JP2017115647A - Intake air temperature control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an intake air temperature control device utilizing an EGR passage for suppressing a temperature drop of high-temperature air to be introduced into an engine.SOLUTION: The intake air temperature control device includes an intake passage 4 including an outside air inlet 6a, a throttle device 7 provided in the intake passage 4 at a position relatively close to an engine 1, an EGR passage 32 for recirculating part of exhaust gas exhausted from the engine 1, as EGR gas, into the engine 1, an EGR valve 33 provided in the EGR passage 32, a high-temperature air passage 43 into which high-temperature air heated by an exhaust passage 5 flows, a flow path selector valve 44 provided in a connection area between the high-temperature air passage 43 and the EGR passage 32, and an electronic control unit (ECU) 60. An outlet 32b of the EGR passage 32 is connected to the intake passage 4 at a position adjacent to a throttle valve 7a. The ECU 60 controls the throttle device 7, the EGR valve 33, and the flow path selector valve 44 to selectively introduce outside air from the outside air inlet 6a, the high-temperature air from the high-temperature air passage 43, or mixed air of the outside air and high-temperature air into the engine 1, depending on the operating condition of the engine 1.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an intake air temperature control device for controlling the temperature of intake air introduced into an engine via an intake passage, and relates to outside air from an outside air inlet and high-temperature air from a high-temperature air passage or a mixture of outside air and high-temperature air. The present invention relates to an intake air temperature control device configured to selectively flow an engine to an engine.

  Conventionally, as this type of technology, for example, the technology described in Patent Document 1 below is known. As shown in a schematic diagram of a part of the engine room in FIG. 7, this technique is provided in the intake passage 82 of the engine 81, and is disposed at a position relatively away from the engine 81. A first introduction passage 84 that introduces hot air, a second introduction passage 85 that introduces high-temperature air into the air cleaner 83, introduction of outside air from the first introduction passage 84, and introduction of high-temperature air from the second introduction passage 85. And an intake air switching mechanism 86 for switching between. The inlet of the second introduction passage 85 is configured to introduce high-temperature air around the manifold 87 in the vicinity of the exhaust manifold 87 of the engine 81. Here, a throttle body (throttle valve) 88, a surge tank 89, and an intake manifold 90 are arranged in this order from the upstream side in the intake passage 82 downstream of the air cleaner 83. Accordingly, these components 88 to 90 are arranged at positions relatively close to the engine 81 as compared with the air cleaner 83.

JP 2007-170251 A

  However, in the technique described in Patent Document 1, the outlet of the second introduction passage 85 is connected to an air cleaner 83 that is relatively far from the engine 81. Therefore, even if hot air is introduced into the air cleaner 83 by switching the intake air switching mechanism 86 and flows to the intake passage 82 downstream thereof, the route to the engine 81 is long, so that the high temperature air is introduced into the engine 81. In the meantime, the heat was taken away and the temperature of the hot air could be lowered. As a result, the effect of the high-temperature air introduced into the engine 81 may be reduced. In order to avoid this problem, it is conceivable to raise the temperature of the high-temperature air introduced into the air cleaner 83 or to provide a heat insulating material in the intake passage 82. However, these measures require additional costs. End up.

  Here, when the engine is provided with an exhaust gas recirculation device (EGR device), the outlet of the EGR passage is connected to a portion of the intake passage close to the engine, for example, an intake manifold downstream of the throttle valve or immediately upstream of the throttle valve. Sometimes.

  In addition, in this type of device, it is necessary to accurately detect the intake air amount introduced into the engine in order to execute engine control regardless of the difference between outside air, high-temperature air, or mixed air thereof.

  The present invention has been made in view of the above circumstances, and an object thereof is to suppress a decrease in temperature of high-temperature air introduced into an engine by using an exhaust gas recirculation passage in an engine equipped with an exhaust gas recirculation device. It is an object of the present invention to provide an intake air temperature control device that makes it possible. Another object of the present invention is to provide an intake air temperature control device capable of accurately obtaining an intake air amount introduced into an engine in addition to the above object.

  In order to achieve the above object, an invention according to claim 1 is directed to an intake passage for introducing intake air into an engine, the intake passage including an outside air inlet for introducing outside air, An intake air amount adjustment valve for adjusting the amount of intake air flowing through the intake passage, and an inlet and an outlet, are provided in the intake passage at a close position, and a part of the exhaust discharged from the engine is returned to the engine as exhaust gas recirculation gas. An exhaust gas recirculation passage that is introduced into the intake air passage, and an exhaust gas recirculation outlet that is connected to the intake air passage at a position adjacent to the intake air amount adjusting valve to introduce exhaust gas recirculation gas into the intake air passage, An outside air inlet provided with an exhaust gas recirculation valve for adjusting the amount of exhaust gas recirculation gas flowing in the exhaust gas recirculation passage, an inlet and an outlet, and a high temperature air passage for introducing high temperature air into the intake air passage. From An intake air temperature control device for controlling the temperature of intake air introduced into an engine by selectively introducing into the engine high temperature air from outside air, a high temperature air passage, or mixed air of outside air and high temperature air, the high temperature air passage The outlet of the exhaust gas is connected to the exhaust gas recirculation passage, and the exhaust gas recirculation passage is provided at a connection portion between the exhaust gas recirculation passage and the high temperature air passage. Depending on the operating state of the engine, a flow path switching valve for switching the flow path to selectively flow to the outlet of the engine, outside air from the outside air inlet, high temperature air from the high temperature air passage or mixed air of outside air and high temperature air In order to selectively introduce the engine into the engine, a control means for controlling the intake air amount adjustment valve, the exhaust gas recirculation valve, and the flow path switching valve is provided.

  According to the configuration of the above invention, the hot air flows into the hot air passage when the engine is operating. Here, each of the intake air amount adjustment valve provided in the intake passage, the flow path switching valve provided in the connection portion of the high temperature air passage and the exhaust gas recirculation passage, and the exhaust gas recirculation valve provided in the exhaust gas recirculation passage, It is controlled according to the operating state of the engine 1. Thereby, the outside air from the outside air inlet, the high temperature air from the high temperature air passage and the exhaust gas recirculation passage, or the mixed air of the outside air and the high temperature air is selectively introduced into the engine. Further, in order to introduce the high temperature air into the intake passage through the high temperature air passage and the exhaust gas recirculation passage, the outlet of the exhaust gas recirculation passage is located at a position adjacent to the intake air amount adjustment valve disposed relatively close to the engine. Connected to the intake passage. Accordingly, the path from the outlet of the exhaust gas recirculation passage to the engine is shortened, and heat taken away from the high temperature air before the high temperature air is introduced into the engine is reduced. In addition, when the exhaust gas recirculation gas flows before the high temperature air flows through the exhaust gas recirculation passage, the exhaust gas recirculation passage is warmed by the heat of the exhaust gas recirculation gas. Alternatively, the hot air may be further warmed.

