JP5231908B2 - Diesel engine exhaust gas recirculation system - Google Patents

Diesel engine exhaust gas recirculation system Download PDF

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JP5231908B2
JP5231908B2 JP2008232534A JP2008232534A JP5231908B2 JP 5231908 B2 JP5231908 B2 JP 5231908B2 JP 2008232534 A JP2008232534 A JP 2008232534A JP 2008232534 A JP2008232534 A JP 2008232534A JP 5231908 B2 JP5231908 B2 JP 5231908B2
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intake
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JP2010065601A (en
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祐介 米虫
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Subaru Corp
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Fuji Jukogyo KK
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Description

本発明は、排気通路内の排気ガスの一部を吸気通路に還流するディーゼルエンジンの排気ガス再循環装置に関する。   The present invention relates to an exhaust gas recirculation device for a diesel engine that recirculates a part of exhaust gas in an exhaust passage to an intake passage.

従来より、ディーゼルエンジンには、ＮＯｘの排出を低減することを目的として、排気ガス再循環（ＥＧＲ：Exhaust Gas Recirculation）装置が設けられている。ＥＧＲ装置は、排気通路内の排気ガスの一部をＥＧＲガスとして吸気通路に還流させることにより、吸気中のＣＯ２等の不活性ガス成分を増加させる。これにより、ＥＧＲ装置は、エンジンの燃焼温度を低下させてＮＯｘの排出量を低下させる。ここで、吸気中に占めるＥＧＲガスの割合（ＥＧＲ率）が所定未満である場合において、排気ガス中におけるＮＯｘと煤（ＳＯＯＴ）の発生量はトレードオフの関係にあり、ＳＯＯＴの発生量は、ＥＧＲ率が高くなるほど増加する。これは、エンジン筒内の酸素濃度が低下し、燃料の過濃領域が増加すると共に燃焼中のＳＯＯＴの酸化反応が緩慢となるためであると考えられる。その一方で、ＥＧＲ率を所定以上まで増加させると（例えば、ＥＧＲ率５０％以上の大量ＥＧＲを行うと）、燃焼温度がＳＯＯＴ生成温度以下の低温燃焼を実現することができ、ＮＯｘとＳＯＯＴの発生を同時に低減させることができる。 Conventionally, a diesel engine, for the purpose of reducing emissions of NO x, exhaust gas recirculation (EGR: Exhaust Gas Recirculation) device is provided. The EGR device increases an inert gas component such as CO 2 in the intake air by recirculating a part of the exhaust gas in the exhaust passage to the intake passage as EGR gas. Accordingly, EGR device reduces the emissions of the NO x by reducing the combustion temperature of the engine. Here, in the case where the ratio of the EGR gas occupying the intake (EGR rate) is less than the predetermined, the amount of the NO x and soot in the exhaust gas (SOOT) are in a trade-off relationship, the amount of SOOT is , It increases as the EGR rate increases. This is presumably because the oxygen concentration in the engine cylinder decreases, the fuel rich region increases, and the oxidation reaction of SOOT during combustion becomes slow. On the other hand, when the EGR rate is increased to a predetermined value or more (for example, when large-scale EGR with an EGR rate of 50% or more is performed), low-temperature combustion with a combustion temperature equal to or lower than the SOOT generation temperature can be realized, and NO x and SOOT Can be reduced at the same time.

ところで、過給機付きのエンジンに用いられるＥＧＲ装置としては、コンプレッサの下流側にＥＧＲガスを還流させる高圧式のＥＧＲ装置が多く採用されている。   By the way, as an EGR device used for an engine with a supercharger, a high-pressure EGR device that recirculates EGR gas downstream of a compressor is often used.

しかしながら、高圧式のＥＧＲ装置は、コンプレッサの下流側にＥＧＲガスを還流させる構成であるため、吸気圧よりも排気圧が十分に大きい低負荷時においては大量ＥＧＲを実現可能であるが、過給圧を増加させる中・高負荷時においては大量ＥＧＲを実現することが困難であった。   However, since the high-pressure EGR device is configured to recirculate EGR gas downstream of the compressor, a large amount of EGR can be achieved at low loads when the exhaust pressure is sufficiently higher than the intake pressure. It was difficult to achieve a large amount of EGR at medium and high loads when the pressure was increased.

そこで、近年では、タービンの下流側でディーゼルパティキュレートフィルタ（ＤＰＦ：Diesel Particulate Filter）を通過後の排気ガスの一部をコンプレッサの上流側にＥＧＲガスとして還流させる低圧式のＥＧＲ装置が提案されている（例えば、特許文献１参照）。この種の低圧ＥＧＲ装置は、コンプレッサの上流側にＥＧＲガスを導入するため、過給圧が増加するエンジンの中・高負荷時においても十分なＥＧＲガスを還流させることができる。また、ＤＰＦ通過後のガスはＳＯＯＴが除去され、ＥＧＲガスをクリーンな状態でエンジン内に導入することができるため、エンジンから排出されるＳＯＯＴの低減にも繋がる。
特開２００５−２４０７５８号公報 In recent years, therefore, a low-pressure EGR device has been proposed that recirculates a part of exhaust gas after passing through a diesel particulate filter (DPF) on the downstream side of the turbine as EGR gas upstream of the compressor. (For example, refer to Patent Document 1). Since this type of low-pressure EGR device introduces EGR gas upstream of the compressor, sufficient EGR gas can be recirculated even at medium and high loads of the engine where the supercharging pressure increases. Further, since SOOT is removed from the gas after passing through the DPF and the EGR gas can be introduced into the engine in a clean state, the SOOT discharged from the engine is also reduced.
JP 2005-240758 A

しかしながら、低圧式のＥＧＲ装置によって大量ＥＧＲを実現可能な負荷領域を拡大することができたとしても、ある一定の負荷以上の領域においては、燃料噴射量を増加させても必要なトルクを発生できないという新たな問題が生じる。これは、大量ＥＧＲによって酸素濃度が低下している状況下で燃料噴射量を増加させると、燃料の拡散が緩慢となり、燃料と空気の混合が不十分となることに起因する。そして、目標トルクを発生させることができない場合、エンジンの運転状態を、大量ＥＧＲによる低温燃焼の状態から、ＥＧＲガスの導入を行わない通常のディーゼル燃焼に移行しなければならなくなる。   However, even if the load range in which a large amount of EGR can be realized by the low-pressure EGR device can be expanded, the necessary torque cannot be generated even if the fuel injection amount is increased in a region exceeding a certain load. A new problem arises. This is because when the fuel injection amount is increased in a situation where the oxygen concentration is lowered due to a large amount of EGR, the diffusion of the fuel becomes slow and the mixing of fuel and air becomes insufficient. If the target torque cannot be generated, the engine operating state must be shifted from the low-temperature combustion state with a large amount of EGR to normal diesel combustion in which no EGR gas is introduced.

従って、低圧式のＥＧＲ装置を採用した場合にも、依然として、大量ＥＧＲによる低温燃焼を適用可能な負荷領域を拡大するには限界があった。なお、吸気通路に還流させるＥＧＲガスの流量を制限することにより（ＥＧＲ率を低下させることにより）、目標トルクを発生可能な領域に拡大することも考えられるが、このような場合、上述のように、ＮＯｘと同時にＳＯＯＴの発生を低減させることが困難となり、良好な排気特性を維持することが困難となる。 Therefore, even when the low-pressure EGR device is employed, there is still a limit in expanding the load range to which low-temperature combustion by a large amount of EGR can be applied. It is conceivable to limit the flow rate of the EGR gas recirculated to the intake passage (by reducing the EGR rate) to expand the target torque to a region where it can be generated. in, it is difficult to reduce the generation of the NO x simultaneously SOOT, it is difficult to maintain good exhaust characteristics.

本発明は上記事情に鑑みてなされたもので、好適なトルク特性と排気特性とを維持しつつ、大量ＥＧＲによる低温燃焼の適用範囲を拡大することができるディーゼルエンジンの排気ガス再循環装置を提供することを目的とする。   The present invention has been made in view of the above circumstances, and provides an exhaust gas recirculation device for a diesel engine capable of expanding the application range of low-temperature combustion by mass EGR while maintaining suitable torque characteristics and exhaust characteristics. The purpose is to do.

