JP5440728B2 - EGR control system for internal combustion engine - Google Patents

Description

  The present invention relates to an EGR control system for an internal combustion engine.

  In the regeneration process of the PM filter and the reduction process of the NOx storage reduction catalyst, the air-fuel ratio of the exhaust gas may be changed richly by adding fuel to the exhaust gas. In an internal combustion engine equipped with an EGR device, When the fuel is added to the exhaust gas, the air-fuel ratio of the exhaust gas recirculated to the intake passage by the EGR device changes richly, causing fluctuations in the oxygen concentration of the intake air, causing combustion fluctuations and exhaust deterioration. There is a case.

  In response to this problem, an increase in carbon dioxide in the exhaust gas recirculated to the intake passage by the EGR device at the time of fuel addition to the exhaust gas is predicted. Based on this prediction, the oxygen concentration of the intake air before and after the fuel addition to the exhaust gas is A technique for performing EGR control for reducing the amount of EGR gas so as not to fluctuate has been proposed (see, for example, Patent Document 1).

JP 2008-208723 A JP 2008-175079 A JP 2008-196371 A JP 2008-208801 A

  To solve the above problem, an air-fuel ratio sensor is provided in the exhaust passage to measure the change in the air-fuel ratio of the exhaust after fuel addition, and EGR control is performed so that the oxygen concentration in the intake air does not fluctuate before and after fuel addition based on the measured value. Can also be considered. In this way, it is expected that fluctuations in the oxygen concentration of the intake air can be suppressed more reliably than EGR control based on prediction.

  However, depending on the positional relationship between the EGR valve and the air-fuel ratio sensor, the exhaust gas whose air-fuel ratio has fluctuated may reach the EGR valve before the measurement value obtained by the air-fuel ratio sensor is obtained. It is difficult to perform EGR control based on the measured value by the air-fuel ratio sensor.

  In addition, in an EGR system equipped with two systems of EGR devices, a high pressure EGR device and a low pressure EGR device, the effect of the intake air on the air-fuel ratio may differ depending on the position where fuel is added. Therefore, it is necessary to control the high pressure EGR device and the low pressure EGR device.

  The present invention has been made in view of such problems, and provides a technique for more reliably suppressing fluctuations in the oxygen concentration of intake air before and after fuel addition in an internal combustion engine equipped with a high pressure EGR device and a low pressure EGR device. The purpose is to do.

In order to achieve this object, an EGR control system for an internal combustion engine according to the present invention comprises:
A turbocharger having a turbine provided in the exhaust passage of the internal combustion engine and a compressor provided in the intake passage of the internal combustion engine;
A high pressure EGR passage communicating the exhaust passage upstream of the turbine and the intake passage downstream of the compressor;
A low pressure EGR passage that communicates an exhaust passage downstream of the turbine and an intake passage upstream of the compressor;
High-pressure EGR gas amount adjusting means for adjusting the flow rate of the exhaust gas flowing from the high-pressure EGR passage into the intake passage;
Low pressure EGR gas amount adjusting means for adjusting the flow rate of exhaust gas flowing from the low pressure EGR passage into the intake passage;
Measuring means for measuring predetermined characteristics of the exhaust;
Changing means for changing the characteristics of the exhaust gas upstream of the connection portion of the low pressure EGR passage in the exhaust passage and upstream of the measuring means;
When the exhaust gas is recirculated through the low-pressure EGR passage and the exhaust gas is changed by the changing means,
(1) A change occurring in the characteristics of the exhaust gas passing through the low-pressure EGR gas amount adjusting means due to the change in the exhaust gas characteristics is estimated, and based on the estimated value, the exhaust gas having the changed characteristics is converted into the low-pressure EGR. The low pressure EGR gas amount adjusting means is arranged so that the oxygen concentration of the intake air when flowing into the intake passage from the passage and joining the intake air is leaner than the target value of the oxygen concentration of the intake air taken into the internal combustion engine. Control
(2) After the change in the characteristics of the exhaust gas is measured by the measuring means, the intake air controlled to have a leaner oxygen concentration than the target value based on the measured value is transferred from the high pressure EGR passage to the intake passage. Control means for controlling the high-pressure EGR gas amount adjusting means so that the oxygen concentration of the intake air when combined with the inflowing exhaust gas becomes the target value;
It is characterized by providing.

  When the characteristics of the exhaust gas are changed by the changing means under the condition that the exhaust gas is recirculated through the low pressure EGR passage, the exhaust gas flowing into the intake passage from the low pressure EGR passage (hereinafter referred to as “low pressure EGR gas”) Since the characteristics change, there is a possibility that the oxygen concentration in the intake air varies.

  In the present invention, first, the change in the characteristics of the low-pressure EGR gas is estimated, and the low-pressure EGR gas amount is controlled based on the estimated value so that the oxygen concentration of the intake air is leaner than the target value. Then, after the change in the characteristics of the low-pressure EGR gas is measured, the high-pressure EGR gas is adjusted so that the oxygen concentration, which is controlled leaner than the target value, is adjusted to the rich side to match the target value based on the measured value. Control the amount.

  Since the control of the low pressure EGR gas amount is performed based on the estimated value, the oxygen concentration of the intake air may not be controlled with high accuracy. However, the control of the high pressure EGR gas amount is performed based on the measured value. The oxygen concentration of the intake air can be controlled with high accuracy.

  In the present invention, first, the control of the low pressure EGR gas amount based on the estimated value is performed on the upstream side of the intake passage, and then the control of the high pressure EGR gas amount based on the measurement value is performed on the downstream side of the intake passage. Therefore, regardless of the control accuracy of the intake oxygen concentration by controlling the low-pressure EGR gas amount, the oxygen concentration of the intake air finally sucked into the internal combustion engine can be made to coincide with the target value with high accuracy.

  Regarding the adjustment of the oxygen concentration of the intake air by controlling the amount of high-pressure EGR gas, it is possible to adjust the oxygen concentration of the intake air to the rich side by increasing the amount of high-pressure EGR gas. However, if the amount of high-pressure EGR gas is decreased, the flow rate of the mixed gas of fresh air and low-pressure EGR gas flowing from the intake passage upstream of the connection portion of the high-pressure EGR passage increases, so that the oxygen concentration of intake air is reduced to the lean side. It can be difficult to adjust.

  In the present invention, first, the low pressure EGR gas amount is controlled so that the oxygen concentration of the intake air is leaner than the target value. From this state, the control of the high pressure EGR gas amount to match the oxygen concentration of the intake air with the target value is performed. Therefore, the adjustment direction of the oxygen concentration of the intake air by controlling the high-pressure EGR gas amount is always adjusted to the rich side. Therefore, it is possible to reliably adjust the oxygen concentration of the intake air by controlling the high-pressure EGR gas amount.

  Thus, according to the EGR control system of the present invention, even when the exhaust gas is recirculated through the low-pressure EGR passage, even when the characteristics of the exhaust gas are changed by the changing means, the low-pressure EGR gas amount And the control of the amount of high-pressure EGR gas can suitably match the oxygen concentration of the intake air to the target value. Therefore, it is possible to suitably suppress the fluctuation in the oxygen concentration of the intake air due to the change in the exhaust characteristic by the changing means.

  In the present invention, the control means may measure a time difference (hereinafter referred to as “exhaust gas”) from when the change in the exhaust characteristic is measured by the measurement means until the exhaust gas whose characteristic has changed reaches the low pressure EGR gas amount adjusting means. When the “reflux delay” is a negative value or a non-negative value shorter than a predetermined threshold value, the low pressure EGR gas amount adjusting means and the high pressure EGR gas amount adjusting means described above may be controlled.

  Here, the negative exhaust gas recirculation delay means that the exhaust gas whose characteristic has changed reaches the low pressure EGR gas amount adjusting means before the change in the exhaust characteristic is measured by the measuring means. When the exhaust gas recirculation delay is negative, the low-pressure EGR gas amount cannot be controlled based on the measured value by the measuring means.

