JP2013124585A - Internal combustion engine - Google Patents

Internal combustion engine Download PDF

Info

Publication number
JP2013124585A
JP2013124585A JP2011273614A JP2011273614A JP2013124585A JP 2013124585 A JP2013124585 A JP 2013124585A JP 2011273614 A JP2011273614 A JP 2011273614A JP 2011273614 A JP2011273614 A JP 2011273614A JP 2013124585 A JP2013124585 A JP 2013124585A
Authority
JP
Japan
Prior art keywords
egr
cylinder
gas
exhaust
intake
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.)
Granted
Application number
JP2011273614A
Other languages
Japanese (ja)
Other versions
JP5912489B2 (en
Inventor
Takashi Takakura
隆 高倉
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.)
Hino Motors Ltd
Original Assignee
Hino Motors Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Hino Motors Ltd filed Critical Hino Motors Ltd
Priority to JP2011273614A priority Critical patent/JP5912489B2/en
Publication of JP2013124585A publication Critical patent/JP2013124585A/en
Application granted granted Critical
Publication of JP5912489B2 publication Critical patent/JP5912489B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Abstract

PROBLEM TO BE SOLVED: To provide an internal combustion engine capable of improving an effect of EGR.SOLUTION: This diesel engine 1 related includes: a cylinder 2 exclusive for EGR where exhaust gas recirculates as EGR gas; standard cylinders 3A-3E from each of which exhaust gas is discharged to the outside; a cylinder VVA 9 exclusive for EGR capable of changing the opening/closing operation of an intake/exhaust valve V in the cylinder 2 exclusive for EGR; and an engine control ECU 11 performing the constituent adjustment of the EGR gas by controlling the cylinder VVA 9 exclusive for EGR so that the opening/closing operation of the intake/exhaust valve of the cylinder 2 exclusive for EGR is made different from those of the intake/exhaust valves of the standard cylinders 3A-3E.

Description

本発明は、ＥＧＲ専用気筒を有する内燃機関に関する。   The present invention relates to an internal combustion engine having an EGR dedicated cylinder.

従来、自動車用の内燃機関においては、排気ガスの一部を吸気側へ戻すことで、気筒内の燃料の燃焼を抑制させて燃焼温度を下げることによりＮＯｘの発生等を低減する排気再循環［ＥＧＲ：Exhaust Gas Recirculation］が行われている（例えば特許文献１，２参照）。   2. Description of the Related Art Conventionally, in an internal combustion engine for automobiles, exhaust gas recirculation that reduces the generation of NOx and the like by reducing part of the exhaust gas to the intake side to suppress the combustion of fuel in the cylinder and lower the combustion temperature [ EGR: Exhaust Gas Recirculation] is performed (for example, refer to Patent Documents 1 and 2).

特許文献１に記載のエンジンでは、排気マニホールドがメインマニホールドとサブマニホールドとに仕切られており、サブマニホールドに流入した排気ガスの全てをＥＧＲガスとして再循環させている。   In the engine described in Patent Document 1, the exhaust manifold is partitioned into a main manifold and a sub-manifold, and all of the exhaust gas flowing into the sub-manifold is recirculated as EGR gas.

特開２００１−１２３８８９号公報JP 2001-123889 A 特開２００６−１７７１９１号公報JP 2006-177191 A

ところで、特許文献１に記載のエンジンのようにＥＧＲ専用のサブマニホールドを設けると、サブマニホールドに対応する気筒の排気ガスの成分がＥＧＲの効果を大きく左右することになる。このため、サブマニホールドに対応する気筒の排気ガスに酸素が多分に含まれるような場合には、ＥＧＲの効果が低下するという問題が生じる。   By the way, when an EGR-dedicated sub-manifold is provided as in the engine described in Patent Document 1, the exhaust gas component of the cylinder corresponding to the sub-manifold greatly affects the effect of EGR. For this reason, when oxygen is contained in the exhaust gas of the cylinder corresponding to the sub-manifold, there is a problem that the effect of EGR is reduced.

そこで、本発明は、このような実情に鑑みてなされたものであり、ＥＧＲの効果を向上させることができる内燃機関を提供することを目的とする。   Therefore, the present invention has been made in view of such a situation, and an object thereof is to provide an internal combustion engine capable of improving the effect of EGR.