本発明の一態様によるディーゼルエンジンの排気ガス再循環装置は、第１の気筒群或いは第２の気筒群の何れかにそれぞれ分類される複数の気筒と、前記第１の気筒群の前記各気筒に連通する第１の吸気通路部と前記第２の気筒群の前記各気筒に連通する第２の吸気通路部とに下流側が分岐する吸気通路と、前記第１の吸気通路部にコンプレッサが介装される第１の過給機と、前記第２の吸気通路部にコンプレッサが介装される第２の過給機と、ディーゼルパティキュレートフィルタよりも下流側の排気通路と前記第１の過給機のコンプレッサよりも上流側の前記第１の吸気通路部とを連通して前記排気通路内の排気ガスの一部をＥＧＲガスとして前記第１の吸気通路部に還流させる第１のＥＧＲ通路と、前記第１の吸気通路部に対する前記第１のＥＧＲ通路の開度を調整する第１のＥＧＲ制御弁と、第１のＥＧＲクーラと、当該第１のＥＧＲクーラをバイパスする第１のバイパス通路に設けられた第１のヒータと、前記第１のＥＧＲクーラと前記第１のバイパス通路との流量比を可変調整する第１の切換弁とを備え、前記第１のＥＧＲ通路を流通する前記ＥＧＲガスを冷却或いは加熱することが可能であり、前記第１のＥＧＲ通路を流通する前記ＥＧＲガスの温度調整を行う第１の調温手段と、前記ディーゼルパティキュレートフィルタよりも下流側の前記排気通路と前記第２の過給機のコンプレッサよりも上流側の前記第２の吸気通路部とを連通して前記排気通路内の排気ガスの一部をＥＧＲガスとして前記第２の吸気通路部に還流させる第２のＥＧＲ通路と、前記第２の吸気通路部に対する前記第２のＥＧＲ通路の開度を調整する第２のＥＧＲ制御弁と、第２のＥＧＲクーラと、当該第２のＥＧＲクーラをバイパスする第２のバイパス通路に設けられた第２のヒータと、前記第２のＥＧＲクーラと前記第２のバイパス通路との流量比を可変調整する第２の切換弁とを備え、前記第２のＥＧＲ通路を流通する前記ＥＧＲガスを冷却或いは加熱することが可能であり、前記第２のＥＧＲ通路を流通する前記ＥＧＲガスの温度調整を行う第２の調温手段と、前記第１のＥＧＲクーラの直上流でのＥＧＲガス温度と前記第１の過給機のコンプレッサの直上流での吸気温度とに基づいて前記第１のヒータと前記第１の切換弁を制御するとともに、前記第２のＥＧＲクーラの直上流でのＥＧＲガス温度と前記第２の過給機のコンプレッサの直上流での吸気温度とに基づいて前記第２のヒータと前記第２の切換弁を制御する制御手段と、を備え、前記制御手段は、ＥＧＲガス中の水蒸気が凝縮を開始する凝縮温度よりも所定に高い設定温度に基づいて制御を行うものであり、前記第１の過給機のコンプレッサの直上流での吸気温度が前記設定温度よりも高い場合であっても前記第１のＥＧＲクーラの直上流でのＥＧＲガス温度が前記設定温度以下である場合には前記第１の切換弁の制御を通じて前記第１のＥＧＲクーラへのＥＧＲガスの流通を遮断し、前記第２の過給機のコンプレッサの直上流での吸気温度が前記設定温度よりも高い場合であっても前記第２のＥＧＲクーラの直上流でのＥＧＲガス温度が前記設定温度以下である場合には前記第２の切換弁の制御を通じて前記第２のＥＧＲクーラへのＥＧＲガスの流通を遮断するものである。 An exhaust gas recirculation device for a diesel engine according to an aspect of the present invention includes a plurality of cylinders that are classified as either a first cylinder group or a second cylinder group, and the cylinders of the first cylinder group. A first intake passage portion communicating with the first intake passage portion and a second intake passage portion communicating with the respective cylinders of the second cylinder group, an intake passage branching downstream, and a compressor interposed in the first intake passage portion A first supercharger, a second supercharger in which a compressor is interposed in the second intake passage, an exhaust passage downstream of the diesel particulate filter, and the first supercharger. A first EGR passage that communicates with the first intake passage portion upstream of the compressor of the feeder to recirculate a part of the exhaust gas in the exhaust passage to the first intake passage portion as EGR gas. And with respect to the first intake passage portion A first EGR control valve that adjusts the opening degree of the first EGR passage, a first EGR cooler, the first heater provided in the first bypass passage bypassing the first EGR cooler, the A first switching valve that variably adjusts the flow rate ratio between the first EGR cooler and the first bypass passage is provided, and the EGR gas flowing through the first EGR passage can be cooled or heated. A first temperature control means for adjusting the temperature of the EGR gas flowing through the first EGR passage; the exhaust passage downstream of the diesel particulate filter; and the compressor of the second supercharger A second EGR passage communicating with the second intake passage portion upstream of the second intake passage to recirculate a part of the exhaust gas in the exhaust passage as EGR gas to the second intake passage portion; 2 intake A second EGR control valve for adjusting an opening degree of the second EGR passage for road section, a provided in the second bypass passage bypassing the second EGR cooler, the second EGR cooler 2 And a second switching valve that variably adjusts the flow rate ratio between the second EGR cooler and the second bypass passage, and cools or heats the EGR gas flowing through the second EGR passage. it is possible to, the second temperature adjustment means for adjusting the temperature of the EGR gas flowing through the second EGR passage, the EGR gas temperature and the first straight upstream of the first EGR cooler And controlling the first heater and the first switching valve based on the intake air temperature immediately upstream of the compressor of the turbocharger, and the EGR gas temperature immediately upstream of the second EGR cooler and the Second turbocharger comp Control means for controlling the second heater and the second switching valve on the basis of the intake air temperature immediately upstream of the lesser, and the control means condenses the water vapor in the EGR gas to start condensing. Control is performed based on a preset temperature that is higher than a predetermined temperature, and even if the intake air temperature immediately upstream of the compressor of the first supercharger is higher than the preset temperature, When the EGR gas temperature immediately upstream of the EGR cooler is equal to or lower than the set temperature, the flow of the EGR gas to the first EGR cooler is blocked through the control of the first switching valve, and the second excess Even if the intake air temperature immediately upstream of the compressor of the feeder is higher than the set temperature, the second EGR gas temperature immediately upstream of the second EGR cooler is not more than the set temperature. Through control of the switching valve It is intended to cut off the flow of EGR gas to the serial second EGR cooler.

本発明のディーゼルエンジンの排気ガス再循環装置によれば、好適なトルク特性と排気特性とを維持しつつ、大量ＥＧＲによる低温燃焼の適用範囲を拡大することができる。   According to the exhaust gas recirculation device for a diesel engine of the present invention, it is possible to expand the application range of low-temperature combustion with a large amount of EGR while maintaining suitable torque characteristics and exhaust characteristics.

以下、図面を参照して本発明の形態を説明する。図面は本発明の一実施形態に係わり、図１は排気ガス再循環装置を備えたエンジンの概略構成図、図２はエンジンの各燃焼領域を示す図表、図３は排気ガス再循環装置を備えたエンジンの変形例を示す概略構成図である。   Hereinafter, embodiments of the present invention will be described with reference to the drawings. The drawings relate to an embodiment of the present invention, FIG. 1 is a schematic configuration diagram of an engine equipped with an exhaust gas recirculation device, FIG. 2 is a chart showing each combustion region of the engine, and FIG. 3 is equipped with an exhaust gas recirculation device. FIG.

図１に示すエンジンは、例えば、自動車等の車両に搭載される過給機付きのディーゼルエンジンであり、本実施形態では、水平対向型４気筒エンジンが示されている。このエンジン１のシリンダブロック２の左右両バンクにはシリンダヘッド３Ｌ，３Ｒがそれぞれ冠設されている。そして、例えば、シリンダブロック２の左バンクにはシリンダヘッド３Ｌとの間に＃１，＃３気筒２ａが形成され、シリンダブロック２の右バンクにはシリンダヘッド３Ｒとの間に＃２，＃４気筒２ａが形成されている。ここで、本実施形態において、これらの気筒２ａは、２つの気筒群（第１，第２の気筒群）に分類されている。具体的には、＃１〜＃４気筒２ａのうち、例えば、エンジン１の左バンクに形成される＃１，＃３気筒２ａが第１の気筒群に分類され、エンジン１の右バンクに形成される＃２，＃４気筒２ａが第２の気筒群に分類されている。   The engine shown in FIG. 1 is, for example, a diesel engine with a supercharger mounted on a vehicle such as an automobile. In the present embodiment, a horizontally opposed four-cylinder engine is shown. Cylinder heads 3L and 3R are respectively crowned on the left and right banks of the cylinder block 2 of the engine 1. For example, # 1 and # 3 cylinders 2a are formed between the left bank of the cylinder block 2 and the cylinder head 3L, and # 2 and # 4 are formed between the right bank of the cylinder block 2 and the cylinder head 3R. A cylinder 2a is formed. Here, in the present embodiment, these cylinders 2a are classified into two cylinder groups (first and second cylinder groups). Specifically, among the cylinders # 1 to # 4, for example, # 1 and # 3 cylinders 2a formed in the left bank of the engine 1 are classified into the first cylinder group and formed in the right bank of the engine 1. The # 2 and # 4 cylinders 2a are classified into the second cylinder group.

