WO2014181461A1 - 排気還流装置 - Google Patents
排気還流装置 Download PDFInfo
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- WO2014181461A1 WO2014181461A1 PCT/JP2013/063143 JP2013063143W WO2014181461A1 WO 2014181461 A1 WO2014181461 A1 WO 2014181461A1 JP 2013063143 W JP2013063143 W JP 2013063143W WO 2014181461 A1 WO2014181461 A1 WO 2014181461A1
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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
- F02D41/0025—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
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0242—Variable control of the exhaust valves only
- F02D13/0249—Variable control of the exhaust valves only changing the valve timing only
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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
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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
- F02D41/0025—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]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
- F02D41/0055—Special engine operating conditions, e.g. for regeneration of exhaust gas treatment apparatus
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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
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
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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
- F02M26/06—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
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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
- F02M26/50—Arrangements or methods for preventing or reducing deposits, corrosion or wear caused by impurities
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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
- F02D2041/001—Controlling intake air for engines with variable valve actuation
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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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
- Y02T10/12—Improving ICE efficiencies
-
- 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
- This invention relates to an exhaust gas recirculation device.
- Patent Document 1 provides a communication passage that connects an EGR passage between an EGR cooler and an EGR valve and an exhaust passage downstream of a connection portion between the EGR passage and a connection portion with the EGR passage. Further, an exhaust gas recirculation device is disclosed in which an exhaust throttle valve is provided in an exhaust passage upstream of the connection portion with the communication passage and the EGR valve and the exhaust throttle valve are closed.
- an object of the present invention is to provide an exhaust gas recirculation device that can suppress the generation of condensed water in the EGR path after the engine is stopped.
- a first invention is an exhaust gas recirculation device for achieving the above object, An EGR passage connecting the intake passage and the exhaust passage of the internal combustion engine; EGR passage opening / closing means for opening and closing the EGR passage; An exhaust valve provided in a cylinder of the internal combustion engine; A variable valve mechanism capable of changing a valve opening characteristic of the exhaust valve; Variable valve mechanism control means for controlling the variable valve mechanism, and The variable valve mechanism control means changes the valve opening timing of the exhaust valve during non-execution of fuel injection, and sets the position where the amplitude of the pressure in the exhaust passage becomes maximum between the EGR passage and the exhaust passage.
- the EGR passage opening / closing means opens the EGR passage when the pressure in the connection portion is higher than the pressure in the intake passage during non-execution of fuel injection, and the pressure in the connection portion is equal to or lower than the pressure in the intake passage. In this case, the EGR passage is closed.
- the second invention is the first invention, wherein
- the variable valve mechanism is configured to be able to change the valve opening timing according to the rotational speed of the internal combustion engine,
- the variable valve mechanism control means advances the valve opening timing as the rotational speed decreases.
- the third invention is the second invention, wherein
- the variable valve mechanism is configured to be able to change the operating angle of the exhaust valve according to the rotational speed,
- the variable valve mechanism control means increases the operating angle as the rotational speed decreases.
- An air flow meter for detecting a change in an intake flow velocity flowing through the intake passage; Valve opening timing adjusting means for adjusting the valve opening timing according to a change in intake air flow velocity detected by the air flow meter during non-execution of fuel injection; It is characterized by providing.
- the valve opening timing of the exhaust valve is changed so that the position where the amplitude of the pressure in the exhaust passage becomes maximum coincides with the connection portion between the EGR passage and the exhaust passage, Further, when the pressure at the connection portion is higher than the pressure in the intake passage, the EGR passage is opened, and when the pressure at the connection portion is lower than the pressure in the intake passage, the EGR passage is closed, so that the connection portion is high.
- the fresh air that has generated pressure can be returned to the intake passage via the EGR passage. That is, the EGR passage can be scavenged with fresh air.