本発明に係る内燃機関は、排出ガスがＥＧＲガスとして再循環するＥＧＲ専用気筒と、排出ガスが外部に排出される標準気筒と、ＥＧＲ専用気筒の吸排気バルブの開閉動作を変更可能な可変バルブ機構と、ＥＧＲ専用気筒の吸排気バルブの開閉動作が標準気筒の吸排気バルブの開閉動作と異なるように可変バルブ機構を制御することで、ＥＧＲガスの成分調整を行う制御手段と、を備えることを特徴とする。   An internal combustion engine according to the present invention includes an EGR dedicated cylinder in which exhaust gas is recirculated as EGR gas, a standard cylinder from which exhaust gas is discharged to the outside, and a variable valve that can change the opening / closing operation of intake and exhaust valves of the EGR dedicated cylinder And a control means for adjusting the component of the EGR gas by controlling the variable valve mechanism so that the opening / closing operation of the intake / exhaust valve of the EGR dedicated cylinder is different from the opening / closing operation of the intake / exhaust valve of the standard cylinder. It is characterized by.

上記内燃機関によれば、ＥＧＲ専用気筒の吸排気バルブの開閉動作が標準気筒の吸排気バルブの開閉動作と異なるように可変バルブ機構を制御することで、ＥＧＲ専用気筒から排出されるＥＧＲガスの成分調整を行うことができる。従って、上記内燃機関によれば、ＥＧＲガスとして適切なガス成分となるようにＥＧＲ専用気筒から排出されるガスの成分調整を行うことで、ＥＧＲの効果を向上させることができる。   According to the internal combustion engine, the EGR gas discharged from the EGR dedicated cylinder is controlled by controlling the variable valve mechanism so that the opening / closing operation of the intake / exhaust valve of the EGR dedicated cylinder is different from the opening / closing operation of the intake / exhaust valve of the standard cylinder. Component adjustment can be performed. Therefore, according to the internal combustion engine, the effect of EGR can be improved by adjusting the component of the gas discharged from the EGR dedicated cylinder so as to have an appropriate gas component as the EGR gas.

上記内燃機関において、制御手段は、標準気筒から排出される排出ガスと比べて一酸化炭素の割合が多くなるようにＥＧＲガスの成分調整を行っても良い。
この場合、標準気筒から排出されるガスと同様の成分のガスをＥＧＲガスとして再循環させる場合と比べて、ＥＧＲの効果を確実に向上させることができる。 In the internal combustion engine, the control means may adjust the component of the EGR gas so that the ratio of carbon monoxide is larger than the exhaust gas discharged from the standard cylinder.
In this case, the effect of EGR can be reliably improved as compared with the case where the gas having the same component as the gas discharged from the standard cylinder is recirculated as EGR gas.

上記内燃機関は、制御手段によって制御され、ＥＧＲ専用気筒に対して燃料を供給する燃料供給手段を更に備え、制御手段は、ＥＧＲ専用気筒に対する燃料噴射タイミングを標準気筒に対する燃料噴射タイミングより遅くさせる燃料供給手段の制御、及び、ＥＧＲ専用気筒に対する燃料噴射圧力を標準気筒に対する燃料噴射圧力より低くさせる燃料供給手段の制御の少なくとも一方を実行しても良い。   The internal combustion engine is further controlled by control means, and further includes fuel supply means for supplying fuel to the EGR dedicated cylinder, and the control means is a fuel that makes the fuel injection timing for the EGR dedicated cylinder later than the fuel injection timing for the standard cylinder. At least one of the control of the supply means and the control of the fuel supply means for making the fuel injection pressure for the EGR dedicated cylinder lower than the fuel injection pressure for the standard cylinder may be executed.

上記内燃機関によれば、ＥＧＲ専用気筒に対する燃料噴射タイミングや燃料噴射圧力を制御することにより、ＥＧＲ専用気筒から排出されるＥＧＲガスの成分調整を行うことができる。従って、上記内燃機関によれば、ＥＧＲガスとして適切な一酸化炭素の割合の多いガス成分となるように、ＥＧＲ専用気筒から排出されるガスの成分調整をすることで、ＥＧＲの効果を向上させることができる。しかも、上記内燃機関によれば、可変バルブ機構及び燃料供給手段の両方を用いて、状況に応じた最適な制御を行うことにより、効率的なＥＧＲガスの成分調整を実現することができる。   According to the internal combustion engine, the component adjustment of EGR gas discharged from the EGR dedicated cylinder can be performed by controlling the fuel injection timing and the fuel injection pressure for the EGR dedicated cylinder. Therefore, according to the internal combustion engine, the effect of EGR is improved by adjusting the component of the gas discharged from the EGR dedicated cylinder so as to be a gas component having a large proportion of carbon monoxide suitable as the EGR gas. be able to. In addition, according to the internal combustion engine, efficient component adjustment of the EGR gas can be realized by performing optimal control according to the situation using both the variable valve mechanism and the fuel supply means.

