of the engine oil.

  As shown in FIG. 1, the blowby gas recirculation device 48 has a blowby gas recirculation path 74 having one end connected to the cylinder head 10 and the other end connected to the first intake passage 60. 1 is recirculated to the intake passage 60. The blow-by gas recirculation path 74 is connected to the first intake passage 60 upstream from the compressor 65 and downstream from the connection portion of the EGR passage 79. Here, the blow-by gas recirculation device 48 and the blow-by gas recirculation path 74 according to the present embodiment constitute a second recirculation section and a second recirculation passage according to the present invention, respectively.

  The engine 1 has an exhaust manifold 12a connected to the combustion chamber 7 of each cylinder 5, and the exhaust gas generated in the combustion chamber 7 is discharged to the exhaust manifold 12a via the exhaust port. An exhaust pipe 45 is connected to the exhaust manifold 12 a via a turbine 64. The exhaust pipe 45 has an exhaust passage 43 formed therein. Further, the exhaust manifold 12a constitutes a part of the exhaust passage.

  The engine 1 further includes a high pressure EGR device 30. The high-pressure EGR device 30 is configured to recirculate a part of the exhaust gas in the exhaust manifold 12 a to the intake manifold 11 a without passing through the exhaust pipe 45. The high-pressure EGR device 30 lowers the combustion temperature of the combustion chamber 7 by returning the exhaust gas to the combustion chamber 7 of each cylinder 5, thereby reducing the amount of NOx generated in the engine 1.

  The high-pressure EGR device 30 has an EGR passage 34 that communicates the intake manifold 11a and the exhaust manifold 12a. The EGR passage 34 is provided with an EGR valve 32 that controls the flow rate of EGR gas. The EGR valve 32 is constituted by a known valve having, for example, an EGR valve driving means and a valve body. The EGR valve driving means is constituted by, for example, a step motor or a DC motor.

  The EGR valve 32 is configured such that the valve body is operated by controlling energization to the EGR valve driving means, and the flow passage area is changed. The high-pressure EGR device 30 can adjust the flow rate of exhaust gas (hereinafter referred to as high-pressure EGR gas) recirculated to the intake manifold 11 a via the EGR passage 34 by changing the opening degree of the EGR valve 32. That is, the high pressure EGR device 30 constitutes a high pressure EGR gas recirculation path (HPL: High Pressure Loop). Here, the high-pressure EGR device 30 and the EGR passage 34 according to the present embodiment constitute another reflux section and another reflux passage according to the present invention, respectively. Moreover, ECU100 and EGR valve 32 which concern on this Embodiment comprise the flow volume control part which concerns on this invention.

  Further, an oxidation catalyst converter (CCO: Catalytic Converter Oxidation) 75 as an exhaust purification device is provided on the exhaust pipe 45 downstream of the turbine 64. The oxidation catalytic converter 75 oxidizes and purifies HC (hydrocarbon) and CO (carbon monoxide) contained in the exhaust gas.

  Further, a particulate filter (DPF: Diesel Particulate Filter) 76 is provided downstream of the oxidation catalyst converter 75 in the exhaust pipe 45. The particulate filter 76 collects particulate matter (PM) contained in the exhaust gas, and reduces the amount of emission released into the atmosphere.

  Further, the exhaust pipe 45 is provided with an exhaust throttle valve 77 on the downstream side of the particulate filter 76. The exhaust throttle valve 77 is configured such that the exhaust gas flow area is adjusted by a throttle motor (not shown). And the exhaust throttle valve 77 controls the flow volume of the exhaust gas discharged | emitted in air | atmosphere by adjusting the distribution area of exhaust gas.

  Furthermore, the engine 1 according to the present embodiment includes a low pressure EGR device 78 that recirculates a part of the exhaust gas passing through the exhaust pipe 45 to the first intake passage 60. The low pressure EGR device 78 has an EGR passage 79 that recirculates a part of the exhaust gas flowing through the exhaust pipe 45 to the first intake passage 60. The low pressure EGR device 78 has an EGR valve 80 that controls the flow rate of the exhaust gas passing through the EGR passage 79. One end of the EGR passage 79 is connected between the particulate filter 76 and the exhaust throttle valve 77 in the exhaust pipe 45. The other end of the EGR passage 79 may be upstream or downstream of the connection portion of the blowby gas recirculation passage 74 connected to the first intake passage 60. That is, the low-pressure EGR device 78 and the EGR passage 79 according to the present embodiment constitute the first return section and the first return passage according to the present invention, respectively.

