cooling mechanism

Abstract

The cooling mechanism (10) includes: a cooling circuit (11); and a cooling passage (30) for the compressor, which branches off from the cooling circuit (11) and merges with the cooling circuit (11) after passing through the interior of the compressor (22). It also includes: a flow regulating valve (32) that regulates the flow rate of cooling water flowing inside the compressor (22); the flow regulating valve (32) is configured such that the flow rate of cooling water flowing inside the compressor (22) when the temperature of the intake air at the outlet of the compressor (22) is lower than the temperature of the cooling water is less than the flow rate of cooling water flowing inside the compressor (22) when the temperature of the intake air at the outlet of the compressor (22) is higher than the temperature of the cooling water.

Description

Technical Field

[0001] The present invention relates to a cooling mechanism, and more specifically, to a cooling mechanism for cooling a compressor with cooling water from an internal combustion engine. Background Technology

[0002] A cooling mechanism for cooling a compressor using cooling water from an internal combustion engine has been proposed (for example, see Patent Document 1). The invention described in Patent Document 1 increases the flow rate of cooling water when the temperature of the intake air after passing through the compressor is below a threshold and the temperature of the cooling water is above that intake air temperature, compared to when the temperature of the cooling water is below that intake air temperature. In other words, the invention described in Patent Document 1 aims to raise the temperature of the intake air using cooling water.

[0003] Prior technology documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2017-218997 Summary of the Invention

[0006] The technical problem that the invention aims to solve

[0007] However, in a cooling mechanism such as that described in Patent Document 1, where the turbocharger is cooled by cooling water, the intake air temperature rises and the intake air volume expands due to the cooling water. This expansion of the intake air volume becomes a major cause of poor combustion and a worsened fuel consumption rate due to the reduced amount of air introduced into the cylinder. Therefore, in the cooling mechanism described in Patent Document 1, the fuel consumption rate deteriorates when the temperature of the intake air after passing through the compressor is below a threshold.

[0008] The purpose of this disclosure is to provide a cooling mechanism that suppresses the deterioration of fuel consumption rate in a structure in which the compressor is cooled by the cooling water of an internal combustion engine.

[0009] Technical means for solving technical problems

[0010] A cooling mechanism according to one aspect of the present invention, achieving the above-mentioned objective, includes: a cooling circuit for an internal combustion engine, and a cooling passage for a compressor, which branches off from the cooling circuit and merges with the cooling circuit after passing through the interior of a compressor that pressurizes the intake air of the internal combustion engine; characterized in that the compression mechanism is driven in conjunction with an exhaust-driven turbine, and further includes: a flow regulating valve that regulates the flow rate of cooling water flowing inside the compressor; the flow regulating valve is configured such that the flow rate of cooling water flowing inside the compressor when the temperature of the intake air at the compressor outlet is lower than the temperature of the cooling water is less than the flow rate of cooling water flowing inside the compressor when the temperature of the intake air at the compressor outlet is higher than the temperature of the cooling water.

[0011] The effects of the invention

[0012] According to one aspect of this disclosure, by reducing the flow rate of cooling water flowing through the compressor when the intake air temperature at the compressor outlet is lower than the cooling water temperature, it is possible to suppress the volume expansion of the intake air as the intake air temperature rises due to the cooling water. This helps to ensure the amount of air introduced into the cylinder and prevents deterioration of the fuel efficiency. Attached Figure Description

[0013] Figure 1 This is a structural diagram illustrating the cooling mechanism of the first embodiment.

[0014] Figure 2 This is an example Figure 1 A correlation diagram showing the relationship between the differential pressure between the target and actual intake pressures at the compressor outlet and the control values ​​of the variable blades and the opening of the exhaust gate valve.

[0015] Figure 3 This is an example Figure 1 A correlation diagram showing the relationship between the opening degree of the variable blades and the opening degree of the flow control valve.

[0016] Figure 4 This is an example Figure 1 A correlation diagram showing the relationship between the inlet pressure and temperature at the compressor outlet.

[0017] Figure 5 This is a structural diagram illustrating the cooling mechanism of the second embodiment.

[0018] Figure 6 This is an example Figure 5 A correlation diagram showing the relationship between the opening degree of the exhaust gas gate valve and the opening degree of the flow control valve.

