WO2008068574A1 - Système rge destiné à un moteur à combustion interne et procédé de commande de celui-ci - Google Patents

Système rge destiné à un moteur à combustion interne et procédé de commande de celui-ci Download PDF

Info

Publication number
WO2008068574A1
WO2008068574A1 PCT/IB2007/003696 IB2007003696W WO2008068574A1 WO 2008068574 A1 WO2008068574 A1 WO 2008068574A1 IB 2007003696 W IB2007003696 W IB 2007003696W WO 2008068574 A1 WO2008068574 A1 WO 2008068574A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
egr
pressure egr
unit
Prior art date
Application number
PCT/IB2007/003696
Other languages
English (en)
Inventor
Takeshi Hashizume
Hiroyuki Haga
Isao Matsumoto
Masahiro Nagae
Tomoyuki Ono
Hiroki Murata
Akira Yamashita
Teruhiko Miyake
Hajime Shimizu
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2008068574A1 publication Critical patent/WO2008068574A1/fr

Links

Classifications

    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream 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
    • F02M26/38—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with two or more EGR valves disposed in parallel
    • 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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • 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
    • F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
    • F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying apparatus
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to an EGR (exhaust gas recirculation) system for an internal combustion engine, and a method for controlling the same.
  • EGR exhaust gas recirculation
  • EGR i.e., a technology for recirculating a portion of the exhaust gas back to an internal combustion engine has been suggested in order to reduce the amount of nitrogen oxide (NOx) generated in the process of burning fuel in the internal combustion engine.
  • NOx nitrogen oxide
  • a technology that makes it possible to perform EGR in a broader operating range of an internal combustion engine has been suggested.
  • a high-pressure EGR unit and a low-pressure EGR unit are provided, and EGR is performed while the EGR unit used for EGR is changed between the high-pressure EGR unit and the low-pressure EGR unit or both the high-pressure EGR unit and the low-pressure EGR unit are used in combination, based on the operation mode of the internal combustion engine.
  • the high-pressure EGR unit recirculates a portion of the exhaust gas back to the internal combustion engine through a high-pressure EGR passage that provides communication between an exhaust passage, at a portion upstream of a turbine of a turbocharger, and an intake passage, at a portion downstream of a compressor of the turbocharger.
  • the low-pressure EGR unit recirculates a portion of the exhaust gas back to the internal combustion engine through a low-pressure EGR passage that provides communication between the exhaust passage, at a portion downstream of the turbine, and the intake passage, at a portion upstream of the compressor.
  • JP-A-07-233761 a technology for preventing the intake air temperature from becoming excessively high when EGR is performed is described in Japanese Patent Application Publication No. 07-233761 (JP-A-07-233761).
  • JP-A-07-233761 a technology for preventing the intake air temperature from becoming excessively high when EGR is performed.
  • EGR is performed using a high-pressure EGR unit.
  • the exhaust gas temperature is high, for example, when the internal combustion engine is operating at high load
  • EGR is performed using a low-pressure EGR unit.
  • technologies related to EGR are described in Japanese Patent Application Publication No. 2004-162674 (JP-A-2004- 162674) and Japanese Patent Application Publication No. 2004-197634 (JP-A-2004-197634).
  • a high-pressure EGR passage is relatively short. Accordingly, the temperature of the exhaust gas that is recirculated back to an internal combustion engine by a high-pressure EGR unit (hereinafter, referred to as the "high-pressure EGR gas”) tends to be relatively high.
  • a low-pressure EGR passage is relatively long, and the exhaust gas that is recirculated back to the internal combustion engine by a low-pressure EGR unit (hereinafter, referred to as the "low-pressure EGR gas”) is cooled by an EGR cooler provided in the low-pressure EGR passage and an intercooler provided in an intake passage. Accordingly, the temperature of the low-pressure EGR gas tends to be relatively low.
  • the invention provides a technology for suppressing unstable combustion and an increase in the amount of toxic substance in the exhaust gas that may be caused especially when the ambient air temperature or the temperature of a coolant is low, in an internal combustion engine including an EGR system that performs EGR using a low-pressure EGR unit and a high-pressure EGR unit in combination.
  • a first aspect of the invention relates to an EGR system for an internal combustion engine including: a turbocharger that includes a compressor arranged in an intake passage of the internal combustion engine, and a turbine arranged in an exhaust passage of the internal combustion engine; a high-pressure EGR unit that recirculates a portion of exhaust gas back to the internal combustion engine through a high-pressure EGR passage that provides communication between the exhaust passage, at a portion upstream of the turbine, and the intake passage, at a portion downstream of the compressor, a low-pressure EGR unit that recirculates a portion of exhaust gas back to the internal combustion engine through a low-pressure EGR passage that provides communication between the exhaust passage, at a portion downstream of the turbine, and the intake passage, at a portion upstream of the compressor; an EGR control unit that performs EGR while changing the EGR unit used for EGR between the high-pressure EGR unit and the low-pressure EGR unit, or using the high-pressure EGR unit and the low-pressure EGR unit in combination, based
  • the EGR control unit makes the ratio of the amount of exhaust gas, which is recirculated back to the internal combustion engine by the high-pressure EGR unit, to the entire amount of exhaust gas, which is recirculated back to the internal combustion engine, higher when the determination unit determines that there is a possibility that incomplete combustion will take place than when the determination unit does not determine that there is a possibility that incomplete combustion will take place.