  Further, the EGR valve 80 includes an EGR valve driving means, a valve body, and the like, as is conventionally known. The EGR valve driving means is constituted by known driving means such as a step motor and a DC motor. The EGR valve 80 is configured such that the valve body operates and the flow passage area is changed by controlling the energization of the EGR valve driving means by the ECU 100. The low pressure EGR device 78 is configured such that exhaust gas in the exhaust pipe 45 is recirculated to the first intake passage 60 due to a pressure difference between the first intake passage 60 and the exhaust pipe 45. The low pressure EGR device 78 can adjust the flow rate of exhaust gas (hereinafter referred to as low pressure EGR gas) recirculated to the first intake passage 60 via the EGR passage 79 by changing the opening degree of the EGR valve 80. .

  That is, the low pressure EGR device 78 constitutes a low pressure EGR gas recirculation path (LPL: Low Pressure Loop). Then, the ECU 100 controls the opening degree of the EGR valve 80, thereby adjusting the flow rate of the exhaust gas recirculated to the first intake passage 60 via the EGR passage 79, so that the air taken into the compressor 65 The temperature of the air-fuel mixture such as blowby gas is changed. That is, the EGR valve 80 and the ECU 100 according to the present embodiment constitute a temperature control unit according to the present invention. Further, ECU 100 according to the present embodiment constitutes a control unit according to the present invention.

  Here, the exhaust gas pressure in the EGR passage 79 is lower than the exhaust gas pressure in the EGR passage 34. This is because the exhaust gas discharged from the combustion chamber 7 rotates the turbine 64, recovers energy, and further passes through the oxidation catalytic converter 75, the particulate filter 76, and the like, so that the EGR passage is in a low temperature and low pressure state. It is because it passes 79.

  Further, an EGR cooler 81 is provided between the EGR valve 80 and the exhaust pipe 45 in the EGR passage 79. The EGR cooler 81 cools the exhaust gas recirculated to the first intake passage 60 via the EGR passage 79. Specifically, the EGR cooler 81 cools the exhaust gas by exchanging heat between the cooling water for cooling the engine 1 and the exhaust gas.

  The cooling water of the engine 1 is discharged from a water pump (not shown) and supplied to the water jacket of the engine 1. A part of the cooling water is sent to the radiator and cooled, and then returned to the water pump. The ECU 100 adjusts the temperature of the exhaust gas to be cooled by adjusting the flow rate and the water temperature of the cooling water supplied to the EGR cooler 81. For example, the ECU 100 reduces the temperature of the exhaust gas by reducing the temperature of the cooling water supplied to the EGR cooler 81 or increasing the flow rate of the cooling water.

  As shown in FIG. 3, the vehicle on which the engine 1 is mounted includes an ECU 100 that constitutes a part of the control device according to the present invention. In addition, the vehicle includes a cooling water temperature sensor 21, an intake air temperature sensor 23, a pressure sensor 24, an A / F sensor 25, an exhaust temperature sensor 26, an accelerator opening sensor 29, a throttle opening sensor 27, an outside air temperature sensor 38, a valve opening. Degree sensors 82 to 84, a supercharging pressure sensor 85, and a vehicle speed sensor 88 are provided.

  The vehicle is further provided with an engine speed sensor 37 that detects the number of revolutions of the crankshaft of the engine 1 and outputs it as an engine speed, and an air flow meter 22 that outputs a detection signal corresponding to the intake air amount.

  The valve opening sensor 82 outputs a detection signal corresponding to the opening of the EGR valve 32 to the ECU 100. The valve opening sensor 83 outputs a detection signal corresponding to the opening of the EGR valve 80 to the ECU 100. The valve opening sensor 84 outputs a detection signal corresponding to the opening of the exhaust throttle valve 77 to the ECU 100. The cooling water temperature sensor 21 is disposed in a water jacket formed in the cylinder block of the engine 1, and outputs a detection signal corresponding to the cooling water temperature of the engine 1 to the ECU 100. The intake air temperature sensor 23 is disposed in the intake manifold 11a, and outputs a detection signal corresponding to the intake air temperature to the ECU 100. The pressure sensor 24 is disposed in the intake manifold 11a and outputs a detection signal corresponding to the intake pressure to the ECU 100. The supercharging pressure sensor 85 outputs a detection signal corresponding to the air pressure between the turbocharger 63 and the intercooler 73, that is, the supercharging pressure P3, to the ECU 100.

  The A / F sensor 25 is disposed upstream of the oxidation catalytic converter 75 in the exhaust pipe 45, and outputs a detection signal corresponding to the oxygen concentration in the exhaust gas to the ECU 100. The exhaust temperature sensor 26 is disposed downstream of the particulate filter 76 in the exhaust pipe 45, and outputs a detection signal corresponding to the temperature of the exhaust gas to the ECU 100. The outside air temperature sensor 38 outputs a signal representing the outside air temperature to the ECU 100.

  The ECU 100 includes a CPU (Central Processing Unit) 101, a ROM (Read Only Memory) 102, a RAM (Random Access Memory) 103, a backup RAM 104, and the like.

