WO2010147132A1 - Control method for blow-by gas recovery stoppage during startup - Google Patents

Control method for blow-by gas recovery stoppage during startup Download PDF

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WO2010147132A1
WO2010147132A1 PCT/JP2010/060169 JP2010060169W WO2010147132A1 WO 2010147132 A1 WO2010147132 A1 WO 2010147132A1 JP 2010060169 W JP2010060169 W JP 2010060169W WO 2010147132 A1 WO2010147132 A1 WO 2010147132A1
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blow
gas
engine
line
aforementioned
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PCT/JP2010/060169
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French (fr)
Japanese (ja)
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カンドカー・アブ ライハン
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ヤンマー株式会社
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Priority to CN201080027453.3A priority Critical patent/CN102482962B/en
Priority to KR1020117028698A priority patent/KR101269361B1/en
Publication of WO2010147132A1 publication Critical patent/WO2010147132A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • 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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0038—Layout of crankcase breathing systems
    • F01M2013/005—Layout of crankcase breathing systems having one or more deoilers
    • F01M2013/0061—Layout of crankcase breathing systems having one or more deoilers having a plurality of deoilers
    • F01M2013/0066—Layout of crankcase breathing systems having one or more deoilers having a plurality of deoilers in parallel

Definitions

  • the present invention relates to an engine capable of reducing the blow-by gas by sucking blow-by gas containing DME vapor into an air suction port.
  • Patent Document 1 describes a technique for avoiding knocking at the start of the engine.
  • an open line for releasing blow-by gas into the atmosphere is attached to a blow-by gas line that sucks blow-by gas into the air inlet through a three-way solenoid valve.
  • the communication between the blow-by gas line and the open line and the communication between the blow-by gas line and the air inlet are switched by controlling the solenoid valve.
  • blow-by gas While the engine is operating, blow-by gas is sucked into the air inlet, and when the engine is stopped, blow-by gas is released into the atmosphere. For this reason, the blow-by gas is prevented from accumulating in the blow-by gas line when the engine is started. As a result, the occurrence of knocking at the start is prevented.
  • the blow-by gas line and the open line are always in communication while the engine is stopped. For this reason, DME does not reach vapor-liquid equilibrium, and DME vaporizes one after another from the fuel injection port. As a result, a large amount of DME fuel is released into the atmosphere. Therefore, the present invention provides a technique capable of reducing the amount of DME released into the atmosphere while preventing knocking at the time of startup in an engine.
  • One aspect of the present invention is a blow-by gas reduction stop at start-up in an engine including a blow-by gas line that sucks blow-by gas containing DME vapor into an air inlet and an open line that opens the blow-by gas to the atmosphere.
  • a control method comprising: a release step of closing the blow-by gas line and opening the open line before starting the engine; and a reduction step of opening the blow-by gas line and closing the open line after starting the engine.
  • a blow-by gas reduction stop control method at start-up in which the blow-by gas line and the open line are closed during the stop of the engine excluding the discharge step.
  • the start-up blowby gas reduction stop control method according to one aspect of the present invention can preferably employ configurations (1) and (2).
  • the reduction process is started after a predetermined time has elapsed from the time of starting the engine.
  • the present invention can reduce the amount of DME released into the atmosphere while preventing knocking at the start-up of the engine.
  • FIG. 1 is a schematic view showing an engine 1 including a blow-by gas line 5.
  • the engine 1 is a diesel engine using DME as fuel.
  • an engine 1 includes an engine body 2, an air intake port 3, an air discharge port 4, a blow-by gas line 5, an open line 6, a starter 7, a control device 10, and a first electromagnetic valve BV. -1 and a second electromagnetic valve BV-2.
  • the engine body 2 includes main parts of the engine such as a piston, a cylinder, and a crankcase.
  • a crankshaft 21, a crank angle sensor 22, and a starter (starter motor) 7 are provided in the engine body 2.
  • the engine body 2 has a sealed structure except for the air intake port 3, the air exhaust port 4, and the blow-by gas line 5.
  • the blow-by gas line 5 is a pipe line that connects the engine body 2 and the air inlet 3 in communication.
  • the open line 6 is a pipe line that connects the blow-by gas line 5 and the atmosphere.
  • the first electromagnetic valve BV-1 is provided on the blow-by gas line 5 between the connection portion between the blow-by gas line 5 and the open line 6 and the air inlet 3.