  Even if the exhaust gas recirculation delay is non-negative, it is possible to secure the time necessary for controlling the low-pressure EGR gas amount based on the measured value after the change in the exhaust gas characteristic is measured by the measuring means. If this is not possible, the low-pressure EGR gas amount cannot be controlled based on the measured value.

  “Time required for controlling the low-pressure EGR gas amount” means that the low-pressure EGR gas amount is actually controlled after the control of the low-pressure EGR gas amount adjusting means is started so as to match the low-pressure EGR gas amount with a predetermined target value. Is the time based on the response delay required until the value matches the target value. When the reflux delay is shorter than the response delay, even if the target value of the low pressure EGR gas amount is set based on the measurement value by the measuring means, the actual low pressure EGR gas amount is set before the actual low pressure EGR gas amount matches the target value. The changed exhaust gas passes through the low pressure EGR gas amount adjusting means. For this reason, the control of the low-pressure EGR gas amount based on the measurement value by the measuring means cannot be realized. The exhaust gas recirculation delay tends to decrease as the rotational speed of the internal combustion engine increases. The “predetermined threshold value” is a reference value for the rotational speed of the internal combustion engine for determining whether or not the return delay is shorter than the response delay.

  As described above, even when the exhaust gas recirculation delay is negative or a non-negative value shorter than the threshold value, according to the present invention, first, the control of the low pressure EGR gas amount based on the estimated value of the change in the exhaust gas characteristic is performed. Control of the low-pressure EGR gas amount can be started regardless of the exhaust gas recirculation delay value. Then, after the measurement value by the measuring means is obtained, the control is performed on the lean side from the target value by the control of the low-pressure EGR gas amount based on the estimated value by the high-precision control of the high-pressure EGR gas amount based on the measurement value. Since control is performed to adjust the oxygen concentration to the rich side to match the target value, even when the estimation accuracy of the estimated value is low, fluctuations in the oxygen concentration of the intake air can be reliably suppressed.

In the present invention, the control means connects the high-pressure EGR passage in the intake passage after the change in the exhaust gas characteristic is measured by the measurement means and the intake air controlled to a leaner oxygen concentration than the target value. When the time difference until reaching the part (hereinafter referred to as “intake recirculation delay”) is equal to or greater than a predetermined value, the low pressure EGR gas amount adjusting means and the high pressure EGR gas amount adjusting means are controlled. May be.

  As described above, in the present invention, after the measurement value is obtained by the measurement means, the high-pressure EGR gas amount is controlled based on the measurement value. That is, the target value of the high pressure EGR gas amount is set based on the measured value, and the control of the high pressure EGR gas amount adjusting means is started so that the high pressure EGR gas amount becomes the target value. Similar to the response delay related to the control of the low pressure EGR gas amount, the control of the high pressure EGR gas amount also has a response delay. That is, there is a delay from the start of the control of the high pressure EGR gas amount adjusting means so that the high pressure EGR gas amount becomes the target value until the actual high pressure EGR gas amount reaches the target value.

  When the intake air recirculation delay is shorter than the response delay related to the control of the high pressure EGR gas amount, the actual high pressure EGR gas adjusts the oxygen concentration of the intake air, which is controlled to be leaner than the target value, to the rich value to match the target value. Before the target high-pressure EGR gas amount set so as to be able to be reached, the intake air having a leaner oxygen concentration than the target value passes through the connection portion of the high-pressure EGR passage. Therefore, intake air having an oxygen concentration leaner than the target value is taken into the internal combustion engine.

  The “predetermined value” is a reference value for determining whether or not the intake air recirculation delay is shorter than the response delay related to the control of the high-pressure EGR gas amount.

  If the control of the high pressure EGR gas amount adjusting means and the low pressure EGR gas amount adjusting means according to the present invention is performed only when the intake air recirculation delay is not less than a predetermined value, the lean intake air from the target value is drawn into the internal combustion engine. Can be suppressed.

  In exhaust purification processing such as particulate filter regeneration processing and NOx storage reduction catalyst reduction processing, control is performed to enrich the air-fuel ratio of the exhaust by adding fuel to the exhaust or burning at a rich air-fuel ratio. Although the present invention may be performed, the present invention can be suitably applied to a case where such exhaust enrichment control is performed under a condition in which exhaust gas is recirculated through the low-pressure EGR passage.

Specifically, in the present invention,
The measuring means has air-fuel ratio measuring means for measuring the air-fuel ratio of the exhaust,
The changing means includes fuel supply means for supplying fuel to the exhaust gas upstream of the connection portion of the low pressure EGR passage in the exhaust passage and upstream of the air-fuel ratio measuring means,
The control means, when the fuel is supplied to the exhaust by the fuel supply means under the condition that the exhaust gas is recirculated through the low pressure EGR passage,
(1) An estimated value is a change in the air-fuel ratio of the exhaust gas that passes through the low-pressure EGR gas amount adjusting means caused by the fuel supply to the exhaust gas. Based on the estimated value, the exhaust gas in which the air-fuel ratio has changed is The low pressure EGR gas amount adjusting means so that the oxygen concentration of the intake air when flowing into the intake passage from the EGR passage and joining the intake air is leaner than the target value of the oxygen concentration of the intake air taken into the internal combustion engine. Control
(2) After the change in the air-fuel ratio is measured by the air-fuel ratio measuring means, the intake air controlled to have a leaner oxygen concentration than the target value based on the measured value is transferred from the high-pressure EGR passage to the intake passage. The high-pressure EGR gas amount adjusting means may be controlled so that the oxygen concentration of the intake air when combined with the exhaust gas flowing into the gas reaches the target value.

Thus, even when the fuel is supplied to the exhaust gas when the exhaust gas is recirculated through the low-pressure EGR passage, the oxygen concentration of the intake air is preferably prevented from fluctuating due to that. be able to. Further, as described above, when the exhaust enriched by the fuel supply to the exhaust reaches the low-pressure EGR gas amount adjusting means before reaching the air-fuel ratio measuring means, or the enriched exhaust becomes the air-fuel ratio measuring means Even when the time difference from when the pressure reaches the low pressure EGR gas amount adjusting means is shorter than the threshold, fluctuations in the oxygen concentration of the intake air can be accurately suppressed based on the measured value by the air-fuel ratio measuring means. .

  In the above-described configuration, the control means is configured to control the low pressure depending on whether the position where the fuel is supplied by the fuel supply means is upstream or downstream of the connection portion of the high pressure EGR passage in the exhaust passage. The target value related to the control of the EGR gas amount adjusting means may be changed.

  Examples of the case where the fuel is supplied to the exhaust passage upstream of the connection portion of the high pressure EGR passage include a case where combustion is performed at a rich air-fuel ratio and a case where fuel is supplied into the cylinder by post injection. . On the other hand, when fuel is supplied to the exhaust passage downstream from the connection portion of the high pressure EGR passage, for example, the fuel is supplied to the exhaust from the fuel addition valve provided in the exhaust passage downstream of the connection portion of the high pressure EGR passage. The case where it is added can be illustrated.

  When fuel is supplied to the exhaust passage upstream from the connection portion of the high pressure EGR passage, the rich air-fuel ratio exhaust gas flows into the intake passage through both the high pressure EGR passage and the low pressure EGR passage. On the other hand, when fuel is supplied to the exhaust passage downstream from the connection portion of the high pressure EGR passage, the rich air-fuel ratio exhaust gas flows into the intake passage only through the low pressure EGR passage. Therefore, the target value of the air amount for suppressing fluctuations in the oxygen concentration of the intake air when rich air-fuel ratio exhaust gas flows into the intake passage is that fuel is supplied to the exhaust passage upstream of the connection portion of the high pressure EGR passage. In the case where the fuel is supplied to the exhaust passage downstream of the connecting portion of the high pressure EGR passage.

  Considering this point, if the target value related to the control of the low pressure EGR gas amount adjusting means is changed in accordance with the position where the fuel is supplied to the exhaust gas by the fuel supply means, it is caused by the fuel supply to the exhaust gas. It becomes possible to more reliably suppress fluctuations in the oxygen concentration of the intake air.