  The ROM 102 stores various control programs for controlling the fuel injection amount and fuel injection timing by the injector 15, the opening degree of the throttle valve 18, the temperature and flow rate of the cooling water supplied to the EGR cooler 81, and various controls for these. A map to be referred to when executing the program is stored. Further, the ROM 102 calculates the recirculation amount and recirculation ratio of the exhaust gas by the low pressure EGR device 78 and the high pressure EGR device 30, and based on the calculation results, the opening degrees of the EGR valves 32 and 80 and the opening degree of the exhaust throttle valve 77. A program and a map for controlling are stored. Further, the ROM 102 stores a program for controlling the actuator 87, a map, and the like in order to control the supercharging pressure by the turbocharger 63.

  The CPU 101 executes various arithmetic processes based on various control programs and maps stored in the ROM 102. In addition, the RAM 103 temporarily stores calculation results by the CPU 101, data input from the above-described sensors, and the like. The backup RAM 104 is configured by a nonvolatile memory, and stores data to be saved when the engine 1 is stopped, for example. The CPU 101, ROM 102, RAM 103, and backup RAM 104 are connected to each other via a bus 107, and are connected to an input interface 105 and an output interface 106.

  Detection signals are input to the input interface 105 from the above-described sensors. Further, a signal for controlling the throttle valve 18, the EGR valves 32 and 80, the injector 15, the EGR cooler 81 and the exhaust throttle valve 77 is output from the output interface 106.

  Next, the operation of the vehicle in the present embodiment will be described.

  When the vehicle in the present embodiment sucks air through the air cleaner 62 and the first intake passage 60, the vehicle is compressed by the turbocharger 63 and supplied to the intake manifold 11 a through the second intake passage 61 and the intercooler 73. In the engine 1, fuel is injected from the injector 15 and burned in the combustion chamber 7.

  A part of the exhaust gas discharged from the combustion chamber 7 of the engine 1 to the exhaust manifold 12a is discharged into the exhaust pipe 45 and purified by the oxidation catalytic converter 75 and the particulate filter 76, and then the exhaust throttle valve 77. And released into the atmosphere through the main muffler.

  A part of the exhaust gas discharged to the exhaust manifold 12a is returned to the intake manifold 11a by the high pressure EGR device 30. Part of the exhaust gas that has passed through the oxidation catalyst converter 75 and the particulate filter 76 is returned to the first intake passage 60 by the low-pressure EGR device 78. Further, the blowby gas leaking from the combustion chamber 7 is recirculated to the first intake passage 60 via the blowby gas recirculation path 74. Therefore, the air sucked into the compressor 65 means an air-fuel mixture containing exhaust gas and blow-by gas.

  On the other hand, the ECU 100 executes various controls as described below using signals input from various sensors, programs and maps stored in advance.

  ECU 100 obtains a target value of driving force in the vehicle using a detection signal of the vehicle speed and the accelerator opening, and a map stored in advance. Further, the ECU 100 calculates a target engine torque based on the target value of the driving force, the gear ratio of the power transmission device, and the like, the target value of the fuel injection amount by the injector 15, the target value of the fuel injection timing by the injector 15, the engine 1 The target value of the intake air amount in the intake manifold 11a is obtained. The output interface 106 outputs a signal for controlling the opening degree and the opening timing of the injector 15 based on the target value of the fuel injection amount by the injector 15 and the target value of the fuel injection timing by the injector 15.

  Further, the ECU 100 determines a target value for the fresh air intake air amount and a target value for the exhaust gas recirculation amount based on the target value for the intake air amount in the engine 1. Here, the target value of the fresh air intake air amount means the target value of the intake air amount supplied to the intake manifold 11a via the air cleaner 62, and the target value of the exhaust gas recirculation amount means the EGR passage 34. , 79 and the target value of the total amount of exhaust gas recirculated to the intake manifold 11a.

  Further, the ECU 100 determines the ratio of the exhaust gas recirculation amount shared between the high pressure EGR device 30 and the low pressure EGR device 78 with respect to the exhaust gas recirculation amount recirculated to the intake manifold 11a.

  Specifically, the ECU 100 stores a recirculation mode switching map in the ROM 102 for obtaining a shared state of the recirculation amount of the exhaust gas by the high pressure EGR device 30 and the low pressure EGR device 78. The recirculation mode switching map is for selecting a recirculation route of the exhaust gas when the compression efficiency of the compressor 65 is equal to or higher than a predetermined value. For example, the high pressure EGR device 30 uses the engine speed and the engine load as parameters. And the sharing state of the recirculation amount of the exhaust gas in the low pressure EGR device 78 is defined. The compression efficiency of the compressor 65 will be described later.