  • the second electromagnetic valve BV-2 is provided on the open line 6.
  • Control device 10 controls each part of engine 1 as well as starter 7, first control valve BV-1, and second control valve BV-2.
  • FIG. 2 is a flowchart of start-up blowby gas reduction stop control.
  • the control device 10 can execute start-up blow-by gas reduction stop control for the engine 1.
  • Blow-by gas reduction stop control is sequence control. In the start-up blowby gas reduction stop control, processes from steps S1 to S8 described later are sequentially executed.
  • blow-by gas line 5 and the open line 6 are closed. For this reason, the blowby gas line 5 is filled with blowby gas generated in the engine body 2. At this time, the blow-by gas line 5 is sealed. For this reason, when blow-by gas filling the blow-by gas line 5 reaches vapor-liquid equilibrium, generation of blow-by gas stops.
  • the engine 1 is provided with a start switch for starting the engine 1.
  • step S1 when detecting that the start switch has been pressed, the control device 10 starts blow-by gas reduction stop control.
  • step S2 the control device 10 opens the second electromagnetic valve BV-2.
  • step S3 the control device 10 closes the first electromagnetic valve BV-1.
  • Steps S2 and S3 are discharge processes in which the blow-by gas line 5 is closed and the open line 6 is opened. In the release process, the blow-by gas in the blow-by gas line 5 is released into the atmosphere.
  • step S4 the control device 10 activates the starter 7.
  • the starter 7 When the starter 7 is started, rotation of the crankshaft in the engine body 2 is started. As a result, the engine 1 is started.
  • the difference between the start point of the starter 7 and the start point of the engine 1 is, for example, less than 1 second.
  • step S5 the control device 10 waits for execution of a reduction process (steps S6 and S7), which will be described later, for a predetermined time after the engine 1 is started.
  • the predetermined time is 15 seconds. That is, the control device 10 waits for execution of the reduction process until the rotation speed of the crankshaft reaches a predetermined rotation speed.
  • step S6 the first solenoid valve BV-1 is opened.
  • step S3 the control device 10 closes the second electromagnetic valve BV-2.
  • Steps S6 and S7 are a reduction process in which the blow-by gas line 5 is opened and the open line 6 is closed.
  • blow-by gas in the blow-by gas line 5 is sucked into the air suction port 3.
  • Inhaled blow-by gas is combusted in a cylinder in the engine body 2 together with DME fuel supplied during operation of the engine 1. That is, blow-by gas is reduced to fuel in the reduction process.
  • step S8 the control device 10 ends the blow-by gas reduction stop control at startup.
  • the blow-by gas reduction stop control at startup has the following actions and effects.
  • the release process the blow-by gas in the blow-by gas line 5 is released into the atmosphere.
  • the blow-by gas is not reduced to fuel while the engine 1 is started. That is, even when the engine is operating, the reduction of blow-by gas is stopped at startup. For this reason, occurrence of knocking at the time of activation is prevented.
  • a reduction process is executed after the engine 1 is started. For this reason, the release of blow-by gas into the atmosphere is stopped.
  • the blow-by gas line 5 is closed while the engine is stopped, the release of the blow-by gas into the atmosphere is stopped. For this reason, compared with the case where the blow-by gas line 5 is always opened while the engine 1 is stopped, the amount of DME released into the atmosphere is reduced.
  • the start-up blowby gas reduction stop control waits for the execution of the reduction process until a predetermined time has elapsed since the start of the engine 1. That is, the blow-by gas is prevented from being sucked into the air suction port until the rotation of the engine 1 is stabilized. For this reason, the occurrence of knocking at the time of activation is reliably prevented.
  • the time for waiting for the execution of the reduction step may be set until the rotation speed of the engine 1 reaches the predetermined rotation speed, instead of until the predetermined time elapses from the starting time.
  • the control device 10 can detect that the rotation speed of the crankshaft has reached a predetermined rotation speed based on the detection value of the crank angle sensor 22.
