EP1193388A2 - Vorrichtung zur Abgasreinigung für eine Brennkraftmaschine mit einem Turbolader - Google Patents

Vorrichtung zur Abgasreinigung für eine Brennkraftmaschine mit einem Turbolader Download PDF

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Publication number
EP1193388A2
EP1193388A2 EP01123579A EP01123579A EP1193388A2 EP 1193388 A2 EP1193388 A2 EP 1193388A2 EP 01123579 A EP01123579 A EP 01123579A EP 01123579 A EP01123579 A EP 01123579A EP 1193388 A2 EP1193388 A2 EP 1193388A2
Authority
EP
European Patent Office
Prior art keywords
exhaust gas
throttle valve
internal combustion
combustion engine
compressor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP01123579A
Other languages
English (en)
French (fr)
Other versions
EP1193388A3 (de
Inventor
Hiroki c/oToyota Jidosha Kabushiki Kaisha Murata
Shizuo c/oToyota Jidosha Kabushiki Kaisha Sasaki
Kohei c/oToyota Jidosha K. K. Igarashi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
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Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of EP1193388A2 publication Critical patent/EP1193388A2/de
Publication of EP1193388A3 publication Critical patent/EP1193388A3/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1035—Details of the valve housing
    • F02D9/104—Shaping of the flow path in the vicinity of the flap, e.g. having inserts in the housing
    • F02D9/1045—Shaping of the flow path in the vicinity of the flap, e.g. having inserts in the housing for sealing of the flow in closed flap position, e.g. the housing forming a valve seat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
    • F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0277—Fail-safe mechanisms, e.g. with limp-home feature, to close throttle if actuator fails, or if control cable sticks or breaks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics

Definitions

  • the present invention relates to an exhaust gas purifying apparatus for an internal combustion engine with a supercharger, which is provided with the supercharger having a turbine disposed in an exhaust passage and a compressor disposed in an intake passage and an exhaust gas recirculation system for connecting the exhaust passage downstream of the turbine and the intake passage with each other and recirculating a part of exhaust gas to an intake system of the internal combustion engine.
  • a particulate filter carrying catalyst hereinafter simply referred to as a catalyst filter
  • an exhaust gas recirculation system hereinafter simply referred to as an EGR
  • the catalyst filter is used for purifying the generated NOx before being discharged to the atmosphere by using a lean NOx catalyst such as a storage-reduction type NOx catalyst or a selective reduction type NOx catalyst.
  • a lean NOx catalyst such as a storage-reduction type NOx catalyst or a selective reduction type NOx catalyst.
  • the EGR serves to return a part of the exhaust gas through an exhaust gas recirculation pipe (EGR pipe) back to an intake system to introduce inert gas to increase a heat capacitance of gas within a combustion chamber so as to lower a maximum combustion temperature, thereby reducing the generation of NOx.
  • EGR pipe exhaust gas recirculation pipe
  • a turbocharger is disposed as a supercharger in the exhaust system of the internal combustion engine.
  • the exhaust gas is introduced into a turbine of the turbocharger to drive the turbine.
  • a compressor coupled with this turbine is driven to pressurize the air introduced into the intake system of the internal combustion engine so as to increase the output.
  • the EGR has a structure in which a start end of the EGR pipe is connected directly to an exhaust manifold.
  • a part of the exhaust gas to be introduced from the exhaust manifold to the turbine is returned back to the intake system through the EGR pipe and the exhaust gas flowing through the intake pipe is not fed to the side at which the turbine is driven. Accordingly, in some cases, it is impossible to obtain a sufficient driving force for the turbine and it is impossible to obtain the sufficient increase of the intake gas by the compressor.
  • the start end of the EGR pipe is not connected directly to the exhaust manifold but is provided at the exhaust pipe on the downstream side of the turbine and an introduction port that is a terminal end of the EGR pipe is arranged on the upstream side of the compressor (see Japanese Patent Application Laid-open No. Hei 6-257518)
  • the start end of the EGR pipe is provided at the exhaust pipe on the downstream side of the turbine so that all the exhaust gas from the exhaust manifold is introduced into the turbine to make it possible to obtain the sufficient driving force for the turbine.
  • the introduction port of the EGR pipe is disposed on the upstream side of the compressor, so that not only fresh air but also the exhaust gas to be re-introduced may be pressurized and fed into the intake system as the mixture gas by the rotation of the compressor.
  • a throttle valve is provided between the introduction port of the EGR pipe and the side of the air cleaner into which the fresh air is to be introduced to thereby suitably adjust the mixture ratio of the intake gas to be introduced into the intake system in response to the operational condition.
  • the throttle valve is provided in the intake passage on the upstream side of the compressor, in the case where the throttle valve is kept fully closed due to some malfunction, the following disadvantages are noticed. Namely, when the throttle valve on the upstream side of the compressor would be kept fully closed, the intake passage in the vicinity of the compressor would be kept under an excessive negative pressure condition (close to the real vacuum). Then, the turbine coupled with the compressor is rotated while receiving the exhaust gas pressure whereas the compressor is rotated without any resistance while not performing the pressurizing work. As a result, the turbocharger becomes too much rotated. For this reason, there is a possibility that the malfunction of the throttle valve would result in the damage of a bearing for the turbocharger.
