WO2010035554A1 - Engine - Google Patents

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Publication number
WO2010035554A1
WO2010035554A1 PCT/JP2009/060670 JP2009060670W WO2010035554A1 WO 2010035554 A1 WO2010035554 A1 WO 2010035554A1 JP 2009060670 W JP2009060670 W JP 2009060670W WO 2010035554 A1 WO2010035554 A1 WO 2010035554A1
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WIPO (PCT)
Prior art keywords
egr
path
opening
rate
engine
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PCT/JP2009/060670
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French (fr)
Japanese (ja)
Inventor
道彦 原
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ヤンマー株式会社
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Publication of WO2010035554A1 publication Critical patent/WO2010035554A1/en

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    • 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
    • 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
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
    • F02M26/47—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition the characteristics being temperatures, pressures or flow rates
    • 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
    • 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

Definitions

  • the present invention relates to an engine control technology including an EGR device.
  • the EGR device includes an EGR path connecting the exhaust path and the intake path to circulate a part of the exhaust gas flowing through the exhaust path to the intake path, and an EGR adjustment for adjusting the flow rate of the exhaust gas flowing through the EGR path It consists of a valve.
  • a ⁇ control method is known.
  • the ⁇ control method takes into account the volumetric efficiency of the engine, and the excess air ratio ⁇ (the actual intake amount relative to the intake amount that is theoretically required) is calculated from the intake amount sucked into the combustion chamber of the engine and the fuel amount supplied to the combustion chamber. The ratio is calculated) and the opening degree of the EGR adjustment valve is adjusted based on the excess air ratio ⁇ .
  • Patent Document 1 discloses a ⁇ control method for correcting the volumetric efficiency of an engine in accordance with a change in exhaust gas pressure. JP 2008-38709 A
  • Patent Document 1 the ⁇ control method disclosed in Patent Document 1 is assumed to be used for an automobile engine in which the engine operating state is almost stationary, and is used for an industrial engine in which the engine operating state changes greatly. Is not expected. That is, the ⁇ control method disclosed in Patent Document 1 cannot be used for industrial engines.
  • a midway part of an intake path for sucking outside air and a midway part of an exhaust path for discharging exhaust gas are connected, and a part of the exhaust gas flowing through the exhaust path is
  • An intake flow rate sensor that is disposed upstream of the connecting portion and detects the flow rate of intake air flowing through the intake passage, and a difference that is disposed in the EGR route and detects a pressure difference between the upstream side and the downstream side of the EGR adjustment valve.
  • the control device calculates a reference EGR opening based on an EGR opening map in which the relationship between the engine speed and load and the EGR opening is stored in advance, and calculates the engine speed and load and the EGR rate.
  • a reference EGR rate is calculated based on an EGR rate map in which the relationship is stored in advance, an index EGR rate is calculated based on detection results of the intake flow rate sensor, the differential pressure sensor, and the temperature sensor, and the reference EGR rate is calculated.
  • a corrected EGR value is calculated based on the index EGR rate, a corrected EGR opening that is a value obtained by correcting the reference EGR opening is calculated based on the corrected EGR value, and the corrected EGR opening is used as a control signal. This is transmitted to the EGR adjustment valve.
  • a second aspect of the present invention is the engine according to the first aspect, wherein the control device calculates the corrected EGR opening degree at predetermined intervals.
  • the control device calculates a deviation between the reference EGR rate and the index EGR rate every predetermined period, and the deviation is equal to or larger than a predetermined difference.
  • the corrected EGR opening is calculated when the count reaches a predetermined number or more.
  • the control device calculates a deviation between the reference EGR rate and the index EGR rate every predetermined period and calculates an integrated value of the deviation.
  • the corrected EGR opening is calculated when the integrated value is greater than or equal to a predetermined numerical value.
  • the control device determines whether a deviation between the reference EGR rate and the index EGR rate is a positive value or a negative value.
  • the corrected EGR opening degree is calculated using a predetermined absolute value instead of the corrected EGR value.
  • the control device calculates a moving average value per predetermined cycle as the engine speed of the engine, and moves per predetermined cycle as the load of the engine.
  • the average value is calculated, the moving average value for each predetermined period is calculated as the temperature of the exhaust gas flowing through the EGR path, and the moving average value for each predetermined period is calculated as the pressure difference between the upstream side and the downstream side of the EGR regulating valve. Then, the corrected EGR opening is calculated using the calculated moving average value.
  • a predetermined minimum opening of the EGR adjustment valve is transmitted to the EGR adjustment valve as the corrected EGR opening.
  • the index EGR rate is calculated from the flow rate of the intake air detected by each sensor, the temperature of the exhaust gas flowing through the EGR path, and the pressure difference between the upstream side and the downstream side of the EGR adjustment valve. Since the EGR adjustment valve is feedback-controlled, the flow rate of the exhaust gas recirculated to the intake path can be adjusted to an appropriate value. That is, proper EGR correction control can be realized even when the operating state of the engine changes greatly.
  • the corrected EGR opening is not calculated with a small deviation
  • frequent control of the EGR adjustment valve with respect to the small deviation can be avoided.
  • the flow rate of the exhaust gas recirculated to the intake path can be stabilized.
  • the corrected EGR opening is not calculated with a minute deviation
  • frequent control of the EGR adjustment valve with respect to the minute deviation can be avoided.
  • the flow rate of the exhaust gas recirculated to the intake path can be stabilized.
  • the flow rate of the exhaust gas recirculated to the intake passage can be stabilized by calculating an appropriate correction EGR opening degree. It becomes possible.
  • the correct corrected EGR opening can be calculated even if the engine operating state changes greatly. As a result, the flow rate of the exhaust gas recirculated to the intake path can be stabilized.
  • the seventh aspect of the present invention it is possible to ensure the minimum flow rate of the exhaust gas recirculated to the intake path regardless of the operating state of the engine.
  • FIG. 3 is a flowchart showing the first embodiment of EGR correction control.
  • the block diagram which similarly shows the structure of an EGR merge part.
  • the flowchart which similarly shows Embodiment 2 of EGR correction control.
  • FIG. 9 is a flowchart showing the third embodiment of EGR correction control.
  • the flowchart which similarly shows Embodiment 4 of EGR correction
  • the flowchart which similarly shows Embodiment 5 of EGR correction control.
  • FIG. 1 is a block diagram showing the overall configuration of an engine 100 according to an embodiment of the present invention
  • FIG. 2 is a flowchart showing the first embodiment of EGR correction control
  • FIG. 3 shows the configuration of the EGR merging unit 13. It is a block diagram.
  • FIG. 4 is a flowchart showing the second embodiment of EGR correction control
  • FIG. 5 is a flowchart showing the third embodiment of EGR correction control
  • FIG. 6 is a flowchart showing the fourth embodiment of EGR correction control.
  • FIG. 7 is a flowchart showing the fifth embodiment of EGR correction control.
  • Engine 100 is an industrial in-line four-cylinder diesel engine.
  • the engine 100 includes an engine main body 40 and an ECU 60.
  • the engine body 40 includes a cylinder block and a cylinder head, an intake path 10, an exhaust path 20, and an EGR path 30.
  • the intake path 10 is a path for inhaling outside air.
  • an air cleaner 11 In the intake path 10, an air cleaner 11, an intake flow sensor 63, and an EGR merging portion 13 are provided from the outside air side toward the intake manifold 15 connected to the cylinder head.
  • the exhaust path 20 is a path for discharging exhaust gas.
  • the exhaust path 20 is provided with an EGR branch portion 23 and a muffler 21 from the exhaust manifold 25 connected to the cylinder head toward the outside air side.
  • the EGR path 30 is a path for circulating a part of the exhaust gas flowing through the exhaust path 20 to the intake path 10, and the EGR branch part 23 provided in the middle part of the exhaust path 20 and the middle part of the intake path 10. It is formed by connecting the EGR junction 13 provided in the.
  • an EGR cooler 31 In the EGR path 30, an EGR cooler 31, an EGR adjustment valve 35, a differential pressure sensor 62, and a temperature sensor 61 are provided from the EGR branch portion 23 toward the EGR junction portion 13.
  • the ECU 60 includes a controller 50 that is an arithmetic device and a storage device 55.
  • the ECU 60 includes a temperature sensor 61 and a differential pressure sensor 62 provided in the EGR path 30, an intake flow rate sensor 63 provided in the intake path 10, an engine speed sensor 65 and an engine load sensor 66 provided in the engine body 40. And a control signal is created based on the electric signal from these.
  • the ECU 60 stores an EGR opening degree map and an EGR rate map in order to operate the engine body 40 in response to an operator's request and adjust the flow rate of the exhaust gas recirculated to the intake passage 10 to an appropriate value. ing.
  • the optimum control factor found in advance by a test is stored in order to adjust the flow rate of the exhaust gas recirculated to the intake passage 10 according to the operating state of the engine body 40. Is. Thereby, the ECU 60 can control the flow rate of the exhaust gas recirculated to the intake passage 10 by calling a control factor from each map and creating a control signal.
