JPH1136938A - Intake control device for diesel engine - Google Patents

Intake control device for diesel engine

Info

Publication number
JPH1136938A
JPH1136938A JP9198809A JP19880997A JPH1136938A JP H1136938 A JPH1136938 A JP H1136938A JP 9198809 A JP9198809 A JP 9198809A JP 19880997 A JP19880997 A JP 19880997A JP H1136938 A JPH1136938 A JP H1136938A
Authority
JP
Japan
Prior art keywords
temperature
exhaust gas
intake
throttle valve
engine
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.)
Granted
Application number
JP9198809A
Other languages
Japanese (ja)
Other versions
JP3533891B2 (en
Inventor
Kazuhide Togai
一英 栂井
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.)
Mitsubishi Motors Corp
Original Assignee
Mitsubishi Motors 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 Mitsubishi Motors Corp filed Critical Mitsubishi Motors Corp
Priority to JP19880997A priority Critical patent/JP3533891B2/en
Publication of JPH1136938A publication Critical patent/JPH1136938A/en
Application granted granted Critical
Publication of JP3533891B2 publication Critical patent/JP3533891B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0005—Controlling intake air during deceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/0022—Controlling intake air for diesel engines by throttle control
    • 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
    • F02M26/52—Systems for actuating EGR valves
    • F02M26/55—Systems for actuating EGR valves using vacuum actuators
    • F02M26/56—Systems for actuating EGR valves using vacuum actuators having pressure modulation valves
    • F02M26/57—Systems for actuating EGR valves using vacuum actuators having pressure modulation valves using electronic means, e.g. electromagnetic valves
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (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 provide an intake control device for a Diesel engine, which can effectively use catalyst for purifying exhaust gas by controlling intake air. SOLUTION: An intake control device for a Diesel engine comprises an intake throttle valve 11, catalyst 15 for purifying exhaust gas, a temperature detecting means 20 for detecting a temperature of the catalyst 15 for a temperature corresponding to the same, an output power detecting means 19B for detecting an output power of an engine, a means 19A for controlling the intake throttle valve 11 so as to close the intake air throttle valve 11 if the temperature detected by the temperature detecting means 10 is not greater than a preset predetermined temperature and an output power of the engine detected by the output power detecting means 19A is not greater than a preset predetermined power, but to open the valve 11 if the detected temperature is greater than the predetermined temperature and the detected output power is greater than the predetermined output power.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】本発明は、電子制御燃料噴射
式のディーゼル機関に用いて好適の、ディーゼル機関の
吸気制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a diesel engine intake control apparatus suitable for use in an electronically controlled fuel injection type diesel engine.

【０００２】[0002]

【従来の技術】ディーゼルエンジンでは、燃料に対する
空気量が過剰であっても運転可能なため、アクセル開度
に応じて燃料噴射量のみを制御することでエンジン出力
の制御を行ない、ガソリンエンジンのようにアクセル開
度に応じたスロットルバルブ開度制御（即ち、吸気量制
御）は行なわないのが一般的である。2. Description of the Related Art Diesel engines can be operated even when the amount of air with respect to fuel is excessive. Therefore, the engine output is controlled by controlling only the fuel injection amount in accordance with the accelerator opening. In general, throttle valve opening control (that is, intake air amount control) according to the accelerator opening is not performed.

【０００３】一方、ディーゼルエンジンにおいて、その
減速時に、燃料消費量を節約するために燃料の供給を停
止したり、吸気通路内に設けられた吸気絞り弁を絞って
吸気騒音を低減したりする技術も開発されている。ま
た、ディーゼルエンジンでは、排ガスを浄化するため
に、排ガス浄化用触媒（一般には、酸化触媒）が設けら
れるほか、特にＮＯｘの排出低減のためには排ガス還流
装置（ＥＧＲ装置）が設けられている。On the other hand, in a diesel engine, at the time of deceleration, the supply of fuel is stopped in order to save fuel consumption, or the intake noise is reduced by narrowing an intake throttle valve provided in an intake passage. Has also been developed. In a diesel engine, an exhaust gas purifying catalyst (generally, an oxidation catalyst) is provided to purify exhaust gas, and an exhaust gas recirculation device (EGR device) is particularly provided to reduce NOx emissions. .

【０００４】このＥＧＲ装置は、排気通路から吸気通路
に渡って介設された排ガス還流路（ＥＧＲ流路）と、Ｅ
ＧＲ流路に介装された流量制御弁（ＥＧＲ弁）とからな
り、ＥＧＲ弁をエンジンの運転状態に応じて開度調整す
ることで排ガス還流量（ＥＧＲ量）を制御するが、この
ＥＧＲ量の制御は吸気流に影響するため、吸気絞り弁と
ＥＧＲ装置とを関連させて制御する技術も開発されてい
る。The EGR device includes an exhaust gas recirculation passage (EGR passage) provided from the exhaust passage to the intake passage, and an EGR passage.
The exhaust gas recirculation amount (EGR amount) is controlled by adjusting a degree of opening of the EGR valve according to the operating state of the engine. Is affected by the intake air flow, and a technique for controlling the intake throttle valve and the EGR device in association with each other has been developed.

【０００５】例えば、上述のようにアイドル運転時に吸
気絞り弁を絞ると吸気圧力が大幅に低下するため、燃料
が不完全燃焼して白煙が発生し易くなる不具合がある。
そこで、特開昭５９−１２０７７１号公報には、吸気絞
り弁とＥＧＲ装置とをそなえたディーゼルエンジンにお
いて、吸気絞り弁の下流側の吸気圧力が所定圧以下にな
ったらＥＧＲ量を増大させる技術が提案されている。[0005] For example, when the intake throttle valve is throttled during idling operation as described above, the intake pressure is greatly reduced, so that the fuel is incompletely burned and white smoke is easily generated.
Japanese Patent Application Laid-Open No. Sho 59-120772 discloses a technology for increasing the EGR amount in a diesel engine having an intake throttle valve and an EGR device when the intake pressure downstream of the intake throttle valve falls below a predetermined pressure. Proposed.

【０００６】また、特開平１−３１３６４９号公報に
は、燃料噴射停止時にはＥＧＲ弁を開弁することで燃料
噴射停止時の吸気絞り弁の前後の圧力差を小さくして、
再加速時の吸気絞り弁の駆動トルクを低減し、その後燃
料噴射再開時にはＥＧＲ弁を閉弁することで黒煙の発生
を防止しようとする技術も提案されている。さらに、実
開昭５９−１５７５５０号公報には、エンジン冷態時に
吸気絞り弁を絞ることによりエミッション性能を向上す
る技術も開示されている。Japanese Patent Laid-Open Publication No. Hei 1-331349 discloses that when the fuel injection is stopped, the EGR valve is opened to reduce the pressure difference before and after the intake throttle valve when the fuel injection is stopped.
There has also been proposed a technique for reducing the driving torque of the intake throttle valve at the time of re-acceleration and then closing the EGR valve at the time of resuming fuel injection to thereby prevent the generation of black smoke. Furthermore, Japanese Utility Model Laid-Open No. 59-157550 discloses a technique for improving emission performance by restricting an intake throttle valve when the engine is cold.

