JPS5917264B2 - Internal combustion engine exhaust gas recirculation device - Google Patents

Internal combustion engine exhaust gas recirculation device

Info

Publication number
JPS5917264B2
JPS5917264B2 JP51118739A JP11873976A JPS5917264B2 JP S5917264 B2 JPS5917264 B2 JP S5917264B2 JP 51118739 A JP51118739 A JP 51118739A JP 11873976 A JP11873976 A JP 11873976A JP S5917264 B2 JPS5917264 B2 JP S5917264B2
Authority
JP
Japan
Prior art keywords
pressure
exhaust gas
throttle
variable
throttle valve
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
Application number
JP51118739A
Other languages
Japanese (ja)
Other versions
JPS5344729A (en
Inventor
真 尾崎
時男 小浜
秀樹 大林
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.)
Soken Inc
Original Assignee
Nippon Soken Inc
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 Nippon Soken Inc filed Critical Nippon Soken Inc
Priority to JP51118739A priority Critical patent/JPS5917264B2/en
Priority to US05/838,223 priority patent/US4149503A/en
Publication of JPS5344729A publication Critical patent/JPS5344729A/en
Publication of JPS5917264B2 publication Critical patent/JPS5917264B2/en
Expired legal-status Critical Current

Links

Classifications

    • 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
    • F02M26/63—Systems for actuating EGR valves the EGR valve being directly controlled by an operator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/39—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with two or more EGR valves disposed in series
    • 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
    • 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
    • F02M26/59—Systems for actuating EGR valves using positive pressure actuators; Check valves therefor
    • F02M26/61—Systems for actuating EGR valves using positive pressure actuators; Check valves therefor in response to exhaust pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0276—Throttle and EGR-valve operated together
    • 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
    • F02M2026/001—Arrangements; Control features; Details
    • F02M2026/002—EGR valve being controlled by vacuum or overpressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/65—Constructional details of EGR valves
    • F02M26/70—Flap valves; Rotary valves; Sliding valves; Resilient valves

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Description

【発明の詳細な説明】 本発明は、ＮＯＸの低減に効果を発揮する排気ガス再循
環装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an exhaust gas recirculation device that is effective in reducing NOx.

ＮＯＸの発生を抑止するため用いられている従来の排気
ガス再循環装置には、エンジンの排気管から分流した排
気ガスを固定絞りを介して気化器のスロットルバルブ上
流部に再循環する謂ゆるプレートタイプと、排気ガスを
制御バルブを介してスロットルバルブ下流の吸気管に再
循環する謂ゆるマニホールドタイプがある。Conventional exhaust gas recirculation devices used to suppress the generation of NOx include a so-called plate that recirculates exhaust gas diverted from the engine exhaust pipe to the upstream side of the throttle valve of the carburetor through a fixed throttle. There is a so-called manifold type in which exhaust gas is recirculated to the intake pipe downstream of the throttle valve via a control valve.

前者のプレートタイプの場合は、スロットルバルブ上流
に再循環するので再循環排気ガス量は吸入空気量の関数
であるエンジン背圧だけの関数となるため再循環排気ガ
ス量がエンジンの吸入空気量に比例するという利点があ
るが、スロットルバルブへの異物付着、アドバンスポー
ト等の孔の閉塞、気化器等への熱的影響、アルミ部の腐
蝕、低温時のアイシング等の不具合を招きやすいという
問題がある。In the case of the former plate type, the amount of recirculated exhaust gas is recirculated upstream of the throttle valve, so the amount of recirculated exhaust gas is a function only of the engine back pressure, which is a function of the amount of intake air, so the amount of recirculated exhaust gas is equal to the amount of intake air of the engine. Although it has the advantage of being proportional, it does have problems such as foreign matter adhering to the throttle valve, blockage of holes such as advance ports, thermal effects on the carburetor, corrosion of aluminum parts, and icing at low temperatures. be.