  • the present invention has been made in view of the above, and an object of the present invention is therefore to provide an exhaust gas purifying apparatus for an internal combustion engine with a supercharger in which an introduction port for EGR gas is provided on the upstream side of a compressor and a throttle valve for adjusting a mixture ratio of the EGR gas and fresh air is disposed on the upstream side of the EGR gas introduction port, the exhaust gas purifying apparatus comprising a fail safe means in which, even if a malfunction occurs in the throttle valve, the portion on the upstream side of the compressor does not have any excessive negative pressure.
  • the exhaust gas purifying apparatus for an internal combustion engine with a supercharger has the following features:
  • an exhaust gas purifying apparatus for an internal combustion engine with a supercharger comprising a supercharger having a turbine disposed in an exhaust passage and a compressor disposed in an intake passage and an exhaust gas recirculation system for connecting the exhaust passage downstream of the turbine and the intake passage with each other and for recirculating a part of exhaust gas back to an intake system of the internal combustion engine, in which an introduction port for recirculating the part of the exhaust gas and a throttle valve for opening/closing the intake passage as desired are arranged in this order in the intake passage upstream of the compressor, wherein, a fail safe means for allowing a predetermined flow rate of intake air to flow to the compressor and giving a negative pressure when the throttle valve is fully closed is provided in the intake passage upstream of the compressor.
  • the throttle valve is provided between the side of the air cleaner into which fresh air is to be introduced and the introduction port for recirculating the part of the exhaust gas and the throttle valve is controlled to be opened by means of electronic controlling unit (ECU) for controlling an engine whereby the mixture ratio of the suction mixture gas to be introduced into the intake system may be suitably adjusted in response to the operational condition.
  • ECU electronic controlling unit
  • the fail safe means allows the predetermined flow rate of intake air to flow to the compressor and gives the negative pressure to avoid the excessive negative pressure of the intake passage. It is therefore possible to avoid the non-resistance rotation of the compressor and the excessive rotation of the supercharger.
  • the "excessive negative pressure condition” referred here means the condition that the compressor is rotated without any resistance not to be pressurized. In this case, the turbine coupled with the compressor becomes excessively rotated by receiving only the exhaust gas pressure so as to lead to the defects such as sticking of bearings.
  • the condition of "allowing the predetermined flow rate of intake air to flow to the compressor and giving the negative pressure” means the condition of giving the intake resistance to ensure an number of engine rotation such an extent that the supercharger is not broken out, to the intake passage upstream of the compressor the intake.
  • the fail safe means is an opening degree regulating means for regulating an opening/closing angle of the throttle valve upon fully closed operation to a predetermined opening angle.
  • the throttle valve is regulated to the condition that the valve is opened at the predetermined opening angle by the opening degree regulating means.
  • a minimum flow rate of intake air is introduced through the opening portion to ensure the intake air resistance to an extent that the supercharger is not broken down, and to prevent the excessive rotation of the supercharger.
  • the "opening degree regulating means” referred here means a means for keeping a minimum opening limiter of the throttle valve in the condition of a minimum opening degree (predetermined angle) such that the supercharger is not excessively rotated and is adapted to give the intake air flow
  • the "minimum opening degree” means a valve opening degree such that the intake air resistance is given to the compressor so that the abnormality such as sticking of the supercharger would not occur and the intake air for keeping the allowed number of engine rotation may be introduced.
  • the exhaust gas purifying apparatus for an internal combustion engine with a supercharger it is possible to take the structure in which a control valve that is controlled to be fully closed in starting or stopping of the internal combustion engine is provided in the intake passage downstream of the compressor.
  • the "fully closed control” means a control of, when a diesel engine having a high compression ratio is started or stopped, throttling the control valve to reduce the air to be introduced into the combustion chamber so as to reduce the compression ratio of the internal combustion engine to facilitate the rotation to suppress the vibration. Namely, if the control valve is closed, the pressure within the combustion chamber in the initial stage of the compression is decreased so that the compression pressure is decreased.
  • the exhaust gas purifying apparatus for an internal combustion engine with a supercharger it is possible to take the structure in which the opening/closing operations of the throttle valve and the control valve are kept in the same operational mode. Since the opening/closing timing of the throttle valve and the control valve are operated in relation to a demanded load (acceleration step-in amount) of the internal combustion engine, with the structure in the same operational mode of the opening/closing operation, it is possible to commonly use a control command signal of the opening/closing operation outputted from the electronic controlling unit (ECU) for controlling an engine and to commonly use an operating actuator for opening/closing the throttle valve and the control valve on the basis of the control command signal.
  • ECU electronic controlling unit
  • the fail safe means comprises a bypass passage for allowing the predetermined flow rate of intake air to flow bypassing the throttle valve.
  • a minimum flow rate of intake air is introduced through the bypass passage to ensure the intake air resistance to an extent that the supercharger is not broken down, and to prevent the excessive rotation of the supercharger.
  • An engine 1 is a linear four-cylinder diesel engine as shown in the overall view of Fig. 1.
  • Intake air is introduced through an intake manifold 2 and an intake pipe 3 into a combustion chamber of each cylinder.
  • An air cleaner 4 is provided at a start end of the intake pipe 3.
  • Disposed in the midway of the intake pipe 3 are an air flow meter 5, a throttle valve 20, a compressor 6a of a turbocharger (supercharger) 6 and an inter cooler 7.
  • the air flow meter 5 outputs an output signal in correspondence with the air amount of fresh air, which is to be introduced through the air cleaner 4 to the intake pipe 3, to an electronic controlling unit for controlling engine(ECU) 9.