  Specifically, when the fuel is supplied to the exhaust gas upstream of the connection portion of the high-pressure EGR passage in the exhaust passage by the fuel supply device, the control means supplies the fuel to the exhaust gas downstream of the connection portion. The target value related to the control of the low-pressure EGR gas amount adjusting means may be determined so that the amount of air flowing into the intake passage is larger than when supplied.

  According to the present invention, in an internal combustion engine including a high pressure EGR device and a low pressure EGR device, it is possible to more reliably suppress fluctuations in the oxygen concentration of intake air before and after fuel addition.

1 is a plan view illustrating a schematic configuration of an engine to which an EGR control system according to a first embodiment is applied, and an intake system and an exhaust system thereof. It is a figure which shows the switching control map of the high voltage | pressure EGR and low voltage | pressure EGR based on the operating condition of the engine in the EGR control system which concerns on Example 1. FIG. In the EGR control system according to the first embodiment, (A) a fuel addition command value when fuel is added to the exhaust by the fuel addition valve under the operating condition in which the exhaust gas is recirculated through the low pressure EGR passage; B) The air-fuel ratio of the exhaust near the fuel addition valve, (C) The air-fuel ratio of the exhaust near the air-fuel ratio sensor (the measured value of the air-fuel ratio of the exhaust by the air-fuel ratio sensor), (D) The air-fuel ratio of the exhaust near the low-pressure EGR valve (E) Calculated value of target low-pressure EGR gas amount, (F) Low-pressure EGR gas amount, (G) Oxygen concentration in the vicinity of the junction of the low-pressure EGR passage, (H) Calculation of target high-pressure EGR gas amount It is a time chart which shows an example of a value, (I) High pressure EGR gas amount, (J) Oxygen concentration of the intake air near the confluence | merging part of a high pressure EGR passage, and each time change. 3 is a flowchart of rich spike response control in the EGR control system according to the first embodiment. 7 is a flowchart of rich spike response control in the EGR control system according to the second embodiment.

  Hereinafter, embodiments of the present invention will be described in detail. The dimensions, materials, shapes, relative arrangements, and the like of the components described in the present embodiment are not intended to limit the technical scope of the invention to those unless otherwise specified.

  An EGR control system for an internal combustion engine according to a first embodiment will be described. FIG. 1 is a diagram schematically showing a schematic configuration of an internal combustion engine to which an EGR control system for an internal combustion engine according to the present embodiment is applied, and an intake system and an exhaust system thereof. In FIG. 1, the engine 1 includes four cylinders 2, and each cylinder 2 includes a fuel injection valve 29 that directly injects fuel into the cylinder. The engine 1 is provided with a crank angle sensor 22 that measures the rotation angle of the crankshaft of the engine 1 and an accelerator opening sensor 27 that measures the amount of depression of an accelerator pedal (not shown). Each cylinder 2 communicates with an intake manifold 5 and an exhaust manifold 6.

  An intake passage 3 is connected to the intake manifold 5. Connected to the intake passage 3 is a high-pressure EGR passage 9 that guides part of the exhaust gas in the exhaust manifold 6 to the intake passage 3 at high temperature and pressure. In the present embodiment, the high pressure EGR passage 9 corresponds to a “high pressure EGR passage” in the present invention. The intake passage 3 upstream of the connection portion of the high-pressure EGR passage 9 is provided with a first throttle valve 23 that can change the flow passage area of the intake passage 3. The intake passage 3 upstream of the first throttle valve 23 is provided with an intercooler 11 that cools the intake air. The intake passage 3 upstream of the intercooler 11 is provided with a supercharger compressor 7. Connected to the intake passage 3 upstream of the compressor 7 is a low-pressure EGR passage 12 that guides part of the exhaust gas in the exhaust passage 4 to the intake passage 3 at a low temperature and low pressure. In this embodiment, the low pressure EGR passage 12 corresponds to the “low pressure EGR passage” in the present invention. The intake passage 3 upstream of the connection portion of the low pressure EGR passage 12 is provided with a second throttle valve 24 that can change the flow passage area of the intake passage 3. The intake passage 3 upstream of the second throttle valve 24 is provided with an air flow meter 25 for measuring the amount of air flowing into the intake passage 3. The intake passage 3 upstream of the air flow meter 25 is provided with an air cleaner 26 for removing foreign substances in the air.

  The above-described high pressure EGR passage 9 is connected to the exhaust manifold 6, and the exhaust manifold 6 and the intake passage 3 are communicated with each other. An exhaust passage 4 is connected to the exhaust manifold 6. The exhaust passage 4 is provided with a fuel addition valve 21 for adding fuel to the exhaust. A turbocharger turbine 8 is provided in the exhaust passage 4 downstream of the installation position of the fuel addition valve 21. An exhaust gas purification device 17 is provided in the exhaust passage 4 on the downstream side of the turbine 8. The exhaust gas purification device 17 includes a filter 18 that collects particulate matter (PM) in the exhaust gas and an NOx storage reduction catalyst 19. The low-pressure EGR passage 12 described above branches off from the exhaust passage 4 at the branch portion 30 in the exhaust passage 4 on the downstream side of the exhaust purification device 17.

The high pressure EGR passage 9 is provided with a high pressure EGR valve 10 that changes the flow area of the high pressure EGR passage 9. By changing the opening degree of the high pressure EGR valve 10, the flow rate of exhaust gas (hereinafter referred to as “high pressure EGR gas”) recirculated to the intake passage 3 via the high pressure EGR passage 9 can be adjusted. The high pressure EGR valve 10 of the present embodiment corresponds to the “high pressure EGR gas amount adjusting means” of the present invention. The low pressure EGR passage 12 is provided with a low pressure EGR valve 14 that changes the flow area of the low pressure EGR passage 12. By changing the opening of the low pressure EGR valve 14,
The flow rate of the exhaust gas (hereinafter referred to as “low pressure EGR gas”) recirculated to the intake passage 3 through the low pressure EGR passage 12 can be adjusted. The low pressure EGR valve 14 of this embodiment corresponds to the “low pressure EGR gas amount adjusting means” of the present invention. A low-pressure EGR cooler 13 that cools the low-pressure EGR gas is provided in the low-pressure EGR passage 12 upstream of the low-pressure EGR valve (that is, the exhaust passage 4 side).

  The exhaust gas purification device 17 performs an exhaust gas purification process. That is, when it is determined that the amount of PM collected by the filter 18 has reached a predetermined reference amount, the PM collected by the filter 18 is added by adding fuel into the exhaust gas from the fuel addition valve 21. A process of oxidizing and removing is performed. Further, when it is determined that the amount of NOx occluded in the NOx catalyst 19 has reached a predetermined reference amount, the NOx occluded in the NOx catalyst 19 is added by adding fuel into the exhaust gas from the fuel addition valve 21. Is discharged from the NOx catalyst 19 and reduced and purified. Further, when it is determined that the amount of sulfur stored in the NOx catalyst 19 has reached a predetermined reference amount, the sulfur stored in the NOx catalyst 19 is added by adding fuel into the exhaust from the fuel addition valve 21. The process which removes is performed.

  In addition, as means for supplying fuel to the exhaust gas upstream of the exhaust purification catalyst 17 in the exhaust purification processing, post-injection may be performed by the fuel injection valve 29 in addition to fuel addition by the fuel addition valve 21. The post-injection is a small amount of sub-injection that is performed at a timing not involved in combustion after the main fuel injection. Alternatively, the injection amount of the main injection from the fuel injection valve 29 may be increased to perform combustion at a rich air-fuel ratio.

  In order to control the amount of fuel supplied to the exhaust in the exhaust purification process, the system of the present embodiment includes an air-fuel ratio sensor 20 on the exhaust passage 4 downstream of the branch portion 30 of the low pressure EGR passage 12. The air-fuel ratio sensor 20 of the present embodiment corresponds to “measuring means” of the present invention. That is, the present embodiment is an embodiment in which the “predetermined characteristic of exhaust” of the present invention is particularly set to “the air-fuel ratio of exhaust”. Based on the measured value of the air-fuel ratio of the exhaust gas by the air-fuel ratio sensor 20, fuel addition or fuel injection by the fuel addition valve 21 is performed so that the fuel necessary for suitably executing the exhaust purification process is accurately supplied to the exhaust gas. The post injection by the valve 29 is controlled.

