JP2016003614A - Engine exhaust gas recirculation method and engine exhaust gas recirculation device - Google Patents
Engine exhaust gas recirculation method and engine exhaust gas recirculation device Download PDFInfo
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本発明は、低圧段ターボチャージャと高圧段機械式過給機とを備えたエンジンの排気再循環方法及び排気再循環装置に関するものである。 The present invention relates to an exhaust gas recirculation method and an exhaust gas recirculation device for an engine including a low pressure stage turbocharger and a high pressure stage mechanical supercharger.
近年、スーパーチャージャ等の高圧段機械式過給機と、低圧段ターボチャージャとを切り換えて使う多段過給システムが存在する。多段過給システムは、排気性能と燃費性能の両立を狙ったものである。多段過給システムは、高過給により多くの空気を燃焼室へ送り込む事ができ、良好な燃焼と燃費改善を実現できる。多段過給システムは、ＮＯｘを低減するために排気再循環（以下ＥＧＲ）が必須となっている。 In recent years, there are multi-stage supercharging systems that switch between a high-pressure mechanical turbocharger such as a supercharger and a low-pressure turbocharger. The multi-stage turbocharging system aims to achieve both exhaust performance and fuel efficiency. The multi-stage supercharging system can send a lot of air into the combustion chamber due to high supercharging, and can realize good combustion and fuel efficiency improvement. In the multi-stage turbocharging system, exhaust gas recirculation (hereinafter referred to as EGR) is essential to reduce NOx.
ところで、多段過給システムでは、エンジンの排気を取り出す位置と還流させる位置の圧力関係によっては所望のＥＧＲ率を得られないばかりか、過給された空気がＥＧＲ通路を介して排気側へ逆流するような現象が引き起こされる可能性があった。この現象が発生した場合、ＮＯｘが低減できない上、エンジンの運転状態が不安定となり、サージ領域に入る場合にはターボチャージャが破損する虞があった。 By the way, in the multi-stage supercharging system, not only a desired EGR rate cannot be obtained depending on the pressure relationship between the position where the engine exhaust is taken out and the position where it is recirculated, but the supercharged air flows backward to the exhaust side via the EGR passage. Such a phenomenon could be caused. When this phenomenon occurs, NOx cannot be reduced, the engine operating state becomes unstable, and the turbocharger may be damaged when entering the surge region.
例えば、図６（ａ）に示すように、排気マニホルド９から吸気マニホルド８へ排気を環流させる高圧ＥＧＲにおいては、高回転の高負荷領域で排気圧力よりも過給圧が高くなり、ＥＧＲバルブ２２を開けても排気が吸気マニホルド８に入らず、ＮＯｘを下げられないという問題があった。 For example, as shown in FIG. 6A, in the high pressure EGR that circulates the exhaust gas from the exhaust manifold 9 to the intake manifold 8, the supercharging pressure becomes higher than the exhaust pressure in a high load region of high rotation, and the EGR valve 22 Even if the valve is opened, the exhaust does not enter the intake manifold 8 and NOx cannot be lowered.
また、図６（ｂ）に示すように、低圧段ターボチャージャ５のタービン１５出口側の排気をコンプレッサ６吸気側に環流させる低圧ＥＧＲにおいては、ＥＧＲバルブ２７がエンジン１から離れているため、ＥＧＲバルブ２７を開けても排気がエンジン１に到達するには時間がかかり、タイムラグが発生する。タイムラグは、特に中回転、中負荷以上の領域で問題となる。またさらに、低圧ＥＧＲにおいては、排気中に含まれる水分（結露水）によってコンプレッサ６のブレード（図示せず）がエロージョンを引き起こす可能性も考えられた。また、低圧ＥＧＲでは、ＥＧＲバルブ２７を開けても高回転、高負荷域ではＥＧＲ率が上がりにくい。 Further, as shown in FIG. 6B, in the low pressure EGR in which the exhaust on the turbine 15 outlet side of the low pressure turbocharger 5 is circulated to the intake side of the compressor 6, the EGR valve 27 is separated from the engine 1. Even if the valve 27 is opened, it takes time for the exhaust gas to reach the engine 1, and a time lag occurs. The time lag becomes a problem particularly in the region of medium rotation and medium load or more. Furthermore, in the low pressure EGR, it is considered that the blade (not shown) of the compressor 6 may cause erosion due to moisture (condensation water) contained in the exhaust gas. Further, in the low pressure EGR, even when the EGR valve 27 is opened, the EGR rate is difficult to increase in a high rotation and high load range.
また、図６（ｃ）に示すように、本出願人は、上述の高圧ＥＧＲ及び低圧ＥＧＲの問題を回避する手段として、低圧段ターボチャージャ５のタービン１５の入口側の排気をコンプレッサ６の出口側に環流させる中圧ＥＧＲを未公開で開発中である。中圧ＥＧＲは、排気中のカーボンが高圧段機械式過給機７のロータ及び軸受内のベアリング潤滑部分に入り込み、摩耗を促進させ、高圧段機械式過給機７の耐久性を低下させる問題があった。 Further, as shown in FIG. 6C, the applicant of the present invention uses the exhaust on the inlet side of the turbine 15 of the low-pressure turbocharger 5 as the outlet of the compressor 6 as a means for avoiding the above-described problems of the high pressure EGR and the low pressure EGR. The medium pressure EGR to recirculate to the side is under development. The medium pressure EGR is a problem that carbon in the exhaust enters the rotor of the high pressure mechanical supercharger 7 and the bearing lubrication portion in the bearing, promotes wear, and decreases the durability of the high pressure mechanical supercharger 7. was there.
