JP2548777Y2 - Exhaust recirculation device - Google Patents
Exhaust recirculation deviceInfo
- Publication number
- JP2548777Y2 JP2548777Y2 JP4360492U JP4360492U JP2548777Y2 JP 2548777 Y2 JP2548777 Y2 JP 2548777Y2 JP 4360492 U JP4360492 U JP 4360492U JP 4360492 U JP4360492 U JP 4360492U JP 2548777 Y2 JP2548777 Y2 JP 2548777Y2
- Authority
- JP
- Japan
- Prior art keywords
- passage
- control
- valve
- engine
- pressure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
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- Exhaust-Gas Circulating Devices (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本考案は、エンジンの排気管と吸
気管とを連通する通路を設け、排気を吸気管に導入する
排気再循環装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an exhaust gas recirculation system for providing an exhaust pipe and an intake pipe of an engine, and for introducing exhaust gas into the intake pipe.
【０００２】[0002]
【従来の技術】エンジンの排気中に含まれる窒素酸化物
（ＮＯｘ）を減少する手段として、排気をエンジンの吸
気に混合する排気再循環（ＥＧＲ）の技術は知られてい
る。2. Description of the Related Art As a means for reducing nitrogen oxides (NOx) contained in exhaust gas of an engine, there is known an exhaust gas recirculation (EGR) technique of mixing the exhaust gas with the intake air of the engine.
【０００３】[0003]
【考案が解決しようとする課題】しかしながら、例えば
エンジン回転と負荷とによりＥＧＲ率を制御する場合、
ＥＧＲ率が大幅に変わるので、ＥＧＲ通路を増加して多
段ＥＧＲ率制御（例えば回転の２段制御）をすると、高
負荷でのＥＧＲ率は４０％以上で、低負荷でのＥＧＲ率
は１０％以下となる。However, for example, when the EGR rate is controlled by the engine speed and the load,
Since the EGR rate greatly changes, when the EGR passage is increased and multi-stage EGR rate control (for example, two-stage control of rotation) is performed, the EGR rate under a high load is 40% or more, and the EGR rate under a low load is 10%. It is as follows.
【０００４】その結果、高負荷での運転が多いと耐久上
の問題があり、低負荷運転が多いと排気中のＮＯｘが低
減しないので規制値を達成できない。[0004] As a result, if there are many operations under a high load, there is a problem in durability, and if there are many operations under a low load, NOx in the exhaust gas does not decrease, so that the regulation value cannot be achieved.
【０００５】また、この改善のため多段制御の段数を増
加することはコスト上の問題が有る。[0005] Further, increasing the number of stages of the multi-stage control for this improvement has a problem in cost.
【０００６】また、実開昭６２−７２４６２号公報があ
るが、燃料温度によるＥＧＲ率を補正する技術であり、
本出願人による実開平２−４３４４７号公報が開示され
ているが、大気圧力と大気温度に基いてＥＧＲ率を補正
する技術で、いずれも上記の課題を解決しない。[0006] Japanese Utility Model Laid-Open No. 62-72462 discloses a technique for correcting an EGR rate depending on fuel temperature.
Japanese Unexamined Utility Model Publication No. 2-43447 by the present applicant discloses a technique for correcting the EGR rate based on the atmospheric pressure and the atmospheric temperature, but none of the above-mentioned problems is solved.
【０００７】したがって、本考案は、ＥＧＲ率の設定精
度を高く維持できる構造簡単な排気再循環装置を提供す
ることを目的としている。Accordingly, an object of the present invention is to provide an exhaust gas recirculation apparatus having a simple structure capable of maintaining high setting accuracy of the EGR rate.
【０００８】[0008]
【課題を解決するための手段】本考案によれば、エンジ
ンの排気管と吸気管とを連通する通路を設け、排気を吸
気管に導入する排気再循環装置において、排気管のなか
に小径の吸入口を有する第１の通路と、大径の吸入口を
有する第２の通路とを設け、これらの通路は合流して前
記吸気管に連結されると共に、第１の通路には第１の開
閉弁と第２の通路には第２の開閉弁とを設け、前記吸気
管との連結部に第１の制御弁および制御圧センサと排気
管の出口部に第２の制御弁および制御圧センサとを設
け、エンジン回転と負荷とによりあらかじめ設けたマッ
プに基いて上記の開閉弁および制御弁を制御する制御手
段を設けている。According to the present invention, there is provided an exhaust gas recirculation apparatus for providing an exhaust pipe and an intake pipe for communicating an exhaust pipe of the engine and introducing the exhaust gas into the intake pipe. A first passage having an intake port and a second passage having a large-diameter intake port are provided. These passages merge and are connected to the intake pipe, and the first passage has a first passage. A second opening / closing valve is provided in the opening / closing valve and the second passage, and a first control valve and a control pressure sensor are provided at a connection portion with the intake pipe, and a second control valve and a control pressure are provided at an outlet of the exhaust pipe. A sensor is provided, and control means for controlling the on-off valve and the control valve based on a map provided in advance based on engine rotation and load is provided.