  • the "predetermined operating range in which EGR is performed using at least the low-pressure EGR unit” is the operating range that includes the operating range in which EGR is performed using only the low-pressure EGR unit (hereinafter, referred to as the "range LPL' * ) and the operating range in which EGR is performed using the low-pressure EGR unit and the high-pressure EGR unit in combination (hereinafter, referred to as the "range MIX " ).
  • the "predetermined operating range in which EGR is performed using at least the low-pressure EGR unit” is defined in advance.
  • the determination unit may determine that "there is a possibility that incomplete combustion will take place in the internal combustion engine", when the intake air temperature is likely to decrease, for example, when the temperature of the air around the internal combustion engine is low (for example, in winter) or when the temperature of the internal combustion engine itself is low (for example, immediately after the internal combustion engine is started).
  • the ratio of the high-pressure EGR gas amount to the entire EGR gas amount may be changed from 0% to 100%.
  • a part or the entirety of the operating range which is defined as the operating range that belongs to the range LPL when the determination unit does not determine that there is a possibility that incomplete combustion will take place, may be redefined as the operating range that temporarily belongs to the range HPL, and EGR may be performed in this state.
  • the range ''HPL" indicates the operating range in which EGR is performed using only the high-pressure EGR unit.
  • the ratio of the high-pressure EGR gas amount to the entire EGR gas amount is made higher than that when the determination unit does not determine that there is a possibility that incomplete combustion will take place.
  • the ratio of the high-pressure EGR gas amount to the entire EGR gas amount may be changed from a predetermined value, which is used when the determination unit does not determine that there is a possibility that incomplete combustion will take place, to 100%.
  • a part or the entirety of the operating range which is defined as the operating range that belongs to the range MIX when the determination unit does not determine that there is a possibility that incomplete combustion will take place, may be redefined as the operating range that temporarily belongs to the range HPL, and EGR may be performed in this state.
  • the ratio of the high-pressure EGR gas amount to the entire EGR gas amount may remain unchanged, and EGR may be performed with the ratio used when the determination unit does not determine that there is a possibility that incomplete combustion will take place.
  • the '"predetermined high load-side range" is the operating range in which there is a possibility that fuel efficiency will be reduced or the amount of toxic substance in the exhaust gas will increase if the ratio of the high-pressure EGR gas amount to the entire EGR gas amount is made high and EGR is performed with this ratio.
  • the ambient air temperature may be used as the parameter that indicates the temperature of the ambient environmental temperature of the internal combustion engine.
  • the temperature of the coolant in the internal combustion engine may be used as the parameter that indicates the temperature of the internal combustion engine itself.
  • the determination unit may determine whether there is a possibility that incomplete combustion will take place based on the ambient air temperature or the coolant temperature.
  • the determination unit may determine that there is a possibility that incomplete combustion will take place.
  • the predetermined reference ambient air temperature is the lower limit value of the ambient air temperature range in which the intake air temperature does not excessively decrease even when EGR control, which is executed when the determination unit does not determine that there is a possibility that incomplete combustion will take place, is executed.
  • the predetermined reference coolant temperature is the lower limit value of the coolant temperature range in which the intake air temperature does not excessively decrease even when EGR control, which is executed when the determination unit does not determine that there is a possibility that incomplete combustion will take place, is executed.
  • a second aspect of the invention relates to an EGR system for an internal combustion engine including: a turbocharger that includes a compressor arranged in an intake passage of the internal combustion engine, and a turbine arranged in an exhaust passage of the internal combustion engine; a high-pressure EGR unit that recirculates a portion of exhaust gas back to the internal combustion engine through a high-pressure EGR passage that provides communication between the exhaust passage, at a portion upstream of the turbine, and the intake passage, at a portion downstream of the compressor; a low-pressure EGR unit that recirculates a portion of exhaust gas back to the internal combustion engine through a low-pressure EGR passage that provides communication between the exhaust passage, at a portion downstream of the turbine, and the intake passage, at a portion upstream of the compressor; an EGR control unit that performs EGR while changing the EGR unit used for EGR between the high-pressure EGR unit and the low-pressure EGR unit, or using the high-pressure EGR unit and the low-pressure EGR unit in combination, based
  • the EGR control unit changes the ratio of the amount of exhaust gas, which is recirculated back to the internal combustion engine by the low-pressure EGR unit, to the entire amount of exhaust gas, which is recirculated back to the internal combustion engine, based on the temperature of the coolant detected by the coolant temperature detection unit.
  • the temperature of the high-pressure EGR gas is relatively high, and the temperature of the low-pressure EGR gas is relatively low. Accordingly, as the ratio of the low-pressure EGR gas amount to the entire EGR gas amount increases (as the ratio of the high-pressure EGR gas amount to the entire EGR gas amount decreases), the intake air temperature achieved when EGR is performed decreases. Conversely, as the ratio of the low-pressure EGR gas amount to the entire EGR gas amount decreases (as the ratio of the high-pressure EGR gas amount to the entire EGR gas amount increases), the intake air temperature achieved when EGR is performed increases.