【０００７】さらにまた、ディーゼルエンジンを制御す
る場合、燃料噴射量や燃料噴射時期といった燃料噴射制
御とともにＥＧＲ制御は重要である。つまり、かかる制
御は、ドライバビリティや排ガス性状に大きく影響し、
特に車両用エンジンにおいては、ドライバビリティや排
ガス性状に関する要求度が高いため、重要な制御となっ
ている。Furthermore, when controlling a diesel engine, EGR control is important together with fuel injection control such as fuel injection amount and fuel injection timing. In other words, such control greatly affects drivability and exhaust gas properties,
Particularly, in the case of a vehicle engine, control is important because drivability and exhaust gas properties are highly required.

【０００８】例えばＥＧＲのメイン制御（例えばＥＧＲ
率の制御）に関しては、空気過剰率λに着目した制御
（λ−ＥＧＲ制御）がある。このλ−ＥＧＲ制御の場合
には、空気過剰率λが燃料噴射量に依存するので、例え
ば燃料噴射ポンプのコントロールスリーブ位置とエンジ
ン回転数とから燃料噴射量を求めて制御に使用すること
ができる。あるいは、空気過剰率λは排ガスの空燃比に
対応するので、リニア空燃比センサ（ＬＡＦＳ）等の排
ガスセンサによって排ガス空燃比を計測して燃料噴射量
制御に使用することができる。For example, EGR main control (for example, EGR
Control), there is control (λ-EGR control) focusing on the excess air ratio λ. In the case of the λ-EGR control, since the excess air ratio λ depends on the fuel injection amount, for example, the fuel injection amount can be obtained from the control sleeve position of the fuel injection pump and the engine speed and used for the control. . Alternatively, since the excess air ratio λ corresponds to the air-fuel ratio of the exhaust gas, the exhaust gas air-fuel ratio can be measured by an exhaust gas sensor such as a linear air-fuel ratio sensor (LAFS) and used for fuel injection amount control.

【０００９】[0009]

【発明が解決しようとする課題】ところで、排ガス浄化
用触媒は、その雰囲気温度、即ち、排ガス温度によって
性能や耐久性が大きく変化する。つまり、排ガス浄化用
触媒は、低温では浄化作用を発揮することができないた
め、冷態始動時には、排ガス温度を上昇させたり、一定
温度以下の排ガス量を低減することが必要である。The performance and durability of an exhaust gas purifying catalyst vary greatly depending on the ambient temperature, that is, the exhaust gas temperature. That is, since the exhaust gas purifying catalyst cannot exert a purifying action at a low temperature, it is necessary to raise the temperature of the exhaust gas or to reduce the amount of the exhaust gas at a certain temperature or lower during a cold start.

【００１０】また、過剰に高温になると排ガス中に酸化
イオウ（ＳＯ2 ）を生成させたり又触媒自体の劣化につ
ながる。このため、排ガス浄化用触媒の温度を一定範囲
内に保って使用するようにしたい。特に、排ガス浄化用
触媒を所定温度域まで昇温させることは、ＬＡＦＳの温
度環境としても好ましい。つまり、一般にはＬＡＦＳに
ヒータを付けてその過冷却を防止しているが、ＬＡＦＳ
は、低温時にブラックニング現象を起こし損傷してしま
うことがあるため、ＬＡＦＳの雰囲気温度が大幅に低下
することがあれば、この対策として強力なヒータを装備
することが必要になり、コスト増を招く。しかし、ＬＡ
ＦＳの雰囲気温度を高めることができれば、ヒータをそ
れほど強力なものにする必要もなく、コスト増を抑制す
ることができる。If the temperature becomes excessively high, sulfur oxide (SO 2 ) is generated in the exhaust gas, and the catalyst itself is deteriorated. For this reason, it is desired to use the exhaust gas purifying catalyst while keeping its temperature within a certain range. In particular, it is preferable to raise the temperature of the exhaust gas purifying catalyst to a predetermined temperature range also in the LAFS temperature environment. In other words, LAFS is generally provided with a heater to prevent overcooling of the LAFS.
In some cases, the blackening phenomenon may occur at low temperatures, causing damage. Therefore, if the ambient temperature of LAFS is greatly reduced, it is necessary to equip a powerful heater as a countermeasure to increase costs. Invite. But LA
If the ambient temperature of the FS can be increased, it is not necessary to make the heater so powerful, and the increase in cost can be suppressed.

【００１１】このような排ガス浄化用触媒やＬＡＦＳの
雰囲気温度は、吸気絞り弁による吸気量調整に大きく影
響される。例えば減速時等に燃料無噴射としたときに
は、吸気温度がそのまま排ガス温度となり、吸気量が多
ければ排ガス温度が低下し、その低温の排ガスにより触
媒を含む排気系が冷却され、吸気量が少なければ排ガス
温度が上昇して、触媒を含む排気系が冷却され難くな
る。The ambient temperature of the exhaust gas purifying catalyst and the LAFS is greatly affected by the intake air amount adjustment by the intake throttle valve. For example, when no fuel is injected during deceleration, the intake air temperature becomes the exhaust gas temperature as it is, and if the intake air amount is large, the exhaust gas temperature is lowered.The exhaust gas including the catalyst is cooled by the low-temperature exhaust gas. The exhaust gas temperature rises, and it becomes difficult to cool the exhaust system including the catalyst.

【００１２】このような特性に着目すれば、排ガス浄化
用触媒をより効果的に利用することや、強力なヒータを
用いずにＬＡＦＳのブラックニング現象の防止を行なう
ことも可能と考えられる。ただし、吸気絞り弁により吸
気量を低下させるとポンピングロスが増大するため燃費
が悪化しやすい。したがって、燃費の面から考えると吸
気絞り弁を閉じる運転領域は極力小さくしたい。By focusing on such characteristics, it is considered possible to use the exhaust gas purifying catalyst more effectively and to prevent the LAFS blackening phenomenon without using a powerful heater. However, when the intake air amount is reduced by the intake throttle valve, the pumping loss increases, so that fuel efficiency is likely to deteriorate. Therefore, from the viewpoint of fuel efficiency, it is desirable to minimize the operation range in which the intake throttle valve is closed.

【００１３】本発明は、上述の課題に鑑み創案されたも
ので、吸気制御により、排ガス浄化用触媒をより効果的
に利用することや、ＬＡＦＳ等の他の部材の保護や性能
の効率よい発揮を行なうことができるようにした、ディ
ーゼル機関の吸気制御装置を提供することを目的とす
る。SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems, and makes it possible to use an exhaust gas purifying catalyst more effectively by controlling intake air, to protect other members such as LAFS, and to efficiently exhibit performance. It is an object of the present invention to provide an intake control device for a diesel engine, which can perform the following.