本発明の目的は、全運転領域で高いＥＧＲ率を実現でき、ＮＯｘ排出量を低減できるエンジンの排気再循環方法及び排気再循環装置を提供することにある。 An object of the present invention is to provide an engine exhaust gas recirculation method and an exhaust gas recirculation device that can achieve a high EGR rate in the entire operation region and can reduce NOx emissions.
上述の目的を達成するため、本発明は、エンジンの吸排気系に接続されたコンプレッサとタービンからなる低圧段ターボチャージャと、前記低圧段ターボチャージャのコンプレッサで圧縮された吸気を更に圧縮してエンジンの吸気系に供給する高圧段機械式過給機と、エンジンの吸排気マニホルドの出入口を接続し排気を吸気側に環流させる高圧排気再循環手段と、前記低圧段ターボチャージャのタービン出口側の排気をコンプレッサ吸気側に環流させる低圧排気再循環手段と、前記低圧段ターボチャージャのタービンの入口側の排気をコンプレッサの出口側に環流させる中圧排気再循環手段とを備えたエンジンの排気再循環方法であって、前記エンジンの運転状態を制御する制御手段が、エンジン回転数と燃料の指示噴射量とに基づいて高圧排気再循環、中圧排気再循環及び低圧排気再循環の各排気再循環モードを切り替える排気再循環切り替えマップを備え、エンジン回転数、燃料の指示噴射量及び前記排気再循環切り替えマップからエンジンの運転状態を判定すると共に、排気再循環モードを選定し、その選定した排気再循環モードで排気再循環を行うと共に、その排気再循環率を制御するものである。 In order to achieve the above-mentioned object, the present invention provides a low pressure stage turbocharger comprising a compressor and a turbine connected to an intake / exhaust system of the engine, and further compresses the intake air compressed by the compressor of the low pressure stage turbocharger. A high-pressure stage mechanical supercharger for supplying to the intake system of the engine, high-pressure exhaust gas recirculation means for connecting the inlet / outlet of the intake / exhaust manifold of the engine and circulating the exhaust to the intake side, and exhaust at the turbine outlet side of the low-pressure stage turbocharger Low pressure exhaust gas recirculation means for circulating the exhaust gas to the compressor intake side, and medium pressure exhaust gas recirculation means for circulating the exhaust gas on the turbine inlet side of the low pressure turbocharger to the compressor outlet side The control means for controlling the operating state of the engine is based on the engine speed and the commanded fuel injection amount. An exhaust gas recirculation switching map for switching exhaust gas recirculation modes of exhaust gas recirculation, medium pressure exhaust gas recirculation, and low pressure exhaust gas recirculation is provided, and engine operation is performed from the engine speed, the fuel injection amount, and the exhaust gas recirculation switching map. In addition to determining the state, the exhaust gas recirculation mode is selected, exhaust gas recirculation is performed in the selected exhaust gas recirculation mode, and the exhaust gas recirculation rate is controlled.
本発明によれば、全運転領域で高いＥＧＲ率を実現でき、ＮＯｘ排出量を低減できる。 According to the present invention, a high EGR rate can be realized in the entire operation region, and the NOx emission amount can be reduced.
以下、本発明の好適な実施の形態を添付図面にしたがって説明する。 Preferred embodiments of the present invention will be described below with reference to the accompanying drawings.
図１に示すように、エンジン１の排気再循環装置２は、ディーゼルエンジン、ガソリンエンジン等のエンジン１の吸排気系３、４に接続された低圧段ターボチャージャ５と、低圧段ターボチャージャ５のコンプレッサ６で圧縮された吸気を更に圧縮してエンジン１の吸気系３に供給する高圧段機械式過給機７と、エンジン１の吸排気マニホルド８、９の出入口を接続し排気を吸気側に環流させる高圧ＥＧＲ部１０と、低圧段ターボチャージャ５のタービン出口側の排気をコンプレッサ吸気側に環流させる低圧ＥＧＲ部１１と、低圧段ターボチャージャ５のタービン１５の入口側の排気をコンプレッサ６の出口側に環流させる中圧ＥＧＲ部１２と、エンジン１の運転状態を制御する制御装置（以下、ＥＣＵ（エンジンコントロールユニット））１３とを備える。 As shown in FIG. 1, an exhaust gas recirculation device 2 for an engine 1 includes a low-pressure stage turbocharger 5 connected to intake and exhaust systems 3 and 4 of the engine 1 such as a diesel engine and a gasoline engine, and a low-pressure stage turbocharger 5. The high-pressure stage mechanical supercharger 7 that further compresses the intake air compressed by the compressor 6 and supplies it to the intake system 3 of the engine 1 is connected to the inlet / outlet of the intake / exhaust manifolds 8 and 9 of the engine 1 so that the exhaust is brought to the intake side. The high-pressure EGR section 10 to be recirculated, the low-pressure EGR section 11 to recirculate the exhaust at the turbine outlet side of the low-pressure stage turbocharger 5 to the compressor intake side, and the exhaust at the inlet side of the turbine 15 of the low-pressure stage turbocharger 5 to the outlet of the compressor 6 Medium pressure EGR section 12 to be circulated to the side, and a control device for controlling the operating state of the engine 1 (hereinafter referred to as ECU (engine control unit)) Equipped with a 3 and.