各シリンダヘッド３Ｌ，３Ｒには、気筒２ａ毎に吸気ポート３ａと排気ポート３ｂとが形成されている。また、各シリンダヘッド３Ｌ，３Ｒには、各吸、排気ポート３ａ，３ｂを開閉する吸，排気弁を動作させるための動弁機構４０がそれぞれ設けられている。本実施形態において、各動弁機構４０は、可変バルブタイミング機構を備えており、クランク軸に対する吸気カム軸の回転位相（変位角）を連続的に変更することにより、吸気弁の開閉タイミングをバンク毎に変更することが可能となっている。また、各シリンダヘッド３Ｌ，３Ｒには、燃料を筒内に直接噴射するためのインジェクタ４１が気筒２ａ毎にそれぞれ設けられている。   In each cylinder head 3L, 3R, an intake port 3a and an exhaust port 3b are formed for each cylinder 2a. Further, each cylinder head 3L, 3R is provided with a valve operating mechanism 40 for operating the intake and exhaust valves for opening and closing the respective intake and exhaust ports 3a, 3b. In the present embodiment, each valve operating mechanism 40 includes a variable valve timing mechanism, and by continuously changing the rotational phase (displacement angle) of the intake camshaft with respect to the crankshaft, the opening / closing timing of the intake valve is banked. It can be changed every time. Each cylinder head 3L, 3R is provided with an injector 41 for each cylinder 2a for directly injecting fuel into the cylinder.

各吸気ポート３ａは、吸気マニホルド５Ｌ，５Ｒを介して上流側で気筒群毎に集合され、この集合部に形成されたエアチャンバ６Ｌ，６Ｒを介して吸気通路７に個別に接続されている。具体的に説明すると、吸気通路７の下流側は、第１の吸気通路部７Ｌと第２の吸気通路部７Ｒとに分岐されている。そして、第１の吸気通路部７Ｌの下流端がエアチャンバ６Ｌに接続され、第２の吸気通路部７Ｒの下流端がエアチャンバ６Ｒに接続されている。   Each intake port 3a is gathered for each cylinder group on the upstream side via intake manifolds 5L and 5R, and is individually connected to the intake passage 7 via air chambers 6L and 6R formed in the gathered portion. More specifically, the downstream side of the intake passage 7 is branched into a first intake passage portion 7L and a second intake passage portion 7R. The downstream end of the first intake passage portion 7L is connected to the air chamber 6L, and the downstream end of the second intake passage portion 7R is connected to the air chamber 6R.

第１の吸気通路部７Ｌには、第１のインタークーラ１０Ｌが介装され、この第１のインタークーラ１０Ｌの上流側に第１のターボ過給機１１Ｌのコンプレッサ１１Ｌａが介装されている。同様に、第２の吸気通路部７Ｒには、第２のインタークーラ１０Ｒが介装され、この第２のインタークーラ１０Ｒの上流側に第２のターボ過給機１１Ｒのコンプレッサ１１Ｒａが介装されている。   A first intercooler 10L is interposed in the first intake passage portion 7L, and a compressor 11La of the first turbocharger 11L is interposed upstream of the first intercooler 10L. Similarly, a second intercooler 10R is interposed in the second intake passage portion 7R, and a compressor 11Ra of the second turbocharger 11R is interposed upstream of the second intercooler 10R. ing.

さらに、第１，第２の吸気通路部７Ｌ，７Ｒの分岐部よりも上流側において、吸気通路７には、エアクリーナ１２が介装され、このエアクリーナ１２の上流側に吸気チャンバ１３が連通されている。   Further, an air cleaner 12 is interposed in the intake passage 7 on the upstream side of the branch portion of the first and second intake passage portions 7L and 7R, and an intake chamber 13 is communicated with the upstream side of the air cleaner 12. Yes.

一方、各排気ポート３ｂは、排気マニホルド１５を介して下流側で集合され、排気通路１７に接続されている。本実施形態において、排気通路１７の中途は、第１，第２の気筒群に対応して第１の排気通路部１７Ｌと第２の排気通路部１７Ｒとに分岐された後、再度集合されている。そして、第１の排気通路部１７Ｌには第１のターボ過給機１１Ｌのタービン１１Ｌｂが介装され、第２の排気通路部１７Ｒには第２のターボ過給機１１Ｒのタービン１１Ｒｂが介装されている。   On the other hand, the exhaust ports 3 b are gathered downstream via the exhaust manifold 15 and connected to the exhaust passage 17. In the present embodiment, the middle of the exhaust passage 17 is branched again into the first exhaust passage portion 17L and the second exhaust passage portion 17R corresponding to the first and second cylinder groups, and then assembled again. Yes. A turbine 11Lb of the first turbocharger 11L is interposed in the first exhaust passage portion 17L, and a turbine 11Rb of the second turbocharger 11R is interposed in the second exhaust passage portion 17R. Has been.

さらに、第１，第２の排気通路部１７Ｌ，１７Ｒの集合部よりも下流側において、排気通路１７には、ディーゼルパティキュレートフィルタ（ＤＰＦ：Diesel Particulate Filter）１８が介装され、このＤＰＦ１８の下流側にマフラ１９が介装されている。ここで、ＤＰＦ１８は、周知のように、排気中のＰＭ（パティキュレートマター：粒子状物質＝主に黒煙（煤：ＳＯＯＴ）、ＳＯＦと称される燃え残った燃料や潤滑油の成分、サルフェートと称される軽油燃料中の硫黄分から生成される成分を含む）を捕集することで、これらの大気中への排出を抑制する。   Furthermore, a diesel particulate filter (DPF: Diesel Particulate Filter) 18 is interposed in the exhaust passage 17 on the downstream side of the assembly portion of the first and second exhaust passage portions 17L and 17R. A muffler 19 is interposed on the side. Here, the DPF 18 is, as is well known, PM (particulate matter: particulate matter = mainly black smoke (SOOT)) in the exhaust gas, unburned fuel or lubricant component called SOF, sulfate (Including components generated from the sulfur content in light oil fuel called)) to suppress these emissions into the atmosphere.

このようなエンジン１の吸排気系において、吸気通路７と排気通路１７との間には、排気ガス再循環装置（ＥＧＲ装置）３０が備えられている。本実施形態において、ＥＧＲ装置３０は、排気通路１７内の排気ガスの一部をＥＧＲガスとしてコンプレッサ１１Ｌａ，１１Ｒａの上流側に還流させる低圧式のＥＧＲ装置で構成され、このＥＧＲ装置３０は第１，第２のＥＧＲ通路３１Ｌ，３１Ｒを有する。   In such an intake and exhaust system of the engine 1, an exhaust gas recirculation device (EGR device) 30 is provided between the intake passage 7 and the exhaust passage 17. In the present embodiment, the EGR device 30 is configured by a low-pressure EGR device that recirculates a part of the exhaust gas in the exhaust passage 17 to the upstream side of the compressors 11La and 11Ra as EGR gas. , Second EGR passages 31L, 31R.

第１のＥＧＲ通路３１Ｌの一端側はＤＰＦ１８よりも下流側で排気通路１７に接続され、他端側はコンプレッサ１１Ｌａの上流側で第１の吸気通路部７Ｌに接続されている。これにより、第１のＥＧＲ通路３１Ｌは、排気通路１７と第１の吸気通路部７Ｌとの間を連通し、ＤＰＦ１８で煤等が捕集された後の排気ガスの一部を、ＥＧＲガスとしてコンプレッサ１１Ｌａの上流側に還流することが可能となっている。   One end side of the first EGR passage 31L is connected to the exhaust passage 17 on the downstream side of the DPF 18, and the other end side is connected to the first intake passage portion 7L on the upstream side of the compressor 11La. Thereby, the first EGR passage 31L communicates between the exhaust passage 17 and the first intake passage portion 7L, and a part of the exhaust gas after the soot and the like is collected by the DPF 18 is used as EGR gas. It is possible to return to the upstream side of the compressor 11La.

同様に、第２のＥＧＲ通路３１Ｒの一端側はＤＰＦ１８よりも下流側で排気通路１７に接続され、他端側はコンプレッサ１１Ｌａの上流側で第２の吸気通路部７Ｒに接続されている。これにより、第２のＥＧＲ通路３１Ｒは、排気通路１７と第２の吸気通路部７Ｒとの間を連通し、ＤＰＦ１８で煤等が捕集された後の排気ガスの一部を、ＥＧＲガスとしてコンプレッサ１１Ｒａの上流側に還流することが可能となっている。   Similarly, one end side of the second EGR passage 31R is connected to the exhaust passage 17 on the downstream side of the DPF 18, and the other end side is connected to the second intake passage portion 7R on the upstream side of the compressor 11La. Thereby, the second EGR passage 31R communicates between the exhaust passage 17 and the second intake passage portion 7R, and a part of the exhaust gas after the soot and the like are collected by the DPF 18 is used as EGR gas. It is possible to return to the upstream side of the compressor 11Ra.

