JPH01177418A - Fail-safe controller for internal combustion engine with turbocharger - Google Patents

Abstract

PURPOSE:To prevent the seizure of a turbocharger even if a trouble occurs in the cooling system of the turbocharger by controlling an engine to lower the power of the engine when cooling water temperature at the down stream of the turbocharger is higher than predetermined level. CONSTITUTION:ECU 9 controls a fuel injection valve 12 and an ignition 31 respectively and also it controls a turbocharger 4 via a solenoid valve 32 based on each detected signal from several kinds of sensors 8, 10, 11, 17, 18 such as an engine cooling water temperature sensor 14 which detect the operating state of an engine 1. Meantime, ECCU 15 controls a water pump 20 and a plurality of fan driving means 29, 30 respectively based on each signal detected by the an engine cooling water temperature sensor 14, a lubricating oil tempera ture sensor 16 and a turbocharger cooling water temperature sensor 24. In this case, when turbocharger cooling water temperature is higher than a predeter mined level, ECU 9 is controlled by ECCU 15 to lower the power of the engine 1.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a fail-safe control device for an internal combustion engine with a turbocharger. The present invention relates to a fail-safe control system for a turbocharged internal combustion engine that can prevent the occurrence of turbocharger seizure.

(Prior Art and its Problems) Some internal combustion engines have a turbocharger installed in the intake passage of the engine in order to cope with higher engine output.

Conventionally, in this type of turbocharged engine,
As a turbocharger cooling device for controlling the turbocharger temperature, a turbocharger cooling system is provided independent of the engine forced cooling system, and a pump for supplying cooling water to the turbocharger is installed in the turbocharger cooling system, A device is known that cools a turbocharger by operating the pump according to the temperature of the cooling water in the cooling system (for example, Utility Model Application No. 59-1050).
Publication No. 29).

According to this conventional device, when the turbocharger cooling system is operating normally, it is possible to prevent seizure of the turbocharger. In other words, when a turbocharger reaches a high temperature of, for example, 220 to 230 degrees Celsius, the lubricating performance deteriorates due to carbonization of the lubricating oil, and the seal ring for the turbine shaft tends to seize. By circulating the turbocharger temperature, it is possible to control the turbocharger temperature to be below the temperature at which seizure occurs.

However, in the conventional device described above, which detects the water temperature and drives the pump when the water temperature is high, for example, if the pump breaks down or if the cooling water is not circulated during high engine load, the turbo engine will be activated. As a result, if the temperature of the turbocharger reaches around 220° C., there is a strong possibility that seizure or the like will occur. In particular, 2
The possibility of seizure at around 20° C. is highest in the seal ring portion described above, and if such seizure occurs, the turbocharger will be locked. Therefore, in the prior art, failure of the turbocharger cooling system also causes the turbocharger body to become inoperable.

(Object of the Invention) The present invention has been made in view of the above-mentioned points, and even if a failure occurs in the turbocharger cooling system, it is possible to provide a fail-safe against this, thereby preventing seizure of the turbocharger. An object of the present invention is to provide a fail-safe control device for an internal combustion engine with a turbocharger, which can prevent the above from occurring.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a turbocharger, a cooling system for the turbocharger that is independent of an internal combustion engine cooling system for cooling the turbocharger, and a cooling system for the turbocharger that is independent of an internal combustion engine cooling system for cooling the turbocharger. a pump that is provided in the charger cooling system and is controlled according to the operating state of the engine and circulates cooling water to cool the turbocharger; and a sensor that detects the temperature of the cooling water downstream of the turbocharger in the turbocharger cooling system. The fail-safe control device for a turbocharged internal combustion engine is provided with an engine output reducing means for reducing the output of the engine when the cooling water temperature value detected by the sensor is equal to or higher than a predetermined value.

(Example) Hereinafter, one embodiment of the present invention will be described with reference to the drawings.

