JPH04279752A - Exhaust gas recirculation device of internal combustion engine - Google Patents

Abstract

PURPOSE:To inform the operator of a trouble of a VSV(vacuum switching valve) instantly and the like when the VSV generates an opening trouble. CONSTITUTION:An EGR passage 82 for exhaust gas recirculation, an EGR valve 8 to open and close, a negative pressure passage 89 to lead in the suction negative pressure to the EGR valve 84 as an operation pressure, a VSV 90 or the like driven and controlled to open and close the negative pressure passage 89, a VCV(vacuum control valve) 96 to cut off the leading of the operation pressure to the EGR valve 84 when a throttle valve 4 is fully closed as a fail- safe in an opening trouble of the VSV 90, and the like are provided. In a light load area other than the idling condition, the actual suction pressure in a surge tank 2, and the logic suction pressure detected by the throttle opening and the engine rotation frequency are read to an ECU 71, and compared and decided, and when the actual suction pressure is larger than the logic suction pressure, it is decided to be an opening trouble of the VSV 90 so as to light an opening trouble lamp 102, and the operator and the like are informed of the trouble.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to internal combustion engines such as gasoline engines and diesel engines, and more particularly to an exhaust gas recirculation system for such engines.

0002

[Prior Art] Conventionally, NOx was removed from engine exhaust gas.
In order to reduce this, exhaust gas recirculation (EGR) technology is generally known, in which a portion of the exhaust gas is taken out of the exhaust system and recirculated to the intake system by controlling appropriate temperature, timing, or flow rate. . As this type of EGR technology, for example, Japanese Patent Application Laid-open No. 1368/1982 and Japanese Patent Application Laid-Open No. 13005/1999
Each of these is disclosed in Publication No. 1. The techniques disclosed in each of these prior art publications include an EGR passage that extracts a portion of exhaust gas from the exhaust passage and recirculates it to the intake passage;
The EGR valve is provided to open and close the passage and is operated to open in proportion to the intake negative pressure introduced from the intake passage into the diaphragm chamber, and the EGR valve is operated by extracting intake negative pressure in the intake passage downstream of the throttle valve. A vacuum switching valve (VSV) that is provided to open and close the negative pressure passage that introduces operating pressure into the diaphragm chamber and whose duty is controlled to control the operating pressure that is introduced into the diaphragm chamber of the EGR valve. It is equipped with and,
By duty-controlling the opening degree of the VSV according to the operating state of the engine, the opening degree of the EGR valve is controlled.
The amount of exhaust gas (EGR amount) recirculated to the intake passage through the EGR passage can be suitably controlled.

0003

[Problems to be Solved by the Invention] However, in the techniques of the above-mentioned conventional publications, if for some reason the VSV
If a failure occurs in an open state, the following problems may occur. In other words, if the VSV fails in an open state, negative pressure acts on the diaphragm chamber of the EGR valve through the negative pressure passage in areas where the amount of intake air is small, such as in light load areas of the engine, causing the EGR valve to malfunction. If necessary, excess exhaust gas will be recirculated through the EGR passage to the intake passage. Therefore, an excessive amount of exhaust gas is supplied to the combustion chamber along with a small amount of intake air, and there is a possibility that the air-fuel ratio becomes over lean and drivability is deteriorated. Therefore, it was necessary to detect and deal with the VSV open failure at an early stage.

[0004] The present invention was made in view of the above-mentioned circumstances, and its purpose is to immediately notify the driver etc. when the negative pressure passage opening/closing means of a VSV or the like has an open failure. An object of the present invention is to provide an exhaust gas recirculation device for an internal combustion engine that is capable of recirculating an internal combustion engine.

[0005]

[Means for Solving the Problems] In order to achieve the above object, in this invention, as shown in FIG. 1, an exhaust system is provided between an exhaust system M2 and an intake system M3 of an internal combustion engine M1. An exhaust gas recirculation passage M4 that takes out a part of exhaust gas from M2 and recirculates it to the intake system M3, and an exhaust gas recirculation passage M4 that is provided to open and close the exhaust gas recirculation passage M4,
The recirculation passage opening/closing means M5 is opened in proportion to the intake negative pressure introduced from the recirculation passage opening/closing means M5, and the intake negative pressure downstream of the throttle valve M6 in the intake system M3 is taken out and introduced into the recirculation passage opening/closing means M5 as operating pressure. and a negative pressure passage opening/closing means M8 which is provided to open and close the negative pressure passage M7 and whose drive is controlled to adjust the operating pressure introduced into the recirculation passage opening/closing means M5. In an exhaust gas recirculation system for an internal combustion engine, a throttle valve M in an intake system M3
6. Intake pressure detection means M9 for detecting intake pressure on the downstream side; operating state detection means M10 for detecting operating state parameters of internal combustion engine M1 other than intake pressure; and operating state detection means M
When the detection result of step 10 is in a light load range other than the idle state, the intake negative pressure detecting means determines whether or not the detection value of the intake pressure detection means M9 is in an abnormal state where the intake negative pressure is smaller than the normal intake negative pressure. Pressure determining means M11 and its intake negative pressure determining means M1
If the determination result in step 1 is abnormal, a notification means M12 is driven to notify that there is an opening failure of the negative pressure passage opening/closing means M8.

[0006]

[Operation] According to the configuration of the above invention, as shown in FIG.
When the detection result of the operating state detection means M10 is in a light load range other than the idle state, the intake negative pressure determination means M11 detects an abnormality in which the detected value of the intake pressure detection means M9 is smaller than the normal intake negative pressure. Decide whether the time is right.

Here, if the negative pressure passage opening/closing means M8 has an opening failure for some reason, the negative pressure passage M7
Working pressure is introduced into the recirculation passage opening/closing means M5 through
The recirculation passage opening/closing means M5 is opened. Therefore, even though the internal combustion engine M1 is in a light load range with a small amount of intake air, excess exhaust gas is recirculated to the intake system M3.
The intake negative pressure on the downstream side of the throttle valve M6 becomes smaller than the normal value. Therefore, the judgment result of the intake negative pressure judgment means M11 becomes abnormal, and the notification means M12 is driven to notify that there is an opening failure of the negative pressure passage opening/closing means M8.