一方、後者のマニホールドタイプの場合は、吸気管に直
接再循環するため、上記不具合は起きにくいが、前者の
プレートタイプと異なり吸気管の負圧の影響を受けるた
めに、軽負荷で再循環排気ガス量が多くなり、高負荷で
再循環排気ガス量が少なくなるので、この影響をなくす
様に、制御バルブを作動させて、再循環排気ガス量を制
御することが必要である。On the other hand, in the case of the latter manifold type, the above problems are less likely to occur because the air is recirculated directly to the intake pipe, but unlike the former plate type, it is affected by the negative pressure in the intake pipe, so the recirculation exhaust gas is recirculated under light loads. Since the amount of gas increases and the amount of recirculated exhaust gas decreases at high loads, it is necessary to operate a control valve to control the amount of recirculated exhaust gas so as to eliminate this effect.

ところが、通常使用されているシステムでは、信号とし
て通常スロットルバルブの位置によって、オン、オフの
信号として出てくる吸気負圧を用い、特にエンジンに不
具合を与える時に、溜−バルブを閉じて、再循環排気ガ
スの供給を停止するだけの制御が主であった。However, in the commonly used system, the intake negative pressure, which is normally output as an on/off signal depending on the position of the throttle valve, is used as a signal, and when an engine malfunction occurs, the reservoir valve is closed and restarted. The main control was simply to stop the supply of circulating exhaust gas.

またその他に、吸気負圧の影響をなくすように、軽負荷
で絞り面積を小さくし、高負荷で絞り面積を大きくする
ように、吸気負圧で制御ノくルブを作動させたり、ベン
チュリー負圧で、作動させるものもあるが、いずれの場
合にも、完全に吸気負圧の影響を取り除いて、吸入空気
量に比例した量の再循環排気ガスの供給を達成し得す、
エンジンの軽負荷時に吸入空気量に対する再循環排気ガ
ス量の割合が必要以上に多くなってサージング現象や失
火を起こしやすくなり、一方高負荷時に、吸入空気量に
対する再循環排気ガスの量の割合が少なくなってＮＯＸ
の発生を抑止する効果が低下したりして、エンジンに不
具合なくかつ効率よ＜ＮＯＸを低減することが困難であ
るという問題があった。In addition, in order to eliminate the influence of negative intake pressure, the control knob is actuated by negative intake pressure, and the venturi negative pressure is used to reduce the throttle area at light loads and increase the throttle area at high loads. However, in any case, it is possible to completely eliminate the influence of intake negative pressure and achieve the supply of recirculated exhaust gas in an amount proportional to the intake air amount.
When the engine is under light load, the ratio of the amount of recirculated exhaust gas to the amount of intake air becomes larger than necessary, making it easy to cause surging phenomena and misfires.On the other hand, when the engine is under high load, the ratio of the amount of recirculated exhaust gas to the amount of intake air becomes larger than necessary. NOx becomes low
There is a problem in that the effect of suppressing the generation of NOx is reduced, making it difficult to efficiently reduce NOx without causing any malfunction in the engine.

上記問題を解決するために最近両タイプの利点を取り入
れたタイプとして、再循環ガスを直接吸気管に供給して
、その量をエンジン背圧の関数、即ち吸入空気量に比例
させて供給するタイプが試みられている。A type that has recently incorporated the advantages of both types to solve the above problem is a type that supplies recirculated gas directly to the intake pipe and supplies the amount as a function of engine back pressure, that is, proportional to the amount of intake air. is being attempted.

このタイプによって、プレートタイプにおける不具合は
なくなり、また従来のマニホールドタイプの様に軽負荷
で再循環ガスが入りすぎてサージングや失火等を起こす
という不具合も少なくなり、ＮＯＸの低減もかなり効果
的に行なわれる様になった。This type eliminates the problems associated with the plate type, and also reduces the problems that occur with the conventional manifold type, where too much recirculated gas enters under light loads, causing surging and misfires, and reduces NOx quite effectively. It became possible to do so.

しかし、内燃機関の気筒内に残って再循環ガスと同様の
働きをする既燃焼ガスは、軽負荷で未燃焼ガス（吸入空
気量）に対する割合が多くなっている。However, the burnt gas that remains in the cylinders of the internal combustion engine and functions similarly to recirculated gas has a large proportion to the unburnt gas (intake air amount) at light loads.

従って、効率よ＜ＮＯＸの低減を計るためには、この筒
内の残留ガス（内部ＥＧＲ）を考慮に入れて再循環ガス
（外部ＥＧＲ）量を制御しなければならない。Therefore, in order to reduce efficiency and NOx, it is necessary to control the amount of recirculated gas (external EGR) by taking this residual gas in the cylinder (internal EGR) into consideration.

