JP3962802B2 - Exhaust gas recirculation device for vehicle engine - Google Patents

Exhaust gas recirculation device for vehicle engine Download PDF

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JP3962802B2
JP3962802B2 JP2001203699A JP2001203699A JP3962802B2 JP 3962802 B2 JP3962802 B2 JP 3962802B2 JP 2001203699 A JP2001203699 A JP 2001203699A JP 2001203699 A JP2001203699 A JP 2001203699A JP 3962802 B2 JP3962802 B2 JP 3962802B2
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sensor
exhaust gas
vehicle
engine
turbocharger
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JP2003021002A (en
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登 内田
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Hino Motors Ltd
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Hino Motors Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/022—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the clutch status
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/045—Detection of accelerating or decelerating state
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0425—Air cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Description

【０００１】
【発明の属する技術分野】
本発明は、排ガスの一部を排気系から取出して吸気系に再循環させ、ＮＯｘを低減する車両用エンジンの排ガス再循環装置に関する。更に詳しくは、ベダル操作クラッチとターボ過給機を有する車両に設けられた車両用エンジンの排ガス再循環装置に関するものである。
【０００２】
【従来の技術】
従来、この種の排ガス再循環装置として、エンジンの排気マニホルドから分岐して吸気マニホルドに接続されたＥＧＲパイプにＥＧＲバルブを設け、エンジンの回転速度及び負荷に基づいてコントローラがＥＧＲバルブを制御するように構成されたものが知られている。この装置は、定常走行状態ではコントローラがＥＧＲバルブを開いて排ガスの一部を吸気系に再循環させてその排ガスの持つ熱容量により最高燃焼温度を低下させてＮＯｘを低減するとともに、高負荷時にはコントローラがＥＧＲバルブを閉じて排ガスの再循環を停止してエンジンの空気不足を解消することによりエンジンからの黒煙の排出を減少させるようになっている。
【０００３】
【発明が解決しようとする課題】
しかし、エンジンがアイドル状態にある停車状体から車両を発進させるためにアクセルペダルを急激に踏込んで急加速を行なうと、アクセルペダルの踏込みとともに燃料の噴射量は直ちに増加するが、アクセルペダルが比較的多く踏込まれてコントローラが高負荷であることを認識しない限りＥＧＲバルブは閉じることはなく、ＥＧＲバルブが閉じてＥＧＲの作動が停止されるタイミングが遅れる不具合がある。
【０００４】
特にエンジンにターボ過給機が設けられている場合には、エンジンがアイドル状態ではターボ過給機のコンプレッサ羽根車の回転速度が低下しているため、車両の発進のためにアクセルペダルを踏込んでも、そのコンプレッサ羽根車の回転速度は急激に上昇することはなく、その回転速度の上昇が遅れるいわゆるターボラグにより、シリンダ内における空気と燃料とのバランスが崩れ、これによって一時的に燃焼が悪化して黒煙が排気ガス中に含まれる問題が生じる。すなわちＥＧＲの作動停止の過渡時における黒煙対策を行なう上で、発進又は急加速認識をいかに早くするかが重要なポイントになる。
【０００５】
本発明の目的は、発進認識を早期に行い、車両発進時における黒煙の発生を抑制するとともにその発進時におけるトルク不足を解消し得る車両用エンジンの排ガス再循環装置を提供することにある。
【０００６】
【課題を解決するための手段】
請求項１に係る発明は、図１及び図２に示すように、ターボ過給機１１を有する車両用エンジン１２の排ガス再循環装置であって、エンジン１２の回転速度を検出する回転センサ２２とアクセルベダルの踏込み量を検出するアクセルセンサ２３の各検出出力に基づいてＥＧＲバルブ２１ｂを開いて排ガスの一部を吸気系に再循環させるコントローラ２４を備えた車両用エンジンの排ガス再循環装置の改良である。
【０００７】
