• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
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    • 专利摘要:
    control apparatus for internal combustion engine a control apparatus for an internal combustion engine, according to the invention, is applied to an internal combustion engine, in which egr gas and condensed water generated by an egr cooler are supplied to a cylinder. the control apparatus calculates an internal combustion engine equivalence ratio, and controls an egr valve and a condensed water supply valve, so that when the equivalence ratio is high, a condensed water supply rate and a egr gas supply rate decrease relative to when the equivalence ratio is low.
    公开号:BR112015032757B1
    申请号:R112015032757-5
    申请日:2013-06-28
    公开日:2021-08-10
    发明作者:Masaaki Katayama；Takeshi Hashizume
    申请人:Toyota Jidosha Kabushiki Kaisha；
    IPC主号:
    专利说明:

    TECHNICAL FIELD
    [001] The invention relates to a control apparatus, applied in an internal combustion engine having a discharge gas recirculation (EGR) apparatus. BACKGROUND
    [002] A conventional apparatus stores condensed water, generated by an EGR cooler, in a condensed water tank, and injects the stored condensed water into an inlet passage (patent document 1). The condensed water supplied to the inlet passage is taken into a cylinder, together with the inlet air and vaporized in the cylinder, thereby eliminating a combustion temperature. Therefore, an amount of NOx, generated in response to combustion, is eliminated. Patent document 2 can be cited as another related art document related to the invention.
    [003] Patent Document 1: Japanese Patent Application Publication No. 10-318049 (JP 10-318049 A).
    [004] Patent Document 2: Japanese Patent Application Publication No. 2010-71135 (2010-71135 A). SUMMARY OF THE INVENTION
    [005]The amount of NOx generated can be reduced by supplying an EGR gas to the cylinder. When the amount of EGR delivered is increased, however, a density in the cylinder increases, thereby making it difficult to diffuse fuel spray through the cylinder. Therefore, when the delivered amount of EGR gas becomes excessive, an air utilization rate in the cylinder decreases, and therefore the generated amounts of smoke and hydrocarbon (HC) may increase.
    [006] An object of the invention is therefore to provide a control apparatus for an internal combustion engine, whereby increases in the generated amounts of smoke and HC, due to an increase in cylinder density, can be eliminated .
    [007] A first control apparatus, according to the invention, is applied in an internal combustion engine, in which fuel is injected into a cylinder, the internal combustion engine including an EGR apparatus, which supplies a part of the gas from discharge to the cylinder as EGR gas, and a low-density substance supply apparatus, which delivers a low-density substance, having a density less than that of EGR gas, to the cylinder. The first control apparatus includes an equivalence ratio calculating means, for calculating an equivalence ratio of the internal combustion engine, and a supply rate control means, for controlling the EGR apparatus and the substance supply apparatus. low density, so that when the equivalence ratio is high, a supply rate of the low density substance increases and a supply rate of the EGR gas decreases, relative to when the equivalence ratio is low.
    [008]According to the first control apparatus, when the equivalence ratio is high, the supply rate of the low density substance increases and the supply rate of the EGR gas decreases, relative to when the equivalence ratio is low. Consequently, the density in the cylinder decreases when the equivalence ratio is high and increases when the equivalence ratio is low. Therefore, the density in the cylinder decreases at a high equivalence ratio, and therefore fuel spray diffusion can be promoted, with the result that the generated amounts of smoke and HC can be eliminated. On the other hand, the density in the cylinder increases at a low equivalence ratio, and therefore a fuel spray penetration can be reduced, with the result that the cooling loss is increased and a generated amount of HC, caused by fuel adhesion to an inner cylinder wall surface can be eliminated.
    [009] In the first control apparatus, there are no particular limitations on a process of calculating the equivalence relation. For example, the equivalence ratio calculation means can calculate the equivalence ratio based on an operating condition of the internal combustion engine.
    [010] In an aspect of the first control apparatus, the supply rate control means can control the EGR apparatus and the low-density substance supply apparatus, so that the supply rate of the low-density substance, in a case in which the equivalence ratio is less than a predetermined value, is lower before the heating of the internal combustion engine is complete. According to this aspect, the density in the cylinder is higher before the heating of the internal combustion engine is complete than after the heating is complete, and therefore the penetration of the fuel spray, at a low equivalence ratio, may be reduced compared to penetration following completion of heating. Therefore, the adhesion of fuel to the inner wall surface of the cylinder, before completion of heating, can be reduced.
    [011] In an aspect of the first control apparatus, the supply rate control means can calculate the EGR gas supply rate and the low density substance supply rate, based on the fuel injection pressure , as well as in the equivalence relationship, and then control the EGR device and the low density substance supply device based on a calculation result obtained. Fuel spray penetration varies in response to variation in fuel injection pressure. According to this aspect, the EGR gas supply rate and the low density substance supply rate are calculated based on the fuel injection pressure as well as the equivalence relationship, and therefore the penetration of the spray. fuel may be adequate.
