JP2010048107A - Exhaust gas recirculation device for diesel engine - Google Patents

Exhaust gas recirculation device for diesel engine Download PDF

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JP2010048107A
JP2010048107A JP2008210971A JP2008210971A JP2010048107A JP 2010048107 A JP2010048107 A JP 2010048107A JP 2008210971 A JP2008210971 A JP 2008210971A JP 2008210971 A JP2008210971 A JP 2008210971A JP 2010048107 A JP2010048107 A JP 2010048107A
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JP5038992B2 (en
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Yusuke Yonemushi
祐介 米虫
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Subaru Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

<P>PROBLEM TO BE SOLVED: To provide an exhaust gas recirculation device for a diesel engine appropriately protecting accessories by preventing formation of condensate in a circulation passage of EGR gas. <P>SOLUTION: A bypass passage 34 is provided at an EGR cooler 33 installed in an EGR passage 31, and flow rate of EGR gas flowing to the EGR cooler 33 side and the bypass passage 34 side can be properly adjusted by a control valve 35. A heater 36 is provided at the bypass passage 34, and the EGR gas flowing in the bypass passage 34 can be properly heated. Consequently, even when great quantity of EGR gas is re-circulated during idling or the like of the engine 1, in addition to the EGR cooler 33, accessories such as a compressor 11a of a turbocharger 11 can be accurately protected by preventing formation of condensation. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、排気通路内の排気ガスの一部を吸気通路に還流するディーゼルエンジンの排気ガス再循環装置に関する。   The present invention relates to an exhaust gas recirculation device for a diesel engine that recirculates a part of exhaust gas in an exhaust passage to an intake passage.

従来より、ディーゼルエンジンには、ＮＯｘの排出を低減することを目的として、排気ガス再循環（ＥＧＲ：Exhaust Gas Recirculation）装置が設けられている。ＥＧＲ装置は、排気通路内の排気ガスの一部をＥＧＲガスとして吸気通路に還流させることにより、吸気中のＣＯ２等の不活性ガス成分を増加させる。これにより、ＥＧＲ装置は、エンジンの燃焼温度を低下させ、ＮＯｘの排出量を低下させる。ここで、吸気中に占めるＥＧＲガスの割合（ＥＧＲ率）が所定未満である場合において、排気ガス中におけるＮＯｘと煤（ＳＯＯＴ）の発生量はトレードオフの関係にあり、ＳＯＯＴの発生量は、ＥＧＲ率が高くなるほど増加する。これは、エンジン筒内の酸素濃度が低下し、燃料の過濃領域が増加すると共に燃焼中のＳＯＯＴの酸化反応が緩慢となるためであると考えられる。その一方で、ＥＧＲ率を所定以上まで増加させると（例えば、ＥＧＲ率５０％以上の大量ＥＧＲを行うと）、燃焼温度をＳＯＯＴ生成温度以下に低下させることができ、ＮＯｘとＳＯＯＴの発生を同時に低減させることが期待できる。 Conventionally, a diesel engine, for the purpose of reducing emissions of NO x, exhaust gas recirculation (EGR: Exhaust Gas Recirculation) device is provided. The EGR device increases an inert gas component such as CO 2 in the intake air by recirculating a part of the exhaust gas in the exhaust passage to the intake passage as EGR gas. Accordingly, EGR device reduces the combustion temperature of the engine, reducing the emissions of NO x. Here, in the case where the ratio of the EGR gas occupying the intake (EGR rate) is less than the predetermined, the amount of the NO x and soot in the exhaust gas (SOOT) are in a trade-off relationship, the amount of SOOT is , It increases as the EGR rate increases. This is considered to be because the oxygen concentration in the engine cylinder decreases, the fuel rich region increases, and the oxidation reaction of SOOT during combustion becomes slow. On the other hand, when the EGR rate is increased to a predetermined value or more (for example, when large-scale EGR with an EGR rate of 50% or more is performed), the combustion temperature can be lowered to the SOOT generation temperature or less, and NO x and SOOT are generated. It can be expected to reduce at the same time.

ところで、過給機付きのエンジンに用いられるＥＧＲ装置としては、コンプレッサの下流側にＥＧＲガスを還流させる高圧式のＥＧＲ装置が多く採用されている。   By the way, as an EGR device used for an engine with a supercharger, a high-pressure EGR device that recirculates EGR gas downstream of a compressor is often used.

しかしながら、高圧式のＥＧＲ装置は、コンプレッサの下流側にＥＧＲガスを還流させる構成であるため、吸気圧よりも排気圧が十分に大きい低負荷時においては大量ＥＧＲを実現可能であるが、過給圧を増加させる中・高負荷時においては大量ＥＧＲを実現することが困難であった。   However, since the high-pressure EGR device is configured to recirculate EGR gas downstream of the compressor, a large amount of EGR can be achieved at low loads when the exhaust pressure is sufficiently higher than the intake pressure. It was difficult to achieve a large amount of EGR at medium and high loads when the pressure was increased.

そこで、近年では、タービンの下流側でディーゼルパティキュレートフィルタ（ＤＰＦ：Diesel Particulate Filter）を通過後の排気ガスの一部をコンプレッサの上流側にＥＧＲガスとして還流させる低圧式のＥＧＲ装置が提案されている。この種の低圧ＥＧＲ装置は、コンプレッサの上流側にＥＧＲガスを導入するため、過給圧が増加するエンジンの中・高負荷時においても十分なＥＧＲガスを還流させることができる。また、ＤＰＦ通過後のガスはＳＯＯＴが除去され、ＥＧＲガスをクリーンな状態でエンジン内に導入することができるため、エンジンから排出されるＳＯＯＴの低減にも繋がる。   Therefore, in recent years, a low-pressure EGR device has been proposed that recirculates a part of exhaust gas after passing through a diesel particulate filter (DPF) on the downstream side of the turbine as EGR gas upstream of the compressor. Yes. Since this type of low-pressure EGR device introduces EGR gas upstream of the compressor, sufficient EGR gas can be recirculated even at medium and high loads of the engine where the supercharging pressure increases. Further, since SOOT is removed from the gas after passing through the DPF and the EGR gas can be introduced into the engine in a clean state, the SOOT discharged from the engine is also reduced.