  In this recirculation mode switching map, both the high-pressure EGR device 30 and the low-pressure EGR device 78 are used, and the exhaust gas is recirculated using the high-pressure EGR device 30 without using the low-pressure EGR device 78. A second mode in which the gas is recirculated and a third mode in which the exhaust gas is recirculated using the low pressure EGR device 78 without using the high pressure EGR device 30 are set. Each mode is set with the engine speed and engine load (throttle opening) as parameters.

  Then, when the exhaust gas is recirculated, the ECU 100 refers to the recirculation mode switching map and executes control in any one of the first mode, the second mode, and the third mode. Since the reflux mode switching map is well known, illustration is omitted.

  Further, the ECU 100 calculates the target opening degree of the EGR valves 32 and 80 based on the share ratio of the exhaust gas recirculation amount in the high pressure EGR device 30 and the low pressure EGR device 78. Further, the ECU 100 controls the opening degree of the exhaust throttle valve 77 based on the shared state of exhaust gas recirculation in the low pressure EGR device 78. Here, the ECU 100 narrows the opening of the exhaust throttle valve 77 as the share of the recirculation amount in the low pressure EGR device 78 increases.

  Further, ECU 100 calculates a target boost pressure based on the target engine speed and the target engine torque. Then, the ECU 100 controls the supercharging pressure of the turbocharger 63 by changing the opening degree of the nozzle 86a based on the calculated target supercharging pressure.

  In this case, when controlling the opening degree of the nozzle 86a, the ECU 100 detects a deviation between the target supercharging pressure and the actual supercharging pressure, and feedback-controls the control value for the actuator 87 so as to make the deviation as small as possible. To do. As the control value of the actuator 87, hydraulic pressure, pneumatic pressure, electromagnetic force, etc. for operating the arm 59b are used.

  In the present embodiment, ECU 100 executes PID control including proportional operation (Proportional), integral operation (Integral), and differential operation (Differential) as feedback control.

  By the way, the engine 1 is configured to return the blow-by gas to the first intake passage 60 through the blow-by gas return path 74. When the air-fuel mixture containing exhaust gas and blow-by gas is compressed by the compressor 65, the temperature rises. Then, in the compressor 65, the oil in the blow-by gas that flows in evaporates. When the oil evaporates, the insoluble component (suit) becomes highly viscous, and the oil containing the insoluble component may adhere to the diffuser 72 and accumulate.

  Specifically, after the oil in the blow-by gas adheres to the wall surfaces 67a and 68a, the oil component is evaporated by the high-temperature exhaust gas, resulting in a highly viscous deposit. If deposits with increased viscosity are deposited on the wall surfaces 67a and 68a, the flow area of the diffuser 72 may be narrowed and compression efficiency may be reduced. Here, the compression efficiency of the compressor 65 is a value represented by the relationship between the rotational speed of the compressor wheel 90 and the amount of compressed air obtained by the rotation of the compressor wheel 90. When the compression efficiency of the compressor 65 decreases, the amount of compressed air decreases and the supercharging pressure decreases even though the rotation speed of the compressor wheel 90 does not change.

  Therefore, the ECU 100 determines the compression efficiency of the compressor 65 by the following two methods. The first determination method is to determine the compression efficiency of the compressor 65 from the deviation between the target boost pressure P3tgt and the actual boost pressure P3 obtained from the detection signal of the boost pressure sensor 85. In this case, when the deviation between the target boost pressure P3tgt and the actual boost pressure P3 is equal to or greater than a predetermined value (predetermined deviation), the ECU 100 determines that the compression efficiency of the compressor 65 is a predetermined value (predetermined efficiency). ). The predetermined value (predetermined deviation) is stored in advance in the ROM 102 as a threshold value for determining whether or not the compression efficiency of the compressor 65 is reduced.

  Further, in the second determination method, when performing feedback control for bringing the actual supercharging pressure P3 closer to the target supercharging pressure P3tgt, among the control values for operating the arm 59b, the I term representing the learning control amount is a predetermined value. When the value becomes larger, it is determined that the compression efficiency of the compressor 65 is lower than a predetermined value (predetermined efficiency). Thus, ECU 100 and supercharging pressure sensor 85 according to the present embodiment constitute a compression efficiency determination unit according to the present invention.

  When the ECU 100 determines that the compression efficiency of the compressor 65 is lower than a predetermined value (predetermined efficiency) by the first and second determination methods, the ECU 100 adheres to the wall surfaces 67a and 68a. Execute deposit cleaning mode to clean and remove deposits. In this deposit cleaning mode, the first cleaning mode in which the exhaust gas recirculation ratio passing through the EGR passage 79 is reduced to a predetermined value or less, and the temperature of the exhaust gas recirculating to the suction side of the compressor 65 through the EGR passage 79 is lowered. A second cleaning mode.