  • the blow-by gas line 5 is closed after the open line 6 is opened. For this reason, the blow-by gas is surely released into the atmosphere without leaking into the air inlet 3. Further, in the reduction step, the open line 6 is closed after the blow-by gas line 5 is opened. For this reason, blow-by gas is reliably sucked into the air suction port 3 without leaking into the atmosphere.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)

Abstract

Disclosed is a control method for blow-by gas recovery stoppage during operation in an engine (1) provided with a blow-by gas inlet (5), which aspirates blow-by gas containing DME vapor into an air inlet (3), and a release line (6), which releases the aforementioned blow-by gas into the atmosphere. Said method is provided with a discharge step (steps S2 and S3) closing the aforementioned blow-by gas inlet (5) and opening the aforementioned release line (6) before the engine (1) starts up, and a recovery step (steps S6 and S7) opening the aforementioned blow-by gas inlet (5) and closing the aforementioned release line (6) after the aforementioned engine (1) starts up (steps S4 and S5). While the aforementioned engine (1) is stopped, excluding the aforementioned discharge step (steps S2 and S3), the aforementioned blow-by gas inlet (5) and the aforementioned release line (6) are closed.

Description

起動時ブローバイガス還元停止制御方法Blow-by gas reduction stop control method at startup
　ＤＭＥの蒸気を含むブローバイガスを空気吸入口に吸引することによって、前記ブローバイガスを還元できるエンジンに関する。 The present invention relates to an engine capable of reducing the blow-by gas by sucking blow-by gas containing DME vapor into an air suction port.
　従来、ＤＭＥ（ジメチルエーテル）を燃料とするエンジンにおいて、ＤＭＥの蒸気を含むブローバイガスを空気吸気口に吸引することによって、ブローバイガスを還元する技術が知られている。このようなエンジンには、エンジン内で発生したブローバイガスを空気吸入口に吸引するブローバイガスラインが設けられている。特に、ブローバイガスが大気中に放出されるのを防止するため、エンジンの停止中には、ブローバイガスラインが閉じられている。エンジンの始動時には、ブローバイガスライン内に充満しているブローバイガスが、気筒内に吸入される。ここで、ＤＭＥ（ジメチルエーテル）はセタン価が高いので、着火性が高い。このため、気筒内に吸入されたブローバイガスが自己着火することによって、エンジンの始動時にノッキングが発生していた。 Conventionally, in an engine using DME (dimethyl ether) as a fuel, a technique for reducing blow-by gas by sucking blow-by gas containing DME vapor into an air intake port is known. Such an engine is provided with a blow-by gas line for sucking blow-by gas generated in the engine into an air suction port. In particular, in order to prevent blow-by gas from being released into the atmosphere, the blow-by gas line is closed while the engine is stopped. When the engine is started, blow-by gas filling the blow-by gas line is sucked into the cylinder. Here, since DME (dimethyl ether) has a high cetane number, it has high ignitability. For this reason, the blow-by gas sucked into the cylinder is self-ignited, so that knocking occurs when the engine is started.
　特許文献１には、エンジンの始動時におけるノッキングを回避するための技術が記載されている。特許文献１のディーゼル機関には、ブローバイガスを空気吸入口に吸引するブローバイガスラインに、三方電磁弁を介して、ブローバイガスを大気中に開放する開放ラインが取り付けられている。電磁弁の制御によって、ブローバイガスラインと開放ラインとの連通と、ブローバイガスラインと空気吸入口との連通と、が切り換えられる。エンジンの運転中にはブローバイガスは空気吸入口に吸引され、エンジンの停止中にはブローバイガスは大気中に放出される。このため、エンジンの始動時に、ブローバイガスラインにブローバイガスが溜まることが防止されている。この結果、始動時におけるノッキングの発生が防止されていた。 Patent Document 1 describes a technique for avoiding knocking at the start of the engine. In the diesel engine of Patent Document 1, an open line for releasing blow-by gas into the atmosphere is attached to a blow-by gas line that sucks blow-by gas into the air inlet through a three-way solenoid valve. The communication between the blow-by gas line and the open line and the communication between the blow-by gas line and the air inlet are switched by controlling the solenoid valve. While the engine is operating, blow-by gas is sucked into the air inlet, and when the engine is stopped, blow-by gas is released into the atmosphere. For this reason, the blow-by gas is prevented from accumulating in the blow-by gas line when the engine is started. As a result, the occurrence of knocking at the start is prevented.