本発明によれば、ＥＧＲの効果を向上させることができる。   According to the present invention, the effect of EGR can be improved.

本発明に係るディーゼルエンジンの一実施形態を示す平面図である。1 is a plan view showing an embodiment of a diesel engine according to the present invention.

以下、本発明に係るディーゼルエンジンの好適な実施形態について、図面を参照して詳細に説明する。   Hereinafter, a preferred embodiment of a diesel engine according to the present invention will be described in detail with reference to the drawings.

図１に示されるように、本実施形態に係るディーゼルエンジン１は、ターボチャージャーＴを備えた直列式６気筒の内燃機関である。ディーゼルエンジン１は、排出ガスが全てＥＧＲガスとして再循環するＥＧＲ専用気筒２と、排出ガスが外部に排出される標準気筒３Ａ〜３Ｅと、を備えている。   As shown in FIG. 1, the diesel engine 1 according to the present embodiment is an in-line 6-cylinder internal combustion engine provided with a turbocharger T. The diesel engine 1 includes an EGR dedicated cylinder 2 in which all exhaust gas is recirculated as EGR gas, and standard cylinders 3A to 3E from which exhaust gas is discharged to the outside.

ＥＧＲ専用気筒２及び標準気筒３Ａ〜３Ｅには、エアクリーナー４を備える吸気通路５を通じて空気の供給が行われ、吸気通路５の途中にはターボチャージャーＴのコンプレッサＴａが配置されている。ディーゼルエンジン１における空気及び排気ガスの流れを図１に矢印で示す。   Air is supplied to the EGR dedicated cylinder 2 and the standard cylinders 3 </ b> A to 3 </ b> E through an intake passage 5 including an air cleaner 4, and a compressor Ta of the turbocharger T is disposed in the intake passage 5. The flow of air and exhaust gas in the diesel engine 1 is indicated by arrows in FIG.

ＥＧＲ専用気筒２は、その排気通路６がＥＧＲ通路として機能しており、排気通路６はＥＧＲ専用気筒２と吸気通路５とを接続している。この構成により、ＥＧＲ専用気筒２の排出ガスの全てがＥＧＲガスとして吸気側へ再循環する。   The exhaust passage 6 of the EGR dedicated cylinder 2 functions as an EGR passage, and the exhaust passage 6 connects the EGR dedicated cylinder 2 and the intake passage 5. With this configuration, all of the exhaust gas from the EGR cylinder 2 is recirculated to the intake side as EGR gas.

なお、本実施形態における排気通路（ＥＧＲ通路）６においては特にバルブが設けられていない。このようにＥＧＲ通路６にバルブを設けない構成とすることで、複雑なバルブの制御を不要とすることができる。このことは、通路構造の簡素化と併せてディーゼルエンジン１の低コスト化に寄与する。なお、必要に応じて逆止弁などのバルブをＥＧＲ通路６に設けても良い。   Note that no valve is provided in the exhaust passage (EGR passage) 6 in the present embodiment. By adopting a configuration in which no valve is provided in the EGR passage 6 in this way, complicated valve control can be dispensed with. This contributes to the cost reduction of the diesel engine 1 together with the simplification of the passage structure. A valve such as a check valve may be provided in the EGR passage 6 as necessary.

標準気筒３Ａ〜３Ｅの排出ガスは、排気通路７を通じて外部に排出される。排気通路７の途中には、触媒やパティキュレートフィルタなどから構成される排気処理装置８が配置されている。また、ターボチャージャーＴのタービンＴｂが排気通路７の途中に位置している。   The exhaust gases of the standard cylinders 3A to 3E are discharged to the outside through the exhaust passage 7. In the middle of the exhaust passage 7, an exhaust treatment device 8 composed of a catalyst, a particulate filter, or the like is disposed. Further, the turbine Tb of the turbocharger T is located in the middle of the exhaust passage 7.

この構成によれば、標準気筒３Ａ〜３Ｅの排出ガスが必ず排気通路８に導入されてタービンＴｂを回転させることができる。このため、全気筒の排出ガスの中から一部がＥＧＲガスとして取り出される従来の構成と比べて、急加速時にターボチャージャーＴのタービンＴｂの回転数増加に遅れが生じてターボチャージャーＴによる過給圧が不十分となる事態を避けることができる。   According to this configuration, the exhaust gas from the standard cylinders 3A to 3E is always introduced into the exhaust passage 8, and the turbine Tb can be rotated. For this reason, compared with the conventional configuration in which a part of the exhaust gas from all cylinders is taken out as EGR gas, the turbocharger T is supercharged due to a delay in the increase in the rotational speed of the turbine Tb of the turbocharger T during sudden acceleration. The situation where the pressure becomes insufficient can be avoided.