その一方で、ＥＧＲガスは水蒸気を含んでいるため、大量ＥＧＲを行った場合、多量の水蒸気がＥＧＲ通路を通じて還流される。この水蒸気は、排気温度が高温である場合には特に問題とならないが、例えば、排気温度が１００℃以下となる低温域（すなわち、アイドル時等の低負荷領域）において、煤や硫黄成分を含んだ凝縮水を発生させる場合がある。従って、広範な運転領域で大量のＥＧＲガスを還流させることが可能な低圧式のＥＧＲ装置では、特に、凝縮水に対する対策が必要となる。   On the other hand, since the EGR gas contains water vapor, when a large amount of EGR is performed, a large amount of water vapor is refluxed through the EGR passage. This water vapor does not cause a particular problem when the exhaust temperature is high, but for example, it contains soot and sulfur components in a low temperature range where the exhaust temperature is 100 ° C. or lower (that is, a low load range such as when idling). It may generate condensed water. Therefore, in the low-pressure EGR apparatus that can recirculate a large amount of EGR gas in a wide operation range, a countermeasure against condensed water is required.

これに対処し、例えば、特許文献１には、ＥＧＲ通路に介装されるＥＧＲクーラの上流側にＥＧＲガス用コンプレッサを設けると共に下流側にＥＧＲガス用タービンを設け、ＥＧＲクーラに流入前のＥＧＲガスを圧縮して温度上昇させると共にＥＧＲクーラ通過後のＥＧＲガスを膨張させて冷却することにより、ＥＧＲクーラ内における凝縮水の発生を防止する技術が開示されている。
特開２００２−８９３７５号公報 To cope with this, for example, in Patent Document 1, an EGR gas compressor is provided on the upstream side of the EGR cooler interposed in the EGR passage, an EGR gas turbine is provided on the downstream side, and EGR before flowing into the EGR cooler. A technique for preventing generation of condensed water in the EGR cooler by compressing the gas to raise the temperature and expanding and cooling the EGR gas after passing through the EGR cooler is disclosed.
JP 2002-89375 A

しかしながら、上述の特許文献１に開示された技術は、ＥＧＲクーラにおける凝縮水の問題はある程度解消するものの、他の補機類に対しては何ら対策がなされていない。ここで、低圧式のＥＧＲ装置は、一般に、高圧ＥＧＲに比べてＥＧＲガスの流通経路が長大化する傾向にあり、この長大化した流通経路により、エンジンの冷態時等に、ＥＧＲガスの熱量が奪われやすい傾向にある。しかも、低圧式のＥＧＲ装置を採用した場合、過給機のコンプレッサ等がＥＧＲガスに曝される等、ＥＧＲガスに曝される補機類の数も増加する傾向にある。従って、低圧式のＥＧＲ装置においては、凝縮水による各種補機類の目詰まりや腐食等に対し、更なる対策が求められていた。   However, although the technique disclosed in Patent Document 1 described above solves the problem of condensed water in the EGR cooler to some extent, no measures are taken against other auxiliary machines. Here, the low pressure type EGR device generally has a tendency that the flow path of the EGR gas is longer than that of the high pressure EGR, and the heat flow of the EGR gas is caused by the extended flow path when the engine is cold. Tend to be robbed. In addition, when the low-pressure EGR device is employed, the number of accessories exposed to the EGR gas tends to increase, for example, the compressor of the supercharger is exposed to the EGR gas. Therefore, in the low pressure type EGR apparatus, further countermeasures are required against clogging or corrosion of various auxiliary machines due to condensed water.

本発明は上記事情に鑑みてなされたもので、ＥＧＲガスの流通経路における凝縮水の発生を防止して補機類を的確に保護することができるディーゼルエンジンの排気ガス再循環装置を提供することを目的とする。   The present invention has been made in view of the above circumstances, and provides an exhaust gas recirculation device for a diesel engine that can prevent the generation of condensed water in the EGR gas flow path and can accurately protect auxiliary equipment. With the goal.

本発明は、ディーゼルパティキュレートフィルタよりも下流側の排気通路と過給機のコンプレッサよりも上流側の吸気通路とを連通して前記排気通路内の排気ガスの一部をＥＧＲガスとして前記吸気通路に還流させるＥＧＲ通路と、前記ＥＧＲ通路を流通する前記ＥＧＲガスを冷却する冷却手段と、前記冷却手段を迂回するバイパス通路と、前記冷却手段と前記バイパス通路とを流通するＥＧＲガスの流量比を調整する切換弁と、前記バイパス通路を流通するＥＧＲガスを昇温させるヒータとを備えたことを特徴とする。   The present invention communicates the exhaust passage downstream of the diesel particulate filter and the intake passage upstream of the compressor of the supercharger, and uses a part of the exhaust gas in the exhaust passage as EGR gas. The flow rate ratio of the EGR gas flowing through the EGR passage, the cooling means for cooling the EGR gas flowing through the EGR passage, the bypass passage bypassing the cooling means, and the cooling means and the bypass passage. A switching valve to be adjusted and a heater for raising the temperature of the EGR gas flowing through the bypass passage are provided.

本発明のディーゼルエンジンの排気ガス再循環装置によれば、ＥＧＲガスの流通経路における凝縮水の発生を防止して補機類を的確に保護することができる。   According to the exhaust gas recirculation device for a diesel engine of the present invention, it is possible to prevent the generation of condensate in the EGR gas flow path and protect the auxiliary machinery accurately.

