JP5970894B2 - Control device for internal combustion engine - Google Patents
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- JP5970894B2 JP5970894B2 JP2012065945A JP2012065945A JP5970894B2 JP 5970894 B2 JP5970894 B2 JP 5970894B2 JP 2012065945 A JP2012065945 A JP 2012065945A JP 2012065945 A JP2012065945 A JP 2012065945A JP 5970894 B2 JP5970894 B2 JP 5970894B2
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Description
本発明は、内燃機関の制御装置に関する。 The present invention relates to a control device for an internal combustion engine.
従来、例えば特許文献１には、冷間始動時に電動過給機を駆動して、シリンダ内への吸入空気量を増加させることで、シリンダ内の圧縮端圧力を上昇させるディーゼルエンジンが開示されている。 Conventionally, for example, Patent Document 1 discloses a diesel engine that increases the compression end pressure in a cylinder by driving an electric supercharger during a cold start to increase the amount of intake air into the cylinder. Yes.
また、特許文献２には、可変容量型のターボ過給機を備えるエンジンにおいて、冷間始動時に可変ノズルの開度を絞り、背圧を高めることで圧縮端温度を上昇させる始動制御装置が開示されている。 Further, Patent Document 2 discloses a start control device that raises the compression end temperature by reducing the opening of the variable nozzle and increasing the back pressure during cold start in an engine equipped with a variable capacity turbocharger. Has been.
上述の従来装置のように、冷間始動時に吸入空気量を増加させて圧縮端温度を上昇させれば、白煙の排出を効果的に低減することができる。しかしながら、これら従来装置のように、冷間始動時における白煙の排出を低減のために、可変容量型や電動式のターボ過給機を用いた場合は、装置全体のコストの増加や重量の増加を招く可能性がある。 If the intake air amount is increased at the cold start to increase the compression end temperature as in the conventional device described above, the emission of white smoke can be effectively reduced. However, as with these conventional devices, in order to reduce the emission of white smoke during cold start, when a variable capacity type or electric turbocharger is used, the cost of the entire device increases and the weight increases. May increase.
本発明はこのような点に鑑みてなされたもので、その目的は、簡素な構成で冷間始動時に白煙の発生を効果的に抑止することができる内燃機関の制御装置を提供することにある。 The present invention has been made in view of such points, and an object thereof is to provide a control device for an internal combustion engine that can effectively suppress the generation of white smoke at the time of cold start with a simple configuration. is there.
上記目的を達成するため、本発明の内燃機関の制御装置は、内燃機関の吸気系にに高圧気体を供給する高圧気体供給手段と、前記内燃機関の運転状態が白煙を発生させる所定の冷間始動状態にあるか否かを判定する冷間始動判定手段と、前記冷間始動判定手段が前記内燃機関の運転状態を所定の冷間始動状態と判定したときに、前記高圧気体供給手段により高圧気体を供給させて過給圧を上昇させる過給圧制御手段と、前記内燃機関の排気通路と吸気通路とを接続する排気環流路に流量調整バルブを有する排気環流装置とを備え、前記過給圧制御手段は、前記高圧気体供給手段により高圧気体を供給させて過給圧を上昇させるときに前記流量調整バルブを全閉に制御することを特徴とする。 In order to achieve the above object, a control apparatus for an internal combustion engine according to the present invention comprises a high-pressure gas supply means for supplying a high-pressure gas to an intake system of the internal combustion engine, and a predetermined cooling for generating white smoke when the operating state of the internal combustion engine A cold start determination means for determining whether or not the engine is in a cold start state, and when the cold start determination means determines that the operating state of the internal combustion engine is a predetermined cold start state, the high pressure gas supply means A supercharging pressure control means for increasing the supercharging pressure by supplying a high-pressure gas; and an exhaust gas recirculation device having a flow rate adjusting valve in an exhaust gas flow passage connecting an exhaust passage and an intake passage of the internal combustion engine, The supply pressure control means controls the flow rate adjusting valve to be fully closed when the high pressure gas is supplied by the high pressure gas supply means to raise the supercharging pressure .