その特徴ある構成は、車両のクラッチの接断状態を検出するクラッチセンサ３１と、ターボ過給機１１の回転速度を検出する速度センサ３２と、車両の変速機のシフト位置を検出するポジションセンサ３３と、エンジン１２の吸気流量を検出する吸気量センサ３４とを備え、コントローラ２４は、クラッチセンサ３１がクラッチの断状態を検出し，ターボ過給機１１が所定の下限回転速度未満であることを速度センサ３２が検出し，かつポジションセンサ３３がニュートラル以外のシフト位置を検出するときにＥＧＲバルブ２１ｂを閉じて排ガスの吸気系への再循環を停止し、コントローラ２４は、アクセルセンサ２３により検出されるアクセルベダルの踏込み量の時間的変化率が所定の変化率以下であり，ターボ過給機１１が所定の下限回転速度以上であることを速度センサ３２が検出し、かつ吸気量センサ３４の検出出力が回転センサ２２とアクセルセンサ２３の各検出出力に基づいて設定される必要空気量以上であるときに閉じたＥＧＲバルブ２１ｂを開いて排ガスの一部を吸気系に再循環させるところにある。
【０００８】
この請求項１に記載された車両用エンジンの排ガス再循環装置では、エンジン１１が停車時のアイドル状態である場合であってコントローラ２４が過渡状態であることを検出しない時、コントローラ２４はＥＧＲバルブ２１ｂを開放してＥＧＲパイプ２１ａを連通させる。このため、排気マニホルド１７ａの排ガスはそのＥＧＲパイプ２１ａを介して吸気マニホルド１５ａに供給され、エンジン１２の燃焼室内での燃焼ガスの温度が低くなって窒素と酸素との反応が抑制され、ＮＯｘの排出は低減される。
【００１０】
一方、エンジン１２がアイドル状態では速度センサ３２はターボ過給機１１が下限回転速度以下であることを検出する。そのアイドル状態で停車している車両を発進させようとしてクラッチペダルを踏込み、変速機レバーをシフトさせると、クラッチセンサ３１がクラッチの断状態を検出し、ポジションセンサ３３がニュートラル以外のシフト位置を検出する。この状態が生じるとコントローラ２４は過渡状態になると判断してＥＧＲバルブ２１ｂを閉じ、ＥＧＲの作動を停止させる。このため、その後実際に車両が発進する際におけるアクセルペダルの踏込みに起因する燃料の噴射量の増加に対してＥＧＲバルブ２１ｂの閉止は遅れることを回避することができる。
【００１１】
また、アクセルペダルが実際に踏込まれる以前にＥＧＲバルブ２１ｂが閉じられるので、ターボ過給機１１の回転速度はアクセルペダルが実際に踏込まれる以前から上昇し、アクセルペダルが踏込まれて燃料の噴射量が増加すると同時に吸気を加圧する。このため、ＥＧＲバルブ２１ｂの閉止とともにターボ過給機１１の回転速度が燃料噴射量の増量に対して遅れることはなく、車両発進時にシリンダ内における空気と燃料とのバランスは保たれて黒煙の発生は防止される。
【００１２】
ＥＧＲバルブ２１ｂが閉じられたことによりターボ過給機１１の回転速度が上昇し、ターボ過給機１１の回転速度が上限回転速度を越えていることを速度センサ３２が検出するに至った場合には、コントローラ２４はＥＧＲバルブ２１ｂを開いて排ガスの一部を吸気系に再循環させる通常走行における制御状態に復帰する。このため、ＥＧＲバルブ２１ｂが閉じることに起因するターボ過給機１１の過回転が防止され、ターボ過給機１１の信頼性を維持することができる。
【００１３】
また、過渡状態から車両が通常の走行状態に移行すると、ターボ過給機１１が所定の下限回転速度以上であることを速度センサ３２が検出し、ターボ過給機１１における吸気の加圧が十分になされてエンジン１２の吸気流量を検出する吸気量センサ３４の検出出力が回転センサ２２とアクセルセンサ２３の各検出出力に基づいて設定される必要空気量以上となっており、定常走行状態であることを示すアクセルベダルの踏込み量の時間的変化率が所定の変化率以下であることがアクセルセンサ２３の検出出力により検出される。これによりコントローラ２４はＥＧＲバルブ２１ｂを開いて排ガスの一部を吸気系に再循環させる通常走行における制御状態に速やかに復帰し、エンジン１２の燃焼室内での燃焼ガスの温度を低くしてＮＯｘの排出を低減する。
【００１４】
【発明の実施の形態】
次に本発明の実施の形態を図面に基づいて説明する。
図１にターボ過給機１１が設けられた車両用のディーゼルエンジン１２を示す。このエンジン１２はベダル操作クラッチを有する車両に設けられるディーゼルエンジン１２であり、エンジン１２の吸気ポート１４には吸気通路１５、即ち吸気マニホルド１５ａを介して吸気管１５ｂが接続され、排気ポート１６には排気通路１７、即ち排気マニホルド１７ａを介して排気管１７ｂが接続される。ターボ過給機１１は吸気管１５ｂに設けられコンプレッサ羽根車（図示せず）を回転可能に収容するコンプレッサハウジング１１ａと、排気管１７ｂに設けられタービン羽根車（図示せず）を回転可能に収容するタービンハウジング１１ｂとを有する。タービンハウジング１１ｂ及びコンプレッサハウジング１１ａはシャフト（図示せず）の中央を回転可能に保持する接続部１１ｃにより接続され、このシャフトの両端に上記タービン羽根車及びコンプレッサ羽根車がそれぞれ嵌着される。なお、図１の符号１９はコンプレッサハウジング１１ａ及び吸気マニホルド１５ａ間の吸気管１５ｂに設けられ吸気を冷却するインタクーラである。
【００１５】
またエンジン１２には排気マニホルド１７ａ内の排ガスの一部をＥＧＲパイプ２１ａを通って吸気マニホルド１５ａに還流するＥＧＲ装置２１が設けられる。ＥＧＲ装置２１は、一端が排気マニホルド１７ａに接続されエンジン１２をバイパスして他端が吸気マニホルド１５ａに接続された上記ＥＧＲパイプ２１ａと、ＥＧＲパイプ２１ａに設けられ排気マニホルド１７ａからＥＧＲパイプ２１ａを通って吸気マニホルド１５ａに還流される排ガスの流量を調整可能なＥＧＲバルブ２１ｂとを有する。ＥＧＲバルブ２１ｂは図示しないがモータにより弁体を駆動してバルブ本体の開度を調節する電動弁である。なおＥＧＲバルブとして電動弁ではなくエア駆動型弁等を用いてもよい。図１の符号２１ｃはＥＧＲパイプ２１ａに設けられ、吸気マニホルド１５ａに還流される排ガス（ＥＧＲガス）を冷却するＥＧＲクーラである。
