JP2702584B2 - Exhaust gas recirculation control system for diesel engine - Google Patents

Exhaust gas recirculation control system for diesel engine

Info

Publication number
JP2702584B2
JP2702584B2 JP2041737A JP4173790A JP2702584B2 JP 2702584 B2 JP2702584 B2 JP 2702584B2 JP 2041737 A JP2041737 A JP 2041737A JP 4173790 A JP4173790 A JP 4173790A JP 2702584 B2 JP2702584 B2 JP 2702584B2
Authority
JP
Japan
Prior art keywords
intake
passage
exhaust
valve
intake passage
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 - Lifetime
Application number
JP2041737A
Other languages
Japanese (ja)
Other versions
JPH03246361A (en
Inventor
保幸 寺沢
正嗣 崎本
正章 樫本
茂 櫻井
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP2041737A priority Critical patent/JP2702584B2/en
Publication of JPH03246361A publication Critical patent/JPH03246361A/en
Application granted granted Critical
Publication of JP2702584B2 publication Critical patent/JP2702584B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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

Landscapes

  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、ディーゼルエンジンにおいて排気ガスの一
部を吸気に還流する排気ガス還流制御装置に関する。Description: TECHNICAL FIELD The present invention relates to an exhaust gas recirculation control device for recirculating a part of exhaust gas to intake air in a diesel engine.

（従来の技術） 従来、ディーゼルエンジンの排気ガス還流制御装置と
して、例えば特開昭61−79828号公報に開示されるよう
に、排気通路とスロットル弁下流の吸気通路とをEGR通
路で接続し、このEGR通路に制御弁を設け、所定の運転
領域において制御弁を開いて吸気負圧により排気ガスの
一部を吸気通路に還流するようにしたものが知られてい
る。(Prior Art) Conventionally, as an exhaust gas recirculation control device for a diesel engine, for example, as disclosed in JP-A-61-79828, an exhaust passage and an intake passage downstream of a throttle valve are connected by an EGR passage, It is known that a control valve is provided in the EGR passage so that the control valve is opened in a predetermined operation region to recirculate a part of the exhaust gas to the intake passage by the intake negative pressure.

（発明が解決しようとする課題） ところで、ディーゼルエンジンにおいてこのような排
気ガス還流を行う場合、エンジンの低回転低負荷時には
排気ガス還流量を多目に設定し、燃焼を抑制してNOxを
低減すると共に吸気の温度を高めて着火性を向上させる
ことが好ましい。その場合、低回転低負荷時には空気過
剰率が大きく且つ燃料噴射量が少ないので、排気ガス還
流量を多くしても燃焼が不安定になるおそれはない。一
方、低回転時であっても高負荷になると燃料噴射量が増
量設定されるので、空気過剰率が小さくなり、スモーク
が発生し易くなる。そのため、排気ガス還流量を控えて
燃焼性を向上させる必要がある。(Problems to be Solved) In the case of performing such an exhaust gas recirculation in diesel engines, during low speed and low load of the engine to set the exhaust gas recirculation amount versatile, the NO x while suppressing the combustion It is preferable to reduce the temperature and raise the temperature of the intake air to improve the ignitability. In this case, when the engine speed is low and the load is low, the excess air ratio is large and the fuel injection amount is small. Therefore, even if the exhaust gas recirculation amount is increased, there is no possibility that combustion becomes unstable. On the other hand, even when the engine speed is low, when the load becomes high, the fuel injection amount is set to be increased. Therefore, the excess air ratio becomes small, and smoke is easily generated. Therefore, it is necessary to improve the combustibility while reducing the exhaust gas recirculation amount.