即ち、吸気空気量に対して、再循環ガス量の割合が一定
の制御では不十分で、これに加えて残留ガスの多い所（
軽負荷では、供給する再循環ガス量を減らし、残留ガス
量と再循環ガス量の和が吸入空気量に対してできるだけ
一定割合となる様に制御することが、効率の良いＮＯＸ
の低減のためには必要である。In other words, it is insufficient to control the ratio of recirculated gas to a constant amount of intake air;
Under light loads, reducing the amount of recirculated gas supplied and controlling the sum of the residual gas amount and recirculated gas amount to be as constant a ratio as possible to the intake air amount is the most effective way to reduce NOx.
It is necessary to reduce the

本発明は、外部ＥＧＲ率を軽負荷時に低く制御しうる装
置を得て、効率良＜ＮＯＸを低減することを目的とする
。An object of the present invention is to obtain a device that can control the external EGR rate to a low level during light loads, and to achieve efficient reduction of NOx.

次に本発明を第１図に示す第１の実施例を用いて説明す
る。Next, the present invention will be explained using a first embodiment shown in FIG.

１は内燃機関、２は排気管、３は吸気管、４は排気管２
より分流した排気ガスを吸気管３に再循環する再循環通
路、５はスロットルバルブ、６ａはこのスロットルバル
ブ５と一体になった第１のアーム、Ｉは図示しないアク
セルペダルの動きを第１のアーム６ａを介してスロット
ルバルブ５に伝える連接棒、８は再循環通路４の通路面
積を制御する第１の可変絞り、６ｂはこの可変絞り８と
一体になった第２のアームｓ６ｃは第１のアーム６ａと
第２のアーム６ｂとを連結する第３のアームである。1 is an internal combustion engine, 2 is an exhaust pipe, 3 is an intake pipe, 4 is an exhaust pipe 2
5 is a throttle valve, 6a is a first arm integrated with this throttle valve 5, and I is a first arm that controls the movement of an accelerator pedal (not shown). A connecting rod 8 which communicates to the throttle valve 5 via an arm 6a, 8 a first variable throttle which controls the passage area of the recirculation passage 4, 6b a second arm s6c integrated with this variable throttle 8, which controls the passage area of the recirculation passage 4; This is the third arm that connects the arm 6a and the second arm 6b.

第１のアーム６ａは第２のアーム６ｂよりも長く、また
第１の可変絞り８は・スロットルバルブ５よりも立って
いる。The first arm 6a is longer than the second arm 6b, and the first variable throttle 8 stands taller than the throttle valve 5.

即ち、閉弁状態においては、第１の可変絞り８の方が再
循環通路４に直交に近い状態にある。That is, in the closed state, the first variable throttle 8 is closer to orthogonal to the recirculation passage 4.

９は再循環通路４の通路面積を制御する第２の可変絞り
で、第１の可変絞り８よりも排気管２側に配設されてい
る。A second variable throttle 9 controls the passage area of the recirculation passage 4, and is disposed closer to the exhaust pipe 2 than the first variable throttle 8.

１０は第２の可変絞り９を動かす制御弁、１１は吸気管
３と制御弁１０とを連通させる作動圧管、１２は比較器
で、吸気管３内におけるスロットルバルブ５よりも上流
で気化器Ｃのベンチュリよりも下流の圧力（以下、スロ
ットルバルブ５の上流圧という）と二つの可変絞り８，
９間の圧力とを比較し、作動圧管１１を通って制御弁１
′０に伝達される圧力の値を制御するものである。10 is a control valve that operates the second variable throttle 9; 11 is an operating pressure pipe that communicates the intake pipe 3 with the control valve 10; 12 is a comparator; pressure downstream of the venturi (hereinafter referred to as upstream pressure of the throttle valve 5) and two variable throttles 8,
9 and the control valve 1 through the operating pressure pipe 11.
'0' is used to control the value of pressure transmitted to '0.

１３はスロットルバルブ５の上流圧を比較器１２に伝え
る第１の圧力導管、１４は二つの可変絞り８，９間の圧
力を比較器１２に伝える第２の圧力導管である。13 is a first pressure conduit that transmits the upstream pressure of the throttle valve 5 to the comparator 12, and 14 is a second pressure conduit that transmits the pressure between the two variable throttles 8 and 9 to the comparator 12.