【００１６】
また、エンジン１２にはクランク軸の回転速度を検出する回転センサ２２と、アクセルペダルの踏込み量をエンジン１２の負荷として検出するアクセルセンサ２３とが設けられる。回転センサ２２及びアクセルセンサ２３の各検出出力はコントローラ２４の制御入力に接続され、コントローラ２４の制御出力はＥＧＲバルブ２１ｂに接続される。コントローラ２４にはメモリ２４ａが設けられ、このメモリ２４ａにはエンジン１２の定常運転状態における回転速度及びエンジン１２の負荷に基づいて定められた定常ＥＧＲ開度がマップとして記憶される。このコントローラ２４は、回転センサ２２とアクセルセンサ２３の各検出出力をメモリに記憶されたマップに照らして定常の走行状態に応じたＥＧＲ開度に基づいてＥＧＲバルブ２１ｂを開いて排ガスの一部を吸気系に再循環させるように構成される。
【００１７】
一方、図示しないベダル操作クラッチにはそのクラッチの接断状態を検出するクラッチセンサ３１が設けられ、ターボ過給機１１にはコンプレッサ羽根車の回転速度を検出する速度センサ３２が設けられる。また、車両の図示しない変速機にはその変速機のシフト位置を検出するポジションセンサ３３が設けられ、コンプレッサハウジング１１ａより上流側の吸気管１５ｂには吸気マニホルド１５ａへの吸気流量を検出する吸気量センサ３４が設けられる。クラッチセンサ３１と速度センサ３２とポジションセンサ３３と吸気量センサ３４の各検出出力はコントローラ２４の制御入力に接続され、コントローラ２４のメモリ２４ａにはターボ過給機１１におけるコンプレッサ羽根車の下限回転速度と上限回転速度、及びアクセルベダルの踏込み量の時間的変化率から車両が過渡状態であることを示す所定の変化率が記憶される。ここで、コンプレッサ羽根車の下限回転速度とはエンジンのアイドル時であることを検出するためのコンプレッサ羽根車の回転速度であり、上限回転速度とはコンプレッサ羽根車の限界回転速度を示す。
【００１８】
このように構成された排ガス再循環装置のコントローラ２４は、過渡状態であることを検出しない場合、例えば停車時におけるアイドル状態、又はトラック（図示せず）が平地を一定速度で走行するときには、コントローラ２４は回転センサ２２及びアクセルセンサ２３の各検出出力とメモリ２４ａに記憶されたマップとを比較演算してＥＧＲバルブ２１ｂを開放するように構成される。ＥＧＲバルブ２１ｂが開放されるとＥＧＲパイプ２１ａは連通し、排気マニホルド１７ａの排ガスがそのＥＧＲパイプ２１ａを介して吸気マニホルド１５ａに供給される。この結果、エンジン１２の燃焼室内での燃焼ガスの温度が低くなって窒素と酸素との反応が抑制され、ＮＯｘの排出を低減できる。
次に、停車時のアイドル状態から車両を発進させるとき又は定常走行状態から急加速を行う場合のコントローラの制御を図２を用いて説明する。
【００１９】
定常走行状態から例えば前方を走行する車両を追い越すためにアクセルペダルを急激に踏込むと、アクセルセンサ２３はその開度を検出して出力する。コントローラ２４は、そのアクセル開度信号を入力してアクセルベダルの踏込み量の時間的変化率を求める。そしてその変化率が所定の変化率を越えていることをコントローラ２４が検出したときにＥＧＲバルブ２１ｂを閉じ、加速時のＥＧＲの作動の遅れを防止する。また定常走行状態ではターボ過給機１１におけるコンプレッサ羽根車の回転速度はアイドル時における回転速度に比較して高く、ＥＧＲバルブ２１ｂが閉止されてアクセルペダルが踏込まれることにより燃料の噴射量が増加すると同時に吸気を加圧する。このため、車両加速時にシリンダ内における空気と燃料とのバランスは保たれて黒煙の発生は防止される。
【００２０】
一方、停車時のアイドル状態では、クラッチセンサ３１はクラッチの接続状態を検出し、コンプレッサ羽根車が下限回転速度以下であることを速度センサ３２が検出し、ポジションセンサ３３はニュートラル位置を検出している。この状態から車両を発進させようとする運転者は、先ず図示しないクラッチペダルを踏込み、そして変速機レバーをシフトさせる。するとクラッチセンサ３１はクラッチの断状態を検出し、ポジションセンサ３３はニュートラル以外のシフト位置を検出する。このようにして車両が実際に発進する以前にクラッチセンサ３１がクラッチの断状態を検出し、コンプレッサ羽根車が下限回転速度以下であることを速度センサ３２が検出し、ポジションセンサ３３がニュートラル以外のシフト位置を検出する状態が生じる。この状態が生じた場合にもコントローラ２４はＥＧＲバルブ２１ｂを閉じる。
【００２１】
そして運転者は次にアクセルペダルを踏込みつつクラッチペダルの踏込みを徐々に緩め、エンジン１２の動力が車両の車輪に伝達されて車両が実際に動き出す。ここで、アクセルペダルが実際に踏込まれる以前にＥＧＲバルブ２１ｂが閉じられているので、ターボ過給機１１におけるコンプレッサ羽根車の回転速度はアクセルペダルが実際に踏込まれる以前から上昇し、アクセルペダルが踏込まれて燃料の噴射量が増加すると同時に吸気を加圧する。このため、ＥＧＲバルブ２１ｂの閉止とともにターボ過給機１１におけるコンプレッサ羽根車の回転速度が燃料噴射量の増量に対して遅れることはなく、車両発進時にシリンダ内における空気と燃料とのバランスは保たれて黒煙の発生は防止される。また、燃料の噴射量はアクセルペダルの踏込み量に応じて増加するので、車両発進時のトルク不足は解消されて車両の発進にもたつきを生じさせることは回避される。
【００２２】
次に、過渡状態から車両が通常の走行状態に移行したときのコントローラの制御を図３を用いて説明する。
【００２３】
