WO2009139285A1 - ディーゼルエンジンの排ガス再循環制御装置 - Google Patents
ディーゼルエンジンの排ガス再循環制御装置 Download PDFInfo
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- WO2009139285A1 WO2009139285A1 PCT/JP2009/058232 JP2009058232W WO2009139285A1 WO 2009139285 A1 WO2009139285 A1 WO 2009139285A1 JP 2009058232 W JP2009058232 W JP 2009058232W WO 2009139285 A1 WO2009139285 A1 WO 2009139285A1
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- egr
- valve opening
- opening command
- throttle valve
- command line
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Classifications
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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
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
-
- 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
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/14—Direct injection into combustion chamber
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
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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
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
- F02D2009/0201—Arrangements; Control features; Details thereof
- F02D2009/0276—Throttle and EGR-valve operated together
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/0017—Controlling intake air by simultaneous control of throttle and exhaust gas recirculation
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/0022—Controlling intake air for diesel engines by throttle control
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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
- 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
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
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- 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
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- 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
- F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
- F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
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- 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
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- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- 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 present invention relates to an exhaust gas recirculation (EGR) control device for a diesel engine.
- EGR exhaust gas recirculation
- EGR exhaust gas recirculation
- EGR rate EGR gas flow rate
- Patent Document 1 Japanese Patent Laid-Open No. 2006-90204
- This Patent Document 1 controls two valves, an EGR valve and an intake throttle valve, independently, that is, each valve is controlled by a separate control command signal.
- the degree of freedom in setting the valve is increased, and there is a problem that calibration (conformity) work for obtaining the optimum setting increases.
- FIG. 12 shows an example in which the control signal when the intake air amount is fed back to the target air amount corresponds to the control command signal 0 as an example. That is, the target air amount is calculated by the target air amount calculating means 01 from the engine speed and the fuel injection amount, and the difference from the actual air amount detected by the air flow meter 02 is calculated by the PI control calculating means 04 through the adder / subtractor 03. To calculate the control command signal 0. For that control command signal 0, the EGR valve opening command value is output based on the EGR valve conversion table 05, and the throttle valve opening command value is output based on the throttle valve opening conversion table 06. .
- Valves because with the valve opening is above a predetermined value gas (air) not sensitive flow is not changed band Q (FIG. 1 1), from the position of the control command signals shown in FIG. 1 1 is theta chi, intake scan when there is a opening operation to the mouth Ttorubarubu the control command signal but reaches the theta chi to move to the fully open position location from the position of the intake scan port Ttorubarubu opening degree [rho 2 moves to the right side in the opening direction, EGR valve opening If the valve is not closed to a certain extent through the dead zone Q from the position of,, the EGR gas inflow will not be throttled, so even if the throttle valve opening is fully opened, a sufficient amount of air will quickly flow into the combustion chamber. Not. For this reason, there is a problem that responsiveness deteriorates.
- the control command signal in Fig. 11 moves from 0 ⁇ to the left, and the EGR valve opening degree changes from the ⁇ 2 'position to the opening direction. It moves to the fully open position, but the throttle valve opening must be closed to a certain extent through the dead zone Q from the Pi 'position to reduce the intake air amount. For this reason, there is a problem that the EGR rate (EGR gas amount) does not change and a response delay occurs.
- the present invention provides an exhaust gas recirculation control device configured to operate the EGR valve and the intake throttle valve in association with one control command signal.
- the purpose is to improve the acceleration response and the response of the EGR rate (EGR gas amount) by compensating the dead zone of the EGR valve itself.
- An object of the present invention is to provide an exhaust gas recirculation control device for an internal combustion engine that can stop EGR instantaneously.
- the present invention achieves such an object, and provides an exhaust gas recirculation control device for a diesel engine configured to operate in association with movements of an EGR valve that controls an EGR flow rate and an intake throttle valve that controls an intake flow rate.
- the EGR valve and the intake throttle valve each have a dead band at which the flow rate does not change with respect to the change in opening over a certain valve opening, and includes the amount of unburned air in the EGR gas.
