JP2012062826A - Low pressure egr device - Google Patents

Low pressure egr device Download PDF

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JP2012062826A
JP2012062826A JP2010208012A JP2010208012A JP2012062826A JP 2012062826 A JP2012062826 A JP 2012062826A JP 2010208012 A JP2010208012 A JP 2010208012A JP 2010208012 A JP2010208012 A JP 2010208012A JP 2012062826 A JP2012062826 A JP 2012062826A
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Prior art keywords
pressure egr
low pressure
intake
driven arm
low
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JP5170191B2 (en
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Koji Hashimoto
考司 橋本
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Denso Corp
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Denso Corp
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Priority to JP2010208012A priority Critical patent/JP5170191B2/en
Priority to IT001562A priority patent/ITMI20111562A1/en
Priority to DE102011053664.7A priority patent/DE102011053664B4/en
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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
    • F02M26/65—Constructional details of EGR valves
    • F02M26/70—Flap valves; Rotary valves; Sliding valves; Resilient valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—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
    • 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
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F02M26/21—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system with EGR valves located at or near the connection to the intake system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/52—Systems for actuating EGR valves
    • F02M26/64—Systems for actuating EGR valves the EGR valve being operated together with an intake air throttle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
    • F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/24—Layout, e.g. schematics with two or more coolers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/25—Layout, e.g. schematics with coolers having bypasses

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

PROBLEM TO BE SOLVED: To avoid a defect that a driven arm rotates by an external force applied to an intake throttle valve, a roller acts as a bolt to a cam groove and causes a cam plate to be locked.SOLUTION: A low pressure EGR valve unit 40 is provided with a mechanical stopper 14 which prevents a driven arm angle Aθ from being smaller than 0° by the driven arm 11 abutting against a convex section 13. Hence the "actual driven arm angle Aθ" does not become smaller than 0° even if the external force such as intake pulsation or back fire acts on the intake throttle valve 5 and a rotating force is applied to the driven arm 11. As a result the defect of a cam groove engaging section 10 acting as the bolt to the cam groove 8 even if the external force is applied to the intake throttle valve 5 is prevented from occurring and the defect of the cam plate 9 being locked can be avoided.

Description

本発明は、エンジン（燃料の燃焼により動力を発生させる内燃機関）の排気ガスの一部を、排気通路の低排気圧範囲（排気圧が低い範囲）から、吸気通路の低吸気負圧発生範囲（吸気負圧の発生が弱い範囲）へ戻す低圧ＥＧＲ装置に関する。   The present invention relates to a part of exhaust gas of an engine (an internal combustion engine that generates power by combustion of fuel) from a low exhaust pressure range of the exhaust passage (a range where the exhaust pressure is low) to a low intake negative pressure generation range of the intake passage. The present invention relates to a low pressure EGR device for returning to (a range where the generation of intake negative pressure is weak).

〔従来技術〕
エンジン燃焼室の燃焼温度を抑えることで、排気ガス中におけるＮＯｘ（窒素酸化物）の発生（あるいはノッキングの発生）を抑える高圧ＥＧＲ装置が知られている。
この高圧ＥＧＲ装置は、従来より一般的にＥＧＲ装置と呼ばれているものであり、排気通路を流れる排気ガスの一部をＥＧＲガスとして、吸気通路におけるスロットルバルブの吸気下流側（高吸気負圧発生範囲）に戻すことで、吸気の一部に不燃ガスであるＥＧＲガスを混入させて、エンジンの燃焼温度を抑える技術である。 [Conventional technology]
A high-pressure EGR device that suppresses generation of NOx (nitrogen oxide) in exhaust gas (or generation of knocking) by suppressing the combustion temperature in the engine combustion chamber is known.
This high-pressure EGR device is conventionally called an EGR device, and a part of the exhaust gas flowing through the exhaust passage is used as EGR gas, and the intake valve downstream side (high intake negative pressure) of the throttle valve in the intake passage. This is a technique for reducing the combustion temperature of the engine by returning to the generation range) and mixing EGR gas that is non-combustible gas into a part of the intake air.

なお、高圧ＥＧＲ装置においてＥＧＲガスを吸気側へ戻す高圧ＥＧＲ流路には、高圧ＥＧＲ流路の開度調整を行なう高圧ＥＧＲ調整弁が設けられており、この高圧ＥＧＲ調整弁は、エンジンの運転状態（エンジン回転数、エンジン負荷など）に応じたＥＧＲ量（単位時間あたりの排気ガス還流量）が得られるようにＥＣＵ（エンジン・コントロール・ユニットの略）により開度制御される。   In the high pressure EGR device, the high pressure EGR flow path for returning the EGR gas to the intake side is provided with a high pressure EGR adjustment valve for adjusting the opening of the high pressure EGR flow path. The opening degree is controlled by an ECU (abbreviation of engine control unit) so as to obtain an EGR amount (exhaust gas recirculation amount per unit time) according to the state (engine speed, engine load, etc.).

一方、近年では、広い運転範囲でエンジンの燃焼温度を抑える技術として、高圧ＥＧＲ装置とは別に、低圧ＥＧＲ装置を搭載する技術が提案されている（例えば、特許文献１参照）。
低圧ＥＧＲ装置は、排気通路における低排気圧範囲の排気ガスの一部を、吸気通路における低吸気負圧発生範囲に戻すことで、少量のＥＧＲガスをエンジンの吸気側へ戻す装置である。
これにより、高圧ＥＧＲ装置では実現困難であった、例えばエンジン負荷の大きい運転領域に、低濃度のＥＧＲガスの供給が可能になる。 On the other hand, in recent years, as a technique for suppressing the combustion temperature of the engine in a wide operating range, a technique for mounting a low-pressure EGR device has been proposed in addition to the high-pressure EGR device (see, for example, Patent Document 1).
The low pressure EGR device is a device that returns a small amount of EGR gas to the intake side of the engine by returning a part of the exhaust gas in the low exhaust pressure range in the exhaust passage to the low intake negative pressure generation range in the intake passage.
This makes it possible to supply low-concentration EGR gas, for example, in an operation region where the engine load is large, which is difficult to achieve with a high-pressure EGR device.

なお、低圧ＥＧＲ装置においてＥＧＲガスを吸気側へ戻す低圧ＥＧＲ流路には、低圧ＥＧＲ流路の開度調整を行なう低圧ＥＧＲ調整弁が設けられており、この低圧ＥＧＲ調整弁も、上述した高圧ＥＧＲ調整弁と同様、エンジンの運転状態（エンジン回転数、エンジン負荷など）に応じたＥＧＲ量が得られるように、ＥＣＵにより開度制御される。   In the low pressure EGR device, the low pressure EGR flow path for returning the EGR gas to the intake side is provided with a low pressure EGR adjustment valve for adjusting the opening of the low pressure EGR flow path. As with the EGR adjustment valve, the opening degree is controlled by the ECU so that an EGR amount corresponding to the engine operating state (engine speed, engine load, etc.) can be obtained.

〔背景技術〕
低圧ＥＧＲ装置は、排気通路における低排気圧範囲の排気ガスの一部を、吸気通路における低吸気負圧発生範囲に戻すものである。
このため、低圧ＥＧＲ装置を用いて多量のＥＧＲガスをエンジンに戻すことが要求されるエンジンの運転領域が存在しても、その要求に対応することができなかった。 [Background Technology]
The low pressure EGR device returns a part of the exhaust gas in the low exhaust pressure range in the exhaust passage to the low intake negative pressure generation range in the intake passage.
For this reason, even if there is an engine operating region in which a large amount of EGR gas is required to be returned to the engine using the low-pressure EGR device, the request cannot be met.

そこで、低圧ＥＧＲ装置がＥＧＲガスを戻す部位の吸気通路に、吸気負圧を発生可能な吸気絞り弁（吸気負圧発生弁）を設け、低圧ＥＧＲ装置を用いて多量のＥＧＲガスをエンジンへ戻したい運転領域では、吸気絞り弁を閉じる方向（吸気負圧が発生する方向）に制御することが考えられる。
即ち、低圧ＥＧＲ装置を用いて大きなＥＧＲ量を得たい運転領域では、吸気絞り弁で吸気負圧を発生させて多量のＥＧＲガスをエンジンに戻すことが考えられる。 Therefore, an intake throttle valve (intake negative pressure generating valve) capable of generating intake negative pressure is provided in the intake passage where the low pressure EGR device returns EGR gas, and a large amount of EGR gas is returned to the engine using the low pressure EGR device. In a desired operating range, it is conceivable to control the intake throttle valve in the closing direction (the direction in which intake negative pressure is generated).
That is, in an operation region where a large EGR amount is desired to be obtained using the low pressure EGR device, it is conceivable that a large amount of EGR gas is returned to the engine by generating an intake negative pressure with the intake throttle valve.

しかるに、低圧ＥＧＲ調整弁は、上述したように、エンジン回転数やエンジン負荷等に応じて開度制御されるものである。
一方、吸気絞り弁は、ＥＣＵにより大きなＥＧＲ量を得たい運転領域の時だけ、閉じる方向に制御されるものである。 However, as described above, the opening degree of the low pressure EGR regulating valve is controlled according to the engine speed, the engine load, and the like.
On the other hand, the intake throttle valve is controlled in the closing direction only when the ECU is in an operating region where a large EGR amount is desired.

