TWI729797B - internal combustion engine - Google Patents

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TWI729797B
TWI729797B TW109114977A TW109114977A TWI729797B TW I729797 B TWI729797 B TW I729797B TW 109114977 A TW109114977 A TW 109114977A TW 109114977 A TW109114977 A TW 109114977A TW I729797 B TWI729797 B TW I729797B
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egr
temperature
egr gas
flow rate
heat loss
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TW109114977A
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TW202102769A (en
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小森翼
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日商豐田自動織機股份有限公司
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/25—Layout, e.g. schematics with coolers having bypasses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/25—Layout, e.g. schematics with coolers having bypasses
    • F02M26/26—Layout, e.g. schematics with coolers having bypasses characterised by details of the bypass valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
    • F02M26/47—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition the characteristics being temperatures, pressures or flow rates
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/49—Detecting, diagnosing or indicating an abnormal function of the EGR system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/65—Constructional details of EGR valves
    • F02M26/74—Protection from damage, e.g. shielding means

Abstract

為了提供一種內燃機，當冷卻水溫度感測器、吸氣溫度感測器等的感測器發生異常時，可避免配置於EGR通路之流量比調整閥的熱損發生及燃燒不穩定。 內燃機係具備異常判定裝置及避免控制裝置，異常判定裝置是判定為了控制流量比調整閥所需之複數個感測器當中之任一個是否異常；避免控制裝置是控制成，當藉由異常判定裝置判定為複數個感測器當中之任一個發生異常的情況，根據藉由EGR氣體溫度檢測裝置所檢測之EGR配管之比EGR閥更下游側之EGR氣體的溫度，而避免流量比調整閥之熱損發生及燃燒不穩定，流量比調整閥是調整流過EGR冷卻器之EGR氣體的流量相對於流過EGR配管之EGR氣體的總流量之流量比率。In order to provide an internal combustion engine, when an abnormality occurs in a sensor such as a cooling water temperature sensor, an intake air temperature sensor, etc., it is possible to avoid heat loss and unstable combustion of the flow rate adjustment valve arranged in the EGR passage. The internal combustion engine is equipped with an abnormality determination device and an avoidance control device. The abnormality determination device determines whether any one of the plurality of sensors required to control the flow rate ratio adjustment valve is abnormal; the avoidance control device is controlled, when the abnormality determination device is used If it is determined that any one of the plurality of sensors is abnormal, the temperature of the EGR gas downstream of the EGR valve detected by the EGR gas temperature detection device is used to avoid the heat of the flow rate than the regulating valve. The flow rate adjustment valve adjusts the flow rate of the EGR gas flowing through the EGR cooler to the total flow rate of the EGR gas flowing through the EGR pipe.

Description

內燃機internal combustion engine

本發明是關於具有排氣再循環(Exhaust Gas Recirculation：EGR)裝置之內燃機。The present invention relates to an internal combustion engine with an exhaust gas recirculation (EGR) device.

以往，關於將排氣的一部分透過EGR裝置送回吸氣管而與吸氣混合之後再供應給吸氣歧管的技術，已有各種被提出。例如，在下述專利文獻1所記載的內燃機之控制裝置，在內燃機之冷啟動時，在為了促進暖機而執行讓冷卻水的循環停止之水止控制的期間，控制成透過流量比調整閥將EGR/C比率設定為零，該EGR/C比率是通過EGR冷卻器的EGR氣體相對於總EGR氣體量之流量比，藉此抑制在EGR通路之冷凝水的發生。In the past, various techniques have been proposed for sending a part of exhaust gas back to the intake pipe through the EGR device, mixing with intake air, and then supplying it to the intake manifold. For example, in the control device for an internal combustion engine described in Patent Document 1 below, during a cold start of the internal combustion engine, during the period of time during which the circulation of cooling water is stopped in order to promote warm-up, it is controlled so that the permeation flow rate is higher than the adjustment valve. The EGR/C ratio is set to zero, which is the ratio of the flow rate of the EGR gas passing through the EGR cooler to the total EGR gas amount, thereby suppressing the generation of condensed water in the EGR passage.

此外，在車輛減速時，在停止噴射燃料而謀求燃料效率提高之進行燃料關斷的期間，為了抑制EGR冷卻器的溫度降低，是控制成透過流量比調整閥而將EGR/C比率設定為零，藉此抑制在EGR通路之冷凝水的發生。此外，在剛從EGR關斷的狀態回復後的期間，在該EGR關斷的狀態EGR閥成為全閉而使EGR動作停止，因為構成EGR通路之零件的溫度降低，是控制成在既定期間透過流量比調整閥將EGR/C比率設定為零，藉此抑制在EGR通路之冷凝水的發生。 [先前技術文獻] [專利文獻]In addition, when the vehicle is decelerating, in order to suppress the temperature drop of the EGR cooler while the fuel is shut off in order to improve the fuel efficiency by stopping the fuel injection, the permeation flow rate ratio adjustment valve is controlled to set the EGR/C ratio to zero. This suppresses the occurrence of condensed water in the EGR passage. In addition, in the period immediately after returning from the EGR-off state, the EGR valve becomes fully closed in the EGR-off state and the EGR operation is stopped because the temperature of the parts constituting the EGR passage is reduced, and it is controlled to pass through for a predetermined period of time. The flow rate adjustment valve sets the EGR/C ratio to zero, thereby suppressing the occurrence of condensed water in the EGR passage. [Prior Technical Literature] [Patent Literature]

[專利文獻1] 日本特開2018-84222號公報[Patent Document 1] Japanese Patent Application Publication No. 2018-84222

[發明所欲解決之問題][The problem to be solved by the invention]

然而，在前述專利文獻1所記載的內燃機之控制裝置，當用於檢測冷卻水的溫度之冷卻水溫度感測器、用於檢測吸氣的溫度之吸氣溫度感測器等發生異常時，若在高負載運轉狀態下將EGR/C比率設定為零，有高溫的EGR氣體流入流量比調整閥的疑慮。結果，會使流量比調整閥發生熱損(例如，密封材的劣化、電磁線圈之被覆材的劣化等)，而有減損機械可靠性的疑慮。另一方面，當冷卻水溫度感測器、吸氣溫度感測器等發生異常時，在輕負載運轉狀態下，若EGR/C比率變得過大，因為低溫的EGR氣體會流過EGR通路，使在缸體內吸入的吸氣溫度降低，而有變得發生不點火(misfire)等的燃燒不穩定的疑慮。However, in the control device for an internal combustion engine described in Patent Document 1, when an abnormality occurs in the cooling water temperature sensor for detecting the temperature of the cooling water, the intake air temperature sensor for detecting the temperature of the intake air, etc., If the EGR/C ratio is set to zero in a high-load operation state, there is a concern that high-temperature EGR gas flows into the flow rate ratio adjustment valve. As a result, heat loss of the flow rate adjustment valve (for example, deterioration of the sealing material, deterioration of the covering material of the solenoid coil, etc.) may occur, which may impair mechanical reliability. On the other hand, when an abnormality occurs in the cooling water temperature sensor, the intake air temperature sensor, etc., under light load operation, if the EGR/C ratio becomes too large, the low temperature EGR gas will flow through the EGR passage. The temperature of the intake air taken in the cylinder is lowered, and there is a concern that the combustion may become unstable such as misfire.

於是，本發明是有鑑於這樣的問題點而開發完成的，其目的是為了提供一種內燃機，當冷卻水溫度感測器、吸氣溫度感測器等的感測器發生異常時，可避免配置於EGR通路之流量比調整閥的熱損發生及燃燒不穩定。 [解決問題之技術手段]Therefore, the present invention was developed in view of such problems, and its purpose is to provide an internal combustion engine, which can avoid the configuration when the cooling water temperature sensor, the intake air temperature sensor and other sensors are abnormal. The flow rate in the EGR passage is larger than the heat loss of the regulating valve and the combustion is unstable. [Technical means to solve the problem]

為了解決上述問題，本發明的第1發明之內燃機，係具備：EGR配管、水冷式的EGR冷卻器、旁通配管、流量比調整閥、EGR閥、EGR氣體溫度檢測裝置、異常判定裝置以及避免控制裝置，該EGR配管，是用於將內燃機的排氣管和吸氣管連接；該水冷式的EGR冷卻器是配置於EGR配管；該旁通配管，是從前述EGR冷卻器的上游側分歧，繞過前述EGR冷卻器而連接於前述EGR配管；該流量比調整閥，是用於調整流過前述EGR冷卻器之EGR氣體的流量相對於流過前述EGR配管之EGR氣體的總流量之流量比率；該EGR閥，是配置在比供前述旁通配管連接於前述EGR配管之連接部更下游側，且用於調整從前述EGR配管往前述吸氣管流動之EGR氣體的流量；該EGR氣體溫度檢測裝置，是配置在前述EGR配管之比前述EGR閥更下游側，且用於檢測EGR氣體的溫度；該異常判定裝置，是判定為了控制前述流量比調整閥所需之複數個感測器當中之任一個是否異常；該避免控制裝置，當藉由前述異常判定裝置判定為前述複數個感測器當中之任一個發生異常的情況，是控制成根據藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度，而避免前述流量比調整閥之熱損發生及燃燒不穩定。In order to solve the above-mentioned problems, the internal combustion engine of the first invention of the present invention includes: EGR piping, water-cooled EGR cooler, bypass piping, flow ratio adjustment valve, EGR valve, EGR gas temperature detection device, abnormality determination device, and avoidance The control device, the EGR pipe, is used to connect the exhaust pipe and the intake pipe of the internal combustion engine; the water-cooled EGR cooler is arranged in the EGR pipe; the bypass pipe is branched from the upstream side of the aforementioned EGR cooler , Bypassing the EGR cooler and connected to the EGR pipe; the flow rate adjustment valve is used to adjust the flow rate of the EGR gas flowing through the EGR cooler relative to the total flow rate of the EGR gas flowing through the EGR pipe The ratio; the EGR valve is arranged on the downstream side of the connecting portion for connecting the bypass pipe to the EGR pipe, and is used to adjust the flow rate of EGR gas flowing from the EGR pipe to the intake pipe; the EGR gas The temperature detection device is arranged on the downstream side of the EGR piping than the EGR valve, and is used to detect the temperature of the EGR gas; the abnormality determination device is to determine the plurality of sensors required to control the flow rate than the adjustment valve Whether any one of them is abnormal; the avoidance control device, when it is determined by the abnormality determination device that any one of the plurality of sensors is abnormal, is controlled based on the detection by the EGR gas temperature detection device The temperature of the EGR gas can avoid the heat loss and unstable combustion of the aforementioned flow rate adjustment valve.

接下來，本發明的第2發明，是在上述第1發明的內燃機中，前述避免控制裝置係具備上限判定部及下限判定部，該上限判定部是判定藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度是否為不讓前述流量比調整閥的熱損發生之上限閾值以上，該下限判定部是判定藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度是否為不讓燃燒不穩定發生之下限閾值以下，當前述上限判定部判定為藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度為前述上限閾值以上的情況，直到前述下限判定部判定為前述EGR氣體的溫度為前述下限閾值以下為止，以前述流量比率成為1的方式控制前述流量比調整閥，當前述下限判定部判定為藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度為前述下限閾值以下的情況，直到前述上限判定部判定為前述EGR氣體的溫度為前述上限閾值以上為止，以前述流量比率成為零的方式控制前述流量比調整閥。Next, in a second invention of the present invention, in the internal combustion engine of the above-mentioned first invention, the avoidance control device includes an upper limit determination unit and a lower limit determination unit, and the upper limit determination unit determines that the EGR gas temperature detection device detects Whether the temperature of the EGR gas is higher than the upper threshold value that prevents the aforementioned flow rate from heat loss of the regulating valve, the lower limit determination unit is to determine whether the temperature of the EGR gas detected by the aforementioned EGR gas temperature detection device is not to prevent combustion When the upper limit determination unit determines that the temperature of the EGR gas detected by the EGR gas temperature detection device is higher than the upper limit threshold value if the stable occurrence is below the lower limit threshold value, until the lower limit determination unit determines that the temperature of the EGR gas is When the flow rate ratio adjustment valve is controlled so that the flow rate ratio becomes 1 until the lower limit threshold is lower than, and the lower limit determination unit determines that the temperature of the EGR gas detected by the EGR gas temperature detection device is lower than the lower limit threshold Until the upper limit determination unit determines that the temperature of the EGR gas is equal to or greater than the upper limit threshold value, the flow rate ratio adjustment valve is controlled so that the flow rate ratio becomes zero.

接下來，本發明的第3發明，是在上述第1發明的內燃機中，前述避免控制裝置具有熱損判定部，該熱損判定部，是判定藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度是否為不讓前述流量比調整閥的熱損發生之上限、即熱損閾值以上，且前述避免控制裝置進行以下控制，當藉由前述熱損判定部判定為EGR氣體的溫度低於前述熱損閾值的情況，以比與藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度對應之既定的最大閉合比例更低的閉合比例設定前述EGR閥，而調整往前述吸氣管流動之前述EGR氣體的流量，當藉由前述熱損判定部判定為EGR氣體的溫度為前述熱損閾值以上的情況，將前述EGR閥設定成前述最大閉合比例，而將往前述吸氣管流動之前述EGR氣體的流量減少。Next, in a third invention of the present invention, in the internal combustion engine of the above-mentioned first invention, the avoidance control device has a heat loss determination unit that determines the EGR detected by the EGR gas temperature detection device. Whether the temperature of the gas is higher than the upper limit that prevents the heat loss of the adjusting valve from occurring, that is, the heat loss threshold, and the avoidance control device performs the following control, when the heat loss determination unit determines that the temperature of the EGR gas is lower than In the case of the heat loss threshold, the EGR valve is set at a closing ratio lower than the predetermined maximum closing ratio corresponding to the temperature of the EGR gas detected by the EGR gas temperature detection device, and the flow to the intake pipe is adjusted. The flow rate of the EGR gas is determined by the heat loss determination unit that the temperature of the EGR gas is greater than or equal to the heat loss threshold, the EGR valve is set to the maximum closing ratio, and the flow to the intake pipe The flow rate of the aforementioned EGR gas decreases.