  In order to achieve the above object, the invention according to claim 2 is the invention according to claim 1, wherein the outlet of the exhaust gas recirculation passage is downstream of the intake air amount adjustment valve in order to introduce the exhaust gas recirculation gas into the intake passage. Connecting to the intake passage, detecting the temperature of the outside air introduced from the outside air inlet to the intake passage, and detecting the temperature of the intake air in the intake passage downstream of the intake air amount adjustment valve An intake air temperature detecting means, an intake pressure detecting means for detecting the pressure of the intake air in the intake passage downstream from the intake air amount adjusting valve, a rotational speed detecting means for detecting the rotational speed of the engine, When the flow path is switched by the flow path switching valve in order to flow the high temperature air from the high temperature air path from the outlet of the exhaust gas recirculation path to the intake path, the intake pressure detection means and the rotational speed detection means are detected. Calculates the required intake air amount required by the engine based on the result, and calculates and calculates the required high-temperature air amount required by the engine based on at least the detection results of the outside air temperature detecting means, the intake air temperature detecting means, and the rotation speed detecting means. And a target opening calculation means for calculating a first target opening degree of the exhaust gas recirculation valve and a second target opening degree of the intake air amount adjustment valve based on the required intake air amount and the required high temperature air amount. Is intended to control the exhaust gas recirculation valve based on the calculated first target opening, and to control the intake air amount adjustment valve based on the calculated second target opening.

  According to the configuration of the above invention, in addition to the operation of the invention described in claim 1, the flow path switching valve is used to switch the flow path so that the high temperature air from the high temperature air path flows from the outlet of the exhaust gas recirculation path to the intake path. In this state, the required intake amount required by the engine is calculated based on the operating state of the engine, that is, the pressure in the intake passage downstream from the intake amount adjustment valve and the rotational speed of the engine. Further, the required high-temperature air required by the engine based on the operating state of the engine, that is, the temperature of the outside air introduced from the outside air inlet into the intake passage, the temperature of the intake air in the intake passage downstream from the intake air amount adjustment valve, and the engine speed A quantity is calculated. Then, the first target opening of the exhaust gas recirculation valve and the second target opening of the intake air amount adjustment valve are calculated based on the calculated required intake air amount and the required high temperature air amount, and the calculated first target opening Based on this, the exhaust gas recirculation valve is controlled, and the intake air amount adjustment valve is controlled based on the calculated second target opening degree. Thereby, the outside air from the outside air inlet, the high temperature air from the high temperature air passage and the exhaust gas recirculation passage, or the mixed air of the outside air and the high temperature air is selectively introduced into the engine.

  In order to achieve the above object, according to a third aspect of the present invention, in the second aspect of the present invention, an outside air amount detecting means for detecting the amount of outside air flowing through the intake air amount adjusting valve, and an engine operating state are provided. When the flow path is switched by the flow path switching valve in order to flow the high temperature air from the high temperature air path from the outlet of the exhaust gas recirculation path to the intake path, the detection result by the intake pressure detection means is calculated. A high-temperature air amount estimating means for estimating a high-temperature air amount introduced into the intake passage based on the first target opening, and the high-temperature air from the high-temperature air passage when the engine is in operation. When the flow path is switched by the flow path switching valve so as to flow from the outlet to the intake passage, it is introduced into the engine by adding the outside air amount detected by the outside air amount detecting means and the estimated high temperature air amount Be done Further purports that a intake air amount calculating means for calculating the air amount.

  According to the configuration of the invention described above, in addition to the operation of the invention according to claim 2, in order to flow the high temperature air from the high temperature air passage from the outlet of the exhaust gas recirculation passage to the intake passage when the engine is operating. When the flow path is switched by the flow path switching valve, the intake air is drawn from the high-temperature air passage and the exhaust gas recirculation passage based on the intake pressure in the intake passage downstream from the intake air amount adjustment valve and the calculated first target opening. The amount of high-temperature air introduced into the intake passage downstream from the amount adjustment valve is estimated. Then, the amount of intake air introduced into the engine is calculated by adding the amount of outside air detected by the outside air amount detecting means and the estimated amount of high-temperature air. Therefore, the intake air amount introduced into the engine can be obtained without providing a dedicated detection means for detecting the high-temperature air amount.

  In order to achieve the above object, according to a fourth aspect of the present invention, in the first aspect of the present invention, an outside air amount detecting means for detecting an outside air amount flowing through the intake air amount adjusting valve, a high-temperature air passage or an exhaust gas. High-temperature air amount detection means for detecting the amount of high-temperature air flowing through the recirculation passage, and flow path switching in order to flow high-temperature air from the high-temperature air passage from the outlet of the exhaust recirculation passage to the intake passage when the engine is operating When the flow path is switched by the valve, the intake air amount introduced into the engine is calculated by adding the outside air amount detected by the outside air amount detecting means and the high temperature air amount detected by the high temperature air amount detecting means. It is intended to further comprise a second intake air amount calculating means for performing the above.

  According to the configuration of the above invention, in addition to the operation of the invention according to claim 1, the outside air amount is detected by the outside air amount detecting means, the high temperature air amount is detected by the high temperature air amount detecting means, and the detected outside air amount. And the result of the addition of the high-temperature air amount are calculated as the intake air amount.

  According to the first aspect of the present invention, the temperature of the intake air introduced into the engine is switched between outside air, high-temperature air, or mixed air, and the intake air temperature is controlled to a temperature suitable for the operating state of the engine. Can do. Further, in an engine equipped with an exhaust gas recirculation device, by using the exhaust gas recirculation passage, it is possible to suppress the temperature drop of the high temperature air introduced into the engine, and to increase the thermal effect of the high temperature air on the intake air temperature control. it can.

  According to the second aspect of the present invention, the temperature of the intake air introduced into the engine is switched between outside air, high-temperature air, or mixed air, and the intake air temperature is controlled to a temperature suitable for the operating state of the engine. Can do. Further, in an engine equipped with an exhaust gas recirculation device, by using the exhaust gas recirculation passage, it is possible to suppress the temperature drop of the high temperature air introduced into the engine, and to increase the thermal effect of the high temperature air on the intake air temperature control. it can.

  According to the invention described in claim 3, in addition to the effect of the invention described in claim 2, in the intake air temperature control device, the intake air amount introduced into the engine can be accurately obtained while suppressing an increase in the number of components. .