ＥＧＲ専用気筒２には、その吸排気バルブＶの開閉動作（開閉タイミングやリフト量など）を変更可能なＥＧＲ専用気筒ＶＶＡ［Variable Valve Actuation］（可変バルブ機構）９が備えられている。ＥＧＲ専用気筒ＶＶＡ９としては、従来知られている様々な構成を採用することができる。   The EGR dedicated cylinder 2 is provided with an EGR dedicated cylinder VVA [Variable Valve Actuation] (variable valve mechanism) 9 capable of changing the opening / closing operation (opening / closing timing, lift amount, etc.) of the intake / exhaust valve V. As the EGR dedicated cylinder VVA9, various conventionally known configurations can be adopted.

同様に、標準気筒３Ａ〜３Ｅには、その吸排気バルブＶａ〜Ｖｅの開閉動作を変更可能な標準気筒ＶＶＡ１０Ａ〜１０Ｅが備えられている。標準気筒ＶＶＡ１０Ａ〜１０Ｅは、ＥＧＲ専用気筒ＶＶＡ９と同じ構成を採用しても良く、異なる構成を採用しても良い。ＥＧＲ専用気筒ＶＶＡ９及び標準気筒ＶＶＡ１０Ａ〜１０Ｅは、エンジン制御ＥＣＵ（制御手段）１１によって制御されている。   Similarly, the standard cylinders 3A to 3E are provided with standard cylinders VVA 10A to 10E that can change opening and closing operations of the intake and exhaust valves Va to Ve. The standard cylinders VVA10A to 10E may adopt the same configuration as the EGR dedicated cylinder VVA9, or may adopt a different configuration. The EGR dedicated cylinder VVA9 and the standard cylinders VVA10A to 10E are controlled by an engine control ECU (control means) 11.

また、ディーゼルエンジン１は、各気筒２，３Ａ〜３Ｅに燃料を供給するコモンレールシステム（燃料供給手段）１２を備えている。   The diesel engine 1 also includes a common rail system (fuel supply means) 12 that supplies fuel to the cylinders 2, 3A to 3E.

コモンレールシステム１２は、サプライポンプ１３、第１のレール１４、電磁弁１５、及び第２のレール１６を備えている。また、コモンレールシステム１２は、各気筒２，３Ａ〜３Ｅにそれぞれ対応するインジェクター（図示せず）を備えている。   The common rail system 12 includes a supply pump 13, a first rail 14, a solenoid valve 15, and a second rail 16. Further, the common rail system 12 includes injectors (not shown) corresponding to the cylinders 2, 3A to 3E, respectively.

本実施形態に係るコモンレールシステム１２では、サプライポンプ１３により加圧された高圧燃料が蓄えられるレールが、標準気筒３Ａ〜３Ｅに対応する第１のレール１４とＥＧＲ専用気筒２に対応する第２のレール１６とに分けられている。   In the common rail system 12 according to the present embodiment, the rail for storing the high-pressure fuel pressurized by the supply pump 13 is the first rail 14 corresponding to the standard cylinders 3A to 3E and the second rail corresponding to the EGR dedicated cylinder 2. It is divided into rails 16.

第１のレール１４と第２のレール１６との間には、電磁弁１５が配置されており、サプライポンプ１３により加圧された高圧燃料は、まず第１のレール１４に送られ、その一部が電磁弁１５を介して第２のレール１６に送られる。電磁弁１５は、第１のレール１４及び第２のレール１６の間で燃料圧力を変更するために利用される。このように構成されたコモンレールシステム１２は、エンジン制御ＥＣＵ１１によって制御されている。   An electromagnetic valve 15 is disposed between the first rail 14 and the second rail 16, and the high-pressure fuel pressurized by the supply pump 13 is first sent to the first rail 14, The part is sent to the second rail 16 via the electromagnetic valve 15. The solenoid valve 15 is used to change the fuel pressure between the first rail 14 and the second rail 16. The common rail system 12 configured as described above is controlled by the engine control ECU 11.

次に、ディーゼルエンジン１のエンジン制御ＥＣＵ１１によるＥＧＲガスの成分調整制御について説明する。   Next, EGR gas component adjustment control by the engine control ECU 11 of the diesel engine 1 will be described.