【００１４】[0014]

【課題を解決するための手段】このため、請求項１記載
の本発明のディーゼル機関の吸気制御装置では、温度検
出手段が、機関の排気系に設けられた排ガス浄化用触媒
の温度又は触媒温度に対応した温度を検出し、出力検出
手段が機関の出力を検出する。吸気絞り弁制御手段は、
温度検出手段による検出温度と出力検出手段による機関
の出力とに基づいて、ディーゼル機関の吸気管に設けら
れた吸気絞り弁を開閉制御する。つまり、検出温度が予
め設定された所定温度未満で且つ機関の出力が予め設定
された所定出力未満であるような、排ガス浄化用触媒が
低温状態で機関の出力が小さく従って燃料噴射量が少量
のときには、吸気絞り弁を閉弁し、排ガス温度の低下を
防止して排ガスによって排ガス浄化用触媒が冷却される
のを防止するので、排ガス浄化用触媒の温度低下が抑制
されるようになっている。また、機関の出力の小さいと
きに吸気弁を閉弁することで、ポンピングの増大による
燃費の悪化が防止されるようになっている。Therefore, in the intake control apparatus for a diesel engine according to the present invention, the temperature detecting means includes a temperature of an exhaust gas purifying catalyst or a catalyst temperature provided in an exhaust system of the engine. And the output detection means detects the output of the engine. The intake throttle valve control means includes:
An opening / closing control of an intake throttle valve provided in an intake pipe of the diesel engine is performed based on a temperature detected by the temperature detecting means and an output of the engine by the output detecting means. In other words, when the exhaust gas purifying catalyst is in a low temperature state and the output of the engine is small such that the detected temperature is lower than the predetermined temperature and the output of the engine is lower than the predetermined output, the fuel injection amount is small. Sometimes, the intake throttle valve is closed to prevent the exhaust gas temperature from lowering and to prevent the exhaust gas purifying catalyst from being cooled by the exhaust gas, so that the temperature decrease of the exhaust gas purifying catalyst is suppressed. . Further, by closing the intake valve when the output of the engine is small, deterioration of fuel efficiency due to an increase in pumping is prevented.

【００１５】請求項２記載の本発明のディーゼル機関の
吸気制御装置では、燃料噴射停止手段が機関への燃料噴
射を停止すると、吸気絞り弁制御手段は、温度検出手段
による検出温度が予め設定された所定温度未満の場合
に、吸気絞り弁を閉弁する。燃料噴射停止時には、吸気
導入量が大きいほど排ガス温度が低下し、吸気導入量が
小さいほど排ガス温度の低下が抑制されるため、燃料供
給停止時のように機関からの熱発生の少ないときであり
ながら、排ガス浄化用触媒の冷却が防止されるようにな
っている。According to a second aspect of the present invention, when the fuel injection stopping means stops fuel injection to the engine, the intake throttle valve control means sets the temperature detected by the temperature detecting means in advance. If the temperature is lower than the predetermined temperature, the intake throttle valve is closed. When the fuel injection is stopped, the exhaust gas temperature decreases as the intake air intake amount increases, and the exhaust gas temperature decreases as the intake air intake amount decreases. However, cooling of the exhaust gas purifying catalyst is prevented.

【００１６】請求項３記載の本発明のディーゼル機関の
吸気制御装置では、吸気絞り弁制御手段によって吸気絞
り弁が開弁されているときには排ガス還流量を増量する
ので、吸気温度が上昇して、排ガス温度も上昇するの
で、低温状態の排ガス浄化用触媒の温度が速やかに所定
の温度域へ高められる。In the intake control apparatus for a diesel engine according to the present invention, the exhaust gas recirculation amount is increased when the intake throttle valve is opened by the intake throttle valve control means. Since the exhaust gas temperature also increases, the temperature of the exhaust gas purifying catalyst in a low temperature state can be quickly raised to a predetermined temperature range.

【００１７】[0017]

【発明の実施の形態】以下、図面により、本発明の実施
の形態について説明する。まず、図１〜図４は本発明の
一実施形態としてのディーゼル機関の吸気制御装置に関
して示すもので、これらの図に基づいて実施形態を説明
する。本実施形態にかかるディーゼル機関（以下、エン
ジンという）は、図１に示すように、エンジン本体１に
設けられた各シリンダボア２内にピストン３が摺動可能
に嵌挿され、シリンダボア２及びピストン３上面で囲ま
れて燃焼室４が形成されている。Embodiments of the present invention will be described below with reference to the drawings. First, FIGS. 1 to 4 show an intake control device for a diesel engine as one embodiment of the present invention, and the embodiment will be described based on these drawings. As shown in FIG. 1, a diesel engine (hereinafter, referred to as an engine) according to the present embodiment has a piston 3 slidably inserted into each cylinder bore 2 provided in an engine body 1, and includes a cylinder bore 2 and a piston 3. A combustion chamber 4 is formed surrounded by the upper surface.

【００１８】この燃焼室４上部には副室５が設けられ、
副室５には燃料噴射ノズル６が設けられており、燃料噴
射ポンプ７から送給された燃料が燃料噴射ノズル６から
副室５内に噴射されるようになっている。そして、副室
５内で燃焼した燃焼エネルギにより副室５内の残った燃
料を燃焼室４内に送給してこれを燃焼させるようになっ
ている。A subchamber 5 is provided above the combustion chamber 4.
The sub chamber 5 is provided with a fuel injection nozzle 6, and the fuel supplied from the fuel injection pump 7 is injected from the fuel injection nozzle 6 into the sub chamber 5. Then, the fuel remaining in the sub-chamber 5 is fed into the combustion chamber 4 by the combustion energy burned in the sub-chamber 5, and is burned.

【００１９】また、燃焼室４には図示しない吸気弁の開
放により連通する吸気通路８が接続されており、この吸
気通路８には、ターボチャージャ９のコンプレッサホイ
ール（図示略），インタクーラ１０，吸気絞り弁１１
が、上流側から順に配設されている。また、燃焼室４に
は排気弁１２の開放により連通する排気通路１３が接続
されており、この排気通路１３には、上流側（燃焼室
側）から排ガス還流路（ＥＧＲ流路）１４，ターボチャ
ージャ９のタービンホイール（図示略），排ガス浄化用
触媒１５の順で配設されている。An intake passage 8 is connected to the combustion chamber 4 by opening an intake valve (not shown). The intake passage 8 has a compressor wheel (not shown) of a turbocharger 9, an intercooler 10, and an intake air. Throttle valve 11
Are arranged in order from the upstream side. An exhaust passage 13 connected to the combustion chamber 4 by opening an exhaust valve 12 is connected to the exhaust passage 13 from an upstream side (combustion chamber side) to an exhaust gas recirculation passage (EGR passage) 14, A turbine wheel (not shown) of the charger 9 and an exhaust gas purifying catalyst 15 are arranged in this order.

【００２０】ＥＧＲ流路１４は、排気通路１３の上流部
分から吸気通路８の吸気絞り弁１１よりも下流の部分に
亘って介設されており、ＥＧＲ流路１４の吸気通路８へ
の流入部分には排ガス還流量制御手段（ＥＧＲ弁）１６
が配設されている。また、排気通路１３におけるターボ
チャージャ９のタービンホイール上下流間には排気バイ
パス通路１７が設けられており、このバイパス通路１７
には、吸気通路８におけるターボチャージャ９のコンプ
レッサホイールの下流の負圧で開放するバイパス制御弁
１８が介装されており、ターボチャージャ９による過給
が過剰になると、バイパス制御弁１８が開放してターボ
チャージャ９による過給を自動的に弱めるようになって
いる。The EGR passage 14 extends from an upstream portion of the exhaust passage 13 to a portion of the intake passage 8 downstream of the intake throttle valve 11, and a portion of the EGR passage 14 flowing into the intake passage 8. The exhaust gas recirculation amount control means (EGR valve) 16
Are arranged. An exhaust bypass passage 17 is provided in the exhaust passage 13 between the upstream and downstream of the turbine wheel of the turbocharger 9.
Is provided with a bypass control valve 18 which is opened by a negative pressure downstream of the compressor wheel of the turbocharger 9 in the intake passage 8. When the turbocharger 9 becomes overcharged, the bypass control valve 18 opens. As a result, the supercharging by the turbocharger 9 is automatically weakened.