  The engine 1 is provided with an ECU 28 that is a computer for controlling the operation of the engine 1. The ECU 28 is connected to the crank angle sensor 22, the air flow meter 25, the air-fuel ratio sensor 20, and the accelerator opening sensor 27 described above, and measurement data from these sensors is input to the ECU 28. The ECU 28 is connected to the fuel injection valve 29, the high pressure EGR valve 10, the first throttle valve 23, the low pressure EGR valve 14, the second throttle valve 24, and the fuel addition valve 21 described above. Is controlled by a command from the ECU 28. The ECU 28 has a known configuration including a CPU, a memory, an input / output interface, and the like, acquires the operating state of the engine 1 and the driver's request from measurement data input from each of the connected sensors, and based on that The control target value of each device is calculated, and the operation of each device is controlled.

  In the EGR control system of the present embodiment, exhaust gas can be recirculated through the two EGR passages of the high pressure EGR passage 9 and the low pressure EGR passage 12. The exhaust gas recirculation via the high pressure EGR passage 9 and the exhaust gas recirculation via the low pressure EGR passage 12 are switched according to the operating conditions of the engine 1. FIG. 2 shows switching control of exhaust gas recirculation through the high pressure EGR passage 9 and exhaust gas recirculation through the low pressure EGR passage 12, which is determined according to the operating conditions of the engine 1 (here, the engine speed and the engine load). It is a conceptual diagram of a map.

As shown in FIG. 2, in the low load and low speed operation region (the region labeled “HPL” in FIG. 2), exhaust gas is recirculated through the high pressure EGR passage 9. In the operating region where the rotational speed is high (the region indicated as “HPL + LPL” in FIG. 2), the exhaust gas is recirculated by using the high pressure EGR passage 9 and the low pressure EGR passage 12 together, and the load and / or rotational speed is further increased. In the high operating region (the region labeled “LPL” in FIG. 2), the exhaust gas is recirculated through the low pressure EGR passage 12. The target values of the high pressure EGR gas amount and the low pressure EGR gas amount are set in each region, and the opening degree control of the high pressure EGR valve 10 and the low pressure EGR valve 14 is performed so that the high pressure EGR gas amount and the low pressure EGR gas amount become the target values. Is done.

  In the present embodiment, when the operating state of the engine 1 belongs to the region indicated as HPL + LPL in FIG. 2 or the region indicated as LPL, the “recirculation of exhaust gas through the low pressure EGR passage” in the present invention is performed. It corresponds to the case of “under conditions to be performed”.

  When fuel is added to the exhaust from the fuel addition valve 21, a chemical reaction between the added fuel and oxygen in the exhaust proceeds, and oxygen in the exhaust is consumed, so that the air-fuel ratio of the exhaust changes. When fuel is added to the exhaust gas by the fuel addition valve 21 under the operating condition in which the exhaust gas is recirculated through the low pressure EGR passage 12, the exhaust gas whose air-fuel ratio has fluctuated is passed through the low pressure EGR passage 12 through the intake passage 3. Therefore, the oxygen concentration in the intake air of the engine 1 may fluctuate, which may cause combustion fluctuations and exhaust deterioration. That is, the ECU 28 that adds fuel from the fuel addition valve 21 to the exhaust gas in response to the request for the fuel addition valve 21 and the exhaust gas purification process of the present embodiment corresponds to the “change means” in the present invention.

  In order to solve this problem, a technique has been proposed in which fluctuations in the oxygen concentration of intake air due to fuel addition are suppressed by EGR control. Such control is hereinafter referred to as “rich spike response control”. For example, by predicting a change that occurs in the air-fuel ratio of the low-pressure EGR gas with fuel addition, and reducing the amount of low-pressure EGR gas so that the oxygen concentration in the intake air does not fluctuate, it is intended to suppress combustion fluctuations and exhaust deterioration. Technology is known. However, since it is difficult to accurately predict how the added fuel reacts in the exhaust purification device 17, fluctuations in the oxygen concentration of the intake air cannot be reliably suppressed by controlling the amount of low-pressure EGR gas based on the prediction. There is a fear.

  On the other hand, when the air-fuel ratio sensor 20 is provided in the exhaust passage 4 on the downstream side of the exhaust purification device 17 as in the system of the present embodiment, the air-fuel ratio of the low-pressure EGR gas is increased with fuel addition. The resulting change can be accurately acquired based on the measured value of the air / fuel ratio of the exhaust gas by the air / fuel ratio sensor 20. If the low-pressure EGR gas amount is controlled so that the oxygen concentration of the intake air does not fluctuate based on the measured value by the air-fuel ratio sensor 20, it is possible to more reliably suppress the fluctuation of the oxygen concentration of the intake air before and after fuel addition. it can.

  However, before the change in the air-fuel ratio of the exhaust gas accompanying the fuel addition from the fuel addition valve 21 is measured by the air-fuel ratio sensor 20, the low-pressure EGR gas in which the change due to the fuel addition occurs in the air-fuel ratio is low. When passing through the EGR valve 14, the low pressure EGR gas amount cannot be controlled based on the measured value by the air-fuel ratio sensor 20. Such a situation may occur depending on the relationship between the mounting positions of the air-fuel ratio sensor 20 and the low-pressure EGR valve 14 and hardware specifications such as the passage volume of the exhaust passage 4 and the low-pressure EGR passage 12.

  In this case, since the control of the low pressure EGR gas amount for suppressing the fluctuation of the oxygen concentration of the intake air caused by the fuel addition cannot be performed based on the measured value by the air-fuel ratio sensor 20, the intake air caused by the fuel addition cannot be controlled. There has been a problem that it is difficult to reliably suppress fluctuations in oxygen concentration.

Therefore, in the rich spike control according to this embodiment, first, a change that occurs in the air-fuel ratio of the low-pressure EGR gas accompanying fuel addition is predicted, and the low-pressure EGR gas amount is controlled based on the prediction.
Then, after the change in the air-fuel ratio of the exhaust gas accompanying the fuel addition is measured by the air-fuel ratio sensor 20, the high-pressure EGR gas amount is controlled based on the measured value. In this case, since the control of the low-pressure EGR gas amount is control based on prediction, there may be a case where high-precision control cannot be performed as described above, but since the control of the high-pressure EGR gas amount is control based on the measurement value, High-precision control can be performed.

  In this control of the low-pressure EGR gas amount, control is performed so that the oxygen concentration of the intake air (the oxygen concentration of the intake air in the merging portion 31 of the low-pressure EGR passage 12) is leaner than the original target value. Then, in the control of the high-pressure EGR gas amount, the lean oxygen concentration is adjusted to the rich side from the target value, and control is performed so as to match the target value. As described above, since the control of the oxygen concentration of the intake air by the control of the high pressure EGR gas amount can be performed with high accuracy, the oxygen concentration of the intake air (in the high pressure EGR passage 9) can be controlled by the control of the high pressure EGR gas amount. The oxygen concentration of the intake air in the merging portion 32) can be accurately controlled to the original target value. Therefore, it is possible to reliably suppress the fluctuation of the oxygen concentration in the intake air due to the fuel addition.

  As described above, the rich spike response control of the present embodiment uses the time difference between the timing at which the low pressure EGR gas flows into the intake passage 3 and the timing at which the high pressure EGR gas flows into the intake passage 3, thereby reducing the low pressure based on the predicted value. It is characterized by performing two-stage control of EGR gas amount control and high-pressure EGR gas amount control based on a measured value. By performing such rich spike control, even in a system in which the control of the low pressure EGR gas amount cannot be performed based on the measurement value by the air-fuel ratio sensor 20, the fluctuation of the oxygen concentration of the intake air caused by the fuel addition is reliably ensured. Can be suppressed.