一方、ディーゼルエンジンの高出力化を図る手段とし
て吸気弁を多弁化し、吸気効率を向上させる方法があ
る。また、一般に吸気弁と排気弁の開弁時期をオーバラ
ップさせて高回転時の掃気効果を増して出力向上を図る
ことが行われる。このように吸・排気オーバラップ期間
を設定すると、吸気圧力と排気圧力との差圧によって排
気ガスの一部が吸気に還流される、いわゆる内部EGRが
行われることになる。この内部EGRに対して上記EGR通路
などを介して行われる排気ガス還流を以後、外部EGRと
称することにする。この内部EGRは外部EGRのように排気
ガスがEGR通路で冷却されるおそれがないので、吸気を
加熱する機能に優れている。On the other hand, as a means for increasing the output of a diesel engine, there is a method of improving the intake efficiency by increasing the number of intake valves. Further, generally, the opening timings of the intake valve and the exhaust valve are overlapped to increase the scavenging effect at the time of high rotation to improve the output. When the intake / exhaust overlap period is set in this manner, a so-called internal EGR in which a part of the exhaust gas is recirculated to the intake air by the differential pressure between the intake pressure and the exhaust pressure is performed. The exhaust gas recirculation performed on the internal EGR through the EGR passage or the like will be hereinafter referred to as an external EGR. This internal EGR is excellent in the function of heating the intake air because there is no possibility that the exhaust gas is cooled in the EGR passage unlike the external EGR.

本発明はこのような点に着目してなされたものであ
り、その目的とするところは、吸気弁の多弁化によるエ
ンジンの高出力化を図る場合、各吸気弁と排気弁とのオ
ーバラップ期間を適切に設定し且つ各吸気通路を適宜使
い分けて、低回転低負荷時には内部EGRおよび外部EGRを
併用して充分に排気ガス還流を行い、低回転高負荷時に
は排気ガス還流を禁止して燃焼性を向上させることにあ
る。The present invention has been made in view of such a point, and an object of the present invention is to increase the output of the engine by increasing the number of intake valves, when the overlap period between each intake valve and the exhaust valve is to be improved. The internal EGR and the external EGR are used at low rpm and low load to adequately recirculate exhaust gas, and at low rpm and high load, exhaust gas recirculation is prohibited and flammability is set. Is to improve.

（課題を解決するための手段） 上記目的を達成するため、本発明では、吸・排気オー
バラップ期間の異なる吸気通路を２本設けて吸気効率を
高めると共に、低回転低負荷時には吸・排気オーバラッ
プ期間の長い吸気通路によって内部EGRを行い且つEGR通
路によって外部EGRも行う一方、低回転高負荷時には吸
・排気オーバラップ期間の短い吸気通路によって吸気を
行い且つEGRを禁止するようにしている。(Means for Solving the Problems) In order to achieve the above object, according to the present invention, two intake passages having different intake / exhaust overlap periods are provided to increase the intake efficiency, and the intake / exhaust overload is performed at low rotation and low load. While the internal EGR is performed by the intake passage having a long lap period and the external EGR is also performed by the EGR passage, at the time of low rotation and high load, intake is performed by the intake passage having a short intake / exhaust overlap period and EGR is prohibited.

具体的に、本発明の講じた解決手段は、燃焼室に接続
された第１吸気通路、第２吸気通路および排気通路と、
上記排気通路に設けられ排気通路を開閉する排気弁と、
上記第１吸気通路に設けられ第１吸気通路を開閉する第
１吸気弁と、上記第２吸気通路に設けられ、第１吸気通
路よりも吸・排気オーバラップ期間が長くなるよう第２
吸気通路を開閉する第２吸気弁と、上記第２吸気通路に
設けられ、少なくとも低回転高負荷時に閉じる制御弁
と、上記排気通路と吸気通路とを接続し、低回転低負荷
時に連通して排気ガスの一部を吸気通路に還流するEGR
通路とを備える構成としたものである。Specifically, a solution taken by the present invention includes a first intake passage, a second intake passage, and an exhaust passage connected to a combustion chamber;
An exhaust valve provided in the exhaust passage for opening and closing the exhaust passage;
A first intake valve provided in the first intake passage for opening and closing the first intake passage; and a second intake valve provided in the second intake passage so that an intake / exhaust overlap period is longer than that of the first intake passage.
A second intake valve for opening and closing the intake passage, a control valve provided in the second intake passage, and closing at least at low rotation and high load, and connecting the exhaust passage and the intake passage to communicate with each other at low rotation and low load. EGR that recirculates part of the exhaust gas to the intake passage
And a passage.

（作用） 上記の構成により、本発明では、低回転低負荷時に
は、制御弁が開いて吸・排気オーバラップ期間の長い吸
気通路によって内部EGRを行い且つEGR通路によって外部
EGRを行って排気ガス還流量を多目に設定する。このこ
とにより、燃焼を不安定にすることなくNOxを低減し且
つ着火性を向上できる。(Operation) With the above configuration, in the present invention, at low rotation and low load, the control valve is opened to perform internal EGR through the intake passage having a long intake / exhaust overlap period, and to perform external EGR through the EGR passage.
EGR is performed to set a large amount of exhaust gas recirculation. As a result, NO x can be reduced and ignitability can be improved without making combustion unstable.