【００２１】そして、燃料噴射ポンプ７，吸気絞り弁１
１，ＥＧＲ弁１６は、吸気絞り弁制御手段１９Ａを備え
た電子制御ユニット（ＥＣＵ）１９を通じて、ドライバ
の要求やエンジンの状態に応じて制御されるようになっ
ている。つまり、このエンジンには、エンジンの冷却水
温度を検出する冷却水温センサ２０，機関状態検出手段
としてのアクセル開度センサ２１，機関状態検出手段と
してのエンジン回転数センサ２２，機関状態検出手段と
しての吸気圧センサ（ブースト圧センサ）２３，燃料噴
射ポンプ７のコントロールスリーブ位置を検出するスリ
ーブ位置センサ（図示略）等が設けられており、ＥＣＵ
１９では、これらのセンサ２０〜２３等からの情報に基
づいて、各部の制御を行なうようになっている。The fuel injection pump 7 and the intake throttle valve 1
1. The EGR valve 16 is controlled according to a driver's request and an engine state through an electronic control unit (ECU) 19 provided with intake throttle valve control means 19A. That is, this engine has a cooling water temperature sensor 20 for detecting a cooling water temperature of the engine, an accelerator opening sensor 21 as engine state detecting means, an engine speed sensor 22 as engine state detecting means, and an engine state detecting means as engine state detecting means. An ECU is provided with an intake pressure sensor (boost pressure sensor) 23, a sleeve position sensor (not shown) for detecting a control sleeve position of the fuel injection pump 7, and the like.
In 19, each part is controlled based on information from these sensors 20 to 23 and the like.

【００２２】本吸気制御装置に関する吸気絞り弁１１の
制御について説明すると、ＥＣＵ１９の吸気絞り弁制御
手段１９Ａでは、燃料噴射が行なわれていない場合に、
冷却水温センサ２０で検出された冷却水温が所定温度Ｔ
１（例えば６０°Ｃ）未満であれば、吸気絞り弁１１を
閉鎖し、検出された冷却水温が所定温度Ｔ１（例えば６
０°Ｃ）以上であれば、吸気絞り弁１１を開放するよう
になっている。The control of the intake throttle valve 11 relating to the present intake control device will be described. In the intake throttle valve control means 19A of the ECU 19, when fuel is not being injected,
The cooling water temperature detected by the cooling water temperature sensor 20 is equal to a predetermined temperature T.
If the temperature is less than 1 (for example, 60 ° C.), the intake throttle valve 11 is closed, and the detected cooling water temperature reaches the predetermined temperature T1 (for example,
If the temperature is 0 ° C. or more, the intake throttle valve 11 is opened.

【００２３】このような吸気絞り弁１１の制御は、排ガ
ス浄化用触媒１５を所要の温度領域に保持するためのも
のである。つまり、減速時等で燃料が噴射されていない
ときには、吸気量が多いほど排気温度が低下するので、
吸気絞り弁１１を閉鎖すれば排ガス浄化用触媒１５の温
度低下を防止することができ、吸気絞り弁１１を開放す
れば排ガス浄化用触媒１５の温度を低下させることがで
きる。Such control of the intake throttle valve 11 is for maintaining the exhaust gas purifying catalyst 15 in a required temperature range. In other words, when fuel is not injected during deceleration or the like, the exhaust gas temperature decreases as the intake air amount increases,
By closing the intake throttle valve 11, the temperature of the exhaust gas purifying catalyst 15 can be prevented from lowering. By opening the intake throttle valve 11, the temperature of the exhaust gas purifying catalyst 15 can be lowered.

【００２４】また、冷却水温は、排ガス浄化用触媒１５
の温度（触媒温度）に対応した温度であり、冷却水温セ
ンサ２０は、触媒温度に対応した温度を検出する温度検
出手段として機能する。したがって、冷却水温が所定温
度Ｔ１未満のときは、排ガス浄化用触媒１５の温度が低
下していて活性温度領域に達していないものと考えて、
吸気絞り弁１１を閉鎖することで、排ガス浄化用触媒１
５の温度を高めるようにし、一方、冷却水温が所定温度
Ｔ１以上のときは、排ガス浄化用触媒１５の温度は上昇
して既に活性温度領域に達したものと考えて、吸気絞り
弁１１を開放することで、排ガス浄化用触媒１５の温度
上昇を抑制するようにしているのである。The temperature of the cooling water is controlled by the exhaust gas purifying catalyst 15.
The cooling water temperature sensor 20 functions as temperature detecting means for detecting a temperature corresponding to the catalyst temperature. Therefore, when the cooling water temperature is lower than the predetermined temperature T1, it is considered that the temperature of the exhaust gas purifying catalyst 15 has fallen and has not reached the active temperature range.
By closing the intake throttle valve 11, the exhaust gas purifying catalyst 1
When the cooling water temperature is equal to or higher than the predetermined temperature T1, it is considered that the temperature of the exhaust gas purifying catalyst 15 has risen and has already reached the active temperature range, and the intake throttle valve 11 is opened. By doing so, the temperature rise of the exhaust gas purifying catalyst 15 is suppressed.

【００２５】なお、燃料噴射が行なわれていないか否か
は、エンジン回転数Ｎｅ及びコントロールスリーブ位置
Ｓｐに基づいて燃料噴射量を推定して、この推定した燃
料噴射量Ｑｆが微小な基準値Ｑｆ0 よりも小さければ、
燃料噴射が行なわれていないと判定するようになってい
る。したがって、燃費の悪化を防止しつつ排ガス浄化用
触媒１５の冷却を抑制しているのである。そして、燃料
噴射が再開された時には排ガス浄化用触媒１５が冷却さ
れていないので触媒１５を通じた排ガス浄化処理を速や
かに実行することができる。The fuel injection amount is estimated based on the engine speed Ne and the control sleeve position Sp, and whether the estimated fuel injection amount Qf is a small reference value Qf If less than 0 ,
It is determined that fuel injection is not being performed. Therefore, the cooling of the exhaust gas purifying catalyst 15 is suppressed while preventing the fuel efficiency from deteriorating. When the fuel injection is restarted, the exhaust gas purifying catalyst 15 is not cooled, so that the exhaust gas purifying process through the catalyst 15 can be executed quickly.

【００２６】なお、ここで基準値Ｑｆ0 を暖気アイドル
運転中の燃料噴射量と同等な値としてもよい。このよう
に構成すれば、暖機中に確実に吸気量を低減することが
可能となって排ガス浄化用触媒１５の温度を速やかに上
昇させることが可能になるとともに、アイドル時の燃費
が若干悪化するものの通常走行時の燃費を悪化させるこ
とはない。Here, the reference value Qf 0 may be set to a value equivalent to the fuel injection amount during the warm-up idle operation. With this configuration, the intake air amount can be reliably reduced during warm-up, and the temperature of the exhaust gas purifying catalyst 15 can be quickly increased, and the fuel efficiency during idling is slightly deteriorated. However, it does not degrade the fuel efficiency during normal driving.