  • the ratio of the low-pressure EGR gas amount to the entire EGR gas amount is changed based on the temperature of the coolant in the internal combustion engine. Accordingly, the intake air temperature achieved when EGR is performed is adjusted to the optimum temperature independently of the temperature of the internal combustion engine. In addition, it is possible to enhance the fuel efficiency characteristics and the property of the exhaust gas.
  • the coolant temperature when the coolant temperature is low, the temperature of the internal combustion engine is low. If the low-pressure EGR gas having a low temperature is recirculated back to the internal combustion engine in this state, the intake air temperature may excessively decrease. Therefore, the ratio of the low-pressure EGR gas amount to the entire EGR gas amount is decreased to cause the high-pressure EGR gas to make up most or the entirety of the EGR gas. In this way, it is possible to suppress a decrease in the intake air temperature that may be caused when EGR is performed. It is also possible to suppress occurrence of inconveniences such as incomplete combustion, for example, a misfire and discharge of a large amount of unburned hydrocarbon.
  • the intake air temperature does not excessively decrease even if the low-pressure EGR gas is recirculated back to the internal combustion engine. Accordingly, it is preferably to make the ratio of the low-pressure EGR gas amount to the entire EGR gas amount high and perform EGR using both the high-pressure EGR unit and the low-pressure EGR unit. In this way, the efficiency of supercharging performed by the turbocharger is enhanced because EGR is performed using the low-pressure EGR unit. In addition, the pumping loss is reduced as compared with the case where the entire EGR gas is recirculated back to the internal combustion engine by the high-pressure EGR unit. As a result, it is possible to enhance the fuel efficiency characteristics due to performance of EGR.
  • the ratio of the low-pressure EGR gas amount to the entire EGR gas amount is decreased (the ratio of the high-pressure EGR gas amount to the entire EGR gas amount is increased) as the coolant temperature decreases, it is possible to achieve the optimum combustion state, fuel efficiency characteristics, and the exhaust gas property based on the temperature of the internal combustion engine.
  • the ratio of the low-pressure EGR gas amount to the entire EGR gas amount may be changed continuously or in a stepwise manner based on the coolant temperature.
  • the case in ⁇ which the determination unit determines, based on the coolant temperature, whether there is a possibility that incomplete combustion will take place in the internal combustion engine in the first aspect of the invention may correspond to the case in which the ratio of the low-pressure EGR gas amount to the entire EGR gas amount is changed in two stages based on the coolant temperature in the second aspect of the invention.
  • the temperature of the internal combustion engine may be estimated based on the temperature of the wall face of the intake passage, the temperature of the engine oil, or the like, instead of the coolant temperature.
  • a third aspect of the invention relates to a method for controlling an EGR system for an internal combustion engine.
  • the EGR system includes: a turbocharger l ⁇ that includes a compressor arranged in an intake passage of the internal combustion engine, and a turbine arranged in an exhaust passage of the internal combustion engine; a high-pressure EGR unit that recirculates a portion of exhaust gas back to the internal combustion engine through a high-pressure EGR passage that provides communication between the exhaust passage, at a portion upstream of the turbine, and the intake passage,
  • EGR is performed while changing the EGR unit
  • the ratio of the amount of exhaust gas, which is recirculated back to the internal combustion engine by the high-pressure EGR unit, to the entire amount of exhaust gas, which is recirculated back to the internal combustion engine, is made higher when it is determined that there is a possibility that incomplete combustion will take place than when it is not determined that there is a possibility that incomplete combustion will take place, in a case where the operation mode of the internal combustion engine is in a predetermined operating range in which EGR is performed using at least the low-pressure EGR unit.
  • EGR while suppressing occurrence of incomplete combustion and an increase in the toxic substance in the exhaust gas, even when the ambient air temperature is low or when the coolant temperature is low, in the internal combustion engine provided with the EGR system that performs EGR using the low-pressure EGR unit and the high-pressure EGR unit in combination.
  • FIG 1 is a view schematically showing the structure of an intake system, an exhaust system and a control system of an internal combustion engine provided with an EGR system according to an embodiment of the invention
  • FIG 2 illustrates an example of a reference EGR control map which is used in the EGR system according to the embodiment of the invention, and in which the operating range of the internal combustion engine is divided into the range HPL, the range MIX and the range LPL;
  • FIG 3 illustrates another example of a reference EGR control map which is used in the EGR system according to the embodiment of the invention, and in which the operating range of the internal combustion engine is divided into the range HPL and the range LPL;
  • FIG. 4 illustrates yet another example of a reference EGR control map which is used in the EGR system according to the embodiment of the invention, and in which the operating range of the internal combustion engine is divided into the range MIX and the range LPL;
  • FIG. 5 illustrates an example of correction made, at low coolant temperature times, to the reference EGR control map which is used in the EGR system according to the embodiment of the invention, and in which the operating range of the internal combustion engine is divided into the range HPL, the range MIX and the range LPL;
  • FIG 6 illustrates an example of correction made, at low coolant temperature times, to the reference EGR control map which is used in the EGR system according to the embodiment of the invention, and in which the operating range of the internal combustion engine is divided into the range HPL and the range LPL;