また、第１のＥＧＲ通路３１Ｌの中途には、第１のＥＧＲ通路３１Ｌを開閉する第１のＥＧＲ制御弁３２Ｌが介装されている。第１のＥＧＲ制御弁３２Ｌは、例えば、バタフライ式の弁体（図示せず）を有し、この弁体の開度がエンジン１の運転状態に応じてＥＣＵ５０で制御されることにより、第１のＥＧＲ通路３１Ｌ内を流通するＥＧＲガスの流量を調整する。   Further, a first EGR control valve 32L that opens and closes the first EGR passage 31L is interposed in the middle of the first EGR passage 31L. The first EGR control valve 32L has, for example, a butterfly type valve body (not shown), and the opening degree of the valve body is controlled by the ECU 50 in accordance with the operating state of the engine 1, whereby the first EGR control valve 32L The flow rate of the EGR gas flowing through the EGR passage 31L is adjusted.

同様に、第２のＥＧＲ通路３１Ｒの中途には、第２のＥＧＲ通路３１Ｒを開閉する第２のＥＧＲ制御弁３２Ｒが介装されている。第２のＥＧＲ制御弁３２Ｒは、例えば、バタフライ式の弁体（図示せず）を有し、この弁体の開度がエンジン１の運転状態に応じてＥＣＵ５０で制御されることにより、第２のＥＧＲ通路３１Ｒ内を流通するＥＧＲガスの流量を調整する。   Similarly, a second EGR control valve 32R that opens and closes the second EGR passage 31R is interposed in the middle of the second EGR passage 31R. The second EGR control valve 32R has, for example, a butterfly valve body (not shown), and the opening degree of the valve body is controlled by the ECU 50 in accordance with the operating state of the engine 1, whereby the second EGR control valve 32R is The flow rate of the EGR gas flowing through the EGR passage 31R is adjusted.

そして、ＥＧＲ装置３０は、気筒群に応じた２系統のＥＧＲ通路（第１，第２のＥＧＲ通路３１Ｌ，３１Ｒ）を有し、これら第１，第２のＥＧＲ通路３１Ｌ，３１Ｒのそれぞれに個別に介装されたＥＧＲ制御弁（第１，第２のＥＧＲ制御弁３２Ｌ，３２Ｒ）がエンジン制御ユニット（ＥＣＵ）５０を通じて開閉制御されることにより、第１，第２の気筒群をそれぞれ異なる燃焼形態で燃焼させることが可能となっている。   The EGR device 30 has two EGR passages (first and second EGR passages 31L and 31R) corresponding to the cylinder group, and each of the first and second EGR passages 31L and 31R is individually provided. The EGR control valves (first and second EGR control valves 32L and 32R) interposed in the cylinder are controlled to be opened and closed through an engine control unit (ECU) 50, so that the first and second cylinder groups burn differently. It can be burned in the form.

また、第１のＥＧＲ制御弁３２Ｌよりも上流側において、第１のＥＧＲ通路３１Ｌの中途には、第１のＥＧＲクーラ３３Ｌが介装されている。第１のＥＧＲクーラ３３Ｌは、例えば、水冷式のクーラで構成され、この第１のＥＧＲクーラ３３Ｌにはエンジン１の冷却水が循環される。そして、この冷却水との熱交換により、第１のＥＧＲクーラ３３Ｌは、第１のＥＧＲ通路３１Ｌの内部を流通するＥＧＲガスを冷却する。   In addition, a first EGR cooler 33L is interposed in the middle of the first EGR passage 31L on the upstream side of the first EGR control valve 32L. The first EGR cooler 33L is constituted by, for example, a water-cooled cooler, and the cooling water of the engine 1 is circulated through the first EGR cooler 33L. And the 1st EGR cooler 33L cools the EGR gas which distribute | circulates the inside of the 1st EGR channel | path 31L by heat exchange with this cooling water.

また、第１のＥＧＲ通路３１Ｌの中途には、第１のバイパス通路３４Ｌが介装されている。この第１のバイパス通路３４Ｌは、第１のＥＧＲクーラ３３Ｌと並列に介装される迂回路であり、第１のＥＧＲクーラ３３Ｌよりも上流側で第１のＥＧＲ通路３１Ｌから分岐し、第１のＥＧＲクーラ３３Ｌよりも下流側且つ第１のＥＧＲ制御弁３２Ｌよりも上流側で第１のＥＧＲ通路３１Ｌに合流する。   Further, a first bypass passage 34L is interposed in the middle of the first EGR passage 31L. The first bypass passage 34L is a detour route interposed in parallel with the first EGR cooler 33L, and branches from the first EGR passage 31L on the upstream side of the first EGR cooler 33L. The first EGR passage 31L merges downstream of the EGR cooler 33L and upstream of the first EGR control valve 32L.

また、第１のＥＧＲ通路３１Ｌ上において、第１のＥＧＲクーラ３３Ｌと第１のバイパス通路３４Ｌとの上流側の分岐部には、第１の切換弁３５Ｌが設けられている。この第１の切換弁３５Ｌは、例えば、三方バルブで構成され、第１のＥＧＲクーラ３３Ｌ側を流通するＥＧＲガスと第１のバイパス通路３４Ｌ側を流通するＥＧＲガスとの流量比を調整する。すなわち、第１の切換弁３５Ｌは、ＥＣＵ５０の制御により、第１のＥＧＲ通路３１Ｌに対する第１のＥＧＲクーラ３３Ｌと第１のバイパス通路３４Ｌとの連通量を切り換えることにより、第１のＥＧＲクーラ３３Ｌと第１のバイパス通路３４Ｌに対するＥＧＲガスの流量比を、１：０から０：１までの間で可変調整する。   In addition, on the first EGR passage 31L, a first switching valve 35L is provided at the upstream branch portion between the first EGR cooler 33L and the first bypass passage 34L. The first switching valve 35L is constituted by, for example, a three-way valve, and adjusts the flow rate ratio between the EGR gas flowing through the first EGR cooler 33L and the EGR gas flowing through the first bypass passage 34L. That is, the first switching valve 35L switches the first EGR cooler by switching the amount of communication between the first EGR cooler 33L and the first bypass passage 34L with respect to the first EGR passage 31L under the control of the ECU 50. The flow rate ratio of EGR gas to 33L and the first bypass passage 34L is variably adjusted from 1: 0 to 0: 1.

また、第１のバイパス通路３４Ｌには、内部を流通するＥＧＲガスを適宜昇温させるための第１のヒータ３６Ｌが設けられている。この第１のヒータ３６Ｌは、例えば、ＥＣＵ５０によって通電制御される電気抵抗式のヒータで構成され、第１のバイパス通路３４Ｌの外周に周設されている。   The first bypass passage 34L is provided with a first heater 36L for appropriately raising the temperature of the EGR gas flowing inside. The first heater 36L is constituted by, for example, an electric resistance heater that is energized and controlled by the ECU 50, and is provided around the outer periphery of the first bypass passage 34L.

本実施形態において、第１のＥＧＲクーラ３３Ｌ、第１のバイパス通路３４Ｌ、第１の切換弁３５Ｌ、及び、第１のヒータ３６Ｌは、第１の調温手段を構成し、これらは、第１の切換弁３５Ｌ及び第１のヒータ３６ＬがＥＣＵ５０を通じて適宜作動制御されることにより、第１のＥＧＲ通路３１Ｌを流通するＥＧＲガスの温度調整を行う。   In the present embodiment, the first EGR cooler 33L, the first bypass passage 34L, the first switching valve 35L, and the first heater 36L constitute a first temperature control means, and these are the first temperature control means. The switching valve 35L and the first heater 36L are appropriately controlled by the ECU 50 to adjust the temperature of the EGR gas flowing through the first EGR passage 31L.

同様に、第２のＥＧＲ制御弁３２Ｒよりも上流側において、第２のＥＧＲ通路３１Ｒの中途には、第２のＥＧＲクーラ３３Ｒが介装されている。第２のＥＧＲクーラ３３Ｒは、例えば、水冷式のクーラで構成され、この第２のＥＧＲクーラ３３Ｒにはエンジン１の冷却水が循環される。そして、この冷却水との熱交換により、第２のＥＧＲクーラ３３Ｒは、第２のＥＧＲ通路３１Ｒの内部を流通するＥＧＲガスを冷却する。   Similarly, a second EGR cooler 33R is interposed in the middle of the second EGR passage 31R on the upstream side of the second EGR control valve 32R. The second EGR cooler 33R is constituted by, for example, a water-cooled cooler, and the cooling water of the engine 1 is circulated through the second EGR cooler 33R. And the 2nd EGR cooler 33R cools EGR gas which distribute | circulates the inside of 2nd EGR channel | path 31R by heat exchange with this cooling water.

また、第２のＥＧＲ通路３１Ｒの中途には、第２のバイパス通路３４Ｒが介装されている。この第２のバイパス通路３４Ｒは、第２のＥＧＲクーラ３３Ｒと並列に介装される迂回路であり、第２のＥＧＲクーラ３３Ｒよりも上流側で第２のＥＧＲ通路３１Ｒから分岐し、第２のＥＧＲクーラ３３Ｒよりも下流側且つ第２のＥＧＲ制御弁３２Ｒよりも上流側で第２のＥＧＲ通路３１Ｒに合流する。   Further, a second bypass passage 34R is interposed in the middle of the second EGR passage 31R. The second bypass passage 34R is a bypass route that is interposed in parallel with the second EGR cooler 33R, and is branched from the second EGR passage 31R upstream of the second EGR cooler 33R. The EGR cooler 33R joins the second EGR passage 31R on the downstream side and on the upstream side of the second EGR control valve 32R.