【００２７】つまり、ＥＣＵ１９には、出力検出手段と
しての燃料噴射量算出手段１９Ｂが設けられ、この燃料
噴射量算出手段１９Ｂでは、燃料噴射に同期した所定の
タイミングでスリーブ位置検出手段４２によりスリーブ
位置Ｓｐを得て、このスリーブ位置Ｓｐとこのときエン
ジン回転数センサ４３により検出されたエンジン回転数
Ｎｅとから燃料噴射量Ｑを算出する。That is, the ECU 19 is provided with a fuel injection amount calculating means 19B as an output detecting means. In the fuel injection amount calculating means 19B, the sleeve position is detected by the sleeve position detecting means 42 at a predetermined timing synchronized with the fuel injection. Sp is obtained, and the fuel injection amount Q is calculated from the sleeve position Sp and the engine speed Ne detected by the engine speed sensor 43 at this time.

【００２８】燃料噴射に同期した所定のタイミングと
は、燃料スピル時又はその直前が好ましく、この燃料ス
ピル時直前のタイミングは、図２に示すように、燃料噴
射開始検出手段４１により燃料噴射が開始された時点
（即ち、ポンプ圧の立上り時点）から所定期間即ち燃料
噴射期間Ｔｄ〔この噴射期間ｔｄの単位は、クランク角
（ＣＡ°）対応の値である〕が経過した時点として設定
されている。これは、燃料スピル時又はその直前であれ
ば、スリーブ位置Ｓｐにスピルされた燃料によってスリ
ーブ位置が変動するキックアウトの影響が生じる前であ
り、キックアウトの影響を回避して噴射終了時のスリー
ブ位置Ｓｐを正確に検出することができるためである。The predetermined timing synchronized with the fuel injection is preferably at or immediately before the fuel spill, and the timing immediately before the fuel spill is, as shown in FIG. A predetermined period, that is, a fuel injection period Td (the unit of the injection period td is a value corresponding to the crank angle (CA °)) has elapsed from the time point (ie, the time point at which the pump pressure rises). . This is before or immediately before the fuel spill, before the effect of kickout in which the sleeve position fluctuates due to the fuel spilled to the sleeve position Sp, and the effect of kickout is avoided to avoid the effect of kickout. This is because the position Sp can be accurately detected.

【００２９】燃料噴射量Ｑは、燃料噴射期間Ｔｄ〔単位
は、クランク角（ＣＡ°）〕と対応し、この燃料噴射期
間Ｔｄは、例えば図３に示すように、スリーブ位置Ｓｐ
とエンジン回転数Ｎｅとに対応する。そこで、燃料噴射
量算出手段１９Ｂでは、このような対応関係に基づいて
演算式又はマップ又はテーブル等が予め設定されてお
り、このような演算式やマップやテーブル等を用いて、
スリーブ位置Ｓｐとエンジン回転数Ｎｅとから燃料噴射
量Ｑを算出するようになっている。なお、図３は本エン
ジン（図１参照）のように副室を介して燃料噴射を行な
う燃料噴射タイプ（ＩＤＩタイプ）の例を示している。The fuel injection amount Q corresponds to the fuel injection period Td (unit is crank angle (CA °)). The fuel injection period Td is, for example, as shown in FIG.
And the engine speed Ne. Therefore, in the fuel injection amount calculating means 19B, an arithmetic expression, a map, a table, or the like is set in advance based on such correspondence, and using such an arithmetic expression, a map, a table, or the like,
The fuel injection amount Q is calculated from the sleeve position Sp and the engine speed Ne. FIG. 3 shows an example of a fuel injection type (IDI type) in which fuel is injected through a sub chamber as in the present engine (see FIG. 1).

【００３０】また、燃料噴射期間Ｔｄは、燃料噴射量Ｑ
に対応するが、ここでは、エンジン回転数Ｎｅと前回検
出したスリーブ位置Ｓｐｉとから、例えば次式（１）に
示すように、エンジン回転数Ｎｅとスリーブ位置Ｓｐｉ
との関数ｆ1 により燃料噴射量Ｑｉを求め、こうして求
めた燃料噴射量Ｑｉとエンジン回転数Ｎｅとから、次式
（２）に示すように、燃料噴射期間Ｔｄを求めるように
構成されている。The fuel injection period Td corresponds to the fuel injection amount Q
Here, based on the engine speed Ne and the sleeve position Spi detected last time, the engine speed Ne and the sleeve position Spi are obtained as shown in the following equation (1), for example.
The fuel injection amount Qi is obtained by the function f 1 of the following formula, and the fuel injection period Td is obtained from the fuel injection amount Qi thus obtained and the engine speed Ne as shown in the following equation (2). .

【００３１】 Ｑｉ＝ｆ1 （Ｎｅ，Ｓｐｉ） ・・・（１） Ｔｄ＝（Ｑｉ／３６０）・（６０／Ｎｅ） ・・・（２） また、燃料噴射が開始された時点から、このようにして
算出された燃料噴射期間Ｔｄだけ経過した時点でのスリ
ーブ位置の検出情報は、例えば電圧値Ｓｐａとして得ら
れるが、この値Ｓｐａから実際のスリーブ位置Ｓｐを求
めるには、例えば次式（３）を用いることができる。な
お、式（３）において、ａは補正係数，ｂは補正量であ
る。Qi = f 1 (Ne, Spi) (1) Td = (Qi / 360) · (60 / Ne) (2) Also, from the time when the fuel injection is started, The detection information of the sleeve position at the time when the fuel injection period Td calculated as described above has elapsed is obtained, for example, as a voltage value Spa. To determine the actual sleeve position Sp from this value Spa, for example, the following equation (3) ) Can be used. In equation (3), a is a correction coefficient, and b is a correction amount.

【００３２】 Ｓｐ＝ａ・Ｓｐａ＋ｂ ・・・（３） さらに、噴射量Ｑの算出は実際のスリーブ位置Ｓｐとエ
ンジン回転数Ｎｅとから次式（４）により行なうように
なっている。 Ｑ＝ｆ（Ｎｅ，Ｓｐ） ・・・（４） 本発明の一実施形態としてのディーゼル機関の吸気制御
装置は、上述のように構成されているので、例えば図４
のフローチャートに示すように、吸気制御が行なわれ
る。Sp = a · Spa + b (3) Further, the calculation of the injection amount Q is performed by the following equation (4) from the actual sleeve position Sp and the engine speed Ne. Q = f (Ne, Sp) (4) Since the intake control device for the diesel engine as one embodiment of the present invention is configured as described above, for example, FIG.
The intake control is performed as shown in the flowchart of FIG.