低圧段ターボチャージャ５は、エンジン１の排気通路１４に設けられ排気エネルギーで駆動されるタービン１５と、エンジン１の吸気通路１６に設けられタービン１５からの動力で駆動されるコンプレッサ６とからなる。低圧段ターボチャージャ５はタービン１５のベーン開度が調節可能な可変翼ターボからなる。また、タービン１５下流の排気通路１４には、主排気浄化フィルタ１７が設けられている。主排気浄化フィルタ１７は、ディーゼルパティキュレートフィルタ（ＤＰＦ）からなる。また、主排気浄化フィルタ１７には、酸化触媒（図示せず）が担持されており、軽油等の炭化水素（ＨＣ）が供給されることで酸化熱を発し、捕集したカーボンを燃焼させて再生されるようになっている。なお、酸化触媒は、主排気浄化フィルタ１７には担持されないものとし、主排気浄化フィルタ１７の上流側に設けられるものとしても良い。 The low-pressure stage turbocharger 5 includes a turbine 15 provided in the exhaust passage 14 of the engine 1 and driven by exhaust energy, and a compressor 6 provided in the intake passage 16 of the engine 1 and driven by power from the turbine 15. The low-pressure stage turbocharger 5 includes a variable blade turbo whose vane opening degree of the turbine 15 can be adjusted. A main exhaust purification filter 17 is provided in the exhaust passage 14 downstream of the turbine 15. The main exhaust purification filter 17 is composed of a diesel particulate filter (DPF). Further, the main exhaust purification filter 17 carries an oxidation catalyst (not shown), and is supplied with hydrocarbons (HC) such as light oil to generate oxidation heat and burn the collected carbon. It is supposed to be played. The oxidation catalyst may not be carried on the main exhaust purification filter 17 and may be provided upstream of the main exhaust purification filter 17.
高圧段機械式過給機７は、エンジン１からの動力で駆動されるリショルム式スーパーチャージャからなる。高圧段機械式過給機７の入口側と出口側には、高圧段機械式過給機７をバイパスさせるための吸気切り替え通路１８が接続されている。吸気切り替え通路１８には、開度調節可能な吸気切り替えバルブ１９が設けられている。吸気切り替えバルブ１９は、後述するＥＣＵ１３により開度を調節されるようになっている。また、吸気切り替え通路１８の出口よりも下流の吸気通路１６には、吸気クーラ２０が設けられている。 The high-pressure mechanical supercharger 7 is composed of a Rishorum supercharger that is driven by power from the engine 1. An intake air switching passage 18 for bypassing the high-pressure mechanical supercharger 7 is connected to the inlet side and the outlet side of the high-pressure mechanical turbocharger 7. The intake air switching passage 18 is provided with an intake air switching valve 19 whose opening degree can be adjusted. The opening degree of the intake air switching valve 19 is adjusted by an ECU 13 described later. An intake air cooler 20 is provided in the intake air passage 16 downstream of the outlet of the intake air switching passage 18.
高圧ＥＧＲ部１０は、エンジン１の吸気マニホルド８と排気マニホルド９を接続する高圧ＥＧＲ通路２１と、高圧ＥＧＲ通路２１に設けられ開度調節可能な高圧ＥＧＲバルブ２２と、高圧ＥＧＲバルブ２２より排気マニホルド９側の高圧ＥＧＲ通路２１に設けられた高圧ＥＧＲクーラ２３と、高圧ＥＧＲクーラ２３の入口側（排気マニホルド９側）の高圧ＥＧＲ通路２１に設けられ高圧ＥＧＲクーラ２３の入口温度Ｔｅｍｐ．１を測定する第１温度センサ２４と、高圧ＥＧＲクーラ２３の出口側（吸気マニホルド８側）の高圧ＥＧＲ通路２１に設けられ高圧ＥＧＲクーラ２３の出口温度Ｔｅｍｐ．２を測定する第２温度センサ２５とを備える。 The high-pressure EGR unit 10 includes a high-pressure EGR passage 21 that connects the intake manifold 8 and the exhaust manifold 9 of the engine 1, a high-pressure EGR valve 22 that is provided in the high-pressure EGR passage 21 and whose opening degree can be adjusted, and an exhaust manifold that is connected to the high-pressure EGR valve 22. The high pressure EGR cooler 23 provided in the high pressure EGR passage 21 on the 9th side, and the inlet temperature Temp. Of the high pressure EGR cooler 23 provided in the high pressure EGR passage 21 on the inlet side (exhaust manifold 9 side) of the high pressure EGR cooler 23. 1 and the outlet temperature Temp. Of the high pressure EGR cooler 23 provided in the high pressure EGR passage 21 on the outlet side (intake manifold 8 side) of the high pressure EGR cooler 23. And a second temperature sensor 25 that measures 2.
低圧ＥＧＲ部１１は、タービン１５より下流、かつ、主排気浄化フィルタ１７より下流の排気通路１４とコンプレッサ６より上流の吸気通路１６とを接続する低圧ＥＧＲ通路２６と、低圧ＥＧＲ通路２６に設けられ開度調節可能な低圧ＥＧＲバルブ２７とを備える。また特に、低圧ＥＧＲ通路２６には、ＥＧＲクーラは設けられず、低圧ＥＧＲ通路２６内で結露を発生させないようになっている。また、低圧ＥＧＲ通路２６出口より上流の吸気通路１６には、吸気スロットル２８が設けられている。 The low pressure EGR section 11 is provided in the low pressure EGR passage 26 and the low pressure EGR passage 26 that connect the exhaust passage 14 downstream of the turbine 15 and downstream of the main exhaust purification filter 17 and the intake passage 16 upstream of the compressor 6. A low-pressure EGR valve 27 whose opening degree is adjustable. In particular, the low-pressure EGR passage 26 is not provided with an EGR cooler so that condensation does not occur in the low-pressure EGR passage 26. An intake throttle 28 is provided in the intake passage 16 upstream from the outlet of the low pressure EGR passage 26.