接下來，本發明的第4發明，是在上述第1發明的內燃機中，係具備：檢測引擎轉速之引擎轉速檢測裝置、及朝前述內燃機之氣缸內噴射燃料之燃料噴射裝置，前述避免控制裝置具有熱損判定部，該熱損判定部，是判定藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度是否為不讓前述流量比調整閥的熱損發生之上限、即熱損閾值以上，且前述避免控制裝置進行以下控制，當前述熱損判定部判定為EGR氣體的溫度低於前述熱損閾值的情況，對應於既定轉速以上的引擎轉速而使從前述燃料噴射裝置噴射之燃料的噴射量成為噴射量限制值以下，當前述熱損判定部判定為EGR氣體的溫度為前述熱損閾值以上的情況，對應於既定轉速以上的引擎轉速而使從前述燃料噴射裝置噴射之燃料的噴射量成為噴射量限制值以下，且隨著EGR氣體的溫度變得比前述熱損閾值越來越高，將前述噴射量限制值降低。Next, a fourth invention of the present invention is the internal combustion engine of the above-mentioned first invention, comprising: an engine speed detecting device that detects engine speed, a fuel injection device that injects fuel into the cylinder of the internal combustion engine, and the avoidance control device It has a heat loss judging unit that judges whether the temperature of the EGR gas detected by the EGR gas temperature detection device is above the upper limit that prevents the flow rate from heat loss from the regulating valve, that is, the heat loss threshold or higher , And the aforementioned avoidance control device performs the following control. When the heat loss determination unit determines that the temperature of the EGR gas is lower than the aforementioned heat loss threshold value, the fuel injected from the fuel injection device will be reduced in response to the engine speed higher than the predetermined speed. When the injection amount becomes equal to or less than the injection amount limit value, and the heat loss determination unit determines that the temperature of the EGR gas is higher than the heat loss threshold, the fuel injected from the fuel injection device is injected corresponding to the engine speed above the predetermined speed. The amount becomes equal to or less than the injection amount limit value, and as the temperature of the EGR gas becomes higher and higher than the aforementioned heat loss threshold value, the aforementioned injection amount limit value is lowered.

接下來，本發明的第5發明，是在上述第1發明至第4發明之任一發明的內燃機中，係具備EGR控制裝置，該EGR控制裝置，當前述異常判定裝置判定為前述複數個感測器都是正常的情況，以根據藉由前述複數個感測器所檢測的檢測結果而使在前述內燃機之氣缸內吸入之吸氣的溫度接近目標吸氣溫度的方式控制前述EGR閥及前述流量比調整閥。Next, a fifth invention of the present invention is an internal combustion engine of any one of the first to fourth inventions described above, and includes an EGR control device. The detectors are all normal, and the EGR valve and the aforementioned EGR valve and the aforementioned are controlled in such a way that the temperature of the intake air in the cylinder of the aforementioned internal combustion engine is close to the target intake temperature based on the detection results detected by the aforementioned plurality of sensors. Flow ratio adjustment valve.

接下來，本發明的第6發明，是在上述第1發明至第5發明之任一發明的內燃機中，前述複數個感測器係包含：檢測流入前述吸氣管之吸氣的溫度之吸氣溫度檢測裝置、檢測供應給前述EGR冷卻器之冷卻水的溫度之冷卻水溫度檢測裝置、及檢測大氣壓之大氣壓檢測裝置。 [發明之效果]Next, in a sixth invention of the present invention, in the internal combustion engine of any one of the above-mentioned first to fifth inventions, the plurality of sensors include: a suction device that detects the temperature of the intake air flowing into the intake pipe An air temperature detection device, a cooling water temperature detection device that detects the temperature of the cooling water supplied to the aforementioned EGR cooler, and an atmospheric pressure detection device that detects the atmospheric pressure. [Effects of Invention]

依據第1發明，當藉由異常判定裝置判定為為了控制流量比調整閥所需之複數個感測器當中之任一個發生異常的情況，避免控制裝置是控制成，根據藉由EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度而避免流量比調整閥的熱損發生及燃燒不穩定。如此，當為了控制流量比調整閥所需之複數個感測器當中之任一個發生異常時，可避免配置於EGR通路之流量比調整閥的熱損發生及不點火發生等之燃燒不穩定。According to the first invention, when it is determined by the abnormality determination device that any one of the plurality of sensors required to control the flow rate ratio of the adjustment valve is abnormal, it is avoided that the control device is controlled so as to be detected by the EGR gas temperature. The temperature of the EGR gas detected by the device avoids heat loss and unstable combustion of the flow rate adjustment valve. In this way, when an abnormality occurs in any of the plurality of sensors required to control the flow rate ratio adjustment valve, it is possible to avoid combustion instability such as heat loss and misfiring of the flow ratio adjustment valve arranged in the EGR passage.

依據第2發明，當判定為藉由EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度為上限閾值以上的情況，直到判定為EGR氣體的溫度為下限閾值以下為止，以流量比率成為1的方式，亦即以使EGR氣體全部流過EGR冷卻器的方式設定流量比調整閥。而且，當判定為藉由EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度為下限閾值以下的情況，直到判定為EGR氣體的溫度為上限閾值以上為止，以流量比率成為零的方式，亦即以使EGR氣體全部流過旁通配管的方式設定流量比調整閥。According to the second invention, when it is determined that the temperature of the EGR gas detected by the EGR gas temperature detection device is equal to or higher than the upper limit threshold value, the flow rate ratio becomes 1 until it is determined that the temperature of the EGR gas is lower than the lower limit threshold value. That is, the flow rate ratio adjustment valve is set so that all EGR gas flows through the EGR cooler. Furthermore, when it is determined that the temperature of the EGR gas detected by the EGR gas temperature detection device is lower than the lower limit threshold value, until it is determined that the temperature of the EGR gas is higher than the upper limit threshold value, the flow rate ratio becomes zero, that is, The flow rate ratio adjustment valve is set to allow all EGR gas to flow through the bypass pipe.

如此，可將流過流量比調整閥之EGR氣體的溫度保持在從下限閾值到上限閾值的範圍內。結果，可確實地防止流量比調整閥的熱損發生，並能夠防止不點火發生等之燃燒不穩定。In this way, the temperature of the EGR gas flowing through the flow rate ratio adjustment valve can be maintained within the range from the lower threshold to the upper threshold. As a result, it is possible to reliably prevent the heat loss of the flow rate adjustment valve from occurring, and it is possible to prevent the occurrence of misfire and other unstable combustion.

依據第3發明，當判定為藉由EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度低於不讓流量比調整閥的熱損發生之上限、即熱損閾值的情況，避免控制裝置，是以比與EGR氣體的溫度對應之既定的最大閉合比例更低的閉合比例設定EGR閥，而調整往吸氣管流動之EGR氣體的流量。另一方面，當判定為藉由EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度為不讓流量比調整閥的熱損發生之上限、即熱損閾值以上的情況，避免控制裝置是將EGR閥設定為既定的最大閉合比例，而將往吸氣管流動之EGR氣體的流量降低。According to the third invention, when it is determined that the temperature of the EGR gas detected by the EGR gas temperature detection device is lower than the upper limit that prevents heat loss from the flow rate adjustment valve, that is, the heat loss threshold, the control device is avoided, so The EGR valve is set at a closing ratio lower than the predetermined maximum closing ratio corresponding to the temperature of the EGR gas, and the flow rate of the EGR gas flowing to the intake pipe is adjusted. On the other hand, when it is determined that the temperature of the EGR gas detected by the EGR gas temperature detection device is higher than the upper limit of the heat loss of the regulating valve, that is, the heat loss threshold, the control device is prevented from turning the EGR valve Set to a predetermined maximum closing ratio, and reduce the flow rate of EGR gas flowing to the intake pipe.

如此，當流過EGR閥之EGR氣體的溫度為不讓流量比調整閥的熱損發生之上限、即熱損閾值以上的情況，將EGR閥設定成既定的最大閉合比例(例如90%)，將往吸氣管流動之EGR氣體的流量最大限度地減小。結果，因為流過流量比調整閥之EGR氣體的流量減少，可確實地防止流量比調整閥的熱損發生。In this way, when the temperature of the EGR gas flowing through the EGR valve is not less than the upper limit of the heat loss of the regulating valve, that is, the heat loss threshold, the EGR valve is set to a predetermined maximum closing ratio (for example, 90%), Minimize the flow of EGR gas flowing to the intake pipe. As a result, since the flow rate of the EGR gas flowing through the adjustment valve is reduced, the heat loss of the flow rate adjustment valve can be reliably prevented.

依據第4發明，避免控制裝置控制成，當判定為EGR氣體的溫度低於熱損閾值的情況，對應於既定轉速以上的引擎轉速使從燃料噴射裝置噴射之燃料的噴射量成為噴射量限制值以下。如此，縱使在高負載運轉狀態下，仍可將流過流量比調整閥之EGR氣體的溫度抑制成低於熱損閾值，能夠防止流量比調整閥的熱損發生。According to the fourth invention, the avoidance control device controls such that when it is determined that the temperature of the EGR gas is lower than the heat loss threshold value, the injection amount of fuel injected from the fuel injection device becomes the injection amount limit value corresponding to the engine rotation speed higher than the predetermined rotation speed. the following. In this way, even in a high-load operation state, the temperature of the EGR gas flowing through the flow ratio adjustment valve can be suppressed to be lower than the heat loss threshold, and the occurrence of heat loss of the flow ratio adjustment valve can be prevented.

此外，避免控制裝置控制成，當判定為EGR氣體的溫度為熱損閾值以上的情況，對應於既定轉速以上的引擎轉速使從燃料噴射裝置噴射之燃料的噴射量成為噴射量限制值以下，且隨著EGR氣體的溫度變得比熱損閾值越來越高，將噴射量限制值降低。如此，當EGR氣體的溫度成為熱損閾值以上的情況，隨著EGR氣體的溫度變得比熱損閾值越來越高，將噴射量限制值降低，而能進行內燃機的輸出限制。結果，可抑制排氣的溫度而將EGR氣體的溫度降低，能確實地防止流量比調整閥的熱損發生。In addition, the avoidance control device controls such that when it is determined that the temperature of the EGR gas is greater than or equal to the heat loss threshold value, the injection amount of fuel injected from the fuel injection device is controlled to be the injection amount limit value or less corresponding to the engine speed higher than the predetermined speed, and As the temperature of the EGR gas becomes higher and higher than the heat loss threshold value, the injection amount limit value is lowered. In this way, when the temperature of the EGR gas becomes equal to or higher than the heat loss threshold value, as the temperature of the EGR gas becomes higher and higher than the heat loss threshold value, the injection amount restriction value is lowered, and the output of the internal combustion engine can be restricted. As a result, the temperature of the exhaust gas can be suppressed and the temperature of the EGR gas can be lowered, and it is possible to reliably prevent the heat loss of the flow rate adjustment valve from occurring.

依據第5發明，當判定為為了控制流量比調整閥所需之複數個感測器全都正常的情況，以根據藉由複數個感測器所檢測之檢測結果使在內燃機的氣缸內吸入之吸氣的溫度接近目標吸氣溫度的方式控制EGR閥及流量比調整閥。如此，縱使在氣缸內吸入的吸氣混合EGR氣體，仍能以吸氣的溫度接近依據引擎轉速及燃料噴射量等的運轉狀態所決定之目標吸氣溫度的方式進行控制。According to the fifth invention, when it is determined that all of the plurality of sensors required to control the flow rate ratio of the adjustment valve are normal, the suction drawn in the cylinder of the internal combustion engine is made based on the detection results detected by the plurality of sensors. The EGR valve and the flow ratio adjustment valve are controlled in such a way that the temperature of the air is close to the target intake temperature. In this way, even if the intake air-mixed EGR gas is sucked in the cylinder, the intake air temperature can be controlled so that the temperature of the intake air is close to the target intake air temperature determined by the operating conditions such as the engine speed and the fuel injection amount.

依據第6發明，複數個感測器係包含：檢測流入吸氣管之吸氣的溫度之吸氣溫度檢測裝置、檢測供應給EGR冷卻器之冷卻水的溫度之冷卻水溫度檢測裝置、以及檢測大氣壓之大氣壓檢測裝置。如此，縱使在吸氣溫度檢測裝置、冷卻水溫度檢測裝置、大氣壓檢測裝置當中之任一個發生異常的情況，仍可避免配置於EGR通路之流量比調整閥的熱損發生及不點火發生等之燃燒不穩定。According to the sixth invention, the plurality of sensors include: an intake temperature detecting device that detects the temperature of the intake air flowing into the intake pipe, a cooling water temperature detecting device that detects the temperature of the cooling water supplied to the EGR cooler, and detection Atmospheric pressure detection device. In this way, even if an abnormality occurs in any one of the intake air temperature detection device, the cooling water temperature detection device, and the atmospheric pressure detection device, it is still possible to avoid the occurrence of heat loss and misfiring of the flow rate adjustment valve arranged in the EGR passage. Unstable combustion.

以下，根據將本發明的內燃機具體化而成之第1實施形態至第3實施形態，參照圖式詳細地說明。首先，針對本發明的第1實施形態的內燃機10之概略構成，根據圖1做說明。在第1實施形態的說明，作為內燃機10的例子，是使用搭載在車輛之例如柴油引擎做說明。Hereinafter, based on the first embodiment to the third embodiment embodied by the internal combustion engine of the present invention, a detailed description will be given with reference to the drawings. First, the schematic configuration of the internal combustion engine 10 according to the first embodiment of the present invention will be described with reference to FIG. 1. In the description of the first embodiment, as an example of the internal combustion engine 10, a diesel engine mounted on a vehicle, for example, is used for the description.

[第1實施形態] 以下，針對第1實施形態的內燃機10，從吸氣側朝向排氣側依序說明。如圖1所示般，在吸氣管11A之流入側設置吸氣流量檢測裝置21(例如，吸氣流量感測器)。吸氣流量檢測裝置21，是將對應於內燃機10所吸入之空氣的流量之檢測信號往控制裝置50輸出。又在吸氣流量檢測裝置21，設置吸氣溫度檢測裝置28A(例如，吸氣溫度感測器)。吸氣溫度檢測裝置28A，是將對應於通過吸氣流量檢測裝置21之吸氣的溫度之檢測信號往控制裝置50輸出。[First Embodiment] Hereinafter, the internal combustion engine 10 of the first embodiment will be described in order from the intake side to the exhaust side. As shown in FIG. 1, an inhalation flow detection device 21 (for example, an inhalation flow sensor) is provided on the inflow side of the intake pipe 11A. The intake air flow detection device 21 outputs a detection signal corresponding to the flow rate of air taken in by the internal combustion engine 10 to the control device 50. In addition, the inhalation flow detection device 21 is provided with an inhalation temperature detection device 28A (for example, an inhalation temperature sensor). The intake air temperature detecting device 28A outputs a detection signal corresponding to the temperature of the intake air passing through the intake air flow rate detecting device 21 to the control device 50.