特開平１０－３３９１２６号公報Japanese Patent Laid-Open No. 10-339126
　特許文献１では、エンジンの停止中、常にブローバイガスラインと開放ラインとが連通されている。このため、ＤＭＥが気液平衡に達することがなく、ＤＭＥが燃料噴射口から次々と気化する。この結果、大量のＤＭＥ燃料が大気中に放出されてしまう。そこで、本発明は、エンジンにおいて、起動時におけるノッキングの発生を防止しながら、大気中へのＤＭＥの放出量を低減できる技術を提供する。 In Patent Document 1, the blow-by gas line and the open line are always in communication while the engine is stopped. For this reason, DME does not reach vapor-liquid equilibrium, and DME vaporizes one after another from the fuel injection port. As a result, a large amount of DME fuel is released into the atmosphere. Therefore, the present invention provides a technique capable of reducing the amount of DME released into the atmosphere while preventing knocking at the time of startup in an engine.
　本発明の１つの観点は、ＤＭＥの蒸気を含むブローバイガスを空気吸入口に吸引するブローバイガスラインと、前記ブローバイガスを大気中に開放する開放ラインとを備えるエンジンにおける、起動時ブローバイガス還元停止制御方法であって、エンジンの起動前に、前記ブローバイガスラインを閉じると共に前記開放ラインを開く、放出工程と、前記エンジンの起動後に、前記ブローバイガスラインを開くと共に前記開放ラインを閉じる、還元工程と、を備えており、前記放出工程を除く前記エンジンの停止中には、前記ブローバイガスライン及び前記開放ラインが閉じられている、起動時ブローバイガス還元停止制御方法を提供する。 One aspect of the present invention is a blow-by gas reduction stop at start-up in an engine including a blow-by gas line that sucks blow-by gas containing DME vapor into an air inlet and an open line that opens the blow-by gas to the atmosphere. A control method comprising: a release step of closing the blow-by gas line and opening the open line before starting the engine; and a reduction step of opening the blow-by gas line and closing the open line after starting the engine. And a blow-by gas reduction stop control method at start-up in which the blow-by gas line and the open line are closed during the stop of the engine excluding the discharge step.
　本発明の１つの観点に係る起動時ブローバイガス還元停止制御方法は、好ましくは、構成（１）、（２）を採用できる。 The start-up blowby gas reduction stop control method according to one aspect of the present invention can preferably employ configurations (1) and (2).
（１）前記還元工程が、前記エンジンの起動時点から更に一定時間経過後に開始される。 (1) The reduction process is started after a predetermined time has elapsed from the time of starting the engine.
（２）前記放出工程において、前記開放ラインが開かれた後に、前記ブローバイガスラインが閉じられ、前記還元工程において、前記ブローバイガスラインが開かれた後に、前記開放ラインが閉じられる。 (2) In the discharge step, the blow-by gas line is closed after the open line is opened, and in the reduction step, the open line is closed after the blow-by gas line is opened.
　本発明は、エンジンにおいて、起動時におけるノッキングの発生を防止しながら、大気中へのＤＭＥの放出量を低減できる。 The present invention can reduce the amount of DME released into the atmosphere while preventing knocking at the start-up of the engine.
ブローバイガスラインを含むエンジンを示す概略図である。It is the schematic which shows the engine containing a blow-by gas line. 起動時ブローバイガス還元停止制御のフローチャートである。It is a flowchart of the blow-by gas reduction stop control at the time of starting.
　図１は、ブローバイガスライン５を含むエンジン１を示す概略図である。エンジン１は、ＤＭＥを燃料とするディーゼル機関である。 FIG. 1 is a schematic view showing an engine 1 including a blow-by gas line 5. The engine 1 is a diesel engine using DME as fuel.
　図１において、エンジン１は、エンジン本体２と、空気吸入口３と、空気排出口４と、ブローバイガスライン５と、開放ライン６と、スターター７と、制御装置１０と、第１電磁弁ＢＶ－１と、第２電磁弁ＢＶ－２と、を備えている。 In FIG. 1, an engine 1 includes an engine body 2, an air intake port 3, an air discharge port 4, a blow-by gas line 5, an open line 6, a starter 7, a control device 10, and a first electromagnetic valve BV. -1 and a second electromagnetic valve BV-2.