- the temperature of fresh air introduced into the EGR passage is substantially equal to the outside air temperature. Therefore, even if the engine is stopped after the introduction of the new air, it is possible to satisfactorily suppress the generation of condensed water in the EGR passage while the engine is stopped.
- the valve opening timing is advanced as the engine speed decreases. Therefore, compared with the case where the valve opening timing is not changed, a high pressure is again generated after a high pressure is generated at the connecting portion. The time until it occurs can be shortened. Therefore, scavenging in the EGR passage can be completed in a shorter time.
- the valve overlap amount that both the intake valve and the exhaust valve are opened changes.
- the operating angle of the exhaust valve is further expanded using the variable valve mechanism, so that a significant change in the valve overlap amount can be suppressed. Accordingly, it is possible to keep the feeling of deceleration felt by the driver of the vehicle or the like constant.
- the opening timing of the exhaust valve is adjusted by the change in the intake flow velocity detected by the air flow meter during the non-execution of fuel injection, the pressure peak position in the exhaust passage is temporarily moved. Even if it exists, it can be made to correspond to the said connection part.
- FIG. 3 is a diagram for explaining the configuration of the exhaust gas recirculation apparatus according to the first embodiment.
- FIG. 6 is a diagram showing exhaust pressure in the exhaust passage 14. It is the figure which showed the advance angle example of the valve opening timing EVO of an exhaust valve. It is the figure which showed the relationship between the engine speed NE and the valve opening time EVO.
- 4 is a flowchart illustrating a scavenging control routine executed by an ECU 50 in the first embodiment.
- FIG. 6 is a diagram showing a modification of the first embodiment.
- FIG. 10 is a diagram for illustrating operating angle change control in the second embodiment.
- FIG. 1 is a diagram for explaining the configuration of the exhaust gas recirculation apparatus according to the first embodiment.
- the exhaust gas recirculation device of this embodiment includes an engine 10 as an internal combustion engine.
- the engine 10 is an in-line 4-cylinder gasoline engine, and the ignition sequence is assumed to be No. 1 ⁇ No. 3 ⁇ No. 4 ⁇ No. 2 cylinder.
- the number of cylinders and the cylinder arrangement of the engine 10 are not limited thereto.
- Each cylinder of the engine 10 is provided with an injector (not shown) for injecting fuel.
- An intake passage 12 and an exhaust passage 14 are connected to each cylinder of the engine 10.
- An air flow meter 16 that outputs a signal corresponding to the flow rate of the intake air (fresh air) sucked into the intake passage 12 is provided on the upstream side of the intake passage 12.
- a turbocharger 18 is provided in the intake passage 12 downstream of the air flow meter 16.
- the turbocharger 18 includes a compressor 18a and a turbine 18b.
- the compressor 18a and the turbine 18b are integrally connected by a connecting shaft.
- the compressor 18a is rotationally driven by the energy of exhaust gas input to the turbine 18b.
- An intercooler 20 for cooling the intake air compressed by the compressor 18a is provided in the intake passage 12 downstream of the compressor 18a.
- a throttle valve 22 is disposed downstream of the intercooler 20.
- the throttle valve 22 is an electronically controlled valve that is driven by a motor, and is driven based on the accelerator opening AA detected by the accelerator opening sensor 24.
- An exhaust catalyst 26 is disposed in the exhaust passage 14 downstream of the turbine 18b.
- the exhaust catalyst 26 is a three-way catalyst that efficiently purifies the three components of HC, CO, and NOx in the exhaust when the exhaust air-fuel ratio flowing into the exhaust catalyst is in a narrow range near the stoichiometric range.
- One end of an EGR passage 28 is connected to the exhaust passage 14 downstream of the exhaust catalyst 26.
- An EGR cooler 30 is provided in the middle of the EGR passage 28.
- the EGR passage 28 downstream of the EGR cooler 30 is provided with an EGR valve 32 that controls the flow rate of gas (EGR gas) flowing from the EGR passage 28 into the intake passage 12.