ＥＧＲバルブ２１ｂが閉じられた状態で車両を加速させると、ターボ過給機１１におけるコンプレッサ羽根車の回転速度は更に上昇して吸気を更に加圧する。ターボ過給機１１におけるコンプレッサ羽根車の回転速度は速度センサ３２により検出され、コンプレッサ羽根車の回転信号が上限回転速度を越えていることを検出するに至ったときにコントローラ２４はＥＧＲバルブ２１ｂを開いて排ガスの一部を吸気系に再循環させる通常走行における制御状態に復帰する。これによりＥＧＲバルブ２１ｂが閉じることに起因するターボ過給機１１におけるコンプレッサ羽根車の過回転が防止され、ターボ過給機１１の信頼性を維持することができる。
【００２４】
また、コンプレッサ羽根車の回転信号が上限回転速度未満であっても下限回転速度以上であることを検出している場合には、コントローラ２４は吸気量センサ３４と回転センサ２２とアクセルセンサ２３の各検出出力を取り込む。そして、ターボ過給機１１における吸気の加圧が十分になされて吸気量センサ３４の検出出力によるエンジン１２の吸気流量が回転センサ２２とアクセルセンサ２３の各検出出力に基づいて設定される必要空気量以上となっており、定常走行状態であることを示すアクセルベダルの踏込み量の時間的変化率が所定の変化率以下であることがアクセルセンサ２３の検出出力により検出するに至ったときには、コントローラ２４はＥＧＲバルブ２１ｂを開いて排ガスの一部を吸気系に再循環させる通常走行における制御状態に復帰して、通常走行状態におけるエンジン１２の燃焼室内での燃焼ガスの温度を低くしてＮＯｘの排出を低減する。
【００２５】
なお、上記の実施の形態では、エンジンを車両としてのトラックに搭載した例を示したが、車両はペダル操作クラッチを有する限り乗用車や、建設現場で使用される建設用の特殊車両であってもよい。
【００２６】
【発明の効果】
以上述べたように、本発明によれば、クラッチの接断状態を検出するクラッチセンサと、ターボ過給機の回転速度を検出する速度センサと、変速機のシフト位置を検出するポジションセンサと、エンジンの吸気流量を検出する吸気量センサとを備え、アクセルセンサの検出出力によりアクセルベダルの踏込み量の時間的変化率が所定の変化率を越えているときにＥＧＲバルブ２１ｂを閉じるように構成したので、定常走行状態からアクセルペダルを急激に踏込むと同時にＥＧＲバルブが閉じられ、定常走行状態における急加速時のＥＧＲの作動の遅れが防止される。
【００２７】
また、コントローラは、クラッチセンサがクラッチの断状態を検出し、ターボ過給機が所定の下限回転速度未満であることを速度センサが検出し、かつポジションセンサがニュートラル以外のシフト位置を検出するときにＥＧＲバルブを閉じるように構成したので、ターボ過給機が下限回転速度以下であることを速度センサが検出するアイドル状態で停車している車両を発進させようとしてクラッチペダルを踏込み、変速機レバーをシフトさせると、クラッチセンサがクラッチの断状態を検出し、ポジションセンサがニュートラル以外のシフト位置を検出してＥＧＲバルブが閉じられる。このため、その後実際に車両が発進する際におけるアクセルペダルの踏込みに起因する燃料の噴射量の増加に対してＥＧＲバルブの閉止は遅れることを回避することができる。
【００２８】
この場合、アクセルペダルが実際に踏込まれる以前にＥＧＲバルブが閉じられるので、ターボ過給機の回転速度はアクセルペダルが実際に踏込まれる以前から上昇し、アクセルペダルが踏込まれて燃料の噴射量が増加すると同時に吸気を加圧する。この結果、ＥＧＲバルブの閉止とともにターボ過給機の回転速度が燃料噴射量の増量に対して遅れることはなく、車両発進時にシリンダ内における空気と燃料とのバランスは保たれて黒煙の発生は防止するとともに、燃料の噴射量はアクセルペダルの踏込み量に応じて増加するので、車両発進時のトルク不足は解消されて車両の発進にもたつきを生じさせることは回避される。
【００２９】
一方、吸気量センサの検出出力が回転センサとアクセルセンサの各検出出力に基づいて設定される必要空気量以上であり，アクセルセンサの各検出出力によりアクセルベダルの踏込み量の時間的変化率が所定の変化率以下でありかつターボ過給機が所定の下限回転速度以上であることを速度センサが検出するとき、ＥＧＲバルブ２１ｂを開いて排ガスの一部を吸気系に再循環させるように構成したので、過渡状態から車両が通常の走行状態に移行した場合に、速やかに通常走行における制御状態に復帰し、エンジンの燃焼室内での燃焼ガスの温度を低くしてＮＯｘの排出を低減することができる。
【図面の簡単な説明】
【図１】本発明の排ガス再循環装置の構成図。
【図２】車両を発進させ又は走行状態から加速を行う場合のコントローラの制御状態を示す図。
【図３】過渡状態から通常走行状態に移行したときのコントローラの制御状態を示す図。
【符号の説明】
１１ ターボ過給機
１２ エンジン
１５ａ 吸気マニホルド
１７ａ 排気マニホルド
２１ａ ＥＧＲパイプ
２１ｂ ＥＧＲバルブ
２２ 回転センサ
２３ アクセルセンサ
２４ コントローラ
３１ クラッチセンサ
３２ 速度センサ
３３ ポジションセンサ
３４ 吸気量センサ[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an exhaust gas recirculation device for a vehicle engine that reduces a part of exhaust gas from an exhaust system and recirculates it to an intake system to reduce NOx. More particularly, the present invention relates to an exhaust gas recirculation device for a vehicle engine provided in a vehicle having a pedal operation clutch and a turbocharger.