以下、図面を参照して本発明の形態を説明する。図面は本発明の一実施形態に係わり、図１は排気ガス再循環装置を備えたエンジンの概略構成図、図２はＥＧＲ温度制御ルーチンを示すフローチャートである。   Hereinafter, embodiments of the present invention will be described with reference to the drawings. The drawings relate to one embodiment of the present invention, FIG. 1 is a schematic configuration diagram of an engine provided with an exhaust gas recirculation device, and FIG. 2 is a flowchart showing an EGR temperature control routine.

図１に示すエンジン１は、例えば、自動車等の車両に搭載される過給機付きのディーゼルエンジンであり、本実施形態では、水平対向型４気筒エンジンが示されている。このエンジン１のシリンダブロック２の左右両バンクにはシリンダヘッド３がそれぞれ冠設され、各シリンダヘッド３には、気筒毎に吸気ポート３ａと排気ポート３ｂとが形成されている。   An engine 1 shown in FIG. 1 is, for example, a diesel engine with a supercharger mounted on a vehicle such as an automobile. In the present embodiment, a horizontally opposed four-cylinder engine is shown. Cylinder heads 3 are crowned on both the left and right banks of the cylinder block 2 of the engine 1, and each cylinder head 3 has an intake port 3a and an exhaust port 3b for each cylinder.

各吸気ポート３ａは、吸気マニホルド５を介して上流側で集合され、この集合部に形成されたエアチャンバ６を介して吸気通路７に接続されている。吸気通路７には、インタークーラ１０が介装され、このインタークーラ１０の上流側にターボ過給機１１のコンプレッサ１１ａが介装されている。さらに、吸気通路７には、コンプレッサ１１ａの上流側にエアクリーナ１２が介装され、このエアクリーナ１２の上流側に吸気チャンバ１３が連通されている。   Each intake port 3a is gathered upstream via an intake manifold 5, and is connected to an intake passage 7 via an air chamber 6 formed in the gathered portion. An intercooler 10 is interposed in the intake passage 7, and a compressor 11 a of the turbocharger 11 is interposed on the upstream side of the intercooler 10. Further, an air cleaner 12 is interposed in the intake passage 7 on the upstream side of the compressor 11 a, and an intake chamber 13 is communicated with the upstream side of the air cleaner 12.

一方、各吸気ポート３ｂは、排気マニホルド１５を介して下流側で集合され、排気通路１７に接続されている。排気通路１７には、ターボ過給機１１のタービン１１ｂが介装され、このタービン１１ｂの下流側にディーゼルパティキュレートフィルタ（ＤＰＦ：Diesel Particulate Filter）１８が介装されている。さらに、排気通路１７には、ＤＰＦ１８の下流側にマフラ１９が介装されている。ここで、ＤＰＦ１８は、周知のように、排気中のＰＭ（パティキュレートマター：粒子状物質＝主に黒煙（煤：ＳＯＯＴ）、ＳＯＦと称される燃え残った燃料や潤滑油の成分、サルフェートと称される軽油燃料中の硫黄分から生成される成分を含む）を捕集することで、これらの大気中への排出を抑制する。   On the other hand, the intake ports 3 b are gathered downstream via the exhaust manifold 15 and connected to the exhaust passage 17. A turbine 11b of the turbocharger 11 is interposed in the exhaust passage 17, and a diesel particulate filter (DPF: Diesel Particulate Filter) 18 is interposed downstream of the turbine 11b. Further, a muffler 19 is interposed in the exhaust passage 17 on the downstream side of the DPF 18. Here, the DPF 18 is, as is well known, PM (particulate matter: particulate matter = mainly black smoke (SOOT)) in the exhaust gas, unburned fuel or lubricant component called SOF, sulfate (Including components generated from the sulfur content in light oil fuel called)) to suppress these emissions into the atmosphere.

このようなエンジン１の吸排気系において、吸気通路７と排気通路１７との間には排気ガス再循環装置（ＥＧＲ装置）３０が備えられている。本実施形態において、ＥＧＲ装置３０は排気通路１７内の排気ガスの一部をＥＧＲガスとしてコンプレッサ１１ａの上流側に還流させる低圧式のＥＧＲ装置で構成され、このＥＧＲ装置３０はＥＧＲ通路３１を有する。ＥＧＲ通路３１の一端側はＤＰＦ１８よりも下流側で排気通路１７に接続され、他端側はターボ過給機１１のコンプレッサ１１ａよりも上流側で吸気通路７に接続されている。これにより、ＥＧＲ通路３１は、排気通路１７と吸気通路７との間を連通し、ＤＰＦ１８で煤等が捕集された後の排気ガスの一部を、ＥＧＲガスとしてコンプレッサ１１ａの上流側に還流することが可能となっている。   In such an intake / exhaust system of the engine 1, an exhaust gas recirculation device (EGR device) 30 is provided between the intake passage 7 and the exhaust passage 17. In the present embodiment, the EGR device 30 is constituted by a low-pressure EGR device that recirculates a part of the exhaust gas in the exhaust passage 17 to the upstream side of the compressor 11 a as EGR gas, and the EGR device 30 has an EGR passage 31. . One end side of the EGR passage 31 is connected to the exhaust passage 17 on the downstream side of the DPF 18, and the other end side is connected to the intake passage 7 on the upstream side of the compressor 11 a of the turbocharger 11. As a result, the EGR passage 31 communicates between the exhaust passage 17 and the intake passage 7, and a part of the exhaust gas after the soot and the like is collected by the DPF 18 is returned to the upstream side of the compressor 11a as EGR gas. It is possible to do.