  • the ECU 9 calculates the flow rate of the mixture gas to be introduced into an intake system on the basis of the output signal of the air flow meter 5.
  • the inter cooler 7 is a device disposed around the intake pipe 3 between the intake manifold 2 and the turbocharger 6 for cooling down the mixture gas flowing through the intake pipe 3.
  • the running air blow is introduced to the inter cooler 7.
  • the mixture gas is cooled down by means of the running air blow.
  • fuel (light oil) is injected from a fuel injection valve 10 into the combustion chamber of each cylinder of the engine 1.
  • the fuel is pumped up from a fuel tank(not shown) by means of a fuel pump 12 and fed to the fuel injection valve 10 through a common rail 11.
  • the fuel pump 12 is driven by means of a crankshaft (not shown) of the engine 1.
  • a valve opening timing and a valve opening period of each fuel injection valve 10 are controlled in response to the operational condition of the engine to be described later by means of the ECU 9.
  • each cylinder of the engine 1 is discharged from an exhaust port 13 of each cylinder to an exhaust manifold 14.
  • the exhaust manifold 14 is connected to an exhaust gas gathering pipe 15 for introducing the exhaust gas to a turbine 6b of the turbocharger 6.
  • the turbine 6b is driven by the exhaust gas to drive the compressor 6a coupled with the turbine 6b so as to pressurize the intake air.
  • the exhaust gas is discharged from the turbine 6b to an exhaust pipe 16 and discharged through a muffler (not shown) to the atmosphere.
  • a casing 18 having a particulate filter (hereinafter referred to as a catalyst filter) 17 carrying catalyst is provided in the midway of the exhaust pipe 16.
  • the catalyst filter 17 is used for purifying the generated NOx before being discharged to the atmosphere by means of a lean NOx catalyst such as an storage-reduction type NOx catalyst or a selective reduction type NOx catalyst.
  • a lean NOx catalyst such as an storage-reduction type NOx catalyst or a selective reduction type NOx catalyst.
  • an alumina Al 2 O 3
  • alkaline metal such as potassium K, sodium Na, lithium Li and cesium Cs
  • alkaline earth such as barium Ba and calcium Ca
  • rare-earth such as lanthanum La and yttrium Y
  • noble metal such as platinum Pt is also carried on the carrier.
  • the catalyst filter 17 absorbs NOx when an air/fuel ratio of the flowing-in exhaust gas (hereinafter simply referred to as an exhaust gas air/fuel ratio) is leaner than a stoichiometric air/fuel ratio, and effects the absorption discharging effect of NOx for discharging the absorbed NOx in the form of NO 2 or NO when the exhaust gas air/fuel ratio is equal to or richer than the stoichiometric air/fuel ratio to decrease the oxygen concentration in the flowing-in exhaust gas. Then, the NOx (NO 2 or NO) discharged from the catalyst filter 17 immediately reacts with unburned HC or CO in the exhaust gas to be reduced to N 2 . Accordingly, it is possible to purify HC, CO and NOx contained in the exhaust gas if the exhaust gas air/fuel ratio is suitably controlled.
  • the exhaust gas air/fuel ratio means a ratio of the sum of the fuel (hydrocarbon) amount to the sum of the air amount fed to the exhaust passage on the upstream side of the catalyst filter 17, the engine combustion chambers, the intake passage and the like, respectively. Accordingly, in the case where the fuel or air is not fed into the exhaust passage upstream of the catalyst filter 17, the exhaust gas air/fuel ratio is identified with the air/fuel ratio of the mixture gas to be fed into the engine combustion chambers.
  • an exhaust gas recirculation pipe (hereafter simply referred to as an EGR pipe) 23 for returning a part of the exhaust gas back to the intake system is connected to the exhaust pipe 16 downstream of the catalyst filter 17.
  • the other end of the EGR pipe 23 (EGR introduction port 23a) is connected to the intake pipe 3 upstream of the compressor 6a.
  • An EGR cooler 24 and an EGR valve 25 are provided in the midway of the EGR pipe 23.
  • the exhaust gas recirculation system (EGR) is constituted of the EGR pipe 23, the EGR cooler 24 and the EGR valve 25.
  • This EGR is adapted to reduce the generation of NOx by returning the part of the exhaust gas through the EGR pipe 23 back to the intake system, introducing the inert gas to thereby increase the heat capacitance of the combustion chamber gas and lowering the maximum combustion temperature.
  • This is the technology that is not to purify the NOx before being discharged to the atmosphere like the catalyst filter 17 but to control the generation of the NOx per se.
  • the EGR cooler 24 is a device disposed around the EGR pipe 23 for cooling EGR gas (exhaust gas) flowing through the EGR pipe 23.
  • the engine cooling water is led to the EGR cooler 24 to cool the exhaust gas down.
  • the EGR valve 25 is a device for adjusting the recirculation amount of the exhaust gas to be fed back to the intake system.
  • the EGR valve opening degree is controlled in response to the operational condition of the engine 1 by means of the ECU 9 to be described later.
  • the throttle valve 20 is provided in the intake pipe 3 on the upstream side of the compressor 6a, and more specifically, is provided in the intake pipe 3 between the air cleaner 4 and the EGR introduction port 23a.
  • This throttle valve 20 is connected to the ECU 9 through a vacuum regulated valve (VRV; negative pressure regulative valve).