  • FIG 7 illustrates an example of correction made, at low coolant temperature times, to the reference EGR control map which is used in the EGR system according to the embodiment of the invention, and in which the operating range of the internal combustion engine is divided into the range HPL and the range LPL;
  • FIG 8 illustrates an example of correction made, at low coolant temperature times, to the reference EGR control map which is used in the EGR system according to the embodiment of the invention, and in which the operating range of the internal combustion engine is divided into the range MIX and the range LPL;
  • FIG. 9 illustrates an example of correction made, at low coolant temperature times, to the reference EGR control map which is used in the EGR system according to the embodiment of the invention, and in which the operating range of the internal combustion engine is divided into the range MIX and the range LPL;
  • FlG 10 illustrates an example of correction made, at low temperature times, to the reference EGR control map which is used in the EGR system according to the embodiment of the invention, and in which the operating range of the internal combustion engine is divided into the range MIX and the range LPL;
  • FIG. 11 is a flowchart showing the EGR control map correction control routine executed by the EGR system according to the embodiment of the invention.
  • FIG. 12 is a graph showing the relationship between the coolant temperature and the ratio of the low-pressure EGR gas amount to the entire EGR gas amount, when the ratio of the low-pressure EGR gas amount to the entire EGR gas amount is changed based on the coolant temperature in the EGR system according to the embodiment of the invention.
  • FIG 1 is a view schematically showing an intake system, an exhaust system, and a control system of an internal combustion engine provided with an EGR system for an internal combustion engine according to the embodiment of the invention.
  • An internal combustion engine 1 shown in FIG. 1 is a water-cooled four-cycle diesel engine having four cylinders 2.
  • An intake manifold 17 is connected to the cylinders 2 of the internal combustion engine 1 via an intake port (not shown).
  • An intake pipe 3 is connected to the intake manifold 17.
  • a second intake throttle valve 9, which regulates the flow rate of the intake air flowing through the intake pipe 3, is provided in the intake pipe 3 at a position upstream of the intake manifold 17.
  • An intercooler 8 that cools the intake air is provided in the intake pipe 3, at a position upstream of the second intake throttle valve 9.
  • a compressor 11 of a turbocharger 13 that operates using the energy of the exhaust gas as a driving source is provided in the intake pipe 3, at a position upstream of the intercooler 8.
  • a first intake throttle valve 6, which regulates the flow rate of the intake air flowing through the intake pipe 3, is provided in the intake pipe 3, at a position upstream of the compressor 11.
  • An exhaust manifold 18 is connected to the cylinders 2 of the internal combustion engine 1 via an exhaust port (not shown).
  • An exhaust pipe 4 is connected to the exhaust manifold 18.
  • a turbine 12 of the turbocharger 13 is provided in the exhaust pipe 4.
  • the turbocharger 13 is a variable capacity turbocharger provided with a nozzle vane 5 that is able to change the flow characteristics of the exhaust gas that flows into the turbine 12.
  • An exhaust gas control apparatus 10 is provided in the exhaust pipe 4, at a position downstream of the turbine 12.
  • the exhaust gas control apparatus 10 includes a particulate filter (hereinafter, referred to as a "filter") that traps particulate matter in the exhaust gas, and a storage reduction NOx catalyst.
  • the storage reduction NOx catalyst is supported on the filter.
  • the storage reduction NOx catalyst stores NOx in the exhaust gas.
  • the storage reduction NOx catalyst reduces NOx in the exhaust gas to remove it.
  • An exhaust throttle valve 19, which regulates the flow rate of the exhaust gas flowing through the exhaust pipe 4, is provided in the exhaust pipe 4, at a position downstream of the exhaust gas control apparatus 10.
  • the exhaust gas throttle valve 19 may be provided in the exhaust pipe 4, at a position downstream of the connection portion at which a low-pressure EGR passage 31, which will be described later in detail, is connected to the exhaust pipe 4.
  • the internal combustion engine 1 is provided with a high-pressure EGR unit 40 that introduces a portion of the exhaust gas flowing through the exhaust pipe 4 to the intake pipe 3, at high pressure, to recirculate it back to the cylinders 2.
  • the high-pressure EGR unit 40 includes a high-pressure EGR passage 41, and a high-pressure EGR valve 42.
  • the high-pressure EGR passage 41 provides communication between the exhaust pipe 4, at a portion upstream of the turbine 12, and the intake pipe 3, at a portion downstream of the second intake throttle valve 9.
  • the exhaust gas is introduced to the intake pipe 3 through the high-pressure EGR passage 41.
  • the high-pressure EGR valve 42 is a flow-rate regulating valve that regulates the flow rate of the exhaust gas flowing through the high-pressure EGR passage 41.
  • the flow rate of the high-pressure EGR gas is regulated by adjusting the opening amount of high-pressure EGR valve 42.
  • the flow rate of the high-pressure EGR gas may be regulated in a method in which the pressure difference between the upstream side and the downstream side of the high-pressure EGR passage 41 is changed by adjusting the opening amount of the second intake throttle valve 9.
  • the flow rate of the high-pressure EGR gas may be regulated by adjusting the opening amount of the nozzle vane 5.
  • the internal combustion engine 1 is provided with a low-pressure EGR unit 30 that introduces a portion of the exhaust gas, flowing through the exhaust pipe 4, to the intake pipe 3, at low pressure, to recirculate it back to the cylinders 2.
  • the low-pressure EGR unit 30 includes the low-pressure EGR passage 31, a low-pressure EGR valve 32 and a low-pressure EGR cooler 33.