  In the first cleaning mode, the ECU 100 controls to reduce the amount of exhaust gas recirculated to the compressor 65 via the EGR passage 79, or to suppress recirculation of exhaust gas to the compressor 65 via the EGR passage 79. Is supposed to run. That is, in the first cleaning mode, the ECU 100 controls the EGR valve 80 to reduce the amount of exhaust gas passing through the EGR passage 79 regardless of the mode set in the recirculation mode switching map, or The reflux path is switched from the EGR passage 79 to the EGR passage 34.

  The amount of decrease in the amount of exhaust gas passing through the EGR passage 79 is set in advance using the engine speed and the engine load (throttle opening) as parameters. Here, this decrease amount may be corrected according to the control value for the actuator 87. Alternatively, this reduction amount may be determined in advance as a constant value.

  Further, when the ECU 100 performs control in the first cleaning mode, the reduced amount of exhaust gas recirculated to the compressor 65 via the EGR passage 79 is used as the amount of exhaust gas recirculated to the intake manifold 11a via the EGR passage 34. The opening degree of the EGR valve 32 is controlled so as to compensate for the increase. The correspondence between the increase amount of the exhaust gas amount in the EGR passage 34 and the opening degree of the EGR valve 32 is determined in advance by a map. This increase amount may be corrected according to a control value for the actuator 87. Or this increase amount may be predetermined as a fixed value.

  The first cleaning mode is performed from a point in time when it is determined that the compression efficiency of the compressor 65 is lower than a predetermined value, for a predetermined period of time or while the vehicle travels a predetermined distance. ing.

  Note that the ECU 100 sets the EGR passage 79 or the EGR passage 34 so as to satisfy the target value of the amount of exhaust gas recirculated to the intake manifold 11a even after switching to the first cleaning mode from the control based on the recirculation mode switching map. Thus, the actual amount of exhaust gas recirculated to the intake manifold 11a is controlled. That is, ECU 100 and EGR valve 32 in the present embodiment constitute a flow rate control unit according to the present invention.

  As described above, when the ECU 100 executes the control in the first cleaning mode, the amount of exhaust gas sucked into the compressor 65 decreases, so that the temperature rise of the air-fuel mixture in the compressor 65 is suppressed. As a result, the evaporation of oil passing through the compressor 65 is suppressed, the amount of oil passing through the diffuser 72 as a liquid increases, and the deposit is washed away by the oil. Therefore, the deposit accumulated in the diffuser 72 can be removed, and the compression efficiency of the compressor 65 is increased.

  The control in the first cleaning mode is executed as shown in the time chart of FIG. In this time chart, the horizontal axis represents time, and the vertical axis represents compressor efficiency. The ECU 100 executes control using the low-pressure EGR device 78 before time t1. At this time, the exhaust gas recirculates to the intake manifold 11a via both the EGR passage 34 and the EGR passage 79. Further, before the time t1, the amount of deposit accumulated in the diffuser 72 is increasing, and the compression efficiency (compressor efficiency) of the compressor tends to decrease.

  When ECU 100 determines that the compression efficiency of the compressor has decreased below a predetermined value at time t1, ECU 100 uses low pressure EGR device 78 that recirculates exhaust gas to intake manifold 11a via EGR passage 34 and blocks EGR passage 79. Do not control. Thereby, after time t1, the deposit is removed by the oil, and the compression efficiency of the compressor 65 is increased. When ECU 100 determines that the compression efficiency of compressor 65 has recovered to a predetermined value or higher at time t2, ECU 100 executes control using low pressure EGR device 78.

  Next, the second cleaning mode will be described. The ECU 100 at least one of increasing the flow rate of the cooling water that cools the exhaust gas by the EGR cooler 81 and lowering the temperature of the cooling water that cools the exhaust gas by the EGR cooler 81 as the second cleaning mode. Execute the control. The adjustment of the flow rate of the cooling water to the EGR cooler 81 is performed, for example, by the ECU 100 controlling the opening degree of a valve installed on the upstream side or the downstream side of the EGR cooler 81. The temperature of the cooling water is reduced by increasing the ratio of the cooling water supplied to the radiator, for example.

  When the control of the second cleaning mode is performed, the temperature of the air-fuel mixture sucked into the compressor 65 decreases, and deposits adhering to the diffuser 72 are washed away by the same action as when the first cleaning mode is executed. The compression efficiency of the compressor 65 is improved. ECU 100 may execute the control of the first cleaning mode and the second cleaning mode together.

  Further, ECU 100 determines whether or not the compression efficiency of compressor 65 has recovered to a predetermined value or higher after performing at least one of the control in the first cleaning mode and the control in the second cleaning mode. When ECU 100 determines that the compression efficiency of compressor 65 has recovered to a predetermined value or higher, ECU 100 stops all the controls in the first cleaning mode or the second cleaning mode that are being executed regardless of whether or not the predetermined time has elapsed. .