[0008]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the exhaust gas recirculation system for an internal combustion engine according to the present invention will be described in detail below with reference to FIGS. 2 to 10. 2, 5, and 6 are schematic configuration diagrams illustrating an in-line six-cylinder supercharged gasoline engine system mounted on a vehicle in this embodiment. An intake system of an engine 1 serving as an internal combustion engine is provided with a surge tank 2 for preventing intake pulsation or intake interference. Further, a throttle body 3 is provided upstream of the surge tank 2. A throttle valve 4 is provided inside the throttle body 3 and is opened and closed in conjunction with the operation of an accelerator pedal (not shown). By opening and closing the throttle valve 4, the intake air amount Q to the surge tank 2 is adjusted. Further, on the downstream side of the surge tank 2, each cylinder #1, #2, #3, #4, #5,
The intake manifold 5 is branched every #6. This intake manifold 5 includes each cylinder #1 to ## of the engine 1.
Fuel injection valve (injector) that injects fuel every 6
6A, 6B, 6C, 6D, 6E, and 6F are provided, respectively. Each of the injectors 6A to 6F is supplied with fuel at a predetermined pressure from a fuel tank by the operation of a fuel pump (not shown). Further, spark plugs 7A, 7 are installed corresponding to each cylinder #1 to #6 of the engine 1.
B, 7C, 7D, 7E, and 7F are provided, respectively.

On the other hand, in the exhaust system of the engine 1, each cylinder #
An exhaust manifold 8 is provided to lead out exhaust gas from #1 to #6. This exhaust manifold 8 is assembled into two groups: cylinder groups #1 to #3 that do not cause exhaust interference with each other, and cylinder groups #4 to #6 that also do not cause exhaust interference with each other. That is, the exhaust manifold 8 includes a main exhaust collecting section 8a and a sub-exhaust collecting section 8b, and both the exhaust collecting parts 8a and 8b are communicated with each other through a communication passage 9. Exhaust gases from cylinder groups #1 to #3 are collected in the main exhaust collecting section 8a, and exhaust gases from cylinder groups #4 to #6 are collected in the sub-exhaust collecting part 8b.

A main turbocharger 10 and a sub-turbocharger 11 are provided in parallel in the intake system and exhaust system of the engine 1, respectively. That is, the turbine 10a constituting the main turbocharger 10 has its upstream side connected to the main exhaust collecting portion 8a of the exhaust manifold 8. Further, the turbine 1 constituting the sub-turbocharger 11
The upstream side of the exhaust gas 1a is communicated with the sub-exhaust gas collection portion 8b of the exhaust manifold 8. In other words, main turbocharger 1
The cylinder groups #1 to #3 of the engine 1 are connected to each other corresponding to the sub-turbocharger 11, and the cylinder groups #4 to #6 of the engine 1 are connected to each other corresponding to the sub-turbocharger 11. Furthermore, each turbine 10
Separate main and sub-exhaust passages 12, 13 are downstream of a and 11a.
is communicated with. The main and auxiliary exhaust passages 12 and 13 merge on the downstream side thereof and are communicated with the outside via a catalytic converter 14 having a built-in three-way catalyst.

On the other hand, the main and sub turbochargers 10,
The upstream sides of the compressors 10b and 11b constituting the compressor 11 are communicated with separate main and sub intake passages 15 and 16, respectively. The upstream sides of each of the main and auxiliary intake passages 15 and 16 merge into one common intake passage 17 and communicate with the outside via an air cleaner 18. Moreover, each compressor 10b, 11
The downstream side of b is connected to separate main and sub intake passages 19 and 20. The downstream sides of each of the main and auxiliary intake passages 19 and 20 merge into and communicate with one common intake passage 21, which communicates with the surge tank 2 via an intercooler 22 for intake air cooling, and further through the throttle body 3. ing.

In this embodiment, the main turbocharger 10 is operated from a low intake air amount region to a high intake air amount region of the engine 1, and the auxiliary turbocharger 11 is stopped in the low intake air amount region and is operated in the high intake air amount region. It operates only in the intake air amount range, and both the main and auxiliary turbochargers 10,
11 constitutes a so-called "two-stage twin-turbo system."

In order to enable both the main and sub turbochargers 10 and 11 to operate and stop, the sub turbocharger 1
An exhaust switching valve 23 is provided in the middle of the auxiliary exhaust passage 13 communicating with the first turbine 11a. Further, an intake switching valve 24 is provided in the middle of the auxiliary intake passage 20 that communicates with the compressor 11b of the auxiliary turbocharger 11. These exhaust switching valves 23 and intake switching valves 24 are driven by diaphragm actuators 27 that are driven by opening and closing switching of three types of first and second vacuum switching valves (hereinafter simply referred to as "VSV") 25 and 26, respectively.
, 28, respectively. Atmospheric air is introduced into the atmospheric ports of the first and second VSVs 25 and 26 via an air filter 29, and required high-pressure air is introduced from the pressure tank 30 into the pressure ports.

[0014] Therefore, the first and second VSVs 25, 26
The introduction of air pressure into the diaphragm chambers 27a, 28a of each actuator 27, 28 is adjusted by switching the opening/closing of , thereby operating each actuator 27, 28, and opening/closing the exhaust switching valve 23 and the intake switching valve 24, respectively. . That is, when the first VSV 25 is turned on, it operates the actuator 27 to fully open the exhaust switching valve 23, and when it is turned off, it operates the actuator 27 to fully close the exhaust switching valve 23. let When the second VSV 26 is turned on, it operates the actuator 28 to fully open the intake switching valve 24, and when it is turned off, it operates the actuator 28 to fully close the intake switching valve 24. let and,
When both the exhaust switching valve 23 and the intake switching valve 24 are fully open, a "double supercharging stage" occurs in which both the main and auxiliary turbochargers 10, 11 operate, and both the switching valves 23, 24
When both are fully closed, a "single supercharging stage" is established in which only the main turbocharger 10 operates.

Turbine 11a of sub-turbocharger 11
An exhaust bypass passage 31 that bypasses the exhaust switching valve 23 and communicates with the main exhaust passage 12 is provided in the auxiliary exhaust passage 13 that communicates with the main exhaust passage 12 . Moreover, in this exhaust bypass passage 31,
An exhaust bypass valve 32 is provided to open and close the passage 31. This exhaust bypass valve 32 is opened and closed by a diaphragm type actuator 33. The diaphragm chamber 33a of this actuator 33 is
It communicates with the auxiliary intake passage 20 on the downstream side of the intake switching valve 24, and also communicates with the auxiliary intake passage 16 on the upstream side of the compressor 11b via a dual-type third VSV 34. By opening and closing this third VSV34,
By adjusting the introduction of supercharging pressure by the compressor 10b into the diaphragm chamber 33a, the actuator 33
is operated to open and close the exhaust bypass valve 32. That is, the third VSV 34 is duty controlled to adjust the amount of supercharging pressure bleed into the atmosphere by the compressor 10b of the main turbocharger 10,
The opening degree (opening amount) of the exhaust bypass valve 32 is made variable by adjusting the operating pressure of the actuator 33 to the diaphragm chamber 33a.