ＥＧＲ通路３１の中途には、ＥＧＲ通路３１を開閉するＥＧＲ制御弁３２が介装されている。ＥＧＲ制御弁３２は、例えば、バタフライ式の弁体（図示せず）を有し、この弁体の開度が、エンジン１の運転状態に応じてエンジン制御ユニット（ＥＣＵ）５０で制御されることにより、ＥＧＲ通路３１内を流通するＥＧＲガスの流量を調整する。   An EGR control valve 32 that opens and closes the EGR passage 31 is interposed in the middle of the EGR passage 31. The EGR control valve 32 has, for example, a butterfly valve body (not shown), and the opening degree of the valve body is controlled by the engine control unit (ECU) 50 according to the operating state of the engine 1. Thus, the flow rate of the EGR gas flowing through the EGR passage 31 is adjusted.

また、例えば、ＥＧＲ制御弁３２よりも上流側（排気通路１７側）において、ＥＧＲ通路３１の中途には、冷却手段としてのＥＧＲクーラ３３が介装されている。本実施形態において、ＥＧＲクーラ３３は、例えば、水冷式のクーラで構成され、このＥＧＲクーラ３３にはエンジン１の冷却水が循環される。そして、この冷却水との熱交換により、ＥＧＲクーラ３３は、内部を流通するＥＧＲガスを冷却する。   Further, for example, an EGR cooler 33 as a cooling means is interposed in the middle of the EGR passage 31 on the upstream side (exhaust passage 17 side) of the EGR control valve 32. In the present embodiment, the EGR cooler 33 is constituted by, for example, a water-cooled cooler, and the cooling water of the engine 1 is circulated through the EGR cooler 33. And the EGR cooler 33 cools the EGR gas which distribute | circulates an inside by heat exchange with this cooling water.

また、ＥＧＲ通路３１の中途には、バイパス通路３４が介装されている。このバイパス通路３４は、ＥＧＲ通路３１と並列に介装される迂回路であり、ＥＧＲクーラ３３よりも上流側（排気通路１７側）でＥＧＲ通路３１から分岐し、ＥＧＲクーラ３３よりも下流側且つＥＧＲ制御弁３２よりも上流側でＥＧＲ通路３１に合流する。   A bypass passage 34 is interposed in the middle of the EGR passage 31. This bypass passage 34 is a bypass route interposed in parallel with the EGR passage 31, branches from the EGR passage 31 on the upstream side (exhaust passage 17 side) from the EGR cooler 33, and downstream from the EGR cooler 33. The EGR passage 31 joins the EGR passage 31 upstream of the EGR control valve 32.

また、ＥＧＲ通路３１上において、ＥＧＲクーラ３３とバイパス通路３４との上流側の分岐部には、切換弁３５が設けられている。この切換弁３５は、例えば、三方バルブで構成され、ＥＧＲクーラ３３側を流通するＥＧＲガスとバイパス通路３４側を流通するＥＧＲガスとの流量比を調整する。すなわち、切換弁３５は、後述するＥＣＵ５０の制御により、ＥＧＲ通路３１に対するＥＧＲクーラ３３とバイパス通路３４との連通量を切り換えることにより、ＥＧＲクーラ３３とバイパス通路３４に対するＥＧＲガスの流量比を、１：０から０：１までの間で可変調整する。   On the EGR passage 31, a switching valve 35 is provided at the upstream branch portion between the EGR cooler 33 and the bypass passage 34. The switching valve 35 is constituted by, for example, a three-way valve, and adjusts the flow rate ratio between the EGR gas flowing through the EGR cooler 33 and the EGR gas flowing through the bypass passage 34. That is, the switching valve 35 changes the flow rate ratio of the EGR gas to the EGR cooler 33 and the bypass passage 34 by switching the communication amount between the EGR cooler 33 and the bypass passage 34 with respect to the EGR passage 31 under the control of the ECU 50 described later. Variable adjustment is performed between 1: 0 and 0: 1.

また、バイパス通路３４には、内部を流通するＥＧＲガスを適宜昇温させる昇温手段としてのヒータ３６が設けられている。このヒータ３６は、例えば、ＥＣＵ５０によって通電制御される電気抵抗式のヒータで構成され、バイパス通路３４の外周に周設されている。   Further, the bypass passage 34 is provided with a heater 36 as a temperature raising means for appropriately raising the temperature of the EGR gas flowing inside. The heater 36 is constituted by, for example, an electric resistance heater that is energized and controlled by the ECU 50, and is provided around the outer periphery of the bypass passage 34.

ここで、ＥＧＲ通路３１にはＥＧＲクーラ３３の直上流でのＥＧＲガス温度（以下、クーラ前ガス温度という）Ｔｅｆを検出するための温度センサ３８が設けられ、吸気通路７には、コンプレッサ１１ａの直上流での吸気温度（ＥＧＲガスを含む吸気温度：以下、コンプレッサ前ガス温度という）Ｔｃｆを検出するための温度センサ３９が設けられている。ＥＣＵ５０は、温度センサ３８，３９で検出された各検出温度Ｔｅｆ，Ｔｃｆに基づいて切換弁３５及びヒータ３６の制御を行うことでＥＧＲガスの温度制御を行い、凝縮水の発生を抑制する。   Here, the EGR passage 31 is provided with a temperature sensor 38 for detecting an EGR gas temperature (hereinafter referred to as pre-cooler gas temperature) Tef immediately upstream of the EGR cooler 33, and the intake passage 7 is provided with a compressor 11 a. A temperature sensor 39 is provided for detecting an intake air temperature (intake air temperature including EGR gas; hereinafter referred to as pre-compressor gas temperature) Tcf immediately upstream. The ECU 50 controls the temperature of the EGR gas by controlling the switching valve 35 and the heater 36 based on the detected temperatures Tef and Tcf detected by the temperature sensors 38 and 39, and suppresses the generation of condensed water.