また、前記内燃機関の過給圧を検出する過給圧検出手段と、前記内燃機関の運転状態に基づいて冷間始動時に白煙の発生を抑制するのに必要となる過給圧を推定する必要過給圧推定手段とをさらに備え、前記過給圧制御手段は、前記過給圧検出手段の検出値が前記必要過給圧推定手段により推定された過給圧になるまで、前記高圧気体供給手段に高圧気体を供給させるようにしてもよい。 Further, a supercharging pressure detecting means for detecting the supercharging pressure of the internal combustion engine, and a supercharging pressure necessary for suppressing the generation of white smoke at the time of cold start based on the operating state of the internal combustion engine are estimated. The supercharging pressure control means further includes the supercharging pressure control means until the detected value of the supercharging pressure detection means reaches the supercharging pressure estimated by the necessary supercharging pressure estimation means. You may make it supply a high pressure gas to a supply means.
また、前記高圧気体供給手段が、前記内燃機関により駆動されて気体を加圧するエアーポンプと、該エアーポンプにより加圧された高圧気体を貯留するエアータンクと、該エアータンクと前記内燃機関の吸気通路とを接続する高圧気体供給路と、該高圧気体供給路に設けられて前記過給圧制御手段により開閉制御される開閉バルブとを備えるものであってもよい。 The high-pressure gas supply means is driven by the internal combustion engine to pressurize the gas, an air tank that stores the high-pressure gas pressurized by the air pump, the air tank and the intake air of the internal combustion engine A high-pressure gas supply path that connects the passage and an opening / closing valve that is provided in the high-pressure gas supply path and that is controlled to be opened and closed by the supercharging pressure control means may be provided.
また、内燃機関の吸気通路と排気通路に接続されたコンプレッサとタービンとで構成されるターボチャージャを備えるようにしてもよい。
Moreover, you may make it provide the turbocharger comprised by the compressor and turbine connected to the intake passage and exhaust passage of an internal combustion engine .
本発明の内燃機関の制御装置によれば、簡素な構成で冷間始動時に白煙の発生を効果的に抑止することができる。 According to the control device for an internal combustion engine of the present invention, it is possible to effectively suppress the generation of white smoke at the time of cold start with a simple configuration.
以下、図１〜３に基づいて、本発明の一実施形態に係る内燃機関の制御装置を説明する。同一の部品には同一の符号を付してあり、それらの名称および機能も同じである。したがって、それらについての詳細な説明は繰返さない。 Hereinafter, based on FIGS. 1-3, the control apparatus of the internal combustion engine which concerns on one Embodiment of this invention is demonstrated. The same parts are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.
図１に示すように、本実施形態に係る内燃機関の制御装置は、内燃機関としてのディーゼルエンジン（以下、単にエンジンという）１０と、高圧気体供給手段としての高圧気体供給装置２０と、電子制御ユニット（以下、ＥＣＵという）４０とを備えている。 As shown in FIG. 1, a control device for an internal combustion engine according to this embodiment includes a diesel engine (hereinafter simply referred to as an engine) 10 as an internal combustion engine, a high-pressure gas supply device 20 as high-pressure gas supply means, and electronic control. A unit (hereinafter referred to as an ECU) 40.
エンジン１０は、複数の気筒（本実施形態では６気筒）を備えている。また、エンジン１０には、図示しない吸気バルブの開閉により気筒内に新気を導入する吸気マニホールド１１と、図示しない排気バルブの開閉により気筒内から排気を排出する排気マニホールド１２とが設けられている。 The engine 10 includes a plurality of cylinders (6 cylinders in the present embodiment). The engine 10 is provided with an intake manifold 11 that introduces fresh air into the cylinder by opening and closing an intake valve (not shown), and an exhaust manifold 12 that discharges exhaust gas from the cylinder by opening and closing an exhaust valve (not shown). .