  • the low-pressure EGR passage 31 provides communication between the exhaust pipe 4, at a portion downstream of the exhaust throttle valve 19, and the intake pipe 3, at a portion upstream of the compressor 11 and downstream of the first intake throttle valve 6. A portion of the exhaust gas is introduced to the intake pipe 3 through the low-pressure EGR passage 31.
  • the exhaust gas that is recirculated back to the cylinders 2 through the low-pressure EGR passage 31 will be referred to as the "low-pressure EGR gas".
  • the low-pressure EGR valve 32 is a flow-rate regulating valve that regulates the flow rate of the exhaust gas flowing through the low-pressure EGR passage 31.
  • the flow rate of the low-pressure EGR gas is regulated by adjusting the opening amount of the low-pressure EGR valve 32.
  • the flow rate of the low-pressure EGR gas may be regulated in a method in which the pressure difference between the upstream side and the downstream side of the low-pressure EGR passage 31 is changed by adjusting the opening amount of the first intake throttle valve 6.
  • the low-pressure EGR cooler 33 cools the low-pressure EGR gas that flows through the low-pressure EGR passage 31.
  • the internal combustion engine 1 is provided with an electronic control unit (ECU) 20 that controls the internal combustion engine 1.
  • the ECU 20 is a microcomputer that has a known structure in which read only memory (ROM), random access memory (RAM), a central processing unit (CPU), an input port, an output port, a digital-analog converter (DA converter), an analog-digital converter (AD converter), etc. are connected to each other via a bi-directional bus.
  • ROM read only memory
  • RAM random access memory
  • CPU central processing unit
  • DA converter digital-analog converter
  • AD converter analog-digital converter
  • the ECU 20 executes various known basic controls for a diesel engine, such as the fuel injection control, based on the operation mode of the internal combustion engine 1 and an instruction from a driver. Therefore, the internal combustion engine 1 in the embodiment of the invention is provided with an airflow meter 7 that detects the flow rate of the newly-taken air flowing through the intake pipe 3, a coolant temperature sensor 14 that detects the temperature of the coolant in the internal combustion engine 1, an accelerator angle sensor 15 that detects the amount by which an accelerator pedal (not shown) is depressed by the driver (accelerator angle), a crank position sensor 16 that detects the rotational phase (crank angle) of a crankshaft (not shown) of the internal combustion engine 1, and various sensors (not shown) that are usually provided to a diesel engine.
  • an airflow meter 7 that detects the flow rate of the newly-taken air flowing through the intake pipe 3
  • a coolant temperature sensor 14 that detects the temperature of the coolant in the internal combustion engine 1
  • an accelerator angle sensor 15 that detects the amount by which
  • These sensors are connected to the ECU 20 via electric wiring, and signals output from these sensors are transmitted to the ECU 20.
  • Devices such as drive units that drive the first intake throttle valve 6, the second intake throttle valve 9, the exhaust throttle valve 19, the low-pressure EGR valve 32, and the high-pressure EGR valve 42 are connected to the ECU 20 via electric wiring. These devices are controlled according to control signals transmitted from the ECU 20.
  • the ECU 20 determines the operation mode of the internal combustion engine 1 and the instruction from the driver based on the values detected by these sensors. For example, the ECU 20 detects the operation mode of the internal combustion engine 1 based on the engine speed, which is determined based on the crank angle indicated by a signal from the crank position sensor 16, and the engine load, which is determined based on the accelerator angle indicated by a signal from the accelerator angle sensor 15. Then, the ECU 20 controls the low-pressure EGR valve 32, the high-pressure EGR valve 42, etc. based on the detected engine operation mode and instruction from the driver, thereby controlling the EGR gas amount, the intake air amount, etc.
  • FIG 2 is an EGR control map showing the manner in which the EGR unit used for EGR is selected from among the high-pressure EGR unit 40 and the low-pressure EGR unit 30, and which is set for each operating range of the internal combustion engine 1.
  • the abscissa axis of the graph represents the rotational speed of the internal combustion engine 1
  • the ordinate axis of the graph represents the load placed on the internal combustion engine 1.
  • This operating range in which only the high-pressure EGR unit 40 is used will be referred to as the '"range HPL".
  • EGR is performed using the high-pressure EGR unit 40 and the low-pressure EGR unit 30 in combination.
  • range MIX This operating range in which the high-pressure EGR unit 40 and the low-pressure EGR unit 30 are used in combination.
  • range LPL This operating range in which only the low-pressure EGR unit 30 is used.
  • the EGR control map in FIG 2 shows the case where the operating range of the internal combustion engine is divided into three operating ranges, namely, the range HPL, the range MIX, and the range LPL.
  • the operating range of the internal combustion engine may be divided in another manner.
  • the operating range in which the internal combustion engine 1 is operating at low load may be defined as the range HPL
  • the other operating range in which the internal combustion engine 1 is operating at higher load may be defined as the range LPL.
  • the operating range in which the internal combustion engine 1 is operating at low load may be defined as the range MIX
  • the other operating range in which the internal combustion engine 1 is operating at higher load may be defined as the range LPL.
  • the concrete operation modes of the internal combustion engine 1 which define the range LPL, the range MIX, and the range HPL, and the target values of the various parameters related to the EGR control such as the high-pressure EGR gas amount, the low-pressure EGR gas amount, and the ratio of each of the high-pressure EGR gas amount and the low-pressure EGR gas amount to the entire amount of the exhaust gas that is recirculated back to the internal combustion engine 1 by the EGR system in each operating range are determined in advance through, for example, experiments.