また、第２のＥＧＲ通路３１Ｒ上において、第２のＥＧＲクーラ３３Ｒと第２のバイパス通路３４Ｒとの上流側の分岐部には、第２の切換弁３５Ｒが設けられている。この第２の切換弁３５Ｒは、例えば、三方バルブで構成され、第２のＥＧＲクーラ３３Ｒ側を流通するＥＧＲガスと第２のバイパス通路３４Ｒ側を流通するＥＧＲガスとの流量比を調整する。すなわち、第２の切換弁３５Ｒは、ＥＣＵ５０の制御により、第２のＥＧＲ通路３１Ｒに対する第２のＥＧＲクーラ３３Ｒと第２のバイパス通路３４Ｒとの連通量を切り換えることにより、第２のＥＧＲクーラ３３Ｒと第２のバイパス通路３４Ｒに対するＥＧＲガスの流量比を、１：０から０：１までの間で可変調整する。   On the second EGR passage 31R, a second switching valve 35R is provided at the upstream branch portion between the second EGR cooler 33R and the second bypass passage 34R. The second switching valve 35R is constituted by, for example, a three-way valve, and adjusts the flow rate ratio between the EGR gas flowing through the second EGR cooler 33R and the EGR gas flowing through the second bypass passage 34R. In other words, the second switching valve 35R controls the second EGR cooler by switching the amount of communication between the second EGR cooler 33R and the second bypass passage 34R with respect to the second EGR passage 31R under the control of the ECU 50. The flow rate ratio of EGR gas to 33R and the second bypass passage 34R is variably adjusted between 1: 0 and 0: 1.

また、第２のバイパス通路３４Ｒには、内部を流通するＥＧＲガスを適宜昇温させるための第２のヒータ３６Ｒが設けられている。この第２のヒータ３６Ｒは、例えば、ＥＣＵ５０によって通電制御される電気抵抗式のヒータで構成され、第２のバイパス通路３４Ｒの外周に周設されている。   The second bypass passage 34R is provided with a second heater 36R for appropriately raising the temperature of the EGR gas flowing inside. The second heater 36R is constituted by, for example, an electric resistance heater that is energized and controlled by the ECU 50, and is provided around the outer periphery of the second bypass passage 34R.

本実施形態において、第２のＥＧＲクーラ３３Ｒ、第２のバイパス通路３４Ｒ、第２の切換弁３５Ｒ、及び、第２のヒータ３６Ｒは、第２の調温手段を構成し、これらは、第２の切換弁３５Ｒ及び第２のヒータ３６ＲがＥＣＵ５０を通じて適宜作動制御されることにより、第２のＥＧＲ通路３１Ｒを流通するＥＧＲガスの温度調整を行う。   In the present embodiment, the second EGR cooler 33R, the second bypass passage 34R, the second switching valve 35R, and the second heater 36R constitute a second temperature control means, and these are the second temperature control means. The switching valve 35R and the second heater 36R are appropriately controlled through the ECU 50 to adjust the temperature of the EGR gas flowing through the second EGR passage 31R.

ＥＣＵ５０は、第１の気筒群と第２の気筒群の燃焼形態を、大量のＥＧＲガスを還流させることにより低圧燃焼、或いは、ＥＧＲガスを還流させない通常燃焼の何れかに、それぞれ異なるタイミングで選択的に切り換えることが可能となっている。本実施形態において、ＥＣＵ５０は、第１，第２の気筒群の燃焼形態の切換制御を、例えば、エンジン回転数センサ５１やアクセル開度センサ５２等の各種センサ類からの入力信号に基づいて行う。すなわち、ＥＣＵ５０には、例えば、図２に示すように、エンジン回転数と、アクセル開度等から演算される目標トルクと、に基づいて各気筒群の燃焼形態を決定するためのマップが予め実験等に基づいて設定され格納されている。   The ECU 50 selects the combustion mode of the first cylinder group and the second cylinder group at different timings, either low-pressure combustion by recirculating a large amount of EGR gas or normal combustion that does not recirculate EGR gas. Can be switched automatically. In the present embodiment, the ECU 50 performs switching control of the combustion mode of the first and second cylinder groups based on input signals from various sensors such as the engine speed sensor 51 and the accelerator opening sensor 52, for example. . That is, for example, as shown in FIG. 2, a map for determining the combustion mode of each cylinder group based on the engine speed and the target torque calculated from the accelerator opening, etc. is previously tested in the ECU 50. Is set and stored based on the above.

図２のマップにおいて、低温燃焼領域は、第１の気筒群及び第２の気筒群を共に低温燃焼させた場合にも目標トルクを発生させ得る運転領域に基づいて設定されている。従って、この低温燃焼領域内にエンジン回転数と目標トルクとがあるとき、ＥＣＵ５０は、第１のＥＧＲ制御弁３２Ｌ及び第２のＥＧＲ制御弁３２Ｒを共に開制御する。これにより、第１の気筒群及び第２の気筒群にＥＧＲガスが還流され、全気筒２ａで低温燃焼が実現される。   In the map of FIG. 2, the low temperature combustion region is set based on an operation region in which the target torque can be generated even when both the first cylinder group and the second cylinder group are subjected to low temperature combustion. Therefore, when the engine speed and the target torque are within the low temperature combustion region, the ECU 50 controls both the first EGR control valve 32L and the second EGR control valve 32R to open. Thereby, EGR gas is recirculated to the first cylinder group and the second cylinder group, and low temperature combustion is realized in all the cylinders 2a.

図２のマップにおいて、遷移領域は、第１の気筒群及び第２の気筒群を共に低温燃焼させた場合に、目標トルクに対して出力トルクが不足し始める運転領域に基づいて設定されている。従って、この遷移領域内にエンジン回転数と目標トルクとがあるとき、ＥＣＵ５０は、例えば、第１のＥＧＲ制御弁３２Ｌを開制御する一方で、第２のＥＧＲ制御弁３２Ｒを閉制御する。これにより、第１の気筒群では低温燃焼が行われる一方、第２の気筒群では、ＥＧＲガスの還流が遮断されて通常燃焼が行われる。そして、第１の気筒群で低温燃焼が行われるとともに第２の気筒群で通常燃焼が行われることにより、ＮＯｘとＳＯＯＴの発生を共に低減可能な燃焼形態を一部の気筒（＃１，＃３気筒）２ａで維持しつつ、目標トルクに対して不足する出力トルク分が残りの気筒（＃２，＃４気筒）２ａで補われる。 In the map of FIG. 2, the transition region is set based on an operation region where the output torque starts to become insufficient with respect to the target torque when both the first cylinder group and the second cylinder group are subjected to low temperature combustion. . Accordingly, when the engine speed and the target torque are within the transition region, the ECU 50 controls, for example, the first EGR control valve 32L to be opened and the second EGR control valve 32R to be closed. As a result, low temperature combustion is performed in the first cylinder group, while normal combustion is performed in the second cylinder group while the recirculation of EGR gas is blocked. By the normal combustion is performed in the second cylinder group with the low temperature combustion is performed in the first cylinder group, some of the cylinders together can reduce the combustion mode generation of the NO x and SOOT (# 1, The remaining output torque (cylinder # 2, cylinder # 4) is compensated for by the remaining output torque (cylinder # 2, cylinder # 4) while maintaining the target torque # 3.

図２のマップにおいて、通常燃焼領域は、第１の気筒群及び第２の気筒群を共に通常燃焼させなければ、目標トルクに達する出力トルクを発生させることが困難な運転領域に基づいて設定されている。従って、この通常燃焼領域にエンジン回転数と目標トルクとがあるとき、ＥＣＵ５０は、第１のＥＧＲ制御弁３２Ｌ及び第２のＥＧＲ制御弁３２Ｒを共に閉制御する。これにより、第１の気筒群及び第２の気筒群に対するＥＧＲガスの還流が遮断され、全気筒２ａで通常燃焼が実現される。   In the map of FIG. 2, the normal combustion region is set based on an operation region in which it is difficult to generate an output torque that reaches the target torque unless both the first cylinder group and the second cylinder group are normally combusted. ing. Accordingly, when the engine speed and the target torque are present in this normal combustion region, the ECU 50 controls both the first EGR control valve 32L and the second EGR control valve 32R to be closed. As a result, the recirculation of EGR gas to the first cylinder group and the second cylinder group is blocked, and normal combustion is realized in all the cylinders 2a.

なお、ＥＣＵ５０は、判定した燃焼形態に応じて、動弁機構４０やインジェクタ４１を気筒群毎に制御し、これにより、吸気弁の開閉タイミングや燃料噴射タイミング等が最適化される。   Note that the ECU 50 controls the valve mechanism 40 and the injector 41 for each cylinder group according to the determined combustion mode, thereby optimizing the opening / closing timing of the intake valve, the fuel injection timing, and the like.