  • the temperature sensor 61 has a function of detecting the temperature T of the exhaust gas flowing through the EGR path 30 and transmitting it to the ECU 60.
  • the intake flow rate sensor 63 has a function of detecting the intake flow rate Ga upstream of the EGR merging portion 13, which is a connection portion of the intake path 10 with the EGR path 30, and transmitting it to the ECU 60.
  • the engine speed sensor 65 has a function of detecting the engine speed Ne and transmitting it to the ECU 60.
  • the engine load sensor 66 has a function of detecting the load L of the engine body 40 and transmitting it to the ECU 60.
  • the engine load sensor 66 is a sensor provided in a fuel metering mechanism that adjusts the amount of fuel supplied to the combustion chamber, but the load L is calculated by calculating the amount of fuel supplied to the combustion chamber. It is good also as a structure which grasps
  • Emodiment 1 A first embodiment of EGR correction control will be described with reference to FIG.
  • the controller 50 performs EGR correction control by executing the following steps.
  • S100 the engine speed Ne, the load L, the temperature T, the pressure difference dP, and the intake air flow rate Ga are detected.
  • the relationship between the engine speed Ne and the load L and the EGR opening is stored in advance using the engine speed Ne detected by the engine speed sensor 65 and the load L detected by the engine load sensor 66.
  • a reference EGR opening degree EGR_s is calculated by calling an appropriate control factor from the EGR opening degree map D (Ne, L).
  • the EGR opening degree map D (Ne, L) is a two-dimensional map stored in advance in the storage device 55 of the ECU 60.
  • a simple moving average for the 10 most recently detected values is calculated for the engine speed Ne, load L, temperature T, pressure difference dP, and intake air flow rate Ga detected at predetermined intervals.
  • the index EGR rate EGR_t is calculated based on the temperature T, the pressure difference dP, and the intake air flow rate Ga.
  • the flow rate of the air-fuel mixture is a value obtained by adding the flow rate Ga of the intake air and the flow rate Ge of the exhaust gas flowing through the EGR path 30 (Ga + Ge).
  • the EGR rate which is the ratio of the exhaust gas flow rate Ge to the air-fuel mixture flow rate (Ga + Ge), is expressed by the following formula 1.
  • the engine speed Ne detected by the engine speed sensor 65 and the load L detected by the engine load sensor 66 are used, and the relationship between the engine speed Ne and the load L and the EGR rate is stored in advance.
  • a reference EGR rate EGR_std is calculated by calling an appropriate control factor from the rate map R (Ne, L).
  • the EGR rate map R (Ne, L) is a two-dimensional map stored in advance in the storage device 55 of the ECU 60.
  • a deviation EGR_gap which is a deviation between the index EGR rate EGR_t and the reference EGR rate EGR_std, is calculated.
  • the corrected EGR value EGR_re is calculated so that the deviation EGR_gap becomes zero.
  • the reference EGR opening degree EGR_s is corrected based on the corrected EGR value EGR_re. Thereby, the corrected EGR opening degree EGR_s_re is calculated.
  • the corrected EGR opening degree EGR_s_re is transmitted to the EGR adjustment valve 35 as a control signal.
  • the index EGR rate EGR_t is calculated from the flow rate Ga of the intake air flowing through the intake path 10, the temperature T of the exhaust gas flowing through the EGR path 30, and the pressure difference dP between the upstream side and the downstream side of the EGR adjustment valve 35. Since the EGR adjustment valve 35 is feedback-controlled, the flow rate Ge of the exhaust gas recirculated to the intake passage 10 can be adjusted to an appropriate value. That is, even when the operating state of the engine main body 40 changes greatly, it is possible to realize appropriate EGR correction control.
  • S623 it is determined whether or not the count number n exceeds the predetermined value n1, and when the count number n exceeds the predetermined value n1, the process proceeds to S700. Since S700 to S900 are the same as those in the first embodiment, the description thereof is omitted.
  • the controller 50 calculates the corrected EGR value EGR_re only when the number of times that the deviation EGR_gap is larger than the predetermined value r1 exceeds the predetermined value n1.
  • frequent control of the EGR adjustment valve 35 with respect to the minute deviation EGR_gap can be avoided, and the flow rate Ge of the exhaust gas recirculated to the intake path 10 can be stabilized.
  • Embodiment 3 of EGR correction control will be described with reference to FIG.
  • S100 to S600 are the same as those in the first embodiment, description thereof is omitted.
  • S630 an integrated value EGR_gap_sum of the deviation EGR_gap calculated in S600 is calculated for each predetermined period.
  • S631 it is determined whether or not the integrated value EGR_gap_sum calculated in S630 is greater than a predetermined value r2.
  • the integrated value EGR_gap_sum is larger than the predetermined value r2, the process proceeds to S700, and if it is smaller than the predetermined value r2, the EGR correction control is ended. Since S700 to S900 are the same as those in the first embodiment, the description thereof is omitted.
  • the controller 50 calculates the corrected EGR value EGR_re only when the integrated value EGR_gap_sum becomes larger than the predetermined value r2.
  • frequent control of the EGR adjustment valve 35 with respect to the minute deviation EGR_gap can be avoided, and the flow rate Ge of the exhaust gas recirculated to the intake path 10 can be stabilized.
  • S100 to S600 are the same as those in the first embodiment, and thus the description thereof is omitted.
  • S640 it is determined whether or not the deviation EGR_gap calculated in S600 is greater than zero.
  • the predetermined value d is given as the corrected EGR value EGR_re in S740, and when the deviation EGR_gap is smaller than 0, the process proceeds to S641.
  • S641 it is determined whether or not the deviation EGR_gap is smaller than zero.
  • the controller 50 can calculate an appropriate correction EGR opening degree EGR_s_re even when the excessive correction EGR value EGR_re is calculated, and the flow rate Ge of the exhaust gas recirculated to the intake path 10 Can be stabilized.
  • Embodiment 5 of EGR correction control will be described with reference to FIG.
  • S100 to S600 are the same as those in the first embodiment, the description thereof is omitted.
  • S650 it is determined whether or not the time t from when the corrected EGR opening degree EGR_s_re was transmitted to the EGR adjustment valve 35 as a control signal most recently exceeded a predetermined value t1. If the time t exceeds the predetermined value t1, the process proceeds to S700. If the time t does not exceed the predetermined value t1, the EGR correction control is terminated. Since S700 to S900 are the same as those in the first embodiment, the description thereof is omitted.
  • the controller 50 calculates the corrected EGR value EGR_re only when the time t from when the corrected EGR opening degree EGR_s_re was most recently transmitted to the EGR adjustment valve 35 exceeds the predetermined value t1.
  • frequent control of the EGR adjustment valve 35 with respect to the minute deviation EGR_gap can be avoided, and the flow rate Ge of the exhaust gas recirculated to the intake path 10 can be stabilized.
  • the predetermined minimum of the EGR adjustment valve 35 is set.
  • the opening is transmitted to the EGR adjustment valve 35 as the corrected EGR opening EGR_s_re.
  • the calculated EGR opening degree EGR_s_re is used to calculate the control factor of the EGR opening degree map D (Ne, L) described above, and to update to this control factor. Is done. As a result, even when the flow rate Ge of the exhaust gas recirculated to the intake passage 10 changes due to aging deterioration of the engine body 40 or the like, optimal EGR correction control is always realized.
  • the present invention can be used for an engine equipped with an EGR device.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Analytical Chemistry (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

A reference EGR opening EGR_s is calculated based on an EGR opening map D(Ne, L) in which the relation of engine speed Ne, load L and EGR opening is stored, a reference EGR rate EGR_std is calculated based on an EGR rate map R(Ne, L) in which the relation of engine speed Ne, load L and EGR rate is stored, an index EGR rate EGR_t is calculated based on the detection results from an intake air flow rate sensor (63) for detecting the flow rate Ga of intake air, a differential pressure sensor (62) for detecting the pressure difference between the upstream side and the downstream side of an EGR regulation valve (35), and a temperature sensor (61) for detecting the temperature T of exhaust gas flowing through an EGR passage (30), a corrected EGR value EGR_re is calculated based on the reference EGR rate EGR_std and index EGR rate EGR_t, and then a corrected EGR opening EGR_s_re is calculated by correcting the reference EGR opening EGR_s based on the corrected EGR value EGR_re and transmitted as a control signal to the EGR regulation valve (35).

Description

エンジンengine
　本発明は、ＥＧＲ装置を備えるエンジンの制御技術に関する。 The present invention relates to an engine control technology including an EGR device.