  According to the fourth aspect of the invention, in contrast to the effect of the third aspect of the invention, the intake air temperature control device can accurately determine the intake air amount introduced into the engine.

1 is a schematic configuration diagram illustrating a gasoline engine system according to a first embodiment. The flowchart which concerns on 1st Embodiment and shows the content of intake air temperature control. The flowchart which shows the content of the intake air amount calculation process according to the first embodiment. The schematic block diagram which concerns on 2nd Embodiment and shows a gasoline engine system. The flowchart which concerns on 2nd Embodiment and shows the content of the intake air amount calculation process. The schematic block diagram which concerns on another embodiment and shows a gasoline engine system. The schematic diagram which concerns on a prior art example and shows a part of engine room.

<First Embodiment>
Hereinafter, a first embodiment of an intake air temperature control device according to the present invention will be described in detail with reference to the drawings.

  FIG. 1 shows a schematic configuration diagram of a gasoline engine system of this embodiment. In this embodiment, the engine 1 mounted on the automobile is a four-cycle reciprocating engine and includes four cylinders 2 and a crankshaft 3. The engine 1 is provided with an intake passage 4 for introducing intake air into the engine 1 and an exhaust passage 5 for leading exhaust from the engine 1. An air cleaner 6, an electronic throttle device 7, and an intake manifold 8 are arranged in the intake passage 4 in order from the upstream side. Here, the air cleaner 6 is disposed at a position relatively away from the engine 1, and is disposed closer to the engine 1 in the order of the electronic throttle device 7 and the intake manifold 8. That is, the electronic throttle device 7 and the intake manifold 8 are disposed at a position relatively close to the engine 1. The electronic throttle device 7 is composed of an electric valve having a variable opening driven by a motor or the like (not shown), and detects the butterfly throttle valve 7a and the opening (throttle opening) TA of the throttle valve 7a. The throttle sensor 61 is included. The intake manifold 8 includes a surge tank 8a and four branch passages 8b that branch from the surge tank 8a to each cylinder 2. The air cleaner 6 includes an outside air inlet 6a for introducing outside air. The electronic throttle device 7 adjusts the amount of intake air flowing through the intake passage 4, and particularly adjusts the amount of outside air introduced into the air cleaner 6 from the outside air inlet 6a. The exhaust passage 5 includes an exhaust manifold 9 and a catalytic converter 10 for purifying exhaust.

  The engine 1 includes a cylinder block 11 and a cylinder head 12. The cylinder block 11 includes each cylinder 2, and each cylinder 2 is provided with a piston 13. Each piston 13 is connected to the crankshaft 3 via a connecting rod 14. In each cylinder 2, a combustion chamber 15 is formed between the piston 13 and the cylinder head 12. A crankcase 17 including an oil pan 16 is provided below the cylinder block 11. The cylinder head 12 is formed with an intake port 18 and an exhaust port 19 that communicate with the combustion chamber 15 of each cylinder 2. Each intake port 18 communicates with a branch passage 8 b of the intake manifold 8. Each exhaust port 19 communicates with the exhaust manifold 9. Each intake port 18 is provided with an intake valve 20, and each exhaust port 19 is provided with an exhaust valve 21. Each intake valve 20 and each exhaust valve 21 are interlocked with the rotation of the crankshaft 3, that is, interlocking with the vertical movement of each piston 13, and thus a series of operating strokes (intake stroke, compression stroke, The valve is driven to open and close by a well-known valve mechanism 22 in conjunction with an explosion stroke and an exhaust stroke.

  The cylinder head 12 is provided with an injector 23 for injecting fuel to each intake port 18 corresponding to each cylinder 2. Each injector 23 is configured to inject fuel supplied from a fuel supply device (not shown). In each combustion chamber 15, a combustible air-fuel mixture is formed by the fuel injected from the injector 23 and the air sucked from the intake port 18 in the intake stroke or the like. In this embodiment, fuel is injected from the injector 23 when each cylinder 2 is in the exhaust stroke.

  The cylinder head 12 is provided with a head cover 24 that covers an upper portion thereof. The head cover 24 and the cylinder head 12 are provided with spark plugs 25 corresponding to the respective cylinders 2. Each spark plug 25 receives the ignition signal output from the ignition coil 26 and performs a spark operation. Both parts 25 and 26 constitute an ignition device that ignites a combustible mixture in each combustion chamber 15. The combustible air-fuel mixture in each combustion chamber 15 explodes and burns by the spark operation of each spark plug 25 in the compression stroke, and the explosion stroke passes. Exhaust gas after combustion is discharged from each combustion chamber 15 through the exhaust port 19, the exhaust manifold 9 and the catalytic converter 10 in the exhaust stroke. Thus, with combustion of the combustible air-fuel mixture in each combustion chamber 15, each piston 13 moves up and down and a series of operation strokes progress, and the crankshaft 3 rotates, whereby power is obtained for the engine 1.

  The engine 1 has a high-pressure loop type (HPL type) in which a part of the exhaust discharged from the combustion chamber 15 to the exhaust passage 5 flows as an exhaust recirculation gas (EGR gas) to the intake passage 4 and is recirculated to each combustion chamber 15. Exhaust gas recirculation device (EGR device) 31 is provided. The EGR device 31 includes an exhaust gas recirculation passage (EGR passage) 32 through which EGR gas flows, an exhaust gas recirculation valve (EGR valve) 33 for adjusting the amount of EGR gas flowing through the EGR passage 32, and EGR through the EGR passage 32. And an exhaust gas recirculation cooler (EGR cooler) 34 for cooling the gas. The EGR valve 33 is composed of an electric valve with a variable opening driven by a motor or the like.

  The EGR passage 32 includes an EGR inlet 32 a and an EGR outlet 32 b, and the EGR inlet 32 a is connected to the exhaust passage 5 downstream from the catalytic converter 10. The EGR outlet 32 b is connected to the intake passage 4 (intake manifold 8) downstream from the electronic throttle device 7.