  • the throttle valve 20 is adapted to adjust a ratio of the mixture gas between the intake amount of fresh air and the exhaust gas recirculation flow rate while the opening degree of the throttle valve is being controlled by the ECU 9 in response to the operational condition of the engine 1 as will be described later.
  • the VRV 28 perform the duty control of the vacuum value set in the throttle valve 20 by means of the negative pressure generated by a vacuum pump separately provided. It is thus possible to change the negative pressure for operating the throttle valve 20 as desired, thereby controlling the opening degree of the throttle valve 20 on the basis of the command of the ECU 9.
  • the throttle valve 20 is regulated such that the opening/closing angle is opened at a predetermined angle ⁇ upon the fully closed operation by means of an opening degree regulating means 21.
  • this opening regulating means 21 means a minimum opening degree limiter for regulating the opening/closing angle of the throttle valve 20 at the minimum opening degree (predetermined angle ⁇ ) even if the throttle valve 20 is kept in the fully closed condition.
  • the opening degree regulating means 21 includes a slant hole 3a obliquely formed in the intake pipe 3, a nut portion 21a fixed to the outside of the intake pipe 3 coaxially with the slant hole 3a, and a screw rod 21b threadedly engaged with the nut portion 21a and inserted into the slant hole 3a with its top portion being projecting inwardly from the inner wall of the intake pipe 3. Then, the valve is retained at the top portion of the screw rod 21b even if the throttle valve 20 is kept in the fully closed condition.
  • the throttle valve 20 is regulated so as to be open at the predetermined angle ⁇ .
  • a length of the projection of the top portion of the screw rod 21b from the inner wall of the intake pipe 3 is adjustable in consideration of the threaded relation with the nut portion 21a. Also, the space between the slant hole 3a and the nut portion 21a and the screw rod 21b is sealed so that the gas within the intake pipe 3 is not leaked to the outside of the opening degree regulating means 21.
  • the predetermined angle ⁇ means the minimum opening degree at which the intake air may be always introduced to the side of the compressor 6a.
  • the introduction of the intake air imparts the load to the compressor 6a (that is, obtaining the more positive pressure imparts the work to the compressor 6a) so as to ensure the number of engine rotation that the abnormality such as sticking of bearings of the turbocharger 6 may be prevented.
  • This predetermined angle ⁇ is determined on the basis of the experimental results. The projecting/retracting position of the top portion of the screw rod 21b is adjusted such that the angle of the valve upon the fully closed condition is at the predetermined angle ⁇ .
  • the ECU 9 consists of a digital computer and is provided a ROM (read only memory), a RAM (random access memory), a CPU (central processing unit), an input port and an output port that are connected to each other through bidirectional bus for controlling the opening degrees of the EGR valve 25 and the throttle valve 20 and the basic control such as a fuel injection amount control of the engine 1.
  • ROM read only memory
  • RAM random access memory
  • CPU central processing unit
  • an input signal from an acceleration opening degree sensor 26, an input signal from a crank angle sensor 27 and an input signal from the air flow meter 5 are inputted into the input port of the ECU 9.
  • the acceleration opening degree sensor 26 outputs an output voltage in proportion to the opening degree of the throttle valve 20 to the ECU 9.
  • the ECU 9 calculates the engine load on the basis of the input signal of the acceleration opening degree sensor 26.
  • the crank angle sensor 27 outputs the output pulse to the ECU 9 whenever the crankshaft rotates at a predetermined angle.
  • the ECU 9 calculates the number of engine rotation on the basis of the output pulse. Then, the engine condition is determined according to these engine load and the number of engine rotation.
  • the ECU 9 controls the valve opening timing and valve opening period of the fuel injection valve 10 in response to the engine condition.
  • the ECU 9 determines the fuel amount to be injected from the fuel injection valve 10 and subsequently determines the timing when the fuel is injected from the fuel injection valve 10.
  • the ECU 9 reads out the output signal (acceleration opening degree) of the acceleration opening degree sensor 26 and the number of engine rotation stored in the RAM.
  • the ECU 9 accesses a map for controlling the fuel injection amount and calculates the basic fuel injection amount (basic fuel injection period) in correspondence with the acceleration opening degree and the number of engine rotation.
  • the ECU 9 compensates for the basic fuel injection period on the basis of data such as an intake temperature or an output signal value of the air flow meter 5 and determines the final fuel injection period.
  • the ECU 9 compares the fuel injection timing with the output signal of the crank angle sensor 27 and starts the application of the driving power to the fuel injection valve 10 at the time the output signal of the crank angle sensor 27 is identified with the fuel injection timing.
  • the ECU 9 stops the application of the driving power to the fuel injection valve 10 at a point in time when the lapse from the time of the start of the application of the driving power to the fuel injection valve 10 reaches the fuel injection period.
  • the ECU 9 reads out the acceleration opening degree and the number of engine rotation stored in, for example, the RAM.
  • the ECU 9 accesses the map for controlling the common rail pressure and calculates the target pressure corresponding to the opening degree and the number of engine rotation.
  • the ECU 9 accesses the map for controlling the fuel outlet pressure, calculates the outlet pressure of the fuel pump 12 in correspondence with the target pressure and controls the fuel pump 12 to obtain the outlet pressure.
  • the EGR gas is used as the inert gas
  • the amount of the mixture gas of the EGR gas and the air needed for keeping the temperature of the fuel upon combustion and the ambient gas thereof lower than the temperature at which the particulate is generated, the ratio of the air in the mixture gas, and the ratio of the EGR gas contained in the mixture gas will now be described with reference to Fig. 4.