エンジン制御ＥＣＵ１１では、ディーゼルエンジン１の運転状態などに応じて、ＥＧＲガスの成分調整制御を実行するか否かを判断する。ＥＧＲガスの成分調整制御とは、ＥＧＲ専用気筒２から排出されるガスをＥＧＲガスとして適切な成分となるように調整することで、ＥＧＲの効果を向上させる制御である。具体的には、ＥＧＲ専用気筒２から排出されるガスが標準気筒３Ａ〜３Ｅの排出ガスと比べて一酸化炭素の割合が多く酸素の少ないガス成分となるように調整する。   The engine control ECU 11 determines whether or not to perform EGR gas component adjustment control according to the operating state of the diesel engine 1 or the like. The EGR gas component adjustment control is a control for improving the effect of EGR by adjusting the gas discharged from the EGR dedicated cylinder 2 to be an appropriate component as the EGR gas. Specifically, the gas discharged from the EGR dedicated cylinder 2 is adjusted so as to be a gas component having a higher carbon monoxide ratio and less oxygen than the exhaust gases of the standard cylinders 3A to 3E.

エンジン制御ＥＣＵ１１は、ＥＧＲ専用気筒２の吸排気バルブＶの開閉動作が標準気筒３Ａ〜３Ｅの吸排気バルブＶａ〜Ｖｅの開閉動作と異なるようにＥＧＲ専用気筒ＶＶＡ９を制御することで、ＥＧＲガスの成分調整を行う。   The engine control ECU 11 controls the EGR dedicated cylinder VVA9 so that the opening / closing operation of the intake / exhaust valve V of the EGR dedicated cylinder 2 is different from the opening / closing operation of the intake / exhaust valves Va to Ve of the standard cylinders 3A to 3E. Adjust the ingredients.

エンジン制御ＥＣＵ１１は、ＥＧＲ専用気筒ＶＶＡ９を制御して、ＥＧＲ専用気筒２を空気の少ないストイキの状態に近づけることにより、一酸化炭素の割合が多く酸素の割合の低いＥＧＲガスとなるように成分調整する。具体的には、ＥＧＲ専用気筒２の吸気バルブの開放時間を短縮するなどにより、ＥＧＲ専用気筒２を空気の少ないストイキの状態に近づけることができる。   The engine control ECU 11 controls the EGR dedicated cylinder VVA9 and adjusts the components so that the EGR dedicated cylinder 2 is brought close to a stoichiometric state with less air, so that the EGR gas has a high carbon monoxide ratio and a low oxygen ratio. To do. Specifically, by shortening the opening time of the intake valve of the EGR dedicated cylinder 2, the EGR dedicated cylinder 2 can be brought closer to a stoichiometric state with less air.

また、エンジン制御ＥＣＵ１１は、コモンレールシステム１２を制御することでＥＧＲガスの成分調整を行う。具体的には、エンジン制御ＥＣＵ１１は、ＥＧＲ専用気筒２に対する燃料噴射タイミングが標準気筒３Ａ〜３Ｅに対する燃料噴射タイミングと比べて遅くなるように制御することにより、一酸化炭素の割合が多く酸素の割合の低いＥＧＲガスとなるように成分調整する。   Further, the engine control ECU 11 adjusts the EGR gas component by controlling the common rail system 12. Specifically, the engine control ECU 11 controls the fuel injection timing for the EGR dedicated cylinder 2 so as to be slower than the fuel injection timing for the standard cylinders 3A to 3E, thereby increasing the ratio of carbon monoxide and the ratio of oxygen. The components are adjusted so that the EGR gas is low.

また、エンジン制御ＥＣＵ１１は、ＥＧＲ専用気筒２に対する燃料噴射圧力が標準気筒３Ａ〜３Ｅに対する燃料噴射圧力と比べて低くなるように制御する。すなわち、エンジン制御ＥＣＵ１１は、第２のレール１６のレール圧力が第１のレール１４のレール圧力より低くなるように電磁弁１５を制御することにより、一酸化炭素の割合が多く酸素の割合の低いＥＧＲガスとなるように成分調整する。   Further, the engine control ECU 11 controls the fuel injection pressure for the EGR dedicated cylinder 2 to be lower than the fuel injection pressure for the standard cylinders 3A to 3E. That is, the engine control ECU 11 controls the solenoid valve 15 so that the rail pressure of the second rail 16 is lower than the rail pressure of the first rail 14, thereby increasing the ratio of carbon monoxide and the ratio of oxygen. The components are adjusted so that EGR gas is obtained.