このように、低圧ＥＧＲ調整弁と吸気絞り弁は、それぞれが別の運転要因に基づいて作動制御されるものであるため、低圧ＥＧＲ調整弁と吸気絞り弁は、それぞれが独立して操作される。
このため、低圧ＥＧＲ調整弁を駆動するための「専用のアクチュエータ」と、吸気絞り弁を駆動するための「専用のアクチュエータ」とが必要となり、コストアップ、体格アップ、重量アップの要因になってしまう。 Thus, since the low-pressure EGR adjustment valve and the intake throttle valve are each controlled by operation based on different operating factors, the low-pressure EGR adjustment valve and the intake throttle valve are operated independently. .
For this reason, a “dedicated actuator” for driving the low-pressure EGR adjustment valve and a “dedicated actuator” for driving the intake throttle valve are required, resulting in an increase in cost, physique and weight. End up.

このため、小型化、軽量化、コスト削減などの目的で、低圧ＥＧＲ調整弁と吸気絞り弁とを１つの電動アクチュエータ（電動モータ＋減速機構）で駆動する要求がある。
そこで、１つの電動アクチュエータで低圧ＥＧＲ調整弁を駆動するように設けるとともに、１つの電動アクチュエータの出力をリンク装置で変換させてから吸気絞り弁に伝えることが提案されている（周知技術ではない）。 For this reason, there is a demand for driving the low-pressure EGR adjustment valve and the intake throttle valve with one electric actuator (electric motor + deceleration mechanism) for the purpose of downsizing, lightening, and cost reduction.
Therefore, it has been proposed to drive the low-pressure EGR adjustment valve with one electric actuator and to transmit the output of one electric actuator to the intake throttle valve after converting it with a link device (not a well-known technique). .

リンク装置の具体例を、図５を参照して説明する（図５に示す技術は、周知の技術ではない）。なお、後述する［発明を実施するための形態］および［実施例］と同一符号は、同一機能物を示すものである。
図５に示すリンク装置７は、
・カム溝８が形成され、低圧ＥＧＲ調整弁４と一体に回動するカムプレート９と、
・カム溝８に嵌まり合うカム溝係合部１０を有し、吸気絞り弁５と一体に回動する従動アーム１１とを備える。
なお、図５のカム溝係合部１０は、ローラ１０ａと軸部１０ｂで構成されるものである。 A specific example of the link device will be described with reference to FIG. 5 (the technique shown in FIG. 5 is not a well-known technique). In addition, the same code | symbol as the [form for inventing] mentioned later and [Example] shows the same function thing.
The link device 7 shown in FIG.
A cam plate 9 in which a cam groove 8 is formed and rotates integrally with the low pressure EGR adjustment valve 4;
A cam groove engaging portion 10 that fits into the cam groove 8 is provided, and a driven arm 11 that rotates integrally with the intake throttle valve 5 is provided.
In addition, the cam groove engaging part 10 of FIG. 5 is comprised by the roller 10a and the axial part 10b.

そして、電動アクチュエータ６（例えば、電動モータ４４＋減速機構４５）によって低圧ＥＧＲ調整弁４が全閉開度θ０から中間開度θ１の区間では、低圧ＥＧＲ調整弁４だけが回動して吸気絞り弁５が全開状態に維持される。
また、電動アクチュエータ６によって低圧ＥＧＲ調整弁４が中間開度θ１から全開開度θ２の区間では、低圧ＥＧＲ調整弁４の開度変化に伴い、吸気絞り弁５の開度も変化する。 When the low pressure EGR adjustment valve 4 is moved by the electric actuator 6 (for example, the electric motor 44 + the speed reduction mechanism 45) from the fully closed opening θ0 to the intermediate opening θ1, only the low pressure EGR adjustment valve 4 is rotated and the intake throttle valve is rotated. 5 is kept fully open.
In addition, when the low pressure EGR adjustment valve 4 is in the interval from the intermediate opening θ1 to the fully open opening θ2 by the electric actuator 6, the opening of the intake throttle valve 5 also changes as the opening of the low pressure EGR adjustment valve 4 changes.

〔従来技術の問題点〕
ここで、リンク装置７は、カムプレート９の回動に伴うカム溝係合部１０の変位を円滑に行なう目的で、従動アーム角Ａθの変化範囲が、常に０°より大きく設けられている。即ち、従動アーム角Ａθが「設計上は０°＜Ａθ」に設けられている。
なお、従動アーム角Ａθは、従動アーム１１の回動位置を表す角度であり、「低圧ＥＧＲ調整弁４の回転中心と吸気絞り弁５の回転中心を結ぶ基準線Ｌ０」に対する「低圧ＥＧＲ調整弁４の回転中心とカム溝係合部１０（ローラ１０ａの回転中心）を結ぶ回動線Ｌ１」の角度で表したものである。 [Problems of the prior art]
Here, the link device 7 is always provided with a change range of the driven arm angle Aθ larger than 0 ° for the purpose of smoothly displacing the cam groove engaging portion 10 with the rotation of the cam plate 9. In other words, the driven arm angle Aθ is set to “0 ° <Aθ by design”.
The driven arm angle Aθ is an angle representing the rotational position of the driven arm 11, and “the low pressure EGR adjustment valve relative to the“ reference line L 0 connecting the rotation center of the low pressure EGR adjustment valve 4 and the rotation center of the intake throttle valve 5 ”. 4 is represented by an angle of a rotation line L1 connecting the rotation center 4 and the cam groove engaging portion 10 (rotation center of the roller 10a).

しかしながら、現実には、吸気脈動やバックファイヤ等の外力が吸気絞り弁５に作用し、従動アーム１１が回動変位して、実際の従動アーム１１における従動アーム角Ａθが、０°より小さくなる可能性がある。
即ち、従動アーム角Ａθは、「設計上は０°＜Ａθ」であっても、「実際はＡθ＜０°」になる可能性がある。 However, in reality, an external force such as intake pulsation or backfire acts on the intake throttle valve 5, the driven arm 11 is rotationally displaced, and the driven arm angle Aθ in the actual driven arm 11 becomes smaller than 0 °. there is a possibility.
That is, the driven arm angle Aθ may be “actually Aθ <0 °” even if “designally 0 ° <Aθ”.

このことを、図５を参照して具体的に説明する。
カム溝８とローラ１０ａとの間には、クリアランス（製造上の公差等を含む）が存在する。また、ローラ１０ａを支持する軸部１０ｂが外力によって撓む可能性もある。
このため、図５（ａ）の状態（低圧ＥＧＲ調整弁４が全閉開度θ０）において、吸気絞り弁５に図示右回り（時計回り）の外力を与えると、図５（ｂ）に示すように従動アーム１１も図示右回りに回動し（この時、カムプレート９は停止している）、設計上は回動線Ｌ１（低圧ＥＧＲ調整弁４が全閉開度θ０における位置）であったものが、回動線Ｌ１’に変化して「実際の従動アーム角Ａθ」が０°より小さくなってしまう。即ち、従動アーム角Ａθが「実際はＡθ＜０°」になってしまう。 This will be specifically described with reference to FIG.
There is a clearance (including manufacturing tolerances) between the cam groove 8 and the roller 10a. Further, the shaft portion 10b that supports the roller 10a may be bent by an external force.
For this reason, in the state of FIG. 5A (low pressure EGR adjustment valve 4 is fully closed opening θ0), when a clockwise external force (clockwise) is applied to the intake throttle valve 5, it is shown in FIG. 5B. The follower arm 11 also rotates clockwise as shown in the figure (the cam plate 9 is stopped at this time), and is designed by the rotation line L1 (the position of the low pressure EGR adjustment valve 4 at the fully closed opening θ0). What is present changes to the rotation line L1 ′, and the “actual driven arm angle Aθ” becomes smaller than 0 °. That is, the driven arm angle Aθ becomes “actually Aθ <0 °”.

このように｛図５（ｂ）に示すように｝、「実際の従動アーム角Ａθ」が０°より小さくなると（Ａθ＜０°）、カム溝係合部１０がカム溝８に対して閂（かんぬき：押さえつけて動かなくする）として作用し、カムプレート９のロックが発生する懸念がある。
即ち、「設計上は０°＜Ａθ」であっても「実際はＡθ＜０°」になってカムプレート９がロックする可能性があり、電動アクチュエータ６を通電制御しても、カムプレート９が回動せず、低圧ＥＧＲ調整弁４および吸気絞り弁５の開度制御ができなくなる懸念がある。 As described above (as shown in FIG. 5B), when the “actual driven arm angle Aθ” is smaller than 0 ° (Aθ <0 °), the cam groove engaging portion 10 is There is a concern that the cam plate 9 may be locked.
That is, even if “designed 0 ° <Aθ”, “actually Aθ <0 °” may occur and the cam plate 9 may be locked. Even if the electric actuator 6 is energized and controlled, the cam plate 9 There is a concern that the opening of the low pressure EGR adjustment valve 4 and the intake throttle valve 5 cannot be controlled without rotating.