[0019] Figure 7 This is an example Figure 5 A correlation diagram showing the relationship between the inlet pressure and temperature at the compressor outlet.

[0020] Figure 8 This is a structural diagram illustrating the cooling mechanism of the third embodiment. Detailed Implementation

[0021] The following describes an embodiment of the cooling mechanism for an internal combustion engine according to this disclosure. It should be noted that this disclosure is not limited to the following embodiments. Figure 1 , Figure 5 , Figure 8In the diagrams, dashed lines represent signal lines, blank arrows represent gas (intake and exhaust) flow, and filled arrows represent coolant flow. Furthermore, the configuration of the coolant and gas flow paths in these diagrams, while intended for ease of understanding, may not necessarily match the actual manufactured structure. Also, to avoid overcomplication, only one cylinder (2) is shown in the illustrations.

[0022] like Figure 1 As illustrated, the cooling mechanism 10 of the first embodiment is a mechanism for cooling a diesel engine, i.e., an internal combustion engine 1, that uses light oil as fuel. The internal combustion engine 1 is a mechanism that obtains power through the reciprocating linear motion of a piston 3 inside a cylinder 2, and includes a turbocharger 20. The internal combustion engine 1 is a multi-cylinder engine that has not only one cylinder but also other cylinders (not shown). Furthermore, the fuel for the internal combustion engine 1 is not limited to light oil; it can also be gasoline or liquefied gas. Additionally, the number of cylinders and cylinder configuration of the internal combustion engine 1 are not particularly limited.

[0023] The turbocharger 20 is configured to include: a turbine 21 disposed in the exhaust passage 4, a compressor 22 disposed in the intake passage 5, and a bearing 23 supporting a rotating shaft that links the turbine 21 and the compressor 22. The turbocharger 20 is configured such that the turbine 21 is rotated by exhaust gas discharged from the exhaust valve 6 into the exhaust passage 4, the rotational power of the turbine 21 drives the compressor 22 to rotate, and the compressor 22 pressurizes the intake air introduced into the cylinder 2 from the intake valve 7.

[0024] The turbine 21 has variable blades 24 and an exhaust gas gate valve 25. The turbine 21 is configured such that the rotation of the turbine blades 26 is adjusted by changing the opening area of ​​the exhaust flow path of the turbine housing through the variable blades 24, thereby regulating the flow rate of the exhaust gas flowing through the exhaust flow path. In addition, the turbine 21 is configured such that the exhaust gas gate valve 25 changes the flow rate of the exhaust gas flowing into the turbine housing, thereby regulating the rotation of the turbine blades 26.

[0025] The compressor 22 rotates in conjunction with the turbine blades 26. The compressor 22 is a water-cooled compressor cooled by the cooling water of the cooling mechanism 10 (described later). The bearing 23 supports the rotating shaft of the turbine 21 and the compressor 22. The bearing 23, like the compressor 22, is a water-cooled bearing cooled by the cooling water of the cooling mechanism 10 (described later).

[0026] The variable vane 24 is disposed in the exhaust flow path inside the turbine housing and is driven by the drive unit 27a. When the intake pressure Px at the outlet of the compressor 22 is lower than the desired target pressure, the variable vane 24 closes to the fully closed side via the drive unit 27a, thereby reducing the opening area of ​​the exhaust flow path. Conversely, when the pressure Px is higher than the target pressure, the variable vane 24 opens to the fully open side via the drive unit 27a, increasing the opening area of ​​the exhaust flow path.

[0027] The exhaust gas gate valve 25 is disposed on the turbine bypass passage 4a that bypasses the turbine 21 and is driven by the drive unit 27b. When the intake pressure Px at the outlet of the compressor 22 is lower than the desired target pressure, the exhaust gas gate valve 25 closes to the fully closed side via the drive unit 27b, thereby increasing the flow rate of exhaust gas into the turbine 21. Conversely, when the intake pressure Px at the outlet of the compressor 22 is higher than the target pressure, the exhaust gas gate valve 25 opens to the fully open side via the drive unit 27b, thereby reducing the flow rate of exhaust gas into the turbine 21. Examples of exhaust gas gate valve 25 include an internal type installed inside the turbine 21 and an external type installed externally as in this embodiment.