  The rich spike handling control of this embodiment will be described with reference to FIG. FIG. 3 shows (A) a fuel addition command value and (B) a fuel addition when fuel is added to the exhaust by the fuel addition valve 21 under operating conditions in which the exhaust gas is recirculated through the low pressure EGR passage 12. The air-fuel ratio of the exhaust near the valve 21, (C) The air-fuel ratio of the exhaust near the air-fuel ratio sensor 20 (measured value of the air-fuel ratio of the exhaust by the air-fuel ratio sensor 20), (D) The air-fuel ratio of the exhaust near the low-pressure EGR valve 14 (E) the calculated value of the target low pressure EGR gas amount, (F) the low pressure EGR gas amount, (G) the oxygen concentration in the intake air near the junction 31 of the low pressure EGR passage 12, and (H) the target high pressure EGR gas amount. 5 is a time chart showing an example of a change in time, (I) the amount of high-pressure EGR gas, (J) the oxygen concentration of the intake air near the merging portion 32 of the high-pressure EGR passage 9, and each time change.

  As shown in FIG. 3A, it is assumed that fuel is added to the exhaust from the fuel addition valve 21 at time t1. With this fuel addition, as shown in FIG. 3B, the air-fuel ratio of the exhaust near the fuel addition valve 21 changes to the rich air-fuel ratio A / Fv. The rich air-fuel ratio exhaust gas flows through the exhaust passage 4, passes through the exhaust gas purification device 17, flows into the low pressure EGR passage 12 from the branch portion 30, and as shown in FIG. 14 is reached. On the other hand, the rich air-fuel ratio exhaust gas flows through the exhaust passage 4, passes through the exhaust gas purification device 17 and the branch portion 30, and reaches the air-fuel ratio sensor 20 at time t3 as shown in FIG. Then, the air-fuel ratio sensor 20 obtains a measured value A / Fm of the air-fuel ratio after the exhaust gas that has been enriched with fuel addition has passed through the exhaust gas purification device 17. It is considered that the air-fuel ratio A / Fm of the exhaust gas that has passed through the exhaust purification device 17 is substantially equal to the air-fuel ratio of the low-pressure EGR gas whose air-fuel ratio has changed with the addition of fuel. Therefore, based on the measured value A / Fm, the target value of the low-pressure EGR gas amount that can suppress the fluctuation of the oxygen concentration in the intake air can be obtained with high accuracy.

  However, as shown in FIGS. 3C and 3D, the low-pressure EGR gas whose air-fuel ratio has changed with the addition of fuel is detected at timing t2 prior to timing t3 when the measurement value obtained by the air-fuel ratio sensor 20 is obtained. Since the low pressure EGR valve 14 is reached, the target value of the low pressure EGR gas amount cannot be obtained based on the measured value A / Fm by the air-fuel ratio sensor 20.

  Therefore, in the rich spike response control of the present embodiment, when the fuel addition is performed, the predicted value of the timing t2 at which the change in the air-fuel ratio accompanying the fuel addition appears in the low pressure EGR gas near the low pressure EGR valve 14 and the fuel addition. The predicted value A / Fe of the air-fuel ratio of the low-pressure EGR gas in the vicinity of the low-pressure EGR valve 14 that varies with the operation state of the engine 1 when the fuel addition is performed and the mode of fuel addition by the fuel addition valve 21 (addition amount) , Addition time, addition pattern, etc.).

  Then, when the low-pressure EGR gas having an air-fuel ratio of the predicted value A / Fe flows into the intake passage 3 and merges with fresh air flowing in from the intake passage 3 upstream from the merging portion 31, the intake air in the merging portion 31 is reduced. The target value GLPLl of the low pressure EGR gas amount is calculated such that the oxygen concentration becomes leaner than the target value Rs of the oxygen concentration of the intake air sucked into the engine 1 (the oxygen concentration of the intake air in the intake manifold 5). To do. The solid curve GLPLl in FIG. 3E represents the target value of the low pressure EGR gas amount calculated in this way.

  In FIG. 3E, a curved line GLPLS indicated by a broken line represents the low-pressure EGR gas amount when the intake air oxygen concentration in the merging portion 31 is calculated to be the target value R0 under the same conditions. In the conventional rich spike control, the target value GLPLs of the low pressure EGR gas amount is obtained so that the oxygen concentration of the intake air becomes the target value R0 based on the predicted value as described above, and the low pressure EGR gas amount control corresponding to the target value is obtained. By doing this, it was intended to suppress fluctuations in the oxygen concentration of the intake air. However, as described above, it is difficult to accurately obtain the predicted value, and even if the low-pressure EGR gas amount is controlled to the target value GLPLs, there is a possibility that the oxygen concentration of the intake air cannot be accurately controlled to the target value R0. was there.

  Next, the low pressure EGR valve 14 is controlled so that the low pressure EGR gas amount coincides with the target value GLPLl at the predicted timing t2. Specifically, at the timing (t2−ΔtLPL) that is earlier than the predicted timing t2 by a time corresponding to the response delay ΔtLPL of the low pressure EGR gas amount control based on the opening degree control of the low pressure EGR valve 14, FIG. The opening degree control of the low pressure EGR valve 14 as indicated by the broken line VLPLl of FIG. Here, the “response delay ΔtLPL” indicates that the low-pressure EGR gas amount actually matches the target value GLPLl after the opening degree control for the low-pressure EGR valve 14 is started to change the low-pressure EGR gas amount to the target value GLPLl. Is the delay time until. FIG. 3 (F) is a graph showing the amount of low-pressure EGR gas, but the opening degree change VLPLl of the low-pressure EGR valve 14 is shown in an overlapping manner in order to avoid the time chart becoming complicated. When viewing the graph VLPLl of the change in opening, the upper side of the vertical axis in FIG. 3F represents the valve opening side, and the lower side represents the valve closing side.

  By changing the opening degree of the low-pressure EGR valve 14 as indicated by a broken line VLPLl, the low-pressure EGR gas amount changes to the target value GLPLl at a timing t2, as indicated by a solid curve GLPLl in FIG. As a result, the amount of low-pressure EGR gas flowing into the intake passage 3 decreases, and as shown in FIG. 3 (G), the oxygen concentration of the intake air in the merging portion 31 of the low-pressure EGR passage 12 is reduced in the engine 1 at time t2. The lean oxygen concentration Rl ′ is greater than the target value Rs of the oxygen concentration of the intake air.

  Here, the oxygen concentration of the intake air realized in the merging portion 31 is the oxygen concentration realized as a result of the low-pressure EGR gas amount control based on the predicted value A / Fe of the air-fuel ratio of the low-pressure EGR gas as described above. Depending on the error of the predicted value A / Fe, there may be a deviation from the assumed target oxygen concentration Rl. In this sense, in order to distinguish the oxygen concentration actually realized in the merging portion 31 from the target oxygen concentration, the symbol is denoted as Rl ′.

As will be described later, in the rich spike response control of the present embodiment, the oxygen concentration of the intake air is precisely controlled by the high pressure EGR gas amount control based on the measured value instead of the predicted value. Even if the actually realized oxygen concentration Rl ′ of the intake air is slightly deviated from the target value R1 that is assumed, the problem arises as long as the condition of leaner than the target value Rs of the oxygen concentration of the intake air sucked into the engine 1 is satisfied. Absent. The reason why the oxygen concentration Rl ′ in the merging portion 31 needs to satisfy the condition of leaner than the target value Rs will be described later. Regardless of the error included in the predicted value A / Fe of the air-fuel ratio of the low-pressure EGR gas, the low-pressure EGR gas is surely leaner than the target oxygen concentration Rs so that the oxygen concentration Rl ′ actually realized in the merging portion 31 is leaner than the target oxygen concentration Rs. It is preferable that the target value Rl of the oxygen concentration of the intake air related to the EGR gas amount control be a lean value that is a predetermined distance or more away from the target oxygen concentration Rs.