  In this embodiment, an intake air temperature control device 41 is provided as an accessory device of the engine 1. The intake air temperature control device 41 selectively introduces outside air, high-temperature air, or mixed air of outside air and high-temperature air to the downstream side of the intake passage 4 (intake manifold 8) and introduces it into each combustion chamber 15, thereby The temperature of the intake air introduced into the combustion chamber 15 is controlled. This device 41 includes a cover-like shroud 42 for recovering high-temperature air near the cylinder head 12 and around the exhaust passage 5 (exhaust manifold 9), and a high temperature recovered by the shroud 42. And a hot air passage 43 for introducing air into the intake passage 4 (intake manifold 8). In this embodiment, the exhaust manifold 9 located in the vicinity of the engine 1 corresponds to an example of a heating unit, and high-temperature air heated by the exhaust manifold 9 is collected by the shroud 42 and flows to the high-temperature air passage 43. ing. The hot air passage 43 includes a hot air inlet 43a and a hot air outlet 43b. The hot air inlet 43 a is connected to the shroud 42 in the vicinity of the exhaust manifold 9. The hot air outlet 43 b is connected to the EGR passage 32 downstream from the EGR cooler 34. A flow path switching valve 44 is provided at a connection portion between the EGR passage 32 and the high temperature air passage 43. The flow path switching valve 44 switches the flow path in order to selectively flow high-temperature air from the high-temperature air passage 43 or EGR gas from the upstream side (EGR inlet 32a) of the EGR passage 32 to the EGR outlet 32b. Yes. The flow path switching valve 44 is constituted by an electric valve that drives a valve body 44a provided so as to be capable of swinging around a rotation shaft by a motor (not shown). The valve body 44a is switched between a hot air position and an EGR position by swinging. By disposing the valve body 44a at the high temperature air position, EGR gas from the EGR inlet 32a is shut off, and high temperature air from the high temperature air outlet 43b is introduced into the EGR passage 32, and the EGR outlet 32b is passed through the passage 32. To flow. On the other hand, by disposing the valve body 44a at the EGR position, the high-temperature air from the high-temperature air outlet 43b is blocked, and the EGR gas from the EGR inlet 32a flows to the EGR outlet 32b through the EGR passage 32. The high temperature air passage 43 is provided with a filter 45 for collecting foreign matter.

  The intake air temperature control device 41 of this embodiment controls the switching of the flow path switching valve 44 and controls the opening of the electronic throttle device 7 and the opening of the EGR valve 33 to each combustion chamber 15 of the engine 1. The temperature of the introduced intake air can be controlled. That is, in a state where the valve body 44a of the flow path switching valve 44 is disposed at the high temperature air position, the EGR valve 33 is fully closed and the electronic throttle device 7 (throttle valve 7a) is opened, so that the high temperature air passage 43 The high-temperature air is shut off, and the outside air from the outside air inlet 6a is introduced into each combustion chamber 15 as intake air through the intake passage 4 (when outside air is introduced). The outside air introduction amount (intake amount) at this time is adjusted by controlling the opening degree of the electronic throttle device 7. The temperature of the intake air introduced into each combustion chamber 15 at the time of introducing the outside air becomes the lowest reflecting the outside air temperature at that time. On the other hand, in a state where the valve body 44a of the flow path switching valve 44 is disposed at the high temperature air position, the electronic throttle device 7 is fully closed and the EGR valve 33 is opened, so that the outside air from the outside air inlet 6a is shut off. High-temperature air from the high-temperature air passage 43 and the EGR passage 32 is introduced from the EGR outlet 32b into the intake passage 4 (intake manifold 8) and introduced into each combustion chamber 15 as intake air (when high-temperature air is introduced). The amount of high-temperature air introduced (intake amount) at this time is adjusted by controlling the opening degree of the EGR valve 33. The temperature of the intake air introduced into each combustion chamber 15 at the time of introducing the high temperature air becomes the highest reflecting the temperature of the high temperature air. Further, in the state where the valve body 44a of the flow path switching valve 44 is disposed at the high temperature air position, the electronic throttle device 7 and the EGR valve 33 are controlled to any opening other than fully closed, respectively, so that the air from the outside air inlet 6a can be controlled. The mixed air of the outside air and the high temperature air from the high temperature air passage 43 and the EGR passage 32 is introduced into each combustion chamber 15 as intake air through the intake passage 4 (intake manifold 8) (when the mixed air is introduced). The mixed air introduction amount (intake amount) and temperature at this time are adjusted by controlling the opening degree of the electronic throttle device 7 and the EGR valve 33. The temperature of the intake air introduced into each combustion chamber 15 when this mixed air is introduced is an intermediate temperature between the outside air temperature and the high temperature air temperature.

  According to the intake air temperature control device 41, when high-temperature air is introduced, the intake air temperature can be increased to promote warm-up of the intake manifold 8. Thereby, generation | occurrence | production of the condensed water by EGR gas introduce | transduced into the intake manifold 8 can be suppressed. On the other hand, when the outside air is introduced, the intake air temperature can be set to an appropriate temperature reflecting the outside air temperature, the oxygen density in the intake air can be stabilized, and the intake efficiency can be improved. Thereby, the combustion efficiency of the engine 1 can be improved and knocking suppression of the engine 1 can be aimed at. In addition, when the mixed air is introduced, the intake air temperature can be controlled to an optimum temperature according to the operating state of the engine 1.

  In this embodiment, blow-by gas leaking from each combustion chamber 15 is accumulated in the crankcase 17 and the head cover 24. The crankcase 17 and the head cover 24 communicate with each other via a communication passage 11 a formed in the cylinder block 11. Therefore, the blow-by gas leaked from each combustion chamber 15 to the crankcase 17 flows into the head cover 24 via the communication path 11a. In this embodiment, the crankcase 17 and the head cover 24 constitute a blow-by gas accumulation unit that accumulates blow-by gas. Hereinafter, the blow-by gas accumulating section, that is, the crankcase 17 and the head cover 24 are referred to as “crankcase 17 etc.”.

  In this embodiment, a blow-by gas reducing device for reducing the blow-by gas accumulated in the crankcase 17 and the like to the engine 1 is provided. That is, this apparatus includes a blow-by gas reduction passage 51, a PCV (positive crankcase ventilation) valve 52, and a fresh air introduction passage 53. The blow-by gas reduction passage 51 is provided between the head cover 24 and the intake passage 4, and blow-by gas flows from the head cover 24 to the intake passage 4 (surge tank 8 a) to be reduced to each combustion chamber 15 of the engine 1. ing. The inlet of the reduction passage 51 is connected to the head cover 24 via the PCV valve 52. The PCV valve 52 is composed of a pressure-sensitive mechanical valve, and adjusts the amount of blow-by gas flowing through the blow-by gas reduction passage 51. The outlet of the blowby gas reduction passage 51 is connected to the surge tank 8a. The fresh air introduction passage 53 is provided between the head cover 24 and the intake passage 4 and introduces fresh air into the crankcase 17 and the like for ventilation. The inlet of the fresh air introduction passage 53 is connected to the intake passage 4 in the vicinity of the air cleaner 6, and the outlet of the passage 53 is connected to the head cover 24.