また、低回転高負荷時には、制御弁が閉じて吸・排気
オーバラップ期間の短い吸気通路によって吸気を行い且
つEGRを停止する。このことにより、排気ガス還流量を
控えて燃料噴射量の増大設定に対応して燃焼性を向上で
き、スモークの発生が防止される。In addition, at the time of low rotation and high load, the control valve is closed to perform intake through the intake passage having a short intake / exhaust overlap period and stop EGR. As a result, the combustibility can be improved in accordance with the setting for increasing the fuel injection amount while the exhaust gas recirculation amount is reduced, and the generation of smoke is prevented.

さらに、高回転時には、制御弁が開いて２本の吸気通
路によって吸気を供給して吸気効率を高めることができ
る。Further, at the time of high rotation, the control valve is opened to supply the intake air through the two intake passages, thereby increasing the intake efficiency.

（実施例） 以下、本発明の実施例を図面に基づいて説明する。(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.

第１図は本発明の実施例に係る排気ガス還流制御装置
を備えた直列４気筒渦流室形で吸気２弁、排気１弁式の
ディーゼルエンジンを示す。同図において、１は燃焼室
であって、この燃焼室１の上部には燃焼室１に連通する
渦流室２が設けられている。５は第１吸気通路であっ
て、この第１吸気通路５は一端がエアクリーナ（図示せ
ず）を介して大気に開放され、他端が４つに分岐して上
記各燃焼室１に接続されている。この第１吸気通路５の
各燃焼室側の開口には、第１吸気通路５を開閉する第１
吸気弁７が設けられている。また、６は第２吸気通路で
あって、この第２吸気通路６は一端がエアクリーナ（図
示せず）を介して大気に開放され、他端が４つに分岐し
て上記各燃焼室１に接続されている。この第２吸気通路
６の各燃焼室側の開口には、第２吸気通路６を開閉する
第２吸気弁８が設けられている。さらに、９は排気通路
であって、この排気通路９は４つの端部が上記各燃焼室
１に接続され、他端が集合されてから大気に開放されて
いる。この排気通路９の各燃焼室側の開口には、排気通
路９を開閉する排気弁10が設けられている。FIG. 1 shows an in-line four-cylinder vortex chamber type diesel engine of two intake valves and one exhaust valve type equipped with an exhaust gas recirculation control device according to an embodiment of the present invention. In FIG. 1, reference numeral 1 denotes a combustion chamber, and a vortex chamber 2 communicating with the combustion chamber 1 is provided above the combustion chamber 1. Reference numeral 5 denotes a first intake passage. One end of the first intake passage 5 is opened to the atmosphere via an air cleaner (not shown), and the other end is branched into four and connected to the combustion chambers 1. ing. Openings on the respective combustion chamber sides of the first intake passage 5 are provided with first opening / closing openings for the first intake passage 5.
An intake valve 7 is provided. Reference numeral 6 denotes a second intake passage. One end of the second intake passage 6 is opened to the atmosphere via an air cleaner (not shown), and the other end is branched into four parts. It is connected. A second intake valve 8 that opens and closes the second intake passage 6 is provided at an opening of each of the combustion chambers of the second intake passage 6. Further, reference numeral 9 denotes an exhaust passage. The exhaust passage 9 has four ends connected to the combustion chambers 1 and the other end assembled to be opened to the atmosphere. An exhaust valve 10 for opening and closing the exhaust passage 9 is provided at an opening of each exhaust chamber 9 on the side of each combustion chamber.

そして、第２図に示すように、第２吸気弁８の開弁時
期は第１吸気弁７の開弁時期よりも早く設定されてい
て、第２吸気部弁８の方が第１吸気弁７よりも吸・排気
オーバラップ期間が長くなるようになっている。Then, as shown in FIG. 2, the opening timing of the second intake valve 8 is set earlier than the opening timing of the first intake valve 7, and the second intake valve 8 is set to the first intake valve. 7, the intake / exhaust overlap period is longer.