【００３３】つまり、まず、スリーブ位置センサにより
ガバナスリーブ位置Ｓｐを検出するとともにエンジン回
転数センサ２２によりエンジン回転数Ｎｅを検出して
（ステップＡ１０）、これらのスリーブ位置Ｓｐ及びエ
ンジン回転数Ｎｅから、上式（４）によって燃料噴射量
Ｑを逆算する（ステップＡ２０）。そして、この算出し
た（推定した）燃料噴射量Ｑを微小な基準値Ｑｆ0 と比
較して、推定燃料噴射量Ｑが基準値Ｑｆ0 未満なら、燃
料噴射が行なわれていない（燃料無噴射）か否かが判定
される（ステップＡ３０）。That is, first, the governor sleeve position Sp is detected by the sleeve position sensor, and the engine speed Ne is detected by the engine speed sensor 22 (step A10). From these sleeve position Sp and engine speed Ne, The fuel injection amount Q is back calculated by the above equation (4) (step A20). Then, the calculated (estimated) fuel injection amount Q is compared with a minute reference value Qf 0, and if the estimated fuel injection amount Q is less than the reference value Qf 0 , no fuel injection is performed (no fuel injection). It is determined whether or not (Step A30).

【００３４】燃料噴射が行なわれていれば、特に、本吸
気制御装置による処理は行なわないが、燃料噴射が行な
われていなければ、ステップＡ４０に進んで、冷却水温
センサ（温度検出手段）２０で検出された温度（冷却水
温）が所定温度Ｔ１（例えば６０°Ｃ）未満か否かが判
定される。冷却水温が所定温度Ｔ１（例えば６０°Ｃ）
未満ならば、排ガス浄化用触媒１５の温度が活性温度領
域に達していないものと考えられ、ステップＡ５０に進
んで、吸気絞り弁１１を閉鎖する。これにより、低温排
気ガス量か低下するため、排ガス浄化用触媒１５の温度
低下が抑制され、排ガス浄化用触媒１５の活性化が促進
されて、排ガス浄化用触媒１５の作用により速やかに排
ガス浄化を実行することができるようになる。If the fuel injection is being performed, the processing by the intake control device is not particularly performed, but if the fuel injection is not being performed, the process proceeds to step A40, where the cooling water temperature sensor (temperature detecting means) 20 It is determined whether the detected temperature (cooling water temperature) is lower than a predetermined temperature T1 (for example, 60 ° C.). Cooling water temperature is a predetermined temperature T1 (for example, 60 ° C.)
If the temperature is less than the predetermined value, it is considered that the temperature of the exhaust gas purifying catalyst 15 has not reached the activation temperature range, and the process proceeds to step A50, and the intake throttle valve 11 is closed. As a result, the amount of the low-temperature exhaust gas decreases, so that the temperature of the exhaust gas purifying catalyst 15 is suppressed from being lowered, and the activation of the exhaust gas purifying catalyst 15 is promoted. Will be able to run.

【００３５】例えばエンジンの冷態始動時には、一般に
冷却水温が所定温度Ｔ１未満になるため、吸気絞りを行
なわないかぎり、排ガス浄化用触媒１５の活性化に時間
がかかるが、本装置のように吸気絞り弁１１を閉鎖する
ことで、排ガス浄化用触媒１５の活性化が速やかに行な
われるようになり、始動直後の排ガス浄化を促進するこ
とができる。For example, when the engine is started in a cold state, the cooling water temperature is generally lower than the predetermined temperature T1, so that it takes time to activate the exhaust gas purifying catalyst 15 unless the intake throttle is performed. By closing the throttle valve 11, the activation of the exhaust gas purifying catalyst 15 is promptly performed, and the exhaust gas purification immediately after the start can be promoted.

【００３６】一方、冷却水温が所定温度Ｔ１以上のとき
は、排ガス浄化用触媒１５の温度は上昇して既に活性温
度領域に達したものと考えられ、ステップＡ４０からス
テップＡ５０に進んで、吸気絞り弁１１を開放する。こ
れにより、吸気絞り弁１１の下流側の温度低下が促進さ
れ、排気温度も低下させることができ、排ガス浄化用触
媒１５の温度上昇が抑制されるようになり、排ガス浄化
用触媒１５の温度が過剰に高温になることが防止され
て、排ガス中成分による酸化イオウ（ＳＯ2 ）の生成が
抑制され触媒自体の劣化も抑制される。On the other hand, when the cooling water temperature is equal to or higher than the predetermined temperature T1, it is considered that the temperature of the exhaust gas purifying catalyst 15 has risen and has already reached the active temperature range. The valve 11 is opened. As a result, the temperature decrease on the downstream side of the intake throttle valve 11 is promoted, the exhaust gas temperature can be decreased, the temperature rise of the exhaust gas purifying catalyst 15 is suppressed, and the temperature of the exhaust gas purifying catalyst 15 becomes lower. Excessive temperature is prevented, and the generation of sulfur oxide (SO 2 ) by the components in the exhaust gas is suppressed, and the deterioration of the catalyst itself is also suppressed.

【００３７】このように、本吸気制御装置では、吸気絞
り弁１１の開閉制御（又は開度制御）による吸気量調整
で、排ガス浄化用触媒１５の温度を、活性領域内に保っ
て使用するができるようになり、排ガス浄化性能を向上
させることができる利点がある。また、エンジンの冷態
時には、排ガス浄化用触媒１５の温度が低いのと同様に
図示しないリニア空燃比センサ（ＬＡＦＳ）の雰囲気温
度も低く、ＬＡＦＳにブラックニングが生じ易く、通常
であれば強力なヒータを装備することが必要になるが、
吸気絞り弁１１を閉鎖することで、吸気絞り弁１１の下
流側の温度低下が抑制されるため、強力なヒータを装備
することなく、ＬＡＦＳの雰囲気温度を高めＬＡＦＳの
ブラックニングの発生を防止することができる。したが
って、低コストで、ＬＡＦＳのブラックニングによる損
傷を回避することができるようになる。As described above, in the present intake control device, the temperature of the exhaust gas purifying catalyst 15 is maintained within the active region by adjusting the intake air amount by opening / closing control (or opening control) of the intake throttle valve 11. This has the advantage that exhaust gas purification performance can be improved. When the engine is cold, the ambient temperature of a linear air-fuel ratio sensor (LAFS) (not shown) is low as well as the temperature of the exhaust gas purifying catalyst 15 is low. It is necessary to equip a heater,
By closing the intake throttle valve 11, a decrease in temperature on the downstream side of the intake throttle valve 11 is suppressed, so that the ambient temperature of the LAFS is raised and the occurrence of LAFS blackening is prevented without installing a powerful heater. be able to. Therefore, it is possible to avoid damage due to LAFS blackening at low cost.

【００３８】なお、本実施形態では、エンジンの冷却水
温を触媒温度に対応した温度として採用しているが、例
えば排気管内の温度など他の温度情報についても、触媒
温度に対応した温度として採用することができる。さら
には、冷却水温センサ２０に代わる温度検出手段とし
て、例えば触媒ベッド温度等の触媒自体の温度を検出す
る高温センサ（触媒温度センサ）を設置して、この触媒
温度自体に基づいて、吸気制御を行なうようにしてもよ
い。In this embodiment, the cooling water temperature of the engine is used as the temperature corresponding to the catalyst temperature. However, other temperature information such as the temperature in the exhaust pipe is also used as the temperature corresponding to the catalyst temperature. be able to. Further, a high temperature sensor (catalyst temperature sensor) for detecting the temperature of the catalyst itself such as a catalyst bed temperature is installed as a temperature detecting means instead of the cooling water temperature sensor 20, and the intake air control is performed based on the catalyst temperature itself. It may be performed.