　従来、ＥＧＲ（Ｅｘｈａｕｓｔ　Ｇａｓ　Ｒｅｃｉｒｃｕｌａｔｉｏｎ）装置を備えるエンジンは公知である。ＥＧＲ装置は、排気経路を流れる排気ガスの一部を吸気経路へ環流させるために排気経路と吸気経路とを接続するＥＧＲ経路と、該ＥＧＲ経路を流れる排気ガスの流量を調整するためのＥＧＲ調整弁とで構成されている。 Conventionally, an engine equipped with an EGR (Exhaust Gas Recirculation) device is known. The EGR device includes an EGR path connecting the exhaust path and the intake path to circulate a part of the exhaust gas flowing through the exhaust path to the intake path, and an EGR adjustment for adjusting the flow rate of the exhaust gas flowing through the EGR path It consists of a valve.
　このようなＥＧＲ装置の制御手法として、λ制御手法が公知となっている。λ制御手法は、エンジンの体積効率を考慮し、エンジンの燃焼室に吸入される吸気量や燃焼室に供給される燃料量から空気過剰率λ（理論上必要とされる吸気量に対する実吸気量の比）を算出し、この空気過剰率λに基づいてＥＧＲ調整弁の開度を調整する制御手法である。特許文献１は、排気ガスの圧力変化に応じてエンジンの体積効率を補正するλ制御手法を開示している。
特開２００８－３８７０９号公報 As a control method for such an EGR device, a λ control method is known. The λ control method takes into account the volumetric efficiency of the engine, and the excess air ratio λ (the actual intake amount relative to the intake amount that is theoretically required) is calculated from the intake amount sucked into the combustion chamber of the engine and the fuel amount supplied to the combustion chamber. The ratio is calculated) and the opening degree of the EGR adjustment valve is adjusted based on the excess air ratio λ. Patent Document 1 discloses a λ control method for correcting the volumetric efficiency of an engine in accordance with a change in exhaust gas pressure.
JP 2008-38709 A
　しかし、特許文献１に開示されたλ制御手法は、エンジンの運転状態がほぼ定常的である自動車用エンジンに用いることを想定しており、エンジンの運転状態が大きく変化する産業用エンジンに用いることは想定されていない。つまり、特許文献１に開示されたλ制御手法は、産業用エンジンに用いることができなかった。 However, the λ control method disclosed in Patent Document 1 is assumed to be used for an automobile engine in which the engine operating state is almost stationary, and is used for an industrial engine in which the engine operating state changes greatly. Is not expected. That is, the λ control method disclosed in Patent Document 1 cannot be used for industrial engines.
　本発明の解決しようとする課題を解決するための手段を説明する。 Means for solving the problems to be solved by the present invention will be described.
　本発明の第一の態様は、外気を吸入するための吸気経路の中途部と排気ガスを排出するための排気経路の中途部とを接続し、前記排気経路を流れる排気ガスの一部を前記吸気経路へ還流させるためのＥＧＲ経路が形成されたエンジンであって、前記ＥＧＲ経路に配置され、該ＥＧＲ経路を流れる排気ガスの流量を調整するＥＧＲ調整弁と、前記吸気経路の前記ＥＧＲ経路の接続部よりも上流側に配置され、該吸気経路を流れる吸気の流量を検出する吸気流量センサと、前記ＥＧＲ経路に配置され、前記ＥＧＲ調整弁の上流側と下流側の圧力差を検出する差圧センサと、前記ＥＧＲ経路に配置され、該ＥＧＲ経路を流れる排気ガスの温度を検出する温度センサと、制御信号を送信することにより前記ＥＧＲ調整弁の開度を制御する制御装置と、を具備し、前記制御装置は、エンジン回転数および負荷とＥＧＲ開度との関係が予め記憶されたＥＧＲ開度マップに基づいて基準ＥＧＲ開度を算出し、エンジン回転数および負荷とＥＧＲ率との関係が予め記憶されたＥＧＲ率マップに基づいて基準ＥＧＲ率を算出し、前記吸気流量センサや前記差圧センサ、前記温度センサによる検出結果に基づいて指標ＥＧＲ率を算出し、前記基準ＥＧＲ率および前記指標ＥＧＲ率に基づいて補正ＥＧＲ値を算出し、前記補正ＥＧＲ値に基づいて前記基準ＥＧＲ開度を補正した値である補正ＥＧＲ開度を算出し、前記補正ＥＧＲ開度を制御信号として前記ＥＧＲ調整弁に送信するものである。 According to a first aspect of the present invention, a midway part of an intake path for sucking outside air and a midway part of an exhaust path for discharging exhaust gas are connected, and a part of the exhaust gas flowing through the exhaust path is An engine in which an EGR path for recirculation to the intake path is formed, the engine being disposed in the EGR path and adjusting the flow rate of exhaust gas flowing through the EGR path, and the EGR path of the intake path An intake flow rate sensor that is disposed upstream of the connecting portion and detects the flow rate of intake air flowing through the intake passage, and a difference that is disposed in the EGR route and detects a pressure difference between the upstream side and the downstream side of the EGR adjustment valve. A pressure sensor, a temperature sensor that is disposed in the EGR path and detects the temperature of exhaust gas flowing through the EGR path, and a control device that controls the opening of the EGR adjustment valve by transmitting a control signal; The control device calculates a reference EGR opening based on an EGR opening map in which the relationship between the engine speed and load and the EGR opening is stored in advance, and calculates the engine speed and load and the EGR rate. A reference EGR rate is calculated based on an EGR rate map in which the relationship is stored in advance, an index EGR rate is calculated based on detection results of the intake flow rate sensor, the differential pressure sensor, and the temperature sensor, and the reference EGR rate is calculated. A corrected EGR value is calculated based on the index EGR rate, a corrected EGR opening that is a value obtained by correcting the reference EGR opening is calculated based on the corrected EGR value, and the corrected EGR opening is used as a control signal. This is transmitted to the EGR adjustment valve.
　本発明の第二の態様は、第一の態様のエンジンにおいて、前記制御装置は、所定周期毎に前記補正ＥＧＲ開度を算出するものである。 A second aspect of the present invention is the engine according to the first aspect, wherein the control device calculates the corrected EGR opening degree at predetermined intervals.
　本発明の第三の態様は、第一の態様のエンジンにおいて、前記制御装置は、所定周期毎に前記基準ＥＧＲ率と前記指標ＥＧＲ率との偏差を算出するとともに該偏差が所定差以上となった回数をカウントし、該カウントが予め定められた回数以上となった場合に前記補正ＥＧＲ開度を算出するものである。 According to a third aspect of the present invention, in the engine according to the first aspect, the control device calculates a deviation between the reference EGR rate and the index EGR rate every predetermined period, and the deviation is equal to or larger than a predetermined difference. The corrected EGR opening is calculated when the count reaches a predetermined number or more.
　本発明の第四の態様は、第一の態様のエンジンにおいて、前記制御装置は、所定周期毎に前記基準ＥＧＲ率と前記指標ＥＧＲ率との偏差を算出するとともに該偏差の積算値を算出し、該積算値が予め定められた数値以上となった場合に前記補正ＥＧＲ開度を算出するものである。 According to a fourth aspect of the present invention, in the engine according to the first aspect, the control device calculates a deviation between the reference EGR rate and the index EGR rate every predetermined period and calculates an integrated value of the deviation. The corrected EGR opening is calculated when the integrated value is greater than or equal to a predetermined numerical value.
　本発明の第五の態様は、第一の態様のエンジンにおいて、前記制御装置は、前記基準ＥＧＲ率と前記指標ＥＧＲ率との偏差が正の値であるか負の値であるかに応じて前記補正ＥＧＲ値の代わりとなる所定の絶対値を用いて前記補正ＥＧＲ開度を算出するものである。 According to a fifth aspect of the present invention, in the engine according to the first aspect, the control device determines whether a deviation between the reference EGR rate and the index EGR rate is a positive value or a negative value. The corrected EGR opening degree is calculated using a predetermined absolute value instead of the corrected EGR value.
　本発明の第六の態様は、第一の態様のエンジンにおいて、前記制御装置は、前記エンジンのエンジン回転数として所定周期毎の移動平均値を算出し、前記エンジンの負荷として所定周期毎の移動平均値を算出し、前記ＥＧＲ経路を流れる排気ガスの温度として所定周期毎の移動平均値を算出し、前記ＥＧＲ調整弁の上流側と下流側の圧力差として所定周期毎の移動平均値を算出し、算出された移動平均値を用いて前記補正ＥＧＲ開度を算出するものである。 According to a sixth aspect of the present invention, in the engine according to the first aspect, the control device calculates a moving average value per predetermined cycle as the engine speed of the engine, and moves per predetermined cycle as the load of the engine. The average value is calculated, the moving average value for each predetermined period is calculated as the temperature of the exhaust gas flowing through the EGR path, and the moving average value for each predetermined period is calculated as the pressure difference between the upstream side and the downstream side of the EGR regulating valve. Then, the corrected EGR opening is calculated using the calculated moving average value.
　本発明の第七の態様は、第一の態様のエンジンにおいて、前記制御装置は、算出された前記補正ＥＧＲ開度が前記ＥＧＲ調整弁の所定の最小開度よりも小さくなる場合には、前記ＥＧＲ調整弁の所定の最小開度を前記補正ＥＧＲ開度として前記ＥＧＲ調整弁へ送信するものである。 According to a seventh aspect of the present invention, in the engine according to the first aspect, when the calculated correction EGR opening is smaller than a predetermined minimum opening of the EGR adjustment valve, A predetermined minimum opening of the EGR adjustment valve is transmitted to the EGR adjustment valve as the corrected EGR opening.