また、上記第２吸気通路６の４つの分岐通路には、制
御弁11がそれぞれ設けられている。この４つの制御弁11
はリンクによって連動するように連結されている。この
リンクは公知の負圧応動式アクチュエータ12に連結され
ている。このアクチュエータ12の負圧室は負圧導入通路
13を介してスロットル弁（図示省略）下流の第１吸気通
路５に接続されている。そして、この負圧導入通路13に
はソレノイド弁14が設けられている。すなわち、通常は
ソレノイド弁14がOFFしてアクチュエータ12が不作動に
なっていて制御弁11が閉じている一方、ソレノイド弁14
をONするとアクチュエータ12が作動して制御弁11が開く
ようになっている。Control valves 11 are provided in the four branch passages of the second intake passage 6, respectively. These four control valves 11
Are linked together by a link. This link is connected to a known negative pressure responsive actuator 12. The negative pressure chamber of this actuator 12 is a negative pressure introduction passage.
It is connected to a first intake passage 5 downstream of a throttle valve (not shown) via 13. The negative pressure introduction passage 13 is provided with a solenoid valve 14. That is, normally, the solenoid valve 14 is turned off, the actuator 12 is inactive, and the control valve 11 is closed.
Is turned on, the actuator 12 operates and the control valve 11 opens.

さらに、上記排気通路９と、第２吸気通路６の制御弁
11よりも下流側とはEGR通路15で接続されている。そし
て、このEGR通路15にはソレノイド式のEGR弁16が設けら
れている。上記ソレノイド弁14およびEGR弁16はコント
ロールユニット20によって制御される。Further, control valves for the exhaust passage 9 and the second intake passage 6
The EGR passage 15 is connected to the downstream side of 11. The EGR passage 15 is provided with a solenoid type EGR valve 16. The solenoid valve 14 and the EGR valve 16 are controlled by a control unit 20.

また、21はアクセル（図示省略）の開度を検出するア
クセル開度センサ、22はエンジンの回転数を検出する回
転数センサであって、これらのセンサ21,22の出力信号
は上記コントロールユニット20に入力されている。Reference numeral 21 denotes an accelerator opening sensor that detects the opening of an accelerator (not shown). Reference numeral 22 denotes a rotation speed sensor that detects the rotation speed of the engine. The output signals of these sensors 21 and 22 are output from the control unit 20. Has been entered.

次に、上記コントロールユニット20によるソレノイド
弁14およびEGR弁16の制御を説明する。第３図に示すよ
うに、低回転低負荷時には、制御弁11を開いて吸・排気
オーバラップ期間の長い第２吸気通路６によって内部EG
Rを行い且つEGR弁16を開いてEGR通路15によって外部EGR
を行って排気ガス還流量を多目に設定する。このことに
より、燃焼を不安定にすることなくNOxを低減し且つ着
火性を向上できる。この場合、内部EGRは外部EGRのよう
に排気ガスがEGR通路15で冷却されるおそれがないの
で、吸気を良好に加熱できる。Next, control of the solenoid valve 14 and the EGR valve 16 by the control unit 20 will be described. As shown in FIG. 3, when the engine speed is low and the load is low, the control valve 11 is opened and the internal EG is controlled by the second intake passage 6 having a long intake / exhaust overlap period.
R and open the EGR valve 16 to allow external EGR through the EGR passage 15
To set the exhaust gas recirculation amount to a large value. As a result, NO x can be reduced and ignitability can be improved without making combustion unstable. In this case, since the internal EGR does not have a possibility that the exhaust gas is cooled in the EGR passage 15 unlike the external EGR, the intake air can be favorably heated.

また、低回転高負荷時には、制御弁11を閉じて吸・排
気オーバラップ期間の短い第１吸気通路５のみによって
吸気を行い且つEGR弁16を閉じてEGRを停止する。このこ
とにより、排気ガス還流量を控えて燃料噴射量の増大設
定に対応して燃焼性を向上でき、スモークの発生が防止
される。In addition, at the time of low rotation and high load, the control valve 11 is closed to perform intake only through the first intake passage 5 having a short intake / exhaust overlap period, and the EGR valve 16 is closed to stop EGR. As a result, the combustibility can be improved in accordance with the setting for increasing the fuel injection amount while the exhaust gas recirculation amount is reduced, and the generation of smoke is prevented.