【０００９】上記の制御手段は、エンジン回転センサ、
負荷センサ、圧力センサからの信号を受けて電磁弁を制
御する電子制御装置が好ましい。The control means includes an engine rotation sensor,
An electronic control unit that receives signals from the load sensor and the pressure sensor and controls the solenoid valve is preferable.
【００１０】[0010]
【作用】上記のように構成された排気再循環装置におい
て、ＥＧＲ率を大、中、小に３段階制御するマップによ
りエンジン回転と負荷よりＥＧＲ率を判断し、例えばＥ
ＧＲ率大の範囲であれば第１の通路の第１の開閉弁と第
２の通路の第２の開閉弁を開ける。そして、第２の制御
圧である排圧と第１の制御圧であるＥＧＲ圧との圧力比
をセンサでチェックして第１および第２の制御弁で圧力
比を適正値に入れるようフィードバック制御を行う。ま
た、ＥＧＲ率中の範囲であれば第２の開閉弁を開き、Ｅ
ＧＲ率小の範囲であれば第１の開閉弁を開き、排圧とＥ
ＧＲ圧との圧力比は上記と同様に調整する。In the exhaust gas recirculation system configured as described above, the EGR rate is determined from the engine speed and the load by using a map for controlling the EGR rate in three stages of large, medium and small.
If the GR rate is in the large range, the first open / close valve of the first passage and the second open / close valve of the second passage are opened. Then, the pressure ratio between the exhaust pressure, which is the second control pressure, and the EGR pressure, which is the first control pressure, is checked by a sensor, and feedback control is performed by the first and second control valves so that the pressure ratio is adjusted to an appropriate value. I do. If the EGR rate is within the range, the second on-off valve is opened and E
If the GR rate is in the small range, the first on-off valve is opened, and the exhaust pressure and E
The pressure ratio to the GR pressure is adjusted in the same manner as described above.
【００１１】したがって、エンジン回転と負荷とによ
り、ＥＧＲ率を３段階に制御できる。Therefore, the EGR rate can be controlled in three stages according to the engine speed and the load.
【００１２】[0012]
【実施例】以下、図面を参照して、本考案の実施例を説
明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.
【００１３】図において、対応する部材には同じ符号を
付して説明は省略する。In the drawings, corresponding members are denoted by the same reference numerals, and description thereof will be omitted.
【００１４】図１において、エンジン１にはインテーク
マニホールド１ａを介して吸気管１ｂが接続され、エキ
ゾーストマニホールド１ｃを介して排気管２が接続され
ている。In FIG. 1, an intake pipe 1b is connected to an engine 1 via an intake manifold 1a, and an exhaust pipe 2 is connected via an exhaust manifold 1c.
【００１５】その排気管２には、小径の吸入口３ａを有
する第１の通路３と、大径の吸入口４ａを有する第２の
通路４とがそれぞれ介挿されている。A first passage 3 having a small-diameter suction port 3a and a second passage 4 having a large-diameter suction port 4a are interposed in the exhaust pipe 2, respectively.
【００１６】そして、第１の通路３には第１の開閉弁５
が設けられ、第２の通路４には第２の開閉弁６が設けら
れ、これらの通路３と４とは合流して前記吸気管１ｂに
連結されている。その連結部１５には第１の制御弁（Ｅ
ＧＲ弁）９と第１の制御圧（ＥＧＲ圧）センサ１１とが
設けられ、排気管２の出口部には第２の制御弁１０と第
２の制御圧（排圧）センサ１２とが設けられている。A first on-off valve 5 is provided in the first passage 3.
The second passage 4 is provided with a second on-off valve 6, and these passages 3 and 4 are joined and connected to the intake pipe 1b. The connection portion 15 has a first control valve (E
A GR valve 9 and a first control pressure (EGR pressure) sensor 11 are provided, and a second control valve 10 and a second control pressure (discharge pressure) sensor 12 are provided at the outlet of the exhaust pipe 2. Have been.
【００１７】さらにエンジンにはエンジン回転センサ７
と燃料噴射ポンプ８には負荷を検出するラック位置セン
サ８ａとが設けられている。Further, an engine rotation sensor 7 is provided in the engine.
The fuel injection pump 8 is provided with a rack position sensor 8a for detecting a load.