Furthermore, both passages 20 and 16 are communicated between the auxiliary intake passage 20 upstream of the intake switching valve 24 and the main intake passage 15 upstream of the compressor 10b of the main turbocharger 10. A first intake bypass passage 35 is provided. Further, a first intake bypass valve 37 is provided at one end of the first intake bypass passage 35 and is driven by a diaphragm type actuator 36 in order to open and close the passage 35 . This actuator 36 is driven by opening/closing switching of the fourth VSV 38 of three types. Atmospheric air is introduced into the atmospheric port of this fourth VSV 38 via an air filter 29, and required high pressure air is introduced from the pressure tank 30 into the pressure port.

Accordingly, based on the opening/closing switching of the fourth VSV 38, the introduction of air pressure into the diaphragm chamber 36a of the actuator 36 is adjusted, thereby operating the actuator 36 and opening/closing the first intake bypass valve 37. . That is, when the fourth VSV 38 is turned on, it operates the actuator 36 to fully close the first intake bypass valve 37, and when it is turned off, it operates the actuator 36 to fully open the first intake bypass valve 37. Actuator 3
Activate 6. This first intake bypass passage 35 is a passage opened to smoothly switch from the operation of only the main turbocharger 10 to the operation of both the main and auxiliary turbochargers 10 and 11.

Note that the pressure port of the pressure tank 30 is connected to the common intake passage 21 upstream of the intercooler 22.
The main turbocharger 10 supplies supercharging pressure to the pressure tank 30. Also, a bypass passage 39 that communicates the upstream side and the downstream side of the intake switching valve 24 in the auxiliary intake passage 20 is provided.
A reed valve 40 is provided. When the outlet pressure of the compressor 11b of the sub-turbocharger 11 becomes higher than that of the main turbocharger 10,
Air is bypassed from the upstream side to the downstream side of the intake switching valve 24 via the bypass passage 39 and the reed valve 40.

On the other hand, in the main turbocharger 10,
A wastegate passage 41 is provided between the upstream side and the downstream side of the turbine 10a. Further, this wastegate passage 41 is provided with a wastegate valve 42 that opens and closes the passage 41. In order to prevent the supercharging pressure by the main turbocharger 10 from exceeding a preset pressure, the wastegate valve 42 bypasses exhaust gas flowing into the turbine 10a to the outlet side of the turbine 10a. This is for adjusting the output of the main turbocharger 10a and controlling the supercharging pressure by the main turbocharger 10. The wastegate valve 42 is opened and closed by a diaphragm type actuator 43. The diaphragm chamber 43a of this actuator 43 is communicated with the main intake passage 19 downstream of the compressor 10b, and the fifth V
It communicates with the main intake passage 15 on the upstream side of the compressor 10b via the SV44. And that fifth V
The introduction of supercharging pressure by the compressor 10b into the diaphragm chamber 43a is adjusted by opening and closing the SV 44, thereby operating the actuator 43 and opening and closing the wastegate valve 42. That is, the fifth VSV 44 is duty-controlled to adjust the amount of supercharging pressure bleed into the atmosphere, and to control the diaphragm chamber 43a of the actuator 43.
The opening degree of the wastegate valve 42 (
opening amount) is variable.

Also, related to the main turbocharger 10, there is a main intake passage 15 on the upstream side of the compressor 10b and a common intake passage 21 on the downstream side of the compressor 10b.
A second intake bypass passage 45 is provided between the two. On one end side of this second intake bypass passage 45,
A second intake bypass valve 47 is provided to open and close the passage 45, which is driven by a diaphragm actuator 46. A diaphragm chamber 46a of this actuator 46 is communicated with the surge tank 2. Therefore, the actuator 46 is operated so that the second intake bypass valve 47 is opened only when the inside of the surge tank 2 becomes negative pressure, and the actuator 46 is operated so that the second intake bypass valve 47 is closed at other times. 46 is activated.

The engine 1 receives outside air introduced through the air cleaner 18 through the common intake passage 17, the main and auxiliary intake passages 15 and 16, and the main and auxiliary turbochargers 1.
The air is taken in through compressors 10b and 11b, intercooler 22, surge tank 2, intake manifold 5, etc. Further, at the same time as taking in the outside air, the engine 1 takes in fuel injected from each of the injectors 6A to 6F. Furthermore, the engine 1 explodes and burns the mixture of the taken in fuel and outside air in the combustion chambers of each cylinder #1 to #6 to obtain driving force, and then sends the exhaust gas to the exhaust manifold 8, the main The gas is discharged to the outside via the turbines 10a and 11a of the auxiliary turbochargers 10 and 11, the main and auxiliary exhaust passages 12 and 13, and the catalytic converter 14.

Each sensor for detecting parameters indicating the operating state of the engine 1 detects the fully closed state and opening degree (throttle opening degree) of the throttle valve 4 in the throttle body 3.
A throttle opening sensor 61 is provided to detect ACCP. The surge tank 2 is provided with an intake pressure sensor 62 as an intake pressure detection means for detecting the intake pressure PM in the surge tank 2 . A well-known movable vane air flow meter 63 for measuring the amount of intake air passing through the common intake passage 17 is provided downstream of the air cleaner 18 . Further, the engine 1 is provided with a water temperature sensor 64 that detects the temperature of the cooling water (cooling water temperature) THW. Furthermore, an oxygen sensor 65 is provided near the confluence of the main and auxiliary exhaust passages 12 and 13 to detect the oxygen concentration in the exhaust gas, that is, to detect the exhaust air-fuel ratio. This oxygen sensor 65 is arranged at a position offset from the main exhaust passage 12.

An ignition signal distributed by a distributor 48 is applied to each of the spark plugs 7A to 7F provided in each cylinder #1 to #6 of the engine 1. The distributor 48 synchronizes the high voltage output from the igniter 49 with the crank angle of the engine 1 to each spark plug 7A~
This is for distribution to the 7th floor. The ignition timing of each spark plug 7A to 7F is determined by the high voltage output timing from the igniter 49.

The distributor 48 has a built-in rotor (not shown) that rotates in conjunction with the rotation of the engine 1. This distributor 48 is provided with a rotation speed sensor 66 that detects the engine rotation speed NE from the rotation of the rotor. Similarly, cylinder discrimination sensors 67 are respectively attached to the distributors 48 to detect changes in the crank angle of the engine 1 at a predetermined rate according to the rotation of the rotor. In this embodiment, assuming that the engine 1 rotates twice per stroke, the cylinder discrimination sensor 67 detects the crank angle at a rate of 360° CA. Further, a transmission (not shown) drivingly connected to the engine 1 is provided with a vehicle speed sensor 68 for detecting vehicle speed SP.