FIG. 1 is an overall configuration diagram of a fuel supply control device for an internal combustion engine equipped with a water-cooled turbocharger to which the control device of the present invention is applied. Reference numeral 1 in the figure indicates, for example, a six-cylinder internal combustion engine, and an intake pipe 2 is connected to the upstream side of the engine 1, and an exhaust pipe 3 is connected to the downstream side. 4 is interposed.

The intake pipe 2 is provided with an air cleaner 5, an intercooler 6, and a throttle valve 7 in this order from the upstream side.

A throttle valve opening (0 n) sensor 8 is connected to the throttle valve 7 to convert the valve opening of the throttle valve 7 into an electrical signal and send it to an electronic control unit (hereinafter referred to as rECUJ) 9. .

On the other hand, the intake pipe absolute pressure (Pi
l^) A sensor lO is provided, and an absolute pressure signal converted into an electrical signal by this Pa^ sensor lO is sent to the ECU 9. In addition, downstream of that, the intake temperature (T^
) A sensor 11 is attached, which detects the intake air temperature T^ and outputs a corresponding electric signal to supply it to the ECU 9.

A fuel injection valve 12 is provided in the intake pipe 2 between the engine 1 and the throttle valve 7. This fuel injection valve 12 is provided for each cylinder slightly upstream of the intake valve 13 of the intake pipe 2 (only two are shown), and each injection valve 12 is connected to a fuel pump (not shown) and is electrically connected to the ECU 9. The fuel injection valve opening time, that is, the fuel supply amount is controlled by a signal from the ECU 9.

The engine cooling water temperature sensor (rT) is installed on the engine 1 body.
This TwP sensor 14 consists of a thermistor, etc., and is inserted into the circumferential wall of the engine cylinder filled with cooling water, and transmits the detected water temperature signal to E.
It is supplied to the CU 9 and a cooling electronic control unit (hereinafter referred to as rECCUJ) 15, which will be described later.

In addition, a lubricating oil temperature sensor (r'l"on, hereinafter referred to as sensor J) 1 is installed in the main body of the engine 1 to detect the lubricating oil temperature.
6 is provided, and the detected oil temperature signal is sent to the ECCU1 5.
supply to.

Engine speed sensor (hereinafter referred to as rNe sensor) 1
7 is attached around the camshaft or crankshaft (not shown) of the engine l, and outputs the TDC signal, that is, the engine l.
One pulse is output at a predetermined crank angle position every 180'' rotation of the crankshaft, and this pulse is supplied to EC:U9.

02 sensors 18, 18 are attached to the exhaust pipe 3 immediately downstream of the engine I, detect the oxygen concentration in the exhaust gas, and supply the detected value signal to the ECU 9. Also, exhaust pipe 3
A three-way catalyst 19 is disposed downstream of the turbocharger 4 to purify IC, Go, and NOx components in the exhaust gas.

The turbocharger 4 is of a variable capacity type as described later, and the turbocharger 4 includes a water pump 20.
and a conduit 22 with a subradiator 21 interposed therebetween. That is, water pump 20, subradiator 2
1 and the pipe 22 constitute a water-cooled turbocharger cooling system 23 that is separate from an engine cooling system (not shown), and the cooling water supplied by the cooling system 23 is used to cool the turbocharger 4. A water jacket 57 (Fig. 3) formed in the lubrication part casing 43, which will be described later.
The turbocharger 4 is cooled by circulating the air inside. Further, the pipe line 22 is branched and placed inside the intercooler 6, and cools the intake air passing through the intercooler 6. Immediately downstream of the turbocharger 4 in the turbocharger cooling system 23 is a turbocharger cooling water temperature sensor (hereinafter referred to as rTwy sensor J).
24 is provided, and the detected water temperature signal is sent to the ECCU1.
Supply to 5. Furthermore, an ignition switch (detection means) 25 is connected to the ECCU1 5.

On/off signals are supplied.