ここで、第１，第２のＥＧＲ通路３１Ｌ，３１Ｒには各ＥＧＲクーラ３３Ｌ，３３Ｒの直上流でのＥＧＲガス温度（以下、クーラ前ガス温度という）ＴｅｆＬ，ＴｅｆＲをそれぞれ検出するための第１，第２の温度センサ３８Ｌ，３８Ｒが設けられている。また、第１，第２の吸気通路部７Ｌ，７Ｒには、第１，第２のコンプレッサ１１Ｌａ，１１Ｒａの直上流での吸気温度（ＥＧＲガスを含む吸気温度：以下、コンプレッサ前ガス温度という）ＴｃｆＬ，ＴｃｆＲをそれぞれ検出するための第１，第２の温度センサ３９Ｌ，３９Ｒが設けられている。   Here, in the first and second EGR passages 31L and 31R, first EGR gas temperatures (hereinafter referred to as pre-cooler gas temperatures) TefL and TefR are detected immediately upstream of the EGR coolers 33L and 33R, respectively. , Second temperature sensors 38L, 38R are provided. The first and second intake passage portions 7L and 7R include intake air temperatures immediately upstream of the first and second compressors 11La and 11Ra (intake air temperature including EGR gas: hereinafter referred to as pre-compressor gas temperature). First and second temperature sensors 39L and 39R for detecting TcfL and TcfR, respectively, are provided.

そして、ＥＣＵ５０は、温度センサ３８Ｌ，３９Ｌで検出された各検出温度ＴｅｆＬ，ＴｃｆＬに基づいて切換弁３５Ｌ及びヒータ３６Ｌの制御を行うことで第１のＥＧＲ通路３１Ｌを流通するＥＧＲガスの温度制御を行い、ＥＧＲガス中の水蒸気が凝縮水となることを抑制する。   Then, the ECU 50 controls the temperature of the EGR gas flowing through the first EGR passage 31L by controlling the switching valve 35L and the heater 36L based on the detected temperatures TefL and TcfL detected by the temperature sensors 38L and 39L. To suppress the water vapor in the EGR gas from becoming condensed water.

具体的に説明すると、第１のＥＧＲ制御弁３２Ｌが開弁制御されて第１の気筒群にＥＧＲガスが還流されている場合において、ＥＣＵ５０は、基本的には、コンプレッサ前ガス温度ＴｃｆＬに基づいて第１の切換弁３５Ｌ及び第１のヒータ３６Ｌを制御する。すなわち、ＥＣＵ５０は、先ず、コンプレッサ前ガス温度ＴｃｆＬが設定温度Ｔ２以下である場合には、第１の切換弁３５Ｌの制御を通じて、第１のＥＧＲクーラ３３Ｌ側を流通するＥＧＲガスの流量比を減少させる（第１のバイパス通路３４Ｌ側を流通するＥＧＲガスの流量比を増加させる）。さらに、ＥＣＵ５０は、第１のＥＧＲクーラ３３Ｌ側へのＥＧＲガスの流通が遮断された場合であっても依然としてコンプレッサ前ガス温度ＴｃｆＬが設定温度Ｔ２以下である場合、第１のヒータ３６Ｌの通電制御を通じて、第１のバイパス通路３４Ｌ内を流通するＥＧＲガスの昇温制御を行う。但し、第１のＥＧＲクーラ３３Ｌ内での凝縮水の発生を防止するため、コンプレッサ前ガス温度ＴｃｆＬが設定温度Ｔ２より高い場合であっても、クーラ前ガス温度ＴｅｆＬが設定温度Ｔ２以下である場合、ＥＣＵ５０は、第１のＥＧＲクーラ３３Ｌ側へのＥＧＲガスの流通を遮断する。ここで、設定温度Ｔ２は、例えば、ＥＧＲガス中の水蒸気が凝縮を開始する温度（凝縮温度）Ｔ１を基準として設定されるもので、具体的には、凝縮温度Ｔ１（例えば、Ｔ１＝１００℃）よりも所定温度高い温度に設定されている。   More specifically, when the first EGR control valve 32L is controlled to open and the EGR gas is recirculated to the first cylinder group, the ECU 50 is basically based on the pre-compressor gas temperature TcfL. The first switching valve 35L and the first heater 36L are controlled. That is, first, when the pre-compressor gas temperature TcfL is equal to or lower than the set temperature T2, the ECU 50 reduces the flow rate ratio of the EGR gas flowing through the first EGR cooler 33L through the control of the first switching valve 35L. (The flow rate ratio of the EGR gas flowing through the first bypass passage 34L is increased). Further, the ECU 50 controls the energization of the first heater 36L when the pre-compressor gas temperature TcfL is still equal to or lower than the set temperature T2 even when the flow of EGR gas to the first EGR cooler 33L is interrupted. The temperature rise control of the EGR gas flowing through the first bypass passage 34L is performed. However, in order to prevent the generation of condensed water in the first EGR cooler 33L, even if the pre-compressor gas temperature TcfL is higher than the set temperature T2, the pre-cooler gas temperature TefL is equal to or lower than the set temperature T2. The ECU 50 interrupts the flow of EGR gas to the first EGR cooler 33L side. Here, the set temperature T2 is set on the basis of, for example, a temperature (condensation temperature) T1 at which water vapor in the EGR gas starts condensing, and specifically, a condensation temperature T1 (for example, T1 = 100 ° C.). ) Is set to a temperature that is higher than the predetermined temperature.

同様に、ＥＣＵ５０は、温度センサ３８Ｒ，３９Ｒで検出された各検出温度ＴｅｆＲ，ＴｃｆＲに基づいて切換弁３５Ｒ及びヒータ３６Ｒの制御を行うことで第２のＥＧＲ通路３１Ｒを流通するＥＧＲガスの温度制御を行い、ＥＧＲガス中の水蒸気が凝縮水となることを抑制する。   Similarly, the ECU 50 controls the temperature of the EGR gas flowing through the second EGR passage 31R by controlling the switching valve 35R and the heater 36R based on the detected temperatures TefR and TcfR detected by the temperature sensors 38R and 39R. The water vapor in the EGR gas is suppressed from becoming condensed water.

具体的に説明すると、第２のＥＧＲ制御弁３２Ｒが開弁制御されて第２の気筒群にＥＧＲガスが還流されている場合において、ＥＣＵ５０は、基本的には、コンプレッサ前ガス温度ＴｃｆＲに基づいて第２の切換弁３５Ｒ及び第２のヒータ３６Ｒを制御する。すなわち、ＥＣＵ５０は、先ず、コンプレッサ前ガス温度ＴｃｆＲが設定温度Ｔ２以下である場合には、第２の切換弁３５Ｒの制御を通じて、第２のＥＧＲクーラ３３Ｒ側を流通するＥＧＲガスの流量比を減少させる（第２のバイパス通路３４Ｒ側を流通するＥＧＲガスの流量比を増加させる）。さらに、ＥＣＵ５０は、第２のＥＧＲクーラ３３Ｒ側へのＥＧＲガスの流通が遮断された場合であっても依然としてコンプレッサ前ガス温度ＴｃｆＲが設定温度Ｔ２以下である場合、第２のヒータ３６Ｒの通電制御を通じて、第２のバイパス通路３４Ｒ内を流通するＥＧＲガスの昇温制御を行う。但し、第２のＥＧＲクーラ３３Ｒ内での凝縮水の発生を防止するため、コンプレッサ前ガス温度ＴｃｆＲが設定温度Ｔ２より高い場合であっても、クーラ前ガス温度ＴｅｆＲが設定温度Ｔ２以下である場合、ＥＣＵ５０は、第２のＥＧＲクーラ３３Ｒ側へのＥＧＲガスの流通を遮断する。   More specifically, when the second EGR control valve 32R is controlled to open and the EGR gas is recirculated to the second cylinder group, the ECU 50 is basically based on the pre-compressor gas temperature TcfR. Then, the second switching valve 35R and the second heater 36R are controlled. That is, the ECU 50 first decreases the flow rate ratio of the EGR gas flowing through the second EGR cooler 33R side through the control of the second switching valve 35R when the pre-compressor gas temperature TcfR is equal to or lower than the set temperature T2. (The flow rate ratio of the EGR gas flowing through the second bypass passage 34R is increased). Further, the ECU 50 controls the energization of the second heater 36R when the pre-compressor gas temperature TcfR is still equal to or lower than the set temperature T2 even when the flow of EGR gas to the second EGR cooler 33R is interrupted. The temperature control of the EGR gas flowing through the second bypass passage 34R is performed. However, in order to prevent the generation of condensed water in the second EGR cooler 33R, even if the pre-compressor gas temperature TcfR is higher than the set temperature T2, the pre-cooler gas temperature TefR is equal to or lower than the set temperature T2. The ECU 50 interrupts the flow of EGR gas to the second EGR cooler 33R side.