In addition, the engine 1 of this embodiment includes an exhaust gas recirculation device (hereinafter simply "EG") as shown in FIGS.
81 (referred to as "R device") is provided. This EGR device 81 includes an exhaust gas recirculation passage (EGR passage) 82 provided between an exhaust system and an intake system. This EG
The R passage 82 is for taking out a part of the exhaust gas from the exhaust system and recirculating it to the intake system, and as shown in FIG. It is arranged in the exhaust passage 83 of cylinder #6 leading to cylinder #6. On the other hand, the intake port 82 which is the other end side of the EGR passage 82
b is placed in the surge tank 2 as shown in FIG. A part of the exhaust gas taken out through the exhaust passage 83 of cylinder #6 is recirculated to the surge tank 2 through the EGR passage 82.

An EGR valve 84 is provided in the middle of the EGR passage 82 as a recirculation passage opening/closing means for opening and closing the passage 82. This EGR valve 84 is opened in proportion to the intake negative pressure introduced from the intake system. Figure 3
As shown in FIG. 2, the EGR valve 84 includes a diaphragm chamber 84a containing a diaphragm 86 urged by a spring 85, and a main body casing 84b communicating with the EGR passage 82. In addition, the diaphragm 86 has
The proximal end of a valve rod 87a having a valve body 87 fixed to the distal end thereof is fixed, and the distal end side of the valve rod 87a is arranged so as to be reciprocating inside the main body casing 84b. The diaphragm 86 and the valve rod 87a are connected to the spring 8
5 and is pressed downward. On the other hand, the inside of the main body casing 84b is divided into an upper chamber 84c and a lower chamber 84d by a partition wall, and a valve hole 84e that is opened and closed by a valve body 87 is formed in the partition wall. And upper chamber 8
4c is connected to the surge tank 2 through the EGR passage 82, and the lower chamber 84d is connected to the cylinder # through the EGR passage 82.
It communicates with the exhaust passage 83 of No. 6. Note that an EGR passage 82 between the lower chamber 84d and the exhaust passage 83 is
An R cooler 88 is provided. This EGR cooler 88
is formed integrally with the engine block, and is used to cool the exhaust gas by exchanging heat with the outside air while passing through it.

In order to introduce the intake negative pressure of the intake system into the diaphragm chamber 84a of the EGR valve 84 as an operating pressure, a first negative pressure passage 89 is provided that communicates the diaphragm chamber 84a with the surge tank 2. . An introduction port 89a at one end of the first negative pressure passage 89 communicates with the surge tank 2 downstream of the throttle valve 4, and introduces the intake negative pressure in the surge tank 2.

In the middle of this first negative pressure passage 89, there is a negative pressure passage whose duty is controlled to open and close the negative pressure passage 89 and to adjust the operating pressure introduced into the diaphragm chamber 84a of the EGR valve 84. Sixth of two methods as opening/closing means
A VSV 90 is provided. This sixth VSV90
One port of is connected to the surge tank 2 via a first negative pressure passage 89 .

Similarly, in the middle of the first negative pressure passage 89,
An EGR valve modulator 91 is provided that communicates with the other port of the sixth VSV 90. This EGR valve modulator 91 is for increasing and adjusting the intake negative pressure applied to the diaphragm chamber 84a in proportion to the exhaust pressure (exhaust pressure) applied to the lower chamber 84d of the EGR valve 84. That is, E
The GR valve modulator 91 includes an upper passage 91a communicating with the first negative pressure passage 89, and a main body casing 91b containing a diaphragm 92. Further, the main body casing 91b is divided into an atmospheric chamber 91c and an exhaust pressure chamber 91d with a diaphragm 92 as a boundary. Atmospheric chamber 91c and upper passage 9
A communication port 91e is formed between 1a, and an atmospheric chamber 91
An atmospheric port 91f is formed in the side wall of c. Then, by introducing atmospheric pressure into the atmospheric chamber 91c through the atmospheric port 91f, the atmospheric pressure is transferred to the communication port 91e.
It acts on the first negative pressure passage 89 through the upper passage 91a.

[0030] Also, the exhaust pressure chamber 9 of the EGR valve modulator 91
1d and a lower chamber 84d of the EGR valve 84 are communicated via an exhaust pressure passage 93, so that the exhaust pressure applied to the lower chamber 84d acts on the exhaust pressure chamber 91d. Also, the exhaust pressure chamber 9
In order to restrict the introduction of atmospheric pressure into the upper passage 91a in proportion to the exhaust pressure acting on the diaphragm 92, a
A valve body 94 is provided for adjusting the opening degree of the communication port 91e. A spring 95 that biases the diaphragm 92 against exhaust pressure is built into the atmospheric chamber 91c. The diaphragm 92 is upwardly displaced against the urging force of the spring 95 in proportion to the exhaust pressure acting on the exhaust pressure chamber 91d, and the communication port 9
The opening degree of 1e is adjusted by the valve body 94. Furthermore, when the exhaust pressure equal to or higher than a predetermined value is applied to the exhaust pressure chamber 91d, the upward displacement of the diaphragm 92 causes the communication port 91e to close to the valve body 94.
completely closed by. In other words, the EGR valve modulator 91 restricts the introduction of atmospheric pressure into the upper passage 91a in proportion to the exhaust pressure applied to the EGR valve 84, thereby causing the diaphragm of the EGR valve 84 to pass through the first negative pressure passage 89. The operating pressure applied to the chamber 84a is adjusted to increase.

Additionally, in this embodiment, a vacuum control valve (
96 (hereinafter simply referred to as "VCV") is provided. This VCV 96 is operated to close based on the intake negative pressure on the downstream side of the throttle valve 4 when the throttle valve 4 is fully closed as a fail-safe in the event of an open failure of the sixth VSV 90, and forces the first negative pressure passage 89. It is intended for closing purposely.

That is, as shown in FIGS. 3 and 7, VCV96
is a diaphragm 98 urged by a spring 97
The diaphragm chamber 96a has a built-in diaphragm chamber 96a, and the main body casing 96b communicates with the first negative pressure passage 89. The proximal end of a valve rod 99a having a valve body 99 fixed to the distal end is fixed to the diaphragm 98, and the distal end of the valve rod 99a is arranged to be reciprocating inside the main casing 96b. The diaphragm 98 and the valve rod 99a are urged downward by a spring 97. On the other hand, the inside of the main body casing 96b is
It is divided into an upper chamber 96c and a lower chamber 96d by a partition wall, and the partition wall has a communication port 96 that is opened and closed by a valve body 99.
e is formed. The upper chamber 96c communicates with the upper passage 91a of the EGR valve modulator 91 through the first negative pressure passage 89, and the lower chamber 96d communicates with the diaphragm chamber 84a of the EGR valve 84 through the first negative pressure passage 89. There is. Further, on the bottom wall of the lower chamber 96d, there is an atmospheric port 96 that communicates with the atmosphere and is opened and closed by a valve body 99.
f is formed.