  Further, the ECU 100 is configured to correct a part of the PID control on the condition that the compression efficiency of the compressor 65 is lower than a predetermined value. Hereinafter, this correction will be described with reference to FIG. In the time chart of FIG. 5, the horizontal axis represents time, and the vertical axis represents the amount of deposit attached to the diffuser 72 and the value of the I term. This deposit amount is obtained indirectly from the compressor efficiency determined by the ECU 100. The ECU 100 executes control for causing the vehicle to normally travel before time t1. The normal running means that control based on the recirculation mode switching map is performed in order to recirculate the exhaust gas to the intake manifold 11a. Prior to time t1, the deposit amount and the value of the I term in PID control tend to increase.

  When ECU 100 determines that the compression efficiency of compressor 65 has decreased below a predetermined value at time t1, ECU 100 starts executing the cleaning mode. This cleaning mode means a deposit cleaning mode in which the deposit in the diffuser 72 is removed. ECU 100 does not perform learning control after time t1. Further, when ECU 100 determines that the compression efficiency of compressor 65 has recovered to a predetermined value or higher at time t2, ECU 100 switches from the cleaning mode to the control that performs normal traveling.

  Then, the ECU 100 changes from no learning control to learning control after time t2 when the compression efficiency of the compressor 65 is recovered to a predetermined value or more. Further, when starting learning control at time t2, ECU 100 uses a value obtained by subtracting a predetermined amount from the value of I term before time t1, as indicated by the solid line, as the value of I term used for PID control. It has become.

  Further, a comparative example in which the value of the I term is not reduced by a predetermined value at time t2 is indicated by a broken line. In this comparative example, when there is a difference between the change amount of the I term of the control value and the change amount of the supercharging pressure of the compressor, the I term of the control value is returned to a normal state before the deposit is attached. It means that it takes time to return.

  When the turbocharger 63 is not a variable capacity turbocharger, the ECU 100 omits the PID control and the correction for the PID control.

  Next, the operation of the control device according to the present embodiment will be described.

  FIG. 6 is a flowchart for explaining the control of the control device according to the embodiment of the present invention. Note that the following processing is executed at predetermined time intervals by the CPU 101 constituting the ECU 100 and realizes a program that can be processed by the CPU 101.

  First, the ECU 100 detects the engine load and the engine speed, and executes control based on the normal mode determined by the recirculation mode switching map (step S1). Here, it is assumed that the exhaust gas is recirculated through the EGR passage 34 and the EGR passage 79 based on the first mode in the normal mode.

  Then, ECU 100 determines whether or not the compression efficiency of compressor 65 is lower than a predetermined value by the method described above (step S2). When ECU 100 determines that the compression efficiency of compressor 65 is lower than the predetermined value (YES in step S2), it proceeds to step S3 and executes the deposit cleaning mode. Thereby, the deposit adhering to the diffuser 72 is washed away by the oil, and the compression efficiency of the compressor 65 is improved.

  On the other hand, if ECU 100 determines in step S2 that the compression efficiency of compressor 65 is equal to or greater than a predetermined value (NO in step S2), ECU 100 proceeds to START regardless of whether turbocharger 63 is a variable displacement type or not. .

  Next, when the deposit cleaning mode is executed in step S3, the ECU 100 proceeds to step S4 and determines whether or not the compression efficiency of the compressor 65 has been recovered to a predetermined value. When ECU 100 determines that the compression efficiency of compressor 65 has not recovered to a predetermined value (NO in step S4), ECU 100 returns to step S3.

  On the other hand, if the ECU 100 determines that the compressor efficiency has recovered to the predetermined value (YES in step S4), the ECU 100 proceeds to step S5, executes control to reduce the I term of the PID control by a predetermined value, and then starts START. Migrate to

  If the turbocharger 63 is not a variable capacity turbocharger, the ECU 100 proceeds to START without performing the control of step S5 if it determines YES in step S4.

  As described above, the control device in the present embodiment reduces the temperature of the air-fuel mixture sucked into the compressor 65 when deposits adhere to the compressor 65 and the compression efficiency of the compressor 65 falls below a predetermined value. Can be made. Thereby, the oil contained in the air-fuel mixture whose temperature has been lowered passes through the compressor 65 in a liquid state without evaporating. For this reason, the deposit adhering to the compressor 65 can be washed away with oil, and the compression efficiency of the compressor 65 is recovered. Moreover, since the deposit adhering to the compressor 65 can be removed, it is not necessary to provide another member in order to remove the deposit. Therefore, the control device in the present embodiment can suppress an increase in the number of parts and suppress an increase in manufacturing cost.