吸氣管11A之流出側是連接於壓縮機35之流入側，壓縮機35之流出側是連接於吸氣管11B之流入側。渦輪增壓器30係具備：具有壓縮機葉輪35A之壓縮機35、及具有渦輪機葉輪36A之渦輪機36。壓縮機葉輪35A，是利用藉由排氣旋轉驅動之渦輪機葉輪36A進行旋轉驅動，將從吸氣管11A流入之吸氣往吸氣管11B壓力進給而進行增壓。The outflow side of the suction pipe 11A is connected to the inflow side of the compressor 35, and the outflow side of the compressor 35 is connected to the inflow side of the suction pipe 11B. The turbocharger 30 includes a compressor 35 having a compressor wheel 35A, and a turbine 36 having a turbine wheel 36A. The compressor impeller 35A is rotationally driven by the turbine impeller 36A driven by the rotation of exhaust gas, and the suction air flowing in from the suction pipe 11A is pressure-fed to the suction pipe 11B to perform supercharging.

在成為壓縮機35的上游側之吸氣管11A設置壓縮機上游壓力檢測裝置24A。壓縮機上游壓力檢測裝置24A是例如壓力感測器，將對應於成為壓縮機35的上游側之吸氣管11A內的壓力之檢測信號往控制裝置50輸出。在成為壓縮機35的下游側之吸氣管11B(在吸氣管11B之壓縮機35和中間冷卻器(intercooler)16之間的位置)設置壓縮機下游壓力檢測裝置24B。壓縮機下游壓力檢測裝置24B是例如壓力感測器，將對應於成為壓縮機35的下游側之吸氣管11B內的壓力之檢測信號往控制裝置50輸出。A compressor upstream pressure detection device 24A is provided in the suction pipe 11A which becomes the upstream side of the compressor 35. The compressor upstream pressure detection device 24A is, for example, a pressure sensor, and outputs a detection signal corresponding to the pressure in the suction pipe 11A that becomes the upstream side of the compressor 35 to the control device 50. A compressor downstream pressure detecting device 24B is provided in the suction pipe 11B (a position between the compressor 35 and the intercooler 16 of the suction pipe 11B) that becomes the downstream side of the compressor 35. The compressor downstream pressure detection device 24B is, for example, a pressure sensor, and outputs a detection signal corresponding to the pressure in the suction pipe 11B downstream of the compressor 35 to the control device 50.

吸氣管11B，是在上游側配置中間冷卻器16，且在比中間冷卻器16下游側配置節流裝置47。中間冷卻器16是配置在壓縮機下游壓力檢測裝置24B的下游側，用於將利用壓縮機35增壓後之吸氣的溫度降低。在中間冷卻器16和節流裝置47之間設置吸氣溫度檢測裝置28B(例如，吸氣溫度感測器)。吸氣溫度檢測裝置28B，是將對應於利用中間冷卻器16將溫度降低後之吸氣的溫度之檢測信號往控制裝置50輸出。In the intake pipe 11B, an intercooler 16 is arranged on the upstream side, and an expansion device 47 is arranged on the downstream side of the intercooler 16. The intercooler 16 is arranged on the downstream side of the compressor downstream pressure detection device 24B, and is used to reduce the temperature of the intake air after being supercharged by the compressor 35. An intake air temperature detecting device 28B (for example, an intake air temperature sensor) is provided between the intercooler 16 and the throttling device 47. The intake air temperature detection device 28B outputs a detection signal corresponding to the temperature of the intake air after the temperature is lowered by the intercooler 16 to the control device 50.

節流裝置47，是根據來自控制裝置50的控制信號將用於調整吸氣管11B的開度之節流閥47A驅動，而能調整吸氣流量。控制裝置50，是根據來自節流開度檢測裝置47S(例如，節流開度感測器)的檢測信號和目標節流開度，往節流裝置47輸出控制信號而能調整設置於吸氣管11B之節流閥47A的開度。控制裝置50是根據加速踏板的踩下量和內燃機10的運轉狀態來求出目標節流開度，加速踏板的踩下量是根據來自加速踏板踩下量檢測裝置25之檢測信號所檢測的。The throttle device 47 drives the throttle valve 47A for adjusting the opening degree of the intake pipe 11B in accordance with the control signal from the control device 50 to adjust the intake air flow rate. The control device 50 is based on the detection signal from the throttle opening detection device 47S (for example, a throttle opening sensor) and the target throttle opening, and outputs a control signal to the throttle device 47 to adjust the setting in the suction The opening degree of the throttle valve 47A of the pipe 11B. The control device 50 obtains the target throttle opening degree based on the accelerator pedal depression amount and the operating state of the internal combustion engine 10, and the accelerator pedal depression amount is detected based on the detection signal from the accelerator pedal depression detector 25.

加速踏板踩下量檢測裝置25，是例如加速踏板踩下角度感測器，且設置於加速踏板。控制裝置50，可根據來自加速踏板踩下量檢測裝置25的檢測信號來檢測基於駕駛人之加速踏板的踩下量。The accelerator pedal depression amount detecting device 25 is, for example, an accelerator pedal depression angle sensor, and is provided on the accelerator pedal. The control device 50 can detect the amount of depression of the accelerator pedal based on the driver based on the detection signal from the accelerator pedal depression amount detection device 25.

在吸氣管11B之比節流裝置47更下游側設置壓力檢測裝置24C，且與EGR配管13的流出側連接。而且，吸氣管11B之流出側是連接於吸氣歧管11C的流入側，吸氣歧管11C之流出側是連接於內燃機10的流入側。壓力檢測裝置24C是例如壓力感測器，用於將對應於即將流入吸氣歧管11C前之吸氣的壓力之檢測信號往控制裝置50輸出。又從EGR配管13的流出側(與吸氣管11B之連接部)，是讓從EGR配管13的流入側(與排氣管12B之連接部)流入之EGR氣體往吸氣管11B內吐出。又由EGR配管13所形成之供EGR氣體流過的通路是相當於EGR通路。A pressure detection device 24C is provided on the intake pipe 11B downstream of the throttle device 47 and is connected to the outflow side of the EGR pipe 13. Furthermore, the outflow side of the intake pipe 11B is connected to the inflow side of the intake manifold 11C, and the outflow side of the intake manifold 11C is connected to the inflow side of the internal combustion engine 10. The pressure detection device 24C is, for example, a pressure sensor, and is used to output a detection signal corresponding to the pressure of the suction immediately before flowing into the suction manifold 11C to the control device 50. In addition, from the outflow side of the EGR pipe 13 (the connection portion with the intake pipe 11B), the EGR gas flowing in from the inflow side of the EGR pipe 13 (the connection portion with the exhaust pipe 12B) is discharged into the intake pipe 11B. The passage through which the EGR gas flows is formed by the EGR pipe 13 and corresponds to the EGR passage.

內燃機10具有複數個缸體45A~45D，噴射器43A~43D分別設置於各缸體。透過共軌41和燃料配管42A~42D將燃料供應給噴射器43A~43D，噴射器43A~43D是藉由來自控制裝置50的控制信號驅動，而朝各自的缸體45A~45D內噴射燃料。The internal combustion engine 10 has a plurality of cylinders 45A to 45D, and the injectors 43A to 43D are provided in each of the cylinders. Fuel is supplied to the injectors 43A to 43D through the common rail 41 and the fuel pipes 42A to 42D. The injectors 43A to 43D are driven by control signals from the control device 50 to inject fuel into the respective cylinders 45A to 45D.

在內燃機10設置旋轉檢測裝置22、冷卻劑溫度檢測裝置28C等。旋轉檢測裝置(引擎轉速檢測裝置)22是例如旋轉感測器，將對應於內燃機10之曲柄軸的轉速(亦即引擎轉速)之檢測信號往控制裝置50輸出。冷卻劑溫度檢測裝置(冷卻水溫度檢測裝置)28C是例如溫度感測器，檢測在內燃機10內循環之冷卻用冷卻劑(例如冷卻水)的溫度，將對應於所檢測的溫度之檢測信號往控制裝置50輸出。The internal combustion engine 10 is provided with a rotation detecting device 22, a coolant temperature detecting device 28C, and the like. The rotation detection device (engine rotation speed detection device) 22 is, for example, a rotation sensor, and outputs a detection signal corresponding to the rotation speed of the crankshaft of the internal combustion engine 10 (that is, the engine rotation speed) to the control device 50. The coolant temperature detection device (cooling water temperature detection device) 28C is, for example, a temperature sensor, which detects the temperature of the cooling coolant (eg, cooling water) circulating in the internal combustion engine 10, and sends a detection signal corresponding to the detected temperature to The control device 50 outputs.

內燃機10的排氣側是與排氣歧管12A的流入側連接，排氣歧管12A的流出側是與排氣管12B的流入側連接。排氣管12B之流出側是連接於渦輪機36的流入側，渦輪機36之流出側是連接於排氣管12C的流入側。The exhaust side of the internal combustion engine 10 is connected to the inflow side of the exhaust manifold 12A, and the outflow side of the exhaust manifold 12A is connected to the inflow side of the exhaust pipe 12B. The outflow side of the exhaust pipe 12B is connected to the inflow side of the turbine 36, and the outflow side of the turbine 36 is connected to the inflow side of the exhaust pipe 12C.

排氣管12B是與EGR配管13的流入側連接。EGR配管13是將排氣管12B和吸氣管11B連通(連接)，而能讓排氣管12B(相當於排氣通路)之排氣的一部分往吸氣管11B(相當於吸氣通路)回流。此外，在EGR配管13設置旁通配管13B、EGR冷卻器15、流量比調整閥14A、EGR閥14B、EGR氣體溫度檢測裝置17。又由旁通配管13B所形成的通路是相當於旁通通路。The exhaust pipe 12B is connected to the inflow side of the EGR pipe 13. The EGR pipe 13 connects (connects) the exhaust pipe 12B and the intake pipe 11B, and allows a part of the exhaust gas of the exhaust pipe 12B (corresponding to the exhaust passage) to the intake pipe 11B (corresponding to the intake passage) Backflow. In addition, the EGR pipe 13 is provided with a bypass pipe 13B, an EGR cooler 15, a flow rate ratio adjustment valve 14A, an EGR valve 14B, and an EGR gas temperature detection device 17. The passage formed by the bypass pipe 13B is equivalent to the bypass passage.

旁通配管13B，是從比EGR冷卻器15更上游側之EGR配管13分歧，繞過EGR冷卻器15而再度連接於EGR配管13。流量比調整閥14A是設置在旁通配管13B和EGR配管13之合流部，用於調整流過EGR冷卻器15之排氣(EGR氣體)和流過旁通配管13B之排氣(EGR氣體)的流量比。因此，流量比調整閥14A構成為，根據來自控制裝置50的控制信號，來調整流過EGR冷卻器15之EGR氣體的流量相對於流過EGR配管13之EGR氣體的總流量之流量比率R。The bypass pipe 13B is branched from the EGR pipe 13 on the upstream side of the EGR cooler 15, bypasses the EGR cooler 15 and is connected to the EGR pipe 13 again. The flow rate adjustment valve 14A is installed at the junction of the bypass pipe 13B and the EGR pipe 13, and is used to adjust the exhaust gas (EGR gas) flowing through the EGR cooler 15 and the exhaust gas (EGR gas) flowing through the bypass pipe 13B The traffic ratio. Therefore, the flow rate adjustment valve 14A is configured to adjust the flow rate R of the flow rate of EGR gas flowing through the EGR cooler 15 to the total flow rate of EGR gas flowing through the EGR pipe 13 based on the control signal from the control device 50.

EGR閥14B是設置在比流量比調整閥14A更下游側且比EGR配管13和吸氣管11B的連接部更上游側之EGR配管13上。而且，EGR閥14B構成為，根據來自控制裝置50的控制信號，來調整透過EGR配管13而往吸氣管11B回流之EGR氣體的流量。當將EGR閥14B設為全閉狀態(閉合比例100%)的情況，流過流量比調整閥14A而往吸氣管11B內回流之EGR氣體成為零。而且，藉由將EGR閥14B從全閉狀態到全開狀態(閉合比例0%)進行控制而調整EGR配管13的開度，使流過流量比調整閥14A而往吸氣管11B內回流之EGR氣體的流量增加。The EGR valve 14B is provided on the EGR pipe 13 that is downstream of the flow rate of the adjustment valve 14A and upstream of the connection portion between the EGR pipe 13 and the intake pipe 11B. Furthermore, the EGR valve 14B is configured to adjust the flow rate of EGR gas that passes through the EGR pipe 13 and returns to the intake pipe 11B based on a control signal from the control device 50. When the EGR valve 14B is set to the fully closed state (the closing ratio is 100%), the EGR gas flowing through the flow rate ratio adjusting valve 14A and returning into the intake pipe 11B becomes zero. Furthermore, by controlling the EGR valve 14B from a fully closed state to a fully open state (closing ratio 0%), the opening of the EGR pipe 13 is adjusted so that the EGR that flows through the flow rate adjustment valve 14A and returns to the intake pipe 11B The flow of gas increases.

EGR氣體溫度檢測裝置17是例如氣體溫度感測器，設置在比EGR閥14B更下游側且比EGR配管13和吸氣管11B的連接部更上游側之EGR配管13上，檢測經由EGR閥14B而往吸氣管11B流入之EGR氣體的溫度，並將對應於所檢測的EGR氣體的溫度之檢測信號往控制裝置50輸出。EGR冷卻器15是配置在比EGR配管13之與旁通配管13B的分歧部更下游側，且比EGR配管13和旁通配管13B之合流部更上游側。EGR冷卻器15是水冷式的，對其供給在內燃機10內循環之冷卻水，將流入的EGR氣體冷卻後吐出。The EGR gas temperature detection device 17 is, for example, a gas temperature sensor, which is provided on the EGR pipe 13 downstream of the EGR valve 14B and upstream of the connection portion between the EGR pipe 13 and the intake pipe 11B, and detects passing through the EGR valve 14B The temperature of the EGR gas flowing into the intake pipe 11B is output to the control device 50 with a detection signal corresponding to the detected temperature of the EGR gas. The EGR cooler 15 is arranged on the downstream side of the branch of the EGR pipe 13 and the bypass pipe 13B, and on the upstream side of the merging portion of the EGR pipe 13 and the bypass pipe 13B. The EGR cooler 15 is a water-cooled type, and supplies cooling water circulating in the internal combustion engine 10 to cool the inflowing EGR gas and discharge it.