[0028] In this disclosure, the desired target pressure refers to the value calculated by the injection control device 40 (described later) based on the rotational speed of the crankshaft 8 of the internal combustion engine 1 and the amount of accelerator pedal depressed (not shown). Furthermore, the fully closed side is based on the fully open side, and the fully open side is based on the fully closed side. That is, the opening degree from the fully open to the fully closed side refers to an opening degree other than fully open, and the opening degree from the fully closed to the fully open side refers to an opening degree other than fully closed.

[0029] Drive units 27a and 27b are electrically connected to control unit 28, and are driven by control unit 28 based on the pressure Px obtained by pressure acquisition device, i.e., pressure sensor 29. As drive units 27a and 27b, electric actuators, hydraulic actuators, or pneumatic actuators can be exemplified, and there is no particular limitation as long as the structure can drive variable vane 24 and exhaust gate valve 25.

[0030] The control unit 28 is a hardware device consisting of a central processing unit (CPU) for performing various information processing, an internal storage device capable of reading and writing the programs used for performing these information processing and the results of such information processing, and various interfaces. The control unit 28 is electrically connected to each of the drive devices 27a and 27b, the pressure sensor 29, and the injection control device 40 for controlling the fuel injection device 9.

[0031] The control unit 28 has functional elements that control the actuation of the variable vane 24 and the exhaust gate valve 25 based on the exhaust state and target pressure of the internal combustion engine 1 obtained from the injection control unit 40 and the pressure Px obtained from the pressure sensor 29. These functional elements are stored as programs in an internal storage device and executed in a timely manner by a central processing unit. Alternatively, the functional elements may be composed of programmable logic controllers (PLCs) and circuits that function independently, in addition to the programs.

[0032] In this disclosure, the exhaust state of the internal combustion engine 1 corresponds to the magnitude of the volumetric flow rate of the exhaust gas discharged from the exhaust valve 6 to the exhaust passage 4, and is divided into a small flow state with a small exhaust volumetric flow rate and a large flow state with a large exhaust volumetric flow rate. The distinction between the small flow state and the large flow state can be arbitrarily set based on the exhaust volumetric flow rate determined in advance through experiments, tests, or simulations.

[0033] like Figure 2 As illustrated, the control value indicating the increase or decrease of the variable vane 24 relative to its current opening is positively correlated with the differential pressure ΔP, while the subsequent value indicating the increase or decrease of the current opening of the exhaust gas gate valve 25 is negatively correlated with the differential pressure ΔP. When the internal combustion engine 1 is operating in a low-flow state, the control device 28 closes the exhaust gas gate valve 25 to fully closed, adjusting the opening of the variable vane 24 based on the control value of the differential pressure ΔP obtained by subtracting pressure Px from the target pressure. Conversely, when the internal combustion engine 1 is operating in a high-flow state, the control device 28 opens the variable vane 24 to fully open, adjusting the opening of the exhaust gas gate valve 25 based on the control value of the differential pressure ΔP obtained by subtracting pressure Px from the target pressure. In this disclosure, each opening is positive when fully open and negative when fully closed, with fully open representing 100% and fully closed representing 0%.

[0034] like Figure 1 As illustrated, the cooling mechanism 10 is a mechanism for cooling the internal combustion engine 1 with cooling water, and is configured to include a cooling circuit 11, a compressor cooling passage 30, a bearing cooling passage 31, and a flow regulating valve 32. The cooling circuit 11 is a circulation loop including a common passage 12, a cooling passage 13, a bypass passage 14, and a thermostat 15. A cooling water pump 16 and a water jacket 17 are arranged in the common passage 12, and a radiator 18 is arranged in the cooling passage 13. The cooling mechanism 10 is configured such that after the cooling water passes through the common passage 12, it flows through the thermostat 15 in at least one of the passages of the cooling passage 13 and the bypass passage 14, and then circulates back into the common passage 12.

[0035] Cooling water pump 16 is a pump that discharges cooling water to circulate it. Cooling water pump 16 is a mechanical water pump connected to crankshaft 8 via an electric water pump and a power transmission mechanism. Water jacket 17 is a passage for cooling water arranged around cylinder 2, and its passage is formed in a manner that surrounds multiple cylinders 2.