- the other end of the EGR passage 28 is connected to the intake passage 12 upstream of the compressor 18a.
- the exhaust gas recirculation device of the present embodiment includes an ECU (Electronic Control Unit) 50 as a control device. As shown in FIG. 1, on the input side of the ECU 50, in addition to the air flow meter 16 and the accelerator opening sensor 24 described above, a crank angle sensor 34 that detects the engine speed NE and various sensors ( A throttle opening degree sensor for detecting the opening degree of the throttle valve 22 is electrically connected.
- ECU Electronic Control Unit
- the ignition key 36 is also electrically connected to the input side of the ECU 50.
- the ignition key 36 is configured to output a signal for starting the engine 10 when a predetermined operation (for example, an operation such as turning the ignition key 36 to a predetermined position) is performed by a driver such as a vehicle.
- a predetermined operation for example, an operation such as turning the ignition key 36 to a predetermined position
- a driver such as a vehicle.
- variable valve mechanism 38 is electrically connected to the output side of the ECU 50 in addition to the throttle valve 22 and the EGR valve 32 described above.
- the variable valve mechanism 38 has a function (lift variable function) capable of continuously changing a lift amount and a working angle of an exhaust valve (not shown) provided in each cylinder of the engine 10, and an exhaust cam using hydraulic pressure or a motor. It is assumed that the mechanism has a function (phase variable function) that can change the opening / closing timing of the exhaust valve by changing the phase of the exhaust valve.
- the ECU 50 executes a predetermined program based on input information from the various sensors described above, and executes various controls related to the operation of the engine 10 by operating the various actuators described above.
- the EGR passage 28, the EGR cooler 30, and the EGR valve 32 shown in FIG. 1 constitute a so-called low pressure loop (LPL) EGR system.
- LPL-EGR system low-pressure EGR gas can be introduced into the intake passage 12 upstream of the compressor 18a. That is, since low-pressure EGR gas can be introduced into the intake air before supercharging, a large amount of EGR gas can be introduced.
- the EGR gas can be cooled by the EGR cooler 30. Therefore, a large amount of EGR gas can be cooled and then returned to the engine 10. Therefore, it is possible to enhance the effect of the EGR system, such as a reduction in NOx emissions accompanying a decrease in combustion temperature.
- the EGR gas when the EGR gas is cooled by the EGR cooler 30, condensed water may be generated on the inner wall thereof.
- the condensed water generated during the operation of the engine 10 normally flows along with the intake air and is sucked into the engine 10.
- the condensed water generated by cooling the EGR gas in the EGR passage 28 including the EGR cooler 30 remains in the EGR cooler 30. And if this residual state lasts for a long time, the inside of the EGR cooler 30 will be corroded.
- the EGR gas contains a sulfur component derived from fuel and a nitrogen component derived from exhaust, and these are dissolved in condensed water, resulting in an acidic aqueous solution.
- control for pushing the EGR gas in the EGR cooler 30 to the intake passage 12 side is performed using the exhaust pressure immediately before the engine 10 is stopped. This scavenging control will be described below with reference to FIGS.
- FIG. 2 is a diagram showing the exhaust pressure in the exhaust passage 14.
- the cylinder head (not shown) is closer to the right side and is further away from the cylinder head (closer to the outlet of the exhaust passage) toward the left side.
- the piston of the engine 10 reciprocates and the exhaust valve also operates, so that interference waves due to traveling waves and reflected waves are generated in the exhaust passage 14. Therefore, in the exhaust passage 14, as shown in FIG. 2, a place where the pressure amplitude is large (in the case of a standing wave, an antinode of the pressure) or a place where the pressure amplitude is small (in the case of a standing wave, the pressure node ) Is observed.
- “immediately before the engine 10 stops” refers to a period from when the vehicle or the like stops and the driver switches the ignition from the ON state to the OFF state until the engine speed NE becomes zero. During this period, the piston of the engine 10 reciprocates due to inertia, and the exhaust valve continues to operate. Therefore, the exhaust pulsation shown in FIG. 2 also occurs during this period.