As shown in FIG. 2, inside the engine room 26 are a radiator fan 27 located at the front of the engine room that blows air in the front and rear directions, and a bonnet fan 28 that is located at the upper rear of the engine room and blows air downward. It is arranged. The radiator fan 27 is driven by a first electric motor 29 and can be rotated forward or backward and its strength can be adjusted, and the bonnet fan 28 is driven by a second electric motor 30.

The ECU 9 operates when the engine 1 is in operation, determines the operating state of the engine 1 based on input signals from the various sensors mentioned above, and adjusts the fuel consumption characteristics, acceleration characteristics, and other characteristics according to the determined operating state. The fuel injection time of the fuel injection valve 12, the ignition timing of the ignition device 31, etc. are calculated so that the fuel injection time of the fuel injection valve 12, the ignition timing of the ignition device 31, etc.
2. Supply to the ignition device 31. In addition, the ECU 9 supplies a drive signal to the solenoid valve 32 based on input signals from various sensors, and drives an actuator (not shown) linked to the solenoid valve 32 and the turbocharger 4 to increase the capacity of the turbocharger 4. optimally control.

The ECCU 15 operates during the operation of the engine 1 and within a predetermined time after the engine 1 is stopped, and controls the Twε sensor 14 and the Tott
, determines the operation/stop of the water pump 20, the operation/stop of the radiator fan 27, the forward/reverse direction and strength of rotation, and the operation/stop of the bonnet fan 28, based on input signals from the sensor 16 and the Twt sensor 24, etc. The drive signal is transmitted to the water pump 20, the first and second electric motors 29.
Supply to 30.

Furthermore, the ECCU1 5 is electrically connected to the ECU9, and when the engine 1 is operating, the ECU9 controls the operation and stopping of the bonnet fan 28 via the ECCU15, and also controls the failure when the ECCU15 detects an abnormality. Perform safe processing.

FIG. 3 shows an overall configuration diagram of the turbocharger 4. That is, the turbocharger 4 includes a casing consisting of a compressor casing 41 forming a scroll of the compressor portion, a back plate 42 that closes the back surface of the compressor casing 41, and a main shaft of the turbocharger 4 that pivotally supports the main shaft of the turbocharger 4.
It has a lubricating part casing 43 that lubricates the bearing and has a built-in structure in which cooling water circulates, and a turbine casing 44 that forms the scroll of the turbine part.

Inside the compressor casing l, there is a scroll passage 45 and an axial passage 4 to which the intake pipe 2 is connected.
6 are formed, the former 45 serving as an intake outlet and the latter 46 serving as an intake inlet.

Inside the turbine casing 44, a scroll passage 4 is provided.
7, an inlet opening 47a thereof opening in the tangential direction, an outlet opening 48 extending in the axial direction, and an outlet opening 48a thereof.
8a are each connected to the exhaust pipe 3.

Bearing hole/19 formed inside the lubricating part casing 43
．． 50, the main shaft 52 is pivotally supported by the radial bearing metal 51 as described above.

Further, a thrust bearing metal 53 is sandwiched between the back plate 42 and the end surface of the lubricating part casing 43.

A lubricating oil introduction hole 54 is bored in the upper end of the lubricating part casing 43 in FIG. The lubricating oil is supplied to the radial bearing metal 51 and the thrust bearing metal 53 through a lubricating oil passage 55 bored inside the casing 43. The lubricating oil discharged from each lubricating part is discharged from a lubricating oil outlet 56 formed in the lubricating part casing 43, and is collected in an oil sump (not shown).

A seal ring 64 is provided in the center hole of the back plate 2 to prevent the lubricating oil supplied to the thrust bearing metal 53 from flowing into the compressor side.

Further, a water jacket 57 is formed inside the lubricating part casing 43. The water jacket 57
has an annular cross section on the tarping casing 44 side of the lubricating part casing 43, and a U-shaped cross section at the upper end in FIG. are connected at a connection part (not shown) so that cooling water circulates, thereby cooling the turbocharger 4.