[0036] Thermostat 15 is positioned at the branch point of cooling passage 13 and bypass passage 14. Thermostat 15 has an elevator (not shown) that expands and contracts via a thermally expanding body that expands as the cooling water temperature rises and contracts as the cooling water temperature falls. Thermostat 15 can be configured to regulate the flow rate of cooling water in cooling passage 13 and bypass passage 14 according to the cooling water temperature, or it can be a three-way valve with adjustable opening.

[0037] The radiator 18 is positioned on the front side of the vehicle equipped with the internal combustion engine 1. Figure 1 On the left side, a cooling fan 19 is arranged behind it. The radiator 18 is a heat exchanger that uses vehicle-speed airflow and the cooling airflow from the subsequent cooling fan 19 to cool the internal cooling water. The cooling passage 13 is a flow path in which the radiator 18 is located at a midway point, so that the cooling water is cooled by the radiator 18. The detour passage 14 is a flow path that bypasses the cooling passage 13 so that the cooling water is not cooled by the radiator 18.

[0038] The compressor cooling passage 30 is a passage that branches off from the cooling circuit 11 and merges with the cooling circuit 11 after passing through the interior of the compressor 22. In this embodiment, the compressor cooling passage 30 branches off from a common passage 12 that flows downstream of the cooling water pump 16 and upstream of the water jacket 17, and merges with the common passage 12 that flows downstream of the water jacket 17. Alternatively, the compressor cooling passage 30 may be configured such that it branches off from the common passage 12 that flows downstream of the water jacket 17, and merges with the common passage 12 that flows downstream of the branch point of the common passage 12.

[0039] The bearing cooling passage 31 is a passage that branches off from the compressor cooling passage 30 upstream of the compressor 22 regarding the flow of cooling water in the compressor cooling passage 30, and merges with the compressor cooling passage 30 downstream of the compressor 22 after passing through the interior of the bearing 23.

[0040] The flow regulating valve 32 is a device for regulating the flow rate of cooling water flowing through the interior of the compressor 22. The flow regulating valve 32 is positioned in the compressor cooling passage 30, which is upstream of the compressor 22 and downstream of the bearing cooling passage 31, regarding the flow of cooling water. The flow regulating valve 32 is a valve with a free opening, capable of expanding or contracting the flow area of ​​the compressor cooling passage 30. Examples of flow regulating valves 32 include stop valves, gate valves, and butterfly valves. The flow regulating valve 32 is mechanically connected to the drive device 27a that drives the variable vane 24 via a connecting rod member 33, and is driven in conjunction with the drive device 27a.

[0041] like Figure 3As illustrated, the opening degree of the flow control valve 32 is positively correlated with the opening degree of the variable vane 24. The flow control valve 32 is fully open when the variable vane 24 is fully open, and fully closed when the variable vane 24 is fully closed.

[0042] like Figure 4 As illustrated, the intake pressure Px at the outlet of compressor 22 is positively correlated with temperature Tx; as the intake pressure Px increases, the temperature Tx increases. The lower limit temperature Ta and upper limit temperature Tb represent the lower and upper limits of the temperature displacement of the cooling water flowing through cooling circuit 11, compressor cooling passage 30, and bearing cooling passage 31, excluding the case where the internal combustion engine 1 is operating in a cold state. The lower limit pressure Pa corresponds to the lower limit temperature Ta, and the upper limit pressure Pb corresponds to the upper limit temperature Tb. The diagonal lines in the figure indicate that the internal combustion engine 1 is operating in a low-flow state. Furthermore, in... Figure 4 In this configuration, the variable vane 24 is set to be fully open, and the waste gate valve 25 is set to be fully closed. Furthermore, the term "cold state" refers to a state where the temperature of each part of the internal combustion engine 1 is the same as or lower than the ambient temperature.

[0043] When the internal combustion engine 1 is operating at a low flow rate, the control device 28 closes the exhaust gas gate valve 25 to the fully closed position and adjusts the opening of the variable vane 24 based on the control value of the pressure difference ΔP. Assuming the target pressure is set to the upper limit pressure Pb, the variable vane 24 will change from fully open to fully closed before the intake pressure Px at the outlet of the compressor 22 reaches the upper limit pressure Pb, and will become fully open when the intake pressure Px reaches the upper limit pressure Pb.