【００１８】そして、上記の各センサは制御手段である
コントローラ１３に電気回路で接続され、各開閉弁およ
び制御弁の図示しない駆動部は前記コントローラ１３と
電気回路でそれぞれ接続されている。Each of the above-mentioned sensors is connected to a controller 13 as control means by an electric circuit, and a drive unit (not shown) of each of the on-off valve and the control valve is connected to the controller 13 by an electric circuit.
【００１９】以下、図２を参照して、作用について説明
する。作動に際し、まずエンジン回転Ｎｅ、負荷を示す
燃料量ｑ、第１の制御圧力（ＥＧＲ圧）Ｐ１、第２の制
御圧力（排圧）Ｐ２を入力する（ステップＳ１）。図３
をも参照して、急加速時にＥＧＲを回避するため、エン
ジン回転Ｎｅの加速度△Ｎｅが所定値Ａより大きいか、
燃料量ｑの消費加速度△ｑが所定値Ｂより大きいか否か
を判断する（ステップＳ２）。ＹＥＳだったら急加速時
と判断して戻り、ＮＯの場合は、図４をも参照して、燃
料量ｑが所定値Ｃより大きいか否かを判断する（ステッ
プＳ３）。The operation will be described below with reference to FIG. In operation, first, an engine rotation Ne, a fuel amount q indicating a load, a first control pressure (EGR pressure) P1, and a second control pressure (discharge pressure) P2 are input (step S1). FIG.
In order to avoid EGR at the time of sudden acceleration, the acceleration △ Ne of the engine rotation Ne is larger than a predetermined value A,
It is determined whether the consumption acceleration △ q of the fuel amount q is larger than a predetermined value B (step S2). If YES, it is determined that rapid acceleration has occurred, and if NO, it is also determined with reference to FIG. 4 whether the fuel amount q is larger than a predetermined value C (step S3).
【００２０】ここで、図４はＥＧＲ率をエンジン回転Ｎ
ｅと燃料量ｑとにより大、中、小、３段階に制御する制
御範囲をしめすマップを示している。FIG. 4 shows the relationship between the EGR rate and the engine speed N.
3 shows a map indicating a control range in which control is performed in three stages, large, medium, small, based on e and fuel amount q.
【００２１】ステップ３でＮＯの場合は、第１の開閉弁
５を開け第２の開閉弁６を閉じる（ステップＳ４、図４
のＥＧＲ率小）。ＹＥＳだったら、エンジン回転Ｎｅは
所定値Ｄより小さいか否かを判断する（ステップＳ
５）。ＮＯの場合は第１の開閉弁５を閉じ、第２の開閉
弁６を開ける（ステップＳ６、ＥＧＲ率中）。ＹＥＳだ
ったら、第１および第２の開閉弁を開ける（ステップＳ
７，ＥＧＲ率大）。図５を参照して、目標ＥＧＲ率にす
る制御のために、Ｐ１／Ｐ２は所定値Ｅ１とＥ２との間
にあるか否かを判断する（ステップＳ８）。ＮＯの場合
は第１の制御弁９を調整する（ステップＳ９）。またＰ
１／Ｐ２はＥ１とＥ２との間にあるか否かを判断する
（ステップＳ１０）。ＮＯの場合は第２の制御弁１０を
調整する（ステップＳ１１）。ＹＥＳだったら、エンジ
ンが止まっているか否かを判断する（ステップＳ１
２）。ＮＯの場合はＥＧＲ率は所定値内で運転している
のでもどり、ＹＥＳだったら、エンジンは停止している
ので制御を終わる。If NO in step 3, the first on-off valve 5 is opened and the second on-off valve 6 is closed (step S4, FIG. 4).
EGR rate is small). If YES, it is determined whether the engine speed Ne is smaller than a predetermined value D (step S).
5). If NO, the first on-off valve 5 is closed and the second on-off valve 6 is opened (step S6, during the EGR rate). If YES, the first and second on-off valves are opened (step S
7, large EGR rate). Referring to FIG. 5, it is determined whether or not P1 / P2 is between predetermined values E1 and E2 for controlling the target EGR rate (step S8). If NO, the first control valve 9 is adjusted (step S9). Also P
It is determined whether 1 / P2 is between E1 and E2 (step S10). If NO, the second control valve 10 is adjusted (step S11). If YES, it is determined whether the engine is stopped (step S1).
2). In the case of NO, the EGR rate returns within the predetermined value, and if the answer is YES, the control is terminated because the engine is stopped.