  • the ordinate shows the entire intake gas amount sucked in the combustion chamber
  • the one-dot-and-dash line Y indicates an entire intake gas amount that may enter the combustion chamber when no supercharge is effected.
  • the abscissa shows the demanded load
  • Z1 indicates the low load operational region.
  • the ratio of air air amount in the mixture gas
  • the ratio between the air amount and the fuel injection amount becomes a stoichiometric air/fuel ratio.
  • the ratio of the EGR gas shows the necessary and minimum EGR gas amount for keeping the temperature of the fuel and the ambient gas lower than the temperature at which the particulate is generated when the injected fuel is burnt.
  • the EGR gas amount is expressed as substantially 70% or more in terms of the EGR rate.
  • the temperature of the fuel and the ambient gas temperature are lower than the temperature at which the fine particulate is generated. No particulate is generated at all. Also, at this time, the generation amount NOx is about 10 p.p.m. or less. Accordingly, the NOx generation amount is very small.
  • the heat capacitance when the fuel is burnt is increased. Accordingly, in order to keep the temperature of the fuel and the ambient gas lower than the temperature at which the particulate is generated, it is necessary to increase the heat absorption amount by means of the EGR gas. Accordingly, as the fuel injection amount is increased, the EGR gas amount must be increased. Namely, as the demanded load is increased, the EGR gas amount must be increased.
  • the necessary entire intake gas amount X for preventing the generation of particulate exceeds the entire intake gas amount Y that may be sucked. Accordingly, in this case, in order to feed into the combustion chamber the necessary entire intake gas amount X for preventing the generation of particulate, it is necessary to supercharge and/or pressurize both the intake air and the EGR gas or only the EGR gas. In the case where the EGR gas or the like is neither supercharged nor pressurized, in the load region Z2, the entire intake gas amount X is identified with the entire intake gas amount Y that may be sucked. Accordingly, in this case, in order to prevent the particulate from generating, the air amount is somewhat decreased so as to increase the EGR gas amount and at the same time, the fuel is burnt at a rich air/fuel ratio.
  • Fig. 4 shows a case where the combustion is attained at the stoichiometric air/fuel ratio. Even if in the low load operational region Z1, the air amount is smaller than that shown in Fig. 4, i.e., the air/fuel ratio is kept rich, it is possible to reduce the generation amount of NOx to about 10 p.p.m. or less while preventing the generation of the particulate. Also, even if the air amount is increased more than that shown in Fig. 4, i.e., the average of the air/fuel ratio is kept lean at 17 to 18, it is possible to reduce the generation amount of NOx to about 10 p.p.m. or less while preventing the generation of the particulate.
  • the air/fuel ratio when the air/fuel ratio is enriched, the fuel would be excessive but the combustion temperature is suppressed to a lower temperature. Thus, the excessive fuel does not grow to be the particulate and the particulate is not generated. Also, in this case, the amount of NOx generation is very small.
  • the combustion temperature is elevated, the small amount of the particulate is generated but the particulate is not generated at all because the combustion temperature is suppressed to a lower temperature. Furthermore, only a small amount of NOx is generated.
  • the particulate is not generated and a very small amount of NOx is generated. Accordingly, it is safe to say that it is preferable to lean the average air/fuel ratio in consideration of the enhancement of the fuel consumption rate.
  • the possibility that the temperature of the fuel upon the combustion and the ambient gas temperature may be controlled to be lower than a temperature at which the growth of the hydrocarbon is stopped on the way in the combustion chamber is limited to the case where the engine load is relatively low and the heat capacitance due to the combustion is small. Accordingly, when the engine load is relatively low in the first embodiment, the temperature of the fuel upon the combustion and the ambient gas temperature are suppressed down to the temperature or lower at which the growth of the hydrocarbon is stopped on the way to perform a first combustion, i.e., the low temperature combustion and when the engine load is relatively high, a second combustion, i.e., the combustion that has been conventionally performed in general is performed.
  • a first combustion i.e., the low temperature combustion and when the engine load is relatively high
  • a second combustion i.e., the combustion that has been conventionally performed in general is performed.
  • the first combustion means combustion in which the inert gas amount within the combustion chamber is larger than the worst inert gas amount at which the maximum amount of particulate is generated and particulate hardly generate
  • the second combustion ordinary combustion means combustion in which the inert gas amount within the combustion chamber is smaller than the worst inert gas amount at which the maximum amount of particulate is generated.
  • the first combustion (low temperature combustion) and the second combustion (ordinary combustion) are switched over on the basis of the number of engine rotation N and the step-in amount of the acceleration pedal (demanded load L) .
  • the opening degree control of the throttle valve 20 and the EGR valve 25 is executed on the basis of the number of engine rotation N and the step-in amount of the acceleration pedal (demanded load L).
  • the target opening degree ST of the throttle valve 20 needed for keeping the air/fuel ratio at the target air/fuel ratio is stored in advance in the ROM in the form of a map, which is a function of the number of engine rotation N and the demanded load L as shown in Fig. 5A.
  • the target opening degree SE of the EGR valve 25 needed for keeping the air/fuel ratio at the target air/fuel ratio is stored in advance in the ROM in the form of a map, which is a function of the number of engine rotation N and the demanded load L as shown in Fig. 5B.
  • the ECU 9 executes the opening degree control of the throttle valve 20 and the EGR valve 25 on the basis of the map in response to the demanded load L.