[0044] The flow regulating valve 32 is linked to the variable vane 24. Before the intake pressure Px reaches the upper limit pressure Pb, it changes from fully open to fully closed. When the intake pressure Px reaches the upper limit pressure Pb, it becomes fully open. As a result, when the intake air temperature Tx at the outlet of the compressor 22 is lower than the upper limit temperature Tb of the cooling water, the flow rate of cooling water through the inside of the compressor 22 is reduced.

[0045] like Figure 5 As illustrated, the difference between the cooling mechanism 10 of the second embodiment and the first embodiment is that the flow regulating valve 32 is mechanically connected to the drive device 27b of the exhaust gas gate valve 25 via the connecting rod member 34, and is driven in conjunction with the drive device 27b.

[0046] like Figure 6 As illustrated, the opening degree of the flow control valve 32 is positively correlated with the opening degree of the exhaust gate valve 25. The opening degree of the flow control valve 32 is fully open when the exhaust gate valve 25 is fully open, and fully closed when the exhaust gate valve 25 is fully closed.

[0047] like Figure 7 As illustrated, the diagonal lines in the diagram indicate that the internal combustion engine 1 operates in a high-flow-rate state. Additionally, in Figure 7 In the middle, the variable blade 24 is set to be fully open and the exhaust gas gate valve 25 is fully closed.

[0048] When the internal combustion engine 1 is operating at high flow rate, the control device 28 opens the variable vane 24 to full open and adjusts the opening of the exhaust gas gate valve 25 by controlling the value based on the pressure difference ΔP. Assuming the target pressure is set to the upper limit pressure Pb, the exhaust gas gate valve 25 becomes fully closed before the intake pressure Px at the outlet of the compressor 22 reaches the upper limit pressure Pb, and then changes its opening from fully closed to fully open when the intake pressure Px reaches or exceeds the upper limit pressure Pb.

[0049] The flow regulating valve 32 is linked to the exhaust gas gate valve 25. It is fully closed before the intake pressure Px reaches the upper limit pressure Pb, and opens fully when the intake pressure Px exceeds the upper limit pressure Pb. As a result, when the intake air temperature Tx at the outlet of compressor 22 becomes lower than the upper limit temperature Tb of the cooling water, the flow rate of cooling water through the inside of compressor 22 is reduced.

[0050] like Figure 8 As illustrated, the cooling mechanism 10 of the third embodiment differs from that of the first and second embodiments in that the control device 28 controls the flow regulating valve 32.

[0051] Control device 28 has with Figure 4 or Figure 7 The pressure threshold is defined as either the lower limit pressure Pa corresponding to the lower limit temperature Ta or the upper limit pressure Pb corresponding to the upper limit temperature Tb. The control device 28 determines whether the pressure Px obtained by the pressure sensor 29 is lower than this pressure threshold. Then, the control device 28 performs the following control: when the pressure Px is determined to be lower than the pressure threshold, the flow rate of the cooling water inside the compressor 22 is reduced via the flow regulating valve 32; when the pressure Px is determined to be above the pressure threshold, the flow rate of the cooling water inside the compressor 22 is restored from a reduced state via the flow regulating valve 32. Thus, when the intake air temperature Tx at the outlet of the compressor 22 is lower than the upper limit temperature Tb of the cooling water, the flow rate of the cooling water flowing through the compressor 22 is reduced.

[0052] As described above, the cooling mechanism 10 of this disclosure, in its structure of cooling the compressor 22 by means of cooling water, reduces the flow rate of cooling water flowing through the interior of the compressor 22 when the temperature Tx of the intake air at the outlet of the compressor 22 is lower than the upper limit temperature Tb of the cooling water. Therefore, according to this cooling mechanism 10, the rise in the intake air temperature Tx and the volume expansion of the intake air due to the cooling water can be suppressed. This helps to ensure the amount of air introduced into the cylinder 2 and avoids the deterioration of the fuel consumption rate.