コモンレールシステム１２は、第２のレール１６のレール圧を第１のレール１４のレール圧よりも低くすることにより、ＥＧＲ専用気筒２への燃料噴射圧力を低くしてＥＧＲガスの成分調整を行う。また、コモンレールシステム１２は、ＥＧＲ専用気筒２への燃料噴射タイミングを標準気筒３Ａ〜３Ｅへの燃料噴射タイミングより遅くすることによりＥＧＲガスの成分調整を行う。なお、ＥＧＲ専用気筒ＶＶＡ９及びコモンレールシステム１２を組み合わせてＥＧＲガスの成分調整制御を行っても良い。   The common rail system 12 adjusts the EGR gas component by lowering the fuel injection pressure to the EGR dedicated cylinder 2 by making the rail pressure of the second rail 16 lower than the rail pressure of the first rail 14. Further, the common rail system 12 adjusts the EGR gas component by making the fuel injection timing to the EGR dedicated cylinder 2 later than the fuel injection timing to the standard cylinders 3A to 3E. The EGR gas component adjustment control may be performed by combining the EGR dedicated cylinder VVA 9 and the common rail system 12.

一方、標準気筒３Ａ〜３Ｅについては、通常通りの制御（標準気筒ＶＶＡ１０Ａ〜１０Ｅの制御及びコモンレールシステム１２の制御）が行われる。   On the other hand, for the standard cylinders 3A to 3E, normal control (control of the standard cylinders VVA 10A to 10E and control of the common rail system 12) is performed.

以上説明した本実施形態に係るディーゼルエンジン１によれば、ＥＧＲ専用気筒２の吸排気バルブＶの開閉動作が標準気筒３Ａ〜３Ｅの吸排気バルブＶａ〜Ｖｅの開閉動作と異なるようにＥＧＲ専用気筒ＶＶＡ９を制御することで、ＥＧＲ専用気筒２から排出されるＥＧＲガスの成分調整を行うことができる。従って、ディーゼルエンジン１によれば、ＥＧＲガスとして適切な一酸化炭素の割合の多いガス成分となるように、ＥＧＲ専用気筒２から排出されるガスの成分調整をすることで、ＥＧＲの効果を向上させることができる。   According to the diesel engine 1 according to the present embodiment described above, the EGR dedicated cylinder is configured so that the opening / closing operation of the intake / exhaust valve V of the EGR dedicated cylinder 2 is different from the opening / closing operation of the intake / exhaust valves Va to Ve of the standard cylinders 3A to 3E. By controlling the VVA 9, the component adjustment of the EGR gas discharged from the EGR dedicated cylinder 2 can be performed. Therefore, according to the diesel engine 1, the effect of EGR is improved by adjusting the component of the gas discharged from the EGR dedicated cylinder 2 so that it becomes a gas component having a large proportion of carbon monoxide suitable as the EGR gas. Can be made.

また、ディーゼルエンジン１によれば、ＥＧＲ専用気筒２に対する燃料噴射タイミングや燃料噴射圧力を制御することにより、ＥＧＲ専用気筒２から排出されるＥＧＲガスの成分調整を行うことができる。従って、ディーゼルエンジン１によれば、ＥＧＲガスとして適切な一酸化炭素の割合の多いガス成分となるように、ＥＧＲ専用気筒２から排出されるガスの成分調整をすることで、ＥＧＲの効果を向上させることができる。しかも、ディーゼルエンジン１によれば、ＥＧＲ専用気筒ＶＶＡ９及びコモンレールシステム１２の両方を用いて、状況に応じた最適な制御を行うことにより、効率的なＥＧＲガスの成分調整を実現することができる。   Further, according to the diesel engine 1, the component adjustment of the EGR gas discharged from the EGR dedicated cylinder 2 can be performed by controlling the fuel injection timing and the fuel injection pressure for the EGR dedicated cylinder 2. Therefore, according to the diesel engine 1, the effect of EGR is improved by adjusting the component of the gas discharged from the EGR dedicated cylinder 2 so that it becomes a gas component having a large proportion of carbon monoxide suitable as the EGR gas. Can be made. Moreover, according to the diesel engine 1, efficient control of the EGR gas component can be realized by performing optimal control according to the situation using both the EGR dedicated cylinder VVA9 and the common rail system 12.

本発明は、上述した実施形態に限定されるものではない。例えば、ディーゼルエンジンは６気筒に限られず、４気筒や８気筒などであっても良い。また、ＥＧＲ専用気筒は１気筒のみである必要はなく、複数気筒であっても良い。この場合、エンジン全体の気筒数に応じて好ましいＥＧＲ率となるようにＥＧＲ専用気筒の数が選択される。   The present invention is not limited to the embodiment described above. For example, the diesel engine is not limited to 6 cylinders, and may be 4 cylinders or 8 cylinders. Further, the EGR dedicated cylinder need not be only one cylinder, and may be a plurality of cylinders. In this case, the number of dedicated EGR cylinders is selected so as to obtain a preferable EGR rate in accordance with the number of cylinders of the entire engine.