　本発明の効果として、以下に示すような効果を奏する。 As the effects of the present invention, the following effects are obtained.
　本発明の第一の態様においては、各センサによって検出された吸気の流量と、ＥＧＲ経路を流れる排気ガスの温度と、ＥＧＲ調整弁の上流側と下流側の圧力差とから指標ＥＧＲ率を算出してＥＧＲ調整弁をフィードバック制御するため、吸気経路に還流させる排気ガスの流量を適正な値に調整できる。つまり、エンジンの運転状態が大きく変化する場合であっても適正なＥＧＲ補正制御を実現することができる。 In the first aspect of the present invention, the index EGR rate is calculated from the flow rate of the intake air detected by each sensor, the temperature of the exhaust gas flowing through the EGR path, and the pressure difference between the upstream side and the downstream side of the EGR adjustment valve. Since the EGR adjustment valve is feedback-controlled, the flow rate of the exhaust gas recirculated to the intake path can be adjusted to an appropriate value. That is, proper EGR correction control can be realized even when the operating state of the engine changes greatly.
　本発明の第二の態様においては、所定周期毎に補正ＥＧＲ開度を算出することによって吸気経路に還流させる排気ガスの流量を安定させることが可能となる。 In the second aspect of the present invention, it is possible to stabilize the flow rate of the exhaust gas recirculated to the intake passage by calculating the corrected EGR opening degree at predetermined intervals.
　本発明の第三の態様においては、微小な偏差では補正ＥＧＲ開度を算出しないために微小な偏差に対してＥＧＲ調整弁を頻繁に制御することが回避できる。これにより、吸気経路に還流させる排気ガスの流量を安定させることが可能となる。 In the third aspect of the present invention, since the corrected EGR opening is not calculated with a small deviation, frequent control of the EGR adjustment valve with respect to the small deviation can be avoided. As a result, the flow rate of the exhaust gas recirculated to the intake path can be stabilized.
　本発明の第四の態様においては、微小な偏差では補正ＥＧＲ開度を算出しないために微小な偏差に対してＥＧＲ調整弁を頻繁に制御することが回避できる。これにより、吸気経路に還流させる排気ガスの流量を安定させることが可能となる。 In the fourth aspect of the present invention, since the corrected EGR opening is not calculated with a minute deviation, frequent control of the EGR adjustment valve with respect to the minute deviation can be avoided. As a result, the flow rate of the exhaust gas recirculated to the intake path can be stabilized.
　本発明の第五の態様においては、過大な補正ＥＧＲ値が算出された場合であっても、適度な補正ＥＧＲ開度を算出することで吸気経路に還流させる排気ガスの流量を安定させることが可能となる。 In the fifth aspect of the present invention, even if an excessive correction EGR value is calculated, the flow rate of the exhaust gas recirculated to the intake passage can be stabilized by calculating an appropriate correction EGR opening degree. It becomes possible.
　本発明の第六の態様においては、エンジンの運転状態が大きく変化しても適正な前記補正ＥＧＲ開度を算出できる。これにより、吸気経路に還流させる排気ガスの流量を安定させることが可能となる。 In the sixth aspect of the present invention, the correct corrected EGR opening can be calculated even if the engine operating state changes greatly. As a result, the flow rate of the exhaust gas recirculated to the intake path can be stabilized.
　本発明の第七の態様においては、エンジンの運転状態にかかわらず吸気経路に還流させる排気ガスの最小流量を確保することが可能となる。 In the seventh aspect of the present invention, it is possible to ensure the minimum flow rate of the exhaust gas recirculated to the intake path regardless of the operating state of the engine.
本発明の実施形態に係るエンジンの全体的な構成を示す構成図。The block diagram which shows the whole structure of the engine which concerns on embodiment of this invention. 同じくＥＧＲ補正制御の実施形態１を示すフロー図。FIG. 3 is a flowchart showing the first embodiment of EGR correction control. 同じくＥＧＲ合流部の構成を示す構成図。The block diagram which similarly shows the structure of an EGR merge part. 同じくＥＧＲ補正制御の実施形態２を示すフロー図。The flowchart which similarly shows Embodiment 2 of EGR correction control. 同じくＥＧＲ補正制御の実施形態３を示すフロー図。FIG. 9 is a flowchart showing the third embodiment of EGR correction control. 同じくＥＧＲ補正制御の実施形態４を示すフロー図。The flowchart which similarly shows Embodiment 4 of EGR correction | amendment control. 同じくＥＧＲ補正制御の実施形態５を示すフロー図。The flowchart which similarly shows Embodiment 5 of EGR correction control.
　１０　　　吸気経路
　２０　　　排気経路
　３０　　　ＥＧＲ経路
　３５　　　ＥＧＲ調整弁
　５０　　　コントローラ
　５５　　　記憶装置
　６０　　　ＥＣＵ
　６１　　　温度センサ
　６２　　　差圧センサ
　６３　　　吸気流量センサ
　１００　　エンジン
　ＥＧＲ＿ｓ　　　　　　　　基準ＥＧＲ開度
　ＥＧＲ＿ｒｅ　　　　　　　補正ＥＧＲ値
　ＥＧＲ＿ｓ＿ｒｅ　　　　　補正ＥＧＲ開度
　ＥＧＲ＿ｓｔｄ　　　　　　基準ＥＧＲ率
　ＥＧＲ＿ｔ　　　　　　　　指標ＥＧＲ率
　ＥＧＲ＿ｇａｐ　　　　　　偏差
ＥＧＲ＿ｇａｐ＿ｓｕｍ　　積算値 DESCRIPTION OF SYMBOLS 10 Intake route 20 Exhaust route 30 EGR route 35 EGR adjustment valve 50 Controller 55 Memory | storage device 60 ECU
61 Temperature sensor 62 Differential pressure sensor 63 Intake flow sensor 100 Engine EGR_s Reference EGR opening EGR_re Correction EGR value EGR_s_re Correction EGR opening EGR_std Reference EGR rate EGR_t Indicator EGR rate EGR_gap Deviation EGR_g_g deviation deviation
　次に、発明の実施の形態について説明する。 Next, an embodiment of the invention will be described.
　図１は本発明の実施形態に係るエンジン１００の全体的な構成を示す構成図、図２は同じくＥＧＲ補正制御の実施形態１を示すフロー図、図３は同じくＥＧＲ合流部１３の構成を示す構成図である。
　図４は同じくＥＧＲ補正制御の実施形態２を示すフロー図、図５は同じくＥＧＲ補正制御の実施形態３を示すフロー図、図６は同じくＥＧＲ補正制御の実施形態４を示すフロー図である。
　図７は同じくＥＧＲ補正制御の実施形態５を示すフロー図である。 FIG. 1 is a block diagram showing the overall configuration of an engine 100 according to an embodiment of the present invention, FIG. 2 is a flowchart showing the first embodiment of EGR correction control, and FIG. 3 shows the configuration of the EGR merging unit 13. It is a block diagram.
FIG. 4 is a flowchart showing the second embodiment of EGR correction control, FIG. 5 is a flowchart showing the third embodiment of EGR correction control, and FIG. 6 is a flowchart showing the fourth embodiment of EGR correction control.
FIG. 7 is a flowchart showing the fifth embodiment of EGR correction control.
　図１を用いて、本発明の実施形態であるエンジン１００の構成について説明する。エンジン１００は、産業用の直列４気筒ディーゼルエンジンである。また、エンジン１００は、エンジン本体４０と、ＥＣＵ６０と、を備えている。
　エンジン本体４０は、シリンダブロックおよびシリンダヘッドと、吸気経路１０と、排気経路２０と、ＥＧＲ経路３０と、を備えている。 A configuration of an engine 100 according to an embodiment of the present invention will be described with reference to FIG. Engine 100 is an industrial in-line four-cylinder diesel engine. The engine 100 includes an engine main body 40 and an ECU 60.
The engine body 40 includes a cylinder block and a cylinder head, an intake path 10, an exhaust path 20, and an EGR path 30.
　吸気経路１０は、外気を吸入するための経路である。吸気経路１０には、外気側からシリンダヘッドに接続された吸気マニホールド１５に向かって、エアクリーナ１１、吸気流量センサ６３、ＥＧＲ合流部１３が設けられている。 The intake path 10 is a path for inhaling outside air. In the intake path 10, an air cleaner 11, an intake flow sensor 63, and an EGR merging portion 13 are provided from the outside air side toward the intake manifold 15 connected to the cylinder head.
　排気経路２０は、排気ガスを排出するための経路である。排気経路２０には、シリンダヘッドに接続された排気マニホールド２５から外気側に向かって、ＥＧＲ分岐部２３、およびマフラー２１が設けられている。 The exhaust path 20 is a path for discharging exhaust gas. The exhaust path 20 is provided with an EGR branch portion 23 and a muffler 21 from the exhaust manifold 25 connected to the cylinder head toward the outside air side.