この場合において、ＥＣＵ５０は、後述のように、基本的には、コンプレッサ前ガス温度Ｔｃｆに基づいて切換弁３５及びヒータ３６を制御するようになっており、ＥＣＵ５０は、先ず、コンプレッサ前ガス温度Ｔｃｆが設定温度Ｔ２以下である場合には、切換弁３５の制御を通じて、ＥＧＲクーラ３３側を流通するＥＧＲガスの流量比を減少させる（バイパス通路３４側を流通するＥＧＲガスの流量比を増加させる）。さらに、ＥＣＵ５０は、ＥＧＲクーラ３３側へのＥＧＲガスの流通が遮断された場合であってもコンプレッサ前ガス温度Ｔｃｆが設定温度Ｔ２以下である場合、ヒータ３６の通電制御を通じて、バイパス通路３４内を流通するＥＧＲガスの昇温制御を行う。但し、ＥＧＲクーラ３３内での凝縮水の発生を防止するため、コンプレッサ前ガス温度Ｔｃｆが設定温度Ｔ２より高い場合であっても、クーラ前ガス温度Ｔｅｆが設定温度Ｔ２以下である場合、ＥＣＵ５０は、ＥＧＲクーラ３３側へのＥＧＲガスの流通を遮断する。ここで、設定温度Ｔ２は、例えば、ＥＧＲガス中の水蒸気が凝縮を開始する温度（凝縮温度）Ｔ１を基準として設定されるもので、具体的には、凝縮温度Ｔ１（例えば、Ｔ１＝１００℃）よりも所定温度高い温度に設定されている。   In this case, as will be described later, the ECU 50 basically controls the switching valve 35 and the heater 36 based on the pre-compressor gas temperature Tcf. The ECU 50 first starts the pre-compressor gas temperature Tcf. Is lower than the set temperature T2, the flow rate ratio of the EGR gas flowing through the EGR cooler 33 side is decreased through the control of the switching valve 35 (the flow rate ratio of the EGR gas flowing through the bypass passage 34 side is increased). . Further, even when the flow of EGR gas to the EGR cooler 33 is interrupted, the ECU 50 passes through the bypass passage 34 through the energization control of the heater 36 when the pre-compressor gas temperature Tcf is equal to or lower than the set temperature T2. The temperature rise control of the circulating EGR gas is performed. However, in order to prevent the generation of condensed water in the EGR cooler 33, even if the pre-compressor gas temperature Tcf is higher than the set temperature T2, if the pre-cooler gas temperature Tef is equal to or lower than the set temperature T2, the ECU 50 The flow of EGR gas to the EGR cooler 33 side is shut off. Here, the set temperature T2 is set on the basis of, for example, the temperature (condensation temperature) T1 at which the water vapor in the EGR gas starts condensing, and specifically, the condensation temperature T1 (for example, T1 = 100 ° C.). ) Is set to a temperature that is higher than the predetermined temperature.

次に、ＥＣＵ５０で実行されるＥＧＲガスの温度制御について、図２に示すＥＧＲガス温度制御ルーチンに従って説明する。このルーチンは、例えば、ＥＧＲ制御弁３２が開制御されたＥＧＲ制御時（ＥＧＲガスの還流制御時）において、設定時間毎に繰り返し実行されるもので、ルーチンがスタートすると、ＥＣＵ５０は、先ず、ステップＳ１０１において、クーラ前ガス温度Ｔｅｆが設定温度Ｔ２以下であるか否かを調べる。   Next, the EGR gas temperature control executed by the ECU 50 will be described in accordance with the EGR gas temperature control routine shown in FIG. This routine, for example, is repeatedly executed at set times during EGR control when the EGR control valve 32 is opened (at the time of EGR gas recirculation control). When the routine starts, the ECU 50 first performs a step. In S101, it is checked whether or not the pre-cooler gas temperature Tef is equal to or lower than the set temperature T2.

そして、ステップＳ１０１において、クーラ前ガス温度Ｔｅｆが設定温度Ｔ２以下であると判定した場合、ＥＣＵ５０は、ステップＳ１０２に進み、ＥＧＲクーラ３３内へのＥＧＲガスの流入を禁止するフラグＦｃをセット（Ｆｃ←１）した後、ステップＳ１０４に進む。すなわち、クーラ前ガス温度Ｔｅｆが設定温度Ｔ２以下である場合、ＥＧＲガスをＥＧＲクーラ３３内に流通させると、内部で凝縮水が発生する確率が格段に高くなる。そして、ＥＧＲクーラ３３内で発生した凝縮水は、含有する煤や硫黄成分等により、内部の目詰まりや損傷等を引き起こす要因となり得る。そこで、ＥＣＵ５０は、クーラ前ガス温度Ｔｅｆが設定温度Ｔ２以下である場合には、フラグＦｃを「１」にセットしてＥＧＲクーラ３３に対するＥＧＲガスの流入を禁止する。   When it is determined in step S101 that the pre-cooler gas temperature Tef is equal to or lower than the set temperature T2, the ECU 50 proceeds to step S102 and sets a flag Fc that prohibits the flow of EGR gas into the EGR cooler 33 (Fc After 1), the process proceeds to step S104. That is, when the pre-cooler gas temperature Tef is equal to or lower than the set temperature T2, when the EGR gas is circulated in the EGR cooler 33, the probability that condensed water is generated inside becomes extremely high. And the condensed water which generate | occur | produced in the EGR cooler 33 can become a factor which causes internal clogging, damage, etc. with the soot, sulfur component, etc. which are contained. Therefore, when the pre-cooler gas temperature Tef is equal to or lower than the set temperature T2, the ECU 50 sets the flag Fc to “1” and inhibits the EGR gas from flowing into the EGR cooler 33.