また、コモンレールシステム１２は、必ずしも電磁弁１５や第２のレール１６を必ずしも備える必要はなく、一般的な従来のコモンレールシステムの構成であっても良い。この場合においても、ＥＧＲ専用気筒に対する燃料噴射タイミングなどを制御することで、ＥＧＲガスの成分調整を行うことができる。   Further, the common rail system 12 does not necessarily have to include the electromagnetic valve 15 and the second rail 16, and may have a general conventional common rail system configuration. Even in this case, the EGR gas component can be adjusted by controlling the fuel injection timing for the EGR cylinder.

１…ディーゼルエンジン ２…ＥＧＲ専用気筒 ３Ａ-３Ｅ…標準気筒 ４…エアクリーナー ５…吸気通路 ６…排気通路（ＥＧＲ通路） ７…排気処理装置 ８…排気通路 ９…ＥＧＲ専用気筒ＶＶＡ（可変バルブ機構） １０…標準気筒ＶＶＡ １１…エンジン制御ＥＣＵ（制御手段） １２…コモンレールシステム（燃料供給手段） １３…サプライポンプ １４…第１のレール １５…電磁弁 １６…第２のレール Ｔ…ターボチャージャ Ｔａ…コンプレッサ Ｔｂ…タービン Ｖ，Ｖａ-Ｖｅ…吸排気バルブ












DESCRIPTION OF SYMBOLS 1 ... Diesel engine 2 ... EGR exclusive cylinder 3A-3E ... Standard cylinder 4 ... Air cleaner 5 ... Intake passage 6 ... Exhaust passage (EGR passage) 7 ... Exhaust treatment device 8 ... Exhaust passage 9 ... EGR dedicated cylinder VVA (variable valve mechanism) 10) Standard cylinder VVA 11 ... Engine control ECU (control means) 12 ... Common rail system (fuel supply means) 13 ... Supply pump 14 ... First rail 15 ... Solenoid valve 16 ... Second rail T ... Turbocharger Ta ... Compressor Tb ... Turbine V, Va-Ve ... Intake / exhaust valve












Claims (3)

排出ガスがＥＧＲガスとして再循環するＥＧＲ専用気筒と、
排出ガスが外部に排出される標準気筒と、
前記ＥＧＲ専用気筒の吸排気バルブの開閉動作を変更可能な可変バルブ機構と、
前記ＥＧＲ専用気筒の吸排気バルブの開閉動作が前記標準気筒の吸排気バルブの開閉動作と異なるように前記可変バルブ機構を制御することで、前記ＥＧＲガスの成分調整を行う制御手段と、
を備えることを特徴とする内燃機関。 EGR dedicated cylinder in which exhaust gas is recirculated as EGR gas,
A standard cylinder from which exhaust gas is discharged to the outside,
A variable valve mechanism capable of changing the opening and closing operation of the intake and exhaust valves of the EGR dedicated cylinder;
Control means for adjusting the component of the EGR gas by controlling the variable valve mechanism so that the opening / closing operation of the intake / exhaust valve of the EGR dedicated cylinder is different from the opening / closing operation of the intake / exhaust valve of the standard cylinder;
An internal combustion engine comprising: 前記制御手段は、前記標準気筒から排出される排出ガスと比べて一酸化炭素の割合が多くなるように前記ＥＧＲガスの成分調整を行うことを特徴とする請求項１に記載の内燃機関。   2. The internal combustion engine according to claim 1, wherein the control unit adjusts a component of the EGR gas so that a ratio of carbon monoxide is larger than an exhaust gas discharged from the standard cylinder. 前記制御手段によって制御され、前記ＥＧＲ専用気筒に対して燃料を供給する燃料供給手段を更に備え、
前記制御手段は、前記ＥＧＲ専用気筒に対する燃料噴射タイミングを前記標準気筒に対する燃料噴射タイミングより遅くさせる前記燃料供給手段の制御、及び、前記ＥＧＲ専用気筒に対する燃料噴射圧力を前記標準気筒に対する燃料噴射圧力より低くさせる前記燃料供給手段の制御の少なくとも一方を実行することを特徴とする請求項１又は請求項２に記載の内燃機関。







Fuel supply means controlled by the control means and supplying fuel to the EGR dedicated cylinder;
The control means controls the fuel supply means for delaying the fuel injection timing for the EGR dedicated cylinder from the fuel injection timing for the standard cylinder, and sets the fuel injection pressure for the EGR dedicated cylinder from the fuel injection pressure for the standard cylinder. The internal combustion engine according to claim 1 or 2, wherein at least one of the control of the fuel supply means to be lowered is executed.