吸気マニホールド１１には、吸気通路１３が接続されている。この吸気通路１３には、吸気上流側から順に、エアーフィルタ（不図示）と、ＭＡＦセンサ（不図示）と、後述するターボチャージャ１５の一部を構成するコンプレッサ１５ｂと、ＥＣＵ４０に電気的に接続されたブースト圧センサ６３とが設けられている。 An intake passage 13 is connected to the intake manifold 11. The intake passage 13 is electrically connected in order from the intake upstream side to an air filter (not shown), a MAF sensor (not shown), a compressor 15b constituting a part of a turbocharger 15 described later, and an ECU 40. The boost pressure sensor 63 is provided.
排気マニホールド１２には、排気通路１４が接続されている。この排気通路１４には、排気上流側から順に、後述するターボチャージャ１５の一部を構成するタービン１５ａと、図示しない排気浄化装置とが設けられている。 An exhaust passage 14 is connected to the exhaust manifold 12. The exhaust passage 14 is provided with a turbine 15a constituting a part of a turbocharger 15 described later and an exhaust purification device (not shown) in order from the exhaust upstream side.
さらに、本実施形態のエンジン１０は、ターボチャージャ１５と、排気の一部を吸気系に環流する排気環流装置（以下、ＥＧＲ装置という）５０とを備えている。 Furthermore, the engine 10 of the present embodiment includes a turbocharger 15 and an exhaust gas recirculation device (hereinafter referred to as an EGR device) 50 that circulates a part of the exhaust gas to the intake system.
ターボチャージャ１５は、排気により駆動するタービン１５ａと、吸気を圧送供給するコンプレッサ１５ｂとを備えている。また、これらタービン１５ａとコンプレッサ１５ｂとは、回転軸１５ｃを介して連結されている。 The turbocharger 15 includes a turbine 15a that is driven by exhaust and a compressor 15b that pumps intake air. Further, the turbine 15a and the compressor 15b are connected via a rotating shaft 15c.
ＥＧＲ装置５０は、排気通路１４と吸気通路１３とを接続するＥＧＲ通路５１と、このＥＧＲ通路５１に設けられたＥＧＲバルブ５２と、環流排気を冷却するＥＧＲクーラ５３とを備えている。このＥＧＲ装置５０による排気の環流量は、ＥＣＵ４０から入力される指示信号に応じてＥＧＲバルブ５２の開度が制御されることで調整される。 The EGR device 50 includes an EGR passage 51 that connects the exhaust passage 14 and the intake passage 13, an EGR valve 52 provided in the EGR passage 51, and an EGR cooler 53 that cools the recirculated exhaust gas. The exhaust gas flow rate by the EGR device 50 is adjusted by controlling the opening degree of the EGR valve 52 in accordance with an instruction signal input from the ECU 40.
高圧気体供給装置２０は、気体を加圧するエアーポンプ２１と、このエアーポンプ２１により加圧された高圧気体を貯留するエアータンク２２と、このエアータンク２２と吸気通路１３とを接続する高圧気体供給路２３と、この高圧気体供給路２３を開閉可能な開閉バルブ２４とを備えている。エアーポンプ２１は、その回転軸（不図示）をエンジン１０のクランクシャフトに機械的に連結されており、エンジン１０の動力で駆動される。高圧気体供給路２３は、コンプレッサ１５ｂよりも吸気下流側の吸気通路１３に接続されている。開閉バルブ２４は、ＥＣＵ４０と電気的に接続されており、ＥＣＵ４０から入力される指示信号に応じて開閉作動する。 The high-pressure gas supply device 20 includes an air pump 21 that pressurizes gas, an air tank 22 that stores high-pressure gas pressurized by the air pump 21, and a high-pressure gas supply that connects the air tank 22 and the intake passage 13. A passage 23 and an opening / closing valve 24 capable of opening and closing the high-pressure gas supply passage 23 are provided. The air pump 21 has a rotating shaft (not shown) mechanically connected to the crankshaft of the engine 10 and is driven by the power of the engine 10. The high-pressure gas supply path 23 is connected to the intake passage 13 on the intake downstream side of the compressor 15b. The opening / closing valve 24 is electrically connected to the ECU 40 and opens / closes in response to an instruction signal input from the ECU 40.