在排氣管12B設置排氣溫度檢測裝置29。排氣溫度檢測裝置29是例如排氣溫度感測器，將對應於排氣溫度的檢測信號往控制裝置50輸出。控制裝置50，可根據使用排氣溫度檢測裝置29所檢測的排氣溫度、EGR閥14B的控制狀態、內燃機10的運轉狀態等，來推定經由EGR配管13、EGR冷卻器15(或旁通配管13B)及EGR閥14B而往吸氣管11B流入之EGR氣體的溫度。The exhaust gas temperature detection device 29 is provided in the exhaust pipe 12B. The exhaust temperature detection device 29 is, for example, an exhaust temperature sensor, and outputs a detection signal corresponding to the exhaust temperature to the control device 50. The control device 50 can estimate the passage of the EGR pipe 13, the EGR cooler 15 (or the bypass pipe, etc.) based on the exhaust gas temperature detected by the exhaust temperature detection device 29, the control state of the EGR valve 14B, the operating state of the internal combustion engine 10, etc. 13B) and the temperature of the EGR gas flowing into the intake pipe 11B from the EGR valve 14B.

排氣管12B的流出側是與渦輪機36之流入側連接，渦輪機36的流出側是與排氣管12C之流入側連接。在渦輪機36設置可控制往渦輪機葉輪36A引導的排氣流速之可變噴嘴33，可變噴嘴33是藉由噴嘴驅動裝置31來調整開度。控制裝置50，可根據來自噴嘴開度檢測裝置32(例如，噴嘴開度感測器)的檢測信號和目標噴嘴開度，往噴嘴驅動裝置31輸出控制信號而調整可變噴嘴33的開度。The outflow side of the exhaust pipe 12B is connected to the inflow side of the turbine 36, and the outflow side of the turbine 36 is connected to the inflow side of the exhaust pipe 12C. The turbine 36 is provided with a variable nozzle 33 that can control the flow rate of exhaust gas guided to the turbine wheel 36A, and the opening of the variable nozzle 33 is adjusted by the nozzle driving device 31. The control device 50 can output a control signal to the nozzle driving device 31 to adjust the opening degree of the variable nozzle 33 based on the detection signal from the nozzle opening degree detection device 32 (for example, a nozzle opening degree sensor) and the target nozzle opening degree.

在成為渦輪機36的上游側之排氣管12B設置渦輪機上游壓力檢測裝置26A。渦輪機上游壓力檢測裝置26A是例如壓力感測器，將對應於成為渦輪機36的上游側之排氣管12B內的壓力之檢測信號往控制裝置50輸出。在成為渦輪機36的下游側之排氣管12C設置渦輪機下游壓力檢測裝置26B。渦輪機下游壓力檢測裝置26B是例如壓力感測器，將對應於成為渦輪機36的下游側之排氣管12C內的壓力之檢測信號往控制裝置50輸出。The exhaust pipe 12B which becomes the upstream side of the turbine 36 is provided with a turbine upstream pressure detection device 26A. The turbine upstream pressure detection device 26A is, for example, a pressure sensor, and outputs a detection signal corresponding to the pressure in the exhaust pipe 12B that becomes the upstream side of the turbine 36 to the control device 50. The exhaust pipe 12C that becomes the downstream side of the turbine 36 is provided with a turbine downstream pressure detection device 26B. The turbine downstream pressure detection device 26B is, for example, a pressure sensor, and outputs a detection signal corresponding to the pressure in the exhaust pipe 12C that becomes the downstream side of the turbine 36 to the control device 50.

在排氣管12C的流出側連接排氣淨化裝置61。例如，當內燃機10為柴油引擎的情況，排氣淨化裝置61係包含氧化觸媒、微粒子捕集過濾器、選擇性還原觸媒等。An exhaust purification device 61 is connected to the outflow side of the exhaust pipe 12C. For example, when the internal combustion engine 10 is a diesel engine, the exhaust purification device 61 includes an oxidation catalyst, a particulate filter, a selective reduction catalyst, and the like.

控制裝置(ECU：Electronic Control Unit)50係至少具有處理器51(CPU、MPU(Micro-Processing Unit)等)、記憶裝置53(DRAM、ROM、EEPROM、SRAM、硬碟等)。控制裝置50(ECU)並不限定於圖1所示之檢測裝置、致動器，是根據來自包含上述檢測裝置之各種檢測裝置的檢測信號來檢測內燃機10的運轉狀態，而控制包含上述噴射器43A~43D、EGR閥14B、流量比調整閥14A、噴嘴驅動裝置31、節流裝置47之各種的致動器。記憶裝置53是例如儲存用於執行各種處理之程式、參數、對映等。The control device (ECU: Electronic Control Unit) 50 has at least a processor 51 (CPU, MPU (Micro-Processing Unit), etc.) and a memory device 53 (DRAM, ROM, EEPROM, SRAM, hard disk, etc.). The control device 50 (ECU) is not limited to the detection device and actuator shown in FIG. 1, but detects the operating state of the internal combustion engine 10 based on detection signals from various detection devices including the detection device described above, and controls the injector Various actuators such as 43A to 43D, EGR valve 14B, flow rate adjustment valve 14A, nozzle drive device 31, and throttle device 47. The storage device 53 stores, for example, programs, parameters, mappings, etc. used to execute various processes.

大氣壓檢測裝置23是例如大氣壓感測器，設置於控制裝置50。大氣壓檢測裝置23，是將對應於控制裝置50周圍的大氣壓之檢測信號往控制裝置50輸出。車速檢測裝置27是例如車輛速度檢測感測器，設置於車輛之車輪等。車速檢測裝置27是將對應於車輛之車輪的旋轉速度之檢測信號往控制裝置50輸出。The atmospheric pressure detection device 23 is, for example, an atmospheric pressure sensor, and is provided in the control device 50. The atmospheric pressure detection device 23 outputs a detection signal corresponding to the atmospheric pressure around the control device 50 to the control device 50. The vehicle speed detection device 27 is, for example, a vehicle speed detection sensor, which is provided on a wheel of the vehicle or the like. The vehicle speed detection device 27 outputs a detection signal corresponding to the rotation speed of the wheels of the vehicle to the control device 50.

接下來，根據圖2至圖4來說明，在上述般構成之內燃機10中，控制裝置50所執行之控制EGR閥14B及流量比調整閥14A而控制在各缸體45A~45D內吸入之吸氣的吸氣溫度之吸氣溫度控制處理的一例。控制裝置50，若被起動，則以既定時間間隔(例如，數毫秒~數十毫秒間隔)起動圖2所示的處理，而往步驟S11進行處理。又在圖2及圖3的流程所示的程式，是事先儲存於記憶裝置53。Next, with reference to Figs. 2 to 4, in the internal combustion engine 10 having the above-mentioned general configuration, the control device 50 controls the EGR valve 14B and the flow rate ratio adjustment valve 14A to control the suction in each of the cylinders 45A to 45D. An example of the suction temperature control processing of the suction temperature of the gas. When the control device 50 is activated, the process shown in FIG. 2 is activated at a predetermined time interval (for example, an interval of several milliseconds to several tens of milliseconds), and the process proceeds to step S11. The programs shown in the flowcharts of FIGS. 2 and 3 are stored in the memory device 53 in advance.

如圖2所示般，首先，在步驟S11，控制裝置50是判定吸氣溫度檢測裝置28A、大氣壓檢測裝置23、冷卻劑溫度檢測裝置(冷卻水溫度檢測裝置)28C當中之任一個是否發生異常。換言之，吸氣溫度檢測裝置28A、大氣壓檢測裝置23及冷卻劑溫度檢測裝置28C相當於為了控制流量比調整閥14A所需之複數個感測器。亦即，控制裝置50是判定流量比調整閥14A是否有發生熱損的疑慮、發生燃燒不穩定的疑慮。具體而言，控制裝置50是從記憶裝置53讀取表示吸氣溫度檢測裝置28A有無異常之第1異常旗標(flag)、表示大氣壓檢測裝置23有無異常之第2異常旗標、表示冷卻劑溫度檢測裝置28C有無異常之第3異常旗標，並判定是否第1異常旗標至第3異常旗標當中之任一個被設定為「ON」。As shown in FIG. 2, first, in step S11, the control device 50 determines whether an abnormality occurs in any of the intake air temperature detection device 28A, the atmospheric pressure detection device 23, and the coolant temperature detection device (cooling water temperature detection device) 28C. . In other words, the intake air temperature detecting device 28A, the atmospheric pressure detecting device 23, and the coolant temperature detecting device 28C correspond to a plurality of sensors required to control the flow rate ratio adjustment valve 14A. That is, the control device 50 determines whether the flow rate ratio adjustment valve 14A is suspected of heat loss or combustion instability. Specifically, the control device 50 reads from the memory device 53 a first abnormality flag indicating whether there is an abnormality in the intake air temperature detection device 28A, a second abnormality flag indicating whether there is an abnormality in the atmospheric pressure detection device 23, and a coolant indicating the presence or absence of an abnormality. The temperature detection device 28C has a third abnormality flag indicating whether there is an abnormality, and determines whether any one of the first abnormality flag to the third abnormality flag is set to "ON".

又控制裝置50，是在未圖示的處理中，判定吸氣溫度檢測裝置28A有無異常(例如，斷線、短路等)，當判定為有異常的情況，從記憶裝置53讀取第1異常旗標，將其設定為「ON」並再度儲存於記憶裝置53。控制裝置50，是在未圖示的處理中，判定大氣壓檢測裝置23有無異常(例如，斷線、短路等)，當判定為有異常的情況，從記憶裝置53讀取第2異常旗標，將其設定為「ON」並再度儲存於記憶裝置53。In addition, the control device 50 determines whether there is an abnormality (for example, a disconnection, a short circuit, etc.) in the intake air temperature detection device 28A in a process not shown, and when it is determined that there is an abnormality, it reads the first abnormality from the memory device 53 Flag, set it to "ON" and store it in the memory device 53 again. The control device 50 determines whether there is an abnormality (for example, a disconnection, a short circuit, etc.) of the atmospheric pressure detecting device 23 in a process not shown, and when it is determined that there is an abnormality, it reads the second abnormality flag from the memory device 53, and Set it to "ON" and store it in the memory device 53 again.

控制裝置50，是在未圖示的處理中，判定冷卻劑溫度檢測裝置28C有無異常(例如，斷線、短路等)，當判定為有異常的情況，從記憶裝置53讀取第3異常旗標，將其設定為「ON」並再度儲存於記憶裝置53。此外，控制裝置50，在起動時，是將第1異常旗標至第3異常旗標設定為「OFF」並儲存於記憶裝置53。The control device 50 determines whether the coolant temperature detection device 28C has an abnormality (for example, a disconnection, a short circuit, etc.) in a process not shown, and when it is determined that there is an abnormality, it reads the third abnormality flag from the memory device 53 Mark, set it to "ON" and store it in the memory device 53 again. In addition, when the control device 50 is activated, the first to third abnormal flags are set to “OFF” and stored in the memory device 53.

而且，當判定為吸氣溫度檢測裝置28A、大氣壓檢測裝置23及冷卻劑溫度檢測裝置28C全都正常的情況，亦即判定為第1異常旗標至第3異常旗標全都被設定為「OFF」的情況(S11：否)，控制裝置50前進至步驟S12。在步驟S12，控制裝置50使用流量比調整閥14A和EGR閥14B執行通常的吸氣溫度控制之後，將該處理結束。例如，控制裝置50，以使在各缸體45A~45D內吸入之吸氣的溫度接近目標吸氣溫度的方式控制流量比調整閥14A和EGR閥14B而調整EGR氣體的溫度之後，將該處理結束，該目標吸氣溫度是依據藉由旋轉檢測裝置22所檢測之引擎轉速和燃料噴射量等的運轉狀態所決定。藉此，縱使在氣缸內吸入之吸氣混合EGR氣體，仍能以吸氣的溫度接近依據引擎轉速及燃料噴射量等的運轉狀態所決定之目標吸氣溫度的方式進行控制。In addition, when it is determined that the intake air temperature detection device 28A, the atmospheric pressure detection device 23, and the coolant temperature detection device 28C are all normal, it is determined that the first to third abnormal flags are all set to "OFF". In the case of (S11: No), the control device 50 proceeds to step S12. In step S12, the control device 50 executes normal intake air temperature control using the flow ratio adjustment valve 14A and the EGR valve 14B, and then ends this process. For example, the control device 50 controls the flow ratio adjustment valve 14A and the EGR valve 14B to adjust the temperature of the EGR gas so that the temperature of the intake air taken in each of the cylinders 45A to 45D approaches the target intake temperature, and then adjusts the temperature of the EGR gas. At the end, the target intake temperature is determined based on the operating conditions such as the engine speed and fuel injection amount detected by the rotation detecting device 22. Thereby, even if the intake air mixed with EGR gas is sucked in the cylinder, the intake air temperature can be controlled so that the intake air temperature approaches the target intake air temperature determined by the operating conditions such as the engine speed and fuel injection amount.

另一方面，當判定為吸氣溫度檢測裝置28A、大氣壓檢測裝置23、冷卻劑溫度檢測裝置(冷卻水溫度檢測裝置)28C當中之任一個有異常的情況，亦即判定為第1異常旗標至第3異常旗標當中之任一個被設定為「ON」的情況(S11：是)，控制裝置50前進至步驟S13。在步驟S13，控制裝置50判定EGR氣體溫度檢測裝置17是否正常。具體而言，控制裝置50是從記憶裝置53讀取表示EGR氣體溫度檢測裝置17有無異常之第4異常旗標，並判定是否第4異常旗標被設定為「ON」。On the other hand, when it is determined that any one of the intake air temperature detection device 28A, the atmospheric pressure detection device 23, and the coolant temperature detection device (cooling water temperature detection device) 28C is abnormal, it is determined as the first abnormality flag When any one of the third abnormal flags is set to "ON" (S11: Yes), the control device 50 proceeds to step S13. In step S13, the control device 50 determines whether the EGR gas temperature detection device 17 is normal. Specifically, the control device 50 reads the fourth abnormality flag indicating whether there is an abnormality in the EGR gas temperature detection device 17 from the memory device 53, and determines whether the fourth abnormality flag is set to "ON".

又控制裝置50，是在未圖示的處理中，判定EGR氣體溫度檢測裝置17有無異常(例如，斷線、短路等)，當判定為有異常的情況，從記憶裝置53讀取第4異常旗標，將其設定為「ON」並再度儲存於記憶裝置53。此外，控制裝置50在起動時，是將第4異常旗標設定為「OFF」並儲存於記憶裝置53。In addition, the control device 50 determines whether the EGR gas temperature detection device 17 is abnormal (for example, disconnection, short circuit, etc.) in a process not shown, and when it is determined that there is an abnormality, it reads the fourth abnormality from the memory device 53 Flag, set it to "ON" and store it in the memory device 53 again. In addition, when the control device 50 is activated, the fourth abnormality flag is set to “OFF” and stored in the memory device 53.