  • the opening degree of the throttle valve 20 gradually increases from the extent close to the fully closed condition to the semi-opened condition as the demanded load L is higher, and the opening degree of the EGR valve 25 gradually increases from the extent close to the fully closed condition to the semi-opened condition as the demanded load L is higher.
  • the EGR rate is kept substantially at 70%, and the air/fuel ratio is kept at a lean air/fuel ratio that is somewhat lean.
  • the opening degree of the throttle valve 20 and the opening degree of the EGR valve 25 are controlled so that the EGR rate is kept substantially at 70% and the air/fuel ratio is kept at the lean air/fuel ratio that is somewhat lean.
  • the opening degree of the EGR valve 25 is corrected on the basis of the output signal of the air/fuel ratio sensor or the like so that the air/fuel ratio is controlled to be the target lean air/fuel ratio.
  • the fuel injection is effected before the compression top dead center TDC. In this case, the injection start timing ⁇ S is delayed as the demanded load L is higher, and the injection completion timing ⁇ E is also delayed as the injection start timing ⁇ S is delayed.
  • the opening degree of the throttle valve 20 is increased stepwise from the semi-opened condition to a fully opened condition.
  • the EGR rate is decreased stepwise from about 70% to 40% or less, and the air/fuel ratio is increased stepwise. Namely, since the EGR rate jumps over the EGR rate range where the large amount of smoke is generated, there is no possibility of the generation of the large amount of smoke when the operational region of the engine is changed from the first operational region I to the second operational region II.
  • the conventionally performed combustion is performed in the second operational region II.
  • this combustion method a small amount of fine particulate and NOx is generated but the thermal efficiency is high in comparison with the low temperature combustion. Accordingly, when the operational region of the engine is changed from the first operational region I to the second operational region II, the injection amount may be reduced stepwise.
  • the throttle valve 20 is kept under the fully opened condition except for a part and the opening degree of the EGR valve 25 is gradually decreased as the demanded load L is higher.
  • the higher the demanded load L the lower the EGR rate will become, and the higher the demanded load L, the lower the air/fuel ratio will become.
  • the injection start timing ⁇ S is close to the compression top dead center TDC in the second operational region II.
  • the lower the demanded load L the leaner the air/fuel ratio A/F will become.
  • the lower the demanded load L the smaller the combustion amount due to the combustion. Accordingly, the low temperature combustion may be performed even if the EGR rate is lowered such that the demanded load L is lower.
  • the air/fuel ratio is increased.
  • the air/fuel ratio A/F is increased.
  • the larger the air/fuel ratio A/F the more the fuel consumption rate will become. Accordingly, to lean the air/fuel ratio as much as possible, the air/fuel ratio A/F is increased as the demanded load L is lowered.
  • the throttle valve 20 is regulated to the condition (see Fig.2) in which the fully closed opening degree is regulated to the predetermined angle ⁇ by the opening degree regulating means 21. Then, the intake air is always fed on the side of the compressor 6a by means of the opening portion. Then, it is possible to impart the load to the compressor 6a by the introduction of the intake air. Due to this load, there is no possibility that the compressor 6a is rotated without any resistance. It is possible to ensure such an the number of engine rotation that the abnormality such as sticking of the bearings of the turbocharger 6 may be avoided. Accordingly, even if the throttle valve 20 is fully closed due to the malfunction, there is no possibility that the turbocharger 6 is excessively rotated.
  • the exhaust gas purifying apparatus for the internal combustion engine with the supercharger in accordance with the second embodiment is characterized in that a control valve 8 is provided in the intake pipe 3 on the downstream side of the compressor 6a for the purpose of preventing the generation of noise and vibration of the engine 1.
  • the difference from the structure of the first embodiment is only that the control valve 8 is provided in the intake pipe 3 downstream of the compressor 6a and the control valve 8 is controlled on the fully closed upon starting or stopping. Accordingly, in Fig. 7, the same reference numerals are used to indicate the like components of the first embodiment shown in Fig. 1 and the detailed explanation therefor will be omitted because the function thereof is the same.
  • the control valve 8 is a throttle valve that is provided in the intake pipe 3 between the inter cooler 7 and the intake manifold 2 for opening/closing the intake pipe 3.
  • This control valve 8 is connected to the ECU 9 through a VRV 2 29.
  • the opening degree of the control valve 8 is controlled in response to the operational condition of the engine 1 by means of the ECU 9.
  • the control of the opening degree of this control valve 8 is substantially the same as the throttle valve 20.
  • the VRV 2 29 is a load regulation valve for duty control of the load valve applied to an operating actuator of the control valve 8 and adjusts the intake amount of the intake pipe 3 by adjusting the opening degree of the control valve 8 on the basis of the command of the ECU 9.
  • the ECU 9 calculates the engine load on the basis of the input signal from the acceleration opening degree sensor 26. Also, the ECU calculates the number of engine rotation on the basis of the output pulse outputted from the crank angle sensor 27. Then, the engine condition is determined in accordance with the engine load and the number of engine rotation. The ECU 9 controls the opening valve timing of the fuel injection valve 10 and the opening period thereof in response to the engine condition and also controls the respective opening degrees of the control valve 8 and the throttle valve 20.
  • the ECU 9 controls the control valve 8 and the throttle valve 20 to be fully closed.
  • the EGR valve 25 is also fully closed.