中圧ＥＧＲ部１２は、タービン１５入口の排気通路１４とコンプレッサ６出口の吸気通路１６を接続する中圧ＥＧＲ通路２９と、中圧ＥＧＲ通路２９に設けられ開度調節可能な中圧ＥＧＲバルブ３０とを備える。また特に、中圧ＥＧＲ通路２９には、ＥＧＲクーラは設けられていない。中圧ＥＧＲ通路２９からのＥＧＲガスは、中圧ＥＧＲ通路２９出口より下流、かつ、吸気切り替え通路１８入口より上流の吸気通路１６に設けられた中間クーラ３１によって冷却されるようになっている。すなわち、中間クーラ３１は、中圧ＥＧＲ通路２９からのＥＧＲガスを冷却すると共に、コンプレッサ６からの吸気を冷却するようになっている。 The intermediate pressure EGR section 12 includes an intermediate pressure EGR passage 29 that connects the exhaust passage 14 at the inlet of the turbine 15 and the intake passage 16 at the outlet of the compressor 6, and an intermediate pressure EGR valve 30 that is provided in the intermediate pressure EGR passage 29 and has an adjustable opening. With. In particular, the intermediate pressure EGR passage 29 is not provided with an EGR cooler. The EGR gas from the intermediate pressure EGR passage 29 is cooled by an intermediate cooler 31 provided in the intake passage 16 downstream of the intermediate pressure EGR passage 29 outlet and upstream of the intake air switching passage 18 inlet. That is, the intermediate cooler 31 cools the EGR gas from the intermediate pressure EGR passage 29 and cools the intake air from the compressor 6.
また、中圧ＥＧＲ通路２９入口より上流（排気マニホルド９側）の排気通路１４には、エンジン１から中圧ＥＧＲ通路２９に向かう排気を浄化する副排気浄化フィルタ３２が設けられている。副排気浄化フィルタ３２は、主排気浄化フィルタ１７と同様のものであり、主排気浄化フィルタ１７より小型に形成されている。副排気浄化フィルタ３２は、小型に形成されることにより、設置スペースをとらないようになっている。 In addition, a sub exhaust purification filter 32 that purifies exhaust from the engine 1 toward the intermediate pressure EGR passage 29 is provided in the exhaust passage 14 upstream (exhaust manifold 9 side) from the inlet of the intermediate pressure EGR passage 29. The sub exhaust purification filter 32 is the same as the main exhaust purification filter 17 and is smaller than the main exhaust purification filter 17. The auxiliary exhaust purification filter 32 is formed in a small size so that it does not take up installation space.
図４に示すように、ＥＣＵ１３は、エンジン回転数と燃料の指示噴射量とに基づいて高圧ＥＧＲ、中圧ＥＧＲ及び低圧ＥＧＲの各ＥＧＲモードを切り替えるＥＧＲ切り替えマップ３３と、エンジン回転数と燃料の指示噴射量とに基づいてＥＧＲ制御を禁止するＥＧＲ禁止マップ３４とを有する。 As shown in FIG. 4, the ECU 13 includes an EGR switching map 33 for switching each of the EGR modes of high pressure EGR, medium pressure EGR, and low pressure EGR based on the engine speed and the fuel injection amount, and the engine speed and fuel. An EGR prohibition map 34 that prohibits EGR control based on the command injection amount.
ＥＧＲ切り替えマップ３３は、エンジン回転数と指示噴射量の関係から、低圧ＥＧＲでＮＯｘを効率よく低減できるＬＰＬモード領域３５、高圧ＥＧＲでＮＯｘを効率よく低減できるＨＰＬモード領域３６、中圧ＥＧＲでＮＯｘを効率よく低減できるＭＰＬモード領域３７を規定する。ＥＧＲ切り替えマップ３３は、各領域３５、３６、３７の境界ではヒステリシス３８を持たせている。 Based on the relationship between the engine speed and the commanded injection amount, the EGR switching map 33 includes an LPL mode region 35 in which NOx can be efficiently reduced by low pressure EGR, an HPL mode region 36 in which NOx can be efficiently reduced by high pressure EGR, and NOx at intermediate pressure EGR. The MPL mode region 37 that can efficiently reduce the above is defined. The EGR switching map 33 has a hysteresis 38 at the boundary between the regions 35, 36, and 37.
ＥＧＲ禁止マップ３４は、エンジン回転数と指示噴射量の関係から、エンジン始動モード領域３９を規定する。 The EGR prohibition map 34 defines an engine start mode region 39 from the relationship between the engine speed and the command injection amount.
また、ＥＣＵ１３は、エンジン回転数、燃料の指示噴射量及びＥＧＲ切り替えマップ３３からエンジン１の運転状態を判定すると共に、ＥＧＲモードを選定し、その選定したＥＧＲモードでＥＧＲを行うと共に、そのＥＧＲ率を制御するようになっている。またさらに、ＥＣＵ１３は、エンジン回転数、燃料の指示噴射量及びＥＧＲ禁止マップ３４からエンジンの運転状態を判定し、エンジンの運転が始動モードであるときＥＧＲ制御を禁止するようになっている。 In addition, the ECU 13 determines the operating state of the engine 1 from the engine speed, the commanded fuel injection amount, and the EGR switching map 33, selects the EGR mode, performs EGR in the selected EGR mode, and sets the EGR rate. Is to control. Further, the ECU 13 determines the operating state of the engine from the engine speed, the commanded fuel injection amount, and the EGR prohibition map 34, and prohibits the EGR control when the engine is in the start mode.