    [012] In an aspect of the first control apparatus, the low-density substance supply apparatus can supply condensed water, generated in an internal combustion engine discharge system, to the cylinder as the low-density substance. According to this aspect, condensed water, generated in the discharge system of the internal combustion engine, is used, thereby eliminating the need to prepare and re-supply a low density substance. Furthermore, the supplied condensed water is vaporized in the cylinder, with the consequence that a combustion temperature decreases. At a high equivalence ratio, therefore, the condensed water supply rate is increased rather than reducing the EGR gas supply rate, and therefore a NOx generation elimination effect can be maintained while eliminating a increase in density in the cylinder.
    [013] A second control apparatus, according to the invention, is applied to an internal combustion engine, in which fuel is injected into a cylinder, the internal combustion engine including an EGR apparatus, which provides a part of cylinder discharge gas, as EGR gas, and a component ratio modification means capable of modifying the proportions of water and carbon dioxide in the EGR gas. The second control apparatus includes an equivalence ratio calculation means, for calculating an internal combustion engine equivalence ratio, and a component ratio control means, for controlling the component ratio modification means, so that when the equivalence ratio is high, a proportion of water in the EGR gas increases and a proportion of carbon dioxide in the EGR gas decreases, relative to when the equivalence ratio is low.
    [014]According to the second control device, when the equivalence ratio is high, the proportion of water in the EGR gas increases and the proportion of carbon dioxide in the EGR gas decreases, relative to when the equivalence ratio is low. Consequently, the density in the cylinder decreases when the equivalence ratio is high and increases when the equivalence ratio is low. Therefore, the density in the cylinder decreases at a high equivalence ratio, and therefore overload diffusion can be promoted, with the result that the generated quantities of smoke and HC can be eliminated. On the other hand, cylinder density increases at a low equivalence ratio, and therefore fuel spray penetration can be reduced, with the result that increases in cooling loss and HC generated amount caused by adhesion of fuel on the inner wall surface of the cylinder, can be eliminated.
    [015]In the second control apparatus, there are no particular limitations on the equivalence ratio calculation process. For example, the equivalence ratio calculation means can calculate the equivalence ratio based on an operating condition of the internal combustion engine.
    [016] In an aspect of the second control apparatus, the component proportion control means may control the component proportion modification means, so that the proportion of carbon dioxide in the EGR gas, in a case in which the equivalence ratio is less than a predetermined value, before the heating of the internal combustion engine is complete, than after the heating-up of the internal combustion engine is complete. According to this aspect, the density in the cylinder is greater before the heating with the internal combustion engine is complete than after the heating of the internal combustion engine is complete, and therefore the penetration of the fuel spray at a low ratio of equivalence may be reduced compared to penetration following completion of heating. Therefore, the adhesion of fuel to the inner wall surface of the cylinder, before completion of heating, can be eliminated, and therefore the proportion of HC, generated before completion of heating, can be reduced.
    [017] In one aspect of the second control apparatus, the component ratio control means can calculate the proportion of water in the EGR gas and the proportion of carbon dioxide in the EGR gas, based on a fuel injection pressure , as well as the equivalence relationship, and then control the means of modifying component proportions based on a obtained calculation result. According to this aspect, the proportion of water in the EGR gas and the mode of carbon dioxide in the EGR gas are calculated based on the fuel injection pressure, as well as the equivalence relationship, and therefore the penetration of the sprinkler of fuel may be adequate.
    [018] In an aspect of the second control apparatus, a separation means to separate carbon dioxide from the EGR gas, an adjustment means capable of adjusting an amount of carbon dioxide separate from the EGR gas, and a mechanism of condensed water supply, which adds the condensed water, generated in an internal combustion engine discharge system, to the EGR gas, from which carbon dioxide has been separated by the separation medium, can be provided as the medium of modification of component proportions. Accordingly, the condensed water, generated in the discharge system of the internal combustion engine, is used, thereby eliminating the need for preparation and re-supply of a low-density substance. Furthermore, the condensed water supplied is vaporized in the cylinder, with the result that the combustion device decreases. At a high equivalence ratio, therefore, the proportion of water in the EGR gas is increased, rather than reducing the proportion of carbon dioxide in the EGR gas, and therefore the elimination effect of NOx generation can be maintained. while eliminating an increase in density in the cylinder. BRIEF DESCRIPTION OF THE DRAWINGS
    [019] Figure 1 is a view showing an overall configuration of an internal combustion engine, according to an embodiment of the invention.
    [020] Figure 2 is a view showing a relationship between an equivalence relationship and a penetration.
    [021] Figure 3 is a view showing a feature of a calculation map, used to calculate the EGR gas and condensed water supply rates.
    [022] Figure 4 is a view showing a characteristic of a map, used to calculate a basic equivalence relation corresponding to a load.
    [023] Figure 5 is a flowchart showing an example of a control routine, according to a first embodiment.
    [024]Figure 6 is a flowchart showing an example of a control routine, according to a second embodiment.