ＥＣＵ４０は、エンジン１０の各種制御を行うもので、公知のＣＰＵやＲＯＭ、ＲＡＭ、入力ポート、出力ポート等を備え構成されている。この各種制御を行うため、ＥＣＵ４０には、エンジン回転数センサ６０、アクセル開度センサ６１、外気温センサ６２、ブースト圧センサ６３等の各種センサの出力信号がＡ／Ｄ変換された後に入力される。 The ECU 40 performs various controls of the engine 10 and includes a known CPU, ROM, RAM, input port, output port, and the like. In order to perform these various controls, the output signals of various sensors such as the engine speed sensor 60, the accelerator opening sensor 61, the outside air temperature sensor 62, and the boost pressure sensor 63 are input to the ECU 40 after A / D conversion. .
また、ＥＣＵ４０は、図２に示すように、冷間始動判定部４１と、必要過給圧推定部４２と、過給圧制御部４３とを一部の機能要素として備えている。これら各機能要素は、本実施形態では一体のハードウェアであるＥＣＵ４０に含まれるものとして説明するが、これらのいずれか一部を別体のハードウェアに設けることもできる。 Further, as shown in FIG. 2, the ECU 40 includes a cold start determination unit 41, a required boost pressure estimation unit 42, and a boost pressure control unit 43 as some functional elements. In the present embodiment, these functional elements are described as being included in the ECU 40, which is an integral piece of hardware. However, any one of these functional elements may be provided in separate hardware.
冷間始動判定部４１は、外気温センサ６２から入力される外気温度Ｔ及び、エンジン回転数センサ６０から入力されるエンジン回転数Ｎとアクセル開度センサ６１から入力される燃料噴射量Ｑとに応じたエンジン１０の運転状態に基づいて、エンジン１０の運転状態が白煙を発生させる所定の冷間始動状態にあるか否かを判定する。 The cold start determination unit 41 uses the outside air temperature T input from the outside air temperature sensor 62, the engine speed N input from the engine speed sensor 60, and the fuel injection amount Q input from the accelerator opening sensor 61. Based on the corresponding operating state of the engine 10, it is determined whether or not the operating state of the engine 10 is in a predetermined cold start state that generates white smoke.
例えば、この冷間始動判定部４１は、外気温度Ｔが低い場合において、エンジン回転数Ｎが低く、かつ、燃料噴射量Ｑが微量となる低負荷運転領域のときに、エンジン１０の運転状態を所定の冷間始動状態にあると判定する。なお、この冷間始動状態の判定に、何れも図示しない冷却水温センサや油温センサの検出値を用いてもよい。 For example, when the outside air temperature T is low, the cold start determination unit 41 determines the operating state of the engine 10 in the low load operation region where the engine speed N is low and the fuel injection amount Q is very small. It is determined that the vehicle is in a predetermined cold start state. It should be noted that detection values of a cooling water temperature sensor and an oil temperature sensor (not shown) may be used for determining the cold start state.
必要過給圧推定部４２は、エンジン１０の運転状態に基づいて、白煙の発生を防止するのに必要となる過給圧を推定する。より詳しくは、ＥＣＵ４０には、予め実験等で作成したエンジン回転数Ｎと、燃料噴射量Ｑと、白煙の発生を防止することができる必要過給圧ＰNとの関係を示す過給圧設定マップ（不図示）が記憶されている。必要過給圧推定部４２は、この過給圧設定マップからエンジン回転数Ｎと燃料噴射量Ｑとに対応する必要過給圧ＰNを読み取ることで、白煙の発生を防止するのに必要となる過給圧を推定する。 The necessary supercharging pressure estimation unit 42 estimates the supercharging pressure necessary for preventing the generation of white smoke based on the operating state of the engine 10. More specifically, the ECU 40 has a supercharging pressure indicating the relationship among an engine speed N, a fuel injection amount Q, and a necessary supercharging pressure P N that can prevent the generation of white smoke. A setting map (not shown) is stored. The necessary supercharging pressure estimation unit 42 is necessary for preventing the generation of white smoke by reading the necessary supercharging pressure P N corresponding to the engine speed N and the fuel injection amount Q from the supercharging pressure setting map. Estimate the supercharging pressure.