次に、図２及び図３を用いてＥＣＵ１３のＥＧＲ制御フローを説明する。図２はメインルーチンを示し、図３はメインルーチンから呼び出すサブルーチンを示す。 Next, the EGR control flow of the ECU 13 will be described with reference to FIGS. FIG. 2 shows a main routine, and FIG. 3 shows a subroutine called from the main routine.
図２に示すように、ステップＳ１にてエンジン回転数、燃料の指示噴射量、吸入空気量、エンジン水温、外気温、大気圧、過給圧等のエンジン状態の入力を行う。この後、Ｓ２にて、暖機状態の判定を行う。この判定は、エンジン水温ＴｗがＥＧＲ可能な水温Ｔｅｇｒ＿ｏｎを超えているか否か（Ｔｗ＞Ｔｅｇｒ＿ｏｎ）を判定する。エンジン水温ＴｗがＴｅｇｒ＿ｏｎを超えている場合（ＹＥＳの場合）、ステップＳ３に進む。また、ＮＯの場合、ステップＳ１に戻ってエンジン状態の入力を行う。すなわち、暖機が終了するまでステップＳ１、Ｓ２を繰り返して待機する。 As shown in FIG. 2, in step S1, engine conditions such as engine speed, fuel injection amount, intake air amount, engine water temperature, outside air temperature, atmospheric pressure, and supercharging pressure are input. Thereafter, in S2, the warm-up state is determined. In this determination, it is determined whether or not the engine water temperature Tw exceeds the EGR-capable water temperature Tegr_on (Tw> Tegr_on). When the engine water temperature Tw exceeds Tegr_on (in the case of YES), the process proceeds to step S3. In the case of NO, the process returns to step S1 to input the engine state. That is, steps S1 and S2 are repeated until the warm-up is completed.
ステップＳ３では、ＥＧＲの切り替え制御を行う。 In step S3, EGR switching control is performed.
図３に示すように、ＥＧＲの切り替え制御は、まず、ステップＳ４にてエンジン１の運転モードがＥＧＲ可能な領域か否かを判定する。この判定では、図４に示すＥＧＲ禁止マップ３４を用いる。ステップＳ４では、エンジン回転数、指示噴射量及びＥＧＲ禁止マップ３４に基づいてエンジン１の運転モードがエンジン始動モード領域３９外にあるか否かを判別してエンジン１の運転モードがＥＧＲ可能な領域か否かを判定する。ＥＧＲ可能な領域でない場合（ＮＯの場合）、ステップＳ５に進んでＥＧＲ制御を中止する。ＥＧＲ可能な領域である場合（ＹＥＳの場合）、ステップＳ６に進む。 As shown in FIG. 3, in the EGR switching control, first, in step S4, it is determined whether or not the operation mode of the engine 1 is an EGR-enabled region. In this determination, an EGR prohibition map 34 shown in FIG. 4 is used. In step S4, it is determined whether or not the operation mode of the engine 1 is outside the engine start mode region 39 based on the engine speed, the command injection amount, and the EGR prohibition map 34, and the operation mode of the engine 1 can be EGR. It is determined whether or not. If it is not an area where EGR is possible (NO), the process proceeds to step S5 to stop the EGR control. If it is an EGR-enabled area (YES), the process proceeds to step S6.
ステップＳ６では、低圧ＥＧＲ（ＬＰＬ：ロープレッシャループ）、高圧ＥＧＲ（ＨＰＬ：ハイプレッシャループ）、中圧ＥＧＲ（ＭＰＬ：ミドルプレッシャループ）の切り替えを行う。この切り替えには、図４に示すＥＧＲ切り替えマップ３３を用いる。ステップＳ６では、エンジン回転数、燃料の指示噴射量及びＥＧＲ切り替えマップ３３からエンジン１の運転状態を判定すると共に、ＥＧＲモードを選定し、選定したＥＧＲのＥＧＲバルブを開くと共に、それ以外のＥＧＲバルブを全閉する。このとき、選定したＥＧＲのＥＧＲバルブは、エンジン１の運転状態が急激に変わらない程度の開度で開く。 In step S6, the low pressure EGR (LPL: rope pressure loop), the high pressure EGR (HPL: high pressure loop), and the medium pressure EGR (MPL: middle pressure loop) are switched. For this switching, an EGR switching map 33 shown in FIG. 4 is used. In step S6, the operating state of the engine 1 is determined from the engine speed, the commanded fuel injection amount, and the EGR switching map 33, the EGR mode is selected, the EGR valve of the selected EGR is opened, and the other EGR valves are selected. Is fully closed. At this time, the EGR valve of the selected EGR is opened with an opening degree such that the operating state of the engine 1 does not change abruptly.
この後、ステップＳ７に進み、ステップＳ６で選定したＥＧＲモードがＨＰＬであったか否かを判定する。ＨＰＬであった場合（ＹＥＳの場合）、ステップＳ８に進み、それ以外の場合（ＮＯの場合）、メインルーチンのステップＳ１０（図２参照）に進む。 Thereafter, the process proceeds to step S7, and it is determined whether or not the EGR mode selected in step S6 is HPL. If it is HPL (in the case of YES), the process proceeds to step S8. Otherwise (in the case of NO), the process proceeds to step S10 (see FIG. 2) of the main routine.