　エンジン本体２は、ピストン、シリンダ、クランクケースなど、エンジンの主要部を含んでいる。エンジン本体２内には、クランク軸２１、クランク角センサ２２、スターター（スターターモーター）７が設けられている。エンジン本体２は、空気吸入口３、空気排出口４、及びブローバイガスライン５を除いて、密閉構造である。 The engine body 2 includes main parts of the engine such as a piston, a cylinder, and a crankcase. A crankshaft 21, a crank angle sensor 22, and a starter (starter motor) 7 are provided in the engine body 2. The engine body 2 has a sealed structure except for the air intake port 3, the air exhaust port 4, and the blow-by gas line 5.
　ブローバイガスライン５は、エンジン本体２と空気吸入口３とを連通接続する管路である。開放ライン６は、ブローバイガスライン５と大気中とを連通接続する管路である。第１電磁弁ＢＶ－１は、ブローバイガスライン５上において、ブローバイガスライン５と開放ライン６との接続部と、空気吸入口３との間に、設けられている。第２電磁弁ＢＶ－２は、開放ライン６上に設けられている。 The blow-by gas line 5 is a pipe line that connects the engine body 2 and the air inlet 3 in communication. The open line 6 is a pipe line that connects the blow-by gas line 5 and the atmosphere. The first electromagnetic valve BV-1 is provided on the blow-by gas line 5 between the connection portion between the blow-by gas line 5 and the open line 6 and the air inlet 3. The second electromagnetic valve BV-2 is provided on the open line 6.
　制御装置１０は、スターター７、第１制御弁ＢＶ－１、及び第２制御弁ＢＶ－２だけでなく、エンジン１の各部を制御する。 Control device 10 controls each part of engine 1 as well as starter 7, first control valve BV-1, and second control valve BV-2.
　図２は、起動時ブローバイガス還元停止制御のフローチャートである。制御装置１０は、起動時ブローバイガス還元停止制御を、エンジン１に対して実行できる。ブローバイガス還元停止制御は、シーケンス制御である。起動時ブローバイガス還元停止制御において、後述のステップＳ１～Ｓ８までの処理が、順次実行される。 FIG. 2 is a flowchart of start-up blowby gas reduction stop control. The control device 10 can execute start-up blow-by gas reduction stop control for the engine 1. Blow-by gas reduction stop control is sequence control. In the start-up blowby gas reduction stop control, processes from steps S1 to S8 described later are sequentially executed.
　エンジン１の停止中には、ブローバイガスライン５及び開放ライン６が閉じられている。このため、ブローバイガスライン５内には、エンジン本体２内で発生したブローバイガスが、充満している。このとき、ブローバイガスライン５は密閉されている。このため、ブローバイガスライン５内に充満するブローバイガスが気液平衡に到達すると、ブローバイガスの発生が停止する。 While the engine 1 is stopped, the blow-by gas line 5 and the open line 6 are closed. For this reason, the blowby gas line 5 is filled with blowby gas generated in the engine body 2. At this time, the blow-by gas line 5 is sealed. For this reason, when blow-by gas filling the blow-by gas line 5 reaches vapor-liquid equilibrium, generation of blow-by gas stops.
　エンジン１には、エンジン１を起動するための起動スイッチが設けられている。ステップＳ１において、制御装置１０は、起動スイッチが押されたことを検出すると、ブローバイガス還元停止制御を開始する。 The engine 1 is provided with a start switch for starting the engine 1. In step S1, when detecting that the start switch has been pressed, the control device 10 starts blow-by gas reduction stop control.
　ステップＳ２において、制御装置１０は、第２電磁弁ＢＶ－２を開く。ステップＳ３において、制御装置１０は、第１電磁弁ＢＶ－１を閉じる。 In step S2, the control device 10 opens the second electromagnetic valve BV-2. In step S3, the control device 10 closes the first electromagnetic valve BV-1.
　ステップＳ２及びＳ３は、ブローバイガスライン５を閉じると共に開放ライン６を開く、放出工程である。放出工程において、ブローバイガスライン５内のブローバイガスが大気中に放出される。 Steps S2 and S3 are discharge processes in which the blow-by gas line 5 is closed and the open line 6 is opened. In the release process, the blow-by gas in the blow-by gas line 5 is released into the atmosphere.
　ステップＳ４において、制御装置１０は、スターター７を起動させる。スターター７の起動により、エンジン本体２内のクランク軸の回転が開始される。この結果、エンジン１が起動される。スターター７の起動時点とエンジン１の起動時点との差は、例えば１秒未満の時間である。 In step S4, the control device 10 activates the starter 7. When the starter 7 is started, rotation of the crankshaft in the engine body 2 is started. As a result, the engine 1 is started. The difference between the start point of the starter 7 and the start point of the engine 1 is, for example, less than 1 second.