  Various sensors 61 to 69 provided in the engine 1 constitute an operation state detection unit for detecting the operation state of the engine 1. An accelerator sensor 62 is provided on the accelerator pedal 27 provided in the driver's seat. The accelerator sensor 62 detects the depression angle, which is the operation amount of the accelerator pedal 27, as the accelerator opening degree ACC, and outputs an electric signal corresponding to the detected value. A water temperature sensor 63 provided in the engine 1 detects the temperature (cooling water temperature) THW of the cooling water flowing inside the cylinder block 11 and outputs an electrical signal corresponding to the detected value. A rotational speed sensor 64 provided in the engine 1 detects a rotational speed (engine rotational speed) NE of the crankshaft 3 and outputs an electrical signal corresponding to the detected value. The rotational speed sensor 64 corresponds to the rotational speed detection means of the present invention. An air flow meter 65 provided in the intake passage 4 upstream from the electronic throttle device 7 detects the amount of outside air CGa flowing through the electronic throttle device 7 and outputs an electrical signal corresponding to the detected value. The air flow meter 65 corresponds to an example of the outside air amount detection means of the present invention. The oxygen sensor 66 provided in the exhaust passage 5 detects the oxygen concentration (output voltage) Ox in the exhaust led to the exhaust passage 5 and outputs an electrical signal corresponding to the detected value. An outside air temperature sensor 67 provided in the air cleaner 6 detects the temperature (outside air temperature) THAM of the outside air introduced into the air cleaner 6 and outputs an electric signal corresponding to the detected value. The outside air temperature sensor 67 corresponds to an example of the outside air temperature detecting means of the present invention. The intake pressure sensor 68 provided in the surge tank 8a detects the intake pressure PM in the intake passage 4 (surge tank 8a) downstream from the electronic throttle device 7, and outputs an electric signal corresponding to the detected value. The intake pressure sensor 68 corresponds to an example of the intake pressure detection means of the present invention. An intake air temperature sensor 69 provided in the surge tank 8a detects the intake air temperature THA in the intake passage 4 (surge tank 8a) downstream from the electronic throttle device 7, and outputs an electric signal corresponding to the detected value. The intake air temperature sensor 69 corresponds to an example of the intake air temperature detection means of the present invention.

  The engine system includes an electronic control unit (ECU) 60 for controlling the operation of the engine 1. Various sensors 61 to 69 are connected to the ECU 60. The ECU 60 is connected to the electronic throttle device 7, the injectors 23, the ignition coils 26, the EGR valve 33, and the flow path switching valve 44. The ECU 60 corresponds to an example of the control means, the target opening degree calculation means, the high temperature air amount estimation means, and the intake air amount calculation means of the present invention.

  In this embodiment, the ECU 60 performs the fuel injection control, the ignition timing control, the EGR control, the intake air temperature control, and the like based on output signals from the various sensors 61 to 69, and the electronic throttle device 7, each injector 23, The ignition coil 26, the EGR valve 33, and the flow path switching valve 44 are controlled. Here, the fuel injection control is to control the fuel injection amount and its injection timing by controlling each injector 23 according to the operating state of the engine 1. The ignition timing control is to control the ignition timing by each ignition plug 25 by controlling each ignition coil 26 according to the operating state of the engine 1. The EGR control is to control the EGR flow rate recirculated to each combustion chamber 15 by controlling the EGR valve 33 according to the operating state of the engine 1. Intake air temperature control refers to each combustion chamber 15 of the engine 1 by selectively using outside air from the outside air inlet 6a, high temperature air from the high temperature air passage 43, or mixed air of outside air and high temperature air according to the operating state of the engine 1. Therefore, the electronic throttle device 7, the EGR valve 33, and the flow path switching valve 44 are controlled, thereby controlling the temperature of the intake air introduced into each combustion chamber 15.

  As is well known, the ECU 60 includes a central processing unit (CPU), various memories, an external input circuit, an external output circuit, and the like. The memory stores a predetermined control program related to various controls of the engine 1. The CPU executes the various controls described above based on a predetermined control program based on the detection signals of the various sensors 61 to 69 input via the input circuit.

  Next, intake air temperature control in this embodiment will be described in detail. FIG. 2 is a flowchart showing the contents of the intake air temperature control. When the process shifts to this routine, in step 100, the ECU 60 determines whether or not a high-temperature air introduction condition for the engine 1 is satisfied. For example, the ECU 60 determines that a condition is satisfied such that the coolant temperature THW becomes a predetermined value (for example, 60 ° C.) or less. If this determination result is affirmative, the ECU 60 proceeds to step 110, and if this determination result is negative, the ECU 60 proceeds to step 190.

  In step 110, the ECU 60 switches the valve body 44a of the flow path switching valve 44 to the high temperature air position. That is, the flow of EGR gas from the EGR inlet 32 a is blocked, and the introduction of high-temperature air from the high-temperature air passage 43 into the EGR passage 32 is allowed.

  Next, in step 120, the ECU 60 determines the accelerator opening degree ACC, the cooling water temperature THW, the engine speed NE, the outside air temperature THAM, the intake air pressure PM, and the intake air based on the detection values of the various sensors 62-65, 67-69. Each temperature THA is taken in.

  Next, at step 130, the ECU 60 calculates a required intake air amount DGa required by the engine 1 based on the accelerator opening ACC that has been taken in and a separately calculated idle speed control required flow rate (ISC required flow rate) DISC. For example, the ECU 60 can calculate the required intake air amount DGa by referring to a predetermined map.

  Next, in step 140, the ECU 60 requests to obtain the intake air temperature required by the engine 1 based on the accelerator opening ACC, the coolant temperature THW, the engine rotational speed NE, the outside air temperature THAM, and the intake air temperature THA. A high-temperature air amount DHGa is calculated. For example, the ECU 60 can calculate the required high-temperature air amount DHGa by referring to a predetermined map. Here, depending on the operating state of the engine 1, the required high-temperature air amount DHGa may be “0”, may be a maximum value, or may be an intermediate value between “0” and the maximum value. .

  Next, in step 150, the ECU 60 determines a target high temperature air opening TVO for the EGR valve 33 based on the calculated required high temperature air amount DHGa. The ECU 60 can determine the target high-temperature air opening TVO by referring to a predetermined map, for example. This target high temperature air opening TVO corresponds to an example of the first target opening of the present invention.

  Next, at step 160, the ECU 60 calculates the required outside air amount DCGa by subtracting the required high temperature air amount DHGa from the required intake air amount DGa. Here, depending on the required high-temperature air amount DHGa according to the operating state of the engine 1, the required outside air amount DCGa becomes “0”, becomes a maximum value, or is an intermediate value between “0” and the maximum value. It may become.