ステップＳ８では、ＥＧＲガスの逆流判定を行う。具体的には、第１温度センサ２４で測定した高圧ＥＧＲクーラ２３の入口温度Ｔｅｍｐ．１と、第２温度センサ２５で測定した出口温度Ｔｅｍｐ．２とを比較し、出口温度Ｔｅｍｐ．２が入口温度Ｔｅｍｐ．１より高い場合（ＹＥＳの場合）、すなわち、高圧ＥＧＲクーラ２３で冷やされたはずの出口温度Ｔｅｍｐ．２が入口温度Ｔｅｍｐ．１より高くなっている場合、高圧ＥＧＲ通路２１内で逆流が発生しているものと判定し、ステップＳ９に進む。それ以外の場合（ＮＯの場合）、メインルーチンのステップＳ１０（図２参照）に進む。 In step S8, the EGR gas reverse flow is determined. Specifically, the inlet temperature Temp. Of the high pressure EGR cooler 23 measured by the first temperature sensor 24 is measured. 1 and the outlet temperature Temp. Measured by the second temperature sensor 25. 2 and the outlet temperature Temp. 2 is the inlet temperature Temp. 1 (in the case of YES), that is, the outlet temperature Temp. That should have been cooled by the high-pressure EGR cooler 23. 2 is the inlet temperature Temp. When it is higher than 1, it is determined that a backflow is occurring in the high-pressure EGR passage 21, and the process proceeds to step S9. In other cases (NO), the process proceeds to step S10 (see FIG. 2) of the main routine.
ステップＳ９では、吸気切り替えバルブ１９の開度を開方向に制御して逆流を順方向の流れに変える。具体的には、出口温度Ｔｅｍｐ．２と入口温度Ｔｅｍｐ．１とを参照しながら出口温度Ｔｅｍｐ．２が入口温度Ｔｅｍｐ．１より低くなるまで吸気切り替えバルブ１９の開度を上げる。吸気切り替えバルブ１９の開度が上がることにより、吸気マニホルド８の圧力は下がる。吸気マニホルド８の圧力が排気マニホルド９の圧力より低くなったとき、逆流が順方向の流れに変わる。なお、ステップＳ９では、吸気切り替えバルブ１９の開度を制御するものとしたが、これに替えて、又はこれと並行してタービン１５のベーン開度を閉方向に制御するものとしてもよい。これによりエンジン背圧を上げることができ、逆流を順方向の流れに変えることができる。 In step S9, the opening degree of the intake air switching valve 19 is controlled in the opening direction to change the reverse flow into the forward flow. Specifically, the outlet temperature Temp. 2 and inlet temperature Temp. 1 and the outlet temperature Temp. 2 is the inlet temperature Temp. The opening degree of the intake air switching valve 19 is increased until it becomes lower than 1. As the opening degree of the intake air switching valve 19 increases, the pressure of the intake manifold 8 decreases. When the pressure in the intake manifold 8 becomes lower than the pressure in the exhaust manifold 9, the reverse flow changes to a forward flow. In step S9, the opening degree of the intake air switching valve 19 is controlled, but the vane opening degree of the turbine 15 may be controlled in the closing direction instead of or in parallel with this. As a result, the engine back pressure can be increased, and the reverse flow can be changed to a forward flow.
この後、図２に示すメインルーチンのステップＳ１０に進む。 Thereafter, the process proceeds to step S10 of the main routine shown in FIG.
ステップＳ１０では、エンジン回転数、指示噴射量、エンジン水温等を読み込み、これらの値と目標空気量マップ（図示せず）とに基づいて吸入空気量の目標値を取得し、マスフローセンサ（図示せず）で測定される実値と目標値とが同じになるように、選定中ＥＧＲモードのＥＧＲバルブの開度をフィードバック制御する。なお、吸入空気量の目標値は、目標空気量マップを模した近似式等から算出するものとしてもよい。 In step S10, the engine speed, the command injection amount, the engine water temperature, etc. are read, and a target value for the intake air amount is acquired based on these values and a target air amount map (not shown), and a mass flow sensor (not shown) is obtained. The opening of the EGR valve in the EGR mode being selected is feedback-controlled so that the actual value and the target value measured in (1) are the same. Note that the target value of the intake air amount may be calculated from an approximate expression that simulates the target air amount map.
図５は、選定されなかったモードのＥＧＲ部を図示省略した排気再循環装置の説明図であり、（ａ）は高圧ＥＧＲモード、（ｂ）は低圧ＥＧＲモード、（ｃ）は中圧ＥＧＲモードが選択されている状態を示す。 FIG. 5 is an explanatory diagram of an exhaust gas recirculation device in which an EGR section in a mode not selected is omitted. (A) is a high pressure EGR mode, (b) is a low pressure EGR mode, and (c) is a medium pressure EGR mode. Indicates that is selected.
図５（ａ）に示すように、高圧ＥＧＲモードでは、排気マニホルド９から吸気マニホルド８に排気を環流させる。高圧ＥＧＲでは、タービン１５を通過する排気のボリュームが減るため、コンプレッサ６の流量も減りやすい。このため、高回転の高負荷領域で高圧ＥＧＲを用いようとすると、サージラインを越えないようにするのが困難であった。しかし、図４に示すように、本実施の形態では、略中負荷域でのみ高圧ＥＧＲを選択して用いるため、サージラインを越える心配がなく、安定して効率よくＮＯｘを低減できる。また、高圧ＥＧＲクーラ２３の入口温度Ｔｅｍｐ．１と出口温度Ｔｅｍｐ．２から逆流を判定し、逆流が発生したときには吸気切り替えバルブ１９を制御して逆流を順方向の流れに変えるため、ＮＯｘをさらに安定して効率よく低減できる。 As shown in FIG. 5A, in the high pressure EGR mode, exhaust gas is circulated from the exhaust manifold 9 to the intake manifold 8. In the high pressure EGR, the volume of the exhaust gas passing through the turbine 15 is reduced, so that the flow rate of the compressor 6 is easily reduced. For this reason, if high pressure EGR is to be used in a high load region of high rotation, it is difficult to prevent the surge line from being exceeded. However, as shown in FIG. 4, in the present embodiment, since the high-pressure EGR is selected and used only in the substantially middle load region, there is no concern over the surge line, and NOx can be stably and efficiently reduced. Further, the inlet temperature Temp. 1 and outlet temperature Temp. The reverse flow is determined from No. 2, and when the reverse flow occurs, the intake switching valve 19 is controlled to change the reverse flow into the forward flow, so that NOx can be more stably and efficiently reduced.