【００３９】また、本実施形態では、燃料無噴射時に、
触媒にかかる温度情報に基づいた吸気絞り弁の開閉制御
を行なっているが、例えばエンジンの軽負荷時や減速時
にも、燃料噴射量は少なく又は無しになり、吸気絞り弁
の開閉制御が直接的に触媒１５の温度に影響するため、
エンジンの軽負荷時や減速時であることを条件に、触媒
にかかる温度情報に基づいた吸気絞り弁の開閉制御を行
なってもよい。この場合、アクセル開度センサ２１によ
りエンジンの負荷状態を検出することができ、また、エ
ンジン回転数センサ２２の検出情報に基づいてエンジン
の減速を検出することができる。In this embodiment, when no fuel is injected,
Although the opening and closing control of the intake throttle valve is performed based on the temperature information applied to the catalyst, for example, even when the engine is lightly loaded or decelerated, the fuel injection amount is reduced or eliminated, and the opening and closing control of the intake throttle valve is directly controlled. To affect the temperature of the catalyst 15,
The opening / closing control of the intake throttle valve may be performed based on temperature information applied to the catalyst on condition that the engine is lightly loaded or decelerated. In this case, the load state of the engine can be detected by the accelerator opening sensor 21, and the deceleration of the engine can be detected based on the detection information of the engine speed sensor 22.

【００４０】また、本実施形態では、吸気絞り弁１１の
開放制御及び閉鎖制御を同一の所定温度Ｔ１に基づき行
なっているが、吸気絞り弁１１の開放を許可する温度を
Ｔ1、吸気絞り弁１１の閉鎖を許可する温度をＴ2 とし
て、開放許可温度Ｔ1 を閉鎖許可温度Ｔ2 よりも高温に
設定すれば（Ｔ1 ＞Ｔ2 ）、吸気絞り弁１１が開放され
ることによる温度〔触媒の温度又は該触媒温度に対応し
た温度（冷却水温度も含む〕の低下によって、この温度
が開放許可温度Ｔ1 を下回ってもすぐには閉鎖鎖許可温
度Ｔ2 までは低下しないため、吸気絞り弁１１がハンチ
ングするのを防止することができる。In this embodiment, the opening control and the closing control of the intake throttle valve 11 are performed based on the same predetermined temperature T1, but the temperature at which the opening of the intake throttle valve 11 is permitted is set to T 1 , the temperature to allow 11 closed as T 2, by setting the opening authorization temperatures T 1 to a temperature higher than the closing permission temperature T 2 (T 1> T 2 ), the temperature by the intake throttle valve 11 is opened [ since the decrease of the catalyst temperature or the catalyst temperature to a temperature corresponding (coolant temperature including], does not drop immediately to a closed chain allowed temperature T 2 is also below this temperature the open permission temperature T 1, the intake Hunting of the throttle valve 11 can be prevented.

【００４１】また、所定温度Ｔ１と基準値Ｑｆ0 との間
に関連性をもたせて、基準値Ｑｆ0が大きいほど所定温
度Ｔ１を低く設定すれば、極低温時においても排ガス浄
化用触媒の活性化を早めることができる。さらに、吸気
絞り弁を閉鎖側に制御しているときに、ＥＧＲ弁１６を
開放側に制御し、吸気通路８に流入される排ガス流量を
増大させれば、暖かい排ガスによって吸気温度が上昇
し、排ガス温度がさらに上昇するので、排ガス浄化用触
媒の活性化をより一層早めることができる。Further, by associating the predetermined temperature T1 with the reference value Qf 0 and setting the predetermined temperature T1 lower as the reference value Qf 0 is larger, the activity of the exhaust gas purifying catalyst can be maintained even at an extremely low temperature. Can be accelerated. Further, when the intake throttle valve is controlled to be closed, the EGR valve 16 is controlled to be opened, and the flow rate of exhaust gas flowing into the intake passage 8 is increased. Since the exhaust gas temperature further increases, the activation of the exhaust gas purifying catalyst can be further accelerated.

【００４２】[0042]

【発明の効果】以上詳述したように、請求項１記載の本
発明のディーゼル機関の吸気制御装置によれば、排ガス
浄化用触媒が低温状態で且つ機関の出力が小さいときに
は、吸気絞り弁を閉弁することで排ガス温度の低下が防
止され、低温状態の排ガス浄化用触媒の温度低下が抑制
されるたこめ、排ガス浄化用触媒の活性化が促進され
て、排ガス浄化性能が向上するとともに燃費の悪化が防
止される効果がある。As described above in detail, according to the intake control system for a diesel engine of the present invention, when the exhaust gas purifying catalyst is in a low temperature state and the output of the engine is small, the intake throttle valve is operated. By closing the valve, the exhaust gas temperature is prevented from lowering, the temperature of the exhaust gas purifying catalyst in a low temperature state is suppressed, and the activation of the exhaust gas purifying catalyst is promoted, thereby improving the exhaust gas purifying performance and fuel efficiency. This has the effect of preventing deterioration of the image.

【００４３】また、例えばリニア空燃比センサ等の排気
通路や吸気通路内に設置された雰囲気温度に影響される
部材に対しても、かかる吸気絞り弁の制御を利用して、
排ガス浄化用触媒の温度管理と合わせて、部材を保護し
たり、部材の性能を発揮しやすくしたりすることもでき
る。請求項２記載の本発明のディーゼル機関の吸気制御
装置によれば、燃料噴射停止時に上記の吸気絞り弁の制
御を行なうので、機関からの熱発生が少ない状況下で
も、排ガス浄化用触媒の冷却を防止できるようになり、
排ガス浄化性能を向上させることができる利点がある。The control of the intake throttle valve is also used for members, such as a linear air-fuel ratio sensor, which are installed in the exhaust passage or the intake passage and which are affected by the ambient temperature.
Together with the temperature control of the exhaust gas purifying catalyst, the member can be protected and the performance of the member can be easily exhibited. According to the intake control apparatus for a diesel engine of the present invention, since the above-described intake throttle valve is controlled when fuel injection is stopped, cooling of the exhaust gas purifying catalyst can be performed even under a situation where heat is not generated from the engine. Can be prevented,
There is an advantage that the exhaust gas purification performance can be improved.

【００４４】請求項３記載の本発明のディーゼル機関の
吸気制御装置によれば、吸気絞り弁制御手段によって吸
気絞り弁が開弁されているときには排ガス還流量を増量
するので、吸気温度が上昇して、排ガス温度も上昇する
ので、低温状態の排ガス浄化用触媒の温度が速やかに所
定の温度域へと高められ、排ガス浄化性能を向上させる
ことができる利点がある。According to the third aspect of the present invention, when the intake throttle valve is opened by the intake throttle valve control means, the exhaust gas recirculation amount is increased, so that the intake air temperature rises. Since the temperature of the exhaust gas also increases, the temperature of the exhaust gas purifying catalyst in a low temperature state is quickly raised to a predetermined temperature range, and there is an advantage that the exhaust gas purifying performance can be improved.