- the estimated excess air ratio is calculated, and when the change rate is smaller than a predetermined value based on the calculated change rate of the estimated excess air ratio, at least one of the EGR valve and the intake throttle valve A dead zone determining means for judging that the dead zone is within the dead zone, and when the transient zone is judged to be within the dead zone by the dead zone judging means, the EG A dead zone compensation means for correcting an opening command value of the EGR valve or the intake throttle valve is provided so that the dead zone does not act on the operation related to the R valve and the intake throttle valve.
- the present invention it is determined whether or not the force is within the dead band using the rate of change of the estimated excess air ratio calculated in consideration of the amount of unburned air in the EGR gas recirculated from the exhaust system to the intake system. Therefore, since the judgment is made not only by the EGR gas flow rate but also by the unburned air amount, the detection accuracy of the flow rate change is improved and the dead zone can be judged accurately. Further, the dead zone is not related to the operation of the EGR valve and the intake throttle valve.
- the EGR valve opening command value is corrected by the dead zone compensation means so that the dead band Q is not affected by the position of the EGR valve opening P.
- the EGR valve quickly acts on the closing side, improving the response when the intake throttle valve is opened.
- the control command signal in Fig. 11 moves to the left side from ⁇ ⁇ , and the EGR valve opening from the position of P 2 ' The force that moves in the opening direction and reaches the fully open position.
- the throttle valve opening must be closed to a certain extent through the dead zone Q from the position of Pi ', so the intake air amount cannot be throttled, so the EGR rate (EGR gas amount) is
- the opening command value of the intake throttle valve is set by the dead band compensation means so as not to be affected by the dead band Q from the position of the throttle valve opening Pi ′. Since the correction is made, the intake throttle valve acts quickly on the closing side, and the EGR gas flows smoothly into the combustion chamber, improving the responsiveness of the EGR rate (EGR gas flow rate).
- an EGR valve opening command line in which the opening command value of the EGR valve is set for the same control command signal and a throttle valve in which the opening command value of the intake throttle valve is set
- a valve opening setting means comprising an opening command line, and the throttle valve opening command line increases the opening of the intake throttle valve proportionally as the control command signal increases, and the EGR pulse
- the valve opening command line is configured so that the opening of the EGR valve decreases proportionally as the control command signal increases, and the throttle valve opening command line and the EGR valve opening command line intersect.
- the dead zone compensation means is configured to increase or decrease the control command signal using the EGR valve opening command line or the throttle valve opening command line. It is good to move in the direction.
- the valve opening setting means is controlled by the same control command signal.
- the dead zone compensation means is moved along the throttle valve opening command line in a direction to narrow the dead zone of the EGR valve opening command line during valve opening control.
- the EGR valve opening command line is increased by increasing the control command signal. Move it in the direction to return to the original position before narrowing the dead band according to.
- the shift amount SE shown in FIG. 3 is shifted, and the corrected EGR valve opening command line indicated by the dotted line after the movement is not affected by the operation of the dead band Q.
- E The GR valve acts quickly on the closing side, allowing the intake air to flow smoothly into the combustion chamber via the intake slot valve, improving the response when the intake throttle valve is opened, and improving the engine acceleration. improves.
- the EGR valve opening command line is moved in the direction to narrow the dead zone of the EGR valve opening command line, and then the EGR valve is fully closed along with the increase of the control command signal along the EGR valve opening command line.
- the control command signal 0 increases, it moves in a direction away from the EGR valve opening command line, so when the control command signal ⁇ decreases.
- the control command signal 0 reaches 0 b or more so that the EGR valve can be opened, move the EGR valve opening command line according to the control command signal 6 and ⁇ 6 d (Fig. 4 )
- the EGR valve can be opened as soon as the control command signal 0 decreases, improving the response of the EGR rate (EGR gas flow rate) and reducing the exhaust gas. Performance is improved.
- the dead zone compensating means is moved along the E G R valve opening command line in a direction to narrow the dead zone of the throttle valve opening command line when the E G R is increased.
- the throttle valve opening command line is adjusted to the decrease in the control signal after the throttle valve opening command line is fully closed along with the decrease in the control command signal along the throttle valve opening command line with the dead band narrowed. It is better to move it back to the original position before narrowing the dead band.