[0033]The diaphragm chamber 96 of the VCV 96
When no negative intake pressure is applied to a, the diaphragm 98 and the valve rod 99a are pushed down by the urging force of the spring 97. As a result, the atmospheric port 96f of the VCV 96 is closed by the valve body 99, whereas the communication port 96e is opened, and the upper chamber 96c and the lower chamber 96
d are in communication with each other, and the intake negative pressure acting on the first negative pressure passage 89 directly acts on the diaphragm chamber 84a of the EGR valve 84 as operating pressure. On the other hand, when negative intake pressure acts on the diaphragm chamber 96a of the VCV 96, the diaphragm 98 and the valve rod 99a are displaced upwardly against the biasing force of the spring 97. By this, VCV9
6, its communication port 96e is closed by the valve body 99, that is, the first negative pressure passage 89 is closed, whereas the atmospheric port 96f is opened, and EGR is carried out from the lower chamber 96d through the first negative pressure passage 89. Diaphragm chamber 84a of valve 84
Atmospheric pressure acts on the EGR valve 84 to close it.

The diaphragm chamber 96a of the VCV 96 is communicated with the throttle body 3 on the downstream side of the throttle valve 4 via a second negative pressure passage 100. The position of the introduction port 100a of the second negative pressure passage 100 that opens into the throttle body 3 is such that when the throttle valve 4 is fully closed, the intake negative pressure in the surge tank 2 acts, and when the throttle valve 4 is opened, the intake port 100a is located in the common intake passage 21. It is set so that the internal atmospheric pressure acts.

Furthermore, in the middle of the second negative pressure passage 100,
When positive pressure acts on the passage 100, the positive pressure is VCV
A check valve 101 is provided to prevent the diaphragm chamber 96a from acting on the diaphragm chamber 96a. This check valve 101 allows the diaphragm chamber 96 of the VCV 96 to
Only the intake negative pressure that moves the diaphragm 98 upward acts on a, and the positive pressure that pushes the diaphragm 98 down and reverses it does not act on it.

Therefore, when the VCV 96 is open,
That is, in a state where the communication port 96e is open and the atmospheric port 96f is closed, the sixth VSV
90 is opened by duty control and the first negative pressure passage 8
9, the intake negative pressure acts on the diaphragm chamber 84a of the EGR valve 84 through the upper passage 91a of the EGR valve modulator 91, and the valve element 87 moves upward to open the valve hole 84e. . In other words, EGR valve 84
The EGR passage 82 is opened, and the exhaust passage 8 of cylinder #6 is opened.
3 to the surge tank 2 is allowed. At this time, when the exhaust pressure acting on the EGR valve 84 does not exceed a predetermined value, the intake negative pressure applied to the EGR valve modulator 91 is appropriately attenuated by the atmospheric pressure introduced through the atmospheric port 91f. As a result, the intake negative pressure to the diaphragm chamber 84a is moderately suppressed, and the EGR valve 84
The amount of recirculation of exhaust gas in the EGR passage 82, that is, the amount of EGR, is suppressed.

On the other hand, when the exhaust pressure acting on the EGR valve 84 exceeds a predetermined value, the communication port 91e of the EGR valve modulator 91 is closed, and the introduction of atmospheric pressure from the atmospheric port 91f is cut off. All of the acting negative intake pressure acts on the diaphragm chamber 94a of the EGR valve 84 without being attenuated. As a result, the intake negative pressure to the diaphragm chamber 84a is increased, and the EGR valve 8
4, the EGR passage 82 is wide open and the amount of EGR is increased.

In this embodiment, the sixth VSV 9
An open failure lamp 102 is provided as a notification means that is turned on to notify the driver when the 0 has an open failure for some reason. Also, the 6th VSV9
0 or VCV 96 has a closing failure for some reason, a closing failure lamp 103 is provided as a notification means that is turned on to notify the driver of this. These open failure lamp lamp 102 and closed failure lamp 103 are incorporated into the instrument panel of the driver's seat so that the driver can easily see them.

Among the constituent members explained above, each of the injectors 6A to 6F, the igniter 49, and the first to sixth
The VSVs 25, 26, 34, 38, 44, 90 and the lamps 102, 103 are electrically connected to an electronic control unit (hereinafter simply referred to as "ECU") 71 that constitutes an intake negative pressure determination means, and Their drive timings are controlled by the actuation.

Next, the configuration of the ECU 71 will be explained with reference to the block diagram shown in FIG. The ECU 71 includes a central processing unit (CPU) 72, a read-only memory (ROM) 73 that stores predetermined control programs, etc., and a random access memory (RA) that temporarily stores calculation results of the CPU 72.
M) 74, a backup RAM 75 for storing pre-stored data, etc., and each of these parts and an external input circuit 76, an external output circuit 77, etc. are connected by a bus 78 to form a logic operation circuit.

The external input circuit 76 includes the aforementioned throttle opening sensor 61, intake pressure sensor 62, air flow meter 63, water temperature sensor 64, oxygen sensor 65, rotation speed sensor 66, cylinder discrimination sensor 67, vehicle speed sensor 68, etc. each connected. Then, the CPU 72 inputs the air flow meter 63 and each sensor 61 via the external input circuit 76.
, 62, 64-68 are read as input values.

Furthermore, the CPU 72 controls each injector 6 connected to the external output circuit 77 based on these input values.
A to 6F, igniter 49, 1st to 6th VSV25,
26, 34, 38, 44, 90 and each lamp 102, 1
03 etc. are suitably controlled. In addition, in this example, fuel injection is independent injection for each cylinder #1 to #6,
The injectors 6A to 6F are individually driven and controlled when the injection timing for each cylinder #1 to #6 arrives. Furthermore, in the engine 1 of this embodiment, fuel injection in each cylinder #1 to #6 is performed in cylinder #1, cylinder #5, and cylinder #6.
3. This is performed in the order of cylinder #6, cylinder #2, and cylinder #4.