特開２００８−１５０９５５号公報JP 2008-150955 A

本発明は、上記問題点に鑑みてなされたものであり、その目的は、「設計上は０°＜Ａθ」であっても「実際はＡθ＜０°」になってカムプレートがロックする不具合を回避できる低圧ＥＧＲ装置の提供にある。   The present invention has been made in view of the above problems, and its purpose is to solve the problem that even if “0 ° <Aθ by design”, “actually Aθ <0 °”, the cam plate is locked. The object is to provide a low-pressure EGR device that can be avoided.

［請求項１の手段］
請求項１の手段を採用する低圧ＥＧＲ装置は、メカストッパ（部材と部材の当接によって従動アームの回動範囲を規制する手段）によって、従動アームの最小角を、０°以上（具体的には、０°以上で最小アーム角Ａθ０以下の角度範囲内）に規制する。
これにより、吸気脈動やバックファイヤ等の外力が吸気絞り弁に作用し、従動アームに回動する力が加えられても、「実際の従動アーム角Ａθ」が０°より小さくなることがない。
このため、吸気絞り弁に外力が加えられても、カム溝係合部がカム溝に対して閂として作用する不具合がなく、カムプレートがロックする不具合を回避することができ、低圧ＥＧＲ調整弁の信頼性を高めることができる。 [Means of claim 1]
The low-pressure EGR device employing the means of claim 1 has a minimum angle of the driven arm of 0 ° or more (specifically, by means of a mechanical stopper (means for regulating the rotation range of the driven arm by contact between the members)). Within the angle range of 0 ° or more and the minimum arm angle Aθ0 or less).
Thus, even if an external force such as intake pulsation or backfire acts on the intake throttle valve and a rotating force is applied to the driven arm, the “actual driven arm angle Aθ” does not become smaller than 0 °.
For this reason, even when an external force is applied to the intake throttle valve, there is no problem that the cam groove engaging portion acts as a hook against the cam groove, and the problem that the cam plate is locked can be avoided. Can improve the reliability.

［請求項２の手段］
請求項２の手段のカム溝係合部は、カム溝内に嵌まり合うローラと、従動アームの回動端側に固定されてローラを回転自在に支持する軸部とを備える。
これにより、カム溝とローラとの間にクリアランスが存在しても、ローラを支持する軸部に撓みが生じても、「実際の従動アーム角Ａθ」の最小角を、０°以上に規制することができる。 [Means of claim 2]
The cam groove engaging portion of the means of claim 2 includes a roller that fits in the cam groove, and a shaft portion that is fixed to the rotating end side of the driven arm and rotatably supports the roller.
As a result, even if there is a clearance between the cam groove and the roller or the shaft portion supporting the roller is bent, the minimum angle of the “actual driven arm angle Aθ” is restricted to 0 ° or more. be able to.

［請求項３の手段］
請求項３の手段は、メカストッパを成す一方の部材がバルブハウジングの外部において回動する従動アームであり、メカストッパを成す他方の部材がバルブハウジングの外壁に設けられた凸部である。
そして、従動アームがバルブハウジングの外壁の凸部に当接することで、従動アームの実質的な最小角を０°以上に規制することができる。 [Means of claim 3]
According to the third aspect of the present invention, one member forming the mechanical stopper is a driven arm that rotates outside the valve housing, and the other member forming the mechanical stopper is a convex portion provided on the outer wall of the valve housing.
And a substantial minimum angle | corner of a driven arm can be controlled to 0 degree or more because a driven arm contacts the convex part of the outer wall of a valve housing.

［請求項４の手段］
請求項４の手段は、メカストッパを成す一方の部材が吸気絞り弁であり、メカストッパを成す他方の部材が吸気通路の内壁に形成された突起部である。
そして、吸気絞り弁が突起部に当接することで、従動アームの実質的な最小角を０°以上に規制することができる。 [Means of claim 4]
According to a fourth aspect of the present invention, one member forming the mechanical stopper is an intake throttle valve, and the other member forming the mechanical stopper is a protrusion formed on the inner wall of the intake passage.
The substantial minimum angle of the driven arm can be regulated to 0 ° or more by the intake throttle valve coming into contact with the protrusion.

低圧ＥＧＲ調整弁と吸気絞り弁の概略図である（実施例）。It is the schematic of a low pressure EGR adjustment valve and an intake throttle valve (Example). エンジンの吸排気システムの概略説明図である（実施例）。It is a schematic explanatory drawing of an intake-exhaust system of an engine (example). 低圧ＥＧＲ調整弁の回転角度に応じたＥＧＲ流量と吸気流量との関係を示すグラフである（実施例）。It is a graph which shows the relationship between the EGR flow volume according to the rotation angle of the low pressure EGR regulating valve, and the intake flow volume (Example). 高圧／低圧ＥＧＲ量制御プログラムにおけるＥＧＲ制御の説明図である（実施例）。It is explanatory drawing of EGR control in a high voltage / low pressure EGR amount control program (Example). 低圧ＥＧＲ調整弁と吸気絞り弁の概略図である（提案技術）。It is the schematic of a low pressure EGR adjustment valve and an intake throttle valve (proposed technique).

図面を参照して［発明を実施するための形態］を説明する。
低圧ＥＧＲ装置１は、
・吸気通路２にＥＧＲガスを導く低圧ＥＧＲ流路３の開度調整を行なう低圧ＥＧＲ調整弁４と、
・吸気通路２と低圧ＥＧＲ流路３の合流部に吸気負圧を発生させる吸気絞り弁５と、
・低圧ＥＧＲ調整弁４を駆動する１つの電動アクチュエータ６と、
・この電動アクチュエータ６の出力特性を変化させて吸気絞り弁５を駆動するリンク装置７とを備える。 [Description of Embodiments] [Mode for carrying out the invention] will be described with reference to the drawings.
The low pressure EGR device 1 is
A low pressure EGR adjustment valve 4 for adjusting the opening degree of the low pressure EGR flow path 3 for introducing EGR gas to the intake passage 2;
An intake throttle valve 5 that generates a negative intake pressure at the junction of the intake passage 2 and the low pressure EGR flow path 3;
One electric actuator 6 that drives the low pressure EGR regulating valve 4;
A link device 7 that drives the intake throttle valve 5 by changing the output characteristics of the electric actuator 6 is provided.

リンク装置７は、
・カム溝８を有し、低圧ＥＧＲ調整弁４と一体に回動するカムプレート９と、
・カム溝８に係合するカム溝係合部１０を有し、吸気絞り弁５と一体に回動する従動アーム１１とを備える。 The link device 7
A cam plate 9 having a cam groove 8 and rotating integrally with the low pressure EGR adjustment valve 4;
A cam groove engaging portion 10 that engages with the cam groove 8 and a driven arm 11 that rotates together with the intake throttle valve 5 are provided.

従動アーム１１の従動アーム角Ａθを「低圧ＥＧＲ調整弁４の回転中心と吸気絞り弁５の回転中心を結ぶ基準線Ｌ０」に対する「低圧ＥＧＲ調整弁４の回転中心とカム溝係合部１０を結ぶ回動線Ｌ１」の角度で表した場合に、
カムプレート９の回動に伴う「設計上の従動アーム角Ａθ」の変化範囲が、常に０°より大きく設けられる。 The driven arm angle Aθ of the driven arm 11 is set to “the rotation center of the low pressure EGR adjustment valve 4 and the cam groove engaging portion 10 relative to the“ reference line L0 connecting the rotation center of the low pressure EGR adjustment valve 4 and the rotation center of the intake throttle valve 5 ”. When expressed by the angle of the connecting line L1 ",
The change range of the “designed driven arm angle Aθ” accompanying the rotation of the cam plate 9 is always set to be larger than 0 °.

「設計上の従動アーム角Ａθ」の変化範囲のうちの最小アーム角をＡθ０とする。
低圧ＥＧＲ装置１は、部材と部材（例えば、従動アーム１１とバルブハウジング１２の凸部１３）の当接によって、従動アーム１１の最小角を、０°以上（具体的には、０°以上で最小アーム角Ａθ０以下の角度範囲内）に規制するメカストッパ１４を備える。 The minimum arm angle in the change range of the “designed driven arm angle Aθ” is Aθ0.
The low pressure EGR device 1 has a minimum angle of the driven arm 11 of 0 ° or more (specifically, 0 ° or more) by contact between a member and a member (for example, the driven arm 11 and the convex portion 13 of the valve housing 12). A mechanical stopper 14 is provided that regulates the angle within an angle range of the minimum arm angle Aθ0 or less.

以下において本発明が適用された具体的な一例（実施例）を、図面を参照して説明する。実施例は具体的な一例を開示するものであって、本発明が実施例に限定されないことは言うまでもない。なお、以下の実施例において上記［発明を実施するための形態］と同一符号は、同一機能物を示すものである。   Hereinafter, a specific example (example) to which the present invention is applied will be described with reference to the drawings. The embodiment discloses a specific example, and it goes without saying that the present invention is not limited to the embodiment. In the following embodiments, the same reference numerals as those in the “DETAILED DESCRIPTION OF THE INVENTION” denote the same functional objects.