過給圧制御部４３は、開閉バルブ２４の開閉作動を制御して、エアータンク２２から高圧気体供給路２３を介してエンジン１０の吸気系に高圧気体を供給させる。より詳しくは、冷間始動判定部４１によりエンジン１０が所定の冷間始動状態にあると判定された場合に、過給圧制御部４３は開閉バルブ２４に全開指示信号を出力する。これにより、エアータンク２２内の高圧気体がエンジン１０の吸気系に供給されて、エンジン１０の過給圧が上昇される。さらに、過給圧制御部４３は、開閉バルブ２４への全開指示信号の出力と同時に、ＥＧＲバルブ５２に全閉指示信号を出力する。 The supercharging pressure control unit 43 controls the opening / closing operation of the opening / closing valve 24 to supply high-pressure gas from the air tank 22 to the intake system of the engine 10 via the high-pressure gas supply path 23. More specifically, when the cold start determination unit 41 determines that the engine 10 is in a predetermined cold start state, the supercharging pressure control unit 43 outputs a full open instruction signal to the open / close valve 24. Thereby, the high-pressure gas in the air tank 22 is supplied to the intake system of the engine 10, and the supercharging pressure of the engine 10 is increased. Further, the supercharging pressure control unit 43 outputs a full-close instruction signal to the EGR valve 52 simultaneously with the output of the full-open instruction signal to the open / close valve 24.
そして、過給圧制御部４３は、必要過給圧推定部４２により推定された必要過給圧ＰNと、ブースト圧センサ６３から入力される実過給圧ＰAとが等しくなるまで、開閉バルブ２４への全開指示信号と、ＥＧＲバルブ５２への全閉指示信号とを維持する。すなわち、エンジン１０の実過給圧ＰAが必要過給圧ＰNに到達して、圧縮端温度が白煙の発生を防止できる温度まで上昇するまで、高圧気体がエアータンク２２からエンジン１０の吸気系に供給される。 Then, the supercharging pressure control unit 43 opens and closes until the necessary supercharging pressure P N estimated by the necessary supercharging pressure estimation unit 42 and the actual supercharging pressure P A input from the boost pressure sensor 63 become equal. The fully open instruction signal to the valve 24 and the fully close instruction signal to the EGR valve 52 are maintained. In other words, to reach the actual boost pressure P A is necessary supercharging pressure P N of the engine 10, the compression end temperature until raised to a temperature that can prevent the occurrence of white smoke, the high pressure gas of the engine 10 from the air tank 22 Supplied to the intake system.
その後、過給圧制御部４３は、必要過給圧ＰNと実過給圧ＰAとが等しくなると、開閉バルブ２４に全閉指示信号を出力すると共に、ＥＧＲバルブ５２の開度をエンジン１０の運転状態に応じた通常制御に切り替えるように構成されている。 Thereafter, the supercharging pressure control unit 43, when required supercharging pressure P N and the actual supercharging pressure P A is equal, and outputs a fully closing command signal to the opening and closing valve 24, opening the engine 10 of the EGR valve 52 It is comprised so that it may switch to normal control according to the driving | running state.
次に、図３に基づいて、本実施形態に係る内燃機関の制御装置による制御フローを説明する。本制御はエンジン１０の始動（イグニッションスイッチのキースイッチＯＮ）と同時にスタートする。 Next, a control flow by the control device for an internal combustion engine according to the present embodiment will be described based on FIG. This control starts simultaneously with the start of the engine 10 (ignition switch key switch ON).
ステップ（以下、ステップを単にＳと記載する）１００では、冷間始動判定部４１により、エンジン１０の運転状態が白煙を発生させる所定の冷間始動状態にあるか否かが判定される。外気温度Ｔが低く、かつ、運転状態が低負荷運転領域にあるときは、所定の冷間始動状態にあると判定してＳ１１０に進む。 In step (hereinafter, step is simply referred to as S) 100, the cold start determination unit 41 determines whether or not the operating state of the engine 10 is in a predetermined cold start state that generates white smoke. When the outside air temperature T is low and the operation state is in the low load operation region, it is determined that the vehicle is in a predetermined cold start state, and the process proceeds to S110.