制御手段をなす制御弁１０及び比較器１２について、詳
細に説明する。The control valve 10 and comparator 12, which constitute the control means, will be explained in detail.

制御弁１０において、１０１はハウジング、１０２はダ
イヤフラムで、ハウジング１０１内を二つの室１０２，
１０４に分割している。In the control valve 10, 101 is a housing, 102 is a diaphragm, and the inside of the housing 101 is divided into two chambers 102,
It is divided into 104 parts.

図中上方が上室１０３で、下方が下室１０４である。The upper part in the figure is the upper chamber 103, and the lower part is the lower chamber 104.

１０５は大気導入口で、下室１０４に大気を導く。Reference numeral 105 denotes an air inlet port that guides the air into the lower chamber 104.

１０６は圧力導入口で、作動圧管１１と連結されて上室
１０３に吸気負圧を導く。Reference numeral 106 denotes a pressure introduction port, which is connected to the operating pressure pipe 11 and guides intake negative pressure into the upper chamber 103.

該負圧はダイヤフラム１０２を図中上方に変位させるべ
く作用している。The negative pressure acts to displace the diaphragm 102 upward in the figure.

１０１はシャフトで、一端はダイヤフラム１０２に固定
され他端には第２の可変絞シ９が固定されている。101 is a shaft, one end of which is fixed to a diaphragm 102, and the other end of which is fixed to a second variable diaphragm 9.

１０８は上室１０３内に配設されたスプリングで、第２
の可変絞り９が再循環通路４を閉じるような向きでダイ
ヤフラム１０２に作用している。108 is a spring disposed inside the upper chamber 103;
A variable restriction 9 acts on the diaphragm 102 in such an orientation as to close the recirculation passage 4.

一方、比較器１２において、１２１はハウジング、１２
２〜１２４は第１〜第３のダイヤスラムで、ハウジング
１２１内を三つの室１２５〜１２７に分割している。On the other hand, in the comparator 12, 121 is a housing;
Reference numerals 2 to 124 denote first to third diamond slams, which divide the inside of the housing 121 into three chambers 125 to 127.

図中下方の第１の室１２５には大気導入口１２８を介し
て大気が導かれる。Atmospheric air is introduced into the first chamber 125 in the lower part of the figure through an air inlet 128.

真中の第２の室１２６には、第１の圧力導管１３を介シ
テスロットルバルブ５の上流圧が導かれる。The upstream pressure of the throttle valve 5 is introduced to the middle second chamber 126 via the first pressure conduit 13.

上方の第３の室１２７には、第２の圧力導管１４を介し
て二つの可変絞り８，９間の圧力が導かれる。The pressure between the two variable throttles 8 and 9 is introduced into the upper third chamber 127 via the second pressure conduit 14.

１２９は第１の室１２６と作動圧管１１とを連通させる
連通口、１３０はシャフトで、一端は第１〜第３のダイ
ヤフラム１２２〜１２４に固定され他端には弁体１３１
が固定されている。129 is a communication port that communicates the first chamber 126 and the operating pressure pipe 11, 130 is a shaft, one end of which is fixed to the first to third diaphragms 122 to 124, and the other end of which is fixed to the valve body 131.
is fixed.

この弁体１３１は連通口１２９を開閉するものである。This valve body 131 opens and closes the communication port 129.

なお、第１のダイヤフラム１２２と第３のダイヤフラム
１２４の受圧面積は等しく、第２のダイヤフラム１２３
の受圧面積はそれらに比して極めて小さいものである。Note that the pressure receiving areas of the first diaphragm 122 and the third diaphragm 124 are equal;
The pressure-receiving area of is extremely small compared to them.

以上の構成になる本発明装置の作動を説明する。The operation of the apparatus of the present invention having the above configuration will be explained.

排気管２より分流した排気ガスは再循環通路４を介して
吸気管３内に再循環されるが、その時二つの可変絞り８
，９間の圧力は次のようにしてスロットルバルブ５の上
流圧に保たれる。Exhaust gas separated from the exhaust pipe 2 is recirculated into the intake pipe 3 via the recirculation passage 4, but at this time two variable throttles 8
, 9 is maintained at the upstream pressure of the throttle valve 5 in the following manner.