  The timing t2 is a timing when the low-pressure EGR gas whose air-fuel ratio has changed to the rich side with fuel addition reaches the low-pressure EGR valve 14, and the low-pressure EGR gas having the rich air-fuel ratio flows into the intake passage 3. The timing is after the time t2 when the low-pressure EGR gas 12 circulates in the path of the low-pressure EGR passage 12 from the low-pressure EGR valve 14 to the merging portion 31, but here the timing chart is ignored for the sake of simplicity. I'm drawing.

  As a result of the low-pressure EGR gas amount control as described above, the oxygen concentration of the intake air is leaner than the original target oxygen concentration Rs when the low-pressure EGR gas enriched in the air-fuel ratio with the addition of fuel flows into the intake passage 3. The oxygen concentration was controlled to Rl ′.

  Thereafter, at time t3, as shown in FIG. 3C, the exhaust gas enriched with fuel addition passes through the exhaust gas purification device 17 and reaches the air-fuel ratio sensor 20, and is rich with fuel addition. The measured value A / Fm of the air-fuel ratio after the converted exhaust gas passes through the exhaust gas purification device 17 is obtained.

  Based on this measured value A / Fm, in the low pressure EGR gas amount control, the actual intake air oxygen concentration Rl ′ (or the actual intake gas concentration realized in the merging portion 31 by reducing the low pressure EGR gas amount to the target value GLPLl) An error between the oxygen concentration Rl ′ and the assumed oxygen concentration Rl) is calculated. Then, a predicted value at a timing t4 at which the intake air having an oxygen concentration Rl ′ that is leaner than the target value and the high-pressure EGR gas flowing from the high-pressure EGR passage 9 into the intake passage 3 join, and the intake air at the oxygen concentration Rl ′ When the high pressure EGR gas is merged, the target value GHPLs of the high pressure EGR gas amount is calculated such that the oxygen concentration of the intake air in the merge portion 32 becomes the target oxygen concentration Rs. A curve GHPLs in FIG. 3H represents the target value of the high pressure EGR gas amount calculated at the time of obtaining the measurement value A / Fm in this way. Note that the air-fuel ratio of the high-pressure EGR gas required for calculating the target high-pressure EGR gas amount GHPLs is calculated from the operating state of the engine 1 and the like.

  Then, the high pressure EGR valve 10 is controlled so that the high pressure EGR gas amount matches the target value GHPLs at the predicted timing t4. Specifically, at a timing (t4-ΔtHPL) earlier than the predicted timing t4 by a time corresponding to the response delay ΔtHPL of the high-pressure EGR gas amount control by the opening degree control of the high-pressure EGR valve 10 (t4-ΔtHPL). The opening degree control of the high pressure EGR valve 10 as indicated by the broken line VHPLs is started. Here, the “response delay ΔtHPL” indicates that the high pressure EGR gas amount actually matches the target value GHPLs after the opening degree control for the high pressure EGR valve 10 is started to change the high pressure EGR gas amount to the target value GHPLs. Is the delay time until. FIG. 3 (I) is a graph showing the amount of high-pressure EGR gas. In order to avoid a complicated time chart, the opening degree change VHPLs of the high-pressure EGR valve 10 is shown in an overlapping manner. When viewing the graph VHPLs of the opening change, the upper side of the vertical axis in FIG. 3I represents the valve opening side, and the lower side represents the valve closing side.

By changing the opening degree of the high-pressure EGR valve 10 as indicated by a broken line VHPLs, the amount of high-pressure EGR gas changes to the target value GHPLs at a timing t4 as shown by a solid curve GHPLs in FIG. As a result, the amount of high-pressure EGR gas flowing into the intake passage 3 increases, and as shown in FIG. 3 (J), the oxygen concentration of the intake air at the junction 32 of the high-pressure EGR passage 9 becomes the low-pressure EGR at time t4. The oxygen concentration Rl ′ realized as a result of the gas amount control is adjusted to the rich side and coincides with the target oxygen concentration Rs.

  Here, the oxygen concentration of the intake air realized in the merging portion 32 is the oxygen concentration realized as a result of the high pressure EGR gas amount control based on the measured value A / Fm of the air-fuel ratio of the low pressure EGR gas as described above. It is possible to match the target oxygen concentration Rs with high accuracy. In this regard, the oxygen concentration Rl ′ of the intake air in the junction 31 realized as a result of the low pressure EGR gas amount control based on the predicted value A / Fe of the air-fuel ratio of the low pressure EGR gas may include an error with respect to the target value Rl. It is different from the case where there was sex.

  As a result of the high-pressure EGR gas amount control as described above, as shown in FIG. 3 (J), it is possible to reliably suppress fluctuations in the oxygen concentration of the intake air due to fuel addition.

  As described in the high pressure EGR gas amount control, the intake oxygen concentration in the merging portion 32 can be adjusted to the rich side by increasing the high pressure EGR gas amount. Conversely, when the amount of high-pressure EGR gas is reduced, the amount of low-pressure EGR gas and the amount of air increase accordingly. Therefore, the amount of decrease in the amount of high-pressure EGR gas does not directly lead to the leaner oxygen concentration change. There is. That is, the adjustment direction of the oxygen concentration of the intake air by the high-pressure EGR gas amount control can be adjusted to the rich side, but the adjustment to the lean side may be difficult.

  In consideration of this point, in the rich spike response control of the present embodiment, in the first low pressure EGR gas amount control, the oxygen concentration of the intake air in the merging portion 31 is always made leaner than the target oxygen concentration Rs. Accordingly, the adjustment direction of the oxygen concentration of the intake air by the high pressure EGR gas amount control performed thereafter is limited to the adjustment to the rich side. As a result, the control of the oxygen concentration of the intake air by the two-stage control of the low pressure EGR gas amount control and the high pressure EGR gas amount control can be surely executed.

  The rich spike handling control of this embodiment will be described based on the flowchart of FIG. 4 is repeatedly executed at predetermined intervals by the ECU 28 while the engine 1 is operating.

  In step S <b> 101, the ECU 28 acquires the operating state of the engine 1. Here, the ECU 28 calculates the rotational speed and load of the engine 1 based on the measured value of the crank angle by the crank angle sensor 22 and the amount of depression of the accelerator pedal by the accelerator opening sensor 27.

  In step S102, the ECU 28 determines whether or not a condition for adding fuel to the exhaust gas is satisfied. As described above, whether the amount of PM collected by the filter 18 has reached the reference amount described above, whether the amount of NOx occluded in the NOx catalyst 19 has reached the reference amount described above, NOx It is determined whether or not the amount of sulfur stored in the catalyst 19 has reached the above-described reference amount, whether or not the conditions for activating the catalyst supported on the filter 18 and the NOx catalyst 19 are satisfied, and the like. If it is determined in step S102 that the exhaust fuel addition execution condition is satisfied (Yes), the ECU 28 proceeds to step S103. If it is determined in step S102 that the exhaust fuel addition execution condition is not satisfied (No), the ECU 28 once exits the routine of this flowchart.

In step S <b> 103, the ECU 28 determines whether a condition for performing exhaust gas recirculation via the low pressure EGR passage 12 is satisfied. The conditions under which the exhaust gas is recirculated through the low pressure EGR passage 12 are determined with reference to the operating state of the engine 1 acquired in step S101 and the EGR control map shown in FIG. If it is determined in step S103 that the conditions for executing the exhaust gas recirculation via the low pressure EGR passage 12 are satisfied (Yes), the ECU 28 proceeds to the process of step S104. On the other hand, when it is determined in step S103 that the conditions for executing the exhaust gas recirculation through the low pressure EGR passage 12 are not satisfied (No), the exhaust enriched with fuel addition passes through the low pressure EGR passage 12. Therefore, it is not necessary to perform rich spike response control. Therefore, in this case, the ECU 28 proceeds to the processing of step S110, and performs normal exhaust fuel addition without performing rich spike response control.