  Further, the control device in the present embodiment can reduce the temperature of the air-fuel mixture compressed by the compressor 65 by reducing the flow rate of the exhaust gas sucked into the compressor 65 via the EGR passage 79.

  Moreover, in the exhaust gas circulation device described in Patent Document 2 described above, the exhaust gas recirculated to incinerate the turbine-side deposit is reduced. For this reason, the necessary exhaust gas recirculation amount is not maintained, and exhaust emission may be deteriorated. In contrast, the control device in the present embodiment can increase the flow rate of the exhaust gas recirculated through the EGR passage 34 even if the flow rate of the exhaust gas recirculated through the EGR passage 79 is decreased. The flow rate of the exhaust gas recirculated to the combustion chamber 7 can be maintained, and deterioration of exhaust emission can be suppressed.

  Further, since the control device in the present embodiment cools the exhaust gas passing through the EGR passage 79 by heat exchange with the cooling water that cools the engine 1, the temperature of the air-fuel mixture sucked into the compressor 65 is reduced. Can do.

  In addition, the control device in the present embodiment reduces the temperature of the air-fuel mixture sucked into the compressor 65 and removes the deposit adhering to the compressor 65, and then the compression efficiency of the compressor 65 is restored to a predetermined value. As a result, the learning control amount in the feedback control can be reduced, so that the followability of the actual supercharging pressure with respect to the target supercharging pressure of the compressor 65 can be improved.

  In addition, the control device according to the present embodiment determines whether the compression efficiency of the compressor 65 has decreased below a predetermined value based on the deviation between the target boost pressure when the compressor 65 compresses air and the actual boost pressure. It can be determined whether or not.

  Further, in the control device according to the present embodiment, the learning control amount of the feedback control with respect to the opening degree of the nozzle 86a performed to reduce the deviation between the target supercharging pressure and the actual supercharging pressure in the compressor 65 is a predetermined value or more. As a condition, it can be determined that the compression efficiency of the compressor 65 has decreased below a predetermined value.

  In the above description, the case where the ECU 100 executes the control based on the first mode in the normal mode has been described. However, as described below with reference to FIG. 7, the normal mode is based on the third mode. Control may be performed. In this case, the ECU 100 performs control (LPL-EGR) to recirculate the exhaust gas by the low pressure EGR device 78 based on the third mode before the time t1 shown in FIG. In the third mode, the exhaust gas is recirculated to the intake side of the compressor 65 via the EGR passage 79, while the exhaust gas is not recirculated to the intake manifold 11a via the EGR passage 34.

  When the compression efficiency of the compressor 65 falls below a predetermined value at time t1, the ECU 100 switches to a cleaning mode (HPL-EGR, LPL-EGR) in which exhaust gas is recirculated by the low pressure EGR device 78 and the high pressure EGR device 30. Here, the ECU 100 sets the EGR valves 32 and 80 so that the actual exhaust gas recirculation amount satisfies the required EGR amount (target value of the recirculated exhaust gas) even after switching from the third mode to the cleaning mode. Control the opening. Therefore, it is possible to avoid deterioration (increase) in the exhaust emission of the engine 1.

  In the above description, the ECU 100 has been described as performing PID control when controlling the supercharging pressure of the turbocharger 63. However, the present invention is not limited to this, and the ECU 100 determines a learning control amount such as PI control. The feedback control to be used may be executed.

  In the above description, an example in which the engine 1 is a diesel engine has been described. However, the engine 1 may be a gasoline engine, an LPG engine, a methanol engine, or the like. For example, when an EGR device is provided in a gasoline engine, it is possible to reduce the pumping loss during the intake of the engine air and to reduce the fuel consumption rate.

  Moreover, although the control apparatus in embodiment of this invention has demonstrated the in-cylinder injection type engine in which a fuel is directly injected into the combustion chamber 7 as the engine 1, the engine 1 injects a fuel into a suction port. An engine configured as described above may be used.

  In addition, the control device according to the embodiment of the present invention may be applied to a vehicle in which an engine and an electric motor are connected to wheels so that power can be transmitted, that is, a hybrid vehicle.

  Moreover, the layout of the LPL-EGR system in the embodiment of the present invention is an example. For example, SCR (Selective Catalytic Reduction), NSR (NOx Storage Reduction), or the like may be used as a catalyst for exhaust gas that has passed through the turbine 64. Further, the configuration of the centrifugal compressor (turbocharger 63) shown in FIG. 2 is an example, and is not limited to this configuration.

  As described above, the control device according to the present invention has an effect that the deposit attached to the compressor of the turbocharger can be removed without providing a separate member in the vehicle having the turbocharger and the blow-by gas recirculation device. It is useful for a control device of an internal combustion engine.