[0053] The flow regulating valve 32 of the cooling mechanism 10 disclosed herein may be mechanically linked to the drive devices 27a, 27b of the variable vane 24 and the exhaust gate valve 25, as in the first or second embodiment. Alternatively, it may be controlled by the control device 28 based on the intake pressure Px of the compressor 22 outlet, as in the third embodiment. Furthermore, the flow regulating valve 32 may utilize... Figure 2 The correlation between the differential pressure ΔP shown is such that it is controlled by the control device 28 in a manner that is linked to the variable vane 24 or the exhaust gate valve 25.

[0054] As in the first and second embodiments, the flow regulating valve 32 is mechanically connected to the drive devices 27a and 27b and directly connected to the drive of the variable blade 24 or the exhaust gate valve 25, thereby helping to avoid time delays related to control and becoming a mechanism with excellent responsiveness.

[0055] Furthermore, when the flow regulating valve 32 is mechanically connected to the drive unit 27a, the low-flow state driven by the variable vane 24 from fully open to fully closed is preferably a state where the temperature Tx of the intake air at the outlet of the compressor 22 is lower than the upper limit temperature Tb of the cooling water, but it can also be a state with a narrower range. For example, the low-flow state can also be a state where the temperature Tx becomes lower than the temperature near the lower limit temperature Ta. When the flow regulating valve 32 is mechanically connected to the drive unit 27b, the high-flow state driven by the exhaust gate valve 25 from fully closed to fully open is preferably a state where the temperature Tx of the intake air at the outlet of the compressor 22 is higher than the upper limit temperature Tb of the cooling water, but it can also be a state encompassing a wider range. For example, the high-flow state can also be a state where the temperature Tx reaches a temperature higher than the temperature near the lower limit temperature Ta.

[0056] The cooling mechanism 10 of this disclosure has a structure in which the bearing cooling passage 31 branches off from the compressor cooling passage 30. Therefore, even when the flow rate of cooling water flowing through the interior of the compressor 22 is reduced, it is advantageous to avoid a decrease in the flow rate of cooling water flowing in the bearing cooling passage 31. Alternatively, the cooling mechanism of this disclosure may omit the bearing cooling passage 31 and instead connect the cooling flow path inside the compressor 22 with the cooling flow path inside the bearing 23.

[0057] The cooling mechanism 10 disclosed herein may be a structure in the first embodiment that omits the exhaust gas gate valve 25 and the turbine bypass passage 4a, or a structure in the second embodiment that omits the variable blade 24, or a structure in the third embodiment that omits the variable blade 24, the exhaust gas gate valve 25 and the turbine bypass passage 4a.

[0058] Alternatively, the cooling mechanism 10 of this disclosure may consist of a flow regulating valve 32 consisting only of an on-off valve having two states: fully open and fully closed. When linked with the variable vane 24, the flow regulating valve 32, consisting of an on-off valve, is fully closed before the variable vane 24 is fully open, and fully open when the variable vane 24 is fully open. Furthermore, when linked with the exhaust gas gate valve 25, the flow regulating valve 32, consisting of an on-off valve, is fully closed before the exhaust gas gate valve 25 opens from fully closed to fully open, and fully open when the exhaust gas gate valve 25 begins to open from fully closed to fully open.

[0059] This application is based on Japanese Patent Application No. 2021-035993, filed on March 8, 2021, the contents of which are incorporated herein by reference.

[0060] Industrial availability

[0061] According to the cooling mechanism disclosed herein, in a structure where the compressor is cooled by the cooling water of the internal combustion engine, the deterioration of the fuel consumption rate can be suppressed, thus improving the fuel consumption rate of the vehicle, which is useful in this respect.

