JPS627943A - Exhaust reflux device of diesel engine - Google Patents
Exhaust reflux device of diesel engineInfo
- Publication number
- JPS627943A JPS627943A JP60146244A JP14624485A JPS627943A JP S627943 A JPS627943 A JP S627943A JP 60146244 A JP60146244 A JP 60146244A JP 14624485 A JP14624485 A JP 14624485A JP S627943 A JPS627943 A JP S627943A
- Authority
- JP
- Japan
- Prior art keywords
- egr
- passage
- warming
- reflux
- 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.)
- Pending
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
- F02M26/55—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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
- F02M26/25—Layout, e.g. schematics with coolers having bypasses
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/33—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage controlling the temperature of the recirculated gases
-
- 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
- F02M26/38—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 parallel
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
この発明は、ディーゼルエンジンの排気還流装置に関す
る。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an exhaust gas recirculation device for a diesel engine.
（従来の技術）
一ンジンから排出されるＮＯＶを低減する目的で排気の
一部を吸気中に還流し、燃焼を抑制する排気還流装置（
ＥＧＲ装置）が知られているが、この排気還流装置では
、エンジンの運転性を損なわずに排気組成を改善するた
めには、還流する排気（、ＥＧＲガス）の流量を運転状
態に応じて適正に制御する必要がある。(Prior art) Exhaust recirculation equipment (which recirculates part of the exhaust gas into intake air to suppress combustion in order to reduce NOV emitted from an engine)
In order to improve the exhaust composition without impairing engine drivability, the flow rate of the recirculated exhaust gas (EGR gas) must be adjusted appropriately according to the operating conditions. need to be controlled.
＄１１図は従来のディーゼルエンジンに装置ｉｌされる
排気還流装置の一例で（実開昭５８−７５９４２号公報
参照）、１はエアクリーナ、２は吸気通路、３はエンジ
ン本体、４は排気通路、５は吸気通路２と排気通路４と
を連通するＥＧＲ通路を示し、吸気通路２にはＥＧＲ通
路５の開口部よりも上流側に絞り弁６が、またＥＧＲ通
路５の途中にはＥＧＲ制御制御弁ボンれぞれ介装されて
いる。Figure 11 shows an example of an exhaust recirculation device installed in a conventional diesel engine (see Japanese Utility Model Application Publication No. 1987-75942), in which 1 is an air cleaner, 2 is an intake passage, 3 is an engine body, 4 is an exhaust passage, Reference numeral 5 indicates an EGR passage that communicates the intake passage 2 and the exhaust passage 4. The intake passage 2 has a throttle valve 6 upstream of the opening of the EGR passage 5, and an EGR control valve is provided in the middle of the EGR passage 5. Each valve bong is interposed.
絞り弁６はグイヤフラム装置８により駆動され、グイヤ
７ラム装置８の圧力室９に負圧源（バキュームポンプ、
バキュームタンク等）１０からの負圧が作用すると所定
の半開位置に、圧力室９が大気に開放されると全開位置
になる。このときの負圧−大気圧の切り換えは、制御回
路１１からの信号に応動する三方電磁弁１２を介してな
される。The throttle valve 6 is driven by a Guyafram device 8, and a negative pressure source (vacuum pump,
When negative pressure from a vacuum tank, etc.) 10 is applied, the chamber is placed in a predetermined half-open position, and when the pressure chamber 9 is opened to the atmosphere, it is placed in a fully open position. Switching between negative pressure and atmospheric pressure at this time is performed via a three-way solenoid valve 12 that responds to a signal from a control circuit 11.
ＥＧＲ制御弁７は第２のグイヤ７ラム装置１３により駆
動され、その圧力室１４に負圧源１０からの負圧がその
まま作用すると全開位置に、その負圧が減圧（オリフィ
ス１５による）されると半開位置に、圧力室１４が大気
に開放されると全閉位置になる。このと鰺の負圧−減圧
−大気圧の切り換えは、制御回路１１からの信号に応動
する第２゜第３の三方電磁弁１６．１７による。ただし
、三方電磁弁１．２，１６．：ｌマはそれぞれ通電ＯＮ
でボー）Ｎと肩を連通し、通電ＯＦＦでボー）Ｎとｎを
連通する。The EGR control valve 7 is driven by the second Guyar 7 ram device 13, and when the negative pressure from the negative pressure source 10 directly acts on the pressure chamber 14, the EGR control valve 7 is brought to the fully open position, and the negative pressure is reduced (by the orifice 15). When the pressure chamber 14 is opened to the atmosphere, it becomes a fully closed position. This switching between negative pressure, reduced pressure, and atmospheric pressure for the mackerel is performed by second and third three-way solenoid valves 16 and 17 that respond to signals from the control circuit 11. However, three-way solenoid valves 1, 2, 16. : Each motor is energized.
When the power is turned OFF, the baud)N and shoulder are connected, and when the power is turned off, the baud)N and n are connected.
そして、制御回路１１は、図示しない燃料噴射ポンプの
コントロールレバーに追従する負荷センサ１８を介して
エンジンの負荷状態を、回転センサ１９を介してエンジ
ンの回転速度をそれぞれ検出し、運転状態に応じたＥ
Ｇ Ｒｌｆｘ量、ＥＧＲ率となるように前記三方電磁弁
１２．：１６，１．７を駆動する。The control circuit 11 detects the load condition of the engine via a load sensor 18 that follows a control lever of a fuel injection pump (not shown) and the rotational speed of the engine via a rotation sensor 19, and detects the engine rotation speed according to the operating condition. E
G Rlfx amount and EGR rate, the three-way solenoid valve 12. :16,1.7 is driven.
例えば、比較的高率の排気還流を行う必要のある低速低
負荷域では、絞り弁（３が半開位置、、１すＧＲ制御弁
７が全開位置となるように制御して、このとき絞り弁６
の下流側に生じる負圧で多量のＥＧ Ｒｆｆスを還流す
る。For example, in a low-speed, low-load range where a relatively high rate of exhaust gas recirculation is required, the throttle valve (3) is controlled so that it is in the half-open position, and the GR control valve (1) is in the fully open position. 6
A large amount of EG Rff gas is refluxed by the negative pressure generated on the downstream side.
部分負荷域では、この状態から絞り弁６を全開位置にし
て吸入負圧の発生を解除し、ある程度負荷や回転速度が
大きくなるとｔｓＧ＋＜制御弁７を半開位置にしてＥＧ
Ｒｆｆｘ量奇減少させる。In the partial load range, from this state, the throttle valve 6 is set to the fully open position to cancel the generation of suction negative pressure, and when the load or rotational speed increases to a certain extent, tsG+<control valve 7 is set to the half open position and EG
Decrease Rffx by an odd amount.
さらに負荷や回転速度が大きくなる高賃荷域や高回転域
では、エンジンめ高い出力を維持するようにＥ Ｇ Ｒ
制御弁７を全開にして排気還流を停止する。Furthermore, in high load ranges and high rotation ranges where the load and rotational speed are large, the EGR is activated to maintain high output from the engine.
Control valve 7 is fully opened to stop exhaust gas recirculation.
このようにして、エンジンの運転状態に応じた適正な排
気還流を行うので、ある。尚、第１２図に三方電磁弁１
２．１６．Ｌ’ｌ’の制御動作による絞り弁６、ＥＧＲ
制御弁７の開度と、ＥＧＲ率、の関係を示す。In this way, appropriate exhaust gas recirculation is performed depending on the operating state of the engine. Furthermore, Figure 12 shows the three-way solenoid valve 1.
2.16. Throttle valve 6, EGR by control operation of L'l'
The relationship between the opening degree of the control valve 7 and the EGR rate is shown.
（発明が解決しようとする問題点）
しかし、このような排気還１流装置にあっては、高温の
ＥＧＲガスが吸気中に′導入されるため、吸気の温度が
上昇し、したが９で実質的な吸気量が減少することから
、スモーク゛・やパーティキュレートが増加したり、燃
費等の悪化を招きやすい。また、ＥＧＲｆｆスの密度が
低〜まため、大量のＥＧＲが望まれる領域で十分なＥＱ
Ｒが大量が確保されず、このためＮｏにの効果的な抑制
を図りにくいということがあった。(Problem to be Solved by the Invention) However, in such a single-flow exhaust gas recirculation system, the high temperature EGR gas is introduced into the intake air, so the temperature of the intake air increases. Since the actual amount of intake air decreases, smoke and particulates tend to increase and fuel efficiency deteriorates. In addition, since the density of the EGRff gas is low to high, sufficient EQ is required in areas where a large amount of EGR is desired.
A large amount of R was not secured, which made it difficult to effectively suppress No.
そこで、このような問題に対し、吸気中に還流されるＥ
ＧＲ４スを冷却することが考えられるが、これだとエン
ジンの暖機が不十分な場合に次のような不具合を生じる
。Therefore, to solve this problem, the E recirculated into the intake air
One possibility is to cool the GR4, but this will cause the following problems if the engine is not warmed up enough.
例えば、直噴式のディーゼルエンジン等では、始動直後
のように暖機か不十分な場合、適当量の高温のＥＧＲガ
スを還流すると、燃焼が安定すると共に、未燃ＨＣの低
減が図れるが、このとき低温のＥＧＲ４スを還流してし
まうと、かえって燃焼を悪化させるのである。For example, in direct-injection diesel engines, when warm-up is insufficient, such as immediately after startup, recirculating an appropriate amount of high-temperature EGR gas stabilizes combustion and reduces unburned HC. If the low-temperature EGR4 gas is refluxed, it will actually worsen combustion.
この発明は、ＥＧＲｆｆスの冷却をエンジンの運転条件
に応じて行うことにより、これらの問題、α−４＝
を解決することを目的としている。The present invention aims to solve these problems, α-4=, by cooling the EGRff according to the operating conditions of the engine.
（問題点を解決するための手段）
この発明は、ｆｔＳｉ図に示すように吸気通路イの途中
に吸気絞り弁口を介装し、この絞り弁口下流の吸気通路
イと排気通路ハとを連通する第１．第２のＥＧＲ通路通
路水を形成し、第１のＥＧＲ通路通路水１のＥＧＲ制御
弁へを、第２のＥＧＲ通路ホに第２のＥ Ｇ Ｒ制御弁
トと還流排気を冷却する冷却器チを介装する一方、エン
ジンの運転状態を検出する手段すと、暖機状態を検出す
る手段ヌと、これらの検出値に基づいて前記絞り弁口と
、第１．第２のＥＧＲ制御弁へ、１・の開度を制御する
制御手段ルとを設ける。(Means for Solving the Problems) This invention provides an intake throttle valve opening in the middle of the intake passage A, as shown in the ftSi diagram, and connects the intake passage A and the exhaust passage C downstream of the throttle valve opening. 1st communication. A cooler that forms passage water in the second EGR passage and cools the first EGR passage water 1 to the EGR control valve, the second EGR passage water 1 to the second EGR control valve, and the recirculated exhaust gas. On the other hand, means for detecting the operating state of the engine includes a means for detecting a warm-up state, a means for detecting the warm-up state, a means for detecting the warm-up state, and a means for detecting the throttle valve port based on these detected values. The second EGR control valve is provided with a control means for controlling the opening degree of 1.
（作用）
したがって、暖機中は第１のＥＧＲ通路通路水してＥＧ
Ｒｆｆスを導くことで、高温のＥＧＲ，ｆスをそのまま
還流し、これにより暖機時の燃焼の悪化を防止する。(Function) Therefore, during warm-up, the first EGR passage has water and the EGR
By guiding the Rff gas, the high temperature EGR and f gas are directly refluxed, thereby preventing deterioration of combustion during warm-up.
他方、暖機後の通常運転時は冷却器チを介装した第２の
ＥＧｒ（通路ホを介してＥＧＲ１ｊ′スを導くことで、
ＥＧＲ）’ｆ’スを冷却し、これにより吸気量の減少を
回避すると共に、適正量のＥＧＲ，ｆｆスを確保するの
である。On the other hand, during normal operation after warming up, the second EGr (EGR1j') with a cooler installed (by guiding the EGR1j' through the passage H,
This cools the EGR and ff spaces, thereby avoiding a decrease in the amount of intake air and ensuring an appropriate amount of EGR and ff spaces.
（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) Embodiments of the present invention will be described below based on the drawings.
第２図において、１はエアクリーナ、２は吸気通路、３
はエンジン本体、４は排気通路（排気マニホールド）、
２０はターボチャージャで、ターボチャージャ２０上流
の吸気通路２にダイヤ７ラム装置８により駆動される吸
気の絞り弁６が介装される。In Fig. 2, 1 is an air cleaner, 2 is an intake passage, and 3 is an air cleaner.
is the engine body, 4 is the exhaust passage (exhaust manifold),
20 is a turbocharger, and an intake throttle valve 6 driven by a seven-diameter ram device 8 is interposed in an intake passage 2 upstream of the turbocharger 20.
排気通路４はターボチャージャ２０」水流にて第１、第
２のＥＧＲ通路２１．２２を介して吸気通路（吸気マニ
ホールド）２と接続され、第１のＥＧＲ通路２１にはダ
イヤイアラム装置２３により駆動される第１のＥＧＲ制
御井２４が介装される。The exhaust passage 4 is connected to the intake passage (intake manifold) 2 via the first and second EGR passages 21 and 22 by the turbocharger 20'' water flow, and the first EGR passage 21 is connected to the intake passage 2 driven by the diaphragm device 23. A first EGR control well 24 is provided.
また、第２のＥＧＲ通路２２にはダイヤイアラム装置２
５により駆動される第２のＥＧＲ制御井２６が介装され
ると共に、その途中に例えば多管式の冷却器２７が介装
される。In addition, the second EGR passage 22 includes a dial diaphragm device 2.
A second EGR control well 26 driven by EGR control well 5 is interposed, and a multi-tube cooler 27, for example, is interposed therebetween.
冷却器２７は内部に配管２８．２９を介して図示しない
エンジンラジェータからポンプにより冷却水が循環され
、排気通路４から第２のＥ Ｇ Ｒ通路２２を通るＥＧ
Ｒガスを冷却するようになっている。Cooling water is circulated inside the cooler 27 by a pump from an engine radiator (not shown) through piping 28 and 29, and the EGR water is circulated from the exhaust passage 4 through the second EGR passage 22.
It is designed to cool R gas.
１０はバキュームポンプ等からなる負圧源、１２．３０
，３１．．３２は三方電磁弁で、三方電磁弁１２．３０
．３２は通電ＯＮのときボートｌと肩とを連通して、負
圧源１０からの負圧を前記各ダイヤ７ラム装置８，２３
，２５の圧力室９．３３．３４に導入し、絞り弁６を半
開、ＥＧＲ制御井２４，２６を全開する。他方、通電Ｏ
ＦＦのときボート！とｎとを連通して、圧力室９ 、３
３ 、３４をオ’） ７ イス３５を介してエアクリー
ナ１側の大気に開放し、絞り弁６を全開、ＥＧＲ制御弁
２４．２６を全閉する。10 is a negative pressure source consisting of a vacuum pump, etc., 12.30
, 31. ．． 32 is a three-way solenoid valve, three-way solenoid valve 12.30
．． Reference numeral 32 communicates the boat l and the shoulder when the power is ON, and transfers the negative pressure from the negative pressure source 10 to each of the diamond 7 ram devices 8 and 23.
, 25 into the pressure chambers 9, 33, and 34, the throttle valve 6 is half-opened, and the EGR control wells 24 and 26 are fully opened. On the other hand, energized O
FF time boat! and n to communicate with each other to form pressure chambers 9 and 3.
3 and 34 to the atmosphere via the chair 35, fully open the throttle valve 6, and fully close the EGR control valves 24 and 26.
また、三方電磁弁３１は通電ＯＮのときボートｌを閉じ
るが、通電ＯＦＦのときボートβとｎとを連通して、圧
力室３４にオリフィス１５を介してエアクリーナ１側か
ら大気を導入、即ち三方電磁弁３２がＯＮのとき圧力室
３４に導入される負圧を減圧し、ＥＧＲ制御井２６を半
開するようになっている。In addition, the three-way solenoid valve 31 closes the boat l when the energization is ON, but communicates the boats β and n when the energization is OFF, and introduces atmospheric air from the air cleaner 1 side into the pressure chamber 34 via the orifice 15. When the solenoid valve 32 is ON, the negative pressure introduced into the pressure chamber 34 is reduced, and the EGR control well 26 is half-opened.
一方、エンジンの運転状態を検出する手段として燃料噴
射ポンプ３６に負荷センサ１８とクランクプーリ部３７
に回転センサ１９と、エンジンの暖機状態を検出する手
段としてエンジン冷却水温を検出する水温センサ３８と
が設けられ、これらの検出信号は制御回路（制御手段）
３９に送られる。On the other hand, the fuel injection pump 36 includes a load sensor 18 and a crank pulley portion 37 as means for detecting the operating state of the engine.
A rotation sensor 19 and a water temperature sensor 38 for detecting engine cooling water temperature as means for detecting the warm-up state of the engine are provided, and these detection signals are sent to a control circuit (control means).
Sent to 39th.
そして、制御回路３９はこれらの検出信号と予め記憶し
た制御モードに基づいて前記各三方電磁弁１２，３０，
３１．３２を０Ｎ−ＯＦＦ制御する。Then, the control circuit 39 controls each of the three-way solenoid valves 12, 30,
31.32 is controlled ON-OFF.
具体的には、水温センサ３８の検出値が所定値よりも高
い暖機終了後の運転時では、運転状態に応じて絞り弁６
と第１、第２のＥＧＲ制御井２４゜２６を第３図、第４
図のＡ、Ｂ、、Ｃ，Ｄのステージに示される開度に制御
するように、三方電磁弁１２゜３０．３１，３２をＯＮ
−０−ＦＩ−、する。Specifically, during operation after the end of warm-up when the detected value of the water temperature sensor 38 is higher than a predetermined value, the throttle valve 6 is closed depending on the operating state.
and the first and second EGR control wells 24 and 26 in Figures 3 and 4.
Turn on the three-way solenoid valves 12, 30, 31, and 32 to control the opening degrees shown in stages A, B, , C, and D in the figure.
-0-FI-, do.
他方、水温センサ３８の検出値が所定値よりも低い暖機
中では、運転状態に応じて絞り弁６と第１、第２のＥ
Ｇ Ｒ制御弁２４．２６を第３図、第５図のり、Ｅ、Ｆ
のステージに示される開度に制御するように、三方電磁
弁１２．３ ？、３１．３２を０Ｎ−ＯＦＦする。On the other hand, during warm-up when the detected value of the water temperature sensor 38 is lower than a predetermined value, the throttle valve 6 and the first and second E
G R control valve 24.26 in Figure 3, Figure 5, E, F
Three-way solenoid valve 12.3 ? , 31.32 is turned OFF.
尚、水温センサ３８の検出値が極めて低いときには、上
記条件に拘わらず、第３図の１）ステージとなるように
三方電磁弁１２．３（１，’３１．３２をＱＦＦするよ
うになっている。第６図に水温による制御フローを示す
と、水温ＴがＴＩ（低温設定値）よりも低いときには、
ＳｌからＳ２に進みＤステージが選択され、水温Ｔ ｈ
ｆＴ 、よりも高く、Ｔ２（暖機設定値）よりも低いと
きに（ま、Ｓ ＋ −Ｓ ３からＳ。Incidentally, when the detected value of the water temperature sensor 38 is extremely low, regardless of the above conditions, the three-way solenoid valve 12.3 (1, '31.32 is QFFed so as to be in the 1) stage in Fig. 3. Figure 6 shows the control flow based on water temperature.When water temperature T is lower than TI (low temperature set value),
Proceeding from Sl to S2, the D stage is selected, and the water temperature T h
When fT is higher than , and lower than T2 (warm-up set value) (well, S + -S 3 to S.
に進み運転状態に応じてり、Ｅ、Ｆステージが選択され
、水温ＴｆＪｔＴ２よりも高い時には、Ｓ５にて運転状
態に応じてＡ 、 Ｂ 、 Ｃ、Ｉ’）ステージが選択
される。In step S5, stages E and F are selected depending on the operating condition, and when the water temperature is higher than TfJtT2, stages A, B, C, and I' are selected in accordance with the operating condition in step S5.
このように構成したので、エンジン冷却水温が所定値よ
りも低い暖機中は、第２ＥＧＲ通路２２のＥ Ｇ Ｒ制
御弁２６が全閉状態に保たれ、絞り弁６と第１ ＥＧＲ
通路２１のＥＧＲ制御弁２４が駆動される（第３図、第
５図参照）。例えば、暖機アイドリング時（Ｅステージ
）には、三方電磁弁１２゜３０がＯＮとなり、絞り弁６
が半開、第１ＥＧＲ制御弁２４が全開される。また、こ
の状態がら負荷、回転数がいくらか上昇すると（Ｆステ
ージ）、三方電磁弁１２がＯＦＦとなり、絞り弁６が全
開される。With this configuration, during warm-up when the engine cooling water temperature is lower than a predetermined value, the EGR control valve 26 of the second EGR passage 22 is kept fully closed, and the throttle valve 6 and the first EGR control valve 26 are kept fully closed.
The EGR control valve 24 in the passage 21 is activated (see FIGS. 3 and 5). For example, during warm-up idling (E stage), the three-way solenoid valve 12°30 is turned on, and the throttle valve 6
is half open, and the first EGR control valve 24 is fully opened. Furthermore, when the load and rotational speed increase somewhat in this state (F stage), the three-way solenoid valve 12 is turned off and the throttle valve 6 is fully opened.
これにより、暖機中は第１ ＥＧＲ通路２１が開゛かれ
、第１ ＥＧＲ通路２１から運転状態に応じた量のＥＧ
Ｒ４スが吸気通路２に導入される。As a result, the first EGR passage 21 is opened during warm-up, and an amount of EGR corresponding to the operating state is discharged from the first EGR passage 21.
R4 gas is introduced into the intake passage 2.
したがって、その高温のＥＧＲ，ｆスにより吸気の温度
が高められ、暖機運転時のＮＯｘの低減が図られると共
に、安定した燃焼を得ることができる。Therefore, the temperature of the intake air is raised by the high-temperature EGR and f gas, reducing NOx during warm-up operation and achieving stable combustion.
また、暖機運転時には圧縮端温度が低いことに起因して
燃料の着火遅れ期間が増加し、その変動も大きいことか
ら、ディーゼルノックを起こしやすいが、このように高
温のＥ、Ｇ Ｒｆｆスにより吸気を加熱することで、低
温時のディーゼルノックを防止できる。In addition, during warm-up, the ignition delay period of the fuel increases due to the low compression end temperature, and its fluctuations are large, so diesel knock is likely to occur. By heating the intake air, diesel knock can be prevented at low temperatures.
さらには、始動直後等、低温の燃焼室壁面に付着した燃
料によりホワイトスモークが発生することがあるが、高
温のＥＧＲｔＪ″スにより付着燃料の蒸発が促進され、
ホワイトスモークは減少する。Furthermore, white smoke may be generated due to fuel adhering to the low-temperature combustion chamber wall immediately after startup, but the high-temperature EGRtJ'' gas accelerates the evaporation of the adhering fuel.
White smoke decreases.
一方、エンジン冷却水温が所定値を越え暖機を終了する
と、第１ ＥＧＲ通路２１のＥＧＲ制御弁２４が全閉状
態に保たれ、絞り弁６と第２ＥＧＲ通路２２のＥＧＲ制
御弁２６が駆動される（第３図、第４図参照）。例えば
、低速低負荷域（Ａステージ）では、三方電磁弁１２．
３１．３２がＯＮとなり、絞り弁６が半開、第２ＥＧＲ
制御弁２６が全開される。また、この状態から部分負荷
域に入ると、負荷、回転数の上昇に応じて三方電磁弁１
２がＯＦＦとなり絞り弁６が全開され（Ｂステージ）、
さらに三方電磁弁３１がＯＦＦとなり第２ＥＧＲ制御井
２６が半開される（Ｃステージ）。On the other hand, when the engine cooling water temperature exceeds a predetermined value and warm-up is completed, the EGR control valve 24 of the first EGR passage 21 is kept fully closed, and the throttle valve 6 and the EGR control valve 26 of the second EGR passage 22 are driven. (See Figures 3 and 4). For example, in the low speed and low load range (A stage), the three-way solenoid valve 12.
31 and 32 are turned on, throttle valve 6 is half open, and the second EGR
Control valve 26 is fully opened. In addition, when entering the partial load range from this state, the three-way solenoid valve 1
2 is turned off and the throttle valve 6 is fully opened (B stage).
Furthermore, the three-way solenoid valve 31 is turned off, and the second EGR control well 26 is half-opened (C stage).
これにより、暖機後の通常運転時には第２ＥＧＲ通路２
２が開かれ、運転状態に応じた量のＥＧＲ〃スが冷却器
２７を介装した第２ＥＧＲ通路２２を介して吸気通路２
に導入１きれるのである。As a result, during normal operation after warming up, the second EGR passage 2
2 is opened, and an amount of EGR gas corresponding to the operating condition is supplied to the intake passage 2 through the second EGR passage 22 in which a cooler 27 is interposed.
The first introduction can be completed.
したがって、吸気通路２には□冷却器２７内の冷却水に
より冷却された低温のり・ＧＲ，？’スが導入されるた
め、吸気の温度を上昇さｉ、るようなことはなく、所定
の吸気充填率を保り、ことができる。また、低温化によ
りＥＧＲ）Ｆス、鳴Ｉ密度′が高まるため、大量のＥＧ
Ｒを行う領域でも、゛運転状態に応じた適正量のＥＧＲ
ｆｆスな還流、することができる。Therefore, the intake passage 2 is filled with low-temperature glue/GR, which is cooled by the cooling water in the cooler 27. Since the intake air is introduced, the temperature of the intake air does not increase, and a predetermined intake air filling rate can be maintained. In addition, lowering the temperature increases the EGR)
Even in the area where R is performed, the appropriate amount of EGR according to the driving condition
ffs reflux can be done.
この結果、スモークやバパ−ティキュレートの増加を招
いたり、燃費を悪托させるようなことは防止されると共
に、ＮＯｘを十分に低減することが可能となる。As a result, it is possible to prevent an increase in smoke and vapor and to reduce fuel consumption, and it is also possible to sufficiently reduce NOx.
尚、高負荷域や高回転域では絞り弁６が全開、第１、第
２ＥＧＲ制御″＋Ｐ２４ン２６が全閉され（Ｄステージ
）、ＥＧＲが停止さ・川る。また、暖機中に比較的負荷
や回転数が高く・なった場合、さらには−ンジン冷却水
温が極めて・低ニー場合にも、同様にＥＧＲが停止され
る＝
第７図〜第１０図は本発明゛の他の実施例を示すもので
、前記実施例の制御モ１−ドに加えて、所定の運転状態
のと外に第１と第２のＦ！： Ｇ Ｒ制御弁２４．２６
を同時に開き、第１ ＥＧ Ｒ通路２１から高温のＥＧ
ＲＩｆスを、第２ ｒ’： Ｇ Ｒ通路２２から冷却
された低温のＥ Ｇ、 Ｒｆｆスを同時に速流するよう
にしたものである。In addition, in the high load range and high rotation range, the throttle valve 6 is fully opened, the first and second EGR control'' + P24-in 26 are fully closed (D stage), and the EGR is stopped. EGR is similarly stopped when the engine load or rotational speed becomes high, or even when the engine cooling water temperature is extremely low. Figures 7 to 10 show other embodiments of the present invention. By way of example, in addition to the control mode 1 of the above embodiment, the first and second F!: G R control valves 24.
are opened at the same time, and the high temperature EG is discharged from the first EGR passage 21.
The low-temperature EG and Rff gases cooled from the second r': GR passage 22 are made to flow at a high speed at the same time.
暖慨終ｆ後の低速低負荷域でもアイドリング時にはより
多（Ｅ Ｇ ＲＩｆスを導入することがｏｆ能であり、
この時第７図、第８図の■ステージに示すように絞り弁
６を半開、第１、第２ Ｅ Ｇ Ｒ制御弁２４．２６を
全開させで、多量のＥ Ｇ Ｒ、ｆスを還流するように
しでいる。Even in the low speed and low load range after the end of the warm-up period, it is possible to introduce more E
At this time, the throttle valve 6 is half-opened and the first and second EGR control valves 24 and 26 are fully opened, as shown in stage 2 in Figs. 7 and 8, to recirculate a large amount of EGR and fs. I'm trying to do that.
アイドリング時には、燃焼室内の温度レベルが比較的低
いので、低温のＥ Ｇ ＲＷスとともに高温のＥＧＲｆ
ｆスを導入しても、吸気充填率にそれ＋２と影響を与え
ることはなく、また高温ガスを導入することで燃焼室内
の温度レベルがある程度高まるため、燃焼が安定するよ
うになり、このためＮＯｘが十分に低減されると共に、
ｌ−ＩＣの低減お上びアイドリング時の騒音の低減が図
れる。During idling, the temperature level inside the combustion chamber is relatively low, so the high temperature EGRf is generated along with the low temperature EGRW gas.
Even if F gas is introduced, it will not affect the intake air filling rate by +2, and by introducing high temperature gas, the temperature level in the combustion chamber will increase to a certain extent, so combustion will become stable. While NOx is sufficiently reduced,
It is possible to reduce l-IC and reduce noise during idling.
・ただし、各ステージ■、■、ｖ、 ｖｒ、■、■はそ
れぞれ第３図のＡＳＢ、Ｃ，Ｅ、Ｆ、Ｄに対応する。・However, each stage ■, ■, v, vr, ■, ■ corresponds to ASB, C, E, F, D in FIG. 3, respectively.
尚、暖機後の低速低負荷域では、第１０図のように■ス
テージに制御しても良い。In addition, in the low speed and low load range after warming up, control may be performed to the ■ stage as shown in FIG.
（発明の効果）
以上のように本発明によれば、エンジンの運転状態と暖
機状態に応じ、ｆｔＳｉの１ΣＧＲ通路から高温のＦ：
Ｇ ＲＩｆスを、第２のＥ Ｇ Ｒ通路から冷却器を
介して低温のＥＧ）’？、ｆスを還流するので、暖機中
におけるＮＯｘ、ホワイトスモーク、パーティキュレー
トおよびディーゼルノックの低減と、暖機後における燃
費、スモーク、パーティキュレートの増加を抑制しなが
らＮＯにの低減とが図れる。(Effects of the Invention) As described above, according to the present invention, high temperature F:
The low-temperature EG is passed from the second EGR passage through the cooler. , f gas is recirculated, it is possible to reduce NOx, white smoke, particulates, and diesel knock during warm-up, and to reduce NOx while suppressing increases in fuel consumption, smoke, and particulates after warm-up.
第１図は本発明のｈＶＩ成図、第２図は本発明の実施例
を示す構成図、第３図〜第５図はその制御モードを示す
表目と線図、第６図はその制御動作を示すフローチャー
ト、第７図〜第１０図は本発明の他の実施例を示す制御
モードの表目と線図、第１１図、第１２図は、従来例を
示す概略構成図とその制御モードの表目である。
２・・・吸気通路、４・・・排気進路、６・・・絞り弁
、１８・・・負荷センサ、１９・・・回転センサ、２１
・・・第１のＥＧＲ辿略、２２・・・第２０Ｅ Ｇ Ｒ
通路、２４・・・第１のＥＧＲ制御弁、２６・・・第２
のＥＧＲ制御弁、２７・・・冷却器、３８・・・水温セ
ンサ、３９・・・制御回路。
小へへ・＼脇を回ＯFig. 1 is an hVI diagram of the present invention, Fig. 2 is a configuration diagram showing an embodiment of the invention, Figs. 3 to 5 are tables and diagrams showing its control mode, and Fig. 6 is its control. A flowchart showing the operation, FIGS. 7 to 10 are tables and diagrams of control modes showing other embodiments of the present invention, and FIGS. 11 and 12 are schematic configuration diagrams showing conventional examples and their control. This is the mode table. 2... Intake passage, 4... Exhaust path, 6... Throttle valve, 18... Load sensor, 19... Rotation sensor, 21
... 1st EGR trace, 22... 20th EGR
Passage, 24...first EGR control valve, 26...second
EGR control valve, 27... Cooler, 38... Water temperature sensor, 39... Control circuit. Go to small・\Turn around the side O
Claims (1)
流の吸気通路と排気通路とを連通する第１、第２のＥＧ
Ｒ通路を形成し、第１のＥＧＲ通路に第１のＥＧＲ制御
弁を、第２のＥＧＲ通路に第２のＥＧＲ制御弁と還流排
気を冷却する冷却器を介装する一方、エンジンの運転状
態を検出する手段と、暖機状態を検出する手段と、これ
らの検出値に基づいて前記絞り弁と、第１、第２のＥＧ
Ｒ制御弁の開度を制御する制御手段とを設けたことを特
徴とするディーゼルエンジンの排気還流装置。An intake throttle valve is interposed in the middle of the intake passage, and first and second EGs communicate the intake passage downstream of the throttle valve and the exhaust passage.
An R passage is formed, and the first EGR passage is provided with a first EGR control valve, and the second EGR passage is provided with a second EGR control valve and a cooler that cools the recirculated exhaust gas. means for detecting a warm-up state; and means for detecting a warm-up state; and a means for detecting a warm-up state;
1. An exhaust gas recirculation device for a diesel engine, comprising a control means for controlling the opening degree of an R control valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60146244A JPS627943A (en) | 1985-07-03 | 1985-07-03 | Exhaust reflux device of diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60146244A JPS627943A (en) | 1985-07-03 | 1985-07-03 | Exhaust reflux device of diesel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS627943A true JPS627943A (en) | 1987-01-14 |
Family
ID=15403351
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60146244A Pending JPS627943A (en) | 1985-07-03 | 1985-07-03 | Exhaust reflux device of diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS627943A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0740056A2 (en) * | 1995-04-27 | 1996-10-30 | Toyota Jidosha Kabushiki Kaisha | Direct injection type compression ignition engine |
| JPH09508691A (en) * | 1995-03-31 | 1997-09-02 | カミンス エンジン カンパニー、インコーポレイテッド | Cooled exhaust gas recirculation system with load bypass and ambient bypass |
| EP1156201A3 (en) * | 2000-05-17 | 2003-04-16 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine and method for controlling the internal combustion engine |
| US7743816B2 (en) | 2002-05-15 | 2010-06-29 | Behr Gmbh & Co. Kg | Switchable waste gas exchanger |
-
1985
- 1985-07-03 JP JP60146244A patent/JPS627943A/en active Pending
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH09508691A (en) * | 1995-03-31 | 1997-09-02 | カミンス エンジン カンパニー、インコーポレイテッド | Cooled exhaust gas recirculation system with load bypass and ambient bypass |
| EP0740056A2 (en) * | 1995-04-27 | 1996-10-30 | Toyota Jidosha Kabushiki Kaisha | Direct injection type compression ignition engine |
| EP0740056A3 (en) * | 1995-04-27 | 1996-11-20 | Toyota Jidosha Kabushiki Kaisha | Direct injection type compression ignition engine |
| US5768887A (en) * | 1995-04-27 | 1998-06-23 | Toyota Jidosha Kabushiki Kaisha | Direct injection type compression ignition engine and method of use |
| EP1156201A3 (en) * | 2000-05-17 | 2003-04-16 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine and method for controlling the internal combustion engine |
| US6634345B2 (en) | 2000-05-17 | 2003-10-21 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine and method for controlling the internal combustion engine |
| US7743816B2 (en) | 2002-05-15 | 2010-06-29 | Behr Gmbh & Co. Kg | Switchable waste gas exchanger |
| US8365813B2 (en) | 2002-05-15 | 2013-02-05 | Behr Gmbh & Co. Kg | Switchable waste gas exchanger |
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