- the travel valve ST is shifted by the travel amount ST in FIG. 5, and the corrected throttle valve opening command line shown by the solid line after the travel is not affected by the effect of the dead band Q.
- the mouth valve acts quickly on the closing side, allowing the EGR gas to flow smoothly into the combustion chamber and improving the responsiveness of the EGR rate (EGR gas flow rate).
- the throttle valve opening command line is moved in the direction to narrow the dead zone of the throttle valve opening command line, and then the intake throttle valve is fully closed along with the throttle valve opening command line as the control command signal decreases.
- the control command signal ⁇ decreases as shown in Fig. 6, it moves away from the throttle valve opening command line, so when the control command signal 0 increases.
- the throttle valve opening command line is moved according to the control command signal ⁇ , and 0 C , 0 d
- the intake throttle valve is opened immediately when the control command signal 0 increases, so the intake throttle valve Improved responsiveness of, improved responsiveness of the engine.
- the dead zone determination means replaces the estimated excess air ratio with an oxygen concentration from an oxygen concentration sensor installed in the intake passage downstream of the position where the EGR passage is connected to the intake passage. It will be judged based on the detected value.
- the amount of oxygen flowing into the combustion chamber is measured by the oxygen concentration sensor installed in the intake manifold downstream of the intake passage where the EGR passage merges. From the rate of change in oxygen concentration In order to determine whether or not the force is in the dead zone area, that is, instead of detecting fluctuations from the amount of gas flowing into the combustion chamber, it detects the fluctuation of the oxygen concentration in the inflowing gas and captures the dead zone area. A good decision is possible.
- the control since only the signal from the oxygen concentration sensor is required, the control is simpler than the control using a predetermined calculation formula by detecting the intake air pressure, the intake air temperature, etc. in order to calculate the estimated excess air ratio. it can.
- the intake throttle valve and the EGR valve itself have By compensating the dead band, the acceleration response and the response of the EGR rate (EGR gas amount) can be improved.
- FIG. 1 is an overall configuration diagram of an exhaust gas recirculation control device for a diesel engine according to an embodiment of the present invention.
- FIG. 2 is a characteristic diagram showing the relationship of the basic line between the throttle valve opening command line and the EGR valve opening command line.
- FIG. 3 is an explanatory diagram showing the shift state of the EGR pulp opening command line.
- FIG. 4 is an explanatory diagram showing a return processing state of the EGR valve opening command line.
- FIG. 5 is an explanatory diagram showing a shift state of a throttle valve opening command line.
- FIG. 6 is an explanatory diagram showing a return processing state of the throttle valve opening command line.
- FIG. 7 is a main control flowchart showing the shift process.
- FIG. 8 is a control flow chart of the return processing of the EGR valve opening command line.
- Fig. 9 shows the control flow chart for the return processing of the throttle valve opening command line. It is.
- FIG. 10 is an overall configuration diagram showing another embodiment of the dead zone determining means.
- FIG. 11 is an explanatory diagram of the prior art.
- FIG. 12 is an explanatory diagram of the prior art. BEST MODE FOR CARRYING OUT THE INVENTION
- FIG. 1 shows the configuration of an exhaust gas recirculation control device for a diesel engine according to an embodiment of the present invention.
- a four-cycle diesel engine 1 includes a piston 5 fitted in a cylinder 3 so as to be freely slidable, and a crankshaft (not shown) that converts the reciprocating motion of the piston 5 into rotation via a connecting rod 7. It has.
- the engine 1 forms a combustion chamber 9 defined between the upper surface of the viston 5 and the inner surface of the cylinder 3, and an intake valve 13 is connected to the combustion chamber 9 to open and close the intake port. Has 1-5. Further, an exhaust passage 19 is connected to the combustion chamber 9, and an exhaust valve 21 that opens and closes the exhaust port is provided.
- An EGR (exhaust gas recirculation) passage 2 3 branches from the middle of the exhaust passage 19 to the intake passage 1 3 to cool the EGR gas flowing through the EGR passage 2 3, and the EGR gas flow rate It is connected to the downstream side of the intake throttle valve 29 in the intake passage 1 3 via the EGR valve 27 that controls the engine.