Next, in the supercharged gasoline engine system configured as described above, the ECU 71 determines the current operating state based on the input values from the air flow meter 63 and each sensor 61, 62, 64-68. The operation of the main turbocharger 10 and the sub-turbocharger 11 is controlled as follows depending on the operating state. First, when the operating state of the engine 1 is in a low speed range and a high load range, the ECU 71 switches the exhaust switching valve 23 and the intake switching valve 24.
are closed together, and the first and second VSVs 25 and 26 are switched and controlled. This results in a "single supercharging stage" in which only the main turbocharger 10 is operated. In this "single supercharging stage", exhaust gas from the engine 1 flows only through the main turbocharger 10, as shown by the arrow in FIG. 5, and rotationally drives the turbine 10a. Furthermore, the exhaust gas that has passed through the turbine 10a passes through the main exhaust passage 12, reaches the confluence of both the main and auxiliary exhaust passages 12 and 13, as shown by the arrow in FIG. It passes through and is discharged to the outside. In this way, the reason for using a "single supercharging stage" in the low intake air amount region is that in the low intake air amount region, the main turbocharger 10
This is because the supercharging characteristics by only the main turbocharger 10 and the sub-turbocharger 11 are better than the supercharging characteristics by the main and sub turbochargers 10 and 11. By using such a "single supercharging stage", the torque of the engine 1 increases quickly, and the response in the low speed range can be significantly improved.

Furthermore, in this embodiment, the oxygen sensor 65
The installation position is the turbine 1 of the main turbocharger 10.
Since it is offset from the main exhaust passage 12 communicating with the main turbocharger 10, the exhaust gas flow from the main turbocharger 10 efficiently hits the oxygen sensor 65 and its oxygen concentration is detected. Therefore, the oxygen sensor 65 is rapidly warmed by the exhaust gas flow, and can quickly reach a stable output temperature characteristic range for air-fuel ratio control. In this "single supercharging stage", the entire amount of the exhaust gas flow always hits the oxygen sensor 65, and even in the "double supercharging stage", which will be explained later, the main turbocharger 10 is always operated.
Since the exhaust gas flow from the exhaust gas always hits the oxygen sensor 65, the oxygen concentration of the exhaust gas can be detected with high accuracy by the oxygen sensor 65.

Furthermore, when the operating state of the engine 1 is in a low speed range,
When the load is in the low load range, the ECU 71 switches and controls the first and second VSVs 25 and 26 so that the exhaust switching valve 23 remains closed and only the intake switching valve 24 is opened. As a result, both the main and auxiliary intake passages 15 and 16 are opened while the "single supercharging stage" remains, and an increase in intake resistance due to the operation of only the main turbocharger 10 can be suppressed. By doing so, it is possible to improve the boost pressure rise characteristics and operational response at the beginning of acceleration from a low load range.

Furthermore, when the operating state of the engine 1 shifts from a low intake air amount region to a high intake air amount region, that is, when switching from a "single supercharging stage" to a "double supercharging stage," the ECU 71 controls the exhaust gas flow. The first and second VSV2 are opened so that both the switching valve 23 and the intake switching valve 24 are opened.
5 and 26 are switched and controlled. At this time, the exhaust bypass valve 32 is opened when the exhaust switching valve 23 is closed.
The ECU 71 switches and controls the third VSV 34. That is,
By flowing part of the exhaust gas to the sub-turbocharger 11, the approach rotation speed of the sub-turbocharger 11 is increased,
Stage switching can be performed more smoothly. At the same time, the EC is opened so as to open the first intake bypass valve 37.
By U71 switching and controlling the fourth VSV38,
Stage switching can be performed even more smoothly.

On the other hand, when the operating state of the engine 1 is in a high intake air amount region, the ECU 71 operates so that both the exhaust switching valve 23 and the intake switching valve 24 remain open and the exhaust bypass valve 32 is closed. 1st to 3rd VSV25, 26
, 34 are switched and controlled. As a result, a "double supercharging stage" state in which supercharging is performed by both the main and sub turbochargers 10 and 11 is maintained. In this "double supercharging stage," the exhaust gas from the engine 1 is transferred to both the main and auxiliary turbochargers 1, as shown by the arrows in Figure 6.
0 and 11 to rotate the respective turbines 10a and 11a. Furthermore, the exhaust gas that has passed through each of the turbines 10a and 11a passes through both the main and auxiliary exhaust passages 12 and 13 to reach their confluence, as shown by the arrows in FIG. 6, and further passes through the catalytic converter 14 downstream. and flows to the outside. In this way, by using the "double supercharging stage", the main
Both compressors 1 of both secondary turbochargers 10 and 11
Sufficient supercharging pressure is obtained by 0b and 11b, and the output of the engine 1 in the high speed range is improved. Then, the E
The CU 71 drives and controls the fifth VSV 44 (duty control).

Next, a brief explanation will be given of the EGR control processing operation executed by the ECU 71 in the exhaust gas recirculation system for an internal combustion engine configured as described above. That is,
Based on the coolant temperature THW read from the detected value of the water temperature sensor 64, the ECU 71 determines whether the engine 1 has reached a temperature suitable for performing EGR. Then, when the temperature of the engine 1 is suitable for performing EGR,
The ECU 71 determines whether the throttle valve 4 is open or not based on the throttle opening ACCP read from the detection value of the throttle opening sensor 61. When the throttle valve 4 is open, the ECU 71 detects the intake pressure sensor 62, assuming that the EGR is not performed under extremely low load.
The intake pressure PM read from the detected value is "700mmH
g'' or less, that is, whether or not the engine 1 is under high load. Then, when the engine 1 is at a low or medium load suitable for performing EGR, which is not a high load,
The CU 71 calculates a suitable VSV duty ratio based on the engine rotation speed NE etc. read from the detection value of the rotation speed sensor 66, and according to the calculation result, the sixth VSV 90
Control the duty. That is, the ECU 71 is the engine 1
The duty of the sixth VSV 90 is controlled to control the opening degree of the EGR valve 84 according to the operating state of the sixth VSV 90.

On the other hand, when the temperature of the engine 1 is not suitable for performing EGR, when the throttle valve 4 is fully closed, or when the engine 1 is under high load,
The ECU 71 closes the EGR valve 84 and turns off the sixth VSV 90 to cut off the recirculation of exhaust gas to the surge tank 2. In this way, EGR control that is effective in reducing NOx is performed.

As explained above, according to the EGR device 81 in this embodiment, the duty of the sixth VSV 90 is controlled according to the operating state of the engine 1, and the EGR valve 8
4 can be suitably controlled. This results in
Exhaust gas in an amount corresponding to the intake air amount range required by the engine 1 can be recirculated to the surge tank 2 through the EGR passage 82. In other words, the intake air amount Q of engine 1
It is possible to secure a constant EGR rate that meets the requirements of

FIG. 8 shows the EG versus VSV duty ratio when the sixth VSV 90 is normally controlled in duty.
5 is a graph showing changes in the R rate and the intake pressure PM of the surge tank 2. FIG. As you can see from this graph, the 6th VSV
90 is under normal duty control, VS
As the V duty ratio increases, the EGR rate increases to a certain level and then becomes approximately constant. On the other hand, the intake pressure PM is EG
After increasing to a certain level as the R rate increases, it becomes almost constant.