- this fresh air pulsation is used. That is, the variable valve mechanism 38 has a peak portion where the pulsation of the gas flowing into and discharged from the cylinder during the above period occurs at the EGR branch point (that is, the connection point between the exhaust passage 14 and the EGR passage 28). While changing the exhaust valve opening timing EVO using the phase variable function, the EGR valve 32 is opened. By doing so, since fresh air flowing through the exhaust passage 14 can be introduced into the EGR passage 28, the EGR gas in the EGR cooler 30 can be replaced with fresh air. Therefore, it is possible to prevent the condensed water from being generated in the EGR cooler 30 while the engine 10 is stopped.
- FIG. 3 is a diagram showing an example of the advance angle of the valve opening timing EVO of the exhaust valve. If the engine speed NE decreases, the pulsation pulse interval increases. Then, as shown by arrows in FIGS. 3A and 3B, the peak portion of the pulsation of the gas discharged from the third cylinder moves from the EGR branch point to the cylinder head side.
- the valve opening timing EVO is advanced (the exhaust valve of the third cylinder is quickly opened). By making such adjustment, it is possible to shorten the time until the peak portion with high pulsation from the third cylinder reaches the EGR branch point as compared with the case of FIG. That is, the EGR gas in the EGR cooler 30 can be replaced in a short time.
- FIG. 4 is a diagram showing the relationship between the engine speed NE and the valve opening timing EVO.
- the valve opening timing EVO is advanced and changed from EVO 1 to EVO 2 , EVO 3 .
- the relationship in FIG. 4 is obtained by simulating the relationship between the engine speed NE and the valve opening timing EVO under the condition that the distance from the cylinder head of the engine 10 to the EGR branch point is known. Can do.
- a peak portion with low pulsation from each cylinder also passes through the EGR branch point.
- the pressure in the exhaust passage 14 becomes lower than the pressure in the intake passage 12 (that is, atmospheric pressure), and the fresh air that should have been introduced from the exhaust passage 14 to the EGR passage 28 may flow backward.
- the EGR valve 32 is opened only when the pressure at the EGR branch point is higher than the pressure in the intake passage 12. That is, the EGR valve 32 is closed when the pressure at the EGR branch point becomes lower than the pressure in the intake passage 12.
- a pressure map that defines a crank angle range in which the pressure at the EGR branch point is higher than the pressure in the intake passage 12 is stored in the ECU 50. It shall be.
- the pressure map is based on the condition that the distance from the cylinder head of the engine 10 to the EGR branch point is known, and the engine speed NE, the valve opening timing EVO, the pressure at the EGR branch point, and the crank angle. The relationship can be obtained by simulation or the like in advance.
- FIG. 5 is a flowchart showing a scavenging control routine executed by the ECU 50 in the first embodiment. Note that the routine shown in FIG. 5 is repeatedly executed while the engine 10 is operating.
- the ECU 50 determines whether the EGR gas scavenging conditions are successful (step 100).
- the scavenging condition is assumed to be satisfied when the ignition is switched from the ON state to the OFF state.
- the ECU 50 proceeds to step 110, and when it is determined that the scavenging condition is not satisfied, the routine is temporarily terminated.
- the LPL-EGR system has been described as an example.
- the scavenging control of the first embodiment is performed by the EGR passage connecting the intake passage 12 downstream of the intercooler 20 and the exhaust passage 14 upstream of the turbine 18b, the EGR cooler and the EGR valve provided in the EGR passage (both The present invention can also be applied to a high pressure loop (High HPL) EGR system composed of not shown. Furthermore, it can be applied to a non-supercharged EGR system that does not include the turbocharger 18 or the intercooler 20.
- High HPL high pressure loop
- the scavenging control is executed immediately before the engine 10 is stopped, but the execution timing of the exhaust control is not limited to this.