As shown in FIG. 4, on the outer periphery of the fixed vane member 58 disposed at the center of the scroll passage 47,
Four fixed vanes 60 are formed to concentrically surround the turbine wheel 59. These fixed vanes 60 each have a partial arc shape, and are provided with the same width and at equal intervals along the circumferential direction. The gap between these fixed vanes 60 is opened and closed by a movable vane 63 fixed to the free end of a bin 62 rotatably attached to a back plate 61. These movable vanes 63 are fixed vanes 6
It has the same curved arch shape as 0, and is located approximately on the same circumference.

The pins 62 supporting these movable vanes 63 are respectively connected to the solenoid valve 32 and an actuator having an appropriate structure (not shown). , that is, the capacity of the turbocharger 4 is adjusted.

FIG. 5 is a wiring diagram showing in detail the external connection state of the ECCU15 mentioned above, and the ECCU15 is connected to the terminals B1 to B9.
．． It has A1 to A7. Terminal B1 is connected to the battery and battery voltage is applied thereto. Terminal B9 is a ground (body earth) terminal.

Terminal B2 is connected to an on/off terminal of a normal ignition switch 25. On the other hand, unlike this, terminal B3 is connected to the battery even when the ignition switch 25 is off. If the ignition switch 25 is turned off while the engine 1 is running, the engine 1 will stop and the ECU 3 will also be turned off, resulting in a non-operating state (m<memory storage function is excluded). The terminal B2 is provided to be connected to the battery regardless of whether the ignition switch 25 is turned off or not, so as to operate the engine for a predetermined time as necessary even after the engine has stopped. The operating time of EC:CuI2 after engine stop is
It is set by a timer that is activated when the ignition switch 25 is turned off.

Regarding the setting time of the timer for operating the ECCUl 5 after the engine is stopped, one or more of the electric radiator fan 27, bonnet fan 28, and water pump 20 is set when the engine is stopped and therefore not being charged by the on-board generator. Since the engine is operated and driven, the decision was made taking into consideration the size of the engine room of the vehicle to be applied, the layout of each part, etc., in order to minimize battery consumption and increase the cooling effect. do. - As an example, the operational time of such E(1:(1:U15) is set to 15 minutes.

During the predetermined time set by the timer for the ECCU15CC, the ECCU15 as a cooling integrated unit always receives voltage from the battery regardless of the state of the ignition switch, and is in a controllable state. The cooling control operation is aborted.

The terminal A s = A 3 is a terminal for inputting detection signals of the TWE sensor 14, TWT sensor 24, Tort, and sensor 16, and is connected to each sensor. Terminal A4 is ECCU
This is the ground terminal for the signal system of the internal circuit of l5. Also,
Terminal A5 is connected to an air conditioner (A/C) unit 70, and an on/off signal for the air conditioner switch is input thereto.

Terminals 84 to B6 are terminals for controlling the radiator fan 27,
It is connected to the drive circuit 290. The drive circuit 290 includes coils 291a and 292a for switching between weak rotation and strong rotation during normal rotation, and a normal oven contact 291.
First and second relay circuits 291 and 292 consisting of 292b and 292b, respectively, coils 293a and 294a for switching between forward and reverse rotations, and a normally closed terminal 293.
b.

294b and normal oven terminal 293c, 2
94 c third and fourth relay circuits 293.2
94 and a resistor 295, terminal B4 for instructing low speed (LOW) rotation of the radiator fan is connected to the first relay circuit 291, and terminal B5 for instructing high speed (Ill) rotation of the radiator fan.
is connected to the second relay circuit 292, and the terminal B6 for instructing the same reverse rotation (REV) is connected to the third and fourth relay circuits 293.
It is connected to 294.

The rotation strength and forward/reverse rotation of the radiator fan 27 is determined as follows.