接著，當判定為EGR氣體溫度檢測裝置17正常的情況，亦即判定為第4異常旗標被設定為「OFF」的情況(S13：是)，控制裝置50前進至步驟S14。在步驟S14，控制裝置50是透過EGR氣體溫度檢測裝置17來檢測從EGR閥14B往EGR配管13流出之EGR氣體的溫度，將其儲存於記憶裝置53之後，前進至後述的步驟S17。Next, when it is determined that the EGR gas temperature detection device 17 is normal, that is, it is determined that the fourth abnormality flag is set to "OFF" (S13: YES), the control device 50 proceeds to step S14. In step S14, the control device 50 detects the temperature of the EGR gas flowing from the EGR valve 14B to the EGR pipe 13 through the EGR gas temperature detection device 17, stores it in the memory device 53, and then proceeds to step S17 described later.

另一方面，當判定為EGR氣體溫度檢測裝置17有異常的情況，亦即判定為第4異常旗標被設定為「ON」的情況(S13：否)，控制裝置50前進至步驟S15。在步驟S15，控制裝置50是藉由排氣溫度檢測裝置29檢測排氣歧管12A的排氣溫度並儲存於記憶裝置53。此外，控制裝置50，在藉由旋轉檢測裝置22檢測引擎轉速並儲存於記憶裝置53之後，前進至步驟S16。On the other hand, when it is determined that the EGR gas temperature detection device 17 is abnormal, that is, it is determined that the fourth abnormality flag is set to "ON" (S13: No), the control device 50 proceeds to step S15. In step S15, the control device 50 detects the exhaust temperature of the exhaust manifold 12A through the exhaust temperature detection device 29 and stores it in the memory device 53. In addition, the control device 50 proceeds to step S16 after detecting the engine rotation speed by the rotation detecting device 22 and storing it in the memory device 53.

在步驟S16，控制裝置50，是根據排氣歧管12A之排氣的溫度、引擎轉速和燃料噴射量等的運轉狀態、EGR閥14B之控制狀態，推定從EGR閥14B往EGR配管13流出之EGR氣體溫度，作為從EGR閥14B往EGR配管13流出之EGR氣體溫度來儲存於記憶裝置53之後，前進至步驟S17。在步驟S17，控制裝置50是根據藉由EGR氣體溫度檢測裝置17所檢測之EGR氣體的溫度，執行用於避免後述之流量比調整閥14A的熱損發生及燃燒不穩定之「第1失效安全處理」之後，將該處理結束。In step S16, the control device 50 estimates the flow from the EGR valve 14B to the EGR pipe 13 based on the operating state of the exhaust gas of the exhaust manifold 12A, the engine speed and the fuel injection amount, and the control state of the EGR valve 14B. The EGR gas temperature is stored in the memory device 53 as the EGR gas temperature flowing out from the EGR valve 14B to the EGR pipe 13, and then the process proceeds to step S17. In step S17, the control device 50 executes the "first failsafe" for avoiding heat loss and combustion instability of the flow rate adjustment valve 14A described later based on the temperature of the EGR gas detected by the EGR gas temperature detecting device 17 After processing", the processing ends.

接下來，針對「第1失效安全處理」，根據圖3及圖4做說明。如圖3所示般，首先，在步驟S111，控制裝置50是從記憶裝置53讀取從EGR閥14B往EGR配管13流出之EGR氣體溫度，並判定是否為不讓流量比調整閥14A的熱損發生之EGR氣體溫度的上限、即上限閾值T1(例如，250℃)以上。又如圖4所示般，上限閾值T1是設定成：比在流量比調整閥14A讓熱損(例如，密封材的劣化、電磁線圈之被覆材的劣化等)發生之熱損發生區域之最低的EGR氣體溫度(例如300℃)低既定溫度(例如約50℃)的溫度，並事先儲存於記憶裝置53。Next, the "first fail-safe processing" will be described based on FIGS. 3 and 4. As shown in FIG. 3, first, in step S111, the control device 50 reads the temperature of the EGR gas flowing from the EGR valve 14B to the EGR pipe 13 from the memory device 53, and determines whether the flow rate is higher than the heat of the adjusting valve 14A. The upper limit of the EGR gas temperature at which the damage occurs, that is, the upper limit threshold T1 (for example, 250°C) or more. As shown in Fig. 4, the upper limit threshold T1 is set to be the lowest in the heat loss region where heat loss (for example, deterioration of the sealing material, deterioration of the coating material of the solenoid, etc.) occurs at the flow rate ratio adjustment valve 14A The EGR gas temperature (for example, 300°C) is lower than a predetermined temperature (for example, about 50°C), and is stored in the memory device 53 in advance.

而且，當判定為從EGR閥14B往EGR配管13流出之EGR氣體溫度為上限閾值T1(例如250℃)以上的情況(S111：是)，控制裝置50前進至步驟S112。在步驟S112，控制裝置50，是將流過EGR冷卻器15之EGR氣體的流量相對於流過EGR配管13之EGR氣體的總流量之流量比率R設定為「1」，以使從流量比調整閥14A往EGR閥14B流出之EGR氣體溫度降低的方式進行設定之後，結束該子處理而返回主流程圖。Then, when it is determined that the temperature of the EGR gas flowing from the EGR valve 14B to the EGR pipe 13 is equal to or higher than the upper limit threshold T1 (for example, 250° C.) (S111: Yes), the control device 50 proceeds to step S112. In step S112, the control device 50 sets the flow rate ratio R of the flow rate of the EGR gas flowing through the EGR cooler 15 to the total flow rate of the EGR gas flowing through the EGR pipe 13 to "1" to adjust the flow rate ratio After setting the method for reducing the temperature of the EGR gas flowing from the valve 14A to the EGR valve 14B, this sub-processing is ended and the main flow chart is returned to.

具體而言，控制裝置50是控制成，將流量比調整閥14A設定為全開狀態(閉合比例0%)，使流過EGR配管13之EGR氣體的總流量，流過EGR冷卻器15而從EGR閥14B經由EGR配管13往吸氣管11B流動。亦即，控制裝置50是控制成，將流量比調整閥14A之EGR冷卻器15側設定為全開狀態，並將流量比調整閥14A之旁通配管13B側設定為全閉狀態，使流過旁通配管13B而往EGR閥14B流動之EGR氣體的流量成為零。Specifically, the control device 50 controls to set the flow rate ratio adjustment valve 14A to a fully open state (closing ratio 0%), so that the total flow rate of EGR gas flowing through the EGR pipe 13 flows through the EGR cooler 15 and is removed from the EGR The valve 14B flows to the intake pipe 11B via the EGR pipe 13. That is, the control device 50 controls to set the EGR cooler 15 side of the flow ratio adjusting valve 14A to a fully open state, and to set the bypass pipe 13B side of the flow ratio adjusting valve 14A to a fully closed state, so that the flow through the bypass The flow rate of the EGR gas flowing to the EGR valve 14B through the pipe 13B becomes zero.

另一方面，在上述步驟S111，當判定為從EGR閥14B往EGR配管13流出之EGR氣體溫度低於上限閾值T1(例如250℃)的情況(S111：否)，控制裝置50前進至步驟S113。在步驟S113，控制裝置50判定從EGR閥14B往EGR配管13流出之EGR氣體溫度是否為不讓不點火等的燃燒不穩定發生之EGR氣體溫度的下限、即下限閾值T2(例如200℃)以下。又如圖4所示般，下限閾值T2設定成：比上限閾值T1低既定溫度(例如約50℃)、且比讓不點火等的燃燒不穩定發生之不點火發生區域之最高的EGR氣體溫度(例如100℃)高既定溫度(例如100℃)的溫度，並事先儲存於記憶裝置53。On the other hand, in the above step S111, when it is determined that the temperature of the EGR gas flowing from the EGR valve 14B to the EGR pipe 13 is lower than the upper limit threshold T1 (for example, 250°C) (S111: No), the control device 50 proceeds to step S113 . In step S113, the control device 50 determines whether the temperature of the EGR gas flowing from the EGR valve 14B to the EGR pipe 13 is the lower limit of the EGR gas temperature that prevents combustion instability such as misfiring, that is, the lower limit threshold T2 (for example, 200°C) or less . As shown in Fig. 4, the lower limit threshold value T2 is set to be lower than the upper limit threshold value T1 by a predetermined temperature (for example, about 50°C) and higher than the highest EGR gas temperature in the misfiring region where misfiring and other combustion instability occur. (For example, 100° C.), a high predetermined temperature (for example, 100° C.), and stored in the memory device 53 in advance.

接著，當判定為從EGR閥14B往EGR配管13流出之EGR氣體溫度為下限閾值T2(例如，200℃)以下的情況(S113：是)，控制裝置50前進至步驟S114。在步驟S114，控制裝置50，是將流過EGR冷卻器15之EGR氣體的流量相對於流過EGR配管13之EGR氣體的總流量之流量比率R設定為「零」，以使從流量比調整閥14A往EGR閥14B流出之EGR氣體的溫度上升的方式進行設定之後，結束該子處理而返回主流程圖。Next, when it is determined that the temperature of the EGR gas flowing from the EGR valve 14B to the EGR pipe 13 is lower than the lower limit threshold T2 (for example, 200° C.) (S113: Yes), the control device 50 proceeds to step S114. In step S114, the control device 50 sets the flow rate ratio R of the flow rate of the EGR gas flowing through the EGR cooler 15 to the total flow rate of the EGR gas flowing through the EGR pipe 13 to "zero" to adjust the flow rate ratio After setting the manner in which the temperature of the EGR gas flowing from the valve 14A to the EGR valve 14B rises, this sub-processing is ended and the main flow chart is returned to.

具體而言，控制裝置50是控制成，將流量比調整閥14A設定為全閉狀態(閉合比例100%)，使流過EGR配管13之EGR氣體的總流量，流過旁通配管13B而從EGR閥14B經由EGR配管13往吸氣管11B流動。亦即，控制裝置50是控制成，將流量比調整閥14A設定為全閉狀態(閉合比例100%)，使流過EGR冷卻器15而往EGR閥14B流動之EGR氣體的流量成為「零」。Specifically, the control device 50 controls to set the flow rate ratio adjustment valve 14A to a fully closed state (closing ratio 100%) so that the total flow rate of EGR gas flowing through the EGR pipe 13 flows through the bypass pipe 13B and The EGR valve 14B flows to the intake pipe 11B via the EGR pipe 13. That is, the control device 50 controls to set the flow rate ratio adjustment valve 14A to a fully closed state (closing ratio 100%) so that the flow rate of the EGR gas flowing through the EGR cooler 15 to the EGR valve 14B becomes "zero" .

另一方面，當判定為從EGR閥14B往EGR配管13流出之EGR氣體溫度為比下限閾值T2(例如，200℃)更高的溫度的情況(S113：否)，控制裝置50結束該子處理而返回主流程圖。因此，流量比調整閥14A之現在的開度(全開或全閉的狀態)被維持。又在引擎啟動時，控制裝置50是將流量比調整閥14A設定為全閉狀態(閉合比例100%)，而防止冷凝水的發生。On the other hand, when it is determined that the temperature of the EGR gas flowing from the EGR valve 14B to the EGR pipe 13 is a temperature higher than the lower limit threshold T2 (for example, 200°C) (S113: No), the control device 50 ends this sub-processing And return to the main flowchart. Therefore, the current opening degree (fully opened or fully closed state) of the flow rate adjustment valve 14A is maintained. When the engine is started, the control device 50 sets the flow rate ratio adjustment valve 14A to a fully closed state (the closing ratio is 100%) to prevent the occurrence of condensed water.

在此，根據圖4來說明，當控制裝置50執行第1失效安全處理的情況，從流量比調整閥14A經由EGR閥14B往EGR配管13流出之EGR氣體之溫度變化的一例。如圖4所示般，將流量比調整閥14A設定成全閉狀態(閉合比例100%)，亦即設定成，使流過EGR配管13之EGR氣體的總流量流過旁通配管13B。結果，如EGR氣體溫度特性曲線65所示般，從流量比調整閥14A經由EGR閥14B往EGR配管13流出之EGR氣體的溫度上升到上限閾值T1(例如約250℃)。藉此，可避免不點火等之燃燒不穩定。Here, an example of the temperature change of the EGR gas flowing out of the flow rate ratio adjusting valve 14A to the EGR pipe 13 via the EGR valve 14B when the control device 50 executes the first fail-safe process will be described based on FIG. 4. As shown in FIG. 4, the flow rate ratio adjustment valve 14A is set to a fully closed state (closing ratio 100%), that is, set so that the total flow rate of EGR gas flowing through the EGR pipe 13 flows through the bypass pipe 13B. As a result, as shown by the EGR gas temperature characteristic curve 65, the temperature of the EGR gas flowing from the flow rate ratio adjusting valve 14A to the EGR pipe 13 via the EGR valve 14B rises to the upper limit threshold T1 (for example, about 250°C). In this way, unstable combustion such as misfire can be avoided.

而且，若從流量比調整閥14A經由EGR閥14B而往EGR配管13流出之EGR氣體的溫度上升到上限閾值T1(例如約250℃)，控制裝置50是將流量比調整閥14A設定成全開狀態(閉合比例0%)，設定成使流過EGR配管13之EGR氣體的總流量流過EGR冷卻器15。結果，如EGR氣體溫度特性曲線65所示般，從流量比調整閥14A經由EGR閥14B而往EGR配管13流出之EGR氣體的溫度降低至下限閾值T2(例如200℃)。Furthermore, if the temperature of the EGR gas flowing out of the EGR pipe 13 from the flow rate ratio adjustment valve 14A through the EGR valve 14B rises to the upper limit threshold T1 (for example, about 250°C), the control device 50 sets the flow rate ratio adjustment valve 14A to a fully opened state (Closing ratio 0%) is set so that the total flow rate of the EGR gas flowing through the EGR pipe 13 flows through the EGR cooler 15. As a result, as shown by the EGR gas temperature characteristic curve 65, the temperature of the EGR gas flowing out of the EGR pipe 13 from the flow ratio adjusting valve 14A through the EGR valve 14B decreases to the lower limit threshold value T2 (for example, 200°C).