- the execution timing of the exhaust control is not limited to this.
- the EGR gas in the EGR cooler 30 can be replaced by the fresh air flowing through the exhaust passage 14. That is, it is possible to perform the same scavenging control before executing the scavenging control of the first embodiment. Therefore, by performing the exhaust control performed during the idling stop alone or in combination with the scavenging control of the first embodiment, generation of condensed water while the engine 10 is stopped can be satisfactorily prevented.
- FIG. 6 is a diagram showing a modification of the first embodiment.
- a normally closed check valve 40 is provided in the EGR passage 28 upstream of the EGR cooler 30.
- the check valve 40 is configured to open when the pressure in the exhaust passage 14 exceeds the pressure in the intake passage 12 (ie, atmospheric pressure). That is, when the pressure in the exhaust passage 14 is higher than the atmospheric pressure, the exhaust passage 14 and the EGR passage 28 communicate with each other, and the gas flowing through the exhaust passage 14 can flow into the EGR passage 28.
- the pulsation peak is adjusted using the relationship between the engine speed NE and the valve opening timing EVO (that is, the relationship shown in FIG. 4).
- the pulsation peak may be adjusted without using this relationship.
- the peak of the pulsation may be adjusted using a change in the intake flow rate detected by the air flow meter 16. If gas flows into the intake passage 12 from the EGR passage 28, the pulsation of this gas interferes with the intake air flowing through the intake passage 12, so that the intake flow rate changes. Therefore, by using this change to advance the valve opening timing EVO, as shown in FIG. 3C, the time until the peak portion with high pulsation reaches the EGR branch point can be shortened.
- the peak adjustment using the air flow meter 16 and the variable valve mechanism 38 may be performed for the purpose of further correcting the peak adjustment using the relationship shown in FIG.
- the “variable valve mechanism control means” in the first invention executes the process of step 140.
- the “EGR passage opening / closing means” in the present invention is realized respectively.
- the check valve 40 corresponds to the “EGR passage opening / closing means” in the first invention.
- the ECU 50 advances the valve opening timing EVO by using the change in the intake flow rate, thereby realizing the “valve opening timing adjusting means” in the fourth invention. ing.
- FIG. 2 a second embodiment of the present invention will be described with reference to FIG.
- the valve opening timing EVO of the exhaust valve is advanced using the phase variable function of the variable valve mechanism 38.
- the valve opening timing EVO is simply advanced, a problem arises because the valve overlap amount at which both the intake valve and the exhaust valve are opened changes. For example, if the valve overlap amount decreases, pump loss increases and drivability deteriorates. Therefore, in the present embodiment, control for changing the working angle EOA of the exhaust valve using the variable lift function of the variable valve mechanism 38 (working angle changing control) is executed.
- FIG. 7 is a diagram for explaining the operating angle change control in the second embodiment.
- the valve opening timing EVO is advanced from EVO 1 to EVO 2 and EVO 3 in accordance with the decrease in the engine speed NE.
- the working angle EOA is expanded from EOA 1 to EOA 2 and EOA 3 .
- the relationship between the engine speed NE and the operating angle EOA is obtained in advance by simulation or the like, mapped, and stored in the ECU 50.
- the working angle EOA is increased in accordance with the decrease in the engine speed NE.
- the engine speed NE may increase.
- the valve opening timing EVO is retarded in accordance with the increase in the engine speed NE. Therefore, if the operating angle EOA is simultaneously reduced, the same as in the present embodiment. An effect can be obtained.