　ＥＧＲ経路３０は、排気経路２０を流れる排気ガスの一部を吸気経路１０に環流させるための経路であって、排気経路２０の中途部に設けられたＥＧＲ分岐部２３と吸気経路１０の中途部に設けられたＥＧＲ合流部１３とを接続して形成されている。また、ＥＧＲ経路３０には、ＥＧＲ分岐部２３からＥＧＲ合流部１３に向かって、ＥＧＲクーラ３１、ＥＧＲ調整弁３５、差圧センサ６２、温度センサ６１が設けられている。 The EGR path 30 is a path for circulating a part of the exhaust gas flowing through the exhaust path 20 to the intake path 10, and the EGR branch part 23 provided in the middle part of the exhaust path 20 and the middle part of the intake path 10. It is formed by connecting the EGR junction 13 provided in the. In the EGR path 30, an EGR cooler 31, an EGR adjustment valve 35, a differential pressure sensor 62, and a temperature sensor 61 are provided from the EGR branch portion 23 toward the EGR junction portion 13.
　ＥＣＵ６０は、演算装置であるコントローラ５０と、記憶装置５５と、を備えている。
ＥＣＵ６０は、ＥＧＲ経路３０に設けられた温度センサ６１や差圧センサ６２、吸気経路１０に設けられた吸気流量センサ６３、そして、エンジン本体４０に設けられたエンジン回転数センサ６５ならびにエンジン負荷センサ６６と電気的に接続されて、これらからの電気信号に基づいて制御信号を作成するものとされる。 The ECU 60 includes a controller 50 that is an arithmetic device and a storage device 55.
The ECU 60 includes a temperature sensor 61 and a differential pressure sensor 62 provided in the EGR path 30, an intake flow rate sensor 63 provided in the intake path 10, an engine speed sensor 65 and an engine load sensor 66 provided in the engine body 40. And a control signal is created based on the electric signal from these.
　また、ＥＣＵ６０には、オペレータの要求に応じてエンジン本体４０の運転を行うとともに吸気経路１０に還流させる排気ガスの流量を適正な値に調整すべく、ＥＧＲ開度マップ、ＥＧＲ率マップが記憶されている。 Further, the ECU 60 stores an EGR opening degree map and an EGR rate map in order to operate the engine body 40 in response to an operator's request and adjust the flow rate of the exhaust gas recirculated to the intake passage 10 to an appropriate value. ing.
　ＥＧＲ開度マップならびにＥＧＲ率マップは、エンジン本体４０の運転状態に応じて吸気経路１０に還流させる排気ガスの流量を調整するために、予め試験によって見出された最適な制御因子が記憶されたものである。これにより、ＥＣＵ６０は、各マップから制御因子を呼出して制御信号を作成することで吸気経路１０に還流させる排気ガスの流量を制御可能としている。 In the EGR opening degree map and the EGR rate map, the optimum control factor found in advance by a test is stored in order to adjust the flow rate of the exhaust gas recirculated to the intake passage 10 according to the operating state of the engine body 40. Is. Thereby, the ECU 60 can control the flow rate of the exhaust gas recirculated to the intake passage 10 by calling a control factor from each map and creating a control signal.
　温度センサ６１は、ＥＧＲ経路３０を流れる排気ガスの温度Ｔを検出し、ＥＣＵ６０に送信する機能を有する。差圧センサ６２は、ＥＧＲ調整弁３５の上流側と下流側の圧力差ｄＰ（ｄＰ＝Ｐ１―Ｐ２）を検出し、ＥＣＵ６０に送信する機能を有する。なお、ＥＧＲ調整弁３５の上流側と下流側にそれぞれ圧力センサを設けて、検出された圧力値から圧力差を算出する構成としても良い。吸気流量センサ６３は、吸気経路１０のＥＧＲ経路３０との接続部分であるＥＧＲ合流部１３よりも上流側で吸気の流量Ｇａを検出し、ＥＣＵ６０に送信する機能を有する。 The temperature sensor 61 has a function of detecting the temperature T of the exhaust gas flowing through the EGR path 30 and transmitting it to the ECU 60. The differential pressure sensor 62 has a function of detecting a pressure difference dP (dP = P1−P2) between the upstream side and the downstream side of the EGR adjustment valve 35 and transmitting it to the ECU 60. In addition, it is good also as a structure which provides a pressure sensor in the upstream and downstream of the EGR adjustment valve 35, respectively, and calculates a pressure difference from the detected pressure value. The intake flow rate sensor 63 has a function of detecting the intake flow rate Ga upstream of the EGR merging portion 13, which is a connection portion of the intake path 10 with the EGR path 30, and transmitting it to the ECU 60.
　エンジン回転数センサ６５は、エンジン回転数Ｎｅを検出し、ＥＣＵ６０に送信する機能を有する。エンジン負荷センサ６６は、エンジン本体４０の負荷Ｌを検出し、ＥＣＵ６０に送信する機能を有する。本実施形態において、エンジン負荷センサ６６は、燃焼室に供給される燃料量を調節する燃料調量機構に設けられたセンサであるが、燃焼室に供給される燃料量を算出することによって負荷Ｌを把握する構成としても良い。 The engine speed sensor 65 has a function of detecting the engine speed Ne and transmitting it to the ECU 60. The engine load sensor 66 has a function of detecting the load L of the engine body 40 and transmitting it to the ECU 60. In the present embodiment, the engine load sensor 66 is a sensor provided in a fuel metering mechanism that adjusts the amount of fuel supplied to the combustion chamber, but the load L is calculated by calculating the amount of fuel supplied to the combustion chamber. It is good also as a structure which grasps | ascertains.
　［実施形態１］
　図２を用いて、ＥＧＲ補正制御の実施形態１について説明する。コントローラ５０は、以下の各ステップを実行することでＥＧＲ補正制御を行う。
　Ｓ１００において、エンジン回転数Ｎｅと、負荷Ｌと、温度Ｔと、圧力差ｄＰと、吸気の流量Ｇａと、が検出される。 [Embodiment 1]
A first embodiment of EGR correction control will be described with reference to FIG. The controller 50 performs EGR correction control by executing the following steps.
In S100, the engine speed Ne, the load L, the temperature T, the pressure difference dP, and the intake air flow rate Ga are detected.
　Ｓ２００において、エンジン回転数センサ６５によって検出されたエンジン回転数Ｎｅとエンジン負荷センサ６６によって検出された負荷Ｌとを用い、エンジン回転数Ｎｅおよび負荷ＬとＥＧＲ開度との関係が予め記憶されたＥＧＲ開度マップＤ（Ｎｅ、Ｌ）から適当な制御因子を呼出することによって基準ＥＧＲ開度ＥＧＲ＿ｓが算出される。なお、ＥＧＲ開度マップＤ（Ｎｅ、Ｌ）は、ＥＣＵ６０の記憶装置５５に予め記憶されている２次元マップである。 In S200, the relationship between the engine speed Ne and the load L and the EGR opening is stored in advance using the engine speed Ne detected by the engine speed sensor 65 and the load L detected by the engine load sensor 66. A reference EGR opening degree EGR_s is calculated by calling an appropriate control factor from the EGR opening degree map D (Ne, L). The EGR opening degree map D (Ne, L) is a two-dimensional map stored in advance in the storage device 55 of the ECU 60.
　Ｓ３００において、所定周期毎に検出されたエンジン回転数Ｎｅと、負荷Ｌと、温度Ｔと、圧力差ｄＰと、吸気の流量Ｇａとについて、直近に検出された１０回分の単純移動平均が算出される。以下ではエンジン回転数Ｎｅと、負荷Ｌと、温度Ｔと、圧力差ｄＰと、吸気の流量Ｇａとについては単純移動平均の値であるとする。
　これは、エンジン本体４０の運転状態が大きく変化した場合であっても最適なＥＧＲ補正制御を実現させるためである。 In S300, a simple moving average for the 10 most recently detected values is calculated for the engine speed Ne, load L, temperature T, pressure difference dP, and intake air flow rate Ga detected at predetermined intervals. The Hereinafter, it is assumed that the engine speed Ne, the load L, the temperature T, the pressure difference dP, and the intake air flow rate Ga are values of a simple moving average.
This is for realizing the optimal EGR correction control even when the operating state of the engine body 40 is greatly changed.
　Ｓ４００において、温度Ｔと、圧力差ｄＰと、吸気の流量Ｇａとに基づいて指標ＥＧＲ率ＥＧＲ＿ｔが算出される。 In S400, the index EGR rate EGR_t is calculated based on the temperature T, the pressure difference dP, and the intake air flow rate Ga.