- the intake air pressurized by the compressor of the exhaust supercharger 12 provided in the air passage 19 is cooled by the intercooler 33 and supplied to the intake passage 13.
- the opening degree of the intake throttle valve 29 By controlling the opening degree of the intake throttle valve 29, the amount of intake air flowing into the combustion chamber 9 is controlled.
- the intake throttle valve 29 In the case of a diesel engine, the intake throttle valve 29 is normally fully open and is controlled in the closing direction during EGR control.
- the opening degree of the intake throttle valve 29 is controlled by the opening degree control of the EGR valve 27.
- the exhaust gas recirculation control device 40 is controlled.
- a fuel injection valve 42 is attached to the combustion chamber 9, and fuel that has been increased in pressure by the fuel injection pump is controlled by the fuel control means 44 to a predetermined injection timing and injection amount. Are injected into the combustion chamber 9.
- an air flow meter 50 for detecting the amount of fresh air sucked into the combustion chamber 9 through the intake passage 13 is provided on the upstream side of the compressor of the exhaust supercharger 12, and the exhaust gas recirculation control device 4 A signal is input to 0.
- an EGR gas flow meter 52 for detecting the amount of EGR gas flowing from the EGR passage 23 into the intake passage 13 is provided upstream of the EGR valve 27.
- an intake manifold pressure sensor 54 for detecting the pressure and temperature in the intake manifold and an intake manifold temperature sensor 5 6 are provided, respectively, and an engine rotation speed sensor 5 for detecting the rotation speed of the engine. 8 is provided and input to the exhaust gas recirculation control device 40.
- This exhaust gas recirculation control device 40 mainly includes a valve opening setting means 60, an estimated excess air ratio calculation means 62, a dead zone determination means 64, and a dead zone compensation means 66. Yes.
- the throttle valve opening command value for one control command value 0 Opening command line is set to determine and command
- This control command value 0 is the same as that described in the prior art in FIG. 12 when the actual air amount is feedback controlled to the target air amount calculated from the engine speed and the fuel injection amount. It is a command value output from the controller according to the engine operating state, such as a control command signal.
- throttle valve opening command line L1 and EGR valve opening command line L2 are set as the opening command lines of valve opening setting means 60, and FIG. 2 shows the relationship between the basic lines.
- the horizontal axis is the control command signal 0
- the vertical axis indicates the valve opening
- 1 indicates the fully open state
- 0 indicates the fully closed state.
- the throttle valve opening command line L 1 is indicated by the solid line in Figure 2. Uni. From 0 to i, the opening increases proportionally as the control command signal 0 increases.
- EGR valve opening command line L2 is 0. ⁇ 0 i in the fully open state, since theta i is fully closed by the proportionally reduced to 0 2 with the increase of the control command signal 0, theta 2 thereafter becomes fully closed.
- each of the EGR valve 27 and the intake throttle valve 29 has a dead zone in which the flow rate does not change with respect to the change in the opening degree, and the valve opening degree exceeds a certain level.
- the dead zone determination means 64 calculates an estimated excess air ratio including the amount of unburned air in the EGR gas, and based on the calculated change rate of the estimated excess air ratio, When the rate of change is smaller than a predetermined value, it is determined that it is within the dead band of at least one of the EGR valve 27 and the intake throttle valve 29.
- the calculation of the estimated excess air ratio is performed by the estimated excess air ratio calculating means 62, and is calculated by the following equations (1) and (2).
- the intake air mass flow rate (G a ) in equation (1) is calculated from the detection signal from the air flow meter 50, and the EGR gas mass flow rate (G egr ) is the EGR gas amount detected from the EGR gas flow meter 52, Alternatively, the differential pressure across the EGR cooler 25 (not shown) is measured, and the EGR gas amount is calculated by calculating from the detection result.
- the air mass flow rate (G eera ) in EGR gas is calculated by using the equation (2) Estimated by using the estimated excess air ratio calculated by the calculation process; L (n-1).