比較器１２の第１のダイヤフラム１２２には、第２の室
１２６に導びかれるスロットルバルブ５の上流圧が作用
している。The upstream pressure of the throttle valve 5 led to the second chamber 126 acts on the first diaphragm 122 of the comparator 12 .

一方第３のダイヤフラム１２４には、第３の室１２１に
導かれる二つの可変絞り８，９間の圧力（以下、単に絞
り間圧力という。On the other hand, the third diaphragm 124 has a pressure between the two variable throttles 8 and 9 (hereinafter simply referred to as pressure between the throttles) led to the third chamber 121.

）が作用している。) is in effect.

そして、第１のダイヤフラム１２２と第３のダイヤフラ
ム１２４の受圧面積は共に等しいため、絞り間圧力がス
ロットルバルブ５の上流圧よりも高い場合は、３つのダ
イヤフラム１２２〜１２４及びそれに固定されたシャフ
ト１３０、弁体１３１が図中上方に移動して連通孔１２
９の開口面積を広くなし、作動圧管１１内に流入する大
気の量を多くする。Since the pressure-receiving areas of the first diaphragm 122 and the third diaphragm 124 are both equal, when the inter-restriction pressure is higher than the upstream pressure of the throttle valve 5, the three diaphragms 122 to 124 and the shaft 130 fixed thereto , the valve body 131 moves upward in the figure to open the communication hole 12.
The opening area of the pipe 9 is increased to increase the amount of air flowing into the working pressure pipe 11.

それによって制御弁１０の上室１０３に導かれる負圧の
値を小さくなし、スプリング１０８によってダイヤフラ
ム１０２及びそれに固定されたシャフト１０７、第２の
可変絞り９を図中下方に移動させ、第２の可変絞り９が
再循環通路４の開口面積を狭めて排気ガスの流量を少な
くシ、絞り間圧力を下げる。Thereby, the value of the negative pressure introduced into the upper chamber 103 of the control valve 10 is reduced, and the diaphragm 102, the shaft 107 fixed thereto, and the second variable throttle 9 are moved downward in the figure by the spring 108, and the second The variable throttle 9 narrows the opening area of the recirculation passage 4 to reduce the flow rate of exhaust gas and lower the pressure between the throttles.

一方、絞り間圧力がスロットルバルブ５の上流圧よりも
低い場合は、３つのダイヤフラム１２２〜１２４及び弁
体１３１が図中下降して連通孔１２９の開口面積を狭く
し、作動圧管１１内に流入する大気の量を少なくする。On the other hand, when the inter-restriction pressure is lower than the upstream pressure of the throttle valve 5, the three diaphragms 122 to 124 and the valve body 131 move downward in the figure to narrow the opening area of the communication hole 129 and allow the flow into the operating pressure pipe 11. reduce the amount of atmosphere that

それによって制御弁１０の上室１０３に導かれる負圧の
値を大きくなし、スプリング１０８の力に抗してダイヤ
フラム１０２及び第２の可変絞り９を図中上方に移動さ
せ、再循環通路４を通る排気ガス量を増して絞り間圧力
を上げる。This increases the value of the negative pressure introduced into the upper chamber 103 of the control valve 10, moves the diaphragm 102 and the second variable throttle 9 upward in the figure against the force of the spring 108, and opens the recirculation passage 4. Increases the amount of exhaust gas passing through and increases the pressure between the throttles.

このようにして絞り間圧力をスロットルバルブ５の上流
圧と等しくなしている。In this way, the pressure between the throttles is made equal to the upstream pressure of the throttle valve 5.

内燃機関１に吸入される空気の量は、スロットルバルブ
５の開度によって決まる吸気管３の開口面積と、スロッ
トルバルブ５の上流圧と吸気負圧との圧力差とで決まる
。The amount of air taken into the internal combustion engine 1 is determined by the opening area of the intake pipe 3, which is determined by the opening degree of the throttle valve 5, and the pressure difference between the upstream pressure of the throttle valve 5 and the intake negative pressure.