〔エンジン吸排気システムの概略説明〕
先ず、図２〜図４を参照してエンジン吸排気システムを説明する。
エンジン吸排気システムには、高圧ＥＧＲ装置２１と低圧ＥＧＲ装置１が設けられている。
高圧ＥＧＲ装置２１は、高排気圧範囲（ＤＰＦ２２の排気上流側で、高い排気圧が発生する範囲）の排気通路２３の内部と、高吸気負圧発生範囲（スロットルバルブ２４の吸気下流側で、高い吸気負圧が発生する範囲）の吸気通路２の内部とを接続して、多量のＥＧＲガスをエンジンへ戻すことを得意とする排気ガス再循環装置であり、排気ガスの一部をＥＧＲガスとして吸気通路２の吸気下流側へ戻す高圧ＥＧＲ流路２５を備えている。
具体的な一例として、図２の高圧ＥＧＲ流路２５は、排気通路２３側がエキゾーストマニホールドに接続され、吸気通路２側がインテークマニホールドのサージタンク２６に接続されている。 [Outline of engine intake and exhaust system]
First, an engine intake / exhaust system will be described with reference to FIGS.
The engine intake / exhaust system is provided with a high pressure EGR device 21 and a low pressure EGR device 1.
The high pressure EGR device 21 includes a high exhaust pressure range (a range where high exhaust pressure is generated on the upstream side of the DPF 22) and a high intake negative pressure generation range (on the intake downstream side of the throttle valve 24). This is an exhaust gas recirculation device that is good at returning a large amount of EGR gas to the engine by connecting with the inside of the intake passage 2 in a range where high intake negative pressure is generated), and part of the exhaust gas is EGR gas. Is provided with a high pressure EGR flow path 25 that returns the intake passage 2 to the intake downstream side.
As a specific example, the high pressure EGR flow path 25 of FIG. 2 has an exhaust passage 23 side connected to an exhaust manifold and an intake passage 2 side connected to a surge tank 26 of an intake manifold.

図２に示す高圧ＥＧＲ装置２１には、高圧ＥＧＲ流路２５の途中に、高圧ＥＧＲ流路２５の開度を調整することでＥＧＲガスの流量調整を行なう高圧ＥＧＲ調整弁２７と、吸気側に戻されるＥＧＲガスの冷却を行なう高圧ＥＧＲクーラ２８と、吸気側に戻されるＥＧＲガスを高圧ＥＧＲクーラ２８から迂回させる高圧クーラバイパス２９と、高圧ＥＧＲクーラ２８と高圧クーラバイパス２９の切り替えを行なう高圧ＥＧＲクーラ切替弁３０とが設けられている。
なお、図２は具体例であり、高圧ＥＧＲクーラ２８、高圧クーラバイパス２９および高圧ＥＧＲクーラ切替弁３０を搭載しないものであっても良い。 The high-pressure EGR device 21 shown in FIG. 2 includes a high-pressure EGR adjustment valve 27 that adjusts the flow rate of the EGR gas by adjusting the opening degree of the high-pressure EGR passage 25 in the middle of the high-pressure EGR passage 25, and the intake side. The high pressure EGR cooler 28 that cools the returned EGR gas, the high pressure cooler bypass 29 that bypasses the EGR gas returned to the intake side from the high pressure EGR cooler 28, and the high pressure EGR that switches between the high pressure EGR cooler 28 and the high pressure cooler bypass 29. A cooler switching valve 30 is provided.
FIG. 2 is a specific example, and the high pressure EGR cooler 28, the high pressure cooler bypass 29, and the high pressure EGR cooler switching valve 30 may not be mounted.

低圧ＥＧＲ装置１は、低排気圧範囲（ＤＰＦ２２の排気下流側で、低い排気圧が発生する範囲）の排気通路２３の内部と、低吸気負圧発生範囲（スロットルバルブ２４の吸気上流側で、低い吸気負圧が発生する範囲）の吸気通路２の内部とを接続して、少量のＥＧＲガスをエンジンに戻すことを得意とする排気ガス再循環装置であり、排気ガスの一部をＥＧＲガスとして吸気通路２の吸気上流側に戻す低圧ＥＧＲ流路３を備えている。
具体的な一例として、図２の低圧ＥＧＲ流路３は、排気通路２３側がＤＰＦ２２より排気下流側の排気管に接続され、吸気通路２側がターボチャージャのコンプレッサ３１より吸気上流側の吸気管に接続されている。 The low pressure EGR device 1 includes an exhaust passage 23 in a low exhaust pressure range (a range where low exhaust pressure is generated on the exhaust downstream side of the DPF 22) and a low intake negative pressure generation range (on the intake upstream side of the throttle valve 24). This is an exhaust gas recirculation device that is good at returning a small amount of EGR gas to the engine by connecting the inside of the intake passage 2 in a range where low intake negative pressure is generated), and a part of the exhaust gas is EGR gas. Is provided with a low pressure EGR flow path 3 returning to the intake upstream side of the intake path 2.
As a specific example, the low pressure EGR flow path 3 in FIG. 2 is connected to the exhaust pipe on the exhaust downstream side of the DPF 22 on the exhaust passage 23 side, and connected to the intake pipe on the upstream side of the intake air from the compressor 31 of the turbocharger. Has been.

低圧ＥＧＲ装置１には、低圧ＥＧＲ流路３の途中に、低圧ＥＧＲ流路３の開度を調整することでＥＧＲガスの流量調整を行なう低圧ＥＧＲ調整弁４と、吸気側に戻されるＥＧＲガスの冷却を行なう低圧ＥＧＲクーラ３２とが設けられている。
また、低圧ＥＧＲ装置１は、吸気通路２と低圧ＥＧＲ流路３の合流部に吸気負圧を発生させるための吸気絞り弁５を設けている。 The low-pressure EGR device 1 includes a low-pressure EGR adjustment valve 4 that adjusts the flow rate of the EGR gas by adjusting the opening degree of the low-pressure EGR flow path 3 in the middle of the low-pressure EGR flow path 3, and an EGR gas that is returned to the intake side. And a low-pressure EGR cooler 32 for cooling the air.
Further, the low pressure EGR device 1 is provided with an intake throttle valve 5 for generating an intake negative pressure at the junction of the intake passage 2 and the low pressure EGR flow path 3.

この吸気絞り弁５は、吸気通路２を最大に絞った状態であっても、吸気通路２の一部を開放するように設けられるものである。具体的には、吸気絞り弁５が吸気通路２を最大に絞った状態であっても、吸気通路２の例えば１０％ほどを開放するように設けられるものである（図３の実線Ｙの最小流量参照）。   The intake throttle valve 5 is provided so as to open a part of the intake passage 2 even when the intake passage 2 is throttled to the maximum. Specifically, even when the intake throttle valve 5 is in a state where the intake passage 2 is maximally throttled, for example, about 10% of the intake passage 2 is opened (the minimum of the solid line Y in FIG. 3). See flow rate).

次に、高圧ＥＧＲ装置２１および低圧ＥＧＲ装置１の制御を行なうＥＣＵを説明する。ＥＣＵは、高圧ＥＧＲ装置２１および低圧ＥＧＲ装置１の運転制御を行なうＥＧＲ制御プログラムが搭載されている。
このＥＧＲ制御プログラムは、
（ｉ）エンジンの暖気状態（例えば、エンジン冷却水の温度）に基づいて高圧ＥＧＲクーラ切替弁３０の切り替えを行なう高圧ＥＧＲクーラ切替プログラムと、
（ｉｉ）エンジン回転数とエンジン負荷（エンジン負荷トルク）に応じて高圧ＥＧＲ調整弁２７、低圧ＥＧＲ調整弁４および吸気絞り弁５の開度制御を行なう高圧／低圧ＥＧＲ量制御プログラムとを備えている。 Next, the ECU that controls the high-pressure EGR device 21 and the low-pressure EGR device 1 will be described. The ECU is equipped with an EGR control program that controls the operation of the high-pressure EGR device 21 and the low-pressure EGR device 1.
This EGR control program is
(I) a high-pressure EGR cooler switching program for switching the high-pressure EGR cooler switching valve 30 based on the warm-up state of the engine (for example, the temperature of engine cooling water);
(Ii) a high-pressure / low-pressure EGR amount control program for controlling the opening of the high-pressure EGR adjustment valve 27, the low-pressure EGR adjustment valve 4 and the intake throttle valve 5 in accordance with the engine speed and the engine load (engine load torque). Yes.