  In step S104, the ECU 28 determines the timing t2 at which the exhaust enriched with fuel addition reaches the low pressure EGR valve 14 and the predicted value A / of the air-fuel ratio when the enriched exhaust reaches the low pressure EGR valve 14. Fe is calculated, and the target value Rl of the intake oxygen concentration (the lean oxygen concentration from the target value Rs of the intake oxygen concentration sucked into the engine 1) in the junction 31 of the low pressure EGR passage 12 is calculated and predicted. A target value GLPLl of the low-pressure EGR gas amount is calculated so that the oxygen concentration in the merging portion 31 when the low-pressure EGR gas having the air-fuel ratio A / Fe flows into the intake passage 3 becomes the target value Rl.

  In step S105, the ECU 28 starts fuel addition from the fuel addition valve 21 to the exhaust gas (time t1).

  In step S106, the ECU 28 corresponds to the target low pressure EGR gas amount GLPLl calculated in step S104 at a timing (time t2-ΔtLPL) earlier than the timing t2 predicted in step S104 by a response delay ΔtLPL related to the low pressure EGR gas amount control. The opening degree control of the low pressure EGR valve 14 is started.

  In step S107, the ECU 28 acquires the measured value A / Fm of the air-fuel ratio of the exhaust gas by the air-fuel ratio sensor 20 (time t3).

  In step S108, the ECU 28 sets the target of the high pressure EGR gas amount for matching the oxygen concentration of the intake air in the merging portion 32 with the target oxygen concentration Rs based on the measured value A / Fm of the exhaust air / fuel ratio acquired in step S107. The value GHPLs is calculated, and the timing t4 at which the intake air controlled to the lean oxygen concentration from the target oxygen concentration Rs as a result of the low pressure EGR gas amount control in step S106 reaches the merging portion 32 is predicted.

  In step S109, the ECU 28 corresponds to the target high-pressure EGR gas amount GHPLs calculated in step S108 at a timing (time t4-ΔtHPL) earlier than the timing t4 predicted in step S108 by a response delay ΔtHPL related to the high-pressure EGR gas amount control. The opening degree control of the high pressure EGR valve 10 is started.

  By executing the rich spike response control represented by the flowchart described above, the exhaust gas enriched with fuel addition reaches the low pressure EGR valve 14 before reaching the air-fuel ratio sensor 20. Even in the EGR system, it is possible to reliably suppress fluctuations in the oxygen concentration of the intake air due to fuel addition. In the present embodiment, the ECU 28 that executes the processing of the flowchart described above corresponds to the “control means” in the present invention.

In the above-described embodiment, the rich exhaust gas according to this embodiment is configured in a system having a configuration in which exhaust gas enriched with fuel addition reaches the low-pressure EGR valve 14 before reaching the air-fuel ratio sensor 20. Although the case where the spike response control is executed has been described, the rich spike according to the present embodiment is also applied to the system configured to reach the low pressure EGR valve 14 after the exhaust gas enriched with fuel addition reaches the air-fuel ratio sensor 20. By applying the corresponding control, there may be a case where the fluctuation of the oxygen concentration in the intake air can be suitably suppressed.

  For example, a delay time (hereinafter referred to as “the exhaust gas that reaches the low-pressure EGR valve 14) after the exhaust gas enriched with fuel addition reaches the air-fuel ratio sensor 20 and the measured value of the air-fuel ratio is obtained. When the “exhaust gas recirculation delay” is shorter than the response delay ΔtLPL related to the low-pressure EGR gas amount control described above, the low-pressure EGR gas amount cannot be controlled based on the measured value by the air-fuel ratio sensor 20. Even if the target value of the low pressure EGR gas amount is set based on the measurement value obtained by the air-fuel ratio sensor 20 and the opening degree control of the low pressure EGR valve 14 corresponding to the target value is immediately started, This is because the enriched exhaust gas passes through the low pressure EGR valve 14 before the low pressure EGR gas amount matches the target value. As a condition that the reflux delay becomes shorter than the response delay, a case where the operating state of the engine 1 is a high rotation speed can be exemplified.

  Even in such a case, according to the rich spike response control according to the present embodiment, the intake oxygen concentration can be controlled with high accuracy based on the measured value by the air-fuel ratio sensor 20, which results in fuel addition. It becomes possible to reliably suppress fluctuations in the intake oxygen concentration.

  Even when the air-fuel ratio sensor 20 is installed in the exhaust passage 4 on the upstream side of the branch portion 30, the reflux delay can be shorter than the response delay. Therefore, not only in the configuration of the EGR system shown in FIG. 1, but also in the EGR system having a configuration in which an air-fuel ratio sensor is provided between the exhaust purification device 17 and the branching portion 30, the recirculation delay is shorter than the response delay. By applying the rich spike response control according to the present embodiment, it is possible to reliably suppress fluctuations in the oxygen concentration of the intake air caused by fuel addition.

  Further, when the exhaust gas recirculation delay is equal to or greater than the response delay, the low-pressure EGR gas amount can be controlled based on the measured value by the air-fuel ratio sensor 20, so that it is not based on the rich spike response control according to the present embodiment. In addition, although it is possible to control the intake oxygen concentration with high accuracy based on the measured value by the air-fuel ratio sensor 20, it is also possible to execute the rich spike response control according to the present embodiment.

  In the first embodiment, the case where the fuel is added to the exhaust gas by the fuel addition valve 21 has been described. However, other means for supplying fuel to the exhaust gas for the various exhaust gas purification processes described above can be applied to the fuel injection valve 29. There are a method of performing post injection, and a method of controlling main injection by the fuel injection valve 29 so that combustion is performed at a rich air-fuel ratio from the normal time. In the rich spike response control according to the first embodiment, any fuel supply method is employed as a means for enriching the air-fuel ratio of the exhaust, or these fuel supply methods are switched according to the operating conditions of the engine 1 or the like. Even in this case, it can be preferably applied.

  However, as shown in FIG. 1, when fuel is added to the exhaust from the fuel addition valve 21, the fuel is added in the exhaust passage 4 on the downstream side of the connection portion of the high pressure EGR passage 9. Accordingly, the exhaust gas that has become richer does not flow into the intake passage 3 via the high-pressure EGR passage 9. On the other hand, when fuel is supplied to the exhaust by post injection or rich combustion, fuel is supplied in the uppermost stream of the exhaust system including the exhaust passage 4 and the exhaust manifold 6. The enriched exhaust gas flows into the intake passage 3 through both the high pressure EGR passage 9 and the low pressure EGR passage 12.

From this, when the fuel is added to the exhaust from the fuel addition valve 21, the amount of air necessary for preventing the oxygen concentration of the intake air from fluctuating is the case where the fuel is supplied to the exhaust by post injection or rich combustion. The amount of air required to keep the oxygen concentration of the intake air from changing is sufficient.

Specifically, in the present embodiment, the target air amount Ga1 in the rich spike response control that is performed in response to the fuel addition to the exhaust gas from the fuel addition valve 21 is obtained as in Equation 1.

On the other hand, the target air amount Ga2 in the rich spike response control performed corresponding to the fuel supply to the exhaust gas by post injection or rich combustion is obtained as shown in Equation 2.

  In Equations 1 and 2, Gcyl is the in-cylinder gas amount when fuel is supplied to the exhaust, Ga is the fresh air amount, Gf is the fuel amount, EGRhpl is the EGR rate of the high-pressure EGR gas, and the A / F sensor value is This is a value measured by the air-fuel ratio sensor 20.

  The second term of Formula 1 is that the rich spike corresponding control for the post injection and the rich combustion is taken into consideration that the rich air-fuel ratio exhaust gas accompanying the fuel addition does not flow into the intake passage 3 through the high pressure EGR passage 9. This represents the amount subtracted from the target air amount Ga2. Therefore, the magnitude relationship of Ga1 <Ga2 is established.

  As described above, in this embodiment, the fuel supply to the exhaust gas is performed depending on whether the fuel is supplied to the exhaust gas upstream of the connecting portion of the high-pressure EGR passage 9 or to the exhaust gas downstream. The target air amount in the rich spike response control performed in response to the fuel supply to the engine is switched. As a result, it is possible to more accurately suppress fluctuations in the oxygen concentration of the intake air.

  When the present embodiment is applied to the rich spike response control of the first embodiment, in the control of the low pressure EGR gas amount, the oxygen concentration of the intake air in the merging portion 31 of the low pressure EGR passage 12 in the intake passage 3 is set to the target oxygen concentration. In the calculation of the target low pressure EGR gas amount GLPLl for making the air leaner than Rs, the above target air amount is used. Therefore, the target low-pressure EGR gas amount GLPL11 when the rich spike response control of the first embodiment is performed corresponding to the fuel addition to the exhaust gas from the fuel addition valve 21 corresponds to the fuel supply to the exhaust gas by the post injection or the rich combustion. As a result, the target low-pressure EGR gas amount GLPLl2 becomes larger than that when the rich spike response control of the first embodiment is performed (GLPLl1> GLPLl2).

  Here, a processing flow when the control for switching the calculation formula of the target air amount according to the present embodiment is incorporated in the rich spike response control according to the first embodiment will be described based on the flowchart of FIG.

In the flowchart of FIG. 5, the processing in step S101 and step S102 is the same as the processing in step S101 and step S102 described in FIG.

  In this embodiment, when an affirmative determination is made in step S102 (when it is determined that a condition for adding fuel to exhaust is satisfied), the ECU 28 proceeds to the process of step S201.

  In step S201, the ECU 28 adds fuel to the exhaust by adding fuel from the fuel addition valve 21 to the exhaust, performing post injection from the fuel injection valve 29, or increasing the main injection from the fuel injection valve 29. It is determined whether to perform combustion at a rich air-fuel ratio. This is determined based on the operating conditions of the engine 1 and the content of the request for the exhaust gas purification process that has caused the positive determination in step S102.

  Next, the ECU 28 proceeds to the process of step S103. The processing in step S103 is the same as the processing in step S103 described with reference to FIG.

  In this embodiment, when an affirmative determination is made in step S103 (when it is determined that the low pressure EGR execution condition is satisfied), the ECU 28 proceeds to the process of step S202. If a negative determination is made in step S103 (when it is determined that the low pressure EGR execution condition is not satisfied), the ECU 28 proceeds to the process of step S110 as described based on FIG.

  In step S <b> 202, the ECU 28 determines whether a condition for performing exhaust gas recirculation via the high-pressure EGR passage 9 is satisfied. The conditions under which the exhaust gas is recirculated through the high-pressure EGR passage 9 are determined with reference to the operating state of the engine 1 acquired in step S101 and the EGR control map shown in FIG. If it is determined in step S202 that the exhaust recirculation execution condition via the high-pressure EGR passage 9 is satisfied (Yes), the ECU 28 proceeds to the process of step S203. On the other hand, if it is determined in step S202 that the exhaust recirculation execution condition via the high-pressure EGR passage 9 is not satisfied (No), the ECU 28 proceeds to the process of step S104 in FIG.

  In step S <b> 203, the ECU 28 determines whether or not the fuel supply position is downstream of the connection portion of the high pressure EGR passage 9. In step S201, when it is determined to add fuel to the exhaust gas from the fuel addition valve 21, an affirmative determination is made in step S203, and the ECU 28 proceeds to the process of step S204. On the other hand, if it is determined in step S201 that post injection or rich combustion is to be performed, a negative determination is made in step S203, and the ECU 28 proceeds to processing in step S205.

  In step S204, the ECU 28 selects Formula 1 as a calculation formula for the target air amount used in the rich spike response control after step S104 in FIG.

  In step S205, the ECU 28 selects Expression 2 as a calculation expression for the target air amount used in the rich spike response control after step S104 in FIG.

  After executing the process of step S204 or step S205, the ECU 28 executes the processes after step S104 in FIG.

  In the present embodiment, the ECU 28 that executes the processing of the flowchart described above and the flowchart of FIG. 4 corresponds to the “control means” in the present invention.

In addition, this embodiment has two EGR passages, a high pressure EGR passage and a low pressure EGR passage,
There are two types of fuel supply means: a means for supplying fuel to the exhaust upstream of the connection portion of the high pressure EGR passage in the exhaust passage, and a means for supplying fuel to the downstream exhaust. Any system that performs rich spike response control to suppress fluctuations in oxygen concentration is not limited to the EGR system exemplified in the first embodiment, and can be applied to rich spike response control of any system.

  The above embodiments are merely specific examples for explaining the present invention, and various modifications can be made without departing from the spirit of the present invention. For example, in the above-described embodiment, the present invention is applied to EGR control that is performed to suppress fluctuations in the oxygen concentration of intake air caused when the air-fuel ratio of the exhaust gas changes richly due to fuel supply to the exhaust gas. For example, as long as the change in the exhaust gas characteristics that can change the oxygen concentration of the intake air is not limited to the enrichment of the air-fuel ratio, such as changes in the oxygen concentration, pressure, and temperature of the exhaust gas. In that case, as a measuring means of the present invention, an oxygen concentration sensor, a pressure sensor, a temperature sensor, etc. can be used in addition to an air-fuel ratio sensor. The change in the air-fuel ratio of the exhaust may be other than that caused by the fuel supply to the exhaust accompanying the exhaust purification process. For example, the present invention can also be applied to EGR control that is performed so that the oxygen concentration of the intake air does not fluctuate when the air-fuel ratio of the exhaust gas changes due to transient operation such as acceleration of the engine 1.

1 Engine 2 Cylinder 3 Intake passage 4 Exhaust passage 5 Intake manifold 6 Exhaust manifold 7 Compressor 8 Turbine 9 High pressure EGR passage 10 High pressure EGR valve 11 Intercooler 12 Low pressure EGR passage 13 Low pressure EGR cooler 14 Low pressure EGR valve 17 Exhaust purification device 18 Filter 19 NOx storage reduction catalyst 20 Air-fuel ratio sensor 21 Fuel addition valve 22 Crank angle sensor 23 First throttle valve 24 Second throttle valve 25 Air flow meter 26 Air cleaner 27 Accelerator opening sensor 28 ECU
29 Fuel injection valve 30 Branching portion 31 Merging portion 32 Merging portion

Claims (2)

A turbocharger having a turbine provided in the exhaust passage of the internal combustion engine and a compressor provided in the intake passage of the internal combustion engine;
A high pressure EGR passage communicating the exhaust passage upstream of the turbine and the intake passage downstream of the compressor;
A low pressure EGR passage that communicates an exhaust passage downstream of the turbine and an intake passage upstream of the compressor;
High-pressure EGR gas amount adjusting means for adjusting the flow rate of the exhaust gas flowing from the high-pressure EGR passage into the intake passage;
Low pressure EGR gas amount adjusting means for adjusting the flow rate of exhaust gas flowing from the low pressure EGR passage into the intake passage;
Air-fuel ratio measuring means for measuring the air-fuel ratio of the exhaust;
Fuel supply means for supplying fuel to the exhaust gas upstream of the connection portion of the low pressure EGR passage in the exhaust passage and upstream of the air-fuel ratio measuring means;
When the fuel is supplied to the exhaust gas by the fuel supply means under the condition that the exhaust gas is recirculated through the low-pressure EGR passage, the oxygen concentration of the intake air varies due to the fuel supply to the exhaust gas. Control means for controlling the low-pressure EGR gas amount adjusting means,
With
The control means adjusts the low-pressure EGR gas amount depending on whether the position where the fuel is supplied by the fuel supply means is upstream or downstream of the connection portion of the high-pressure EGR passage in the exhaust passage. An EGR control system for an internal combustion engine, wherein a target value related to control of the means is changed. In claim 1,
When the fuel is supplied to the exhaust gas upstream of the connection portion of the high-pressure EGR passage in the exhaust passage by the fuel supply means, the fuel is supplied to the exhaust gas downstream of the connection portion. An EGR control system for an internal combustion engine, wherein a target value related to control of the low-pressure EGR gas amount adjusting means is determined so that an amount of air flowing into the intake passage is larger than that.

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