接著，再度將流量比調整閥14A設定成全閉狀態(閉合比例100%)。藉此，如EGR氣體溫度特性曲線65所示般，從流量比調整閥14A經由EGR閥14B而往EGR配管13流出之EGR氣體的溫度，可在下限閾值T2(例如200℃)到上限閾值T1(例如約250℃)之間反覆變動。因此，可確實地防止在流量比調整閥14A之熱損(例如，密封材的劣化、電磁線圈之被覆材的劣化等)發生，並能防止不點火發生等之燃燒不穩定。換言之，依據本實施形態，在為了控制流量比調整閥14A所需之複數個感測器當中之任一個發生異常時，可避免配置於EGR通路之流量比調整閥14A的熱損發生及不點火發生等之燃燒不穩定。此外，依據本實施形態，當判定為藉由EGR氣體溫度檢測裝置17所檢測之EGR氣體的溫度為上限閾值T1以上的情況，直到判定為EGR氣體的溫度為下限閾值T2以下為止，以使流量比率成為1的方式，亦即以使EGR氣體全部流過EGR冷卻器15的方式設定流量比調整閥14A。而且，當判定為藉由EGR氣體溫度檢測裝置17所檢測之EGR氣體的溫度為下限閾值T2以下的情況，直到判定為EGR氣體的溫度為上限閾值T1以上為止，以使流量比率成為零的方式，亦即以使EGR氣體全部流過旁通配管13B的方式設定流量比調整閥14A。當判定為藉由EGR氣體溫度檢測裝置17所檢測之EGR氣體的溫度為上限閾值T1以上的情況，直到判定為EGR氣體的溫度為下限閾值T2以下為止，以使流量比率成為1的方式，亦即以使EGR氣體全部流過EGR冷卻器15的方式設定流量比調整閥14A。而且，當判定為藉由 EGR氣體溫度檢測裝置17所檢測之EGR氣體的溫度為下限閾值T2以下的情況，直到判定為EGR氣體的溫度為上限閾值T1以上為止，以使流量比率成為零的方式，亦即以使EGR氣體全部流過旁通配管13B的方式設定流量比調整閥14A。Next, the flow rate ratio adjustment valve 14A is again set to the fully closed state (the closing ratio is 100%). Thereby, as shown by the EGR gas temperature characteristic curve 65, the temperature of the EGR gas flowing from the flow rate ratio adjusting valve 14A to the EGR pipe 13 via the EGR valve 14B can be within the lower limit threshold value T2 (for example, 200°C) to the upper limit threshold value T1 (E.g. about 250°C). Therefore, it is possible to reliably prevent heat loss (for example, deterioration of the sealing material, deterioration of the covering material of the solenoid coil, etc.) in the flow rate adjustment valve 14A, and prevent combustion instability such as the occurrence of misfire. In other words, according to this embodiment, when an abnormality occurs in any of the plurality of sensors required to control the flow rate ratio adjustment valve 14A, it is possible to avoid heat loss and misfiring of the flow rate ratio adjustment valve 14A arranged in the EGR passage. Unstable combustion occurs. In addition, according to this embodiment, when it is determined that the temperature of the EGR gas detected by the EGR gas temperature detection device 17 is greater than or equal to the upper threshold value T1, the flow rate is increased until it is determined that the temperature of the EGR gas is less than or equal to the lower threshold value T2. The flow rate ratio adjusting valve 14A is set so that the ratio becomes 1, that is, so that all the EGR gas flows through the EGR cooler 15. Furthermore, when it is determined that the temperature of the EGR gas detected by the EGR gas temperature detection device 17 is below the lower limit threshold value T2, it is determined that the temperature of the EGR gas is above the upper limit threshold value T1, so that the flow rate ratio becomes zero That is, the flow rate ratio adjusting valve 14A is set so that all the EGR gas flows through the bypass pipe 13B. When it is determined that the temperature of the EGR gas detected by the EGR gas temperature detection device 17 is greater than or equal to the upper limit threshold value T1, until it is determined that the temperature of the EGR gas is less than or equal to the lower limit threshold value T2, the flow rate ratio may be set to 1. That is, the flow rate ratio adjusting valve 14A is set so that all the EGR gas flows through the EGR cooler 15. Furthermore, when it is determined that the temperature of the EGR gas detected by the EGR gas temperature detection device 17 is below the lower limit threshold value T2, it is determined that the temperature of the EGR gas is above the upper limit threshold value T1, so that the flow rate ratio becomes zero That is, the flow rate ratio adjusting valve 14A is set so that all the EGR gas flows through the bypass pipe 13B.

在此，控制裝置50，是作為異常判定裝置、避免控制裝置、上限判定部、下限判定部、熱損判定部、EGR控制裝置的一例而發揮作用。旋轉檢測裝置22是作為引擎轉速檢測裝置的一例而發揮作用。各缸體45A~45D是作為氣缸的一例而發揮作用。各噴射器43A~43D是作為燃料噴射裝置的一例而發揮作用。冷卻劑溫度檢測裝置28C是作為冷卻水溫度檢測裝置的一例而發揮作用。Here, the control device 50 functions as an example of an abnormality determination device, an avoidance control device, an upper limit determination unit, a lower limit determination unit, a heat loss determination unit, and an EGR control device. The rotation detection device 22 functions as an example of an engine rotation speed detection device. Each cylinder block 45A to 45D functions as an example of a cylinder. Each of the injectors 43A to 43D functions as an example of a fuel injection device. The coolant temperature detection device 28C functions as an example of a cooling water temperature detection device.

[第2實施形態] 接下來，針對將本發明的內燃機具體化而成之第2實施形態，根據圖5及圖6做說明。又在以下的說明中，與第1實施形態之內燃機10的構成等相同的符號，是表示與第1實施形態之內燃機10的構成等相同或是相當的部分。此外，在圖5的流程所示之程式，是事先儲存於記憶裝置53。[Second Embodiment] Next, the second embodiment in which the internal combustion engine of the present invention is embodied will be described with reference to FIGS. 5 and 6. In the following description, the same reference numerals as the configuration of the internal combustion engine 10 of the first embodiment indicate the same or equivalent parts as the configuration of the internal combustion engine 10 of the first embodiment. In addition, the program shown in the flowchart of FIG. 5 is stored in the memory device 53 in advance.

第2實施形態之內燃機10的構成及控制處理等，是與第1實施形態之內燃機10的構成及控制處理大致相同。但差異點在於，控制裝置50是在上述步驟S17中，取代上述「第1失效安全處理」而執行「第2失效安全處理」。The configuration and control processing of the internal combustion engine 10 of the second embodiment are substantially the same as the configuration and control processing of the internal combustion engine 10 of the first embodiment. However, the difference lies in that the control device 50 executes the "second fail-safe processing" in place of the aforementioned "first fail-safe processing" in the above-mentioned step S17.

針對第2失效安全處理，根據圖5及圖6做說明。如圖5所示般，首先，在步驟S211，控制裝置50，是從記憶裝置53讀取從EGR閥14B往EGR配管13流出之EGR氣體溫度，判定是否為不讓流量比調整閥14A的熱損發生之EGR氣體溫度的上限、即熱損閾值T3(例如280℃)以上。又如圖6所示般，熱損閾值T3設定成：比上述上限閾值T1稍微高(例如，高約30℃)的溫度，且比讓流量比調整閥14A的熱損(例如，密封材的劣化、電磁線圈之被覆材的劣化等。)發生之熱損發生區域的最低的EGR氣體溫度(例如300℃)低既定溫度(例如約20℃)的溫度，並事先儲存於記憶裝置53。With regard to the second fail-safe processing, an explanation will be given based on Fig. 5 and Fig. 6. As shown in FIG. 5, first, in step S211, the control device 50 reads the temperature of the EGR gas flowing from the EGR valve 14B to the EGR pipe 13 from the memory device 53, and determines whether the flow rate is higher than the heat of the adjusting valve 14A. The upper limit of the EGR gas temperature at which the damage occurs, that is, the thermal damage threshold T3 (for example, 280°C) or more. As shown in FIG. 6, the heat loss threshold T3 is set to a temperature slightly higher (for example, about 30°C higher) than the upper limit threshold T1, and the flow rate is higher than the heat loss of the regulating valve 14A (for example, the heat loss of the sealing material). Deterioration, deterioration of the coating material of the electromagnetic coil, etc.) The lowest EGR gas temperature (e.g., 300°C) in the area where heat loss occurs is lower than a predetermined temperature (e.g., about 20°C) and is stored in the memory device 53 in advance.

而且，當判定為從EGR閥14B往EGR配管13流出之EGR氣體的溫度為不讓流量比調整閥14A的熱損發生之EGR氣體溫度的上限、即熱損閾值T3(例如280℃)以上的情況(S211：是)，控制裝置50前進至步驟S212。在步驟S212，控制裝置50將EGR閥14B的閉合比例設定為最大閉合值P1(例如約90%)，將流過EGR配管13之EGR氣體的流量減少之後，結束該子處理而返回主流程圖。如此，控制裝置50控制成，使流過流量比調整閥14A之EGR氣體的流量大致成為零。Furthermore, when it is determined that the temperature of the EGR gas flowing from the EGR valve 14B to the EGR pipe 13 is higher than the upper limit of the EGR gas temperature at which the flow rate does not cause the heat loss of the regulating valve 14A, that is, the heat loss threshold T3 (for example, 280°C) or more In the case (S211: YES), the control device 50 proceeds to step S212. In step S212, the control device 50 sets the closing ratio of the EGR valve 14B to the maximum closing value P1 (for example, about 90%), reduces the flow rate of the EGR gas flowing through the EGR pipe 13, and then ends this sub-processing and returns to the main flowchart . In this way, the control device 50 controls so that the flow rate of the EGR gas flowing through the flow rate ratio adjusting valve 14A becomes substantially zero.

另一方面，在上述步驟S211，當判定為從EGR閥14B往EGR配管13流出之EGR氣體溫度低於熱損閾值T3(例如280℃)的情況(S211：否)，控制裝置50前進至步驟S213。在步驟S213，控制裝置50是從對映66(參照圖6)求出：與從EGR閥14B往EGR配管13流出之EGR氣體的溫度對應之EGR閥14B的閉合比例。接著，控制裝置50將EGR閥14B設定為該閉合比例，將流過EGR配管13之EGR氣體的流量調整之後，結束該子處理而返回主流程圖。On the other hand, in the above step S211, when it is determined that the temperature of the EGR gas flowing from the EGR valve 14B to the EGR pipe 13 is lower than the heat loss threshold T3 (for example, 280°C) (S211: No), the control device 50 proceeds to step S213. In step S213, the control device 50 obtains the closing ratio of the EGR valve 14B corresponding to the temperature of the EGR gas flowing from the EGR valve 14B to the EGR pipe 13 from the map 66 (see FIG. 6). Next, the control device 50 sets the EGR valve 14B to the closed ratio, adjusts the flow rate of the EGR gas flowing through the EGR pipe 13, and then ends this sub-processing and returns to the main flowchart.

又與從EGR閥14B往EGR配管13流出之EGR氣體的溫度對應之EGR閥14B的閉合比例之對映66，是藉由CAE(電腦輔助工程(Computer Aided Engineering))解析或實驗而事先取得，並事先儲存於記憶裝置53。例如圖6所示般，對映66設定成，在EGR氣體的溫度為熱損閾值T3(例如280℃)時，EGR閥14B的閉合比例約90%，EGR閥14B幾乎完全閉合。The mapping 66 of the closing ratio of the EGR valve 14B corresponding to the temperature of the EGR gas flowing from the EGR valve 14B to the EGR pipe 13 is obtained in advance by CAE (Computer Aided Engineering) analysis or experiments. And stored in the memory device 53 in advance. For example, as shown in FIG. 6, the map 66 is set such that when the temperature of the EGR gas reaches the heat loss threshold T3 (for example, 280°C), the closing ratio of the EGR valve 14B is approximately 90%, and the EGR valve 14B is almost completely closed.

而且對映66設定成，隨著EGR氣體的溫度從熱損閾值T3降低到上述下限閾值T2(例如200℃)，EGR閥14B的閉合比例逐漸降低到約50%。換言之，控制裝置50，是以比與藉由EGR氣體溫度檢測裝置17所檢測之EGR氣體的溫度對應之既定的最大閉合比例更低的閉合比例設定EGR閥14B，而調整往吸氣管11流動之EGR氣體的流量。此外，當EGR氣體的溫度比上述下限閾值T2更低的情況，EGR閥14B的閉合比例固定於50%，藉此抑制供應給各缸體45A~45D之吸氣的溫度降低。The map 66 is set such that as the temperature of the EGR gas decreases from the heat loss threshold T3 to the above-mentioned lower threshold T2 (for example, 200° C.), the closing ratio of the EGR valve 14B gradually decreases to about 50%. In other words, the control device 50 sets the EGR valve 14B at a closing ratio lower than the predetermined maximum closing ratio corresponding to the temperature of the EGR gas detected by the EGR gas temperature detecting device 17 to adjust the flow to the intake pipe 11 The flow rate of EGR gas. In addition, when the temperature of the EGR gas is lower than the above-mentioned lower limit threshold value T2, the closing ratio of the EGR valve 14B is fixed at 50%, thereby suppressing the decrease in the temperature of the intake air supplied to each of the cylinder blocks 45A to 45D.

藉此，如對映66所示般，對應於從EGR氣體溫度之下限閾值T2(例如200℃)到熱損閾值T3(例如280℃)的變化，使EGR閥14B的閉合比例從約50%變化成約90%，隨著EGR氣體溫度的上升，使往流量比調整閥14A流入之EGR氣體的流量減少。因此，可確實地防止流量比調整閥14A的熱損(例如，密封材的劣化、電磁線圈之被覆材的劣化等)發生，並能防止不點火發生等之燃燒不穩定。依據本實施形態，當判定為藉由EGR氣體溫度檢測裝置17所檢測之EGR氣體的溫度低於不讓流量比調整閥14A的熱損發生之上限、即熱損閾值T3的情況，避免控制裝置是以比與EGR氣體的溫度對應之既定的最大閉合比例更低的閉合比例設定EGR閥14B，而調整往吸氣管11流動之EGR氣體的流量。另一方面，當判定為藉由EGR氣體溫度檢測裝置17所檢測之EGR氣體的溫度為不讓流量比調整閥14A的熱損發生之上限、即熱損閾值以上的情況，避免控制裝置制成，將EGR閥14B設定為既定的最大閉合比例，使往吸氣管11流動之EGR氣體的流量減少。藉此，當流過EGR閥14B之EGR氣體的溫度成為不讓流量比調整閥的熱損發生之上限、即熱損閾值T3以上的情況，將EGR閥14B設定為既定的最大閉合比例(例如90%)，藉此將往吸氣管流動之EGR氣體的流量最大限度地減少。結果，因為流過流量比調整閥14A之EGR氣體的流量減少，可確實地防止流量比調整閥14A的熱損發生。Thereby, as shown in the map 66, corresponding to the change from the lower EGR gas temperature threshold T2 (for example, 200°C) to the heat loss threshold T3 (for example, 280°C), the closing ratio of the EGR valve 14B is changed from about 50% The change is about 90%, and as the temperature of the EGR gas increases, the flow rate of the EGR gas flowing into the adjustment valve 14A is reduced. Therefore, heat loss (for example, deterioration of the sealing material, deterioration of the covering material of the solenoid coil, etc.) of the flow rate ratio adjustment valve 14A can be reliably prevented, and combustion instability such as the occurrence of misfire can be prevented. According to the present embodiment, when it is determined that the temperature of the EGR gas detected by the EGR gas temperature detecting device 17 is lower than the upper limit of the heat loss threshold value T3 that does not allow the flow rate ratio adjustment valve 14A to occur, the control device is avoided The EGR valve 14B is set at a closing ratio lower than the predetermined maximum closing ratio corresponding to the temperature of the EGR gas, and the flow rate of the EGR gas flowing to the intake pipe 11 is adjusted. On the other hand, when it is determined that the temperature of the EGR gas detected by the EGR gas temperature detection device 17 is higher than the upper limit of the heat loss of the regulating valve 14A, that is, the heat loss threshold, the control device is prevented from being made , The EGR valve 14B is set to a predetermined maximum closing ratio, so that the flow rate of the EGR gas flowing to the intake pipe 11 is reduced. Accordingly, when the temperature of the EGR gas flowing through the EGR valve 14B becomes greater than the upper limit of the heat loss of the regulating valve, that is, the heat loss threshold T3 or more, the EGR valve 14B is set to a predetermined maximum closing ratio (for example, 90%), thereby minimizing the flow of EGR gas flowing to the intake pipe. As a result, since the flow rate of the EGR gas flowing through the flow rate ratio adjustment valve 14A is reduced, the occurrence of heat loss of the flow rate ratio adjustment valve 14A can be reliably prevented.