一方、ステップＳ１０１において、クーラ前ガス温度Ｔｅｆが設定温度Ｔ２よりも高いと判定した場合、ＥＣＵ５０は、ステップＳ１０３に進み、フラグＦｃをクリア（Ｆｃ←０）した後、ステップＳ１０４に進む。すなわち、クーラ前ガス温度Ｔｅｆが設定温度Ｔ２よりも高い場合、ＥＣＵ５０は、ＥＧＲクーラ３３内へのＥＧＲガスの流入を許容すべく、フラグＦｃを「０」にクリアする。   On the other hand, if it is determined in step S101 that the pre-cooler gas temperature Tef is higher than the set temperature T2, the ECU 50 proceeds to step S103, clears the flag Fc (Fc ← 0), and then proceeds to step S104. That is, when the pre-cooler gas temperature Tef is higher than the set temperature T2, the ECU 50 clears the flag Fc to “0” to allow the EGR gas to flow into the EGR cooler 33.

ステップＳ１０２或いはステップＳ１０３からステップＳ１０４に進むと、ＥＣＵ５０は、コンプレッサ前ガス温度Ｔｃｆが設定温度Ｔ２以下であるか否かを調べる。   When the process proceeds from step S102 or step S103 to step S104, the ECU 50 checks whether or not the pre-compressor gas temperature Tcf is equal to or lower than the set temperature T2.

そして、ステップＳ１０４において、コンプレッサ前ガス温度Ｔｃｆが設定温度Ｔ２以下であると判定した場合、ＥＣＵ５０は、ＥＧＲガスの昇温制御を行うべく、ステップＳ１０５に進む。   If it is determined in step S104 that the pre-compressor gas temperature Tcf is equal to or lower than the set temperature T2, the ECU 50 proceeds to step S105 in order to perform temperature rise control of the EGR gas.

ステップＳ１０５において、ＥＣＵ５０は、切換弁３５によりＥＧＲクーラ３３側がＥＧＲ通路３１に対して全閉状態にあるか否か（バイパス通路３４側がＥＧＲ通路３１に対して全開状態であるか否か）を調べる。   In step S105, the ECU 50 checks whether or not the EGR cooler 33 side is fully closed with respect to the EGR passage 31 by the switching valve 35 (whether or not the bypass passage 34 side is fully opened with respect to the EGR passage 31). .

そして、ステップＳ１０５において、ＥＧＲクーラ３３が全閉状態ではないと判定した場合、ＥＣＵ５０は、ＥＧＲクーラ３３に対するＥＧＲガスの流量調整によって昇温を図るべく、ステップＳ１０６に進む。   If it is determined in step S105 that the EGR cooler 33 is not in the fully closed state, the ECU 50 proceeds to step S106 in order to increase the temperature by adjusting the flow rate of the EGR gas to the EGR cooler 33.

ステップＳ１０６において、ＥＣＵ５０は、フラグＦｃが「１」にセットされているか否かを調べ、フラグＦｃが「０」にクリアされていると判定した場合、ステップＳ１０７に進み、切換弁３５の制御を通じ、ＥＧＲ通路３１に対するＥＧＲクーラ３３側の開度を現在の開度に対して設定量閉じる方向に絞り制御した後、ルーチンを抜ける。これにより、ＥＧＲクーラ３３を流通するＥＧＲガスの流量が制限され、結果として、ＥＧＲガスの昇温が図られる。   In step S106, the ECU 50 checks whether or not the flag Fc is set to “1”. If the ECU 50 determines that the flag Fc is cleared to “0”, the ECU 50 proceeds to step S107 and controls the switching valve 35. Then, after controlling the opening of the EGR cooler 33 side with respect to the EGR passage 31 in a direction to close the set amount with respect to the current opening, the routine is exited. As a result, the flow rate of the EGR gas flowing through the EGR cooler 33 is limited, and as a result, the temperature of the EGR gas is increased.

一方、ステップＳ１０６において、フラグＦｃが「１」にセットされていると判定した場合、ＥＣＵ５０は、ステップＳ１０８に進み、切換弁３５の制御を通じ、ＥＧＲ通路３１に対してＥＧＲクーラ３３を全閉制御した後、ルーチンを抜ける。これにより、ＥＧＲクーラ３３内へのＥＧＲガスの流通が禁止され、結果として、ＥＧＲガスの昇温が図られると共に、ＥＧＲクーラ３３内での凝縮水の発生が防止される。   On the other hand, when it is determined in step S106 that the flag Fc is set to “1”, the ECU 50 proceeds to step S108 and controls the EGR cooler 33 to be fully closed with respect to the EGR passage 31 through the control of the switching valve 35. Then exit the routine. Thereby, the circulation of the EGR gas into the EGR cooler 33 is prohibited, and as a result, the temperature of the EGR gas is increased and the generation of condensed water in the EGR cooler 33 is prevented.

また、ステップＳ１０５において、ＥＧＲクーラ３３が全閉状態にあると判定した場合、ＥＣＵ５０は、ステップＳ１０９に進み、ヒータ３６に対する通電制御を通じたＥＧＲガスの昇温制御を行った後、ルーチンを抜ける。   If it is determined in step S105 that the EGR cooler 33 is in the fully closed state, the ECU 50 proceeds to step S109, performs temperature increase control of the EGR gas through energization control for the heater 36, and then exits the routine.

また、ステップＳ１０４において、コンプレッサ前ガス温度Ｔｃｆが設定温度Ｔ２よりも高いと判定した場合、ＥＣＵ５０は、ＥＧＲガスの降温制御を行うべく、ステップＳ１１０に進む。   If it is determined in step S104 that the pre-compressor gas temperature Tcf is higher than the set temperature T2, the ECU 50 proceeds to step S110 in order to perform temperature reduction control of the EGR gas.