このような実施形態によれば、＃１〜＃４気筒２ａを第１の気筒群と第２の気筒群に分類し、吸気通路７の下流側を第１，第２の吸気通路部７Ｌ，７Ｒに分岐させて第１，第２の気筒群にそれぞれ連通し、第１，第２の吸気通路部７Ｌ，７Ｒに第１，第２のターボ過給機１１Ｌ，１１Ｒのコンプレッサ１１Ｌａ，１１Ｒａを介装すると共に、第１，第２のＥＧＲ制御弁３２Ｌ，３２Ｒをそれぞれ備えた第１，第２のＥＧＲ通路３１Ｌ，３１Ｒをコンプレッサ１１Ｌａ，１１Ｒａの上流側で第１，第２の吸気通路部７Ｌ，７Ｒにそれぞれ接続することにより、第１，第２の気筒群の燃焼形態をそれぞれ異なるタイミングで、低温燃焼或いは通常燃焼の何れかにそれぞれ切り換えることができる。そして、第１，第２の気筒群を共に低温燃焼させた場合に目標トルクに対して出力トルクが不足し始める運転領域において、例えば、第１の気筒群を低温燃焼させ、第２の気筒群を通常燃焼させることにより、好適なトルク特性と排気特性とを維持しつつ、大量ＥＧＲによる低温燃焼の適用範囲を拡大することができる。   According to such an embodiment, the # 1 to # 4 cylinders 2a are classified into the first cylinder group and the second cylinder group, and the downstream side of the intake passage 7 is connected to the first and second intake passage portions 7L, 7L, 7R is branched to communicate with the first and second cylinder groups, and the compressors 11La and 11Ra of the first and second turbochargers 11L and 11R are connected to the first and second intake passage portions 7L and 7R, respectively. The first and second EGR passages 31L and 31R having the first and second EGR control valves 32L and 32R are provided on the upstream side of the compressors 11La and 11Ra, and the first and second intake passage portions are provided. By connecting to 7L and 7R, the combustion mode of the first and second cylinder groups can be switched to either low temperature combustion or normal combustion at different timings. Then, in the operation region where the output torque starts to be insufficient with respect to the target torque when both the first and second cylinder groups are burned at low temperature, for example, the first cylinder group is burned at low temperature and the second cylinder group is burned. By normally burning the fuel, it is possible to expand the range of application of low-temperature combustion with a large amount of EGR while maintaining suitable torque characteristics and exhaust characteristics.

その際、第１，第２のＥＧＲ通路３１Ｌ，３１Ｒの中途に、第１，第２のＥＧＲクーラ３３Ｌ，３３Ｒ、第１，第２のバイパス通路３４Ｌ，３４Ｒ、第１，第２の切換弁３５Ｌ，３５Ｒ、及び、第１，第２のヒータ３６Ｌ，３６Ｒ等からなる調温手段をそれぞれ設け、各ＥＧＲ通路３１Ｌ，３１Ｒ内を流通するＥＧＲガスを個別に温度調整可能とすることにより、ＥＧＲガスの温度を気筒群毎に精度よく制御することができる。すなわち、例えば、一方の気筒群に対してのみ低温燃焼を行う場合等においても、当該気筒群に還流させるＥＧＲガスの流量等に適した専用の調温手段により、ＥＧＲガスの温度調整や管理等を容易に実現することができる。また、例えば、一方の気筒群のみを低温燃焼させた後、両気筒群を低温燃焼へと移行した場合等には、各ＥＧＲ通路３１Ｌ，３１Ｒ等をはじめとする各部の温度等が異なる場合があるが、このような場合においても、ＥＧＲガスを気筒群毎に制御することで凝縮水の発生等を的確に抑制することができる。   At that time, in the middle of the first and second EGR passages 31L and 31R, the first and second EGR coolers 33L and 33R, the first and second bypass passages 34L and 34R, the first and second switching valves are provided. By providing temperature control means including 35L, 35R, and first and second heaters 36L, 36R, etc., the EGR gas flowing through the EGR passages 31L, 31R can be individually adjusted in temperature, thereby allowing EGR The gas temperature can be accurately controlled for each cylinder group. That is, for example, even when low-temperature combustion is performed only for one cylinder group, temperature control and management of EGR gas is performed by a dedicated temperature control means suitable for the flow rate of the EGR gas to be recirculated to the cylinder group. Can be easily realized. Further, for example, when only one cylinder group is subjected to low temperature combustion and then both cylinder groups are shifted to low temperature combustion, the temperature of each part including the EGR passages 31L and 31R may be different. However, even in such a case, the generation of condensed water or the like can be accurately suppressed by controlling the EGR gas for each cylinder group.

また、各気筒２ａをバンク毎に第１の気筒群と第２の気筒群とに分類することにより、燃焼形態に応じて変化する動弁機構４０やインジェクタ４１等の制御を簡単な構成で容易に実現することができる。   Further, by classifying each cylinder 2a into a first cylinder group and a second cylinder group for each bank, it is easy to control the valve mechanism 40, the injector 41, and the like that change according to the combustion mode with a simple configuration. Can be realized.

ここで、上述の実施形態においては、バンク毎に配設した第１，第２の吸気マニホルド５Ｌ，５Ｒにより＃１〜＃４気筒２ａをバンク毎に第１，第２の気筒群に分類した一例について説明したが、例えば、図３に示すように、バンク間に跨る第１，第２の吸気マニホルド５Ａ，５Ｂによって、異バンクの気筒２ａを第１，第２の気筒群に分類することも可能である。このように構成すれば、例えば、第１，第２の気筒群で燃焼形態を異ならせた場合にも、左右バンク間の振動バランスを好適に保つことができる。   Here, in the above-described embodiment, the # 1 to # 4 cylinders 2a are classified into the first and second cylinder groups for each bank by the first and second intake manifolds 5L and 5R arranged for each bank. Although an example has been described, for example, as shown in FIG. 3, the cylinders 2a in different banks are classified into the first and second cylinder groups by the first and second intake manifolds 5A and 5B across the banks. Is also possible. If comprised in this way, the vibration balance between right-and-left banks can be suitably maintained, for example, also when different combustion forms are used in the first and second cylinder groups.

なお、上述の実施形態においては、本発明の排気ガス再循環装置を水平対向型のエンジンに適用した一例について説明したが、本発明はこれに限定されるものではなく、Ｖ型エンジンや直列型の多気筒エンジンにも適用が可能であることは勿論である。   In the above-described embodiment, an example in which the exhaust gas recirculation device of the present invention is applied to a horizontally opposed engine has been described. However, the present invention is not limited to this, and a V-type engine or a series-type engine is used. Of course, the present invention can also be applied to other multi-cylinder engines.

排気ガス再循環装置を備えたエンジンの概略構成図Schematic configuration diagram of an engine equipped with an exhaust gas recirculation device エンジンの各燃焼領域を示す図表Chart showing each combustion region of the engine 排気ガス再循環装置を備えたエンジンの変形例を示す概略構成図Schematic configuration diagram showing a modification of an engine equipped with an exhaust gas recirculation device