[第3實施形態] 接下來，針對將本發明的內燃機具體化而成之第3實施形態，根據圖7及圖8做說明。又在以下的說明中，與第1實施形態之內燃機10的構成等相同的符號，是表示與第1實施形態之內燃機10的構成等相同或是相當的部分。此外，在圖7的流程所示之程式，是事先儲存於記憶裝置53。[Third Embodiment] Next, the third embodiment in which the internal combustion engine of the present invention is embodied will be described with reference to FIGS. 7 and 8. In the following description, the same reference numerals as the configuration of the internal combustion engine 10 of the first embodiment indicate the same or equivalent parts as the configuration of the internal combustion engine 10 of the first embodiment. In addition, the program shown in the flowchart of FIG. 7 is stored in the memory device 53 in advance.

第3實施形態之內燃機10的構成及控制處理等，是與第1實施形態之內燃機10的構成及控制處理大致相同。但差異點在於，控制裝置50是在上述步驟S17中，取代上述「第1失效安全處理」而執行「第3失效安全處理」。The configuration and control processing of the internal combustion engine 10 of the third embodiment are substantially the same as the configuration and control processing of the internal combustion engine 10 of the first embodiment. However, the difference lies in that the control device 50 executes the "third fail-safe processing" in place of the aforementioned "first fail-safe processing" in the above-mentioned step S17.

針對第3失效安全處理，根據圖7及圖8做說明。如圖7所示般，首先，在步驟S311，控制裝置50是從記憶裝置53讀取從EGR閥14B往EGR配管13流出之EGR氣體溫度，判定是否為不讓流量比調整閥14A的熱損發生之EGR氣體溫度的上限、即熱損閾值T5(例如270℃)以上。又如圖8所示般，熱損閾值T5設定成：比上述上限閾值T1稍微高(例如，高約20℃)的溫度，且比讓流量比調整閥14A的熱損(例如，密封材的劣化、電磁線圈之被覆材的劣化等)發生之熱損發生區域之最低的EGR氣體溫度(例如300℃)低既定溫度(例如約30℃)的溫度，並事先儲存於記憶裝置53。The third fail-safe processing will be explained based on Figs. 7 and 8. As shown in FIG. 7, first, in step S311, the control device 50 reads the temperature of the EGR gas flowing from the EGR valve 14B to the EGR pipe 13 from the memory device 53, and determines whether the flow rate is higher than the heat loss of the adjusting valve 14A. The upper limit of the temperature of the generated EGR gas, that is, the heat loss threshold value T5 (for example, 270°C) or more. As shown in FIG. 8, the heat loss threshold T5 is set to a temperature slightly higher (for example, about 20°C higher) than the upper limit threshold T1, and the flow rate is higher than the heat loss of the regulating valve 14A (for example, the heat loss of the sealing material). The temperature of the lowest EGR gas temperature (for example, 300°C) in the region where the heat loss occurs due to deterioration, deterioration of the coating material of the electromagnetic coil, etc.) is lower than a predetermined temperature (for example, about 30°C), and is stored in the memory device 53 in advance.

而且，當判定為從EGR閥14B往EGR配管13流出之EGR氣體的溫度為不讓流量比調整閥14A的熱損發生之EGR氣體溫度的上限、即熱損閾值T5(例如270℃)以上的情況(S311：是)，控制裝置50前進至步驟S312。在步驟S312，控制裝置50是藉由旋轉檢測裝置22檢測引擎轉速並儲存於記憶裝置53之後，前進至步驟S313。Furthermore, when it is determined that the temperature of the EGR gas flowing from the EGR valve 14B to the EGR pipe 13 is higher than the upper limit of the EGR gas temperature at which the heat loss of the regulating valve 14A does not occur, that is, the heat loss threshold T5 (for example, 270°C) or more In the case (S311: YES), the control device 50 proceeds to step S312. In step S312, the control device 50 detects the engine speed through the rotation detection device 22 and stores it in the memory device 53, and then proceeds to step S313.

在步驟S313，控制裝置50，是從儲存於記憶裝置53之最大噴射量限制對映讀取與所檢測的引擎轉速和EGR氣體溫度的組合對應之燃料的噴射量限制值，並儲存於記憶裝置53。而且，控制裝置50，當從各噴射器43A~43D噴射之燃料噴射量超過噴射量限制值的情況，以成為該噴射量限制值的方式進行設定之後，結束該子處理而返回主流程圖。藉此，控制裝置50可抑制排氣溫度的上升而將EGR氣體的溫度降低，而能抑制流量比調整閥14A的熱損(例如，密封材的劣化、電磁線圈之被覆材的劣化等)發生。In step S313, the control device 50 reads the fuel injection amount limit value corresponding to the detected combination of engine speed and EGR gas temperature from the maximum injection amount limit map stored in the memory device 53, and stores it in the memory device 53. Then, when the fuel injection amount injected from each of the injectors 43A to 43D exceeds the injection amount limit value, the control device 50 sets the injection amount limit value, and then ends the sub-processing and returns to the main flowchart. Thereby, the control device 50 can suppress the increase in exhaust temperature and lower the temperature of the EGR gas, and can suppress the heat loss (for example, the deterioration of the sealing material, the deterioration of the coating material of the solenoid coil, etc.) of the flow rate ratio regulating valve 14A. .

在此，針對最大噴射量限制對映的一例，根據圖8做說明。如圖8所示般，在最大噴射量限制對映儲存著：與橫軸的引擎轉速和縱軸之從EGR閥14B流出之EGR氣體的溫度之各組合對應之燃料的噴射量限制值。最大噴射量限制對映是設定成，當從EGR閥14B流出之EGR氣體的溫度為熱損閾值T5(約270℃)以上、且引擎轉速為例如2200(rpm)以上的情況，不讓燃料的噴射量限制值(mm3 /行程)增加。此外，最大噴射量限制對映是設定成，隨著從EGR閥14B流出之EGR氣體的溫度變得比熱損閾值T5(約270℃)越來越高，使燃料之噴射量限制值降低。Here, an example of the maximum injection amount restriction mapping will be described with reference to FIG. 8. As shown in FIG. 8, in the maximum injection amount restriction map, the fuel injection amount restriction value corresponding to each combination of the engine speed on the horizontal axis and the temperature of the EGR gas flowing out of the EGR valve 14B on the vertical axis is stored. The maximum injection quantity restriction mapping is set so that when the temperature of the EGR gas flowing out of the EGR valve 14B is higher than the heat loss threshold T5 (approximately 270°C) and the engine speed is, for example, 2200 (rpm) or higher, the fuel is not allowed The injection volume limit value (mm 3 /stroke) is increased. In addition, the maximum injection quantity restriction map is set so that as the temperature of the EGR gas flowing out of the EGR valve 14B becomes higher than the heat loss threshold T5 (approximately 270°C), the fuel injection quantity restriction value is lowered.

另一方面，在上述步驟S311，當判定為從EGR閥14B往EGR配管13流出之EGR氣體的溫度低於熱損閾值T5(例如270℃)的情況(S311：否)，控制裝置50前進至步驟S314。在步驟S314，控制裝置50是藉由旋轉檢測裝置22檢測引擎轉速並儲存於記憶裝置53之後，前進至步驟S315。On the other hand, in the above step S311, when it is determined that the temperature of the EGR gas flowing from the EGR valve 14B to the EGR pipe 13 is lower than the heat loss threshold T5 (for example, 270°C) (S311: No), the control device 50 proceeds to Step S314. In step S314, the control device 50 detects the engine speed through the rotation detection device 22 and stores it in the memory device 53, and then proceeds to step S315.

在步驟S315，控制裝置50，是從儲存於記憶裝置53之最大噴射量限制對映讀取與所檢測的引擎轉速和EGR氣體溫度的組合對應之燃料的噴射量限制值，並儲存於記憶裝置53。而且，控制裝置50，當從各噴射器43A~43D噴射之燃料噴射量超過噴射量限制值的情況，以成為該噴射量限制值的方式進行設定之後，結束該子處理而返回主流程圖。In step S315, the control device 50 reads the fuel injection amount limit value corresponding to the detected combination of the engine speed and the EGR gas temperature from the maximum injection amount limit map stored in the memory device 53, and stores it in the memory device 53. Then, when the fuel injection amount injected from each of the injectors 43A to 43D exceeds the injection amount limit value, the control device 50 sets the injection amount limit value, and then ends the sub-processing and returns to the main flowchart.

在此，如圖8所示般，最大噴射量限制對映是設定成，當從EGR閥14B流出之EGR氣體的溫度比熱損閾值T5(約270℃)低的情況，使燃料的噴射量限制值(mm3 /行程)對應於引擎轉速而增加。因此，控制裝置50是對應於負載來設定燃料之噴射量限制值(mm3 /行程)。Here, as shown in FIG. 8, the maximum injection amount restriction map is set to limit the fuel injection amount when the temperature of the EGR gas flowing from the EGR valve 14B is lower than the heat loss threshold T5 (approximately 270°C). The value (mm 3 /stroke) increases corresponding to the engine speed. Therefore, the control device 50 sets the fuel injection amount limit value (mm 3 /stroke) in accordance with the load.

因此，如最大噴射量限制對映所示般，當從EGR閥14B流出之EGR氣體的溫度為熱損閾值T5(約270℃)以上、且引擎轉速為例如2200(rpm)以上的情況，燃料之噴射量限制值(mm3 /行程)並不對應於引擎轉速而增加。再者，隨著從EGR閥14B流出之EGR氣體的溫度變得比熱損閾值T5(約270℃)越來越高，使燃料之噴射量限制值變少。Therefore, as shown in the maximum injection quantity restriction map, when the temperature of the EGR gas flowing out of the EGR valve 14B is the heat loss threshold T5 (approximately 270°C) or higher, and the engine speed is, for example, 2200 (rpm) or higher, the fuel The injection volume limit value (mm 3 /stroke) does not increase corresponding to the engine speed. Furthermore, as the temperature of the EGR gas flowing from the EGR valve 14B becomes higher than the heat loss threshold value T5 (approximately 270° C.), the fuel injection amount restriction value is reduced.

藉此，隨著從EGR閥14B流出之EGR氣體的溫度變得比熱損閾值T5(約270℃)越來越高，在各缸體45A~45D，使從各噴射器43A~43D噴射之燃料的最大噴射量變少，因此可抑制排氣溫度而將EGR氣體的溫度降低，能確實地防止流量比調整閥14A之熱損(例如，密封材的劣化、電磁線圈之被覆材的劣化等)發生。Thereby, as the temperature of the EGR gas flowing out of the EGR valve 14B becomes higher than the heat loss threshold T5 (approximately 270°C), the fuel injected from the injectors 43A to 43D is made to be in each cylinder 45A to 45D. The maximum injection quantity of the EGR gas is reduced, so the exhaust gas temperature can be suppressed and the temperature of the EGR gas can be lowered, and the heat loss of the flow rate ratio adjustment valve 14A (for example, the deterioration of the sealing material, the deterioration of the coating material of the solenoid, etc.) can be reliably prevented. .

此外是設定成，當從EGR閥14B流出之EGR氣體的溫度比熱損閾值T5(約270℃)低的情況，使燃料之噴射量限制值(mm3 /行程)對應於引擎轉速而增加。因此，控制裝置50可對應於負載而使燃料之噴射量限制值(mm3 /行程)增加，讓排氣溫度上升，能防止不點火發生等之燃燒不穩定。依據本實施形態是控制成，當判定為EGR氣體的溫度為熱損閾值T5以上的情況，是對應於既定轉速以上的引擎轉速而使從燃料噴射裝置噴射之燃料的噴射量成為噴射量限制值以下，並隨著EGR氣體的溫度變得比熱損閾值T5越來越高而將噴射量限制值降低。藉此，當EGR氣體的溫度成為熱損閾值T5以上的情況，隨著EGR氣體的溫度變得比熱損閾值T5越來越高而將噴射量限制值降低，能進行內燃機的輸出限制。結果，可抑制排氣的溫度而將EGR氣體的溫度降低，能確實地防止流量比調整閥14A的熱損發生。In addition, it is set so that when the temperature of the EGR gas flowing out of the EGR valve 14B is lower than the heat loss threshold T5 (approximately 270°C), the fuel injection amount limit value (mm 3 /stroke) is increased in accordance with the engine speed. Therefore, the control device 50 can increase the fuel injection amount limit value (mm 3 /stroke) in response to the load, increase the exhaust gas temperature, and prevent combustion instability such as misfiring. According to this embodiment, when it is determined that the temperature of the EGR gas is equal to or higher than the heat loss threshold value T5, the injection amount of the fuel injected from the fuel injection device becomes the injection amount limit value corresponding to the engine speed higher than the predetermined speed. Hereinafter, as the temperature of the EGR gas becomes higher than the heat loss threshold value T5, the injection amount restriction value is lowered. Accordingly, when the temperature of the EGR gas becomes equal to or greater than the heat loss threshold value T5, the injection amount restriction value is lowered as the temperature of the EGR gas becomes higher than the heat loss threshold value T5, and the output of the internal combustion engine can be restricted. As a result, the temperature of the exhaust gas can be suppressed and the temperature of the EGR gas can be lowered, and the occurrence of heat loss of the flow rate ratio regulating valve 14A can be reliably prevented.