高圧／低圧ＥＧＲ量制御プログラムの概略を、図４を参照して説明する。
高圧／低圧ＥＧＲ量制御プログラムは、
（ｉ）図４に示す実線α以下における運転領域（エンジン回転数とエンジン負荷トルクの関係によるエンジン運転領域）の時に、低圧ＥＧＲ装置１を停止させ、高圧ＥＧＲ装置２１の高圧ＥＧＲ調整弁２７の開度制御のみによってＥＧＲ制御を行ない（具体的には、低圧ＥＧＲ流路３を低圧ＥＧＲ調整弁４によって閉塞させ、高圧ＥＧＲ調整弁２７をエンジン回転数とエンジン負荷トルクの関係に応じた開度に制御する）、
（ｉｉ）図４に示す実線αと実線βの間の運転領域の時に、高圧ＥＧＲ装置２１の高圧ＥＧＲ調整弁２７の開度制御と、低圧ＥＧＲ装置１の低圧ＥＧＲ調整弁４および吸気絞り弁５の開度制御の両方によってＥＧＲ制御を行ない（具体的には、高圧ＥＧＲ調整弁２７をエンジン回転数とエンジン負荷トルクの関係に応じた開度に制御するとともに、低圧ＥＧＲ調整弁４および吸気絞り弁５をエンジン回転数とエンジン負荷トルクの関係に応じた開度に制御する）、
（ｉｉｉ）図４に示す実線β以上における運転領域の時に、高圧ＥＧＲ装置２１を停止させ、低圧ＥＧＲ装置１の低圧ＥＧＲ調整弁４および吸気絞り弁５の開度制御のみによってＥＧＲ制御を行なう（具体的には、高圧ＥＧＲ流路２５を高圧ＥＧＲ調整弁２７によって閉塞させ、低圧ＥＧＲ調整弁４および吸気絞り弁５をエンジン回転数とエンジン負荷トルクの関係に応じた開度に制御する）制御プログラムである。 An outline of the high pressure / low pressure EGR amount control program will be described with reference to FIG.
The high pressure / low pressure EGR amount control program is
(I) In the operation region (the engine operation region based on the relationship between the engine speed and the engine load torque) below the solid line α shown in FIG. 4, the low pressure EGR device 1 is stopped and the high pressure EGR adjustment valve 27 of the high pressure EGR device 21 is stopped. EGR control is performed only by opening degree control (specifically, the low pressure EGR flow path 3 is closed by the low pressure EGR adjustment valve 4 and the high pressure EGR adjustment valve 27 is opened according to the relationship between the engine speed and the engine load torque. Control)
(Ii) Opening control of the high pressure EGR adjustment valve 27 of the high pressure EGR device 21, the low pressure EGR adjustment valve 4 and the intake throttle valve of the low pressure EGR device 1 in the operation region between the solid line α and the solid line β shown in FIG. (Specifically, the high-pressure EGR adjustment valve 27 is controlled to an opening degree corresponding to the relationship between the engine speed and the engine load torque, and the low-pressure EGR adjustment valve 4 and the intake air are controlled. The throttle valve 5 is controlled to an opening corresponding to the relationship between the engine speed and the engine load torque).
(Iii) In the operating region above the solid line β shown in FIG. 4, the high pressure EGR device 21 is stopped, and EGR control is performed only by opening control of the low pressure EGR adjustment valve 4 and the intake throttle valve 5 of the low pressure EGR device 1 ( Specifically, the high pressure EGR flow path 25 is closed by the high pressure EGR adjustment valve 27, and the low pressure EGR adjustment valve 4 and the intake throttle valve 5 are controlled to an opening degree corresponding to the relationship between the engine speed and the engine load torque). It is a program.

低圧ＥＧＲ装置１は、低排気圧範囲のＥＧＲガスを、低吸気負圧発生範囲に戻すものであるため、少量のＥＧＲガスをエンジンに戻すことを得意とする。しかるに、低圧ＥＧＲ装置１を用いて多量のＥＧＲガスをエンジンへ戻したい運転領域が存在しても、低吸気負圧発生範囲にＥＧＲガスを戻す構造の低圧ＥＧＲ装置１では多量のＥＧＲガスをエンジンへ戻すことが困難である。
そこで、低圧ＥＧＲ装置１は、ＥＧＲガスを戻す吸気通路２内に積極的に吸気負圧を発生させるための吸気絞り弁５を設け、低圧ＥＧＲ装置１において大きなＥＧＲ量を得たい運転領域では、吸気絞り弁５を閉じる方向（吸気負圧が発生する方向）に開度制御し、低圧ＥＧＲ装置１において多量のＥＧＲガスをコントロールすることを可能にしている。 The low-pressure EGR device 1 is good at returning a small amount of EGR gas to the engine because it returns the EGR gas in the low exhaust pressure range to the low intake negative pressure generation range. However, even if there is an operation region where a large amount of EGR gas is desired to be returned to the engine using the low pressure EGR device 1, the low pressure EGR device 1 having a structure for returning the EGR gas to the low intake negative pressure generation range is configured to supply a large amount of EGR gas to the engine. It is difficult to return.
Therefore, the low pressure EGR device 1 is provided with an intake throttle valve 5 for actively generating intake negative pressure in the intake passage 2 for returning EGR gas, and in the operation region where the low pressure EGR device 1 wants to obtain a large EGR amount, The opening degree is controlled in the direction in which the intake throttle valve 5 is closed (the direction in which intake negative pressure is generated), so that a large amount of EGR gas can be controlled in the low pressure EGR device 1.

しかし、（ｉ）低圧ＥＧＲ装置１を用いて少量のＥＧＲガスをエンジンへ戻す「低濃度制御状態」の時は、吸気絞り弁５が負圧を発生させないように最大開度（全開開度）で固定されて、低圧ＥＧＲ調整弁４のみを開度制御する必要があり、
（ｉｉ）低圧ＥＧＲ装置１を用いて多量のＥＧＲガスをエンジンへ戻す「高濃度制御状態」の時は、低圧ＥＧＲ調整弁４の開度を増加するとともに、負圧を増加させるべく吸気絞り弁５の開度を小さくする必要がある。 However, (i) in the “low concentration control state” in which a small amount of EGR gas is returned to the engine using the low-pressure EGR device 1, the maximum opening (full opening) so that the intake throttle valve 5 does not generate negative pressure. It is necessary to control the opening degree of only the low pressure EGR adjustment valve 4,
(Ii) In the “high concentration control state” in which a large amount of EGR gas is returned to the engine using the low pressure EGR device 1, the opening of the low pressure EGR adjustment valve 4 is increased and the intake throttle valve is increased to increase the negative pressure. It is necessary to reduce the opening of 5.

このように、「低濃度制御状態」では吸気絞り弁５が全開に固定されて低圧ＥＧＲ調整弁４のみが開度制御され、「高濃度制御状態」では低圧ＥＧＲ調整弁４の開度に対応して吸気絞り弁５の開度も変化するものである。
このため、低圧ＥＧＲ調整弁４を駆動するための専用のアクチュエータと、吸気絞り弁５を駆動するための専用のアクチュエータとが要求されるが、それぞれに専用のアクチュエータを搭載すると、コストアップ、体格アップ、重量アップの要因になってしまう。 Thus, in the “low concentration control state”, the intake throttle valve 5 is fixed fully open and only the low pressure EGR adjustment valve 4 is controlled in opening degree, and in the “high concentration control state”, the opening degree of the low pressure EGR adjustment valve 4 is supported. Thus, the opening degree of the intake throttle valve 5 also changes.
For this reason, a dedicated actuator for driving the low-pressure EGR adjustment valve 4 and a dedicated actuator for driving the intake throttle valve 5 are required. It becomes the factor of up and weight up.

そこで、低圧ＥＧＲ装置１は、図１に示すように、低圧ＥＧＲ調整弁４を駆動する１つの電動アクチュエータ６と、この電動アクチュエータ６の出力特性を変化させて吸気絞り弁５を駆動するリンク装置７とを備え、リンク装置７を介して伝達された電動アクチュエータ６の出力によって吸気絞り弁５を駆動するように設けられている。   Therefore, as shown in FIG. 1, the low pressure EGR device 1 includes one electric actuator 6 that drives the low pressure EGR adjustment valve 4 and a link device that drives the intake throttle valve 5 by changing the output characteristics of the electric actuator 6. 7, and is provided so as to drive the intake throttle valve 5 by the output of the electric actuator 6 transmitted via the link device 7.

リンク装置７には、電動アクチュエータ６の出力特性を変化させて吸気絞り弁５へ伝達する特性変換部が設けられており、低圧ＥＧＲ調整弁４が所定開度より大きくなってから低圧ＥＧＲ調整弁４の開度アップに連動させて吸気絞り弁５の開度を小さくするように設けられている（図３参照）。
なお、図３の実線Ｘは低圧ＥＧＲ調整弁４の回転角度に対するＥＧＲ流量の変化を示し、図３の実線Ｙは低圧ＥＧＲ調整弁４の回転角度に対する吸気絞り弁５による吸気流量の変化を示すものである。 The link device 7 is provided with a characteristic conversion unit that changes the output characteristic of the electric actuator 6 and transmits the change to the intake throttle valve 5 so that the low pressure EGR adjustment valve 4 becomes larger than a predetermined opening degree. 4 is provided so as to reduce the opening of the intake throttle valve 5 (see FIG. 3).
3 indicates the change in the EGR flow rate with respect to the rotation angle of the low pressure EGR adjustment valve 4, and the solid line Y in FIG. 3 indicates the change in the intake flow rate by the intake throttle valve 5 with respect to the rotation angle of the low pressure EGR adjustment valve 4. Is.

〔低圧ＥＧＲバルブユニット４０の説明〕
低圧ＥＧＲ調整弁４と吸気絞り弁５は、上述したように、リンク装置７を介して連結し、共通の電動アクチュエータ６によって駆動されるものである。
このため、低圧ＥＧＲ調整弁４と吸気絞り弁５は、図１に示すように、１つの低圧ＥＧＲバルブユニット４０として設けられている。 [Description of Low Pressure EGR Valve Unit 40]
As described above, the low pressure EGR adjustment valve 4 and the intake throttle valve 5 are connected via the link device 7 and driven by the common electric actuator 6.
For this reason, the low pressure EGR adjustment valve 4 and the intake throttle valve 5 are provided as one low pressure EGR valve unit 40 as shown in FIG.

この低圧ＥＧＲバルブユニット４０は、低圧ＥＧＲ流路３と吸気通路２の合流部を備えるバルブハウジング１２に、上述した低圧ＥＧＲ調整弁４、吸気絞り弁５、電動アクチュエータ６およびリンク装置７を搭載するものである。
以下において、低圧ＥＧＲバルブユニット４０に搭載される低圧ＥＧＲ調整弁４、吸気絞り弁５、電動アクチュエータ６およびリンク装置７の概略を順次説明する。 The low pressure EGR valve unit 40 includes the low pressure EGR adjustment valve 4, the intake throttle valve 5, the electric actuator 6, and the link device 7 mounted on a valve housing 12 having a junction between the low pressure EGR flow path 3 and the intake passage 2. Is.
Hereinafter, the outline of the low pressure EGR adjustment valve 4, the intake throttle valve 5, the electric actuator 6 and the link device 7 mounted on the low pressure EGR valve unit 40 will be sequentially described.

低圧ＥＧＲ調整弁４は、低圧ＥＧＲ流路３内に配置されるバタフライバルブであり、バルブハウジング１２に対して回動自在に支持される低圧ＥＧＲシャフト４２と一体に回動する。
吸気絞り弁５は、吸気通路２内に配置されるバタフライバルブであり、バルブハウジング１２に対して回動自在に支持される吸気絞シャフト４３と一体に回動する。
そして、低圧ＥＧＲシャフト４２と吸気絞シャフト４３は、平行に配置されるものである。 The low pressure EGR adjustment valve 4 is a butterfly valve disposed in the low pressure EGR flow path 3, and rotates integrally with a low pressure EGR shaft 42 that is rotatably supported with respect to the valve housing 12.
The intake throttle valve 5 is a butterfly valve disposed in the intake passage 2, and rotates integrally with an intake throttle shaft 43 that is rotatably supported with respect to the valve housing 12.
The low pressure EGR shaft 42 and the intake throttle shaft 43 are arranged in parallel.

電動アクチュエータ６は、通電により回転出力を発生する電動モータ４４（例えば、ＤＣモータ）と、この電動モータ４４の回転出力を減速して出力トルクを増大させる減速機構４５（例えば歯車減速装置）とを組み合わせたものである。そして、減速機構４５の出力により、低圧ＥＧＲ調整弁４を駆動するとともに、リンク装置７を介して吸気絞り弁５を駆動するものである。   The electric actuator 6 includes an electric motor 44 (for example, a DC motor) that generates a rotation output when energized, and a speed reduction mechanism 45 (for example, a gear reduction device) that increases the output torque by decelerating the rotation output of the electric motor 44. It is a combination. Then, the low pressure EGR adjustment valve 4 is driven by the output of the speed reduction mechanism 45 and the intake throttle valve 5 is driven via the link device 7.

リンク装置７は、バルブハウジング１２の外部に配置されて、電動アクチュエータ６の出力特性（回動特性）を変換して吸気絞り弁５を駆動するものであり、低圧ＥＧＲ調整弁４と一体に回転するカムプレート９と、吸気絞り弁５と一体に回転する従動アーム１１とを備える。   The link device 7 is disposed outside the valve housing 12 and converts the output characteristic (rotation characteristic) of the electric actuator 6 to drive the intake throttle valve 5, and rotates integrally with the low pressure EGR adjustment valve 4. And a driven arm 11 that rotates integrally with the intake throttle valve 5.

カムプレート９は、板形状を呈し、耐摩耗性に優れた材料（例えば、ナイロン系樹脂など）により成形されたものであり、低圧ＥＧＲシャフト４２に対して直角に固定配置されている。
従動アーム１１も、板形状を呈し、耐摩耗性に優れた材料（例えば、ナイロン系樹脂など）により成形されたものであり、従動アーム１１の回動端側がカムプレート９に対して所定の隙間を隔てて重なるように、吸気絞シャフト４３に対して直角に固定配置されている。 The cam plate 9 has a plate shape and is formed of a material having excellent wear resistance (for example, nylon resin), and is fixedly disposed at a right angle to the low pressure EGR shaft 42.
The follower arm 11 also has a plate shape and is formed of a material having excellent wear resistance (for example, nylon resin), and the pivot end side of the follower arm 11 has a predetermined gap with respect to the cam plate 9. Are fixedly arranged at right angles to the intake throttle shaft 43 so as to overlap with each other.

リンク装置７において電動アクチュエータ６の出力特性を変換する特性変換部は、カムプレート９の回転中心から離れた位置に設けられたカム溝８と、従動アーム１１の回転中心から離れた位置に設けられてカム溝８に嵌まり合うカム溝係合部１０とによって構成される。
カム溝係合部１０は、カム溝８内に嵌まり合う円筒状のローラ１０ａ（回転差吸収体）と、従動アーム１１の回動端側に固定されてローラ１０ａを回転自在に支持する軸部１０ｂとからなる。なお、ローラ１０ａを支持する軸部１０ｂは、従動アーム１１と一体に形成されるものであっても良いし、別体に形成された後に従動アーム１１に固定されるものであっても良い。 A characteristic converter for converting the output characteristics of the electric actuator 6 in the link device 7 is provided at a position away from the rotation center of the cam arm 8 and the driven arm 11 at a position away from the rotation center of the cam plate 9. And a cam groove engaging portion 10 that fits into the cam groove 8.
The cam groove engaging portion 10 is a cylindrical roller 10a (rotational difference absorber) that fits in the cam groove 8 and a shaft that is fixed to the rotating end side of the driven arm 11 and rotatably supports the roller 10a. Part 10b. The shaft portion 10b that supports the roller 10a may be formed integrally with the driven arm 11, or may be fixed to the driven arm 11 after being formed separately.

カム溝係合部１０を駆動するカム溝８のカムプロフィールは、「開度キープ用カム溝８ａ」と「吸気絞用カム溝８ｂ」を繋ぎ合わせて設けられている。
カム溝８における「開度キープ用カム溝８ａ」は、「カムプレート９の回転中心と同一中心の円弧溝」であり、低圧ＥＧＲ調整弁４が低圧ＥＧＲ流路３を最大に絞る全閉開度θ０（図３のＥＧＲバルブ開度＝０°）から所定中間開度θ１に至る回動範囲（開度θ０〜開度θ１）において、吸気絞り弁５の開度を最大開度に保つように設けられている。 The cam profile of the cam groove 8 that drives the cam groove engaging portion 10 is provided by connecting the “opening keep cam groove 8a” and the “intake throttle cam groove 8b”.
The “opening keep cam groove 8 a” in the cam groove 8 is “an arc groove having the same center as the rotation center of the cam plate 9”, and the low pressure EGR adjustment valve 4 fully opens and closes the low pressure EGR flow path 3 to the maximum. In order to keep the opening of the intake throttle valve 5 at the maximum opening in the rotation range (opening θ0 to opening θ1) from the degree θ0 (EGR valve opening = 0 ° in FIG. 3) to the predetermined intermediate opening θ1. Is provided.

カム溝８における「吸気絞用カム溝８ｂ」は、上述した「開度キープ用カム溝８ａ」の一方の端部に連続するように連なって形成されており、
「カムプレート９の回転中心と同一中心の円弧溝」に対して「所定の角度で変化する角度形状」を呈し、低圧ＥＧＲ調整弁４が所定中間開度（θ１）から最大開度（θ２：図３のＥＧＲバルブ開度＝９０°）に至る回動範囲（開度θ１〜開度θ２）において従動アーム１１を回動させて、吸気絞り弁５の開度を最大開度から吸気通路２を閉じる方向に回動させるように設けられている。 The “intake restricting cam groove 8b” in the cam groove 8 is formed so as to continue to one end of the “opening keep cam groove 8a” described above,
The "circular groove having the same center as the rotation center of the cam plate 9" has an "angular shape that changes at a predetermined angle". The driven arm 11 is rotated in a rotation range (opening angle θ1 to opening angle θ2) up to EGR valve opening = 90 ° in FIG. 3, and the opening of the intake throttle valve 5 is changed from the maximum opening to the intake passage 2. Is provided so as to rotate in the closing direction.

カムプレート９の回動（電動アクチュエータ６の作動に伴う低圧ＥＧＲ調整弁４の回動）に伴い、カム溝係合部１０がカム溝８に沿って変位することで、従動アーム角Ａθが変化する。
なお、従動アーム角Ａθは、従動アーム１１の回動位置を表す角度であり、「低圧ＥＧＲ調整弁４の回転中心と吸気絞り弁５の回転中心を結ぶ基準線Ｌ０」に対する「低圧ＥＧＲ調整弁４の回転中心とローラ１０ａの回転中心（カム溝係合部１０）を結ぶ回動線Ｌ１」の角度で表したものである。 As the cam plate 9 rotates (rotation of the low pressure EGR adjustment valve 4 associated with the operation of the electric actuator 6), the cam groove engaging portion 10 is displaced along the cam groove 8 to change the driven arm angle Aθ. To do.
The driven arm angle Aθ is an angle representing the rotational position of the driven arm 11, and “the low pressure EGR adjustment valve relative to the“ reference line L 0 connecting the rotation center of the low pressure EGR adjustment valve 4 and the rotation center of the intake throttle valve 5 ”. 4 and the rotation line L1 connecting the rotation center of the roller 10a (cam groove engaging portion 10).

カムプレート９の回動に伴うカム溝係合部１０の変位を円滑に行なう目的で、カムプレート９の回動に伴う「設計上の従動アーム角Ａθ」の変化範囲が、常に０°より大きく設けられている（０°＜Ａθ）。
即ち、低圧ＥＧＲ調整弁４が全回動範囲（θ０〜θ２）で回動変化しても、従動アーム角Ａθの回動変化が「設計上は０°＜Ａθ」となるように設けられている。 In order to smoothly displace the cam groove engaging portion 10 accompanying the rotation of the cam plate 9, the change range of the “designed driven arm angle Aθ” accompanying the rotation of the cam plate 9 is always larger than 0 °. (0 ° <Aθ).
That is, even if the low-pressure EGR adjustment valve 4 changes its rotation in the entire rotation range (θ0 to θ2), the rotation change of the driven arm angle Aθ is “designed to be 0 ° <Aθ”. Yes.

具体的に、
・低圧ＥＧＲ調整弁４の回動範囲が全閉開度θ０〜所定中間開度θ１において従動アーム角Ａθが０°に近い位置（０°＜Ａθ）に停止するものであり、
・低圧ＥＧＲ調整弁４の回動範囲が所定中間開度θ１〜最大開度θ２において従動アーム角Ａθが０°から離れる方向（０°＜Ａθ）へ変化するものである。 Specifically,
The rotation range of the low pressure EGR adjustment valve 4 is stopped at a position where the driven arm angle Aθ is close to 0 ° (0 ° <Aθ) when the fully closed opening θ0 is the predetermined intermediate opening θ1.
The rotation range of the low-pressure EGR adjustment valve 4 changes in a direction in which the driven arm angle Aθ departs from 0 ° (0 ° <Aθ) at a predetermined intermediate opening θ1 to maximum opening θ2.

ここで、従動アーム角Ａθが０°に近い位置に停止する時（低圧ＥＧＲ調整弁４の回動範囲が全閉開度θ０〜所定中間開度θ１の時：例えば、図１に示すように低圧ＥＧＲ調整弁４が全閉開度θ０の時）に、吸気絞り弁５に外力（吸気脈動やバックファイヤ等）が作用することで、「実際の従動アーム角Ａθ」が０°より小さくなる方向へ従動アーム１１に回動力が発生する可能性がある。   Here, when the driven arm angle Aθ stops at a position close to 0 ° (when the rotation range of the low-pressure EGR adjustment valve 4 is a fully closed opening θ0 to a predetermined intermediate opening θ1, for example, as shown in FIG. When the low pressure EGR adjustment valve 4 is at the fully closed opening degree θ0, an external force (intake pulsation, backfire, etc.) acts on the intake throttle valve 5 so that the “actual driven arm angle Aθ” becomes smaller than 0 °. There is a possibility that turning force is generated in the driven arm 11 in the direction.

そこで、低圧ＥＧＲバルブユニット４０には、「実際の従動アーム角Ａθ」が０°より小さくなるのを防ぐメカストッパ１４を設けている。
このメカストッパ１４は、部材と部材の当接によって、実質的な従動アーム角Ａθの最小角側の回動線Ｌ１’を０°以上に規制するものである。
即ち、メカストッパ１４は、部材と部材の当接によって、従動アーム角Ａθの最小角を、０°以上で最小アーム角Ａθ０以下の角度範囲内に規制するものである。 Therefore, the low pressure EGR valve unit 40 is provided with a mechanical stopper 14 that prevents the “actual driven arm angle Aθ” from becoming smaller than 0 °.
The mechanical stopper 14 regulates the rotation line L1 ′ on the minimum angle side of the substantially driven arm angle Aθ to 0 ° or more by contact between the members.
That is, the mechanical stopper 14 regulates the minimum angle of the driven arm angle Aθ within an angle range of 0 ° or more and the minimum arm angle Aθ0 or less by contact between the members.

具体的に、この実施例のメカストッパ１４は、バルブハウジング１２の外部において回動する従動アーム１１と、バルブハウジング１２の外壁に設けられた凸部１３とで構成され、図１の破線に示すように、従動アーム１１が凸部１３に当接することで、従動アーム１１の実質的な最小角を０°以上に規制するものである。
即ち、カム溝８とローラ１０ａとの間にクリアランス（製造上の公差等を含む）が存在しても、さらにローラ１０ａを支持する軸部１０ｂに撓みが生じても、「実際の従動アーム角Ａθ」の最小角を、０°以上に規制するものである。
なお、凸部１３は、バルブハウジング１２の一部に形成される一体成形品であっても良いし、別体で形成された後にバルブハウジング１２に固定される別部品であっても良い。 Specifically, the mechanical stopper 14 of this embodiment is composed of a driven arm 11 that rotates outside the valve housing 12 and a convex portion 13 provided on the outer wall of the valve housing 12, as shown by a broken line in FIG. In addition, when the driven arm 11 abuts against the convex portion 13, the substantial minimum angle of the driven arm 11 is restricted to 0 ° or more.
That is, even if there is a clearance (including manufacturing tolerances) between the cam groove 8 and the roller 10a, and even if the shaft portion 10b that supports the roller 10a is bent, the "actual driven arm angle" The minimum angle of “Aθ” is restricted to 0 ° or more.
The convex portion 13 may be an integrally molded product formed on a part of the valve housing 12 or may be a separate part that is formed separately and fixed to the valve housing 12.

〔実施例の効果〕
この実施例の低圧ＥＧＲ装置１は、上述したように、メカストッパ１４を設けて「実際の従動アーム角Ａθ」の最小角を０°以上に規制している。
これにより、吸気脈動やバックファイヤ等の外力が吸気絞り弁５に作用し、従動アーム１１に回動する力が加えられても、「実際の従動アーム角Ａθ」が０°より小さくなることがない。
このため、吸気絞り弁５に外力が加えられても、カム溝係合部１０がカム溝８に対して閂として作用する不具合が生じず、カムプレート９がロックする不具合を回避することができ、低圧ＥＧＲ調整弁４の信頼性を高めることができる。 [Effects of Examples]
As described above, the low pressure EGR device 1 of this embodiment is provided with the mechanical stopper 14 to restrict the minimum angle of the “actual driven arm angle Aθ” to 0 ° or more.
As a result, even if an external force such as intake pulsation or backfire acts on the intake throttle valve 5 and a rotational force is applied to the driven arm 11, the “actual driven arm angle Aθ” may be smaller than 0 °. Absent.
For this reason, even if an external force is applied to the intake throttle valve 5, the problem that the cam groove engaging portion 10 acts as a hook against the cam groove 8 does not occur, and the problem that the cam plate 9 is locked can be avoided. The reliability of the low pressure EGR regulating valve 4 can be improved.

また、この実施例では、バルブハウジング１２の外壁に凸部１３を設けるのみで、本発明を実施することができる。即ち、シンプルな構造によって、コストアップを招くことなく、本発明の優れた効果を得ることができる。   In this embodiment, the present invention can be implemented only by providing the convex portion 13 on the outer wall of the valve housing 12. That is, with the simple structure, the excellent effect of the present invention can be obtained without increasing the cost.

上記実施例では、メカストッパ１４の一例として、従動アーム１１に部材（凸部１３）を当接させて開度規制を行なう例を示したが、吸気絞り弁５に部材を当接させることで従動アーム１１の開度規制を行なっても良い。
具体的には、吸気絞り弁５と、吸気通路２の内壁に設ける突起部とでメカストッパ１４を構成し、吸気絞り弁５が吸気通路２内に突出する突起部に当接することで、従動アーム１１の実質的な最小角を０°以上に規制しても良い。 In the above embodiment, as an example of the mechanical stopper 14, an example is shown in which the opening degree is regulated by bringing the member (convex portion 13) into contact with the driven arm 11, but driven by bringing the member into contact with the intake throttle valve 5. The opening degree of the arm 11 may be regulated.
Specifically, a mechanical stopper 14 is configured by the intake throttle valve 5 and a projection provided on the inner wall of the intake passage 2, and the driven throttle valve 5 abuts on a projection that protrudes into the intake passage 2, so that the driven arm 11 may be regulated to 0 ° or more.