そして、ステップＳ１１０において、ＥＣＵ５０は、現在、ヒータ３６がＯＮされているか否か、すなわち、ヒータ３６に対する通電制御中であるか否かを調べ、通電制御中であると判定した場合、ステップＳ１１１に進み、ヒータ３６に対する通電をＯＦＦした後、ルーチンを抜ける。これにより、バイパス通路３４を流通するＥＧＲガスのヒータ３６を通じた昇温が中断され、ＥＧＲガスの降温が図られる。   In step S110, the ECU 50 checks whether or not the heater 36 is currently turned on, that is, whether or not energization control is being performed on the heater 36. If it is determined that energization control is being performed, the ECU 50 proceeds to step S111. After proceeding and turning off the power to the heater 36, the routine is exited. Thereby, the temperature rise of the EGR gas flowing through the bypass passage 34 through the heater 36 is interrupted, and the temperature of the EGR gas is lowered.

一方、ステップＳ１１０において、現在、ヒータ３６に対する通電制御が行われていないと判定した場合、ＥＣＵ５０は、ステップＳ１１２に進み、フラグＦｃが「１」にセットされているか否かを調べる。   On the other hand, if it is determined in step S110 that the energization control for the heater 36 is not currently performed, the ECU 50 proceeds to step S112 and checks whether or not the flag Fc is set to “1”.

そして、ステップＳ１１２において、フラグＦｃが「１」にセットされていると判定した場合、ＥＣＵ５０は、ステップＳ１１３に進み、切換弁３５の制御を通じ、ＥＧＲ通路３１に対してＥＧＲクーラ３３側を全閉制御した後、ルーチンを抜ける。すなわち、クーラ前ガス温度Ｔｅｆが設定温度Ｔ２以下である場合には、ＥＧＲガスの降温よりも、ＥＧＲクーラ３３内における凝縮水の発生を防止することを優先する。   If it is determined in step S112 that the flag Fc is set to “1”, the ECU 50 proceeds to step S113 and fully closes the EGR cooler 33 side with respect to the EGR passage 31 through the control of the switching valve 35. After controlling, exit the routine. That is, when the pre-cooler gas temperature Tef is equal to or lower than the set temperature T2, priority is given to preventing the generation of condensed water in the EGR cooler 33 rather than the temperature drop of the EGR gas.

一方、ステップＳ１１２において、フラグＦｃが「０」にクリアされていると判定した場合、ＥＣＵ５０は、ステップＳ１１４に進み、現在、ＥＧＲ通路３１に対してＥＧＲクーラ３３側が全開状態にあるか否かを調べる。   On the other hand, if it is determined in step S112 that the flag Fc is cleared to “0”, the ECU 50 proceeds to step S114 and determines whether or not the EGR cooler 33 side is currently fully open with respect to the EGR passage 31. Investigate.

そして、ステップＳ１１４において、ＥＧＲクーラ３３側が全開状態にあると判定した場合、ＥＣＵ５０は、そのままルーチンを抜ける。   If it is determined in step S114 that the EGR cooler 33 side is fully open, the ECU 50 directly exits the routine.

一方、ステップＳ１１４において、ＥＧＲクーラ３３側が全開状態にないと判定した場合、ＥＣＵ５０は、ステップＳ１１５に進み、切換弁３５を通じ、ＥＧＲ通路３１に対するＥＧＲクーラ３３側の開度を現在の開度に対して設定量開く方向に開放制御した後、ルーチンを抜ける。これにより、ＥＧＲクーラ３３を流通するＥＧＲガスの流量が増加され、結果として、ＥＧＲガスの降温が図られる。   On the other hand, if it is determined in step S114 that the EGR cooler 33 side is not fully opened, the ECU 50 proceeds to step S115, and the opening on the EGR cooler 33 side with respect to the EGR passage 31 is set to the current opening through the switching valve 35. After controlling the opening in the direction to open the set amount, exit the routine. Thereby, the flow rate of the EGR gas flowing through the EGR cooler 33 is increased, and as a result, the temperature of the EGR gas is lowered.

このような実施形態によれば、ＥＧＲ通路３１に介装されたＥＧＲクーラ３３にバイパス通路３４を設け、これらＥＧＲクーラ３３側とバイパス通路３４側とを流通するＥＧＲガスの流量比を制御弁３５によって適宜調整可能とすると共に、バイパス通路３４にヒータ３６を設け、バイパス通路３４内を流通するＥＧＲガスを適宜昇温可能とすることにより、エンジン１のアイドル時等に大量のＥＧＲガスを還流させた場合にも、ＥＧＲクーラ３３は勿論のこと、ターボ過給機１１のコンプレッサ１１ａ等の補機類についても、凝縮水の発生を防止して的確に保護することができる。   According to such an embodiment, the bypass passage 34 is provided in the EGR cooler 33 interposed in the EGR passage 31, and the flow rate ratio of the EGR gas flowing through the EGR cooler 33 side and the bypass passage 34 side is controlled by the control valve 35. Can be adjusted as needed, and a heater 36 is provided in the bypass passage 34 so that the temperature of the EGR gas flowing in the bypass passage 34 can be raised appropriately, thereby allowing a large amount of EGR gas to recirculate when the engine 1 is idle or the like. Even in this case, not only the EGR cooler 33 but also the auxiliary machines such as the compressor 11a of the turbocharger 11 can be protected accurately by preventing the generation of condensed water.

特に、本実施形態においては、ヒータ３６の通電制御によってもＥＧＲガスの昇温が可能な構成であるため、ＥＧＲガスの流通経路が長大化する傾向にある低圧式のＥＧＲ装置３０においても、ＥＧＲガスを的確に昇温させることができる。   In particular, in the present embodiment, the temperature of the EGR gas can be increased even by energization control of the heater 36. Therefore, even in the low-pressure EGR device 30 that tends to increase the flow path of the EGR gas, The temperature of the gas can be accurately raised.