一方、外気温度Ｔが高い場合や、運転状態が高負荷運転領域にあるときは、所定の冷間始動状態に該当しないためリターンされる。 On the other hand, when the outside air temperature T is high or when the operation state is in the high load operation region, the process is returned because it does not correspond to the predetermined cold start state.
Ｓ１１０では、必要過給圧推定部４２により、過給圧設定マップからエンジン回転数Ｎと燃料噴射量Ｑとに対応する必要過給圧ＰNが読み取られて、白煙の発生を防止することができる必要過給圧ＰNが推定される。 In S110, the necessary supercharging pressure estimation unit 42 reads the necessary supercharging pressure P N corresponding to the engine speed N and the fuel injection amount Q from the supercharging pressure setting map to prevent the generation of white smoke. Necessary supercharging pressure P N that can be estimated is estimated.
Ｓ１２０では、過給圧制御部４３により、開閉バルブ２４に全開指示信号が出力される。すなわち、エアータンク２２内の高圧気体が高圧気体供給路２３を介してエンジン１０の吸気系に供給される。また、開閉バルブ２４への全開指示信号の出力と同時に、ＥＧＲバルブ５２に全閉指示信号が出力される。 In S <b> 120, the boost pressure control unit 43 outputs a fully open instruction signal to the opening / closing valve 24. That is, the high-pressure gas in the air tank 22 is supplied to the intake system of the engine 10 through the high-pressure gas supply path 23. Further, simultaneously with the output of the full-open instruction signal to the on-off valve 24, the full-close instruction signal is output to the EGR valve 52.
Ｓ１３０では、過給圧制御部４３により、ブースト圧センサ６３で検出される実過給圧ＰAが、前述のＳ１１０で推定された必要過給圧ＰNに到達、すなわち実過給圧ＰAと必要過給圧ＰNとが等しくなったか否かが確認される。実過給圧ＰAと必要過給圧ＰNとが等しくなった場合はＳ１４０へと進む。 In S130, the actual boost pressure P A detected by the boost pressure sensor 63 by the boost pressure control unit 43 reaches the necessary boost pressure P N estimated in S110 described above, that is, the actual boost pressure P A. And whether or not the required supercharging pressure P N becomes equal. If the actual boost pressure P A and the required boost pressure P N are equal, the process proceeds to S140.
一方、実過給圧ＰAが必要過給圧ＰNに到達していない場合は、さらに高圧気体の供給を継続させるべくＳ１２０へと戻される。すなわち、開閉バルブ２４への全開指示信号の出力は維持される。 On the other hand, the actual boost pressure if P A has not reached the required supercharging pressure P N is further returned to S120 in order to continue the supply of high pressure gas. That is, the output of the fully open instruction signal to the opening / closing valve 24 is maintained.
Ｓ１４０では、過給圧制御部４３により、開閉バルブ２４に全閉指示信号が出力されると共に、ＥＧＲバルブ５２の開度をエンジン１０の運転状態に応じた通常制御に切り替えて本制御はリターンされる。 In S140, the boost pressure control unit 43 outputs a full-close instruction signal to the on-off valve 24, and the control is returned by switching the opening of the EGR valve 52 to normal control according to the operating state of the engine 10. The
次に、本実施形態に係る内燃機関の制御装置による作用効果を説明する。 Next, functions and effects of the control apparatus for an internal combustion engine according to the present embodiment will be described.
エンジン１０の運転状態が白煙を発生させる所定の冷間始動状態にあるときは、エアータンク２２内の高圧気体が高圧気体供給路２３を介してエンジン１０の吸気系に供給される。すなわち、供給される高圧気体によりエンジン１０の過給圧が高められ、圧縮端温度は速やかに上昇される。 When the engine 10 is in a predetermined cold start state that generates white smoke, the high-pressure gas in the air tank 22 is supplied to the intake system of the engine 10 via the high-pressure gas supply path 23. That is, the boost pressure of the engine 10 is increased by the supplied high-pressure gas, and the compression end temperature is quickly increased.