  • the "fully closing closed control” means a control that the control valve 8 is temporarily fully closed in starting, stopping and idling operation of the diesel engine having a high compression ratio to thereby reduce the air introduced into the combustion chamber and the compression ratio within the combustion chamber is reduced to facilitate the rotation so as to suppress the vibration or noise.
  • the throttle valve 20 upon fully closing control, the throttle valve 20 is regulated by the opening degree regulating means 21 to the condition (see Fig. 2) that the fully closed opening degree is opened at the predetermined angle ⁇ . Then, the intake air is always led on the side of the compressor 6a through the opening portion.
  • the control valve 8 and the throttle valve 20 are connected to the VRV 28a and connected through this VRV 28a to the ECU 9.
  • This VRV 28a is a load regulation valve for duty control of the load value to be applied to the operating actuator of the control valve 8 and the throttle valve 20 and adjusts the opening degrees of the control valve 8 and the throttle valve 20 in accordance with commands of the ECU 9 to adjust the suction amount of the intake pipe 3.
  • the ECU 9 calculates the engine load on the basis of the input signal from the acceleration opening degree sensor 26. Further, the ECU 9 calculates the number of engine rotation on the basis of the output pulse outputted from the crank angle sensor 27. Then, the engine condition is determined in accordance with these engine load and the number of engine rotation. The ECU 9 controls the valve opening timing and valve opening period of the fuel injection valve 10 in response to the engine condition and controls the opening degrees of the control valve 8 and the throttle valve 20 in the same operational mode through the VRV 28a.
  • the operation command signal outputted from the ECU 9 may be commonly used to simplify the system.
  • the ECU 9 controls the electric motor such that the opening degree characteristics of the control valve 8 and the throttle valve 20 are kept in the same operational mode.
  • the opening degree regulating means 21 is not used as the fail safe means as in the first to third embodiments but a bypass pipe 21c straddling a throttle valve 20a is provided on the outer wall of the intake pipe 3 to form the fail safe means. Accordingly, the difference between the fourth embodiment and the first to third embodiments is only in the fail safe means. Accordingly, in the fourth embodiment, only the fail safe means will be described only the fail safe means and omitted the other detailed description.
  • the fail safe means is the bypass pipe 21c provided on the outer wall of the intake pipe 3 so as to bypass the throttle valve 20a.
  • This bypass pipe 21c bypass the throttle valve 20a to allow the intake air to always enter on the side of the compressor 6a.
  • the intake flow rate introduced through the bypass pipe 21c may secure such the number of engine rotation that the intake air introduced impose the compressor 6a on the load to prevent the abnormality such as sticking of the bearings of the turbocharger 6 from generating in the case that the throttle valve 20a is fully closed.
  • the throttle valve 20a controls the intake pipe 3 to be fully closed by the control of the ECU 9. Then, even if the throttle valve 20a is fully closed, the intake air may always be introduced on to the side of the compressor 6a from the bypass pipe 21c. It is therefore possible to avoid the excessive negative pressure of the intake pipe 3 between the throttle valve 20 and the compressor 6a.
  • the excessive negative pressure of the intake passage may be prevented by the fail safe means. It is therefore possible to prevent the non-resistance rotation of the compressor and the excessive rotation thereof. Accordingly, since the excessive rotation of the supercharger may be prevented, it does not generated the defects such as sticking of the bearings.
  • An exhaust gas purifying apparatus for an internal combustion engine with a turbocharger is provided with an introduction port for EGR gas disposed upstream of a compressor and a throttle valve disposed upstream of the introduction port, and comprised of a fail safe means that the portion on the upstream side of the compressor does not have any excessive negative pressure even if a malfunction occurs in the throttle valve.
  • the exhaust gas purifying apparatus for an internal combustion engine with a turbocharger is provided with a supercharger (6) having a turbine (6b) disposed in an exhaust passage (16) and a compressor (6a) disposed in an intake passage (3) and having an exhaust gas recirculation system (23,24 and 25) for connecting the exhaust passage (16) downstream of the turbine (6b) and the intake passage (3) with each other and for recirculating a part of exhaust gas back to an intake system of the internal combustion engine, wherein an introduction port for recirculating the part of the exhaust gas and a throttle valve (20) for opening/closing the intake passage (3) as desired are arranged in this order.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