図５（ｂ）に示すように、低圧ＥＧＲモードでは、タービン１５出口側の排気をコンプレッサ６吸気側に環流させる。図４に示すように、略低負荷域でのみ低圧ＥＧＲを選択して用いるため、タイムラグが問題になることはなく、ＮＯｘを安定して効率よく低減できる。また、低圧ＥＧＲ通路２６にはＥＧＲクーラを設けないものとしたため、ＥＧＲガスで結露が発生するのを防ぐことができ、コンプレッサ６のブレード（図示せず）がエロージョンを引き起こすのを防止できる。 As shown in FIG. 5B, in the low pressure EGR mode, the exhaust on the turbine 15 outlet side is circulated to the compressor 6 intake side. As shown in FIG. 4, since the low pressure EGR is selected and used only in a substantially low load region, the time lag does not become a problem, and NOx can be stably and efficiently reduced. In addition, since the EGR cooler is not provided in the low pressure EGR passage 26, it is possible to prevent condensation from being generated by the EGR gas, and it is possible to prevent the blade (not shown) of the compressor 6 from causing erosion.
図５（ｃ）に示すように、中圧ＥＧＲモードでは、低圧段ターボチャージャ５のタービン１５の入口側の排気をコンプレッサ６の出口側に環流させるため、高回転の高負荷領域であっても高圧段機械式過給機７が吸気を吸い込むことから排気を吸気側に環流させることができ、安定してＮＯｘを低減できる。また、エンジン１から中圧ＥＧＲ部１２に向かう排気は、副排気浄化フィルタ３２によって浄化されるため、カーボンによる高圧段機械式過給機７のロータ（図示せず）及び軸受（図示せず）内のベアリング潤滑部分のダメージを低減できる。 As shown in FIG. 5 (c), in the medium pressure EGR mode, the exhaust on the inlet side of the turbine 15 of the low pressure stage turbocharger 5 is circulated to the outlet side of the compressor 6, so that even in a high rotation high load region. Since the high-pressure stage mechanical supercharger 7 sucks the intake air, the exhaust gas can be circulated to the intake side, and NOx can be stably reduced. Further, since the exhaust from the engine 1 toward the intermediate pressure EGR section 12 is purified by the sub exhaust purification filter 32, the rotor (not shown) and the bearing (not shown) of the high-pressure mechanical supercharger 7 made of carbon. Damage to the bearing lubrication part inside can be reduced.
このように、エンジン回転数、燃料の指示噴射量及びＥＧＲ切り替えマップ３３からエンジン１の運転状態を判定すると共に、ＥＧＲモードを選定し、その選定したＥＧＲモードでＥＧＲを行うと共に、そのＥＧＲ率を制御するものとしたため、エンジン始動域を除くエンジン運転領域の全域でＥＧＲを行うことができ、ＮＯｘを低減できる。また、ＤｅＮＯｘ触媒等の後処理装置や後処理装置のための制御を省くことができ、製造コストを低減できる。そして、高圧ＥＧＲ、中圧ＥＧＲ、低圧ＥＧＲの使い分けによって低圧段ターボチャージャ５と、高圧段機械式過給機７の効率の良い領域を使い分けることが可能となり、燃費改善ができる。 As described above, the operating state of the engine 1 is determined from the engine speed, the commanded fuel injection amount, and the EGR switching map 33, the EGR mode is selected, EGR is performed in the selected EGR mode, and the EGR rate is determined. Since the control is performed, EGR can be performed in the entire engine operation region excluding the engine start region, and NOx can be reduced. In addition, it is possible to omit control for a post-processing apparatus such as a DeNOx catalyst and the post-processing apparatus, and to reduce manufacturing costs. And it becomes possible to use properly the efficient area | region of the low pressure stage turbocharger 5 and the high pressure stage mechanical supercharger 7 by selectively using high pressure EGR, intermediate pressure EGR, and low pressure EGR, and fuel consumption can be improved.