In the case of weak rotation during normal rotation, a low level output is output to terminal B4. As a result, the first relay circuit 29! is activated, a drive current reduced by the resistor 295 flows through the first electric motor 29, and the radiator fan 27 rotates at a low speed.

In the case of strong rotation, a low level output is output to terminal B5, and the second relay circuit 292 is activated. In this case, a large drive current flows through the electric motor 29 and the radiator fan 27
rotates at high speed.

In the case of reverse rotation, a high level output is output to terminal B6,
The third and fourth relay circuits 293 and 204 are activated, and each relay contact is at the normal oven end T-293c.

Switch to 294C side. Due to the dirt, the polarity of the voltage applied to the motor 29 is reversed, and the drive current is reduced by the resistor 295, causing the radiator fan 27 to rotate in reverse at a low speed.

The reverse rotation drive is performed continuously or intermittently within a predetermined period of time after the engine is stopped.

When the radiator fan 27 is reversely rotated, the air in the engine room 26 is discharged from the inside to the front of the vehicle, as shown by the arrow in FIG.

Terminal B7 is a terminal for controlling the bonnet fan 28, and is connected to a relay circuit 301 consisting of a coil 301a and a normally open contact 301b in a drive circuit 300.

Further, the drive circuit 300 is provided with a dedicated fuse 310. The bonnet fan 28 is driven, unlike the above-described one, only by being turned on and off by the second electric motor 30, and its operation and stopping are performed by outputting high-level and low-level outputs to the terminal B7.

The drive control of the bonnet fan 28 is performed continuously or intermittently during the operation of the engine 1 and within the predetermined time period after the engine is stopped.

Terminal B8 is a terminal for controlling the water pump 20, and connects the third electric motor 201 for driving the water pump 20 and the coil 20.
2a and a relay circuit 202 consisting of a normal oven contact 202b. The drive circuit 200 is also provided with a dedicated fuse 210. The water pump 20 is also driven only in an on/off manner as in the case of the bonnet fan 28 described above, and its operation and stopping are performed by outputting high level and low level outputs to the terminal B8.

The drive control of the water pump 20 is performed continuously or intermittently in place of the bonnet fan 28 during the operation of the engine 1 and within the predetermined time after the engine is stopped.

Terminal A6. Ay is connected to ECU9. The terminal A
Reference numeral 6 is a signal input terminal for controlling the water pump 20 from the ECU 9, and when control is performed based on the engine operating state according to the engine rotation speed, engine water temperature, intake air temperature, etc. during operation of the engine 1, the operating state is controlled. The control signal for the water pump 20 obtained based on EC:
U II) is supplied to terminal A6. Terminal A7 is a fail-safe output terminal, and when an abnormality is detected, the terminal A7 is
A control signal for fail-safe instruction is sent to the ECU 9 from the controller 1, and the ECU 9 can perform a predetermined fail-safe operation based on the control signal.

The ECCU 15 includes an input circuit and a central processing circuit (CPU) that are supplied with various input signals and have functions such as shaping the input signal waveform, correcting the voltage level to a predetermined level, and converting analog signal values into digital signal values. ), storage means for storing various calculation programs and calculation results executed by the CPU, and an output circuit for sending outputs to the terminals 84 to BS and A7, and further includes intermittent control of the water pump 20, etc. In the case of performing such control, the configuration also includes a timer and the like for the control.

FIG. 6 is a program flowchart 1 of an abnormality detection subroutine for fail-safe which forms a part of the engine output control program according to the present invention, and shows the ECCU
Executes within 15 CPUs.

This subroutine is executed when the engine 1 is operating, and is executed at fixed time intervals, for example, in synchronization with the TDC signal pulse or not in synchronization therewith.

First, in step 601, each time this program is executed, the detection output signal from the TWT sensor 24 is taken in, and the turbocharger cooling water temperature value Twr at that time is calculated. The turbocharger downstream water temperature in the cooling system 23 (the temperature of the cooling water after cooling the turbocharger 4) is read.