[0062] Explanation of reference numerals in the attached figures

[0063] 1. Internal Combustion Engine

[0064] 10 Cooling Mechanism

[0065] 11 Cooling Circuit

[0066] 20 Turbochargers

[0067] 21 Turbo

[0068] 22 Compressor

[0069] 23 bearings

[0070] 24 Variable blades

[0071] 25 Exhaust gas gate valve

[0072] 30 Cooling passage for compressor

[0073] 31. Cooling passage for bearings

[0074] 32 Flow regulating valve

[0075] 33 and 34 connecting rod components

Claims

1. A cooling mechanism, comprising: The cooling circuit of an internal combustion engine; as well as A cooling passage for a compressor, which branches off from the cooling circuit and merges with the cooling circuit after passing through the interior of the compressor that pressurizes the intake air of the internal combustion engine; characterized in that... The compressor is a structure driven in conjunction with a turbine driven by exhaust gas. The cooling mechanism further includes a flow regulating valve that regulates the flow rate of cooling water flowing inside the compressor; the flow regulating valve is configured such that the flow rate of cooling water flowing inside the compressor when the temperature of the inlet air at the compressor outlet is lower than the temperature of the cooling water is less than the flow rate of cooling water flowing inside the compressor when the temperature of the inlet air at the compressor outlet is higher than the temperature of the cooling water. The turbine is configured with variable blades, which adjust the pressure of the intake air at the outlet of the compressor. The variable blades are configured such that when the temperature of the intake air at the outlet of the compressor becomes lower than the temperature of the cooling water, the opening degree changes from fully open to fully closed. The flow regulating valve is linked with the variable blades and changes from fully open to fully closed.

2. The cooling mechanism as described in claim 1, comprising: A connecting rod assembly that mechanically connects the flow regulating valve to the drive mechanism of the variable blade.

3. A cooling mechanism, comprising: The cooling circuit of an internal combustion engine; as well as A cooling passage for a compressor, which branches off from the cooling circuit and merges with the cooling circuit after passing through the interior of the compressor that pressurizes the intake air of the internal combustion engine; characterized in that... The compressor is a structure driven in conjunction with a turbine driven by exhaust gas. The cooling mechanism further includes a flow regulating valve that regulates the flow rate of cooling water flowing inside the compressor; the flow regulating valve is configured such that the flow rate of cooling water flowing inside the compressor when the temperature of the inlet air at the compressor outlet is lower than the temperature of the cooling water is less than the flow rate of cooling water flowing inside the compressor when the temperature of the inlet air at the compressor outlet is higher than the temperature of the cooling water. The turbine is configured with an exhaust gas gate valve, which regulates the pressure of the intake air at the outlet of the compressor. The exhaust gas gate valve is configured such that when the temperature of the intake air at the outlet of the compressor becomes lower than the temperature of the cooling water, its opening changes from fully open to fully closed. The flow regulating valve is linked to the exhaust gas gate valve and changes its opening from fully open to fully closed.

4. The cooling mechanism as described in claim 3, comprising: A connecting rod assembly that mechanically connects the flow regulating valve to the drive mechanism of the exhaust gate valve.

5. A cooling mechanism, comprising: The cooling circuit of an internal combustion engine; as well as A cooling passage for a compressor, which branches off from the cooling circuit and merges with the cooling circuit after passing through the interior of the compressor that pressurizes the intake air of the internal combustion engine; characterized in that... The compressor is a structure driven in conjunction with a turbine driven by exhaust gas. The cooling mechanism further includes a flow regulating valve that regulates the flow rate of cooling water flowing inside the compressor; the flow regulating valve is configured such that the flow rate of cooling water flowing inside the compressor when the temperature of the inlet air at the compressor outlet is lower than the temperature of the cooling water is less than the flow rate of cooling water flowing inside the compressor when the temperature of the inlet air at the compressor outlet is higher than the temperature of the cooling water. A pressure acquiring device for acquiring the intake pressure at the outlet of the compressor; and a control device for controlling the flow regulating valve; The control device is configured to control the flow regulating valve in such a way that the flow rate of cooling water flowing inside the compressor is less than the flow rate of cooling water flowing inside the compressor when the pressure of the intake air at the outlet obtained by the pressure obtaining device is lower than a pressure threshold set to determine that the temperature of the intake air at the outlet of the compressor has become lower than the temperature of the cooling water.

6. The cooling mechanism according to any one of claims 1 to 5, wherein, Includes a cooling passage for bearings, which branches off from the cooling passage for compressors, and merges with the cooling passage for compressors after passing through the interior of the compressor bearings; The flow regulating valve is configured at a branch of the cooling passage for the compressor and the cooling passage for the bearing, or it is configured in the cooling passage for the compressor that is further downstream of the branch in relation to the flow of cooling water.

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