1 engine (internal combustion engine)
5 cylinder 7 combustion chamber 11a Intake manifold (intake passage)
12a Exhaust manifold (exhaust passage)
18 Throttle valve 21 Cooling water temperature sensor 22 Air flow meter 24 Pressure sensor 29 Accelerator opening sensor 30 High pressure EGR device (another recirculation part)
32 EGR valve (flow control unit)
34 EGR passage (another recirculation passage)
38 Outside air temperature sensor 43 Exhaust passage 45 Exhaust pipe 48 Blow-by gas recirculation device (second recirculation section)
60 First intake passage (intake passage)
61 Second intake passage (intake passage)
63 Turbocharger (supercharger)
64 Turbine 65 Compressor 72 Diffuser 74 Blow-by gas recirculation path (second recirculation path)
78 Low pressure EGR device (first reflux unit)
79 EGR passage (first reflux passage)
80 EGR valve (temperature controller)
81 EGR cooler 85 Supercharging pressure sensor (compression efficiency judgment part)
86 Turbine wheel 86a Nozzle 87 Actuator 90 Compressor wheel 100 ECU (control device, control unit, temperature control unit, flow rate control unit, compression efficiency judgment unit)

Claims (6)

A first recirculation portion for recirculating a part of the exhaust gas discharged from the combustion chamber of the internal combustion engine to the intake passage through the first recirculation passage; and a blow-by gas leaking from the combustion chamber of the internal combustion engine for a second Compressing an air-fuel mixture including a second recirculation portion that recirculates to the suction passage through a recirculation passage, an exhaust gas recirculated from the first recirculation portion, and a blow-by gas recirculated from the second recirculation portion; A control device for an internal combustion engine, comprising: a supercharger that supplies the combustion chamber of the internal combustion engine;
By reducing the flow rate of exhaust gas recirculated to the intake passage through the first recirculation passage, temperature controlled from the suction passage to reduce the temperature of the mixture to be sucked into the supercharger A control unit;
A compression efficiency determination unit for determining the compression efficiency of the air-fuel mixture by the supercharger;
A control unit that lowers the temperature of the air-fuel mixture sucked into the supercharger from the suction passage to the temperature control unit on condition that the compression efficiency of the supercharger is equal to or less than a predetermined value, A control apparatus for an internal combustion engine, comprising: Part of the exhaust gas discharged from the combustion chamber of the internal combustion engine is recirculated from the exhaust passage upstream of the supercharger to the intake passage downstream of the supercharger via another recirculation passage. Another reflux part,
A flow rate control unit for controlling the flow rate of exhaust gas recirculated to the combustion chamber via the another recirculation passage;
The control unit is configured to perform the combustion via the other recirculation passage on the condition that the flow rate of the exhaust gas recirculated to the intake passage via the first recirculation passage is reduced by the temperature control unit. 2. The control device for an internal combustion engine according to claim 1, wherein the flow rate control unit is controlled to increase a flow rate of exhaust gas recirculated to the chamber . The temperature control unit cools the exhaust gas passing through the first recirculation passage by heat exchange with cooling water that cools the internal combustion engine, so that the air-fuel mixture sucked into the supercharger from the suction passage. The internal combustion engine control device according to claim 1 , wherein the temperature of the internal combustion engine is reduced . The supercharger has a turbine that rotates by the kinetic energy of exhaust gas, and a nozzle that can adjust the kinetic energy of the exhaust gas according to the opening degree,
The control unit performs feedback control to change the opening of the nozzle using a learning control amount so as to reduce a deviation between a target supercharging pressure of the supercharger and an actual supercharging pressure, and On the condition that the compression efficiency of the charger is lower than a predetermined value, the temperature of the air-fuel mixture sucked into the supercharger from the suction passage is lowered, and then the compression efficiency of the supercharger reaches the predetermined value. The control device for an internal combustion engine according to any one of claims 1 to 3 , wherein a learning control amount in the feedback control is decreased on the condition that the recovery has occurred . The compression efficiency determination unit determines whether or not the compression efficiency of the supercharger has decreased below a predetermined value based on a deviation between a target supercharging pressure of the supercharger and an actual supercharging pressure. The control device for an internal combustion engine according to any one of claims 1 to 4 , wherein the control device is an internal combustion engine. The supercharger has a turbine that rotates by the kinetic energy of exhaust gas, and a nozzle that can adjust the kinetic energy of the exhaust gas according to the opening degree,
The control unit performs feedback control to change the opening of the nozzle using a learning control amount so as to reduce a deviation between a target supercharging pressure of the supercharger and an actual supercharging pressure,
The compression efficiency determination unit determines that the compression efficiency of the supercharger is lower than a predetermined value on condition that a learning control amount in the feedback control is equal to or greater than a predetermined value. The control apparatus for an internal combustion engine according to any one of claims 4 to 4 .

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