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Abstract
Description
内燃機関の吸気通路と排気通路とを接続するEGR通路と、
前記EGR通路を開閉するEGR通路開閉手段と、
前記内燃機関の気筒に設けられた排気バルブと、
前記排気バルブの開弁特性を変更可能な可変動弁機構と、
前記可変動弁機構を制御する可変動弁機構制御手段と、を備え、
前記可変動弁機構制御手段は、燃料噴射の非実行中に前記排気バルブの開弁時期を変更して、前記排気通路内の圧力の振幅が極大となる位置を前記EGR通路と前記排気通路の接続部に一致させ、
前記EGR通路開閉手段は、燃料噴射の非実行中、前記接続部における圧力が前記吸気通路内の圧力よりも高いときは前記EGR通路を開き、前記接続部における圧力が前記吸気通路内の圧力以下のときは前記EGR通路を閉じることを特徴とする。
前記可変動弁機構は、前記内燃機関の回転数に応じて前記開弁時期を変更可能に構成され、
前記可変動弁機構制御手段は、前記回転数が低下するほど前記開弁時期を進角させることを特徴とする。
前記可変動弁機構は、前記回転数に応じて前記排気バルブの作用角を変更可能に構成され、
前記可変動弁機構制御手段は、前記回転数が低下するほど前記作用角を拡大させることを特徴とする。
前記吸気通路を流れる吸気流速の変化を検出するエアフロメータと、
燃料噴射の非実行中に前記エアフロメータで検出した吸気流速の変化により前記開弁時期を調節する開弁時期調節手段と、
を備えることを特徴とする。
[排気還流装置の構成]
先ず、図1乃至図5を参照しながら、本発明の実施の形態1について説明する。
図1は、実施の形態1の排気還流装置の構成を説明するための図である。本実施形態の排気還流装置は、内燃機関としてのエンジン10を備えている。エンジン10は直列4気筒のガソリンエンジンであり、その点火順序は1番→3番→4番→2番気筒であるものとする。なお、本発明において、エンジン10の気筒数および気筒配置はこれに限定されるものではない。エンジン10の各気筒には、燃料を噴射するためのインジェクタが(図示しない)が設置されている。
図1に示したEGR通路28、EGRクーラ30およびEGRバルブ32は、いわゆる低圧ループ(Low Pressure Loop: LPL)EGRシステムを構成する。LPL-EGRシステムによれば、コンプレッサ18a上流の吸気通路12に低圧のEGRガスを導入できる。つまり、過給前の吸気に低圧のEGRガスを導入できるので、EGRガスの大量導入が可能となる。また、LPL-EGRシステムによれば、EGRクーラ30によってEGRガスを冷却できる。従って、大量のEGRガスを冷却した上でエンジン10に還流させることができる。よって、燃焼温度の低下に伴うNOx排出量の低減といったEGRシステムによる効果を高めることが可能となる。
次に、図5を参照しながら、上述した機能を実現するための具体的な処理について説明する。図5は、実施の形態1において、ECU50により実行される掃気制御のルーチンを示すフローチャートである。なお、図5に示すルーチンは、エンジン10の運転中に繰り返して実行されるものとする。
また、上記実施の形態1の変形例においては、逆止弁40が上記第1の発明における「EGR通路開閉手段」に相当する。
また、上記実施の形態1の変形例において、ECU50が、上記吸気流量の変化を用いて開弁時期EVOの進角することにより、上記第4の発明における「開弁時期調節手段」が実現されている。
[実施の形態2の特徴]
次に図7を参照しながら、本発明の実施の形態2について説明する。
上記実施の形態1の掃気制御の実行の際には、可変動弁機構38の位相可変機能を用いて排気バルブの開弁時期EVOを進角した。しかしながら、単に開弁時期EVOを進角させると、吸気バルブと排気バルブとが共に開弁するバルブオーバーラップ量が変化するので不具合が生じる。例えば、バルブオーバーラップ量が減少すれば、ポンプ損失が大きくなり、ドライバビリティが悪化してしまう。そこで、本実施形態においては、可変動弁機構38のリフト可変機能を用いて排気バルブの作用角EOAを変更する制御(作用角変更制御)を実行することとしている。
12 吸気通路
14 排気通路
16 エアフロメータ
28 EGR通路
30 EGRクーラ
32 EGRバルブ
34 クランク角センサ
36 イグニッションキー
38 可変動弁機構
40 逆止弁
50 ECU
Claims (4)
- 内燃機関の吸気通路と排気通路とを接続するEGR通路と、
前記EGR通路を開閉するEGR通路開閉手段と、
前記内燃機関の気筒に設けられた排気バルブと、