又本發明並不限定於前述第1實施形態至第3實施形態，在不脫離本發明要旨的範圍內當然可進行種種的改良、變形、追加、刪除。例如，亦可為如以下般。又在以下的說明中，與上述圖1~圖4之前述第1實施形態的內燃機10等相同的符號，是表示與前述第1實施形態的內燃機10等相同或相當的部分。In addition, the present invention is not limited to the aforementioned first to third embodiments, and various improvements, modifications, additions, and deletions can of course be made without departing from the gist of the present invention. For example, it may be as follows. In the following description, the same reference numerals as those of the internal combustion engine 10 and the like of the first embodiment shown in FIGS. 1 to 4 indicate the same or equivalent parts as those of the internal combustion engine 10 and the like of the first embodiment.

(A)例如，在第2實施形態及第3實施形態的內燃機10中，流量比調整閥14A可設置在EGR配管13和旁通配管13B之分歧部。在此構成也是，當吸氣溫度檢測裝置28A、大氣壓檢測裝置23、冷卻劑溫度檢測裝置(冷卻水溫度檢測裝置)28C當中之任一個發生異常的情況，能確實地防止流量比調整閥14A的熱損(例如，密封材的劣化、電磁線圈之被覆材的劣化等)發生，並能防止不點火發生等的燃燒不穩定。(A) For example, in the internal combustion engine 10 of the second embodiment and the third embodiment, the flow rate ratio adjusting valve 14A may be provided at the branch of the EGR pipe 13 and the bypass pipe 13B. Also in this configuration, when any one of the intake air temperature detection device 28A, the atmospheric pressure detection device 23, and the coolant temperature detection device (cooling water temperature detection device) 28C is abnormal, it can be reliably prevented that the flow rate is greater than that of the adjustment valve 14A. Heat loss (for example, deterioration of the sealing material, deterioration of the coating material of the electromagnetic coil, etc.) occurs, and it is possible to prevent combustion instability such as misfiring.

(B)在前述第1實施形態至第3實施形態的說明所使用之數值僅是一例，並不限定於該數值。此外，以上(≧)、以下(≦)、大於(＞)、小於(＜)等，是包含或不包含等號皆可。(B) The numerical values used in the description of the first embodiment to the third embodiment are only an example, and are not limited to this numerical value. In addition, the above (≧), below (≦), greater than (>), less than (<), etc., may include or not include the equal sign.

10:內燃機 11A,11B:吸氣管 12B:排氣管 13:EGR配管 13B:旁通配管 14A:流量比調整閥 14B:EGR閥 15:EGR冷卻器 17:EGR氣體溫度檢測裝置 22:旋轉檢測裝置 23:大氣壓檢測裝置 28A:吸氣溫度檢測裝置 28C:冷卻劑溫度檢測裝置 43A~43D:噴射器 45A~45D:缸體 50:控制裝置10: Internal combustion engine 11A, 11B: suction pipe 12B: Exhaust pipe 13: EGR piping 13B: Bypass piping 14A: Flow ratio adjustment valve 14B: EGR valve 15: EGR cooler 17: EGR gas temperature detection device 22: Rotation detection device 23: Atmospheric pressure detection device 28A: Inspiratory temperature detection device 28C: Coolant temperature detection device 43A~43D: ejector 45A~45D: cylinder block 50: control device

[圖1] 係第1實施形態的內燃機的概略構成之說明圖。 [圖2] 係顯示第1實施形態的控制裝置所執行之吸氣溫度控制處理的一例之主流程圖。 [圖3] 係顯示圖2所示的第1失效安全(fail-safe)處理之子處理的一例之子流程圖。 [圖4] 係顯示EGR氣體的溫度變化之一例。 [圖5] 係顯示第2實施形態的控制裝置所執行之第2失效安全處理之子處理的一例之子流程圖。 [圖6] 係顯示決定EGR閥的閉合比例之閉合比例對映(map)的一例。 [圖7] 係顯示第3實施形態的控制裝置所執行之第3失效安全處理的子處理之一例的子流程圖。 [圖8] 係顯示決定燃料的噴射量限制值之最大噴射量限制對映的一例。Fig. 1 is an explanatory diagram of the schematic configuration of the internal combustion engine according to the first embodiment. [Fig. 2] A main flowchart showing an example of the intake air temperature control process executed by the control device of the first embodiment. [FIG. 3] A sub-flow chart showing an example of the sub-processing of the first fail-safe processing shown in FIG. 2. [Figure 4] An example of the temperature change of EGR gas is shown. [Fig. 5] A sub-flow chart showing an example of sub-processing of the second fail-safe processing executed by the control device of the second embodiment. [Figure 6] An example of a closed ratio map that determines the closing ratio of the EGR valve. [FIG. 7] A sub-flow chart showing an example of sub-processing of the third fail-safe processing executed by the control device of the third embodiment. [Fig. 8] It shows an example of the mapping of the maximum injection quantity limit which determines the fuel injection quantity limit value.

Claims (6)

一種內燃機，係具備：EGR配管、水冷式的EGR冷卻器、旁通配管、流量比調整閥、EGR閥、EGR氣體溫度檢測裝置、異常判定裝置以及避免控制裝置， 該EGR配管，是用於將內燃機的排氣管和吸氣管連接； 該水冷式的EGR冷卻器是配置於前述EGR配管； 該旁通配管，是從前述EGR配管之前述EGR冷卻器的上游側分歧，繞過前述EGR冷卻器而連接於前述EGR配管； 該流量比調整閥，是用於調整流過前述EGR冷卻器之EGR氣體的流量相對於流過前述EGR配管之EGR氣體的總流量之流量比率； 該EGR閥，是配置在比供前述旁通配管連接於前述EGR配管之連接部更下游側，且用於調整從前述EGR配管往前述吸氣管流動之EGR氣體的流量； 該EGR氣體溫度檢測裝置，是配置在前述EGR配管之比前述EGR閥更下游側，且用於檢測EGR氣體的溫度； 該異常判定裝置，是判定為了控制前述流量比調整閥所需之複數個感測器當中之任一個是否異常； 該避免控制裝置，當藉由前述異常判定裝置判定為前述複數個感測器當中之任一個發生異常的情況，是控制成根據藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度，而避免前述流量比調整閥之熱損發生及燃燒不穩定。An internal combustion engine equipped with: EGR piping, water-cooled EGR cooler, bypass piping, flow ratio adjustment valve, EGR valve, EGR gas temperature detection device, abnormality determination device, and avoidance control device, The EGR pipe is used to connect the exhaust pipe and the intake pipe of the internal combustion engine; The water-cooled EGR cooler is arranged in the aforementioned EGR pipe; The bypass pipe is branched from the upstream side of the EGR cooler of the EGR pipe, bypasses the EGR cooler, and is connected to the EGR pipe; The flow rate adjustment valve is used to adjust the flow rate ratio of the flow rate of EGR gas flowing through the aforementioned EGR cooler to the total flow rate of EGR gas flowing through the aforementioned EGR pipe; The EGR valve is arranged on the downstream side of the connecting portion through which the bypass pipe is connected to the EGR pipe, and is used to adjust the flow rate of EGR gas flowing from the EGR pipe to the intake pipe; The EGR gas temperature detection device is arranged on the downstream side of the EGR pipe than the EGR valve, and is used to detect the temperature of the EGR gas; The abnormality determination device determines whether any one of the plurality of sensors required to control the aforementioned flow rate ratio adjustment valve is abnormal; The avoidance control device, when it is determined by the abnormality determination device that any one of the plurality of sensors is abnormal, is controlled based on the temperature of the EGR gas detected by the EGR gas temperature detection device, and Avoid heat loss and unstable combustion of the aforementioned flow ratio adjustment valve. 如請求項1所述之內燃機，其中， 前述避免控制裝置係具備上限判定部及下限判定部， 該上限判定部是判定藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度是否為不讓前述流量比調整閥的熱損發生之上限閾值以上， 該下限判定部是判定藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度是否為不讓燃燒不穩定發生之下限閾值以下， 當前述上限判定部判定為藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度為前述上限閾值以上的情況，直到前述下限判定部判定為前述EGR氣體的溫度為前述下限閾值以下為止，以前述流量比率成為1的方式控制前述流量比調整閥， 當前述下限判定部判定為藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度為前述下限閾值以下的情況，直到前述上限判定部判定為前述EGR氣體的溫度為前述上限閾值以上為止，以前述流量比率成為零的方式控制前述流量比調整閥。The internal combustion engine according to claim 1, wherein: The aforementioned avoidance control device has an upper limit determination unit and a lower limit determination unit, The upper limit determination unit determines whether the temperature of the EGR gas detected by the EGR gas temperature detection device is higher than the upper limit threshold that prevents the flow rate from generating heat loss of the regulating valve. The lower limit determination unit determines whether the temperature of the EGR gas detected by the aforementioned EGR gas temperature detection device is lower than the lower limit threshold that prevents combustion instability from occurring. When the upper limit determination unit determines that the temperature of the EGR gas detected by the EGR gas temperature detection device is above the upper limit threshold value, until the lower limit determination unit determines that the temperature of the EGR gas is below the lower limit threshold value, The flow rate ratio adjustment valve is controlled so that the flow rate ratio becomes 1, When the lower limit determination unit determines that the temperature of the EGR gas detected by the EGR gas temperature detection device is below the lower limit threshold value, until the upper limit determination unit determines that the temperature of the EGR gas is above the upper limit threshold value, The flow rate ratio adjustment valve is controlled so that the flow rate ratio becomes zero. 如請求項1所述之內燃機，其中， 前述避免控制裝置具有熱損判定部，該熱損判定部，是判定藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度是否為不讓前述流量比調整閥的熱損發生之上限、即熱損閾值以上， 且前述避免控制裝置進行以下控制， 當藉由前述熱損判定部判定為EGR氣體的溫度低於前述熱損閾值的情況，以比與藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度對應之既定的最大閉合比例更低的閉合比例設定前述EGR閥，而調整往前述吸氣管流動之前述EGR氣體的流量， 當藉由前述熱損判定部判定為EGR氣體的溫度為前述熱損閾值以上的情況，將前述EGR閥設定成前述最大閉合比例，而將往前述吸氣管流動之前述EGR氣體的流量減少。The internal combustion engine according to claim 1, wherein: The avoidance control device has a heat loss determination unit that determines whether the temperature of the EGR gas detected by the EGR gas temperature detection device is the upper limit that prevents the heat loss of the flow rate from the regulating valve, that is, Above the thermal loss threshold, And the aforementioned avoidance control device performs the following control, When it is determined by the heat loss determination unit that the temperature of the EGR gas is lower than the heat loss threshold value, it is lower than the predetermined maximum closing ratio corresponding to the temperature of the EGR gas detected by the EGR gas temperature detection device. The closing ratio of is set the aforementioned EGR valve, and the flow rate of the aforementioned EGR gas flowing to the aforementioned intake pipe is adjusted, When the heat loss determining unit determines that the temperature of the EGR gas is equal to or higher than the heat loss threshold value, the EGR valve is set to the maximum closing ratio, and the flow rate of the EGR gas flowing to the intake pipe is reduced. 如請求項1所述之內燃機，其係具備：檢測引擎轉速之引擎轉速檢測裝置、及朝前述內燃機之氣缸內噴射燃料之燃料噴射裝置， 前述避免控制裝置具有熱損判定部，該熱損判定部，是判定藉由前述EGR氣體溫度檢測裝置所檢測之EGR氣體的溫度是否為不讓前述流量比調整閥的熱損發生之上限、即熱損閾值以上， 且前述避免控制裝置進行以下控制， 當前述熱損判定部判定為EGR氣體的溫度低於前述熱損閾值的情況，對應於既定轉速以上的引擎轉速而使從前述燃料噴射裝置噴射之燃料的噴射量成為噴射量限制值以下， 當前述熱損判定部判定為EGR氣體的溫度為前述熱損閾值以上的情況，對應於既定轉速以上的引擎轉速而使從前述燃料噴射裝置噴射之燃料的噴射量成為噴射量限制值以下，且隨著EGR氣體的溫度變得比前述熱損閾值越來越高，將前述噴射量限制值降低。The internal combustion engine according to claim 1, which is provided with an engine rotation speed detection device that detects the engine rotation speed, and a fuel injection device that injects fuel into the cylinder of the internal combustion engine, The avoidance control device has a heat loss determination unit that determines whether the temperature of the EGR gas detected by the EGR gas temperature detection device is the upper limit that prevents the heat loss of the flow rate from the regulating valve, that is, Above the thermal loss threshold, And the aforementioned avoidance control device performs the following control, When the heat loss determination unit determines that the temperature of the EGR gas is lower than the heat loss threshold value, the injection amount of fuel injected from the fuel injection device is made to be the injection amount limit value or less corresponding to the engine speed above the predetermined speed. When the heat loss determination unit determines that the temperature of the EGR gas is greater than or equal to the heat loss threshold value, the injection amount of fuel injected from the fuel injection device is made to be the injection amount limit value or less corresponding to the engine rotation speed above the predetermined rotation speed, and As the temperature of the EGR gas becomes higher and higher than the aforementioned heat loss threshold, the aforementioned injection amount restriction value is lowered. 如請求項1至請求項4之任一項所述之內燃機，其係具備EGR控制裝置， 該EGR控制裝置，當前述異常判定裝置判定為前述複數個感測器都是正常的情況，以根據藉由前述複數個感測器所檢測的檢測結果而使在前述內燃機之氣缸內吸入之吸氣的溫度接近目標吸氣溫度的方式控制前述EGR閥及前述流量比調整閥。The internal combustion engine described in any one of claim 1 to claim 4, which is equipped with an EGR control device, In the EGR control device, when the abnormality determination device determines that the plurality of sensors are normal, the EGR control device causes the suction in the cylinder of the internal combustion engine based on the detection results detected by the plurality of sensors. The EGR valve and the flow ratio adjustment valve are controlled so that the temperature of the air is close to the target intake air temperature. 如請求項1至請求項4之任一項所述之內燃機，其中， 前述複數個感測器係包含：檢測流入前述吸氣管之吸氣的溫度之吸氣溫度檢測裝置、檢測供應給前述EGR冷卻器之冷卻水的溫度之冷卻水溫度檢測裝置、及檢測大氣壓之大氣壓檢測裝置。The internal combustion engine according to any one of claim 1 to claim 4, wherein: The plurality of sensors include: an intake air temperature detecting device that detects the temperature of the intake air flowing into the intake pipe, a cooling water temperature detecting device that detects the temperature of the cooling water supplied to the EGR cooler, and a device for detecting atmospheric pressure Atmospheric pressure detection device.
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