The water temperature downstream of the turbocharger 4 in the turbocharger cooling system 23 appropriately reflects the turbocharger temperature. Therefore, when it is desired to detect the turbocharger temperature in order to suppress the temperature rise of the turbocharger 4, which is rotated at high speed by the exhaust gas of the engine 1, and to control the turbocharger temperature within a predetermined appropriate range, the water temperature downstream of the turbocharger is as follows: It is suitable as a device that is not affected by the shape of the turbocharger and can detect external and internal causes in a single manner.

In step 601, based on the output of the 1'WT sensor 24 that reflects the turbocharger temperature,
Read the wr value, and in this output control program,
This is used to determine whether or not there is an abnormally high temperature, and the engine output is controlled according to the determination result. In other words, in step 602, it is determined whether or not the read TWT value is lower than a predetermined value T197F8. The predetermined value TWTFS is determined by the deterioration of lubrication performance due to carbonization of lubricating oil in the turbocharger 4, and the seal ring 64 for the main shaft (turbine shaft) 53.
It is set to a value corresponding to a turbocharger temperature that is slightly lower than the temperature at which seizure and the like (see FIG. 3) tend to occur.

Specifically, as mentioned above, when the turbocharger temperature is 2.
If the above-mentioned seizure is likely to occur when the temperature rises to about 20 to 230°C, the turbocharger temperature that is lower than the occurrence temperature by a certain safety margin, such as 200°C, can avoid the above-mentioned seizure, etc. , and TNTFS is set to a value corresponding to this.

The answer to step 602 is affirmative (Y e s ), that is, T
If wt<TWTFS, it is assumed that the detected value of the TWT sensor 24 is not abnormal and that the turbocharger 4 is not in a state where seizure or the like will occur, and the program is immediately terminated.

'-F, the answer to step 602 above is negative (NO),
That is, when Twr≧TWTFS is satisfied, it is determined that an abnormality is indicated, and the ECCU15 gives an engine output reduction instruction to the ECU9 from the terminal A7 of the ECCtJ15 as a fail-safe output (step 603), and ends this program.

FIG. 7 shows a control subroutine that forms part of the engine output control program. This subroutine is ECUQ
It is executed in the side CPU every time an "I" DC signal pulse occurs.

The ECU9 monitors the output from the terminal A7 during engine operation, and each time this program is executed, the ECU15
It is determined whether or not the above-mentioned engine output reduction instruction has been issued (step 701). If the answer to step 701 is affirmative (Yes), that is, if the above instruction is given, the output of engine I is reduced (step 702), and this program is ended. As a result, when the turbocharger temperature exceeds the predetermined temperature (200° C.) determined based on the above-mentioned safety margin, the engine output can be reduced, thereby preventing the occurrence of seizure, etc. in the turbocharger 4. Can be done. Therefore, during engine operation, E
As mentioned above, CU9 is the engine rotation speed Ne.

Drive control is performed to operate the water pump 20 as necessary based on the engine cooling water temperature Twa, intercooler downstream intake temperature T^, etc. In such a case, for example, during high load operation, the water pump 20 or its drive circuit 200, etc. Even if a failure occurs and the cooling water in the turbocharger cooling system 23 cannot be circulated,
The ECU 9 can be caused to take a fail-safe operation by controlling the engine output reduction, and the water pump 2
This prevents failures such as No. 0 from spreading to seizure of the turbocharger main shaft support, particularly seizure of the seal ring, carbonization of lubricating oil, and cracks in the turbocharger body.

The engine output reduction control in step 702 is performed, for example, by lowering the supercharging pressure of the turbocharger 4. As shown in FIGS. 3 and 4, the turbocharger 4 is of a variable capacity type, and the supercharging pressure can be controlled by adjusting the opening degree of the movable vane 63. If you change the inclination angle to (2 in Figure 4)
As shown by the dotted chain line @), the boost pressure decreases, so the movable vane 63
The ECU 9 may output a control signal to the solenoid valve 32 to operate the actuator to open it.