- the dead zone determination means 64 when the calculated rate of change d Zd 0 with respect to the control command signal ⁇ of the estimated excess air rate is smaller than the predetermined value ⁇ , that is, the flow rate change of the EGR valve 27 or the intake throttle valve 29 If there is almost no, it is determined that at least one of these valves is in the dead zone.
- control command signals 0 (t) and ⁇ (t-1) are read in step S2.
- ⁇ (t) is the current valve control command signal
- ⁇ (t-1) is the valve control command signal one operation cycle before.
- step S 3 the estimated excess air ratio is calculated by the estimated excess air ratio calculating means 62.
- the calculation is based on the above equation (1), and it is determined whether or not the estimated excess air ratio; the rate of change d ⁇ / ⁇ 0 with respect to the control command signal 0 of L is smaller than a predetermined value ⁇ as described above in step S 4 To do.
- step S4 the process proceeds to step S5, and it is determined whether ⁇ (t) is 0 i or less with respect to 0i in FIG. If NO, go to step S10.
- step S5 If it is determined in step S5 that ⁇ (t) is 0 i or less, the shift amount SE of the E GR valve opening command line L2 is set to ⁇ (t)) in step S6, and step S 7 Set 1 to the flag FE of the ERG valve opening command line L2.
- the throttle valve opening is 100
- the GR valve opening command line L 2 in the arrow direction SE ( ⁇ , - ⁇ (t)) (Fig. 3).
- the £ 01 valve 27 operates in the closing direction at the 0 (t) position without waiting for 0 i, so the £ 01 valve 27 is closed.
- the control command is given because the timing is advanced and the dead zone does not act, and the £ 01 valve 27 acts on the closing side quickly, and the intake air flows smoothly into the combustion chamber via the intake valve 29. Responsiveness when signal 0 (t) suddenly rises (rapid acceleration, etc.) improves.
- step S8 the shift amount ST of the throttle valve opening command line L1 is set to (0 (t)- Set to ⁇ , and set 1 to the flag FT of the throttle valve opening command line L 1 in step S9.
- the intake throttle valve 29 operates in the direction of closing at the position of ⁇ (t) without waiting for 0 i, so that the closing timing of the intake throttle valve 29 is accelerated, and the dead band acts. Without this, the intake throttle valve 29 acts quickly on the closing side, allowing the EGR gas to flow smoothly into the combustion chamber and improving the responsiveness of the EGR rate (EGR gas flow rate).
- step S10 calculate the EGR valve opening command value for the control command signal 0 based on the shifted EGR valve opening command line L2 ', and in step S11 1 the throttle valve opening
- the throttle valve opening command value for the control command signal ⁇ is calculated based on the command line L 1 ′, and each valve opening command value is written as a control signal in step S 12, and the process ends in step S 13.
- step S21 the control command signals ⁇ (t) and ⁇ (t—1) are read in step S22, and the EGR valve opening command line L 2 after the shift process is read in step S23.
- EGR valve opening command value is calculated from 'and 0 (t).
- step S 25 determine whether the EGR valve opening command value is 0 (fully closed).
- FIG. 4 shows the state of the above process IV.
- Shift amount SE ( ⁇ 2 _ ⁇ (t)) is calculated for each calculation cycle, and moves sequentially from 3 £ 15 to 3 E c, SEd,..., EGR valve opening command line L 2 after the shift Return to the reference EGR valve opening command line L2.
- EGR valve opening is 0 (fully closed) 0 b is moved to 0 C and 0 d according to ⁇ (t), so the EGR valve opens immediately when ⁇ (t) decreases EGR valve responsiveness can be maintained The exhaust gas performance can be improved.
- ⁇ (t) is 0 when the throttle valve opening command line L1 is shifted and the intake throttle valve 29 is operated in advance in the decreasing direction of 0 (t). The throttle valve opening reaches 0 (fully closed) before reaching.
- step S 41 control command signals 0 (t) and ⁇ (t— 1) are read in step S 42, and throttle valve opening command lines L and 0 ( Calculate the throttle valve opening command value from t).