一方、内燃機関１に再循環される排気ガスの量は、第１
の可変絞り８の開度によって決まる再循環通路４の開口
面積と、絞り間圧力と吸気負圧との圧力差とで決まる。On the other hand, the amount of exhaust gas recirculated to the internal combustion engine 1 is
The opening area of the recirculation passage 4 is determined by the opening degree of the variable throttle 8, and the pressure difference between the throttle pressure and the intake negative pressure.

絞り間圧力はスロットルバルブ５の上流圧に正確π設定
されているので、ここでスロットルバルブ５で制御され
る吸気管３の開口面積比（開口面積／全開時の開口面積
が）第１の可変絞り８で制御される再循環通路４の開口
面積比と等しけれは、吸入空気量と排気ガス再循環量は
ほぼ比例関係となる。Since the inter-restriction pressure is set to exactly π at the upstream pressure of the throttle valve 5, the opening area ratio (opening area/opening area when fully open) of the intake pipe 3 controlled by the throttle valve 5 is the first variable. As long as the opening area ratio of the recirculation passage 4 controlled by the throttle 8 is equal, the intake air amount and the exhaust gas recirculation amount have a substantially proportional relationship.

ところが本実施例では、第２図に詳細に示すように、第
２のアーム６ｂを第１のアーム６ａよりも短くシ、これ
らのアーム６ａｔ６ｂを第３のアーム６ｃで連結すると
共に、閉状態における第１の可変絞り８と再循環通路４
の軸線とのなす角αを、閉状態におけるスロットルバル
ブ５と吸気管３の軸線とのなす角βよりも大きくとって
いるので、再循環通路４が円筒状であっても、第３図に
示すように軽負荷では第１の可変絞り８で制御される再
循環通路４の開口面積比の方がスロットルバルブ５で制
御される吸気管３の開口面積比より小さくなる。However, in this embodiment, as shown in detail in FIG. 2, the second arm 6b is shorter than the first arm 6a, these arms 6at6b are connected by a third arm 6c, and the First variable throttle 8 and recirculation passage 4
Since the angle α between the axis of the throttle valve 5 and the axis of the intake pipe 3 in the closed state is larger than the angle β between the axis of the throttle valve 5 and the intake pipe 3 in the closed state, even if the recirculation passage 4 is cylindrical, the angle α shown in FIG. As shown, under light load, the opening area ratio of the recirculation passage 4 controlled by the first variable throttle 8 is smaller than the opening area ratio of the intake pipe 3 controlled by the throttle valve 5.

従って、軽負荷では吸入空気量に対して少ない害拾〇再
循環ガスが流れ、高負荷では通常の割合の再循環ガス量
が流れる。Therefore, at light loads, a small amount of recirculating gas flows relative to the amount of intake air, and at high loads, a normal proportion of recirculating gas flows.

即ち吸入空気量比例の再循環ガス量に負荷制御を行なっ
たことになる。In other words, load control is performed on the amount of recirculated gas that is proportional to the amount of intake air.

この様にすることによって、気筒内残留ガスの多い軽負
荷では、比ｆ制御を基本としてそれよりも再循環ガス量
を減少させることができ従来装置のような不具合を招く
ことなく効率よくＮＯＸを低減しうる。By doing this, under light loads where there is a lot of residual gas in the cylinder, the amount of recirculated gas can be reduced based on ratio f control, and NOx can be efficiently removed without causing problems like with conventional devices. can be reduced.

さらに、制御弁１０に伝達する信号として大きな値が得
られる吸気負圧わ用いているため、第２の可変絞り９を
容易かつ迅速に制御することができ、絞り間圧力が変動
した際にその圧力を迅速にスロットルバルブ５の上流圧
に制御することができる。Furthermore, since the intake negative pressure, which can obtain a large value, is used as the signal transmitted to the control valve 10, the second variable throttle 9 can be controlled easily and quickly, and when the inter-throttle pressure fluctuates. The pressure can be quickly controlled to the upstream pressure of the throttle valve 5.

尚、第２の可変絞り９はバタフライ型のものでも良い。Note that the second variable diaphragm 9 may be of a butterfly type.

次に第４図に示す第２の実施例について説明する。Next, a second embodiment shown in FIG. 4 will be described.