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

【図１】本発明の一実施形態としてのディーゼル機関の
吸気制御装置を説明するディーゼル機関の模式的な構成
図である。FIG. 1 is a schematic configuration diagram of a diesel engine illustrating an intake control device for a diesel engine as one embodiment of the present invention.

【図２】本発明の一実施形態としてのディーゼル機関の
吸気制御装置にかかる燃料噴射動作を説明するタイムチ
ャートであり、（Ａ）は燃料噴射開始情報、（Ｂ）はス
リーブ位置情報をそれぞれ示す。FIGS. 2A and 2B are time charts for explaining a fuel injection operation according to an intake control device for a diesel engine as one embodiment of the present invention, wherein FIG. 2A shows fuel injection start information, and FIG. .

【図３】本発明の一実施形態にかかるスリーブ位置と燃
料噴射時間（燃料噴射量）との対応例を示す図である。FIG. 3 is a diagram illustrating a correspondence example between a sleeve position and a fuel injection time (fuel injection amount) according to an embodiment of the present invention.

【図４】本発明の一実施形態としてのディーゼル機関の
吸気制御装置の動作を説明するフローチャートである。FIG. 4 is a flowchart illustrating the operation of an intake control device for a diesel engine as one embodiment of the present invention.

【符号の説明】[Explanation of symbols]

１ エンジン本体 ４ 燃焼室 ７ 燃料噴射ポンプ ８ 吸気通路 １１ 吸気絞り弁 １３ 排気通路 １４ 排ガス還流路（ＥＧＲ流路） １５ 排ガス浄化用触媒 １６ 排ガス還流量制御手段（ＥＧＲ弁） １９ 電子制御ユニット（ＥＣＵ） １９Ａ 吸気絞り弁制御手段 １９Ｂ 出力検出手段としての燃料噴射量算出手段 ２０ 冷却水温センサ（温度検出手段） ２１ 機関状態検出手段としてのアクセル開度センサ ２２ 機関状態検出手段としてのエンジン回転数センサ DESCRIPTION OF SYMBOLS 1 Engine main body 4 Combustion chamber 7 Fuel injection pump 8 Intake passage 11 Intake throttle valve 13 Exhaust passage 14 Exhaust gas recirculation path (EGR passage) 15 Exhaust gas purification catalyst 16 Exhaust gas recirculation amount control means (EGR valve) 19 Electronic control unit (ECU) 19A intake throttle valve control means 19B fuel injection amount calculation means as output detection means 20 cooling water temperature sensor (temperature detection means) 21 accelerator opening degree sensor as engine state detection means 22 engine speed sensor as engine state detection means

───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 ＦＩ Ｆ０２Ｄ 41/12 ３６０ Ｆ０２Ｄ 41/12 ３６０ 43/00 ３０１ 43/00 ３０１Ｈ ３０１Ｋ ３０１Ｎ Ｆ０２Ｍ 25/07 ５５０ Ｆ０２Ｍ 25/07 ５５０Ｒ ５７０ ５７０Ｊ ──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. 6 Identification code FI F02D 41/12 360 F02D 41/12 360 43/00 301 43/00 301H 301K 301N F02M 25/07 550 F02M 25/07 550R 570 570J

Claims (3)

【特許請求の範囲】[Claims] 【請求項１】 ディーゼル機関の吸気管に設けられた吸
気絞り弁と、 該機関の排気系に設けられた排ガス浄化用触媒と、 該触媒の温度又は該触媒温度に対応した温度を検出する
温度検出手段と、 該機関の出力を検出する出力検出手段と、 該温度検出手段による検出温度が予め設定された所定温
度未満で且つ該出力検出手段で検出された機関の出力が
予め設定された所定出力未満であれば該吸気絞り弁を閉
弁する吸気絞り弁制御手段と、をそなえていることを特
徴とする、ディーゼル機関の吸気制御装置。1. An intake throttle valve provided in an intake pipe of a diesel engine, an exhaust gas purifying catalyst provided in an exhaust system of the engine, and a temperature for detecting a temperature of the catalyst or a temperature corresponding to the catalyst temperature. Detection means; output detection means for detecting the output of the engine; and a predetermined temperature in which the temperature detected by the temperature detection means is lower than a predetermined temperature and the output of the engine detected by the output detection means is set in a predetermined manner. An intake control device for a diesel engine, comprising: intake throttle valve control means for closing the intake throttle valve if the output is less than the output. 【請求項２】 該機関への燃料噴射を停止する燃料噴射
停止手段をさらにそなえ、 該吸気絞り弁制御手段は、該燃料噴射停止手段により燃
料噴射が停止された場合で且つ該温度検出手段による検
出温度が予め設定された所定温度未満の場合に、該吸気
絞り弁を閉弁することを特徴とする、請求項１記載のデ
ィーゼル機関の吸気制御装置。2. A fuel injection stopping means for stopping fuel injection to the engine, wherein the intake throttle valve control means is provided when the fuel injection is stopped by the fuel injection stopping means and the temperature detection means is provided. The intake control device for a diesel engine according to claim 1, wherein the intake throttle valve is closed when the detected temperature is lower than a predetermined temperature. 【請求項３】 該機関への排ガス還流量を制御する排ガ
ス還流量制御手段をさらにそなえ、 該吸気絞り弁制御手段により、該吸気絞り弁が開弁され
ているときには該排ガス還流量制御手段により制御され
る排ガス還流量を増量することを特徴とする、請求項１
又は２記載のディーゼル機関の吸気制御装置。3. An exhaust gas recirculation amount control means for controlling an exhaust gas recirculation amount to the engine, wherein the intake throttle valve control means controls the exhaust gas recirculation amount control means when the intake throttle valve is opened. 2. The method according to claim 1, wherein the controlled amount of exhaust gas recirculation is increased.
Or an intake control device for a diesel engine according to 2.
JP19880997A 1997-07-24 1997-07-24 Diesel engine intake control device Expired - Fee Related JP3533891B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP19880997A JP3533891B2 (en) 1997-07-24 1997-07-24 Diesel engine intake control device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP19880997A JP3533891B2 (en) 1997-07-24 1997-07-24 Diesel engine intake control device

Publications (2)

Publication Number Publication Date
JPH1136938A true JPH1136938A (en) 1999-02-09
JP3533891B2 JP3533891B2 (en) 2004-05-31

Family

ID=16397279

Family Applications (1)

Application Number Title Priority Date Filing Date
JP19880997A Expired - Fee Related JP3533891B2 (en) 1997-07-24 1997-07-24 Diesel engine intake control device

Country Status (1)

Country Link
JP (1) JP3533891B2 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2801928A1 (en) * 1999-12-06 2001-06-08 Toyota Motor Co Ltd MONITORING METHOD AND DEVICE FOR A MOTOR VEHICLE
JP2019196755A (en) * 2018-05-11 2019-11-14 株式会社豊田自動織機 diesel engine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2801928A1 (en) * 1999-12-06 2001-06-08 Toyota Motor Co Ltd MONITORING METHOD AND DEVICE FOR A MOTOR VEHICLE
JP2019196755A (en) * 2018-05-11 2019-11-14 株式会社豊田自動織機 diesel engine

Also Published As

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