Moreover, the control in step 702 is performed by controlling the fuel injection valve 1 to which a drive signal is supplied from the ECU 9, instead of reducing the boost pressure described above.
2 and may carry out this by a fuel cut, or alternatively by controlling the ignition device 11.
A control signal may be output to the ignition device 31 to delay the ignition timing of the engine 31 by electronic ignition timing control, thereby reducing the engine output.

If the answer to step 702 is negative (No), normal control is executed (step 703), and the program is ended.

(Effects of the Invention) According to the present invention, there is provided a turbocharger, a cooling system for the turbocharger that is independent of an internal combustion engine cooling system for cooling the turbocharger, and a cooling system for the turbocharger that is provided in the cooling system for the turbocharger and that is provided for the engine. A failure of an internal combustion engine with a turbocharger, comprising a pump that is controlled according to the operating state of the turbocharger and circulates cooling water to cool the turbocharger, and a sensor that detects the temperature of the cooling water downstream of the turbocharger in the turbocharger cooling system. The safe control device includes an engine output reducing means that reduces the output of the engine when the cooling water temperature value detected by the sensor is equal to or higher than a predetermined value, so that the turbocharger temperature can be adjusted to reduce the risk of turbocharger seizure or the like. It is possible to prevent the temperature from reaching a certain temperature, thereby preventing seizure of the seal ring and carbonization of lubricating oil. Even if a pump failure occurs, a failsafe can be provided to prevent this.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram of a fuel supply control device for an internal combustion engine equipped with a turbocharger to which the control device of the present invention is applied, FIG. 2 is a schematic configuration diagram of the inside of the engine compartment of a vehicle equipped with the engine, and FIG. Longitudinal cross-sectional view of turbocharger, No. 4
The figure is an arrow view of the turbine casing side viewed from the IV-IV line in Figure 3, Figure 5 is a wiring diagram showing the external connection status of the ECCU, etc., Figure 6 is a flowchart of the abnormality detection subroutine, and Figure 7 is 3 is a flowchart of a control subroutine for controlling engine output. 1... Internal combustion engine, 4... Turbocharger, 9
...ECU, 12...Fuel injection valve, 15...EC
CU, 20...Water pump, 23...Turbocharger cooling system, 24...TWT sensor, 31...
- Ignition device, 32... Solenoid valve, 63... Movable vane. Applicant Honda Motor Co., Ltd.

Claims (1)

[Claims] 1. A turbocharger, a cooling system for the turbocharger that is independent of the internal combustion engine cooling system for cooling the turbocharger, and a cooling system provided in the cooling system for the turbocharger and the operating state of the engine. A fail-safe control device for an internal combustion engine with a turbocharger, comprising: a pump that circulates cooling water to cool the turbocharger; and a sensor that detects the temperature of the cooling water downstream of the turbocharger in the turbocharger cooling system. A fail-safe control device for an internal combustion engine with a turbocharger, characterized in that the fail-safe control device for an internal combustion engine with a turbocharger is provided, comprising engine output reducing means for reducing the output of the engine when the cooling water temperature value detected by the sensor is equal to or higher than a predetermined value. 2. The fail-safe control device for an internal combustion engine with a turbocharger according to claim 1, wherein the engine output lowering means lowers the engine output by lowering the supercharging pressure of the turbocharger. 3. The fail-safe control device for an internal combustion engine with a turbocharger according to claim 1, wherein the engine output reducing means reduces the engine output by cutting off fuel supply to the engine. 4. Fail-safe control for a turbocharged internal combustion engine according to claim 1, wherein the engine output reducing means reduces the engine output by delaying the ignition timing of the ignition device of the engine. Device.