  Next, in step 170, the ECU 60 determines a target throttle opening degree TTA related to the electronic throttle device 7 based on the calculated required outside air amount DCGa. For example, the ECU 60 can determine the target throttle opening degree TTA by referring to a predetermined map. This target throttle opening degree TTA corresponds to an example of the second target opening degree of the present invention.

  In step 180, the ECU 60 controls the electronic throttle device 7 to the target throttle opening degree TTA and the EGR valve 33 to the target hot air opening degree in order to control the temperature of the intake air introduced into each combustion chamber 15 of the engine 1. Control each TVO. Thereafter, the ECU 60 returns the process to step 100.

  On the other hand, in step 190 after shifting from step 100, the ECU 60 switches the valve body 44a of the flow path switching valve 44 to the EGR position. That is, the introduction of high temperature air from the high temperature air passage 43 to the EGR passage 32 is blocked, and the flow of EGR gas in the EGR passage 32 is allowed. Thereafter, the ECU 60 returns the process to step 100.

  According to the above control, the ECU 60 is introduced from the outside air inlet 6a to the air cleaner 6 and flows through the electronic throttle device 7 according to the operating state of the engine 1, the hot air passage 43 and the EGR passage 32 through the intake passage 4 (surge In order to selectively introduce the high temperature air flowing into the tank 8a) or the mixed air of the outside air and the high temperature air into each combustion chamber 15 of the engine 1, the electronic throttle device 7, the EGR valve 33 and the flow path switching valve 44 are provided. It comes to control. Further, the ECU 60 operates the valve of the flow path switching valve 44 in order to flow the high temperature air from the high temperature air passage 43 to the intake passage 4 (intake manifold 8) from the EGR outlet 32b of the EGR passage 32 when the engine 1 is in operation. The body 44a is switched to the hot air position. At this time, the ECU 60 calculates the required intake air amount DGa required by the engine 1 based on the detection results (the intake pressure PM and the engine rotational speed NE) of the intake pressure sensor 68 and the rotational speed sensor 64, and at least the outside Based on the detection results (outside air temperature THAM, intake air temperature THA, and engine speed NE) of the air temperature sensor 67, the intake air temperature sensor 69, and the rotational speed sensor 64, the required high-temperature air amount DHGa required by the engine 1 is calculated. Then, the ECU 60 calculates the target high-temperature air opening TVO of the EGR valve 33 and the target throttle opening TTA of the electronic throttle device 7 based on the calculated required intake air amount DGa and the required high-temperature air amount DHGa. The EGR valve 33 is controlled based on the target high-temperature air opening TVO, and the electronic throttle device 7 is controlled based on the calculated target throttle opening TTA.

  As described above, in this embodiment, the outside air flowing through the electronic throttle device 7, the high temperature air flowing from the high temperature air passage 43 to the EGR passage 32, or the mixed air of the outside air and the high temperature air is selectively supplied to each combustion chamber 15. It has been introduced. Therefore, as before, the intake air amount Ga required for engine control such as fuel injection control and ignition timing control cannot be accurately obtained merely by the detected value detected by the air flow meter 65.

  Therefore, in this embodiment, in order to accurately detect the intake air amount Ga introduced into each combustion chamber 15 in order to execute engine control regardless of the difference between outside air, high-temperature air, or mixed air thereof, the ECU 60 Is configured to execute a predetermined intake air amount calculation process. FIG. 3 is a flowchart showing the contents of the intake air amount calculation process.

  When the processing shifts to this routine, in step 200, the ECU 60 takes in the outside air amount CGa and the intake pressure PM based on the detection values of the air flow meter 65 and the intake pressure sensor 68.

  Next, at step 210, the ECU 60 takes in the target high temperature air opening TVO calculated by the intake air temperature control.

  Next, at step 220, the ECU 60 estimates the high-temperature air amount HGa based on the taken-in intake pressure PM and the target high-temperature air opening TVO. For example, the ECU 60 can estimate the high-temperature air amount HGa by referring to a predetermined map.

  In step 230, the ECU 60 calculates the intake air amount Ga introduced into each combustion chamber 15 of the engine 1 by adding the estimated high-temperature air amount HGa to the taken-in external air amount CGa. Thereafter, the ECU 60 returns the process to step 200.

  According to the above process, the ECU 60 switches the flow path so that the high-temperature air from the high-temperature air passage 43 flows from the EGR outlet 32b of the EGR passage 32 to the intake passage 4 (intake manifold 8) when the engine 1 is in operation. When the flow path is switched by the valve 44, it is introduced into the intake manifold 8 via the high temperature air passage 43 and the EGR passage 32 based on the detection result by the intake pressure sensor 68 and the calculated target high temperature air opening TVO. The amount of high-temperature air HGa to be estimated is estimated. Further, when the engine 1 is in operation, the flow path switching valve 44 switches the flow path so that the high temperature air from the high temperature air path 43 flows from the EGR outlet 32 b of the EGR path 32 to the intake manifold 8. Sometimes, the intake air amount Ga introduced into the engine 1 is calculated by adding the outside air amount CGa detected by the air flow meter 65 and the estimated high temperature air amount HGa.

  According to the intake air temperature control apparatus in this embodiment described above, high-temperature air heated around the exhaust manifold 9 is collected by the shroud 42 and flows to the high-temperature air passage 43 when the engine 1 is operated. Here, an electronic throttle device 7 provided in the intake passage 4, a flow switching valve 44 provided in a connection portion between the high temperature air passage 43 and the EGR passage 32, and an EGR valve 33 provided in the EGR passage 32 Each is controlled according to the operating state of the engine 1. That is, in a state where the flow path is switched by the flow path switching valve 44 so that the high temperature air from the high temperature air path 43 flows from the EGR outlet 32b of the EGR path 32 to the intake path 4, the engine operating state, that is, the electronic throttle A required intake air amount DGa required by the engine 1 is calculated based on the intake pressure PM in the intake passage 4 (surge tank 8a) downstream from the device 7 and the engine rotational speed NE. Further, the operating state of the engine 1, that is, the temperature of the outside air introduced into the intake passage 4 from the outside air inlet 6a (outside air temperature THAM), the temperature of the intake air in the intake passage 4 (surge tank 8a) downstream from the electronic throttle device 7 ( Based on the intake air temperature THA) and the engine speed NE, the required high-temperature air amount DHGa required by the engine 1 is calculated. Then, based on the calculated required intake air amount DGa and the required high temperature air amount DHGa, the target high temperature air opening TVO of the EGR valve 33 and the target throttle opening TTA of the electronic throttle device 7 are calculated. Then, the EGR valve 33 is controlled based on the calculated target high temperature air opening TVO, and the electronic throttle device 7 is controlled based on the calculated target throttle opening TTA. Thereby, the outside air from the outside air inlet 6a, the high temperature air from the high temperature air passage 43 and the EGR passage 32, or the mixed air of the outside air and the high temperature air is selectively introduced into each combustion chamber 15 of the engine 1. Therefore, the temperature of the intake air introduced into each combustion chamber 15 of the engine 1 can be switched between outside air, high-temperature air, or mixed air, and the intake air temperature can be controlled to a temperature suitable for the operating state of the engine 1. it can. As a result, for example, when the engine 1 is cold started, the fuel efficiency and emission of the engine 1 can be improved by introducing high-temperature air into each combustion chamber 15 as intake air. In addition, after the warm-up of the engine 1 is completed, a relatively low temperature outside air is introduced into each combustion chamber 15 so that a decrease in the air density in each combustion chamber 15 can be suppressed, and the air-fuel ratio is adjusted appropriately. Can do.