符号の説明Explanation of symbols

１ … エンジン
２ … シリンダブロック
２ａ … 気筒
３Ｌ … シリンダヘッド
３Ｒ … シリンダヘッド
３ａ … 吸気ポート
３ｂ … 排気ポート
５Ｌ … 第１の吸気マニホルド
５Ｒ … 第２の吸気マニホルド
６Ｌ … 第１のエアチャンバ
６Ｒ … 第２のエアチャンバ
７ … 吸気通路
７Ｌ … 第１の吸気通路部
７Ｒ … 第２の吸気通路部
１０Ｌ … 第１のインタークーラ
１０Ｒ … 第２のインタークーラ
１１Ｌ … 第１のターボ過給機
１１Ｌａ … コンプレッサ
１１Ｌｂ … タービン
１１Ｒ … 第２のターボ過給機
１１Ｒａ … コンプレッサ
１１Ｒｂ … タービン
１２ … エアクリーナ
１３ … 吸気チャンバ
１５ … 排気マニホルド
１７ … 排気通路
１７Ｌ … 第１の排気通路部
１７Ｒ … 第２の排気通路部
１８ … ＤＰＦ（Diesel Particulate Filter）
１９ … マフラ
３０ … 排気ガス再循環装置
３１ … ＥＧＲ通路
３１Ｃ … ＥＧＲ通路部
３１Ｌ … 第１のＥＧＲ通路
３１Ｒ … 第２のＥＧＲ通路
３２Ｌ … 第１のＥＧＲ制御弁
３２Ｒ … 第２のＥＧＲ制御弁
３３Ｌ … 第１のＥＧＲクーラ（第１の調温手段）
３３Ｒ … 第２のＥＧＲクーラ（第２の調温手段）
３４Ｌ … 第１のバイパス通路（第１の調温手段）
３４Ｌ … 第１のバイパス通路（第１の調温手段）
３４Ｒ … 第２のバイパス通路（第２の調温手段）
３５Ｌ … 第１の切換弁（第１の調温手段）
３５Ｒ … 第２の切換弁（第２の調温手段）
３６Ｌ … 第１のヒータ（第１の調温手段）
３６Ｒ … 第２のヒータ（第２の調温手段）
３８Ｌ … 第１の温度センサ
３８Ｒ … 第２の温度センサ
３９Ｌ … 第１の温度センサ
４０ … 動弁機構
４１ … インジェクタ
５０ … エンジン制御ユニット
５１ … エンジン回転数センサ
５２ … アクセル開度センサ
５Ａ … 第１の吸気マニホルド
５Ｂ … 第２の吸気マニホルド DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Cylinder block 2a ... Cylinder 3L ... Cylinder head 3R ... Cylinder head 3a ... Intake port 3b ... Exhaust port 5L ... 1st intake manifold 5R ... 2nd intake manifold 6L ... 1st air chamber 6R ... 1st 2 air chambers 7 ... intake passage 7L ... first intake passage portion 7R ... second intake passage portion 10L ... first intercooler 10R ... second intercooler 11L ... first turbocharger 11La ... compressor 11Lb ... Turbine 11R ... Second turbocharger 11Ra ... Compressor 11Rb ... Turbine 12 ... Air cleaner 13 ... Intake chamber 15 ... Exhaust manifold 17 ... Exhaust passage 17L ... First exhaust passage portion 17R ... Second exhaust passage portion 18 … DPF (Diesel Particulate Filter)
19 ... Muffler 30 ... Exhaust gas recirculation device 31 ... EGR passage 31C ... EGR passage portion 31L ... First EGR passage 31R ... Second EGR passage 32L ... First EGR control valve 32R ... Second EGR control valve 33L ... 1st EGR cooler (1st temperature control means)
33R ... 2nd EGR cooler (2nd temperature control means)
34L ... 1st bypass passage (1st temperature control means)
34L ... 1st bypass passage (1st temperature control means)
34R ... 2nd bypass passage (2nd temperature control means)
35L ... 1st switching valve (1st temperature control means)
35R ... 2nd switching valve (2nd temperature control means)
36L ... 1st heater (1st temperature control means)
36R ... 2nd heater (2nd temperature control means)
38L ... 1st temperature sensor 38R ... 2nd temperature sensor 39L ... 1st temperature sensor 40 ... Valve mechanism 41 ... Injector 50 ... Engine control unit 51 ... Engine speed sensor 52 ... Accelerator opening degree sensor 5A ... 1st Intake manifold 5B ... Second intake manifold

Claims (1)

第１の気筒群或いは第２の気筒群の何れかにそれぞれ分類される複数の気筒と、
前記第１の気筒群の前記各気筒に連通する第１の吸気通路部と前記第２の気筒群の前記各気筒に連通する第２の吸気通路部とに下流側が分岐する吸気通路と、
前記第１の吸気通路部にコンプレッサが介装される第１の過給機と、
前記第２の吸気通路部にコンプレッサが介装される第２の過給機と、
ディーゼルパティキュレートフィルタよりも下流側の排気通路と前記第１の過給機のコンプレッサよりも上流側の前記第１の吸気通路部とを連通して前記排気通路内の排気ガスの一部をＥＧＲガスとして前記第１の吸気通路部に還流させる第１のＥＧＲ通路と、
前記第１の吸気通路部に対する前記第１のＥＧＲ通路の開度を調整する第１のＥＧＲ制御弁と、
第１のＥＧＲクーラと、当該第１のＥＧＲクーラをバイパスする第１のバイパス通路に設けられた第１のヒータと、前記第１のＥＧＲクーラと前記第１のバイパス通路との流量比を可変調整する第１の切換弁とを備え、前記第１のＥＧＲ通路を流通する前記ＥＧＲガスを冷却或いは加熱することが可能であり、前記第１のＥＧＲ通路を流通する前記ＥＧＲガスの温度調整を行う第１の調温手段と、
前記ディーゼルパティキュレートフィルタよりも下流側の前記排気通路と前記第２の過給機のコンプレッサよりも上流側の前記第２の吸気通路部とを連通して前記排気通路内の排気ガスの一部をＥＧＲガスとして前記第２の吸気通路部に還流させる第２のＥＧＲ通路と、
前記第２の吸気通路部に対する前記第２のＥＧＲ通路の開度を調整する第２のＥＧＲ制御弁と、
第２のＥＧＲクーラと、当該第２のＥＧＲクーラをバイパスする第２のバイパス通路に設けられた第２のヒータと、前記第２のＥＧＲクーラと前記第２のバイパス通路との流量比を可変調整する第２の切換弁とを備え、前記第２のＥＧＲ通路を流通する前記ＥＧＲガスを冷却或いは加熱することが可能であり、前記第２のＥＧＲ通路を流通する前記ＥＧＲガスの温度調整を行う第２の調温手段と、
前記第１のＥＧＲクーラの直上流でのＥＧＲガス温度と前記第１の過給機のコンプレッサの直上流での吸気温度とに基づいて前記第１のヒータと前記第１の切換弁を制御するとともに、前記第２のＥＧＲクーラの直上流でのＥＧＲガス温度と前記第２の過給機のコンプレッサの直上流での吸気温度とに基づいて前記第２のヒータと前記第２の切換弁を制御する制御手段と、を備え、
前記制御手段は、ＥＧＲガス中の水蒸気が凝縮を開始する凝縮温度よりも所定に高い設定温度に基づいて制御を行うものであり、前記第１の過給機のコンプレッサの直上流での吸気温度が前記設定温度よりも高い場合であっても前記第１のＥＧＲクーラの直上流でのＥＧＲガス温度が前記設定温度以下である場合には前記第１の切換弁の制御を通じて前記第１のＥＧＲクーラへのＥＧＲガスの流通を遮断し、前記第２の過給機のコンプレッサの直上流での吸気温度が前記設定温度よりも高い場合であっても前記第２のＥＧＲクーラの直上流でのＥＧＲガス温度が前記設定温度以下である場合には前記第２の切換弁の制御を通じて前記第２のＥＧＲクーラへのＥＧＲガスの流通を遮断することを特徴とするディーゼルエンジンの排気ガス再循環装置。 A plurality of cylinders each classified as either a first cylinder group or a second cylinder group;
An intake passage branched downstream from a first intake passage portion communicating with each cylinder of the first cylinder group and a second intake passage portion communicating with each cylinder of the second cylinder group;
A first supercharger in which a compressor is interposed in the first intake passage portion;
A second supercharger in which a compressor is interposed in the second intake passage portion;
A portion of the exhaust gas in the exhaust passage is EGRed by connecting the exhaust passage downstream of the diesel particulate filter and the first intake passage upstream of the compressor of the first supercharger. A first EGR passage that recirculates as gas to the first intake passage portion;
A first EGR control valve that adjusts an opening of the first EGR passage relative to the first intake passage portion;
The flow rate ratio between the first EGR cooler, the first heater provided in the first bypass passage that bypasses the first EGR cooler, and the first EGR cooler and the first bypass passage is variable. A first switching valve for adjusting the EGR gas flowing through the first EGR passage, and cooling or heating the EGR gas, and adjusting the temperature of the EGR gas flowing through the first EGR passage. First temperature control means to perform;
A part of the exhaust gas in the exhaust passage by communicating the exhaust passage downstream of the diesel particulate filter and the second intake passage upstream of the compressor of the second supercharger. A second EGR passage that recirculates gas as EGR gas to the second intake passage portion;
A second EGR control valve for adjusting an opening degree of the second EGR passage relative to the second intake passage portion;
The flow rate ratio between the second EGR cooler, the second heater provided in the second bypass passage that bypasses the second EGR cooler, and the second EGR cooler and the second bypass passage is variable. A second switching valve that adjusts the temperature of the EGR gas that flows through the second EGR passage , and is capable of cooling or heating the EGR gas that flows through the second EGR passage. A second temperature control means to perform ;
The first heater and the first switching valve are controlled based on the EGR gas temperature immediately upstream of the first EGR cooler and the intake air temperature immediately upstream of the compressor of the first supercharger. And the second heater and the second switching valve based on the EGR gas temperature immediately upstream of the second EGR cooler and the intake air temperature immediately upstream of the compressor of the second supercharger. Control means for controlling,
The control means performs control based on a preset temperature that is higher than a condensation temperature at which water vapor in the EGR gas starts condensing, and an intake air temperature immediately upstream of the compressor of the first supercharger. Is higher than the set temperature, but the EGR gas temperature immediately upstream of the first EGR cooler is equal to or lower than the set temperature, the first EGR is controlled through the control of the first switching valve. Even if the intake air temperature immediately upstream of the compressor of the second supercharger is higher than the set temperature, the flow of EGR gas to the cooler is shut off. exhaust gas recirculation diesel engine EGR gas temperature is equal to or blocking the flow of EGR gas to the second EGR cooler through the control of the second switching valve when it is less than the set temperature Location.
JP2008232534A 2008-09-10 2008-09-10 Diesel engine exhaust gas recirculation system Expired - Fee Related JP5231908B2 (en)

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