- step S45 determine whether the throttle valve opening command value is 0 (fully closed). If it is 0 (fully closed), proceed to the next step S46, and in step S46 ( ⁇ ( t) — Determine whether ⁇ (t- 1)) is less than 0, that is, whether the control command signal 0 (t) is in the decreasing direction. If it is in the decreasing direction, in step S47, shift the throttle valve opening command line. Reset the quantity ST to ( ⁇ (t)- ⁇ 0 ).
- step S49 the throttle valve opening command line Lag FT is set to 0, and the process ends at step S50.
- FIG. 6 shows the state of processing B above.
- the shift amount ST ( ⁇ (t) 1 0 0 ) is calculated for each calculation cycle, and moves sequentially from ST b to SE c, SE d,..., and the throttle valve opening command line L is set to the reference level. Return to mouth valve opening command line L1. Throttle valve opening is 0 (fully closed) ⁇ b is moved to 0 d according to ⁇ (t), so when ⁇ (t) increases, the throttle valve can be opened immediately. The responsiveness of the valve is maintained, and the engine acceleration response can be improved.
- the dead zone determination means 64 when the rate of change d ⁇ / ⁇ 0 relative to the control command signal 0 of the calculated estimated excess air rate is smaller than a predetermined value ⁇ , that is, the EGR valve 27 or the intake throttle When there is almost no change in the flow rate of the valve 29, it is determined that at least one of these valves is in the dead band, but the dead band determining means 10 0 in other embodiments uses the estimated excess air ratio L Without using the oxygen concentration from the oxygen concentration sensor 10 2.
- the oxygen concentration sensor 10 detects the oxygen concentration in the intake manifold, which is the intake passage downstream of the position where the EGR passage 23 is connected to the intake passage 13. 2, and based on the oxygen concentration detection value from the oxygen concentration sensor 10 2, the dead zone determination means 1 0 0 of the exhaust gas circulation control device 1 0 4 has a change rate of the oxygen concentration equal to or lower than a predetermined threshold value. When it is less than the threshold, it is determined as a dead band, and each of the EGR valve 2 7 and the intake throttle valve 29 set by the valve opening setting means 6 0 by the dead band compensation means 6 6 is determined. Correct the opening command lines L 1 and L 2.
- the oxygen concentration sensor 10 2 installed in the intake manifold downstream of the intake passage 13 where the EGR passage 2 3 joins into the combustion chamber, including the amount of unburned air in the EGR gas.
- the control is simplified compared to the case where the intake air pressure, the intake air temperature, etc. are detected to calculate the estimated excess air ratio and controlled using a predetermined calculation formula. it can.
- the dead zone of the intake valve and the EGR valve itself is provided in the exhaust gas recirculation control device configured to operate the movement of the EGR pulp and the intake throttle valve in association with one control command signal.
- the acceleration response and the controllability of the EGR rate (EGR gas amount) can be improved.
- the EGR rate is large (the EGR valve is fully open and the intake throttle valve is (Even when a large amount of EGR gas is introduced), EGR can be stopped instantaneously when a sudden accelerator opening operation is performed. Suitable for application to recirculation control devices.