Next, the processing operation for diagnosing a failure of the EGR device 81 executed by the ECU 71 in the exhaust gas recirculation device for an internal combustion engine configured as described above will be described with reference to the flowchart of FIG. This EGR device 81
The fault diagnosis routine is executed by a regular interrupt every predetermined time. When the process moves to this routine, first, in step 201, the engine rotation speed NE is read based on the detected value of the rotation speed sensor 66. Also, step 202
, the throttle opening ACCP is read based on the detected value of the throttle opening sensor 61.

Subsequently, in step 203, the engine speed NE and throttle opening AC that have been previously read are
Based on CP, engine speed NE and throttle opening A
A normal intake pressure (theoretical intake pressure) EPM is determined as a reference value determined by the relationship with CCP. The theoretical intake pressure EPM is determined by referring to a map that predetermines the relationship between the theoretical intake pressure EPM and the engine speed NE and throttle opening ACCP, as shown in FIG. or,
The theoretical intake pressure EPM in this map is determined to be a value in a light load range other than the idle state. As explained in the graph of FIG. 8, when the duty of the sixth VSV 90 is normally controlled, the EGR rate and the intake pressure PM are determined according to the VSV duty ratio. Therefore, if the sixth VSV 90 is abnormal, an EGR rate corresponding to the VSV duty ratio cannot be obtained, and as a result, the intake pressure PM also fluctuates.

Next, in step 204, the actual intake pressure PM is read based on the detected value of the intake pressure sensor 62. Then, in step 205, a hysteresis amount of 30 (mm) is added to the previously determined theoretical intake pressure EPM.
Actual intake pressure P
Determine whether M is large. In other words, it is determined whether or not there is an abnormality in which the actual intake pressure PM in the current operating state becomes an excessively larger value than the theoretical intake pressure EPM. Here, if the sixth VSV 90 has an open failure, operating pressure is introduced into the diaphragm chamber 84a of the EGR valve 84 through the first negative pressure passage 89, and the EGR valve 84
will be released. The exhaust gas is then recirculated to the surge tank 2 through the EGR passage 82. Therefore, the intake pressure PM in the surge tank 2 becomes larger than the normal theoretical intake pressure EPM.

Then, in step 205, if the actual intake pressure PM is larger than the value obtained by adding "30 (mmHgabs)" to the theoretical intake pressure EPM, the EGR valve 84 is closed due to an open failure of the sixth VSV 90. It is determined that this is an abnormal situation in which the opening is excessively opened, and the process moves to step 206. Then, in step 206, the open fault lamp 102 is turned on to notify the driver of the abnormality,
The subsequent processing is temporarily terminated. In other words, the sixth VSV9
If it is diagnosed as an open failure of 0, the open failure lamp 102 continues to be lit.

On the other hand, in step 205, if the actual intake pressure PM is not larger than the value obtained by adding "30 (mmHgabs)" to the theoretical intake pressure EPM, the sixth
If the VSV 90 and VCV 96 are either normal or have a closed failure, the process moves to step 207. Then, in step 207, this time the hysteresis is calculated from the theoretical intake pressure EPM.
It is determined whether the actual intake pressure PM is smaller than the value obtained by subtracting 30 (mmHgabs). In other words, the actual intake pressure P of the surge tank 2 in the operating state at that time
It is determined whether or not there is an abnormality in which M becomes an excessively smaller value than the theoretical intake pressure EPM.

[0057] Here, the actual intake pressure PM is equal to the theoretical intake pressure E.
If it is smaller than the value obtained by subtracting "30 (mmHgabs)" from PM, the sixth VSV90 or VCV96
It is assumed that the EGR valve 84 is completely closed due to a closing failure, and the process moves to step 208. and,
In step 208, the closed fault lamp 103 is turned on to notify the driver of the abnormality, and the subsequent processing is temporarily terminated. That is, the sixth VSV90 or VC
If it is diagnosed that the V96 has a closing failure, the closing failure lamp 103 continues to be lit.

On the other hand, in step 207, if the actual intake pressure PM is greater than the value obtained by subtracting "30 (mmHgabs)" from the theoretical intake pressure EPM, it is assumed that the sixth VSV 90 and VCV 96 are normal. The subsequent processing is then terminated. In this way, E.G.
A failure diagnosis of the R device 81, specifically, a diagnosis of an open failure of the sixth VSV 90 and a closed failure of the sixth VSV 90 or VCV 96 is performed.

Therefore, if for some reason the sixth V
If the SV90 has an open failure or the 6th VSV90 or VC
If the V96 is in an abnormal state such as a closed failure, the ECU 71 immediately determines the abnormality, and the open failure lamp 102 or the closed failure lamp 103 is turned on to notify the driver and the like. Therefore, the driver etc. can immediately grasp the abnormality, and the sixth VSV9
0 open failure or a closed failure of the VSV90 or VCV96 can be dealt with at an early stage.

In addition, according to the EGR device 81 of this embodiment, as a fail-safe in the event of an open failure of the sixth VSV 90, the VC operates when the throttle valve 4 is fully closed.
V96 is provided. Therefore, if the sixth VSV 90 fails in an open state for some reason when the VCV 96 is normal, the VCV
96 is operated to close. That is, intake negative pressure is introduced into the diaphragm chamber 96a of the VCV 96 through the second negative pressure passage 100, and the intake negative pressure forcibly closes the communication port 96e of the VCV 96 and also closes the atmospheric port 96.
f is released. As a result, the atmospheric pressure introduced through the lower chamber 96d passes through the first negative pressure passage 89 to the EG
It is introduced into the diaphragm chamber 84a of the R valve 84. Therefore, even if the sixth VSV 90 is in the open state, intake negative pressure is not introduced into the diaphragm chamber 84a of the EGR valve 84 through the first negative pressure passage 89. As a result, EGR
Valve 84 is closed and is not opened unnecessarily, and exhaust gas is not recirculated to surge tank 2.

Therefore, if the sixth VSV 90 fails in the open state, the surge will occur in the case of an extremely low load where the intake air amount Q is extremely small, such as when the throttle valve 4 is in the fully closed state, that is, in the idling state. Recirculation of exhaust gas to the tank 2 can be reliably prevented. Therefore, engine 1
At extremely low loads, exhaust gas is no longer supplied to the combustion chambers of each cylinder #1 to #6 with an extremely small amount of intake air Q, making it possible to prevent the air-fuel ratio from becoming overly lean, resulting in stable combustion. It is possible to secure an idle state.