前記排気バルブの開弁特性を変更可能な可変動弁機構と、
前記可変動弁機構を制御する可変動弁機構制御手段と、を備え、
前記可変動弁機構制御手段は、燃料噴射の非実行中に前記排気バルブの開弁時期を変更して、前記排気通路内の圧力の振幅が極大となる位置を前記EGR通路と前記排気通路の接続部に一致させ、
前記EGR通路開閉手段は、燃料噴射の非実行中、前記接続部における圧力が前記吸気通路内の圧力よりも高いときは前記EGR通路を開き、前記接続部における圧力が前記吸気通路内の圧力以下のときは前記EGR通路を閉じることを特徴とする排気還流装置。 - 前記可変動弁機構は、前記内燃機関の回転数に応じて前記開弁時期を変更可能に構成され、
前記可変動弁機構制御手段は、前記回転数が低下するほど前記開弁時期を進角させることを特徴とする請求項1に記載の排気還流装置。 - 前記可変動弁機構は、前記回転数に応じて前記排気バルブの作用角を変更可能に構成され、
前記可変動弁機構制御手段は、前記回転数が低下するほど前記作用角を拡大させることを特徴とする請求項2に記載の排気還流装置。 - 前記吸気通路を流れる吸気流速の変化を検出するエアフロメータと、
燃料噴射の非実行中に前記エアフロメータで検出した吸気流速の変化により前記開弁時期を調節する開弁時期調節手段と、
を備えることを特徴とする請求項1乃至3何れか1項に記載の排気還流装置。
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PCT/JP2013/063143 WO2014181461A1 (ja) | 2013-05-10 | 2013-05-10 | 排気還流装置 |
EP13883894.1A EP2998561A4 (en) | 2013-05-10 | 2013-05-10 | Exhaust gas recirculation device |
US14/888,846 US9874165B2 (en) | 2013-05-10 | 2013-05-10 | Exhaust gas recirculation device |
JP2015515728A JP5967301B2 (ja) | 2013-05-10 | 2013-05-10 | 排気還流装置 |
CN201380075930.7A CN105164398B (zh) | 2013-05-10 | 2013-05-10 | 排气回流装置 |
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JP7129755B2 (ja) * | 2016-11-30 | 2022-09-02 | 三菱重工業株式会社 | 舶用ディーゼルエンジン |
CN108266281B (zh) * | 2016-12-30 | 2020-05-08 | 长城汽车股份有限公司 | 车辆的喷油量控制方法、装置及车辆 |
JP6834938B2 (ja) * | 2017-12-29 | 2021-02-24 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP6943200B2 (ja) * | 2018-02-13 | 2021-09-29 | トヨタ自動車株式会社 | ハイブリッド車両 |
US11066062B2 (en) * | 2018-10-19 | 2021-07-20 | Ford Global Technologies, Llc | Systems and methods for reducing engine compression torque |
KR20220080992A (ko) * | 2020-12-08 | 2022-06-15 | 현대자동차주식회사 | 엔진의 egr 쿨러의 막힘 방지 방법 및 그 방지 장치 |
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US9874165B2 (en) | 2018-01-23 |
US20160076470A1 (en) | 2016-03-17 |
CN105164398A (zh) | 2015-12-16 |
CN105164398B (zh) | 2017-06-16 |
EP2998561A4 (en) | 2017-11-29 |
EP2998561A1 (en) | 2016-03-23 |
JP5967301B2 (ja) | 2016-08-10 |
JPWO2014181461A1 (ja) | 2017-02-23 |
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