JP2011273614A 2011-12-14 2011-12-14 Internal combustion engine Active JP5912489B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2011273614A JP5912489B2 (en) 2011-12-14 2011-12-14 Internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2011273614A JP5912489B2 (en) 2011-12-14 2011-12-14 Internal combustion engine

Publications (2)

Publication Number Publication Date
JP2013124585A true JP2013124585A (en) 2013-06-24
JP5912489B2 JP5912489B2 (en) 2016-04-27

Family

ID=48776016

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2011273614A Active JP5912489B2 (en) 2011-12-14 2011-12-14 Internal combustion engine

Country Status (1)

Country Link
JP (1) JP5912489B2 (en)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000008892A (en) * 1998-06-19 2000-01-11 Hitachi Ltd Controller of engine comprising electromagnetic driving intake valve
JP2001090563A (en) * 1999-09-24 2001-04-03 Toyota Motor Corp Internal combustion engine
JP2003269223A (en) * 2002-03-13 2003-09-25 Toyota Motor Corp Exhaust emission control device of internal combustion engine
JP2007056825A (en) * 2005-08-26 2007-03-08 Nissan Diesel Motor Co Ltd Egr device
JP2008274872A (en) * 2007-05-01 2008-11-13 Toyota Motor Corp Exhaust gas recirculation control device for internal combustion engine
JP2010190145A (en) * 2009-02-19 2010-09-02 Ihi Corp Supercharging and exhaust emission control system of internal combustion engine
WO2011117970A1 (en) * 2010-03-23 2011-09-29 トヨタ自動車株式会社 Internal combustion engine with exhaust gas recirculation device

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000008892A (en) * 1998-06-19 2000-01-11 Hitachi Ltd Controller of engine comprising electromagnetic driving intake valve
JP2001090563A (en) * 1999-09-24 2001-04-03 Toyota Motor Corp Internal combustion engine
JP2003269223A (en) * 2002-03-13 2003-09-25 Toyota Motor Corp Exhaust emission control device of internal combustion engine
JP2007056825A (en) * 2005-08-26 2007-03-08 Nissan Diesel Motor Co Ltd Egr device
JP2008274872A (en) * 2007-05-01 2008-11-13 Toyota Motor Corp Exhaust gas recirculation control device for internal combustion engine
JP2010190145A (en) * 2009-02-19 2010-09-02 Ihi Corp Supercharging and exhaust emission control system of internal combustion engine
WO2011117970A1 (en) * 2010-03-23 2011-09-29 トヨタ自動車株式会社 Internal combustion engine with exhaust gas recirculation device

Also Published As

Publication number Publication date
JP5912489B2 (en) 2016-04-27

Similar Documents

Publication Publication Date Title
EP2245287B1 (en) Method for controlling combustion in a multi-cylinder engine, and multi-cylinder engine
US8769927B2 (en) EGR control in engine equipped with cylinders having dual exhaust valves
JP2005240807A (en) Internal combustion engine having exhaust gas turbocharger and exhaust gas recirculation device and method to operate internal-combustion engine
JP2007315230A (en) Apparatus for recirculating exhaust gas of internal combustion engine
US20070056266A1 (en) System and method for regenerating a NOx storage and conversion device
US20150198106A1 (en) Control device for diesel engine
JP2006233898A (en) Egr device
JP2008527240A (en) Internal combustion engine having a gas pressure vessel arranged in a cylinder and method for operating the internal combustion engine
JP2010150961A (en) Exhaust gas recirculation device
WO2009019579A1 (en) Control apparatus and control method for internal combustion engine
US20170350325A1 (en) Apparatus and method for controlling engine having variable valve actuator
JP2016526640A (en) Automotive internal combustion engine and method for operating such an internal combustion engine
JP2006299890A (en) Internal combustion engine
JP2009002275A (en) Control system of internal combustion engine
JP2009216059A (en) Control device for internal combustion engine
JP6001497B2 (en) Intake device for internal combustion engine
US9488138B2 (en) Control device of internal combustion engine
US8548717B2 (en) Method for performing an intake manifold injection
JP2008133744A (en) Exhaust system of internal combustion engine
JP2009002173A (en) Internal combustion engine equipped with variable valve train
JP4941079B2 (en) Exhaust gas recirculation control device for internal combustion engine
JP5912489B2 (en) Internal combustion engine
JP2008051022A (en) Exhaust gas recirculation device for internal combustion engine
US10240540B2 (en) Engine system and control method using the same
JP4166681B2 (en) Exhaust gas purification device for internal combustion engine

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20141127

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20150904

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20150915

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20151109

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20160322

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20160401

R150 Certificate of patent or registration of utility model

Ref document number: 5912489

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250