さらに、高回転時には、制御弁11を開いて２本の吸気
通路5,6によって吸気を供給して吸気効率を高めること
ができる。Further, at the time of high rotation, the control valve 11 is opened to supply the intake air through the two intake passages 5 and 6, so that the intake efficiency can be increased.

次に、変形例を第４図および第５図によって説明す
る。上記実施例では第１吸気通路５および第２吸気通路
６を各燃焼室（シリンダ）１ごとに設けたが、この変形
例では、第１吸気通路５の燃焼室側端部を構成する第１
吸気ポート5a、および第２吸気通路６の燃焼室側端部を
構成する第２吸気ポート6aを隣り合う燃焼室（シリン
ダ）１で一部共有するようにしてエンジンをコンパクト
化するようにしている。すなわち、第４図および第５図
において、5aは第１吸気通路５の燃焼室側端部を構成す
る第１吸気ポート、6aは第２吸気通路６の燃焼室側端部
を構成する第２吸気ポートであって、これらの吸気ポー
ト5a,6aはシリンダヘッド31に設けられている。そし
て、第１燃焼室（シリンダ）１の第１吸気ポート5aと第
２燃焼室（シリンダ）１の第１吸気ポート5aとは燃焼室
１への開口部の直上流で合流して一本になっている。ま
た、第３燃焼室（シリンダ）１の第１吸気ポート5aと第
４燃焼室（シリンダ）１の第１吸気ポート5aとは燃焼室
１への開口部の直上流で合流して一本になっている。さ
らに、第２燃焼室（シリンダ）１の第２吸気ポート6aと
第３燃焼室（シリンダ）１の第２吸気ポート6aとは燃焼
室１への開口部の直上流で合流して一本になっている。
また、9aは排気通路９の燃焼室側端部を構成する排気ポ
ートである。Next, a modified example will be described with reference to FIG. 4 and FIG. In the above-described embodiment, the first intake passage 5 and the second intake passage 6 are provided for each combustion chamber (cylinder) 1. In this modification, however, the first intake passage 5 constituting the end of the first intake passage 5 on the combustion chamber side is formed.
The intake port 5a and the second intake port 6a constituting the end portion of the second intake passage 6 on the combustion chamber side are partially shared by the adjacent combustion chambers (cylinders) 1, so that the engine is made compact. . That is, in FIGS. 4 and 5, reference numeral 5a denotes a first intake port constituting the end portion of the first intake passage 5 on the combustion chamber side, and reference numeral 6a denotes a second end portion constituting the end portion of the second intake passage 6 on the combustion chamber side. These are intake ports, and these intake ports 5a and 6a are provided in the cylinder head 31. Then, the first intake port 5a of the first combustion chamber (cylinder) 1 and the first intake port 5a of the second combustion chamber (cylinder) 1 merge immediately upstream of the opening to the combustion chamber 1 to be integrated. Has become. In addition, the first intake port 5a of the third combustion chamber (cylinder) 1 and the first intake port 5a of the fourth combustion chamber (cylinder) 1 join immediately upstream of the opening to the combustion chamber 1 to be integrated. Has become. Further, the second intake port 6a of the second combustion chamber (cylinder) 1 and the second intake port 6a of the third combustion chamber (cylinder) 1 merge immediately upstream of the opening to the combustion chamber 1 to be integrated. Has become.
Reference numeral 9a denotes an exhaust port that forms an end of the exhaust passage 9 on the combustion chamber side.

また、第５図に示すように、この変形例の場合、吸気
弁7,8および排気弁10はスイングアームによって駆動さ
れている。すなわち、シリンダヘッド31にはバルブスプ
リング41が設けられ、このバルブスプリング41によって
吸気弁7,8および排気弁10が閉弁方向に付勢されてい
る。一方、シリンダヘッド31にはピボット42が設けら
れ、このピボット42と各弁7,8,10との間にスイングアー
ム43が掛け渡されている。そして、シリンダヘッド31に
は上記スイングアーム43の中途部に当接するようにカム
軸44が設けられている。なお、51は渦流室２に設けられ
た燃料噴射弁、52は同じく渦流室２に設けられたグロー
プラグである。As shown in FIG. 5, in the case of this modification, the intake valves 7, 8 and the exhaust valve 10 are driven by a swing arm. That is, a valve spring 41 is provided in the cylinder head 31, and the intake valves 7, 8 and the exhaust valve 10 are urged in the valve closing direction by the valve spring 41. On the other hand, a pivot 42 is provided on the cylinder head 31, and a swing arm 43 is stretched between the pivot 42 and each of the valves 7, 8, and 10. The cylinder head 31 is provided with a camshaft 44 so as to abut on the middle part of the swing arm 43. Reference numeral 51 denotes a fuel injection valve provided in the swirl chamber 2, and reference numeral 52 denotes a glow plug also provided in the swirl chamber 2.