　図３を用いて、指標ＥＧＲ率ＥＧＲ＿ｔの算出方法について詳細に説明する。ＥＧＲ合流部１３において、吸気経路１０を流れる吸気とＥＧＲ経路３０を流れる排気ガスとが合流して混合気が生成される。この混合気の流量は、吸気の流量ＧａとＥＧＲ経路３０を流れる排気ガスの流量Ｇｅとを加算した値（Ｇａ＋Ｇｅ）となる。そして、混合気の流量（Ｇａ＋Ｇｅ）における排気ガスの流量Ｇｅの割合であるＥＧＲ率は、下記の数１で表される。
Figure JPOXMLDOC01-appb-M000001
 A method for calculating the index EGR rate EGR_t will be described in detail with reference to FIG. In the EGR junction 13, the intake air flowing through the intake path 10 and the exhaust gas flowing through the EGR path 30 merge to generate an air-fuel mixture. The flow rate of the air-fuel mixture is a value obtained by adding the flow rate Ga of the intake air and the flow rate Ge of the exhaust gas flowing through the EGR path 30 (Ga + Ge). The EGR rate, which is the ratio of the exhaust gas flow rate Ge to the air-fuel mixture flow rate (Ga + Ge), is expressed by the following formula 1.
Figure JPOXMLDOC01-appb-M000001
　また、ＥＧＲ経路３０において、ＥＧＲ調整弁３５の上流側（速度ｖ１、圧力Ｐ１、温度Ｔ）と下流側（速度ｖ２、圧力Ｐ２、温度Ｔ）のエネルギーはエネルギー保存の法則により等しいために、下記のベルヌーイの式である数２によって表される。
Figure JPOXMLDOC01-appb-M000002
 　数２について、ｚ１＝０、ｚ２＝０、ｖ１＝０としたとき、下記の数３が得られる。
Figure JPOXMLDOC01-appb-M000003
 　そして、比重量を温度考慮して定数部をまとめてＣとすると、下記の数４が得られる。
Figure JPOXMLDOC01-appb-M000004
 　更にＥＧＲ調整弁３５の開度面積Ａとすると、ＥＧＲ経路３０を流れる排気ガスの流量Ｇｅが下記の数５として表される。
Figure JPOXMLDOC01-appb-M000005
 　このようにして得られたＥＧＲ経路３０を流れる排気ガスの流量Ｇｅと、吸気経路１０を流れる吸気の流量ＧａとをＥＧＲ率を算出する式である数１に代入することで指標ＥＧＲ率ＥＧＲ＿ｔが得られる。 In the EGR path 30, the energy on the upstream side (speed v 1, pressure P 1, temperature T) and downstream side (speed v 2, pressure P 2, temperature T) of the EGR adjustment valve 35 is equal due to the law of energy conservation. It is represented by the number 2 which is the Bernoulli equation.
Figure JPOXMLDOC01-appb-M000002
 With respect to Equation 2, when z1 = 0, z2 = 0, and v1 = 0, the following Equation 3 is obtained.
Figure JPOXMLDOC01-appb-M000003
 Then, when the specific weight is taken into consideration and the specific weight is taken into consideration as C, the following formula 4 is obtained.
Figure JPOXMLDOC01-appb-M000004
 Further, when the opening area A of the EGR adjustment valve 35 is assumed, the flow rate Ge of the exhaust gas flowing through the EGR path 30 is expressed as the following equation (5).
Figure JPOXMLDOC01-appb-M000005
 The index EGR rate EGR_t is obtained by substituting the flow rate Ge of the exhaust gas flowing through the EGR path 30 and the flow rate Ga of the intake gas flowing through the intake path 10 thus obtained into the equation 1 for calculating the EGR rate. can get.
　Ｓ５００において、エンジン回転数センサ６５によって検出されたエンジン回転数Ｎｅとエンジン負荷センサ６６によって検出された負荷Ｌとを用い、エンジン回転数Ｎｅおよび負荷ＬとＥＧＲ率との関係が予め記憶されたＥＧＲ率マップＲ（Ｎｅ、Ｌ）から適当な制御因子を呼出することによって基準ＥＧＲ率ＥＧＲ＿ｓｔｄが算出される。なお、ＥＧＲ率マップＲ（Ｎｅ、Ｌ）は、ＥＣＵ６０の記憶装置５５に予め記憶されている２次元マップである。 In S500, the engine speed Ne detected by the engine speed sensor 65 and the load L detected by the engine load sensor 66 are used, and the relationship between the engine speed Ne and the load L and the EGR rate is stored in advance. A reference EGR rate EGR_std is calculated by calling an appropriate control factor from the rate map R (Ne, L). The EGR rate map R (Ne, L) is a two-dimensional map stored in advance in the storage device 55 of the ECU 60.
　Ｓ６００において、指標ＥＧＲ率ＥＧＲ＿ｔと基準ＥＧＲ率ＥＧＲ＿ｓｔｄとの偏差である偏差ＥＧＲ＿ｇａｐが算出される。
　Ｓ７００において、偏差ＥＧＲ＿ｇａｐが０となるように補正ＥＧＲ値ＥＧＲ＿ｒｅが算出される。
　Ｓ８００において、補正ＥＧＲ値ＥＧＲ＿ｒｅに基づいて基準ＥＧＲ開度ＥＧＲ＿ｓを補正する。これによって、補正ＥＧＲ開度ＥＧＲ＿ｓ＿ｒｅが算出される。
　Ｓ９００において、補正ＥＧＲ開度ＥＧＲ＿ｓ＿ｒｅが制御信号としてＥＧＲ調整弁３５へ送信される。 In S600, a deviation EGR_gap, which is a deviation between the index EGR rate EGR_t and the reference EGR rate EGR_std, is calculated.
In S700, the corrected EGR value EGR_re is calculated so that the deviation EGR_gap becomes zero.
In S800, the reference EGR opening degree EGR_s is corrected based on the corrected EGR value EGR_re. Thereby, the corrected EGR opening degree EGR_s_re is calculated.
In S900, the corrected EGR opening degree EGR_s_re is transmitted to the EGR adjustment valve 35 as a control signal.
　このようにして、吸気経路１０を流れる吸気の流量Ｇａと、ＥＧＲ経路３０を流れる排気ガスの温度Ｔと、ＥＧＲ調整弁３５の上流側と下流側の圧力差ｄＰとから指標ＥＧＲ率ＥＧＲ＿ｔを算出してＥＧＲ調整弁３５をフィードバック制御するため、吸気経路１０に還流させる排気ガスの流量Ｇｅを適正な値に調整できる。つまり、エンジン本体４０の運転状態が大きく変化する場合であっても適正なＥＧＲ補正制御を実現することが可能となる。 In this way, the index EGR rate EGR_t is calculated from the flow rate Ga of the intake air flowing through the intake path 10, the temperature T of the exhaust gas flowing through the EGR path 30, and the pressure difference dP between the upstream side and the downstream side of the EGR adjustment valve 35. Since the EGR adjustment valve 35 is feedback-controlled, the flow rate Ge of the exhaust gas recirculated to the intake passage 10 can be adjusted to an appropriate value. That is, even when the operating state of the engine main body 40 changes greatly, it is possible to realize appropriate EGR correction control.
　［実施形態２］
　図４を用いて、ＥＧＲ補正制御の実施形態２について説明する。実施形態２におけるＳ１００～Ｓ６００は実施形態１と同様であるため、説明を省略する。
　Ｓ６２０において、所定周期毎にＳ６００で算出された偏差ＥＧＲ＿ｇａｐが、所定値ｒ１より大きいかどうかが都度判定される。ここで、偏差ＥＧＲ＿ｇａｐが所定値ｒ１より大きい場合は、Ｓ６２１においてカウント数ｎが＋１増加され、所定値ｒ１より小さい場合は、Ｓ６２２においてカウント数ｎはそのままとされる。
　Ｓ６２３において、カウント数ｎが所定値ｎ１を超えたかどうかが判定され、カウント数ｎが所定値ｎ１を超えた場合にＳ７００に移行される。なお、Ｓ７００～Ｓ９００は実施形態１と同様であるため、説明を省略する。 [Embodiment 2]
A second embodiment of EGR correction control will be described with reference to FIG. Since S100 to S600 in the second embodiment are the same as those in the first embodiment, description thereof is omitted.
In S620, it is determined each time whether or not the deviation EGR_gap calculated in S600 is larger than a predetermined value r1 for each predetermined period. If the deviation EGR_gap is larger than the predetermined value r1, the count number n is incremented by +1 in S621. If the deviation EGR_gap is smaller than the predetermined value r1, the count number n is left as it is in S622.
In S623, it is determined whether or not the count number n exceeds the predetermined value n1, and when the count number n exceeds the predetermined value n1, the process proceeds to S700. Since S700 to S900 are the same as those in the first embodiment, the description thereof is omitted.