EP01123579A 2000-10-02 2001-10-01 Vorrichtung zur Abgasreinigung für eine Brennkraftmaschine mit einem Turbolader Withdrawn EP1193388A3 (de)

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JP2000302759 2000-10-02
JP2000302759A JP3791318B2 (ja) 2000-10-02 2000-10-02 過給機付き内燃機関の排気浄化装置

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EP1193388A3 EP1193388A3 (de) 2003-06-04

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FR2846999A1 (fr) * 2002-11-12 2004-05-14 Renault Sa Systeme de motorisation comportant un moteur diesel et un catalyseur
EP1533496A1 (de) * 2003-11-18 2005-05-25 Renault s.a.s. Antriebseinheit bestehend aus einem Dieselmotor und einem Katalysator
EP1589213A1 (de) * 2004-04-21 2005-10-26 C.R.F. Società Consortile per Azioni Turboaufgeladener Dieselmotor mit langwegigem Abgasrückführsystem
WO2008065497A1 (en) * 2006-11-29 2008-06-05 Toyota Jidosha Kabushiki Kaisha Exhaust gas recirculation system for internal combustion engine
EP1959117A1 (de) * 2005-12-09 2008-08-20 Toyota Jidosha Kabushiki Kaisha Abgasreinigungssystem für einen verbrennungsmotor
CN102639837A (zh) * 2009-12-22 2012-08-15 博格华纳公司 内燃发动机
CN103343716A (zh) * 2013-07-30 2013-10-09 潍柴动力股份有限公司 进气节流阀控制方法及装置
US8905009B2 (en) 2011-04-27 2014-12-09 Denso Corporation Low pressure exhaust gas recirculation apparatus
CN106640381A (zh) * 2015-10-28 2017-05-10 福特环球技术公司 减缓节气门劣化的方法和系统
CN107084064A (zh) * 2016-02-15 2017-08-22 马自达汽车株式会社 带涡轮增压器的发动机的控制装置
US10138824B2 (en) 2016-02-15 2018-11-27 Mazda Motor Corporation Turbocharged engine control device
CN111207000A (zh) * 2018-11-21 2020-05-29 大众汽车有限公司 针对新鲜气体线路的区段中的泄漏诊断内燃机的方法
US10890126B2 (en) 2017-01-16 2021-01-12 Nissan Motor Co., Ltd. Method for controlling internal combustion engine and device for controlling internal combustion engine
DE102010043145B4 (de) 2010-10-29 2022-02-10 BMTS Technology GmbH & Co. KG Variable Turbinen-/Verdichtergeometrie
CN116085155A (zh) * 2023-01-17 2023-05-09 中国第一汽车股份有限公司 一种v型发动机换气系统及其控制方法和控制装置

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JP5120343B2 (ja) * 2009-06-18 2013-01-16 三菱自動車工業株式会社 内燃機関の吸気通路構造
US10920689B2 (en) * 2017-04-10 2021-02-16 Ford Global Technologies, Llc Methods and system for improving transient torque response

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Cited By (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2846999A1 (fr) * 2002-11-12 2004-05-14 Renault Sa Systeme de motorisation comportant un moteur diesel et un catalyseur
EP1533496A1 (de) * 2003-11-18 2005-05-25 Renault s.a.s. Antriebseinheit bestehend aus einem Dieselmotor und einem Katalysator
EP1589213A1 (de) * 2004-04-21 2005-10-26 C.R.F. Società Consortile per Azioni Turboaufgeladener Dieselmotor mit langwegigem Abgasrückführsystem
EP1959117A4 (de) * 2005-12-09 2009-04-08 Toyota Motor Co Ltd Abgasreinigungssystem für einen verbrennungsmotor
EP1959117A1 (de) * 2005-12-09 2008-08-20 Toyota Jidosha Kabushiki Kaisha Abgasreinigungssystem für einen verbrennungsmotor
US8156925B2 (en) 2006-11-29 2012-04-17 Toyota Jidosha Kabushiki Kaisha Exhaust gas recirculation system for internal combustion engine
WO2008065497A1 (en) * 2006-11-29 2008-06-05 Toyota Jidosha Kabushiki Kaisha Exhaust gas recirculation system for internal combustion engine
CN102639837A (zh) * 2009-12-22 2012-08-15 博格华纳公司 内燃发动机
CN102639837B (zh) * 2009-12-22 2015-11-25 博格华纳公司 内燃发动机
DE102010043145B4 (de) 2010-10-29 2022-02-10 BMTS Technology GmbH & Co. KG Variable Turbinen-/Verdichtergeometrie
US8905009B2 (en) 2011-04-27 2014-12-09 Denso Corporation Low pressure exhaust gas recirculation apparatus
CN103343716A (zh) * 2013-07-30 2013-10-09 潍柴动力股份有限公司 进气节流阀控制方法及装置
CN103343716B (zh) * 2013-07-30 2016-02-10 潍柴动力股份有限公司 进气节流阀控制方法及装置
CN106640381A (zh) * 2015-10-28 2017-05-10 福特环球技术公司 减缓节气门劣化的方法和系统
CN106640381B (zh) * 2015-10-28 2021-07-30 福特环球技术公司 减缓节气门劣化的方法和系统
US10125670B2 (en) 2016-02-15 2018-11-13 Mazda Motor Corporation Turbocharged engine control device
US10138824B2 (en) 2016-02-15 2018-11-27 Mazda Motor Corporation Turbocharged engine control device
CN107084064B (zh) * 2016-02-15 2020-06-30 马自达汽车株式会社 带涡轮增压器的发动机的控制装置
CN107084064A (zh) * 2016-02-15 2017-08-22 马自达汽车株式会社 带涡轮增压器的发动机的控制装置
US10890126B2 (en) 2017-01-16 2021-01-12 Nissan Motor Co., Ltd. Method for controlling internal combustion engine and device for controlling internal combustion engine
CN111207000A (zh) * 2018-11-21 2020-05-29 大众汽车有限公司 针对新鲜气体线路的区段中的泄漏诊断内燃机的方法
CN111207000B (zh) * 2018-11-21 2022-08-16 大众汽车有限公司 针对新鲜气体线路的区段中的泄漏诊断内燃机的方法
US11428597B2 (en) 2018-11-21 2022-08-30 Volkswagen Aktiengesellschaft Method for diagnosing a supercharged internal combustion engine for leakage in a portion of the intake air line
CN116085155A (zh) * 2023-01-17 2023-05-09 中国第一汽车股份有限公司 一种v型发动机换气系统及其控制方法和控制装置

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JP2002106398A (ja) 2002-04-10
JP3791318B2 (ja) 2006-06-28

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