  In this embodiment, unlike the conventional apparatus, the EGR outlet 32b of the EGR passage 32 is separated from the engine 1 in order to introduce the high temperature air into the intake passage 4 via the high temperature air passage 43 and the EGR passage 32. Instead of the air cleaner 6, it is connected to the intake passage 4 (intake manifold 8) downstream of the electronic throttle device 7 at a position adjacent to the electronic throttle device 7 disposed relatively close to the engine 1. Therefore, the path from the EGR outlet 32b to the engine 1 is shortened, and less heat is taken away from the high temperature air before the high temperature air is introduced into each combustion chamber 15. For this reason, in the engine 1 provided with the EGR device 31, by using the EGR passage 32, the temperature drop of the high-temperature air introduced into each combustion chamber 15 of the engine 1 can be suppressed, and the high-temperature air corresponding to the intake air temperature control can be suppressed. The thermal effect of can be enhanced.

  Furthermore, in this embodiment, when the EGR gas flows before the high-temperature air flows through the EGR passage 32, the EGR passage 32 is warmed by the heat of the EGR gas, so the heat of the high-temperature air flowing through the EGR passage 32 is reduced. It becomes difficult to be taken away, or hot air is further warmed. Also in this sense, the temperature drop of the high temperature air introduced into each combustion chamber 15 of the engine 1 can be suppressed, and the thermal effect of the high temperature air on the intake air temperature control can be enhanced.

  In this embodiment, when the engine 1 is in operation, the flow path switching valve 44 switches the flow path so that the high-temperature air from the high-temperature air path 43 flows from the EGR outlet 32 b of the EGR path 32 to the intake manifold 8. Sometimes, the high-temperature air amount HGa introduced into the intake manifold 8 from the high-temperature air passage 43 and the EGR passage 32 is estimated based on the detected intake pressure PM and the calculated target high-temperature air opening TVO. Then, the intake air amount Ga introduced into the engine 1 is calculated by adding the outside air amount CGa detected by the air flow meter 65 and the estimated high temperature air amount HGa. Therefore, the intake air amount Ga introduced into the engine 1 can be obtained without providing a dedicated detection means for detecting the high-temperature air amount HGa. Therefore, in the intake air temperature control device 41, the intake air amount introduced into each combustion chamber 15 of the engine 1 can be accurately obtained while suppressing an increase in the number of components.

  In this embodiment, the piping length of the high-temperature air passage 43 can be shortened by bringing the EGR passage 32 closer to the shroud 42. Since the high-temperature air can be introduced into the intake passage 4 by using the EGR passage 32 as the high-temperature air passage 43, the cost of the intake temperature control device 41 can be reduced by the amount of shortening of the piping length of the high-temperature air passage 43. You can plan.

  Furthermore, in this embodiment, the EGR passage 32 can be warmed up early by flowing hot air to the EGR passage 32 when cold, and the generation of condensed water due to EGR gas remaining in the EGR passage 32 is suppressed. Can do.

Second Embodiment
Next, a second embodiment in which the intake air temperature control device of the present invention is embodied will be described in detail with reference to the drawings.

  In the following description, the same components as those in the first embodiment are denoted by the same reference numerals, description thereof is omitted, and different points are mainly described.

  This embodiment differs from the first embodiment in terms of the electrical configuration of the intake air temperature control device 41. FIG. 4 shows a schematic configuration diagram of the gasoline engine system of this embodiment. The engine system of FIG. 4 is different from the engine system of FIG. 1 in that the EGR passage 32 is provided with a high-temperature air flow meter 70 for detecting the high-temperature air passage 43 and the high-temperature air amount HGa flowing through the EGR passage 32. The high temperature air flow meter 70 outputs an electric signal corresponding to the detected value to the ECU 60. The high-temperature air flow meter 70 corresponds to an example of the high-temperature air amount detection means of the present invention.

  FIG. 5 is a flowchart showing the content of the intake air amount calculation process in this embodiment. When the process proceeds to this routine, in step 300, the ECU 60 takes in the outside air amount CGa and the high temperature air amount HGa based on the detection values of the air flow meter 65 and the high temperature air flow meter 70.

  In step 310, the ECU 60 calculates the intake air amount Ga introduced into each combustion chamber 15 of the engine 1 by adding the external air amount CGa and the high-temperature air amount HGa that are respectively taken in. Thereafter, the ECU 60 returns the process to step 300.

  According to the above processing, the ECU 60 is operated by the flow path switching valve 44 in order to flow the high temperature air from the high temperature air passage 43 to the intake manifold 8 from the EGR outlet 32b of the EGR passage 32 when the engine 1 is in operation. Is switched, the intake air amount Ga introduced into the engine 1 is calculated by adding the outside air amount CGa detected by the air flow meter 65 and the high temperature air amount HGa detected by the high temperature air flow meter 70. It is like that.

  Therefore, in this embodiment, the outside air amount CGa is detected by the air flow meter 65, the high temperature air amount HGa is detected by the high temperature air flow meter 70, and the addition result of the detected outside air amount CGa and the high temperature air amount HGa is the intake air amount. Calculated as Ga. For this reason, the intake air temperature control device 41 can accurately determine the intake air amount Ga introduced into each combustion chamber 15 of the engine 1.

  In this embodiment, since the high-temperature air flow meter 70 is provided in the EGR passage 32, the flow rate of EGR gas can be detected by the air flow meter 70 when the EGR gas flows through the EGR passage 32. For this reason, the detected EGR gas flow rate can be reflected in the EGR control.

  Note that the present invention is not limited to the above-described embodiments, and a part of the configuration can be changed as appropriate without departing from the spirit of the invention.