これは前述の実施例における比較器１２を持たず、制御
弁２０のみで制御手段をなし、制御弁２０自体でスロッ
トルバルブ５の上流圧と絞り間圧力とを比較して第２の
可変絞り９を駆動するものである。This does not have the comparator 12 in the previous embodiment, and only the control valve 20 serves as a control means, and the control valve 20 itself compares the upstream pressure of the throttle valve 5 with the throttle pressure and controls the second variable throttle 9. It is what drives the.

この制御弁２０について説明すると、ノ・ウジフグ２０
１内に設置したダイヤフラム２０２によって二つの室２
０３，２０４が形成されている。To explain this control valve 20,
Two chambers 2 are formed by a diaphragm 202 installed in 1.
03,204 are formed.

これらの室２０３，２０４には、バネ荷重の等しいスプ
リング２０５，２０６が配設しである。These chambers 203 and 204 are provided with springs 205 and 206 having the same spring load.

第２の可変絞り９はシャフト２０７Ｖｃよってダイヤフ
ラム２０２に連結しである。The second variable throttle 9 is connected to the diaphragm 202 by a shaft 207Vc.

上室２０３には第２の圧力導管１４を介して絞り間圧力
が導かれ、下室２０４には第１の圧力導管１３を介して
スロットルバルブ５の上流圧が導かれる。The throttle pressure is introduced into the upper chamber 203 via the second pressure conduit 14, and the upstream pressure of the throttle valve 5 is introduced into the lower chamber 204 via the first pressure conduit 13.

上記構成において、絞り間圧力がスロットルバルブ５の
上流圧よりも高い場合は、ダイヤフラム２０２、シャフ
ト２０７および第２の可変絞り９が図中下方に移動して
再循環通路４の開口面積を狭め、排気ガスの流量を少な
くして絞り間圧力を下げる。In the above configuration, when the inter-restriction pressure is higher than the upstream pressure of the throttle valve 5, the diaphragm 202, the shaft 207, and the second variable throttle 9 move downward in the figure to narrow the opening area of the recirculation passage 4, Reduce the flow rate of exhaust gas to lower the pressure between the throttles.

一方、絞り間圧力がスロットルバルブ５の上流圧より低
い場合は、ダイヤフラム２０２、シャフト２０７および
第２の可変絞り９が図中上方に移動して再循環通路４の
開口面積を広げ、排気ガスの流量を増して絞り間圧力を
上げる。On the other hand, when the inter-restriction pressure is lower than the upstream pressure of the throttle valve 5, the diaphragm 202, shaft 207, and second variable throttle 9 move upward in the figure to widen the opening area of the recirculation passage 4 and reduce the exhaust gas flow. Increase the flow rate to increase the pressure between the throttles.

従って、本実施ｆＦ）装置によっても、前述の実施例の
装置と同様の制御が可能である。Therefore, the same control as the device of the above-mentioned embodiment is possible with this embodiment fF) device.

以上述べたように本発明装置によれば、軽負荷では外部
ＥＧＲ率を低く制御することができ、このことによって
、残留ガス＋再循環ガスの吸入空気量に対する割合は常
にほぼ一定に保たれ、従って不具合なく効率的にＮＯＸ
を減少することができる。As described above, according to the device of the present invention, the external EGR rate can be controlled low under light loads, and as a result, the ratio of residual gas + recirculated gas to the intake air amount is always kept almost constant, Therefore, NOx can be efficiently removed without any problems.
can be reduced.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明装置の第１の実施例を示す模式的な構成
図、第２図は第１の実施例における主要部の拡大図、第
３図は第１の実施例の作動説明に供する特性図、第４図
は本発明装置の第２の実施例を示す模式的な構成図であ
る。 １・・・・・・内燃機関、２・・・・・・排気管、３・
・・・・・吸気管。 ４・・・・・・再循環通路、４ａ・・・・・・ふくらみ
部、５・・四スロットルバルブ、６ａ〜６ｃ 、１６ａ
〜１６ｃ゛°°・・・第１〜第３のアーム、８・・・・
・・第１の可変絞り、９・・・・・・第２の可変絞り、
１０，１２・・・・・・制御手段をなす制御弁および比
較器、２０・・・・・・制御手段をなす制御弁、Ｃ・・
・・・・気化器。Fig. 1 is a schematic configuration diagram showing the first embodiment of the device of the present invention, Fig. 2 is an enlarged view of the main parts of the first embodiment, and Fig. 3 is an explanation of the operation of the first embodiment. The characteristic diagram provided in FIG. 4 is a schematic configuration diagram showing a second embodiment of the device of the present invention. 1... Internal combustion engine, 2... Exhaust pipe, 3.
...Intake pipe. 4...Recirculation passage, 4a...Bulge, 5...Four throttle valves, 6a to 6c, 16a
~16c゛°°...first to third arms, 8...
...first variable aperture, 9...second variable aperture,
10, 12... Control valve and comparator forming control means, 20... Control valve forming control means, C...
...vaporizer.