したがって、本実施形態の内燃機関の制御装置によれば、冷間始動時にエンジン１０の圧縮端温度が低下することで引き起こされる白煙の発生を効果的に抑止することができる。 Therefore, according to the control device for an internal combustion engine of the present embodiment, it is possible to effectively suppress the generation of white smoke caused by a decrease in the compression end temperature of the engine 10 during cold start.
また、エアータンク２２内からの高圧気体の供給は、ブースト圧センサ６３で検出される実過給圧ＰAが白煙の発生を防止できる必要過給圧ＰNに到達するまで継続される。 The supply of high pressure gas from the air tank 22, the actual boost pressure P A that is detected by the boost pressure sensor 63 is continued until it reaches the required supercharging pressure P N that can prevent the occurrence of white smoke.
したがって、本実施形態の内燃機関の制御装置によれば、エンジン１０の圧縮端温度を白煙の発生が防止できる温度まで確実に上昇させることが可能となり、冷間始動時における白煙の発生を確実に防止することができる。 Therefore, according to the control device for an internal combustion engine of the present embodiment, the compression end temperature of the engine 10 can be reliably increased to a temperature at which generation of white smoke can be prevented, and generation of white smoke at the cold start can be prevented. It can be surely prevented.
また、冷間始動時にのみ高圧気体を供給するので、エンジン１０全体として低圧縮比化を図ることが可能となり、結果として筒内圧力を低く抑えることができる。したがって、エンジン１０の各部品の強度を高圧縮比に耐えうる強度にする必要がなくなり、各部品のコストを抑えることが可能になる。 Further, since the high-pressure gas is supplied only at the time of cold start, it is possible to reduce the compression ratio of the engine 10 as a whole, and as a result, the in-cylinder pressure can be kept low. Therefore, it is not necessary to make the strength of each component of the engine 10 strong enough to withstand a high compression ratio, and the cost of each component can be suppressed.
また、トラック等の大型車両でエアータンク２２が既設されている場合、この既設のエアータンク２２内に貯留されている高圧気体をエンジン１０の吸気系に供給すればよい。したがって、エアータンク２２が既設されている車両においては、冷間始動時に過給圧を高めるためにターボチャージャ１５を電動式や可変容量型にする必要がなくなり、装置全体のコストや重量の増加を効果に抑制することができる。 Further, when the air tank 22 is already installed in a large vehicle such as a truck, the high-pressure gas stored in the existing air tank 22 may be supplied to the intake system of the engine 10. Therefore, in a vehicle in which the air tank 22 is already installed, it is not necessary to make the turbocharger 15 electrically or variable capacity type in order to increase the supercharging pressure at the cold start, which increases the cost and weight of the entire device. The effect can be suppressed.
なお、本発明は、上述の実施形態に限定されるものではなく、本発明の趣旨を逸脱しない範囲で、適宜変形して実施することが可能である。 In addition, this invention is not limited to the above-mentioned embodiment, In the range which does not deviate from the meaning of this invention, it can change suitably and can implement.
例えば、本発明はアクセルオフ時の燃料カットにより気筒内の温度が低下した後に、再加速を行う場合など、白煙が発生しうる冷間始動時以外の他の運転条件にも広く適用することが可能である。 For example, the present invention can be widely applied to other operating conditions other than during cold start in which white smoke can be generated, such as when re-acceleration is performed after the temperature in the cylinder has dropped due to fuel cut when the accelerator is off. Is possible.
また、本発明はディーゼルエンジンに限られず、ガソリンエンジン等の他の内燃機関にも適用することが可能である。 Further, the present invention is not limited to a diesel engine, but can be applied to other internal combustion engines such as a gasoline engine.