  (1) In each of the above embodiments, the present invention is embodied in a gasoline engine system including the HPL type EGR device 31. However, as schematically shown in FIG. 6, the present invention is applied to a low pressure loop type (LPL type). It can also be embodied in a gasoline engine system equipped with the EGR device 31 of FIG. In the LPL type EGR device 31, an EGR outlet 32 b of the EGR passage 32 is connected to the intake passage 4 in the vicinity of the electronic throttle device 7 and upstream of the device 7.

  (2) In each of the above embodiments, the exhaust passage 5 (exhaust manifold 9) located in the vicinity of the engine 1 is used as the heating means, but an electric heater or the like can also be used as the heating means.

  (3) Although the high temperature air flow meter 70 is provided in the EGR passage 32 in the second embodiment, the high temperature air flow meter 70 may be provided in the high temperature air passage 43.

  (4) In each of the above embodiments, the present invention is embodied in an engine system including a blow-by gas reduction device. However, the present invention can also be embodied in an engine system that does not have a blow-by gas reduction device.

  The present invention can be used for gasoline engine systems and diesel engine systems.

1 Engine 4 Intake passage 5 Exhaust passage 6 Air cleaner 6a Outside air inlet 8 Intake manifold 32 EGR passage (exhaust gas recirculation passage)
32a EGR inlet 32b EGR outlet 33 EGR valve (exhaust gas recirculation valve)
43 High temperature air passage 43a High temperature air inlet 43b High temperature air outlet 44 Flow path switching valve 60 ECU (control means, target opening degree calculation means, high temperature air amount estimation means, intake air amount calculation means, second intake air amount calculation means)
64 Rotational speed sensor (Rotational speed detection means)
65 Air flow meter (outside air volume detection means)
67 Outside air temperature sensor (outside air temperature detecting means)
68 Intake pressure sensor (Intake pressure detection means)
69 Intake air temperature sensor (Intake air temperature detection means)
70 High-temperature air flow meter (High-temperature air volume detection means)

Claims (4)

An intake passage for introducing intake air into the engine;
The intake passage includes an outside air inlet for introducing outside air;
An intake air amount adjustment valve that is provided in the intake passage at a position relatively close to the engine and adjusts the intake air amount flowing through the intake passage;
An exhaust gas recirculation passage that includes an inlet and an outlet, and that introduces a portion of the exhaust gas discharged from the engine into the intake passage to recirculate a part of the exhaust gas as an exhaust gas recirculation gas to the engine;
The outlet of the exhaust gas recirculation passage is connected to the intake air passage at a position adjacent to the intake air amount adjustment valve to introduce the exhaust gas recirculation gas into the intake air passage;
An exhaust gas recirculation valve provided in the exhaust gas recirculation passage for adjusting the amount of exhaust gas recirculation gas flowing through the exhaust gas recirculation passage;
A high-temperature air passage for introducing high-temperature air into the intake passage, and including the outside air from the outside air inlet, the high-temperature air from the high-temperature air passage, or the outside air and the high-temperature air. An intake air temperature control device for controlling the temperature of the intake air introduced into the engine by selectively introducing mixed air into the engine,
The outlet of the hot air passage is connected to the exhaust gas recirculation passage;
Provided at a connection portion between the exhaust gas recirculation passage and the high temperature air passage, and selectively transmits the high temperature air from the high temperature air passage or the exhaust gas recirculation gas from the inlet of the exhaust gas recirculation passage to the outlet of the exhaust gas recirculation passage. A flow path switching valve for switching the flow path to flow,
In order to selectively introduce the outside air from the outside air inlet, the high-temperature air from the high-temperature air passage, or the mixed air of the outside air and the high-temperature air into the engine according to the operating state of the engine, An intake air temperature control apparatus comprising: an intake air amount adjustment valve; a control means for controlling the exhaust gas recirculation valve and the flow path switching valve. The outlet of the exhaust gas recirculation passage is connected to the intake passage downstream of the intake air amount adjustment valve in order to introduce the exhaust gas recirculation gas into the intake passage;
An outside air temperature detecting means for detecting the temperature of the outside air introduced into the intake passage from the outside air inlet;
Intake air temperature detection means for detecting the temperature of intake air in the intake passage downstream from the intake air amount adjustment valve;
Intake pressure detection means for detecting the pressure of intake air in the intake passage downstream from the intake air amount adjustment valve;
A rotational speed detecting means for detecting the rotational speed of the engine;
When the flow path is switched by the flow path switching valve in order to flow the high temperature air from the high temperature air passage from the outlet of the exhaust gas recirculation passage to the intake passage during operation of the engine, the intake air Based on the detection results of the pressure detection means and the rotation speed detection means, the required intake air amount required by the engine is calculated, and at least the detection results of the outside air temperature detection means, the intake air temperature detection means, and the rotation speed detection means are used. Based on the calculated required intake air amount and the required high temperature air amount, the exhaust gas recirculation valve first target opening and the intake air amount adjustment valve second air flow are calculated. Target opening degree calculating means for calculating the target opening degree, and the control means controls the exhaust gas recirculation valve based on the calculated first target opening degree and calculates the target opening degree. Intake air temperature control device according to claim 1, wherein the controller controls the intake air quantity control valve on the basis of the second target opening degree. An outside air amount detecting means for detecting the amount of outside air flowing through the intake air amount adjusting valve;
When the flow path is switched by the flow path switching valve in order to flow the high temperature air from the high temperature air passage from the outlet of the exhaust gas recirculation passage to the intake passage during operation of the engine, the intake air High-temperature air amount estimating means for estimating the amount of high-temperature air introduced into the intake passage based on the detection result by the pressure detection means and the calculated first target opening;
When the engine is in operation and the flow path is switched by the flow path switching valve so that the high temperature air from the high temperature air path flows from the outlet of the exhaust gas recirculation path to the intake path, the outside air An intake air amount calculating means for calculating the intake air amount introduced into the engine by adding the outside air amount detected by the amount detecting means and the estimated high-temperature air amount; The intake air temperature control device according to claim 2. An outside air amount detecting means for detecting the amount of outside air flowing through the intake air amount adjusting valve;
High temperature air amount detecting means for detecting the amount of high temperature air flowing through the high temperature air passage or the exhaust gas recirculation passage;
When the engine is in operation and the flow path is switched by the flow path switching valve so that the high temperature air from the high temperature air path flows from the outlet of the exhaust gas recirculation path to the intake path, the outside air Second intake air amount calculating means for calculating the intake air amount introduced into the engine by adding the outside air amount detected by the amount detecting means and the high temperature air amount detected by the high temperature air amount detecting means The intake air temperature control device according to claim 1, further comprising:

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