[0002]
[Prior art]
Conventionally, as this type of exhaust gas recirculation device, an EGR valve is provided in an EGR pipe branched from an engine exhaust manifold and connected to an intake manifold, and a controller controls the EGR valve based on the engine speed and load. It is known that it is configured as follows. In the steady running state, the controller opens the EGR valve, recirculates part of the exhaust gas to the intake system, reduces the maximum combustion temperature by the heat capacity of the exhaust gas, reduces NOx, and at high load the controller However, by closing the EGR valve and stopping the recirculation of the exhaust gas to eliminate the engine air shortage, the emission of black smoke from the engine is reduced.
[0003]
[Problems to be solved by the invention]
However, when a sudden acceleration is abruptly depresses the accelerator pedal in order to start the vehicle from stop-like body the engine is idling, the injection amount of the fuel with the depression of the accelerator pedal is increased immediately, the accelerator pedal Comparison The EGR valve will not close unless the controller recognizes that the controller is under heavy load, and there is a problem that the timing when the EGR valve is closed and the operation of the EGR is stopped is delayed.
[0004]
In particular, if the engine is equipped with a turbocharger, the rotational speed of the compressor impeller of the turbocharger decreases when the engine is idle, so the accelerator pedal must be depressed to start the vehicle. However, the rotation speed of the compressor impeller does not increase suddenly, and the so-called turbo lag, whose increase in rotation speed is delayed, breaks the balance between air and fuel in the cylinder, which temporarily deteriorates combustion. This causes a problem that black smoke is contained in the exhaust gas. In other words, in order to take measures against black smoke during the transition of EGR operation stoppage, it is an important point how early the start or sudden acceleration recognition is.
[0005]
An object of the present invention, early performed starting recognition is to provide an exhaust gas recirculation device for a vehicle engine that can overcome the torque shortage definitive during the start as well as suppress the generation of black smoke at the time of starting the vehicle.
[0006]
[Means for Solving the Problems]
As shown in FIGS. 1 and 2, the invention according to claim 1 is an exhaust gas recirculation device for a vehicle engine 12 having a turbocharger 11, and includes a rotation sensor 22 that detects the rotational speed of the engine 12, and Improvement of an exhaust gas recirculation device for a vehicle engine provided with a controller 24 that opens an EGR valve 21b and recirculates part of the exhaust gas to the intake system based on each detection output of the accelerator sensor 23 that detects the amount of depression of the accelerator pedal. It is.
[0007]
The characteristic configuration includes a clutch sensor 31 that detects the clutch engagement / disengagement state of the vehicle, a speed sensor 32 that detects the rotational speed of the turbocharger 11, and a position sensor 33 that detects the shift position of the transmission of the vehicle. And an intake air amount sensor 34 for detecting the intake air flow rate of the engine 12, and the controller 24 detects that the clutch sensor 31 detects the disengaged state of the clutch, and indicates that the turbocharger 11 is less than a predetermined lower limit rotational speed. speed sensor 32 detects, and the position sensor 33 closes the EGR valve 21b when detecting a shift position other than the neutral stop recirculated into the intake system of the exhaust gas, the controller 24 is detected by the accelerator sensor 23 that is the amount of depression of the temporal change rate of the accelerator pedal is below a predetermined change rate, turbocharger 11 is the predetermined lower limit times Speed sensor 32 detects that this is the rate above, and closed when the detected output of the intake air quantity sensor 34 is needed air amount or more, which is set based on the detection outputs of the rotation sensor 22 and the accelerator sensor 23 EGR The valve 21b is opened to recirculate a part of the exhaust gas to the intake system.
[0008]
In the exhaust gas recirculation device for a vehicle engine according to claim 1, when the engine 11 is in an idle state when the vehicle is stopped and the controller 24 does not detect that it is in a transient state, the controller 24 21b is opened and the EGR pipe 21a is communicated. For this reason, the exhaust gas of the exhaust manifold 17a is supplied to the intake manifold 15a through the EGR pipe 21a, the temperature of the combustion gas in the combustion chamber of the engine 12 is lowered, the reaction between nitrogen and oxygen is suppressed, and NOx Emissions are reduced.
[0010]
On the other hand, when the engine 12 is in an idle state, the speed sensor 32 detects that the turbocharger 11 is below the lower limit rotational speed. When the clutch pedal is depressed to shift the transmission lever in order to start the vehicle stopped in the idle state, the clutch sensor 31 detects the disengaged state of the clutch, and the position sensor 33 detects the shift position other than neutral. To do. When this state occurs, the controller 24 determines that the state becomes a transient state, closes the EGR valve 21b, and stops the operation of the EGR. Therefore, it is possible to avoid delaying the closing of the EGR valve 21b with respect to an increase in the fuel injection amount caused by the depression of the accelerator pedal when the vehicle actually starts.
[0011]
Further, since the EGR valve 21b is closed before the accelerator pedal is actually depressed, the rotational speed of the turbocharger 11 increases from before the accelerator pedal is actually depressed, and the accelerator pedal is depressed and the fuel is depleted. The intake air is pressurized at the same time as the injection amount increases. For this reason, the rotation speed of the turbocharger 11 is not delayed with respect to the increase in the fuel injection amount as the EGR valve 21b is closed, and the balance between the air and the fuel in the cylinder is maintained when the vehicle starts, and the black smoke Occurrence is prevented.
[0012]
When the EGR valve 21b is closed, the rotational speed of the turbocharger 11 increases, and the speed sensor 32 detects that the rotational speed of the turbocharger 11 exceeds the upper limit rotational speed. The controller 24 opens the EGR valve 21b and returns to the control state in the normal running in which a part of the exhaust gas is recirculated to the intake system. For this reason, the overspeed of the turbocharger 11 due to the EGR valve 21b being closed is prevented, and the reliability of the turbocharger 11 can be maintained.