　このようにして、コントローラ５０は、偏差ＥＧＲ＿ｇａｐが所定値ｒ１より大きくなった回数が所定値ｎ１を超えた場合にのみ、補正ＥＧＲ値ＥＧＲ＿ｒｅを算出する。これにより、微小な偏差ＥＧＲ＿ｇａｐに対してＥＧＲ調整弁３５を頻繁に制御することが回避でき、吸気経路１０に還流させる排気ガスの流量Ｇｅを安定させることが可能となる。 Thus, the controller 50 calculates the corrected EGR value EGR_re only when the number of times that the deviation EGR_gap is larger than the predetermined value r1 exceeds the predetermined value n1. Thus, frequent control of the EGR adjustment valve 35 with respect to the minute deviation EGR_gap can be avoided, and the flow rate Ge of the exhaust gas recirculated to the intake path 10 can be stabilized.
　［実施形態３］
　図５を用いて、ＥＧＲ補正制御の実施形態３について説明する。実施形態３において、Ｓ１００～Ｓ６００は実施形態１と同様であるため、説明を省略する。
　Ｓ６３０において、所定周期毎にＳ６００で算出された偏差ＥＧＲ＿ｇａｐの積算値ＥＧＲ＿ｇａｐ＿ｓｕｍを算出する。
　そして、Ｓ６３１において、Ｓ６３０にて算出された積算値ＥＧＲ＿ｇａｐ＿ｓｕｍが所定値ｒ２より大きいかどうかが判定される。ここで、積算値ＥＧＲ＿ｇａｐ＿ｓｕｍが所定値ｒ２より大きい場合は、Ｓ７００へ移行され、所定値ｒ２より小さい場合は、ＥＧＲ補正制御が終了される。なお、Ｓ７００～Ｓ９００は実施形態１と同様であるため、説明を省略する。 [Embodiment 3]
Embodiment 3 of EGR correction control will be described with reference to FIG. In the third embodiment, since S100 to S600 are the same as those in the first embodiment, description thereof is omitted.
In S630, an integrated value EGR_gap_sum of the deviation EGR_gap calculated in S600 is calculated for each predetermined period.
In S631, it is determined whether or not the integrated value EGR_gap_sum calculated in S630 is greater than a predetermined value r2. Here, if the integrated value EGR_gap_sum is larger than the predetermined value r2, the process proceeds to S700, and if it is smaller than the predetermined value r2, the EGR correction control is ended. Since S700 to S900 are the same as those in the first embodiment, the description thereof is omitted.
　このようにして、コントローラ５０は、積算値ＥＧＲ＿ｇａｐ＿ｓｕｍが所定値ｒ２より大きくなった場合にのみ、補正ＥＧＲ値ＥＧＲ＿ｒｅを算出する。これにより、微小な偏差ＥＧＲ＿ｇａｐに対してＥＧＲ調整弁３５を頻繁に制御することが回避でき、吸気経路１０に還流させる排気ガスの流量Ｇｅを安定させることが可能となる。 Thus, the controller 50 calculates the corrected EGR value EGR_re only when the integrated value EGR_gap_sum becomes larger than the predetermined value r2. Thus, frequent control of the EGR adjustment valve 35 with respect to the minute deviation EGR_gap can be avoided, and the flow rate Ge of the exhaust gas recirculated to the intake path 10 can be stabilized.
　［実施形態４］
　図６を用いて、ＥＧＲ補正制御の実施形態４について説明する。実施形態４において、Ｓ１００～Ｓ６００は実施形態１と同様であるため、説明を省略する。
　Ｓ６４０において、Ｓ６００で算出された偏差ＥＧＲ＿ｇａｐが０より大きいかどうかが判定される。ここで、偏差ＥＧＲ＿ｇａｐが０より大きい場合は、Ｓ７４０において補正ＥＧＲ値ＥＧＲ＿ｒｅとして所定値ｄが与えられ、偏差ＥＧＲ＿ｇａｐが０より小さい場合は、Ｓ６４１へ移行される。
　Ｓ６４１において、偏差ＥＧＲ＿ｇａｐが０より小さいかどうかが判定される。ここで、偏差ＥＧＲ＿ｇａｐが０より小さければ、Ｓ７４２において補正ＥＧＲ値ＥＧＲ＿ｒｅとして所定値－ｄが与えられる。
　また、偏差ＥＧＲ＿ｇａｐが０である場合は、Ｓ７４１において補正ＥＧＲ値ＥＧＲ＿ｒｅとして０が与えられる。なお、Ｓ８００ならびにＳ９００は実施形態１と同様であるため、説明を省略する。 [Embodiment 4]
A fourth embodiment of EGR correction control will be described with reference to FIG. In the fourth embodiment, S100 to S600 are the same as those in the first embodiment, and thus the description thereof is omitted.
In S640, it is determined whether or not the deviation EGR_gap calculated in S600 is greater than zero. Here, when the deviation EGR_gap is larger than 0, the predetermined value d is given as the corrected EGR value EGR_re in S740, and when the deviation EGR_gap is smaller than 0, the process proceeds to S641.
In S641, it is determined whether or not the deviation EGR_gap is smaller than zero. Here, if the deviation EGR_gap is smaller than 0, a predetermined value −d is given as a corrected EGR value EGR_re in S742.
When the deviation EGR_gap is 0, 0 is given as the corrected EGR value EGR_re in S741. In addition, since S800 and S900 are the same as that of Embodiment 1, description is abbreviate | omitted.
　このようにして、コントローラ５０は、過大な補正ＥＧＲ値ＥＧＲ＿ｒｅが算出された場合であっても、適度な補正ＥＧＲ開度ＥＧＲ＿ｓ＿ｒｅを算出することができ、吸気経路１０に還流させる排気ガスの流量Ｇｅを安定させることが可能となる。 In this way, the controller 50 can calculate an appropriate correction EGR opening degree EGR_s_re even when the excessive correction EGR value EGR_re is calculated, and the flow rate Ge of the exhaust gas recirculated to the intake path 10 Can be stabilized.
　［実施形態５］
　図７を用いて、ＥＧＲ補正制御の実施形態５について説明する。実施形態５において、Ｓ１００～Ｓ６００は実施形態１と同様であるため、説明を省略する。
　Ｓ６５０において、直近に補正ＥＧＲ開度ＥＧＲ＿ｓ＿ｒｅを制御信号としてＥＧＲ調整弁３５に送信したときからの時間ｔが所定値ｔ１を超えたかどうかが判定される。ここで、時間ｔが所定値ｔ１を越えた場合は、Ｓ７００へ移行され、時間ｔが所定値ｔ１を越えていない場合は、ＥＧＲ補正制御は終了される。なお、Ｓ７００～Ｓ９００は実施形態１と同様であるため、説明を省略する。 [Embodiment 5]
Embodiment 5 of EGR correction control will be described with reference to FIG. In the fifth embodiment, since S100 to S600 are the same as those in the first embodiment, the description thereof is omitted.
In S650, it is determined whether or not the time t from when the corrected EGR opening degree EGR_s_re was transmitted to the EGR adjustment valve 35 as a control signal most recently exceeded a predetermined value t1. If the time t exceeds the predetermined value t1, the process proceeds to S700. If the time t does not exceed the predetermined value t1, the EGR correction control is terminated. Since S700 to S900 are the same as those in the first embodiment, the description thereof is omitted.
　このようにして、コントローラ５０は、直近に補正ＥＧＲ開度ＥＧＲ＿ｓ＿ｒｅをＥＧＲ調整弁３５へ送信したときからの時間ｔが所定値ｔ１を越えた場合にのみ、補正ＥＧＲ値ＥＧＲ＿ｒｅを算出する。これにより、微小な偏差ＥＧＲ＿ｇａｐに対してＥＧＲ調整弁３５を頻繁に制御することが回避でき、吸気経路１０に還流させる排気ガスの流量Ｇｅを安定させることが可能となる。 In this way, the controller 50 calculates the corrected EGR value EGR_re only when the time t from when the corrected EGR opening degree EGR_s_re was most recently transmitted to the EGR adjustment valve 35 exceeds the predetermined value t1. Thus, frequent control of the EGR adjustment valve 35 with respect to the minute deviation EGR_gap can be avoided, and the flow rate Ge of the exhaust gas recirculated to the intake path 10 can be stabilized.
　また、本発明に係るエンジン１００においては、算出された補正ＥＧＲ開度ＥＧＲ＿ｓ＿ｒｅがＥＧＲ調整弁３５の所定の最小開度よりも小さくなった場合であっても、該ＥＧＲ調整弁３５の所定の最小開度を補正ＥＧＲ開度ＥＧＲ＿ｓ＿ｒｅとしてＥＧＲ調整弁３５へ送信するものとされる。これにより、エンジン本体４０の運転状態にかかわらず吸気経路１０に還流させる排気ガスの最小流量を確保することが可能となる。 Further, in the engine 100 according to the present invention, even when the calculated corrected EGR opening EGR_s_re is smaller than the predetermined minimum opening of the EGR adjustment valve 35, the predetermined minimum of the EGR adjustment valve 35 is set. The opening is transmitted to the EGR adjustment valve 35 as the corrected EGR opening EGR_s_re. Thereby, it becomes possible to ensure the minimum flow rate of the exhaust gas recirculated to the intake passage 10 regardless of the operating state of the engine body 40.