１ エンジン
５ 低圧段ターボチャージャ
７ 高圧段機械式過給機
１０ 高圧ＥＧＲ部（高圧排気再循環部）
１１ 低圧ＥＧＲ部（低圧排気再循環部）
１２ 中圧ＥＧＲ部（中圧排気再循環部）
１３ ＥＣＵ（制御手段）
３３ ＥＧＲ切り替えマップ（排気再循環切り替えマップ）
1 Engine 5 Low-pressure turbocharger 7 High-pressure mechanical turbocharger 10 High-pressure EGR section (high-pressure exhaust recirculation section)
11 Low pressure EGR section (low pressure exhaust recirculation section)
12 Medium pressure EGR section (Medium pressure exhaust recirculation section)
13 ECU (control means)
33 EGR switching map (exhaust gas recirculation switching map)
Claims (10)
前記エンジンの運転状態を制御する制御手段が、エンジン回転数と燃料の指示噴射量とに基づいて高圧排気再循環、中圧排気再循環及び低圧排気再循環の各排気再循環モードを切り替える排気再循環切り替えマップを備え、
エンジン回転数、燃料の指示噴射量及び前記排気再循環切り替えマップからエンジンの運転状態を判定すると共に、排気再循環モードを選定し、その選定した排気再循環モードで排気再循環を行うと共に、その排気再循環率を制御することを特徴とするエンジンの排気再循環方法。 A low-pressure turbocharger consisting of a compressor and a turbine connected to the intake / exhaust system of the engine, and a high-pressure mechanical turbocharger that further compresses the intake air compressed by the compressor of the low-pressure turbocharger and supplies it to the intake system of the engine And high pressure exhaust gas recirculation means for connecting the intake / exhaust manifold of the engine and circulating the exhaust gas to the intake side, and low pressure exhaust gas recirculation means for circulating the exhaust gas on the turbine outlet side of the low pressure turbocharger to the compressor intake side And an intermediate pressure exhaust gas recirculation means for circulating the exhaust gas on the inlet side of the turbine of the low-pressure stage turbocharger to the outlet side of the compressor,
The control means for controlling the operating state of the engine performs exhaust gas recirculation for switching between the exhaust gas recirculation modes of high pressure exhaust gas recirculation, medium pressure exhaust gas recirculation and low pressure exhaust gas recirculation based on the engine speed and the fuel injection amount. With a circular switching map,
The engine operating state is determined from the engine speed, the commanded fuel injection amount and the exhaust recirculation switching map, the exhaust recirculation mode is selected, the exhaust gas recirculation mode is selected, and the exhaust gas recirculation mode is selected. An exhaust gas recirculation method for an engine, characterized by controlling an exhaust gas recirculation rate.
エンジン回転数、燃料の指示噴射量及び前記排気再循環禁止マップからエンジンの運転状態を判定し、エンジンの運転が始動モードであるとき排気再循環制御を禁止する請求項１又は２に記載のエンジンの排気再循環方法。 The control means further includes an exhaust gas recirculation prohibition map that prohibits exhaust gas recirculation control based on the engine speed and the fuel injection amount.
The engine according to claim 1 or 2, wherein an engine operating state is determined from an engine speed, a fuel injection amount and the exhaust recirculation prohibition map, and exhaust recirculation control is prohibited when the engine is in a start mode. Exhaust gas recirculation method.
エンジン回転数、燃料の指示噴射量及び前記排気再循環禁止マップからエンジンの運転状態を判定し、エンジンの運転が始動モードであるとき排気再循環制御を禁止する請求項４又は５に記載のエンジンの排気再循環装置。 The control means further includes an exhaust gas recirculation prohibition map that prohibits exhaust gas recirculation control based on the engine speed and the fuel injection amount.
The engine according to claim 4 or 5, wherein an engine operating state is determined from an engine speed, a commanded fuel injection amount, and the exhaust recirculation prohibition map, and exhaust recirculation control is prohibited when the engine is in a start mode. Exhaust recirculation device.
前記高圧排気再循環手段は、吸気側に戻される排気を冷却する高圧排気再循環クーラと、前記高圧排気再循環クーラの入口温度を測定する第１温度センサと、前記高圧排気再循環クーラの出口温度を測定する第２温度センサとを備え、
前記制御手段は、前記高圧排気再循環手段で排気再循環を行うとき、前記第２温度センサで測定される出口温度と前記第１温度センサで測定される入口温度からガスの逆流を検知し、ガスが排気側から吸気側に戻るように前記吸気切り替えバルブの開度を調節する請求項４から６のいずれかに記載のエンジンの排気再循環装置。 An intake switching passage for bypassing intake air from an intake passage on the inlet side of the high-pressure stage mechanical supercharger to an intake passage on the outlet side, and an intake switching valve provided in the intake switching passage and having an adjustable opening.
The high pressure exhaust gas recirculation means includes a high pressure exhaust gas recirculation cooler that cools the exhaust gas returned to the intake side, a first temperature sensor that measures an inlet temperature of the high pressure exhaust gas recirculation cooler, and an outlet of the high pressure exhaust gas recirculation cooler. A second temperature sensor for measuring the temperature,
When the exhaust gas recirculation is performed by the high pressure exhaust gas recirculation unit, the control unit detects a back flow of gas from an outlet temperature measured by the second temperature sensor and an inlet temperature measured by the first temperature sensor, The exhaust gas recirculation device for an engine according to any one of claims 4 to 6, wherein the opening degree of the intake air switching valve is adjusted so that the gas returns from the exhaust side to the intake side.
前記高圧排気再循環手段は、吸気側に戻される排気を冷却する高圧排気再循環クーラと、前記高圧排気再循環クーラの入口温度を測定する第１温度センサと、前記高圧排気再循環クーラの出口温度を測定する第２温度センサとを備え、
前記制御手段は、前記高圧排気再循環手段で排気再循環を行うとき、前記第２温度センサで測定される出口温度と前記第１温度センサで測定される入口温度からガスの逆流を検知し、ガスが排気側から吸気側に戻るように前記タービンのベーン開度を調節する請求項４から６のいずれかに記載のエンジンの排気再循環装置。 The low-pressure stage turbocharger comprises a variable vane turbo with adjustable vane opening of the turbine,
The high pressure exhaust gas recirculation means includes a high pressure exhaust gas recirculation cooler that cools the exhaust gas returned to the intake side, a first temperature sensor that measures an inlet temperature of the high pressure exhaust gas recirculation cooler, and an outlet of the high pressure exhaust gas recirculation cooler. A second temperature sensor for measuring the temperature,
When the exhaust gas recirculation is performed by the high pressure exhaust gas recirculation unit, the control unit detects a back flow of gas from an outlet temperature measured by the second temperature sensor and an inlet temperature measured by the first temperature sensor, The exhaust gas recirculation device for an engine according to any one of claims 4 to 6, wherein the vane opening degree of the turbine is adjusted so that the gas returns from the exhaust side to the intake side.
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