この変形例によれば、第１吸気ポート5aおよび第２吸
気ポート6aを隣り合う燃焼室（シリンダ）１で共有した
ので、エンジンをコンパクト化することができる。According to this modification, since the first intake port 5a and the second intake port 6a are shared by the adjacent combustion chambers (cylinders) 1, the engine can be made compact.

（発明の効果） 以上説明したように、本発明のディーゼルエンジンの
排気ガス還流制御装置によれば、燃焼室に接続された第
１吸気通路、第２吸気通路および排気通路と、上記排気
通路により設けられ排気通路を開閉する排気弁と、上記
第１吸気通路に設けられ第１吸気通路を開閉する第１吸
気弁と、上記第２吸気通路に設けられ、第１吸気通路よ
りも吸・排気オーバラップ期間が長くなるよう第２吸気
通路を開閉する第２吸気弁と、上記第２吸気弁通路に設
けられ、少なくとも低回転高負荷時に閉じる制御弁と、
上記排気通路と吸気通路とを接続し、低回転低負荷時に
連通して排気ガスの一部を吸気通路に還流するEGR通路
とを備えたので、低回転低負荷時には排気ガス還流を充
分に行って燃焼を安定にしながらNOx低減および着火性
の向上を図れ、また低回転高負荷時には排気ガス還流を
禁止して燃焼性の向上によりスモークの発生を防止で
き、さらに高回転時には２本の吸気通路により吸気を供
給して吸気効率を高めて出力向上を図ることができる。(Effects of the Invention) As described above, according to the exhaust gas recirculation control device for a diesel engine of the present invention, the first intake passage, the second intake passage, and the exhaust passage connected to the combustion chamber, and the exhaust passage described above. An exhaust valve provided to open and close the exhaust passage; a first intake valve provided to the first intake passage to open and close the first intake passage; and an intake valve provided to the second intake passage and more intake and exhaust than the first intake passage. A second intake valve that opens and closes the second intake passage so that the overlap period becomes longer, a control valve that is provided in the second intake valve passage, and that is closed at least at low rotation and high load;
The exhaust passage and the intake passage are connected to each other, and an EGR passage that communicates with the engine at a low rotation speed and a low load to recirculate a part of the exhaust gas to the intake passage is provided. To stabilize combustion and reduce NO x and improve ignitability. At low engine speeds and high loads, prohibit exhaust gas recirculation to prevent the generation of smoke by improving combustion characteristics. The intake can be supplied through the passage to increase the intake efficiency and improve the output.

【図面の簡単な説明】[Brief description of the drawings]

第１図〜第３図は本発明の実施例を例示し、第１図は全
体概略構成図、第２図は吸・排気タイミングを示す説明
図、第３図はコントロールユニットの制御を示すマップ
図である。第４図は変形例における第１図相当図、第５
図は第４図におけるＶ−Ｖ線断面図である。 １……燃焼室 ５……第１吸気通路 ６……第２吸気通路 ７……第１吸気弁 ８……第２吸気弁 ９……排気通路 10……排気弁 11……制御弁 15……EGR通路1 to 3 exemplify an embodiment of the present invention. FIG. 1 is an overall schematic diagram, FIG. 2 is an explanatory diagram showing intake / exhaust timing, and FIG. 3 is a map showing control of a control unit. FIG. FIG. 4 is a diagram corresponding to FIG.
The figure is a sectional view taken along line VV in FIG. 1 Combustion chamber 5 First intake passage 6 Second intake passage 7 First intake valve 8 Second intake valve 9 Exhaust passage 10 Exhaust valve 11 Control valve 15 … EGR passage

Claims (1)