　更に、本発明に係るエンジン１００においては、算出された補正ＥＧＲ開度ＥＧＲ＿ｓ＿ｒｅを用いることで前述したＥＧＲ開度マップＤ（Ｎｅ、Ｌ）の制御因子を逆算し、この制御因子に更新するものとされる。これにより、エンジン本体４０の経年劣化等によって吸気経路１０に還流させる排気ガスの流量Ｇｅが変化した場合であっても、常に最適なＥＧＲ補正制御が実現される。 Furthermore, in the engine 100 according to the present invention, the calculated EGR opening degree EGR_s_re is used to calculate the control factor of the EGR opening degree map D (Ne, L) described above, and to update to this control factor. Is done. As a result, even when the flow rate Ge of the exhaust gas recirculated to the intake passage 10 changes due to aging deterioration of the engine body 40 or the like, optimal EGR correction control is always realized.
　本発明は、ＥＧＲ装置を備えるエンジンに利用可能である。 The present invention can be used for an engine equipped with an EGR device.

Claims (7)

  1. 　外気を吸入するための吸気経路の中途部と排気ガスを排出するための排気経路の中途部とを接続し、前記排気経路を流れる排気ガスの一部を前記吸気経路へ還流させるためのＥＧＲ経路が形成されたエンジンであって、
    　前記ＥＧＲ経路に配置され、該ＥＧＲ経路を流れる排気ガスの流量を調整するＥＧＲ調整弁と、
    　前記吸気経路の前記ＥＧＲ経路の接続部よりも上流側に配置され、該吸気経路を流れる吸気の流量を検出する吸気流量センサと、
    　前記ＥＧＲ経路に配置され、前記ＥＧＲ調整弁の上流側と下流側の圧力差を検出する差圧センサと、
    　前記ＥＧＲ経路に配置され、該ＥＧＲ経路を流れる排気ガスの温度を検出する温度センサと、
    　制御信号を送信することにより前記ＥＧＲ調整弁の開度を制御する制御装置と、
    　を具備し、
    　前記制御装置は、
    　エンジン回転数および負荷とＥＧＲ開度との関係が予め記憶されたＥＧＲ開度マップに基づいて基準ＥＧＲ開度を算出し、
    　エンジン回転数および負荷とＥＧＲ率との関係が予め記憶されたＥＧＲ率マップに基づいて基準ＥＧＲ率を算出し、
    　前記吸気流量センサや前記差圧センサ、前記温度センサによる検出結果に基づいて指標ＥＧＲ率を算出し、
    　前記基準ＥＧＲ率および前記指標ＥＧＲ率に基づいて補正ＥＧＲ値を算出し、
    　前記補正ＥＧＲ値に基づいて前記基準ＥＧＲ開度を補正した値である補正ＥＧＲ開度を算出し、
    　前記補正ＥＧＲ開度を制御信号として前記ＥＧＲ調整弁に送信するエンジン。     An EGR path for connecting a midway portion of the intake path for sucking outside air and a midway portion of the exhaust path for discharging exhaust gas to recirculate a part of the exhaust gas flowing through the exhaust path to the intake path Is an engine formed,
    An EGR adjusting valve that is disposed in the EGR path and adjusts the flow rate of exhaust gas flowing through the EGR path;
    An intake flow rate sensor that is disposed upstream of the connection portion of the EGR path of the intake path and detects the flow rate of the intake air flowing through the intake path;
    A differential pressure sensor that is disposed in the EGR path and detects a pressure difference between the upstream side and the downstream side of the EGR regulating valve;
    A temperature sensor disposed in the EGR path and detecting the temperature of exhaust gas flowing through the EGR path;
    A control device for controlling the opening of the EGR regulating valve by transmitting a control signal;
    Comprising
    The controller is
    A reference EGR opening is calculated based on an EGR opening map in which the relationship between the engine speed and load and the EGR opening is stored in advance.
    A reference EGR rate is calculated based on an EGR rate map in which the relationship between the engine speed and load and the EGR rate is stored in advance.
    An index EGR rate is calculated based on detection results by the intake flow sensor, the differential pressure sensor, and the temperature sensor,
    A corrected EGR value is calculated based on the reference EGR rate and the index EGR rate,
    Calculating a corrected EGR opening that is a value obtained by correcting the reference EGR opening based on the corrected EGR value;
    An engine that transmits the corrected EGR opening degree as a control signal to the EGR adjustment valve.
  2. 　前記制御装置は、所定周期毎に前記補正ＥＧＲ開度を算出する請求項１に記載のエンジン。 The engine according to claim 1, wherein the control device calculates the corrected EGR opening degree at predetermined intervals.
  3. 　前記制御装置は、所定周期毎に前記基準ＥＧＲ率と前記指標ＥＧＲ率との偏差を算出するとともに該偏差が所定差以上となった回数をカウントし、該カウントが予め定められた回数以上となった場合に前記補正ＥＧＲ開度を算出する請求項１に記載のエンジン。 The control device calculates a deviation between the reference EGR rate and the index EGR rate every predetermined period, and counts the number of times that the deviation exceeds a predetermined difference, and the count becomes a predetermined number of times or more. The engine according to claim 1, wherein the corrected EGR opening degree is calculated in the case of occurrence.
  4. 　前記制御装置は、所定周期毎に前記基準ＥＧＲ率と前記指標ＥＧＲ率との偏差を算出するとともに該偏差の積算値を算出し、該積算値が予め定められた数値以上となった場合に前記補正ＥＧＲ開度を算出する請求項１に記載のエンジン。 The control device calculates a deviation between the reference EGR rate and the index EGR rate every predetermined period, calculates an integrated value of the deviation, and when the integrated value is equal to or greater than a predetermined numerical value, The engine according to claim 1, wherein the corrected EGR opening is calculated.
  5. 　前記制御装置は、前記基準ＥＧＲ率と前記指標ＥＧＲ率との偏差が正の値であるか負の値であるかに応じて前記補正ＥＧＲ値の代わりとなる所定の絶対値を用いて前記補正ＥＧＲ開度を算出する請求項１に記載のエンジン。 The control device uses the predetermined absolute value instead of the correction EGR value depending on whether a deviation between the reference EGR rate and the index EGR rate is a positive value or a negative value. The engine according to claim 1, wherein the EGR opening is calculated.
  6. 　前記制御装置は、前記エンジンのエンジン回転数として所定周期毎の移動平均値を算出し、
    　前記エンジンの負荷として所定周期毎の移動平均値を算出し、
    　前記ＥＧＲ経路を流れる排気ガスの温度として所定周期毎の移動平均値を算出し、
    　前記ＥＧＲ調整弁の上流側と下流側の圧力差として所定周期毎の移動平均値を算出し、
    　算出された移動平均値を用いて前記補正ＥＧＲ開度を算出する請求項１に記載のエンジン。     The control device calculates a moving average value for each predetermined period as the engine speed of the engine,
    Calculate a moving average value for each predetermined cycle as the engine load,
    Calculate a moving average value for each predetermined period as the temperature of the exhaust gas flowing through the EGR path,
    A moving average value for each predetermined period is calculated as a pressure difference between the upstream side and the downstream side of the EGR regulating valve;
    The engine according to claim 1, wherein the corrected EGR opening is calculated using the calculated moving average value.
  7. 　前記制御装置は、算出された前記補正ＥＧＲ開度が前記ＥＧＲ調整弁の所定の最小開度よりも小さくなる場合には、前記ＥＧＲ調整弁の所定の最小開度を前記補正ＥＧＲ開度として前記ＥＧＲ調整弁へ送信する請求項１に記載のエンジン。 When the calculated corrected EGR opening is smaller than the predetermined minimum opening of the EGR adjustment valve, the control device uses the predetermined minimum opening of the EGR adjustment valve as the correction EGR opening. The engine according to claim 1, wherein the engine is transmitted to an EGR regulating valve.
PCT/JP2009/060670 2008-09-29 2009-06-11 Engine WO2010035554A1 (en)

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GB2484297A (en) * 2010-10-05 2012-04-11 Gm Global Tech Operations Inc A combustion engine evaluation unit comprising fault detection system for engine using EGR
EP2687710A1 (en) * 2011-03-18 2014-01-22 Yanmar Co., Ltd. Method for determining correction amount for degree of opening of egr valve, method for controlling degree of opening of egr valve, and engine
EP2687710A4 (en) * 2011-03-18 2014-09-03 Yanmar Co Ltd Method for determining correction amount for degree of opening of egr valve, method for controlling degree of opening of egr valve, and engine
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CN109555606B (en) * 2017-09-26 2022-10-11 株式会社斯巴鲁 EGR control device
CN112343723A (en) * 2019-08-06 2021-02-09 广州汽车集团股份有限公司 Method for determining EGR rate and controlling opening degree of EGR valve and related device
CN112343723B (en) * 2019-08-06 2022-12-30 广州汽车集团股份有限公司 Method for determining EGR rate and controlling opening degree of EGR valve and related device

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