上記実施例では、具体的な一例として、ターボチャージャを搭載するエンジン吸排気システムに本発明を適用する例を示したが、ターボチャージャに代えて他の吸気過給機（スーパチャージャ等）を搭載するエンジンの吸排気システムに本発明を適用しても良いし、ターボチャージャ等の吸気過給機を搭載しないエンジンの吸排気システムに本発明を適用しても良い。   In the above-described embodiment, an example in which the present invention is applied to an engine intake / exhaust system equipped with a turbocharger has been shown as a specific example, but another intake supercharger (supercharger, etc.) is installed instead of the turbocharger. The present invention may be applied to an intake / exhaust system for an engine, or the present invention may be applied to an intake / exhaust system for an engine not equipped with an intake supercharger such as a turbocharger.

上記実施例では、ＤＰＦ２２を搭載することから解るように、ディーゼルエンジンの吸排気システムに本発明を適用する例を示したが、ディーゼルエンジンとは異なる他のエンジン（ガソリンエンジン等）の吸排気システムに本発明を適用しても良い。
上記の説明では、ＥＧＲガスを吸気へ戻して燃焼温度を下げることでＮＯｘを低減させる例を示したが、ＥＧＲガスを吸気へ戻して燃焼温度を下げることでノッキングを防ぐものであっても良い。 In the above embodiment, as is understood from the fact that the DPF 22 is mounted, an example in which the present invention is applied to an intake / exhaust system of a diesel engine has been shown. However, an intake / exhaust system of another engine (such as a gasoline engine) different from the diesel engine. The present invention may be applied to.
In the above description, an example in which NOx is reduced by returning the EGR gas to the intake air and lowering the combustion temperature is shown, but knocking may be prevented by returning the EGR gas to the intake air and lowering the combustion temperature. .

１ 低圧ＥＧＲ装置
２ 吸気通路
３ 低圧ＥＧＲ流路
４ 低圧ＥＧＲ調整弁
５ 吸気絞り弁
６ 電動アクチュエータ
７ リンク装置
８ カム溝
９ カムプレート
１０ カム溝係合部
１０ａ ローラ
１０ｂ 軸部
１１ 従動アーム
１２ バルブハウジング
１３ バルブハウジングの外壁に設けられた凸部
１４ メカストッパ DESCRIPTION OF SYMBOLS 1 Low pressure EGR apparatus 2 Intake passage 3 Low pressure EGR flow path 4 Low pressure EGR adjustment valve 5 Intake throttle valve 6 Electric actuator 7 Link device 8 Cam groove 9 Cam plate 10 Cam groove engaging part 10a Roller 10b Shaft part 11 Follow arm 12 Valve housing 13 Convex part 14 provided on outer wall of valve housing 14 Mechanical stopper

Claims (4)

吸気が通過する吸気通路（２）にＥＧＲガスを導く低圧ＥＧＲ流路（３）の開度調整を行なう低圧ＥＧＲ調整弁（４）と、
前記吸気通路（２）と前記低圧ＥＧＲ流路（３）の合流部に吸気負圧を発生させる吸気絞り弁（５）と、
前記低圧ＥＧＲ調整弁（４）を駆動する１つの電動アクチュエータ（６）と、
この電動アクチュエータ（６）の出力特性を変化させて前記吸気絞り弁（５）を駆動するリンク装置（７）とを備える低圧ＥＧＲ装置（１）において、
（ａ）前記リンク装置（７）は、
前記低圧ＥＧＲ調整弁（４）と一体に回動し、カム溝（８）が形成されるカムプレート（９）と、
前記吸気絞り弁（５）と一体に回動し、前記カム溝（８）に係合するカム溝係合部（１０）を有する従動アーム（１１）とを備え、
（ｂ）この従動アーム（１１）の従動アーム角Ａθを「前記低圧ＥＧＲ調整弁（４）の回転中心と前記吸気絞り弁（５）の回転中心を結ぶ基準線Ｌ０」に対する「前記低圧ＥＧＲ調整弁（４）の回転中心と前記カム溝係合部（１０）を結ぶ回動線Ｌ１」の角度で表した場合に、
前記カムプレート（９）の回動に伴う従動アーム角Ａθの変化範囲が、常に０°より大きく設けられ、
（ｃ）前記カムプレート（９）の回動に伴う従動アーム角Ａθの変化範囲のうちの最小アーム角をＡθ０とした場合に、
当該低圧ＥＧＲ装置（１）は、部材と部材の当接によって、前記従動アーム（１１）の最小角を、０°以上で最小アーム角Ａθ０以下の角度範囲に規制するメカストッパ（１４）を備えることを特徴とする低圧ＥＧＲ装置。 A low pressure EGR adjustment valve (4) for adjusting the opening of the low pressure EGR flow path (3) for introducing EGR gas to the intake passage (2) through which intake air passes;
An intake throttle valve (5) for generating an intake negative pressure at a junction of the intake passage (2) and the low pressure EGR flow path (3);
One electric actuator (6) for driving the low-pressure EGR regulating valve (4);
In the low pressure EGR device (1) comprising a link device (7) for driving the intake throttle valve (5) by changing the output characteristics of the electric actuator (6),
(A) The link device (7)
A cam plate (9) that rotates integrally with the low-pressure EGR adjustment valve (4) to form a cam groove (8);
A driven arm (11) having a cam groove engaging portion (10) that rotates integrally with the intake throttle valve (5) and engages with the cam groove (8);
(B) The driven arm angle Aθ of the driven arm (11) is set to “the low pressure EGR adjustment relative to the“ reference line L0 connecting the rotation center of the low pressure EGR adjustment valve (4) and the rotation center of the intake throttle valve (5) ”. When represented by an angle of a rotation line L1 connecting the rotation center of the valve (4) and the cam groove engaging portion (10),
The change range of the driven arm angle Aθ accompanying the rotation of the cam plate (9) is always larger than 0 °,
(C) When the minimum arm angle in the change range of the driven arm angle Aθ accompanying the rotation of the cam plate (9) is Aθ0,
The low-pressure EGR device (1) includes a mechanical stopper (14) that restricts the minimum angle of the driven arm (11) to an angle range of 0 ° or more and a minimum arm angle Aθ0 or less by contact between the members. Low pressure EGR device characterized by 請求項１に記載の低圧ＥＧＲ装置（１）において、
前記カム溝係合部（１０）は、
前記カム溝（８）内に嵌まり合うローラ（１０ａ）と、
前記従動アーム（１１）の回動端側に固定されて前記ローラ（１０ａ）を回転自在に支持する軸部（１０ｂ）とを備えることを特徴とする低圧ＥＧＲ装置。 In the low pressure EGR device (1) according to claim 1,
The cam groove engaging portion (10)
A roller (10a) fitted into the cam groove (8);
A low pressure EGR device comprising: a shaft portion (10b) fixed to the rotating end side of the driven arm (11) and rotatably supporting the roller (10a). 請求項１または請求項２に記載の低圧ＥＧＲ装置（１）において、
前記メカストッパ（１４）を成す一方の部材は、前記低圧ＥＧＲ調整弁（４）および前記吸気絞り弁（５）を収容するバルブハウジング（１２）の外部において回動する前記従動アーム（１１）であり、
前記メカストッパ（１４）を成す他方の部材は、前記バルブハウジング（１２）の外壁に設けられた凸部（１３）であり、
前記従動アーム（１１）が前記凸部（１３）に当接することで、前記従動アーム（１１）の実質的な最小角を０°以上に規制することを特徴とする低圧ＥＧＲ装置。 In the low pressure EGR device (1) according to claim 1 or 2,
One member constituting the mechanical stopper (14) is the driven arm (11) that rotates outside the valve housing (12) that houses the low-pressure EGR adjustment valve (4) and the intake throttle valve (5). ,
The other member constituting the mechanical stopper (14) is a convex portion (13) provided on the outer wall of the valve housing (12),
The low-pressure EGR device is characterized in that a substantial minimum angle of the driven arm (11) is restricted to 0 ° or more by the driven arm (11) coming into contact with the convex portion (13). 請求項１または請求項２に記載の低圧ＥＧＲ装置（１）において、
前記メカストッパ（１４）を成す一方の部材は、前記吸気絞り弁（５）であり、
前記メカストッパ（１４）を成す他方の部材は、前記吸気通路（２）の内壁に形成された突起部であり、
前記吸気絞り弁（５）が前記突起部に当接することで、前記従動アーム（１１）の実質的な最小角を０°以上に規制することを特徴とする低圧ＥＧＲ装置。 In the low pressure EGR device (1) according to claim 1 or 2,
One member constituting the mechanical stopper (14) is the intake throttle valve (5),
The other member constituting the mechanical stopper (14) is a protrusion formed on the inner wall of the intake passage (2),
The low-pressure EGR device characterized in that the substantial minimum angle of the driven arm (11) is restricted to 0 ° or more by the intake throttle valve (5) coming into contact with the protrusion.
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