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN2009801006642A CN101970837B (zh) | 2008-05-12 | 2009-04-21 | 柴油发动机的排气再循环控制单元 |
BRPI0905092-2A BRPI0905092B1 (pt) | 2008-05-12 | 2009-04-21 | Dispositivo de controle de recirculação de gás de exaustão para um motor diesel e unidade de controle de recirculação de gás de exaustão para controlar um motor diesel |
EP09746492.9A EP2196655B1 (en) | 2008-05-12 | 2009-04-21 | Exhaust gas recirculation controller of diesel engine |
US12/679,411 US8479716B2 (en) | 2008-05-12 | 2009-04-21 | Exhaust gas re-circulation control unit for a diesel engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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JP2008124679A JP4859875B2 (ja) | 2008-05-12 | 2008-05-12 | ディーゼルエンジンの排ガス再循環制御装置 |
JP2008-124679 | 2008-05-12 |
Publications (1)
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WO2009139285A1 true WO2009139285A1 (ja) | 2009-11-19 |
Family
ID=41318656
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PCT/JP2009/058232 WO2009139285A1 (ja) | 2008-05-12 | 2009-04-21 | ディーゼルエンジンの排ガス再循環制御装置 |
Country Status (8)
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US (1) | US8479716B2 (ja) |
EP (1) | EP2196655B1 (ja) |
JP (1) | JP4859875B2 (ja) |
KR (1) | KR101175966B1 (ja) |
CN (1) | CN101970837B (ja) |
BR (1) | BRPI0905092B1 (ja) |
RU (1) | RU2445485C2 (ja) |
WO (1) | WO2009139285A1 (ja) |
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CN103261637A (zh) * | 2010-12-16 | 2013-08-21 | 丰田自动车株式会社 | 内燃机的控制装置 |
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DE102010038326B4 (de) * | 2010-07-23 | 2012-05-16 | Bayerische Motoren Werke Aktiengesellschaft | Erhöhung des Abgasrückführstroms oder der Abgasrückführrate bei bereits offenem Abgasrückführventil |
US9074542B2 (en) * | 2011-07-20 | 2015-07-07 | General Electric Company | Method and system for controlling an engine during tunneling operation |
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CN102606320B (zh) * | 2012-03-23 | 2014-05-28 | 潍柴动力股份有限公司 | 解决egr特性曲线变化的方法和系统 |
JP6028795B2 (ja) * | 2012-05-09 | 2016-11-16 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
DE102013209037A1 (de) * | 2013-05-15 | 2014-11-20 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Betrieb einer Abgasrückführung einer selbstzündenden Brennkraftmaschine insbesondere eines Kraftfahrzeugs |
CN103334841B (zh) * | 2013-07-09 | 2015-09-09 | 潍柴动力股份有限公司 | 一种egr死区控制方法及系统 |
US9518519B2 (en) | 2013-11-04 | 2016-12-13 | Cummins Inc. | Transient control of exhaust gas recirculation systems through mixer control valves |
JP5901671B2 (ja) * | 2014-02-25 | 2016-04-13 | 三菱重工業株式会社 | 排ガス再循環システム及びそれを備えた船用ボイラ、並びに排ガス再循環方法 |
CN106460733B (zh) * | 2014-05-21 | 2019-03-15 | 日产自动车株式会社 | Egr控制装置以及egr控制方法 |
US9677510B2 (en) * | 2014-10-14 | 2017-06-13 | Ford Global Technologies, Llc | Systems and methods for transient control |
US9664129B2 (en) * | 2015-02-06 | 2017-05-30 | Ford Global Technologies, Llc | System and methods for operating an exhaust gas recirculation valve based on a temperature difference of the valve |
RU2730216C2 (ru) | 2016-05-18 | 2020-08-19 | Форд Глобал Текнолоджиз, Ллк | Способ работы двигателя в сборе |
IT201700062336A1 (it) * | 2017-06-07 | 2018-12-07 | Magneti Marelli Spa | Metodo per controllare un motore a combustione interna |
CN112861063B (zh) * | 2021-01-14 | 2023-07-14 | 中国长江电力股份有限公司 | 调速器配压阀动作死区计算方法 |
JP2023023165A (ja) * | 2021-08-04 | 2023-02-16 | 株式会社デンソー | バルブ装置 |
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CN103261637B (zh) * | 2010-12-16 | 2014-09-17 | 丰田自动车株式会社 | 内燃机的控制装置 |
Also Published As
Publication number | Publication date |
---|---|
EP2196655B1 (en) | 2015-01-28 |
BRPI0905092A2 (pt) | 2015-06-30 |
KR101175966B1 (ko) | 2012-08-22 |
EP2196655A1 (en) | 2010-06-16 |
KR20100057679A (ko) | 2010-05-31 |
US8479716B2 (en) | 2013-07-09 |
RU2445485C2 (ru) | 2012-03-20 |
JP4859875B2 (ja) | 2012-01-25 |
US20100282222A1 (en) | 2010-11-11 |
CN101970837A (zh) | 2011-02-09 |
BRPI0905092B1 (pt) | 2020-03-31 |
JP2009275516A (ja) | 2009-11-26 |
CN101970837B (zh) | 2013-07-31 |
EP2196655A4 (en) | 2013-09-04 |
RU2010115106A (ru) | 2011-10-20 |
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