１０ エンジン
１３ 吸気通路
２０ 高圧気体供給装置（高圧気体供給手段）
２１ エアーポンプ
２２ エアータンク
２３ 高圧気体供給路
２４ 開閉バルブ
４０ ＥＣＵ
４１ 冷間始動判定部（冷間始動判定手段）
４２ 必要過給圧推定部（必要過給圧推定手段）
４３ 過給圧制御部（過給圧制御手段）
５０ ＥＧＲ装置（排気環流装置）
５２ ＥＧＲバルブ（流量調整バルブ）
６０ エンジン回転数センサ
６１ アクセル開度センサ
６２ 外気温センサ
６３ ブースト圧センサ
10 Engine 13 Air intake passage 20 High pressure gas supply device (high pressure gas supply means)
21 Air pump 22 Air tank 23 High-pressure gas supply path 24 Open / close valve 40 ECU
41 Cold start determination part (cold start determination means)
42 Required supercharging pressure estimation unit (necessary supercharging pressure estimation means)
43 Supercharging pressure control unit (supercharging pressure control means)
50 EGR device (exhaust gas recirculation device)
52 EGR valve (Flow adjustment valve)
60 Engine speed sensor 61 Accelerator opening sensor 62 Outside air temperature sensor 63 Boost pressure sensor
Claims (4)
前記内燃機関の運転状態が白煙を発生させる所定の冷間始動状態にあるか否かを判定する冷間始動判定手段と、
前記冷間始動判定手段が前記内燃機関の運転状態を所定の冷間始動状態と判定したときに、前記高圧気体供給手段により高圧気体を供給させて過給圧を上昇させる過給圧制御手段と、前記内燃機関の排気通路と吸気通路とを接続する排気環流路に流量調整バルブを有する排気環流装置とを備え、前記過給圧制御手段は、前記高圧気体供給手段により高圧気体を供給させるときに前記流量調整バルブを全閉に制御することを特徴とする内燃機関の制御装置。 High-pressure gas supply means for supplying high-pressure gas to the intake system of the internal combustion engine;
Cold start determination means for determining whether or not the operating state of the internal combustion engine is in a predetermined cold start state for generating white smoke;
A supercharging pressure control unit configured to supply a high-pressure gas by the high-pressure gas supply unit to increase a supercharging pressure when the cold start determination unit determines that the operating state of the internal combustion engine is a predetermined cold start state; An exhaust gas recirculation device having a flow rate adjusting valve in an exhaust gas flow passage connecting an exhaust passage and an intake air passage of the internal combustion engine, and the supercharging pressure control means is configured to supply high pressure gas by the high pressure gas supply means. A control device for an internal combustion engine , wherein the flow control valve is controlled to be fully closed .
前記内燃機関の運転状態に基づいて冷間始動時に白煙の発生を抑制するのに必要となる過給圧を推定する必要過給圧推定手段と、をさらに備え、
前記過給圧制御手段は、前記過給圧検出手段の検出値が前記必要過給圧推定手段により推定された過給圧になるまで、前記高圧気体供給手段に高圧気体を供給させる請求項１に記載の内燃機関の制御装置。 Supercharging pressure detecting means for detecting the supercharging pressure of the internal combustion engine;
Further comprising a required supercharging pressure estimation means for estimating a supercharging pressure required to suppress the generation of white smoke during cold start based on the operating state of the internal combustion engine,
The supercharging pressure control means causes the high-pressure gas supply means to supply high-pressure gas until the detected value of the supercharging pressure detection means reaches a supercharging pressure estimated by the required supercharging pressure estimation means. The control apparatus of the internal combustion engine described in 1.
前記内燃機関により駆動されて気体を加圧するエアーポンプと、該エアーポンプにより加圧された高圧気体を貯留するエアータンクと、該エアータンクと前記内燃機関の吸気通路とを接続する高圧気体供給路と、該高圧気体供給路に設けられて前記過給圧制御手段により開閉制御される開閉バルブと、を備えている請求項１又は２に記載の内燃機関の制御装置。 The high-pressure gas supply means is
An air pump that is driven by the internal combustion engine to pressurize the gas, an air tank that stores the high-pressure gas pressurized by the air pump, and a high-pressure gas supply path that connects the air tank and the intake passage of the internal combustion engine And a control valve for the internal combustion engine according to claim 1, wherein the control valve is provided in the high-pressure gas supply path and is controlled to be opened and closed by the supercharging pressure control means.
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