  • the above-mentioned concrete operation modes and target values are determined in a manner such that the EGR rate of the intake air matches the target EGR rate in each operation mode and the combustion characteristics in the internal combustion engine 1, the property of the exhaust gas, the fuel efficiency characteristics due to performance of EGR, etc. satisfy predetermined requirements.
  • the target value of the thus determined high-pressure EGR gas amount will be referred to as the "reference high-pressure EGR gas amount”.
  • the target value of the thus determined low-pressure EGR gas amount will be referred to as the "reference low-pressure EGR gas amount”.
  • the ratio of the reference high-pressure EGR gas amount to the sum of the reference high-pressure EGR gas amount and the reference low-pressure EGR gas amount will be referred to as the "reference high-pressure EGR gas ratio".
  • the ratio of the reference low-pressure EGR gas amount to the sum of the reference high-pressure EGR gas amount and the reference low-pressure EGR gas amount will be referred to as the "reference low-pressure EGR gas ratio”.
  • the EGR control map that is defined by the reference high-pressure EGR gas amount and the reference low-pressure EGR gas amount for each operation mode will be referred to as the "reference EGR control map”.
  • the opening amount of the high-pressure EGR valve 42, at which the high-pressure EGR gas amount matches the reference high-pressure EGR gas amount when the internal combustion engine 1 performs the steady operation, is determined and used as the reference high-pressure EGR valve opening amount.
  • the reference low-pressure EGR valve opening amount and the reference high-pressure EGR valve opening amount are stored in the ROM of the ECU 20.
  • the ECU 20 reads the reference low-pressure EGR valve opening amount and the reference high-pressure EGR valve opening amount from the ROM based on the operation mode of the internal combustion engine 1.
  • the ECU 20 controls the low-pressure EGR valve 32 so that the opening amount of the low-pressure EGR valve 32 matches the reference low-pressure EGR valve opening amount.
  • the ECU 20 also controls the high-pressure EGR valve 42 so that the opening amount of the high-pressure EGR valve 42 matches the reference high-pressure EGR valve opening amount.
  • the high-pressure EGR gas passage 41 is relatively short and the high-pressure EGR gas is unlikely to be cooled while flowing through the high-pressure EGR gas passage 41. Accordingly, the exhaust gas having a relatively high temperature is recirculated back to the internal combustion engine 1 by performing EGR using the high-pressure EGR unit 40.
  • the low-pressure EGR passage 31 is relatively long, and the low-pressure EGR cooler 33, the intercooler 8, etc. are provided on the path through which the low-pressure EGR gas flows. Accordingly, the low-pressure EGR gas is cooled while flowing through the low-pressure EGR passage 31. Accordingly, the exhaust gas having a relatively low temperature is recirculated back to the internal combustion engine 1 by performing EGR using the low-pressure EGR unit 30.
  • the fuel efficiency and the effect of reducing the amount of NOx are enhanced because the low-pressure EGR gas having a low temperature is supplied to the internal combustion engine 1 by the t ⁇ rbocharger 13.
  • the intake air temperature is likely to decrease, for example, when the temperature of the air around the internal combustion engine 1 is low (for example, in winter) or when the temperature of the internal combustion engine 1 itself is low (for example, immediately after the internal combustion engine 1 is started)
  • the low-pressure EGR gas having a low-temperature flows into the internal combustion engine 1
  • the intake air temperature may abruptly decrease, resulting in incomplete combustion, for example, a misfire.
  • the EGR control map is corrected in such a manner that the ratio of the high-pressure EGR gas amount to the entire EGR gas amount is increased in a part or the entirety of operating range in which EGR is performed using the low-pressure EGR unit 30, namely, the range MIX or the range LPL. Then, EGR is performed according to the corrected EGR control map.
  • the high-pressure EGR gas having a high temperature flows into the internal combustion engine 1. Accordingly, it is possible to appropriately suppress occurrence of the situation in which the intake air temperature excessively decreases and incomplete combustion, for example, a misfire takes place when EGR is performed.
  • the intake air temperature will excessively decrease and incomplete combustion will take place, based on the coolant temperature detected by the coolant temperature sensor 14 and/or the ambient air temperature. More specifically, when the coolant temperature Tw is lower than the reference coolant temperature Twth and/or the ambient air temperature Ta is lower than the reference ambient air temperature Tath, it is determined that there is a possibility that incomplete combustion will take place.
  • the situation where it is determined that there is a possibility that incomplete combustion will take place will be referred to as "low coolant temperature times".
  • FIG. 5 shows an example of correction made to the reference EGR control map in which the operating- range of the internal combustion engine is divided into the range HPL, the range MIX and the range LPL as in the case shown in FIG 2.
  • the ratio of the high-pressure EGR gas amount to the entire EGR gas amount (hereinafter, referred to as the "high-pressure EGR gas ratio") is increased from 0% to a predetermined ratio higher than 0% at low coolant temperature times.
  • the high-pressure EGR gas ratio in the range MIX is made higher than the reference high-pressure EGR gas ratio at low coolant temperature times.
  • the high-pressure EGR gas ratio is increased from a predetermined ratio, lower than 100%, to 100% .
  • the operating range that corresponds to the shaded area A which is defined as the operating range that belongs to the range LPL at normal temperature times
  • the operating range that belongs to the range MEX is redefined as the operating range that belongs to the range MEX, and therefore the range LPL is narrowed.
  • the operating range that corresponds to the shaded area B which is defined as the operating range that belongs to the range MIX at normal temperature times
  • the operating range that belongs to the range HPL is redefined as the operating range that belongs to the range HPL, and therefore the range HPL is enlarged.