【００２２】図６は本考案の別の実施例を示し、エンシ
ンがＶ型の場合を示している。そして、第１の吸入口３
ａと通路３とを片側のバンクの排気管に設け、第２の吸
入口４ａと通路４とを他の側のバンクに設け、第１の制
御弁１１ａ、１１ｂをそれぞれの通路３、４に設けて同
時制御することを除き、前記の列型エンジンの実施例と
同じである。そして、同様に制御するので作用に付いて
も同様である。FIG. 6 shows another embodiment of the present invention, in which the encin is V-shaped. And the first inlet 3
a and the passage 3 are provided in the exhaust pipe of one bank, the second suction port 4a and the passage 4 are provided in the other bank, and the first control valves 11a and 11b are provided in the respective passages 3 and 4. It is the same as the above-described embodiment of the row type engine, except that it is provided and simultaneously controlled. Since the control is performed in the same manner, the operation is the same.
【００２３】[0023]
【考案の効果】本考案は、以上説明したように構成され
ているので、ＥＧＲ率をエンジンの運転状況に応じて精
度高く制御でき、エンジンの耐久上の問題なしに排ガス
のＮＯｘを低減する事ができる。[Effect of the Invention] Since the present invention is configured as described above, the EGR rate can be controlled with high accuracy in accordance with the operating condition of the engine, and the NOx of exhaust gas can be reduced without a problem in engine durability. Can be.
【図１】本考案の一実施例を示す全体構成図。FIG. 1 is an overall configuration diagram showing an embodiment of the present invention.
【図２】図一の制御のフローチャート図。FIG. 2 is a flowchart of the control shown in FIG. 1;
【図３】急加速時のＥＧＲ回避領域を示す図。FIG. 3 is a diagram showing an EGR avoidance area during rapid acceleration.
【図４】ＥＧＲ率の制御の範囲を示すマップ図。FIG. 4 is a map diagram showing a control range of an EGR rate.
【図５】目標ＥＧＲ率に制御するための圧力比との関係
を示す図。FIG. 5 is a diagram showing a relationship with a pressure ratio for controlling to a target EGR rate.
【図６】本考案の別の実施例を示す全体構成図。FIG. 6 is an overall configuration diagram showing another embodiment of the present invention.
１…エンジン １ｂ…吸気管 ２…排気管 ３…第１の通路 ４…第２の通路 ５…第１の開閉弁 ６…第２の開閉弁 ７…エンジン回転センサ ８…ラック位置センサ ９…第１の制御弁 １０…第２の制御弁 １１…第１の制御圧（ＥＧＲ圧） １２…第２の制御圧（排圧） １３、１４…コントローラ DESCRIPTION OF SYMBOLS 1 ... Engine 1b ... Intake pipe 2 ... Exhaust pipe 3 ... 1st passage 4 ... 2nd passage 5 ... 1st opening / closing valve 6 ... 2nd opening / closing valve 7 ... Engine rotation sensor 8 ... Rack position sensor 9 ... 1st 1 control valve 10 ... second control valve 11 ... first control pressure (EGR pressure) 12 ... second control pressure (discharge pressure) 13,14 ... controller
Claims (1)
通路を設け、排気を吸気管に導入する排気再循環装置に
おいて、排気管のなかに小径の吸入口を有する第１の通
路と、大径の吸入口を有する第２の通路とを設け、これ
らの通路は合流して前記吸気管に連結されると共に、第
１の通路には第１の開閉弁と第２の通路には第２の開閉
弁とを設け、前記吸気管との連結部に第１の制御弁およ
び制御圧センサと排気管の出口部に第２の制御弁および
制御圧センサとを設け、エンジン回転と負荷とによりあ
らかじめ設けたマップに基いて上記の開閉弁および制御
弁を制御する制御手段を設けたことを特徴とする排気再
循環装置。1. An exhaust gas recirculation system for providing an exhaust pipe and an intake pipe for communicating an exhaust pipe of an engine and introducing exhaust gas into the intake pipe, a first passage having a small-diameter intake port in the exhaust pipe, A second passage having a large-diameter intake port is provided, these passages merge and are connected to the intake pipe, and the first passage has a first on-off valve and the second passage has a second passage. A second control valve and a control pressure sensor at a connection portion with the intake pipe, and a second control valve and a control pressure sensor at an outlet of the exhaust pipe. An exhaust gas recirculation apparatus characterized by further comprising control means for controlling the on-off valve and the control valve based on a map provided in advance by the system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4360492U JP2548777Y2 (en) | 1992-06-23 | 1992-06-23 | Exhaust recirculation device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4360492U JP2548777Y2 (en) | 1992-06-23 | 1992-06-23 | Exhaust recirculation device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH064353U JPH064353U (en) | 1994-01-21 |
| JP2548777Y2 true JP2548777Y2 (en) | 1997-09-24 |
Family
ID=12668435
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4360492U Expired - Fee Related JP2548777Y2 (en) | 1992-06-23 | 1992-06-23 | Exhaust recirculation device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2548777Y2 (en) |
-
1992
- 1992-06-23 JP JP4360492U patent/JP2548777Y2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH064353U (en) | 1994-01-21 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |