JPS63134845A - Exhaust gas recirculation control device - Google Patents
Exhaust gas recirculation control deviceInfo
- Publication number
- JPS63134845A JPS63134845A JP61280652A JP28065286A JPS63134845A JP S63134845 A JPS63134845 A JP S63134845A JP 61280652 A JP61280652 A JP 61280652A JP 28065286 A JP28065286 A JP 28065286A JP S63134845 A JPS63134845 A JP S63134845A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- crank angle
- exhaust gas
- egr
- amount
- 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
- 238000002485 combustion reaction Methods 0.000 claims abstract description 18
- 230000006835 compression Effects 0.000 claims abstract description 14
- 238000007906 compression Methods 0.000 claims abstract description 14
- 238000001514 detection method Methods 0.000 claims abstract description 9
- 230000000694 effects Effects 0.000 claims description 2
- 238000006243 chemical reaction Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 238000005259 measurement Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000009530 blood pressure measurement Methods 0.000 description 1
- 238000009529 body temperature measurement Methods 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/0065—Specific aspects of external EGR control
- F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
-
- 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
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
- F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
-
- 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)
- Exhaust-Gas Circulating Devices (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
この発明は、°筒内圧力から排気ガス再循環率を検出す
る内燃機関の排気ガス再循環装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an exhaust gas recirculation device for an internal combustion engine that detects an exhaust gas recirculation rate from cylinder pressure.
内燃機関の排気ガス再循環（ＥＧＲ）装置において排気
ガス再循環率（ＥＧＲ率）を検出するため筒内圧力を検
出するものが提案されている。例えば、特開昭５６−１
５９５５６号参照。この従来技術によれば、圧縮行程中
の筒内圧力と、膨張行程中の筒内圧力を検出し、両者の
比からＥＧＲ率を算出している。このタイプのＥＧＲ検
出装置は、排気ガスのデポジットの影響を受けることな
く正確なＥＧＲ率を知ることができる利点がある。2. Description of the Related Art In an exhaust gas recirculation (EGR) device for an internal combustion engine, a device that detects cylinder pressure in order to detect an exhaust gas recirculation rate (EGR rate) has been proposed. For example, JP-A-56-1
See No. 59556. According to this prior art, the cylinder pressure during the compression stroke and the cylinder pressure during the expansion stroke are detected, and the EGR rate is calculated from the ratio of the two. This type of EGR detection device has the advantage of being able to accurately determine the EGR rate without being affected by exhaust gas deposits.
従来技術では、膨張行程中の圧力を使用しているが、こ
れはエンジン回転数や、エンジン冷却水温や、点火時期
の影響を受けるため、正確なＥＧＲ率を得ようとすれば
計算に多くの補正係数が必要となり計算が複雑となる。Conventional technology uses the pressure during the expansion stroke, but this is affected by engine speed, engine coolant temperature, and ignition timing, so obtaining an accurate EGR rate requires a lot of calculations. A correction coefficient is required, which complicates the calculation.
特に、過渡運転時には計算では補正しきれないことから
、誤差が大きくなる。更に、膨張行程前半の圧力は、燃
焼変動の影響により圧力のサイクル間変動が大きいから
、これも誤差要因となる。In particular, during transient operation, the error cannot be fully corrected by calculation, resulting in a large error. Furthermore, the pressure in the first half of the expansion stroke has large cycle-to-cycle fluctuations due to the influence of combustion fluctuations, which also causes errors.
この発明は、複雑な計算を要することなく、しかも精度
高＜ ＥＧＲ率を計測できるように従来技術を改良する
ことを目的とする。The purpose of the present invention is to improve the conventional technology so that the EGR rate can be measured with high accuracy without requiring complicated calculations.
この発明によれば、第１図において、内燃機関の排気ガ
ス再循環制御装置は内燃機関１の排気管１ａから吸気管
１ｂへの還流排気ガスの流量を所望排気ガス再循環率を
得るため制御するためのの排気ガス再循環装置２と、内
燃機関に導入される吸入空気量を検出する手段３と、内
燃機関の筒内圧力を検出する手段４と、圧縮行程におい
て、筒内圧力が燃料の燃焼の影響を受けないクランク角
度位置を検出する手段５と、前記クランク角度での筒内
圧力より筒内に導入されたガス量を気体状態式より算出
する手段７と、筒内ガス量と吸入空気量とから排気ガス
再循環率を算出する手段８とから構成される。According to this invention, in FIG. 1, an exhaust gas recirculation control device for an internal combustion engine controls the flow rate of recirculated exhaust gas from an exhaust pipe 1a to an intake pipe 1b of an internal combustion engine 1 to obtain a desired exhaust gas recirculation rate. An exhaust gas recirculation device 2 for detecting the amount of intake air introduced into the internal combustion engine, a means 3 for detecting the amount of intake air introduced into the internal combustion engine, and a means 4 for detecting the in-cylinder pressure of the internal combustion engine. means 5 for detecting a crank angle position that is not affected by combustion; means 7 for calculating the amount of gas introduced into the cylinder from the gas state equation from the cylinder pressure at the crank angle; and means 8 for calculating the exhaust gas recirculation rate from the intake air amount.
第２図において、１０はシリンダブロック、１２はピス
トン、１６は燃焼室、１８はシリンダヘッド、２０は吸
気弁、２２は吸気ボート、２４は排気弁、２６は排気ポ
ートである。吸気ポート２２は吸気管２８、サージタン
ク３０、スロットル弁３２、吸入空気量センサ３３を介
してエアークリーナ３４に接続される。３５は燃料イン
ジェクタであり、吸気ポート２２に近接した吸気管２８
に配置される。排気ポート２６は排気マニホルド３６に
接続される。３８はディストリビュータを示している。In FIG. 2, 10 is a cylinder block, 12 is a piston, 16 is a combustion chamber, 18 is a cylinder head, 20 is an intake valve, 22 is an intake boat, 24 is an exhaust valve, and 26 is an exhaust port. The intake port 22 is connected to an air cleaner 34 via an intake pipe 28, a surge tank 30, a throttle valve 32, and an intake air amount sensor 33. 35 is a fuel injector, which is connected to the intake pipe 28 near the intake port 22.
will be placed in Exhaust port 26 is connected to exhaust manifold 36. 38 indicates a distributor.
排気マニホルド３６と吸気管２８とを結ぶ排気ガス再循
環通路（ＥＧＲ通路）４０が設けられ、ＥＧＲ通路４０
上に排気ガス再循環制御弁（ＥＧＲ弁）４２が設置され
る。ＥＧＲ弁４２はＥＧＲ通路４０を流れる還流排気ガ
ス流量を任意に制御可能に構成される。An exhaust gas recirculation passage (EGR passage) 40 connecting the exhaust manifold 36 and the intake pipe 28 is provided.
An exhaust gas recirculation control valve (EGR valve) 42 is installed above. The EGR valve 42 is configured to be able to arbitrarily control the flow rate of recirculated exhaust gas flowing through the EGR passage 40.
制御回路６０は、この発明に従ったＥＧＲ率の検出作動
、及びＥＧＲ率の制御作動を行うもので、マイクロコン
ピュータシステムとして構成される。The control circuit 60 performs an EGR rate detection operation and an EGR rate control operation according to the present invention, and is configured as a microcomputer system.
即ち、制御回路６０はマイクロプロセシングユニット（
ＭＰＵ）６０ａと、メモリ６０ｂと、入力ポートロ０ｃ
と、出力ポートロ０ｄと、これらを接続するバス６０ｅ
とを基本的な構成要素とする。That is, the control circuit 60 is a microprocessing unit (
MPU) 60a, memory 60b, input port 0c
, the output port 0d, and the bus 60e that connects them.
and are the basic components.
入力ポートロ０ｄは種々のセンサに接続され、各運転条
件信号が入力される。吸入空気量センサ３３は、例えば
熱線型のように質量型のセンサとして構成され、吸入空
気量Ｇａに応じた信号を発生する。エアーフローメータ
等の体積流量型のセンサで′も良いが、この場合は質量
への変換の必要がある。筒内圧力センサ６１がシリンダ
ヘッドに取付られ、筒内圧力Ｐを知ることができる。ク
ランク角センサ６５，６６が、ディストリビュータ３８
に設けられ、第１クランク角センサ６５は、例えば１”
ＣＡ毎のパルス信号を発生し、エンジン回転数を知るこ
とができる。第２のクランク角センサ６６は、７２０”
ＣＡ毎のパルス信号を発生し、基準信号となる。吸入空
気温度センサ７８が吸気管２８に設けられ、吸入空気温
度ｔ、を知ることができる。The input port 0d is connected to various sensors, and each operating condition signal is input thereto. The intake air amount sensor 33 is configured as a mass type sensor, such as a hot wire type, and generates a signal corresponding to the intake air amount Ga. A volume flow type sensor such as an air flow meter may also be used, but in this case it is necessary to convert it to mass. A cylinder pressure sensor 61 is attached to the cylinder head, and can detect the cylinder pressure P. The crank angle sensors 65 and 66 are connected to the distributor 38
The first crank angle sensor 65 is, for example, 1"
A pulse signal is generated for each CA, and the engine rotation speed can be known. The second crank angle sensor 66 is 720"
A pulse signal is generated for each CA and becomes a reference signal. An intake air temperature sensor 78 is provided in the intake pipe 28 and can detect the intake air temperature t.
この発明のＥＧＲ率測定原理は以下の通りである。第３
図は圧縮行程における筒内圧力の変化を示す。上死点（
ＴＤＣ）の手前で点火され、ＴＤＣ後成る角度経過した
とき燃焼圧力はピークを呈する。The EGR rate measurement principle of this invention is as follows. Third
The figure shows the change in cylinder pressure during the compression stroke. Top dead center (
It is ignited before TDC), and the combustion pressure reaches its peak at an angle after TDC.
圧縮行程後半の圧力はエンジン運転条件によって■、■
のように変化する。■は減速等のモータリング時を示す
。ところが、圧縮行程の前半では圧力変化が運転条件で
変化しない領域ｍがある。この発明では、この領域ｍに
おいて、筒内圧力Ｐを測定し、筒内ガスの量を気体状態
式によって算出し、ＥＧＲ率を計測するものである。即
ち、気体状態式は、
ＰＸＶ＝ＧＲＴ
である。ここに、Ｐは圧力、■は容積、Ｇはガス量、Ｒ
はガス定数、Ｔは温度である。従って、成るクランク角
度での圧力計測値をＰｏ、シリンダ容積をｖｏ、温度測
定値をＴｏとすれば、筒内ガス量Ｇは、
Ｇ＝ （Ｐａ ＸＶｏ ）／ （ＲＸＴｏ ） ・・
・（１）となる。これは、
Ｇ＝ ａ Ｘ （Ｐｏ ／Ｔｏ ） ・・
・＋２）と書き直すことができる。もし、筒内圧力セン
サ６１が絶対圧力を検出できるものであるのなら、＋１
１弐により、即ちクランク角度の一点で筒内圧力を知る
ことによりガス量を知ることができる。The pressure in the latter half of the compression stroke depends on the engine operating conditions.■,■
It changes like this. ■ indicates motoring during deceleration, etc. However, in the first half of the compression stroke, there is a region m in which the pressure does not change depending on the operating conditions. In this invention, in this region m, the cylinder pressure P is measured, the amount of cylinder gas is calculated using a gas state equation, and the EGR rate is measured. That is, the gas state equation is: PXV=GRT. Here, P is pressure, ■ is volume, G is gas amount, R
is the gas constant and T is the temperature. Therefore, if the pressure measurement value at the crank angle is Po, the cylinder volume is vo, and the temperature measurement value is To, the in-cylinder gas amount G is: G= (Pa x Vo) / (RXTo)...
・It becomes (1). This is G=aX(Po/To)...
・It can be rewritten as +2). If the cylinder pressure sensor 61 can detect absolute pressure, +1
1, that is, by knowing the cylinder pressure at one point of the crank angle, the gas amount can be determined.
また、筒内圧力センサ６１が、圧電式等の相対圧力を知
るものでは圧縮行程の２点（第３図の“０”及び“１″
）で筒内圧力を知ることによりガス量を知ることが可能
である。即ち、２点間での断熱変化を仮定すれば、気体
状態式より、Ｐ（ｌ Ｘ （ｖａ ／Ｇ）に＝ＰＩ Ｘ
（Ｖｌ ／Ｇ） Ｘ・ ・ ・（３）
である。ここに、■。、■１は夫々の圧力でのシリンダ
容積であり、Ｋは空気の比熱である。この式より、
Ｐｏ Ｐ＋ ＝Ｐｏ Ｘ （（Ｖｏ ／Ｖ＋ ）
Ｋ＝１）・・・（４）
となる。この式でに＃１．３６、■。〉■、であるから
、Ｐ、 −Ｐ、はＰｏの圧力を（ｖｏ ／ｖ＋ ）”−
１倍だけ増幅したものである。即ち、Ｐ、−Ｐ、＝α×
Ｐ０ ・・・（５）となる。（５）式と（２
）式とから、
Ｇ＝ （ａ／ｃｒ） ｘ （（Ｐ＋ −Ｐａ ） ／
Ｔｏ ）・・・（６）
となる。従って、相対圧センサの場合は二つのクランク
角度位置の筒内圧力を知ることにより、ガス量Ｇを知る
ことができる。In addition, if the in-cylinder pressure sensor 61 is a piezoelectric type or other type that knows the relative pressure, two points in the compression stroke ("0" and "1" in Fig. 3) are used.
) It is possible to know the gas amount by knowing the cylinder pressure. That is, assuming an adiabatic change between two points, from the gas state equation, P(l x (va /G) = PI
(Vl/G)X・・・・(3) Here, ■. , ■1 is the cylinder volume at each pressure, and K is the specific heat of air. From this formula, Po P+ = Po X ((Vo /V+)
K=1)...(4) With this formula, #1.36, ■. 〉■, so P, −P, is the pressure of Po (vo /v+)”−
It is amplified by a factor of 1. That is, P,−P,=α×
P0...(5). Equation (5) and (2
) from the equation, G= (a/cr) x ((P+ -Pa)/
To)...(6) Therefore, in the case of a relative pressure sensor, the gas amount G can be determined by knowing the in-cylinder pressure at two crank angle positions.
筒内ガスＩＧ （以下Ｇ、と書く）が知られればＥＧＲ
率は、
（１−Ｇ、／Ｇ、）ＸＩ ００
によって計算できる。尚、第１図のＰｏの検出クランク
角度は、圧縮行程の初めがよく、望ましくは吸気弁２０
の閉鎖時期とする。またＰｌの検出クランク角度は、シ
リンダ内ガス量の検出分解能を高める理由から、圧力変
化特性がエンジン運転条件で変化しないｍの領域におい
て出来るだけ上死点に近い位置が好ましく、例えば４０
°ＢＴＤＣ程度が好ましい。If the cylinder gas IG (hereinafter referred to as G) is known, EGR
The rate can be calculated by (1-G,/G,)XI 00 . The detected crank angle of Po in FIG. 1 is preferably at the beginning of the compression stroke, and preferably at the beginning of the
The closing period will be the Furthermore, in order to increase the detection resolution of the amount of gas in the cylinder, the detection crank angle of Pl is preferably located as close to the top dead center as possible in the range of m where the pressure change characteristics do not change depending on the engine operating conditions.
°BTDC level is preferable.
以上説明したＥＧＲ率測定原理に基づく、制御回路６０
によるＥＧＲ制御作動について第４図、第５図のフロー
チャートによって説明する。第４図はＥＧＲ率計測ルー
チンである。このルーチンは第１クランク角センサ６１
により検出される１″のクランク角度毎に実行される。Control circuit 60 based on the EGR rate measurement principle explained above
The EGR control operation will be explained with reference to the flowcharts shown in FIGS. 4 and 5. FIG. 4 shows an EGR rate measurement routine. This routine is performed by the first crank angle sensor 61.
It is executed every 1'' of crank angle detected by .
ステップ８０では圧縮行程における開始直後の第１の設
定位置（第３図の“０”の位置）に相当するクランク角
度か否か判別される。Ｙｅｓのときはステップ８２に進
み、圧力センサ６１からの信号のＡ／Ｄ変換処理が実行
され、そのＡ／Ｄ変換値がＰｏに入れられる。In step 80, it is determined whether the crank angle corresponds to the first set position (the "0" position in FIG. 3) immediately after the start of the compression stroke. If Yes, the process proceeds to step 82, where A/D conversion processing of the signal from the pressure sensor 61 is executed, and the A/D conversion value is entered into Po.
ステップ８０でＮｏのときはステップ８４に進み、第１
の設定位置より上死点側の第２の設定位置（第３図の“
１”の位置）に相当するクランク角度位置か否か判別さ
れる。Ｙｅｓのときはステップ８６に進み、圧力センサ
６１からの信号のＡ／Ｄ変換処理が実行され、そのＡ／
Ｄ変換値がＰｌに入れられる。ステップ８８では圧力差
ΔＰが算出される。ステップ９０では、温度補正前のガ
ス量Ｇ０が算出される。ステップ９２では、温度センサ
７８により検出される現在の吸入空気温度ｔ、より温度
補正係数ｆｔが算出される。ｔｏは基準温度である。ス
テップ９４では温度補正係数ｆ１から温度補正前のガス
量Ｇ０が補正され、補正後のガス量ｃ ｐが算出される
。ステップ９６では現在のＥＧＲ率であるＥＧＲ，が、
ＥＧＲｃ ＝ （１−Ｇ、／Ｇ、）Ｘ１００によって算
出される。If No in step 80, the process advances to step 84, and the first
The second setting position is closer to the top dead center than the setting position of (“
It is determined whether the crank angle position corresponds to the 1" position). If YES, the process proceeds to step 86, where A/D conversion processing of the signal from the pressure sensor 61 is executed, and the A/D conversion process is executed.
The D conversion value is placed in Pl. In step 88, the pressure difference ΔP is calculated. In step 90, the gas amount G0 before temperature correction is calculated. In step 92, a temperature correction coefficient ft is calculated from the current intake air temperature t detected by the temperature sensor 78. to is the reference temperature. In step 94, the gas amount G0 before temperature correction is corrected from the temperature correction coefficient f1, and the gas amount cp after correction is calculated. In step 96, the current EGR rate, EGR, is
It is calculated by EGRc=(1-G,/G,)X100.
第５図はＥＧＲ率制御ルーチンを示す。ステップ１００
では目標ＥＧＲ率であるＥＧＲｏが算出される。周知の
ようにＥＧＲ，はエンジン回転数と負荷との組合せとし
てデータがメモリ６０ｂに格納されてあり、現在のエン
ジン回転数と負荷とから補間によってＥＧＲ，が算出さ
れる。FIG. 5 shows the EGR rate control routine. step 100
Then, EGRo, which is the target EGR rate, is calculated. As is well known, EGR data is stored in the memory 60b as a combination of engine speed and load, and EGR is calculated by interpolation from the current engine speed and load.
ステップ１０２では、第４図のステップ９６で得られた
実測のＥＧＲ率ＥＧＲＣとステップ１００で得られた目
標ＥＧＲ率ＥＧＲｏとの偏差Δが算出される。In step 102, the deviation Δ between the actually measured EGR rate EGRC obtained in step 96 of FIG. 4 and the target EGR rate EGRo obtained in step 100 is calculated.
ステップ１０４では、ＥＧＲ弁駆動開度データＥＧＲＤ
を格納するアドレスの内容が現在値にに×Δを加えたも
のに更新される。ここにｋはフィードバックゲインとな
る。ステップ１０６では、ＥＧＲ弁駆動信号形成処理が
行われ、ステップ１０４で算出されるＥＧＲＤが得られ
るよう、ＥＧＲ弁４２への駆動信号が形成される。例え
ば、ＥＧＲＤに相当するデユーティ比を持ったパルス信
号が形成されＥＧＲ弁４２に印加される。In step 104, EGR valve drive opening data EGRD
The contents of the address storing is updated to the current value plus ×Δ. Here, k is the feedback gain. In step 106, EGR valve drive signal formation processing is performed, and a drive signal to the EGR valve 42 is formed so as to obtain the EGRD calculated in step 104. For example, a pulse signal having a duty ratio corresponding to EGRD is generated and applied to the EGR valve 42.
この発明によれば、圧縮行程での筒内圧力よりＥＧＲ率
を気体法則より検出しているため、エンジン回転数、冷
却水温、点火時期等の影響を受けることなく、簡単で精
度の高いＥＧＲ率を得ることができる。According to this invention, since the EGR rate is detected from the cylinder pressure during the compression stroke using the gas law, the EGR rate can be easily and accurately achieved without being affected by engine speed, cooling water temperature, ignition timing, etc. can be obtained.
第１図はこの発明の構成を示す図。
第２図はこの発明の実施例の構成を示す図。
第３図は圧縮行程における筒内圧力の変化を示すグラフ
。
第４図、第５図はＥＧＲ制御のための制御回路の作動を
説明するフローチャート。
２８・・・吸気管
３０・・・サージタンク
３２・・・スロットル弁
３３・・・吸入空気量センサ
３６・・・排気マニホルド
４０・・・−ＥＧＲ通路
４２・・・ＥＧＲ弁
６１・・・筒内圧センサFIG. 1 is a diagram showing the configuration of the present invention. FIG. 2 is a diagram showing the configuration of an embodiment of the invention. FIG. 3 is a graph showing changes in cylinder pressure during the compression stroke. 4 and 5 are flowcharts explaining the operation of the control circuit for EGR control. 28...Intake pipe 30...Surge tank 32...Throttle valve 33...Intake air amount sensor 36...Exhaust manifold 40...-EGR passage 42...EGR valve 61...Cylinder Internal pressure sensor
Claims (1)
制御装置、 内燃機関の排気管から吸気管への還流排気ガスの流量を
所望排気ガス再循環率を得るため制御するためのの排気
ガス再循環装置、 内燃機関に導入される吸入空気量を検出する吸入空気量
検出手段、 内燃機関の筒内圧力を検出する筒内圧力検出手段、 筒内圧力が燃焼の影響を受けない圧縮行程における少な
くも一つのクランク角度位置を検出するクランク角度検
出手段、 前記クランク角度位置での筒内圧力より筒内に導入され
たガス量を気体状態式より算出する筒内ガス量算出手段
、 筒内ガス量と、吸入空気量とから排気ガス再循環率を算
出する排気ガス再循環率算出手段。 ２、前記クランク角度検出手段は、筒内圧力が燃焼の影
響を受けない圧縮行程における二つのクランク角度位置
を検出し、筒内圧力検出手段は、この二つのクランク角
度での圧力差から筒内ガス量を算出する特許請求の範囲
１、の排気ガス再循環制御装置。[Claims] 1. An exhaust gas recirculation control device for an internal combustion engine, comprising the following components: Controls the flow rate of recirculated exhaust gas from the exhaust pipe of the internal combustion engine to the intake pipe to obtain a desired exhaust gas recirculation rate. Exhaust gas recirculation device for detecting the effect of combustion; Intake air amount detection means for detecting the amount of intake air introduced into the internal combustion engine; In-cylinder pressure detection means for detecting the cylinder pressure of the internal combustion engine; Crank angle detection means for detecting at least one crank angle position in a compression stroke that is not affected; and a cylinder gas amount that calculates the amount of gas introduced into the cylinder from the cylinder pressure at the crank angle position using a gas state equation. Calculation means, Exhaust gas recirculation rate calculation means for calculating the exhaust gas recirculation rate from the amount of gas in the cylinder and the amount of intake air. 2. The crank angle detecting means detects two crank angle positions in the compression stroke where the cylinder pressure is not affected by combustion, and the cylinder pressure detecting means detects the cylinder internal pressure from the pressure difference between these two crank angles. The exhaust gas recirculation control device according to claim 1, which calculates the amount of gas.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61280652A JPS63134845A (en) | 1986-11-27 | 1986-11-27 | Exhaust gas recirculation control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61280652A JPS63134845A (en) | 1986-11-27 | 1986-11-27 | Exhaust gas recirculation control device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63134845A true JPS63134845A (en) | 1988-06-07 |
Family
ID=17628040
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61280652A Pending JPS63134845A (en) | 1986-11-27 | 1986-11-27 | Exhaust gas recirculation control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63134845A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2852632A1 (en) * | 2003-03-20 | 2004-09-24 | Volkswagen Ag | Internal combustion engine regulating and controlling process, involves directly controlling admission of gaseous mixture including recycled exhaust gas and fresh air or recycle rate of exhaust gas in engine |
| WO2011141994A1 (en) * | 2010-05-11 | 2011-11-17 | トヨタ自動車株式会社 | Method for specifying egr rate in internal combustion engine, and control device for internal combustion engine |
| EP2551508A1 (en) * | 2010-03-23 | 2013-01-30 | Toyota Jidosha Kabushiki Kaisha | Method for determination of egr ratio in internal combustion engine, and device for control of internal combustion engine |
| JP2016532052A (en) * | 2013-08-23 | 2016-10-13 | アカーテース パワー，インク． | Control of captured burnt gas fraction for opposed piston engine with uniflow scavenging |
| JP2017020414A (en) * | 2015-07-10 | 2017-01-26 | 本田技研工業株式会社 | Control device for internal combustion engine |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5660831A (en) * | 1979-10-19 | 1981-05-26 | Nissan Motor Co Ltd | Electronic controlled fuel injection device |
| JPS5723103A (en) * | 1980-07-18 | 1982-02-06 | Yokogawa Hokushin Electric Corp | Regulator for process control |
-
1986
- 1986-11-27 JP JP61280652A patent/JPS63134845A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5660831A (en) * | 1979-10-19 | 1981-05-26 | Nissan Motor Co Ltd | Electronic controlled fuel injection device |
| JPS5723103A (en) * | 1980-07-18 | 1982-02-06 | Yokogawa Hokushin Electric Corp | Regulator for process control |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2852632A1 (en) * | 2003-03-20 | 2004-09-24 | Volkswagen Ag | Internal combustion engine regulating and controlling process, involves directly controlling admission of gaseous mixture including recycled exhaust gas and fresh air or recycle rate of exhaust gas in engine |
| EP2551508A1 (en) * | 2010-03-23 | 2013-01-30 | Toyota Jidosha Kabushiki Kaisha | Method for determination of egr ratio in internal combustion engine, and device for control of internal combustion engine |
| EP2551508A4 (en) * | 2010-03-23 | 2014-01-22 | Toyota Motor Co Ltd | Method for determination of egr ratio in internal combustion engine, and device for control of internal combustion engine |
| WO2011141994A1 (en) * | 2010-05-11 | 2011-11-17 | トヨタ自動車株式会社 | Method for specifying egr rate in internal combustion engine, and control device for internal combustion engine |
| CN102893011A (en) * | 2010-05-11 | 2013-01-23 | 丰田自动车株式会社 | Method for specifying egr rate in internal combustion engine, and control device for internal combustion engine |
| JP5413506B2 (en) * | 2010-05-11 | 2014-02-12 | トヨタ自動車株式会社 | Method for specifying EGR rate in internal combustion engine and control device for internal combustion engine |
| US9399958B2 (en) | 2010-05-11 | 2016-07-26 | Toyota Jidosha Kabushiki Kaisha | Specifying method of EGR rate in internal combustion engine and control apparatus of internal combustion engine |
| JP2016532052A (en) * | 2013-08-23 | 2016-10-13 | アカーテース パワー，インク． | Control of captured burnt gas fraction for opposed piston engine with uniflow scavenging |
| JP2017020414A (en) * | 2015-07-10 | 2017-01-26 | 本田技研工業株式会社 | Control device for internal combustion engine |
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