  • FIG. 6 shows an example of correction made to the reference EGR control map in which the operating range of the internal combustion engine 1 is divided into the range HPL and the range LPL as in the case shown in FIG. 3.
  • the high-pressure EGR gas ratio is increased from 0% to 100% at low coolant temperature times.
  • the operating range that corresponds to the shaded area C which is defined as the operating range that belongs to the range LPL at normal temperature times, is redefined as the operating range that belongs to the range HPL, and therefore the range LPL is narrowed.
  • FIG. 7 is another example of correction made to the reference EGR control map shown in FIG 3.
  • the high-pressure EGR gas ratio is increased from 0% to a predetermined ratio higher than 0% at low coolant temperature times.
  • the operating range that corresponds to the shaded area D which is defined as the operating range that belongs to the range LPL at normal temperature times, is redefined as the operating range that belongs to the range MIX, and therefore the range LPL is narrowed.
  • FIG. 8 shows an example of correction made to the reference EGR control map in which the operating range of the internal combustion engine 1 is divided into the range MIX and the range LPL as in the case shown in FIG. 4.
  • the high-pressure EGR gas ratio is increased from 0% to a predetermined ratio higher than 0% at low coolant temperature times.
  • the operating range that corresponds to the shaded area E which is defined as the operating range that belongs to the range LPL at normal temperature times, is redefined as the operating range that belongs to the range MDC, and therefore the range LPL is narrowed.
  • FIG 9 shows another example of correction made to the reference EGR control map shown in FIG 4.
  • the high-pressure EGR gas ratio in the range MIX is made higher than the reference high-pressure EGR gas ratio at low coolant temperature times. Correcting the reference EGR control map in the above-described manner allows a larger amount of high-pressure EGR gas to flow into the internal combustion engine 1 at low coolant temperature times than at normal temperature times.
  • FIG. 10 shows a modified example of the correction shown in FIG 9.
  • the high-pressure EGR gas ratio is increased from a predetermined ratio, lower than 100%, to 100% in a part of the low load-side range in the range MIX.
  • the operating range that corresponds to the shaded area F which is defined as the operating range that belongs to the range MIX at normal temperature times, is redefined as the operating range that belongs to the range HPL, and therefore the range HPL is enlarged.
  • Correcting the reference EGR control map in the above-described manner makes it possible to perform EGR using only the high-pressure EGR unit 40 at low coolant temperature times, in the operating range that co ⁇ esponds to the shaded area F in which EGR is performed using the high-pressure EGR unit 40 and the low-pressure EGR unit 30 in combination at normal temperature times. Accordingly, the high-pressure EGR gas having a high temperature flows into the internal combustion engine 1, which suppresses an excessive decrease in the intake air temperature.
  • FIG. 11 is a flowchart showing the routine of the EGR control map correction control. The routine is executed at predetermined time intervals while the internal combustion engine 1 is operating.
  • step S lOI the ECU 20 obtains the operation mode of the internal combustion engine 1. More specifically, the ECU 20 calculates the engine load based on the accelerator angle detected by the accelerator angle sensor 15, and calculates the engine speed based on the crank angle detected by the crank position sensor 16.
  • step S 102 the ECU 20 obtains the coolant temperature Tw in the internal combustion engine 1. More specifically, the coolant temperature is directly detected by the coolant temperature sensor 14.
  • step S 103 the ECU 20 determines whether there is a possibility that incomplete combustion will take place in the internal combustion engine 1 , namely, whether the intake air temperature is likely to decrease. More specifically, the ECU 20 determines whether the coolant temperature Tw obtained in step S 102 is lower than the reference coolant temperature Twth. If an affirmative determination is made in step S 103, the ECU 20 executes step S 104. On the other hand, if a negative determination is made in step S103, the ECU 20 executes step S106.
  • step S 104 the ECU 20 corrects the reference EGR control map in the manner described above.
  • step S 105 the ECU 20 executes EGR according to the EGC control map corrected in step S 104.
  • step S 106 the ECU 20 executes EGR according to the reference EGR control map.
  • step S 105 or step S 106 the ECU 20 ends the routine.
  • EGR is performed while the EGR control map is changed between the corrected EGR control map used at low coolant temperature times and the reference EGR control map used at normal temperature times, based on the coolant temperature.
  • the ratio of the low-pressure EGR gas amount to the entire EGR gas amount may be changed continuously or in a stepwise manner based on the coolant temperature. In this case, as in the case shown in FIG.
  • the low-pressure EGR gas ratio in a manner such that the low-pressure EGR gas ratio decreases as the coolant temperature decreases.
  • EGR is performed using mainly the high-pressure EGR unit 40. Accordingly, a larger amount of high-pressure EGR gas flows into the internal combustion engine 1, which suppresses an excessive decrease in the intake air temperature. As a result, it is possible to suppress occurrence of incomplete combustion and generation of a large amount of unburned fuel component.
  • EGR is performed using the low-pressure EGR unit 30 and the high-pressure EGR unit 40 in combination.
  • the efficiency of supercharging performed by the turbocharger 13 is enhanced by using the low-pressure EGR unit 30.
  • the pumping loss is reduced by decreasing the high-pressure EGR gas ratio.
  • the high-pressure EGR gas ratio may be prevented from increasing.
  • the temperature of the internal combustion engine may be estimated based on the temperature of the wall face of the intake passage, the temperature of the engine oil, or the like, instead of the coolant temperature.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