排気ガス再循環装置を備えたエンジンの概略構成図Schematic configuration diagram of an engine equipped with an exhaust gas recirculation device ＥＧＲガス温度制御ルーチンを示すフローチャートFlowchart showing EGR gas temperature control routine

符号の説明Explanation of symbols

１ … エンジン
２ … シリンダブロック
３ … シリンダヘッド
３ａ … 吸気ポート
３ｂ … 排気ポート
５ … 吸気マニホルド
６ … エアチャンバ
７ … 吸気通路
１０ … インタークーラ
１１ … ターボ過給機（過給機）
１１ａ … コンプレッサ
１１ｂ … タービン
１２ … エアクリーナ
１３ … 吸気チャンバ
１５ … 排気マニホルド
１７ … 排気通路
１８ … ディーゼルパティキュレートフィルタ
１９ … マフラ
３０ … 排気ガス再循環装置
３１ … ＥＧＲ通路
３２ … 制御弁
３３ … ＥＧＲクーラ（冷却手段）
３４ … バイパス通路
３５ … 切換弁
３６ … ヒータ
３８ … 温度センサ
３９ … 温度センサ
５０ … エンジン制御ユニット（ＥＧＲガス流量制御手段）
Ｔ１ … 凝縮温度
Ｔ２ … 設定温度
Ｔｃｆ … コンプレッサ前ガス温度
Ｔｅｆ … クーラ前ガス温度 DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Cylinder block 3 ... Cylinder head 3a ... Intake port 3b ... Exhaust port 5 ... Intake manifold 6 ... Air chamber 7 ... Intake passage 10 ... Intercooler 11 ... Turbocharger (supercharger)
DESCRIPTION OF SYMBOLS 11a ... Compressor 11b ... Turbine 12 ... Air cleaner 13 ... Intake chamber 15 ... Exhaust manifold 17 ... Exhaust passage 18 ... Diesel particulate filter 19 ... Muffler 30 ... Exhaust gas recirculation device 31 ... EGR passage 32 ... Control valve 33 ... EGR cooler ( Cooling means)
34 ... Bypass passage 35 ... Switching valve 36 ... Heater 38 ... Temperature sensor 39 ... Temperature sensor 50 ... Engine control unit (EGR gas flow rate control means)
T1 ... Condensation temperature T2 ... Set temperature Tcf ... Gas temperature before compressor Tef ... Gas temperature before cooler

Claims (4)

ディーゼルパティキュレートフィルタよりも下流側の排気通路と過給機のコンプレッサよりも上流側の吸気通路とを連通して前記排気通路内の排気ガスの一部をＥＧＲガスとして前記吸気通路に還流させるＥＧＲ通路と、
前記ＥＧＲ通路を流通する前記ＥＧＲガスを冷却する冷却手段と、
前記冷却手段を迂回するバイパス通路と、
前記冷却手段側と前記バイパス通路側とを流通する前記ＥＧＲガスの流量比を調整する切換弁と、
前記バイパス通路を流通するＥＧＲガスを昇温させるヒータとを備えたことを特徴とするディーゼルエンジンの排気ガス再循環装置。 An EGR that connects the exhaust passage downstream of the diesel particulate filter and the intake passage upstream of the compressor of the supercharger to recirculate a part of the exhaust gas in the exhaust passage to the intake passage as EGR gas. A passage,
Cooling means for cooling the EGR gas flowing through the EGR passage;
A bypass passage that bypasses the cooling means;
A switching valve for adjusting a flow rate ratio of the EGR gas flowing through the cooling means side and the bypass passage side;
An exhaust gas recirculation device for a diesel engine, comprising: a heater that raises the temperature of EGR gas flowing through the bypass passage. 前記ＥＧＲ通路を流通するＥＧＲガス流量を制御するＥＧＲガス流量制御手段を有し、
前記ＥＧＲガス流量制御手段は、前記コンプレッサの直上流の吸気温度が設定温度以下であるとき、前記冷却手段側を流通する前記ＥＧＲガスの流量比を減少させるよう前記切換弁を制御することを特徴とする請求項１記載のディーゼルエンジンの排気ガス再循環装置。 EGR gas flow rate control means for controlling the flow rate of EGR gas flowing through the EGR passage,
The EGR gas flow rate control means controls the switching valve so as to reduce the flow rate ratio of the EGR gas flowing through the cooling means side when the intake air temperature immediately upstream of the compressor is equal to or lower than a set temperature. The exhaust gas recirculation device for a diesel engine according to claim 1. 前記ＥＧＲガス流量制御手段は、前記吸気温度が前記設定温度以下であるとき、前記ヒータによる前記ＥＧＲガスの昇温制御を行うことを特徴とする請求項２記載のディーゼルエンジンの排気ガス再循環装置。   3. The exhaust gas recirculation device for a diesel engine according to claim 2, wherein the EGR gas flow rate control unit performs temperature rise control of the EGR gas by the heater when the intake air temperature is equal to or lower than the set temperature. . 前記ＥＧＲガス流量制御手段は、前記吸気温度が前記設定温度よりも高い場合であっても、前記冷却手段の直上流における前記ＥＧＲガスの温度が前記設定温度以下である場合、前記ＥＧＲガスの前記冷却手段への流通を遮断するよう前記切換弁を制御することを特徴とする請求項２または請求項３に記載のディーゼルエンジンの排気ガス再循環装置。   Even if the intake air temperature is higher than the set temperature, the EGR gas flow rate control means is configured to control the EGR gas flow rate when the temperature of the EGR gas immediately upstream of the cooling means is equal to or lower than the set temperature. The exhaust gas recirculation device for a diesel engine according to claim 2 or 3, wherein the switching valve is controlled so as to block the flow to the cooling means.
JP2008210971A 2008-08-19 2008-08-19 Diesel engine exhaust gas recirculation system Expired - Fee Related JP5038992B2 (en)

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