Claims (1)

【特許請求の範囲】 １ 内燃機関の排気管より分流した排気ガスを再循環通
路を介して吸気管に再循環する排気ガス再循環装置にお
いて、前記再循環通路内に設置され、スロットルバルブ
と関連して作動してその開口面積を制御する第１の可変
絞りと、前記再循環通路内でかつ前記第１の可変絞りよ
りも上流に設置されてその開口面積を制御する第２の可
変絞りと。 前記再循環通路内で前記第４．第２の可変絞り間の圧力
が、前記吸気管内における前記スロットルバルブよりも
上流でかつ気化器のベンチュリよりも下流の圧力に等し
くなるよう前記第２の可変絞りを制御する制御手段とを
有し、前記第１の可変絞りの開弁時に、この第１の可変
絞りの軸線と前記再循環通路の軸線とが角αにて交わり
、前記スロットルバルブの開弁時に、このスロットルバ
ルブの軸線と前記吸気管の軸線とが角βにて交わシ、前
記角ａは前記角βよシも大きく設定されている内燃機関
の排気ガス再循環装置。[Scope of Claims] 1. In an exhaust gas recirculation device that recirculates exhaust gas branched from an exhaust pipe of an internal combustion engine to an intake pipe via a recirculation passage, the exhaust gas recirculation device is installed in the recirculation passage and associated with a throttle valve. a first variable diaphragm operated to control the aperture area thereof; and a second variable diaphragm disposed within the recirculation passageway and upstream of the first variable diaphragm to control the aperture area thereof. . Within the recirculation passageway, the fourth. control means for controlling the second variable throttle so that the pressure across the second variable throttle is equal to the pressure in the intake pipe upstream of the throttle valve and downstream of the venturi of the carburetor; , when the first variable throttle opens, the axis of the first variable throttle intersects the axis of the recirculation passage at an angle α, and when the throttle valve opens, the axis of the throttle valve intersects the axis of the recirculation passage. An exhaust gas recirculation device for an internal combustion engine, wherein the axis of an intake pipe intersects at an angle β, and the angle a is set larger than the angle β.
JP51118739A 1976-10-01 1976-10-01 Internal combustion engine exhaust gas recirculation device Expired JPS5917264B2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP51118739A JPS5917264B2 (en) 1976-10-01 1976-10-01 Internal combustion engine exhaust gas recirculation device
US05/838,223 US4149503A (en) 1976-10-01 1977-09-30 Exhaust gas recirculation system for an internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP51118739A JPS5917264B2 (en) 1976-10-01 1976-10-01 Internal combustion engine exhaust gas recirculation device

Publications (2)

Publication Number Publication Date
JPS5344729A JPS5344729A (en) 1978-04-21
JPS5917264B2 true JPS5917264B2 (en) 1984-04-20

Family

ID=14743859

Family Applications (1)

Application Number Title Priority Date Filing Date
JP51118739A Expired JPS5917264B2 (en) 1976-10-01 1976-10-01 Internal combustion engine exhaust gas recirculation device

Country Status (1)

Country Link
JP (1) JPS5917264B2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0221563Y2 (en) * 1984-09-04 1990-06-11

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2954407B1 (en) * 2009-12-22 2018-11-23 Valeo Systemes De Controle Moteur METHOD FOR CONTROLLING AN EGR CIRCUIT OF A MOTOR VEHICLE MOTOR, VALVE FOR IMPLEMENTING THE METHOD AND ENGINE WITH THE VALVE.

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0221563Y2 (en) * 1984-09-04 1990-06-11

Also Published As

Publication number Publication date
JPS5344729A (en) 1978-04-21

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