(57)【特許請求の範囲】(57) [Claims] 【請求項１】燃焼室に接続された第１吸気通路、第２吸
気通路および排気通路と、 上記排気通路に設けられ排気通路を開閉する排気弁と、 上記第１吸気通路に設けられ第１吸気通路を開閉する第
１吸気弁と、 上記第２吸気通路に設けられ、第１吸気通路よりも吸・
排気オーバラップ期間が長くなるよう第２吸気通路を開
閉する第２吸気弁と、 上記第２吸気通路に設けられ、少なくとも低回転高負荷
時に閉じる制御弁と、 上記排気通路と吸気通路とを接続し、低回転低負荷時に
連通して排気ガスの一部を吸気通路に還流するEGR通路
と を備えたことを特徴とするディーゼルエンジンの排気ガ
ス還流制御装置。A first intake passage, a second intake passage, and an exhaust passage connected to a combustion chamber; an exhaust valve provided in the exhaust passage for opening and closing the exhaust passage; a first exhaust passage provided in the first intake passage. A first intake valve that opens and closes an intake passage; and a first intake valve that is provided in the second intake passage and that is more inhalable than the first intake passage.
A second intake valve for opening and closing the second intake passage so as to lengthen the exhaust overlap period, a control valve provided in the second intake passage, and closing at least at a low rotation and high load, and connecting the exhaust passage and the intake passage An exhaust gas recirculation control device for a diesel engine, comprising: an EGR passage communicating with the exhaust gas at a low rotation speed and a low load to recirculate a part of the exhaust gas to an intake passage.
JP2041737A 1990-02-21 1990-02-21 Exhaust gas recirculation control system for diesel engine Expired - Lifetime JP2702584B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2041737A JP2702584B2 (en) 1990-02-21 1990-02-21 Exhaust gas recirculation control system for diesel engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2041737A JP2702584B2 (en) 1990-02-21 1990-02-21 Exhaust gas recirculation control system for diesel engine

Publications (2)

Publication Number Publication Date
JPH03246361A JPH03246361A (en) 1991-11-01
JP2702584B2 true JP2702584B2 (en) 1998-01-21

Family

ID=12616740

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2041737A Expired - Lifetime JP2702584B2 (en) 1990-02-21 1990-02-21 Exhaust gas recirculation control system for diesel engine

Country Status (1)

Country Link
JP (1) JP2702584B2 (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006336466A (en) * 2005-05-31 2006-12-14 Daihatsu Motor Co Ltd Diesel engine
FR2900203B1 (en) 2006-04-21 2010-09-17 Peugeot Citroen Automobiles Sa DEVICE FOR DISTRIBUTING INLET GASES IN AN AIR SUPPLY SYSTEM OF AN INTERNAL COMBUSTION ENGINE
JP2009008023A (en) * 2007-06-28 2009-01-15 Toyota Motor Corp Exhaust control device for internal combustion engine
JP5092962B2 (en) * 2008-07-18 2012-12-05 トヨタ自動車株式会社 Control device for an internal combustion engine with a supercharger

Also Published As

Publication number Publication date
JPH03246361A (en) 1991-11-01

Similar Documents

Publication Publication Date Title
JP2753874B2 (en) Multi-cylinder engine intake system
JP4045844B2 (en) Engine control device
EP1377740B1 (en) Control device for supercharged engine
JP2702584B2 (en) Exhaust gas recirculation control system for diesel engine
JP2617487B2 (en) Scavenging device for supercharged engine
JP2994112B2 (en) Engine intake system
JP3315416B2 (en) Diesel engine intake system
JPH08218879A (en) Intake structure of four-cycle engine
US5983872A (en) Engine intake system for controlling internal exhaust gas recirculation
JP3538860B2 (en) Engine intake system
JP2002188522A (en) Egr control device for engine with turbocharger
JPH06323201A (en) Exhaust gas recirculation system of engine
JPH0791326A (en) Exhaust gas refluxing device for engine having supercharger
JP4036021B2 (en) Engine control device
JP2575773B2 (en) Engine combustion control device
JPH0343387Y2 (en)
JPH04194318A (en) Suction device for engine
JP3456133B2 (en) Exhaust gas recirculation system for turbocharged engine
JPS5922247Y2 (en) spark ignition internal combustion engine
JPH0634581Y2 (en) Double intake valve engine
JPH0447153A (en) Internal exhaust gas recirculation type engine
JPH0350265Y2 (en)
JPS5855335B2 (en) Exhaust gas recirculation device for multi-cylinder engines
JPH0324834Y2 (en)
JP3365681B2 (en) Engine intake system