[0013]
Further, when the vehicle shifts from the transient state to the normal running state, the speed sensor 32 detects that the turbocharger 11 is equal to or higher than a predetermined lower limit rotation speed, and the intake air is sufficiently pressurized in the turbocharger 11. The detection output of the intake air amount sensor 34 for detecting the intake air flow rate of the engine 12 is greater than the required air amount set based on the detection outputs of the rotation sensor 22 and the accelerator sensor 23, and is in a steady running state. It is detected from the detection output of the accelerator sensor 23 that the temporal change rate of the depression amount of the accelerator pedal indicating that this is below a predetermined change rate. As a result, the controller 24 quickly returns to the control state in the normal running in which the EGR valve 21b is opened and a part of the exhaust gas is recirculated to the intake system, and the temperature of the combustion gas in the combustion chamber of the engine 12 is lowered to reduce NOx. Reduce emissions.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 shows a vehicle diesel engine 12 provided with a turbocharger 11. This engine 12 is a diesel engine 12 provided in a vehicle having a pedal operation clutch, and an intake pipe 15b is connected to an intake port 14 of the engine 12 via an intake passage 15, that is, an intake manifold 15a. An exhaust pipe 17b is connected through an exhaust passage 17, that is, an exhaust manifold 17a. The turbocharger 11 is provided in the intake pipe 15b and rotatably accommodates a compressor impeller (not shown), and the turbocharger 11 is provided in the exhaust pipe 17b and rotatably accommodates a turbine impeller (not shown). A turbine housing 11b. The turbine housing 11b and the compressor housing 11a are connected by a connecting portion 11c that rotatably holds the center of a shaft (not shown), and the turbine impeller and the compressor impeller are respectively fitted to both ends of the shaft. 1 is an intercooler provided in the intake pipe 15b between the compressor housing 11a and the intake manifold 15a for cooling the intake air.
[0015]
Further, the engine 12 is provided with an EGR device 21 for returning a part of the exhaust gas in the exhaust manifold 17a to the intake manifold 15a through the EGR pipe 21a. The EGR device 21 is connected to the EGR pipe 21a having one end connected to the exhaust manifold 17a, bypassing the engine 12, and the other end connected to the intake manifold 15a, and the EGR pipe 21a from the exhaust manifold 17a through the EGR pipe 21a. And an EGR valve 21b capable of adjusting the flow rate of the exhaust gas recirculated to the intake manifold 15a. Although not shown, the EGR valve 21b is an electric valve that adjusts the degree of opening of the valve body by driving the valve body with a motor. Note that an air-driven valve or the like may be used as the EGR valve instead of the electric valve. Reference numeral 21c in FIG. 1 is an EGR cooler that is provided in the EGR pipe 21a and cools the exhaust gas (EGR gas) recirculated to the intake manifold 15a.
[0016]
Further, the engine 12 is provided with a rotation sensor 22 that detects the rotational speed of the crankshaft and an accelerator sensor 23 that detects the amount of depression of the accelerator pedal as a load on the engine 12. The detection outputs of the rotation sensor 22 and the accelerator sensor 23 are connected to the control input of the controller 24, and the control output of the controller 24 is connected to the EGR valve 21b. The controller 24 is provided with a memory 24a, and the memory 24a stores a steady EGR opening determined based on the rotational speed of the engine 12 in a steady operation state and the load of the engine 12 as a map. The controller 24 opens the EGR valve 21b on the basis of the EGR opening degree corresponding to the steady traveling state by comparing the detection outputs of the rotation sensor 22 and the accelerator sensor 23 with a map stored in the memory and removes a part of the exhaust gas. It is configured to recirculate to the intake system.
[0017]
On the other hand, a pedal sensor (not shown) is provided with a clutch sensor 31 for detecting the connection / disconnection state of the clutch, and the turbocharger 11 is provided with a speed sensor 32 for detecting the rotational speed of the compressor impeller. Further, a position sensor 33 for detecting a shift position of the transmission is provided in a transmission (not shown) of the vehicle, and an intake air amount for detecting an intake air flow rate to the intake manifold 15a is provided in the intake pipe 15b upstream of the compressor housing 11a. A sensor 34 is provided. The detection outputs of the clutch sensor 31, the speed sensor 32, the position sensor 33, and the intake air amount sensor 34 are connected to the control input of the controller 24, and the memory 24a of the controller 24 stores the lower limit rotational speed of the compressor impeller in the turbocharger 11. And a predetermined change rate indicating that the vehicle is in a transient state is stored from the temporal change rate of the depression amount of the accelerator pedal and the upper limit rotational speed. Here, the lower limit rotational speed of the compressor impeller is the rotational speed of the compressor impeller for detecting that the engine is idling, and the upper limit rotational speed indicates the limit rotational speed of the compressor impeller.
[0018]
When the controller 24 of the exhaust gas recirculation device configured as described above does not detect that it is in a transient state, for example, when the vehicle is in an idle state or when a truck (not shown) travels on a flat ground at a constant speed, the controller Reference numeral 24 is configured to open the EGR valve 21b by comparing each detection output of the rotation sensor 22 and the accelerator sensor 23 with a map stored in the memory 24a. When the EGR valve 21b is opened, the EGR pipe 21a communicates, and the exhaust gas from the exhaust manifold 17a is supplied to the intake manifold 15a via the EGR pipe 21a. As a result, the temperature of the combustion gas in the combustion chamber of the engine 12 is lowered, the reaction between nitrogen and oxygen is suppressed, and NOx emissions can be reduced.
Next, the control of the controller when the vehicle is started from the idle state when the vehicle is stopped or when sudden acceleration is performed from the steady running state will be described with reference to FIG.
[0019]
When the accelerator pedal is stepped on rapidly to overtake a vehicle traveling ahead, for example, from the steady running state, the accelerator sensor 23 detects and outputs the opening. The controller 24 inputs the accelerator opening signal and obtains the temporal change rate of the depression amount of the accelerator pedal. When the controller 24 detects that the rate of change exceeds a predetermined rate of change, the EGR valve 21b is closed to prevent a delay in EGR operation during acceleration. Further, in the steady running state, the rotational speed of the compressor impeller in the turbocharger 11 is higher than the rotational speed during idling, and the fuel injection amount increases as the EGR valve 21b is closed and the accelerator pedal is depressed. At the same time, pressurize the intake air. For this reason, the balance between air and fuel in the cylinder is maintained during vehicle acceleration, and the generation of black smoke is prevented.
[0020]
On the other hand, in the idle state when the vehicle is stopped, the clutch sensor 31 detects the engagement state of the clutch, the speed sensor 32 detects that the compressor impeller is below the lower limit rotational speed, and the position sensor 33 detects the neutral position. Yes. A driver who wants to start the vehicle from this state first depresses a clutch pedal (not shown) and shifts the transmission lever. Then, the clutch sensor 31 detects the clutch disengagement state, and the position sensor 33 detects a shift position other than neutral. Thus, before the vehicle actually starts, the clutch sensor 31 detects the disengaged state of the clutch, the speed sensor 32 detects that the compressor impeller is below the lower limit rotational speed, and the position sensor 33 is other than neutral. A state occurs in which the shift position is detected. Even when this state occurs, the controller 24 closes the EGR valve 21b.
[0021]
The driver then gradually depresses the clutch pedal while depressing the accelerator pedal, and the power of the engine 12 is transmitted to the wheels of the vehicle so that the vehicle actually starts to move. Here, since the EGR valve 21b is closed before the accelerator pedal is actually depressed, the rotational speed of the compressor impeller in the turbocharger 11 increases from before the accelerator pedal is actually depressed. When the pedal is depressed, the fuel injection amount increases, and at the same time, the intake air is pressurized. For this reason, when the EGR valve 21b is closed, the rotation speed of the compressor impeller in the turbocharger 11 is not delayed with respect to the increase in the fuel injection amount, and the balance between air and fuel in the cylinder is maintained when the vehicle starts. Generation of black smoke is prevented. Further, since the fuel injection amount increases in accordance with the amount of depression of the accelerator pedal, the shortage of torque at the start of the vehicle is resolved and it is avoided that the start of the vehicle is swayed.
[0022]
Next, the control of the controller when the vehicle shifts from the transient state to the normal traveling state will be described with reference to FIG.
[0023]
When the vehicle is accelerated with the EGR valve 21b closed, the rotational speed of the compressor impeller in the turbocharger 11 further increases to further pressurize the intake air. The rotation speed of the compressor impeller in the turbocharger 11 is detected by the speed sensor 32. When the rotation signal of the compressor impeller exceeds the upper limit rotation speed, the controller 24 switches the EGR valve 21b. It opens and returns to the control state in normal running where a part of the exhaust gas is recirculated to the intake system. As a result, excessive rotation of the compressor impeller in the turbocharger 11 caused by closing the EGR valve 21b is prevented, and the reliability of the turbocharger 11 can be maintained.
[0024]
Further, when it is detected that the rotation signal of the compressor impeller is not less than the lower limit rotation speed even if it is less than the upper limit rotation speed, the controller 24 detects each of the intake air amount sensor 34, the rotation sensor 22, and the accelerator sensor 23. Capture the detection output. Then, the air pressure in the turbocharger 11 is sufficiently pressurized and the intake air flow rate of the engine 12 based on the detection output of the intake air amount sensor 34 is set based on the detection outputs of the rotation sensor 22 and the accelerator sensor 23. When it is detected by the detection output of the accelerator sensor 23 that the time change rate of the depression amount of the accelerator pedal indicating that the vehicle is in the steady running state is equal to or less than a predetermined change rate, the controller 24, the EGR valve 21b is opened to return to the control state in the normal running in which a part of the exhaust gas is recirculated to the intake system, and the temperature of the combustion gas in the combustion chamber of the engine 12 in the normal running state is lowered to reduce NOx. Reduce emissions.
[0025]
In the above embodiment, an example in which the engine is mounted on a truck as a vehicle has been shown. However, as long as the vehicle has a pedal operation clutch, the vehicle may be a passenger car or a construction special vehicle used at a construction site. Good.
[0026]
【The invention's effect】
As described above, according to the present invention, the clutch sensor that detects the clutch engagement / disengagement state, the speed sensor that detects the rotational speed of the turbocharger, the position sensor that detects the shift position of the transmission, An intake air amount sensor for detecting the intake air flow rate of the engine, and configured to close the EGR valve 21b when the temporal change rate of the depression amount of the accelerator pedal exceeds a predetermined change rate by the detection output of the accelerator sensor. Therefore, the EGR valve is closed at the same time when the accelerator pedal is suddenly depressed from the steady running state, and the delay of the EGR operation at the time of sudden acceleration in the steady running state is prevented.
[0027]
Further, the controller detects when the clutch sensor detects that the clutch is disengaged, when the speed sensor detects that the turbocharger is less than a predetermined lower limit rotational speed, and when the position sensor detects a shift position other than neutral. Since the EGR valve is closed at the same time, the clutch pedal is depressed to start the vehicle stopped in an idle state, in which the speed sensor detects that the turbocharger is below the lower limit rotational speed, and the transmission lever Is shifted, the clutch sensor detects the disengaged state of the clutch, the position sensor detects a shift position other than neutral, and the EGR valve is closed. For this reason, it is possible to avoid delaying the closing of the EGR valve with respect to the increase in the fuel injection amount caused by the depression of the accelerator pedal when the vehicle actually starts.
[0028]
In this case, since the EGR valve is closed before the accelerator pedal is actually depressed, the rotational speed of the turbocharger increases from before the accelerator pedal is actually depressed, and the accelerator pedal is depressed to inject fuel. Pressurizes the intake air as the volume increases. As a result, the rotation speed of the turbocharger is not delayed with respect to the increase in the fuel injection amount as the EGR valve is closed, and the balance between the air and the fuel in the cylinder is maintained at the start of the vehicle, and black smoke is not generated. In addition to preventing the fuel injection amount, the amount of fuel injection increases in accordance with the amount of depression of the accelerator pedal, so that the shortage of torque at the start of the vehicle is resolved and the occurrence of slack in the start of the vehicle is avoided.
[0029]
On the other hand, the detection output of the intake air amount sensor is more than the required air amount set based on the detection outputs of the rotation sensor and the accelerator sensor, and the time change rate of the depression amount of the accelerator pedal is determined by each detection output of the accelerator sensor. When the speed sensor detects that the turbocharger is below the predetermined lower limit rotational speed and the EGR valve 21b is opened, a part of the exhaust gas is recirculated to the intake system. Therefore, when the vehicle shifts from the transient state to the normal traveling state, the control state can be quickly restored to the normal traveling state, and the temperature of the combustion gas in the combustion chamber of the engine can be lowered to reduce NOx emission. it can.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of an exhaust gas recirculation device according to the present invention.
FIG. 2 is a diagram showing a control state of a controller when starting a vehicle or accelerating from a running state.
FIG. 3 is a diagram showing a control state of a controller when a transition is made from a transient state to a normal running state.
[Explanation of symbols]
11 Turbocharger 12 Engine 15a Intake manifold 17a Exhaust manifold 21a EGR pipe 21b EGR valve 22 Rotation sensor 23 Acceleration sensor 24 Controller 31 Clutch sensor 32 Speed sensor 33 Position sensor 34 Intake amount sensor

Claims (1)

ターボ過給機(11)を有する車両用エンジン(12)の排ガス再循環装置であって、前記エンジン(12)の回転速度を検出する回転センサ(22)とアクセルベダルの踏込み量を検出するアクセルセンサ(23)の各検出出力に基づいてＥＧＲバルブ(21b)を開いて排ガスの一部を吸気系に再循環させるコントローラ(24)を備えた車両用エンジンの排ガス再循環装置において、
車両のクラッチの接断状態を検出するクラッチセンサ(31)と、
前記ターボ過給機(11)の回転速度を検出する速度センサ(32)と、
前記車両の変速機のシフト位置を検出するポジションセンサ(33)と、
前記エンジン(12)の吸気流量を検出する吸気量センサ(34)と
を備え、
前記コントローラ(24)は、前記クラッチセンサ(31)がクラッチの断状態を検出し，前記ターボ過給機(11)が所定の下限回転速度未満であることを前記速度センサ(32)が検出し，かつ前記ポジションセンサ(33)がニュートラル以外のシフト位置を検出するときに前記ＥＧＲバルブ(21b)を閉じて排ガスの吸気系への再循環を停止し、
前記コントローラ (24) は、前記アクセルセンサ(23)により検出される前記アクセルベダルの踏込み量の時間的変化率が所定の変化率以下であり，前記ターボ過給機 (11) が所定の下限回転速度以上であることを前記速度センサ (32) が検出し、かつ前記吸気量センサ(34)の検出出力が前記回転センサ(22)と前記アクセルセンサ(23)の各検出出力に基づいて設定される必要空気量以上であるときに閉じた前記ＥＧＲバルブ(21b)を開いて排ガスの一部を吸気系に再循環させる
ことを特徴とする車両用エンジンの排ガス再循環装置。An exhaust gas recirculation device for a vehicular engine (12) having a turbocharger (11), wherein a rotation sensor (22) for detecting a rotation speed of the engine (12) and an accelerator for detecting a depression amount of an accelerator pedal In an exhaust gas recirculation device for a vehicle engine comprising a controller (24) that opens an EGR valve (21b) based on each detection output of a sensor (23) and recirculates part of the exhaust gas to the intake system.
A clutch sensor (31) for detecting a clutch engagement / disengagement state of the vehicle;
A speed sensor (32) for detecting the rotational speed of the turbocharger (11);
A position sensor (33) for detecting a shift position of the transmission of the vehicle;
An intake air amount sensor (34) for detecting an intake air flow rate of the engine (12),
In the controller (24), the clutch sensor (31) detects a clutch disengagement state, and the speed sensor (32) detects that the turbocharger (11) is less than a predetermined lower limit rotational speed. and wherein closing the EGR valve (21b) stopping recirculation to the intake system of the exhaust gas when the position sensor (33) detects the shift position other than neutral,
Wherein the controller (24), the temporal change rate of the depression amount of the accelerator pedal to be detected is equal to or less than a predetermined change rate by the accelerator sensor (23), the lower limit rotating the turbocharger (11) is predetermined The speed sensor (32) detects that the speed is equal to or greater than the speed , and the detection output of the intake air amount sensor (34) is set based on the detection outputs of the rotation sensor (22) and the accelerator sensor (23). An exhaust gas recirculation device for a vehicle engine, wherein the EGR valve (21b) that is closed is opened to recirculate a part of the exhaust gas to the intake system when the air amount exceeds the required air amount.
JP2001203699A 2001-07-04 2001-07-04 Exhaust gas recirculation device for vehicle engine Expired - Fee Related JP3962802B2 (en)

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JP4225322B2 (en) 2006-01-27 2009-02-18 トヨタ自動車株式会社 Exhaust gas recirculation device for internal combustion engine
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