Système RGE destiné à un moteur à combustion interne qui comporte une unité RGE à haute pression et une unité RGE à basse pression. Grâce au système RGE, le rapport de la quantité de gaz d'échappement renvoyé au moteur à combustion interne par l'unité RGE à haute pression sur la quantité entière de gaz d'échappement renvoyé au moteur à combustion interne est rendu supérieur lorsque la température d'un liquide de refroidissement dans le moteur à combustion interne est inférieure à la température de liquide de refroidissement de référence au rapport lorsque la température du liquide de refroidissement est supérieure ou égale à la température du liquide de refroidissement de référence.
PCT/IB2007/003696 2006-12-01 2007-11-30 Système rge destiné à un moteur à combustion interne et procédé de commande de celui-ci WO2008068574A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2006-325796 2006-12-01
JP2006325796A JP2008138598A (ja) 2006-12-01 2006-12-01 内燃機関のｅｇｒシステム

Publications (1)

Publication Number Publication Date
WO2008068574A1 true WO2008068574A1 (fr) 2008-06-12

Family

ID=39273836

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2007/003696 WO2008068574A1 (fr) 2006-12-01 2007-11-30 Système rge destiné à un moteur à combustion interne et procédé de commande de celui-ci

Country Status (2)

Country Link
JP (1) JP2008138598A (fr)
WO (1) WO2008068574A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2930596A1 (fr) * 2008-04-25 2009-10-30 Inst Francais Du Petrole Procede de controle de la recirculation des gaz d'echappement pour un moteur a combustion interne, notamment de type a autoallumage
FR2948978A3 (fr) * 2009-08-07 2011-02-11 Renault Sa Procede de fonctionnement d'un systeme d'admission d'un moteur a combustion interne suralimente
CN102200050A (zh) * 2010-03-24 2011-09-28 福特环球技术公司 用于将空气引导入发动机的系统
EP3139026A4 (fr) * 2014-04-25 2017-04-12 Nissan Motor Co., Ltd Dispositif de commande de recirculation des gaz d'échappement et procédé de commande de recirculation des gaz d'échappement
CN115075966A (zh) * 2022-06-17 2022-09-20 中国第一汽车股份有限公司 高egr率废气再循环系统的控制方法、动力系统

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101652340B1 (ko) * 2009-03-18 2016-08-30 보르그워너 인코퍼레이티드 외부 ｅｇｒ 혼합의 노크 반응식 조정
JP6098598B2 (ja) * 2014-09-12 2017-03-22 マツダ株式会社 エンジンの排気還流制御装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1420159A2 (fr) * 2002-11-15 2004-05-19 Isuzu Motors Limited Système d'EGR pour un moteur à combustion interne ayant un turbocompresseur à suralimentation
EP1600617A2 (fr) * 2004-04-12 2005-11-30 Woodward Governor Company Procédé et dispositif pour détecter une combustion anormale dans un moteur alternatif avec un taux de recirculation de gaz d'echappement elevé
US6973786B1 (en) * 2004-10-12 2005-12-13 International Engine Intellectual Property Company, Llc Emission reduction in a diesel engine by selective use of high-and low-pressure EGR loops
FR2876416A1 (fr) * 2004-10-11 2006-04-14 Renault Sas Moteur a combustion interne suralimente dote d'un circuit de recirculation de gaz brules

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1420159A2 (fr) * 2002-11-15 2004-05-19 Isuzu Motors Limited Système d'EGR pour un moteur à combustion interne ayant un turbocompresseur à suralimentation
EP1600617A2 (fr) * 2004-04-12 2005-11-30 Woodward Governor Company Procédé et dispositif pour détecter une combustion anormale dans un moteur alternatif avec un taux de recirculation de gaz d'echappement elevé
FR2876416A1 (fr) * 2004-10-11 2006-04-14 Renault Sas Moteur a combustion interne suralimente dote d'un circuit de recirculation de gaz brules
US6973786B1 (en) * 2004-10-12 2005-12-13 International Engine Intellectual Property Company, Llc Emission reduction in a diesel engine by selective use of high-and low-pressure EGR loops

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2930596A1 (fr) * 2008-04-25 2009-10-30 Inst Francais Du Petrole Procede de controle de la recirculation des gaz d'echappement pour un moteur a combustion interne, notamment de type a autoallumage
FR2948978A3 (fr) * 2009-08-07 2011-02-11 Renault Sa Procede de fonctionnement d'un systeme d'admission d'un moteur a combustion interne suralimente
CN102200050A (zh) * 2010-03-24 2011-09-28 福特环球技术公司 用于将空气引导入发动机的系统
EP3139026A4 (fr) * 2014-04-25 2017-04-12 Nissan Motor Co., Ltd Dispositif de commande de recirculation des gaz d'échappement et procédé de commande de recirculation des gaz d'échappement
CN115075966A (zh) * 2022-06-17 2022-09-20 中国第一汽车股份有限公司 高egr率废气再循环系统的控制方法、动力系统

Also Published As

Publication number Publication date
JP2008138598A (ja) 2008-06-19

Similar Documents

Publication Publication Date Title
US8453446B2 (en) Exhaust gas control system for internal combustion engine and method for controlling the same
US8001953B2 (en) Exhaust gas recirculation system for internal combustion engine and method for controlling the same
EP2066897B1 (fr) Système de recirculation des gaz d'échappement pour un moteur à combustion interne, et son procédé de contrôle
JP4285528B2 (ja) 内燃機関の排気再循環システム
US7444804B2 (en) Exhaust gas control apparatus for internal combustion engine
US8006494B2 (en) Exhaust gas recirculation apparatus for internal combustion engine and method of controlling exhaust gas recirculation apparatus
US7801669B2 (en) Exhaust gas control system for internal combustion engine
JP4730122B2 (ja) エンジン制御方法およびエンジン制御システム
WO2008059362A2 (fr) Système de recyclage de gaz d'échappement pour moteur à combustion interne et procédé pour commander celui-ci
JP2010096049A (ja) 内燃機関の制御装置
WO2008068574A1 (fr) Système rge destiné à un moteur à combustion interne et procédé de commande de celui-ci
JP2009046996A (ja) 内燃機関のｅｇｒシステム
JP2007085198A (ja) 内燃機関の過給圧制御システム
JP2007303380A (ja) 内燃機関の排気制御装置
JP2009209887A (ja) 内燃機関の制御装置
JP2008038622A (ja) 内燃機関の排気浄化装置、及び方法
JP2005299570A (ja) 圧縮着火内燃機関の予混合燃焼制御システム
JP2010013963A (ja) 内燃機関用多段過給システム
JP2008019730A (ja) 内燃機関の排気還流装置
JP2009002278A (ja) 過給機を有する内燃機関の制御装置
JP2007291975A (ja) 内燃機関の排気還流装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 07848961

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 07848961

Country of ref document: EP

Kind code of ref document: A1