　ステップＳ５において、制御装置１０は、エンジン１の起動時点から更に所定時間の間、後述の還元工程（ステップＳ６、Ｓ７）の実行を待機する。本実施形態では、所定時間は、１５秒である。つまり、制御装置１０は、クランク軸の回転数が所定の回転数に到達するまで、還元工程の実行を待機する。 In step S5, the control device 10 waits for execution of a reduction process (steps S6 and S7), which will be described later, for a predetermined time after the engine 1 is started. In the present embodiment, the predetermined time is 15 seconds. That is, the control device 10 waits for execution of the reduction process until the rotation speed of the crankshaft reaches a predetermined rotation speed.
　ステップＳ６において、第１電磁弁ＢＶ－１を開く。ステップＳ３において、制御装置１０は、第２電磁弁ＢＶ－２を閉じる。 In step S6, the first solenoid valve BV-1 is opened. In step S3, the control device 10 closes the second electromagnetic valve BV-2.
　ステップＳ６及びＳ７は、ブローバイガスライン５を開くと共に開放ライン６を閉じる、還元工程である。還元工程において、ブローバイガスライン５内のブローバイガスが空気吸入口３に吸入される。吸入されたブローバイガスは、エンジン本体２内のシリンダにおいて、エンジン１の運転中に供給されるＤＭＥ燃料と一緒に、燃焼される。つまり、還元工程において、ブローバイガスが燃料に還元される。 Steps S6 and S7 are a reduction process in which the blow-by gas line 5 is opened and the open line 6 is closed. In the reduction process, blow-by gas in the blow-by gas line 5 is sucked into the air suction port 3. Inhaled blow-by gas is combusted in a cylinder in the engine body 2 together with DME fuel supplied during operation of the engine 1. That is, blow-by gas is reduced to fuel in the reduction process.
　ステップＳ８において、制御装置１０は、起動時ブローバイガス還元停止制御を終了させる。 In step S8, the control device 10 ends the blow-by gas reduction stop control at startup.
　起動時ブローバイガス還元停止制御により、次の作用、効果がある。放出工程において、ブローバイガスライン５内のブローバイガスが大気中に放出される。続いて、エンジン１の起動後まで還元工程の実行を待機するので、エンジン１の起動中に、ブローバイガスが燃料に還元されない。つまり、エンジンの運転中であっても起動時においては、ブローバイガスの還元が停止されている。このため、起動時におけるノッキングの発生が防止される。続いて、エンジン１の起動後に還元工程が実行される。このため、ブローバイガスの大気中への放出が停止される。また、エンジンの停止中には、ブローバイガスライン５が閉じられているので、ブローバイガスの大気中への放出が停止されている。このため、エンジン１の停止中に常にブローバイガスライン５が開かれている場合と比べて、大気中へのＤＭＥの放出量が低減されている。 The blow-by gas reduction stop control at startup has the following actions and effects. In the release process, the blow-by gas in the blow-by gas line 5 is released into the atmosphere. Subsequently, since the execution of the reduction process is waited until after the engine 1 is started, the blow-by gas is not reduced to fuel while the engine 1 is started. That is, even when the engine is operating, the reduction of blow-by gas is stopped at startup. For this reason, occurrence of knocking at the time of activation is prevented. Subsequently, a reduction process is executed after the engine 1 is started. For this reason, the release of blow-by gas into the atmosphere is stopped. Further, since the blow-by gas line 5 is closed while the engine is stopped, the release of the blow-by gas into the atmosphere is stopped. For this reason, compared with the case where the blow-by gas line 5 is always opened while the engine 1 is stopped, the amount of DME released into the atmosphere is reduced.
　起動時ブローバイガス還元停止制御は、エンジン１の起動時点から所定時間が経過するまで、還元工程の実行を待機している。つまり、エンジン１の回転が安定するまで、ブローバイガスの空気吸入口への吸入が防止されている。このため、起動時におけるノッキングの発生が確実に防止される。 The start-up blowby gas reduction stop control waits for the execution of the reduction process until a predetermined time has elapsed since the start of the engine 1. That is, the blow-by gas is prevented from being sucked into the air suction port until the rotation of the engine 1 is stabilized. For this reason, the occurrence of knocking at the time of activation is reliably prevented.