Moreover, in this embodiment, since the VCV 96 is provided between the EGR valve 84 and the EGR valve modulator 91 in the middle of the first negative pressure passage 89, the VCV
The negative pressure passage 89 from 96 to the EGR valve 84 becomes shorter. Therefore, recirculation of the exhaust gas to the surge tank 2 can be instantly cut off, which is preferable because it can prevent a delay in EGR cut.

On the other hand, when the throttle valve 4 starts to open from the fully closed state, the introduction port 100a of the second negative pressure passage 100 opens.
However, in the EGR device 81 of this embodiment, a check valve 101 for blocking positive pressure is provided in the middle of the second negative pressure passage 100. For this reason, VCV96
No positive pressure acts on the diaphragm chamber 96a,
No unreasonable force is applied to the diaphragm 98 that would reverse its direction of displacement. In particular, in this embodiment, the engine 1 has main and sub-turbochargers 10 and 11.
, when the throttle valve 4 is opened, there is a possibility that positive pressure will act on the second negative pressure passage 100 due to the supercharging pressure from each turbocharger 10, 11. However, the check valve 101 can reliably block positive pressure based on the supercharging pressure, and VCV9
6 diaphragm 98 can be protected.

It should be noted that the present invention is not limited to the above-mentioned embodiments, but may be implemented as follows by appropriately changing a part of the structure without departing from the spirit of the invention. (1) In the embodiment, an open failure of the sixth VSV 90,
Alternatively, an open failure lamp 102 and a closed failure lamp 103 are provided as notification means for notifying a closing failure of the VSV 90 or VCV 96, but each lamp 102, 103
An alarm buzzer may be provided instead, or a combination of each lamp 102, 103 and an alarm buzzer may be provided.

(2) In the above embodiment, the exhaust gas outlet 82a of the EGR passage 82 was arranged in the exhaust passage 83 leading to cylinder #6, but it could also be arranged in the exhaust passage leading to the other cylinders #1 to #5. Alternatively, it may be arranged in the main exhaust collecting part 8a of the exhaust manifold 8, or it may be arranged in the sub-exhaust collecting part 8b of the exhaust manifold 8. (3) In the embodiment described above, the VCV 96 was provided between the EGR valve 84 and the EGR valve modulator 91 in the middle of the first negative pressure passage 89, but this VCV 96 may be omitted.

(4) In the above embodiment, the system is embodied in a 6-cylinder in-line gasoline engine system with a supercharger, but it can also be embodied in a V-type engine instead of an in-line type engine, or a 6-cylinder It's not a 4-cylinder or 8-cylinder engine.
It can also be embodied in an engine such as a cylinder. (5) In the above embodiment, the EGR device 81 is embodied in a "2-way twin turbo system" supercharged gasoline engine system, but it may also be embodied in a supercharged engine of a single turbo system, or It can also be embodied in an engine that does not have a machine.

[0067]

As described in detail above, according to the present invention, the operating pressure introduced into the recirculation passage opening/closing means such as the EGR valve is adjusted by opening/closing the negative pressure passage opening/closing means such as the VSV. In an exhaust gas recirculation system that controls the recirculation of exhaust gas to , since the negative pressure passage opening/closing means was deemed to have an open failure, the notification means was activated.
When the negative pressure passage opening/closing means fails to operate normally due to an open failure, this can be immediately notified to the driver, etc., and the excellent effect is achieved in that the failure can be dealt with at an early stage.

[Brief explanation of the drawing]

FIG. 1 is a conceptual configuration diagram of the present invention.

FIG. 2 is a schematic configuration diagram illustrating a supercharged gasoline engine system in an embodiment embodying the present invention.

FIG. 3 is a diagram illustrating the configuration of an EGR device in one embodiment.

FIG. 4 is a block diagram showing the configuration of an ECU in one embodiment.

FIG. 5 is a schematic configuration diagram illustrating a supercharging operation in a "single supercharging stage" of a gasoline engine system with a supercharger in one embodiment.

FIG. 6 is a schematic configuration diagram illustrating a supercharging operation in a "double supercharging stage" of a gasoline engine system with a supercharger in one embodiment.

FIG. 7 is a cross-sectional view showing a VCV in one embodiment.

FIG. 8 is a graph showing the relationship between changes in EGR rate and intake pressure with respect to VSV duty ratio in one embodiment.

FIG. 9: EG executed by ECU in one embodiment
3 is a flowchart illustrating a processing routine for diagnosing an R device failure.

FIG. 10 is a diagram showing a map in which the relationship between theoretical intake pressure and engine speed and accelerator opening is predetermined in one embodiment.

[Explanation of symbols]

1...Engine as an internal combustion engine 2...Surge tank 4 forming an intake system...Throttle valve 8...Exhaust manifold 61 forming an exhaust system...Throttle opening sensor 62 forming an operating state detection means...As an intake pressure detection means Intake pressure sensor 66...Rotational speed sensor 71 constituting operating state detection means...ECU 81 constituting intake negative pressure determination means...EGR device 82...EGR passage 84 as exhaust gas recirculation passage...EGR as recirculation passage opening/closing means Valve 89...first negative pressure passage

Claims (1)

[Claims] 1. An exhaust gas recirculation passage, which is provided between an exhaust system and an intake system of an internal combustion engine, and which extracts a part of exhaust gas from the exhaust system and recirculates it to the intake system; A recirculation passage opening/closing means provided for opening and closing the circulation passage and operated to open in proportion to the intake negative pressure introduced from the intake system, and a recirculation passage opening/closing means for taking out the intake negative pressure downstream of the throttle valve in the intake system a negative pressure passage that is introduced as operating pressure into the recirculation passage opening/closing means; and a negative pressure passage that is provided for opening and closing the negative pressure passage and whose drive is controlled to adjust the operating pressure introduced into the recirculation passage opening/closing means. In an exhaust gas recirculation device for an internal combustion engine equipped with a pressure passage opening/closing means,
Intake pressure detection means for detecting the intake pressure downstream of the throttle valve in the intake system; operating state detection means for detecting operating state parameters of the internal combustion engine other than the intake pressure; and detection results of the operating state detection means. intake negative pressure determining means for determining whether or not an abnormal state occurs in which the detected value of the intake pressure detecting means is an intake negative pressure smaller than a normal intake negative pressure when the intake pressure is in a light load range other than an idle state; an exhaust gas for an internal combustion engine, characterized in that the exhaust gas for an internal combustion engine is characterized in that the exhaust gas for an internal combustion engine is provided with a notification means that is driven to notify that there is an opening failure of the negative pressure passage opening/closing means when the judgment result of the intake negative pressure judgment means is abnormal. Gas reflux device.