　なお、還元工程の実行を待機する時間は、起動時点から所定時間が経過するまで、に代えて、エンジン１の回転数が所定回転数に到達するまで、にしてもよい。制御装置１０は、クランク角センサ２２の検出値に基づいて、クランク軸の回転数が所定の回転数に到達したことを検出できる。 It should be noted that the time for waiting for the execution of the reduction step may be set until the rotation speed of the engine 1 reaches the predetermined rotation speed, instead of until the predetermined time elapses from the starting time. The control device 10 can detect that the rotation speed of the crankshaft has reached a predetermined rotation speed based on the detection value of the crank angle sensor 22.
　特に、放出工程において、開放ライン６が開かれた後に、ブローバイガスライン５が閉じられる。このため、ブローバイガスが空気吸入口３に漏れることなく、確実に大気中に放出される。また、還元工程において、ブローバイガスライン５が開かれた後に、開放ライン６が閉じられる。このため、ブローバイガスが大気中に漏れることなく、確実に空気吸入口３に吸入される。 In particular, in the discharge process, the blow-by gas line 5 is closed after the open line 6 is opened. For this reason, the blow-by gas is surely released into the atmosphere without leaking into the air inlet 3. Further, in the reduction step, the open line 6 is closed after the blow-by gas line 5 is opened. For this reason, blow-by gas is reliably sucked into the air suction port 3 without leaking into the atmosphere.
　　１　エンジン
　　２　エンジン本体
　　５　ブローバイガスライン
　　６　開放ライン
　　７　スターター
　　２１　クランク軸
　　ＢＶ－１　第１電磁弁
　　ＢＶ－２　第２電磁弁 1 Engine 2 Engine Body 5 Blow-by Gas Line 6 Open Line 7 Starter 21 Crankshaft BV-1 First Solenoid Valve BV-2 Second Solenoid Valve

Claims (3)

  1. 　ＤＭＥの蒸気を含むブローバイガスを空気吸入口に吸引するブローバイガスラインと、前記ブローバイガスを大気中に開放する開放ラインとを備えるエンジンにおける、起動時ブローバイガス還元停止制御方法であって、
    　エンジンの起動前に、前記ブローバイガスラインを閉じると共に前記開放ラインを開く、放出工程と、
    　前記エンジンの起動後に、前記ブローバイガスラインを開くと共に前記開放ラインを閉じる、還元工程と、
    　を備えており、
    　前記放出工程を除く前記エンジンの停止中には、前記ブローバイガスライン及び前記開放ラインが閉じられている、
    　起動時ブローバイガス還元停止制御方法。     A start-up blowby gas reduction stop control method in an engine comprising a blowby gas line that sucks blowby gas containing DME vapor into an air inlet and an open line that opens the blowby gas to the atmosphere,
    A discharge step of closing the blow-by gas line and opening the open line before starting the engine; and
    A reduction step of opening the blow-by gas line and closing the open line after starting the engine; and
    With
    During the stop of the engine excluding the discharge step, the blow-by gas line and the open line are closed.
    Blow-by gas reduction stop control method at startup.
  2. 　前記還元工程が、前記エンジンの起動時点から更に一定時間経過後に開始される、
    　請求項１に記載の、起動時ブローバイガス還元停止制御方法。     The reduction step is started after a certain period of time has elapsed since the start of the engine.
    The start-up blowby gas reduction stop control method according to claim 1.
  3. 　前記放出工程において、前記開放ラインが開かれた後に、前記ブローバイガスラインが閉じられ、
    　前記還元工程において、前記ブローバイガスラインが開かれた後に、前記開放ラインが閉じられる、
    　請求項１に記載の、起動時ブローバイガス還元停止制御方法。     In the discharging step, after the open line is opened, the blow-by gas line is closed,
    In the reduction step, the open line is closed after the blow-by gas line is opened.
    The start-up blowby gas reduction stop control method according to claim 1.
PCT/JP2010/060169 2009-06-19 2010-06-16 Control method for blow-by gas recovery stoppage during startup WO2010147132A1 (en)

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CN104040123A (en) * 2012-01-20 2014-09-10 日野自动车株式会社 Closed breather system
US11480118B2 (en) 2017-05-16 2022-10-25 Volvo Truck Corporation System for ventilation of a crankcase

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