    [025]Figure 7 is a view showing a feature of a map used to specify a density in the cylinder.
    [026] Figure 8 is a flowchart showing an example of a control routine, according to a third embodiment.
    [027] Figure 9 is a view showing a feature of a calculation map, used to calculate the respective openings of an EGR valve and a condensed water supply valve of the density in the cylinder specified in Figure 7.
    [028] Figure 10 is a view showing a characteristic of a control, according to a fourth embodiment.
    [029] Figure 11 is a flowchart showing an example of a control routine, according to a fourth embodiment.
    [030] Figure 12 is a view showing an overall configuration of an internal combustion engine, according to a fifth embodiment.
    [031] Figure 13 is a view showing a feature of a calculation map, used to specify the proportions of water and carbon dioxide in the EGR gas.
    [032] Figure 14 is a flowchart showing an example of a control routine, according to a fifth embodiment.
    [033] Figure 15 is a flowchart showing an example of a control routine, according to a sixth embodiment. WAYS TO CONDUCT THE INVENTION (First implementation)
    [034]As shown in Figure 1, an internal combustion engine 1A is configured with a series-type four-cylinder diesel engine, in which the four-cylinder 2 are arranged in a single direction. The 1A internal combustion engine is installed in an automobile, for example, as a displacement drive source. A fuel injection valve 3 is provided on the internal combustion engine 1A for each cylinder 2, to supply fuel to the cylinders 2. The respective injection valves 3 are connected to a common rail 5, to which fuel is pumped, and fuel is supplied to the respective fuel injection valves 3 by the common rail 5. An inlet passage 6 and an outlet passage 7 are connected to the respective cylinders 2. The inlet passage 6 includes an inlet bypass 8, which bifurcates to all cylinders 2. A compressor 9a of a turbocharger 9 is provided upstream of the intake tap 8. The discharge passage 7 includes an exhaust tap 10, in which exhaust gas from the respective cylinders 2 is collected. A turbine 9b of the turbocharger 9 is provided downstream of the discharge bypass 10. An exhaust gas purification apparatus, not shown in the drawing, is provided on a downstream side of the turbine 9b, so that the exhaust gas , passing through turbine 9b, is purified by the discharge gas purification apparatus and then released to the atmosphere.
    [035] As shown in Figure 1, two EGR apparatus 20A, 20B are provided in the internal combustion engine 1A, to implement EGR so that a part of the exhaust gas is recirculated to the inlet system as EGR gas, to reduce NOx and improve fuel efficiency. The 1A internal combustion engine suitably uses two EGR 20A, 20B apparatus according to one charge. The first EGR 20A apparatus is configured as a low pressure closed loop type EGR apparatus. The first EGR apparatus 20A includes a first EGR passage 21, which connects the discharge passage 7, on a downstream side of the turbine 9b, to the inlet passage 6, on an upstream side of the compressor 9a, a first EGR valve 22, which regulates an EGR gas flow, and a first EGR cooler 23, which cools the EGR gas. The second EGR apparatus 20B includes a second EGR passage 26, which connects the discharge tap 10 to the inlet tap 8, a second EGR valve 27, which regulates the flow of the EGR gas, and a second EGR cooler 28, which cools the gas EGR.
    [036] Respective EGR coolers 23, 28 reduce an EGR gas temperature using 1A internal combustion engine cooling water, as a coolant, by performing heat exchange between the coolant and the hot discharge gas. When the temperature of the EGR gas is reduced, the moisture contained in the EGR gas condenses, and therefore condensed water is generated in the respective EGR coolers 23, 28. A condensed water treatment apparatus 30 is provided in the motor of 1A internal combustion, to collect and treat the condensed water generated by the respective EGR coolers 23, 28.
    [037] The condensed water treatment apparatus 30 includes a condensed water tank 31, which stores the condensed water generated by the EGR coolers 23, 28, a first collection passage 32, which connects the first EGR cooler 23 to the water tank condensed water 31, a second collection passage 33, which connects the second EGR cooler 23 to the condensed water tank 31, and a condensed water supply mechanism 35, serving as a low-density substance supply apparatus, which supplies condensed water. CW, stored in condensed water tank 31, to internal combustion engine intake system 1A. The condensed water supply mechanism 35 includes a condensed water passage 36, which connects the condensed water tank 31 to the inlet tap 8 of the inlet passage 6. An electric pump 37 and a water supply valve condensed water 38, which regulates a supply amount of pressurized condensed water by the pump 37, are provided in the condensed water passage 36. A tip end portion 36a of the condensed water passage 36 is configured as a nozzle, so that when the condensed water supply valve 38 is opened, pressurized condensed water is injected from the end tip portion 36a in mist form. The amount of condensed water supply can be controlled by controlling an opening of the condensed water supply valve 38.
    [038] An engine control unit (ECU) 40 is provided in the 1A internal combustion engine and configured as a computer, which controls a fuel injection amount and an injection timing using the fuel injection valves 3, during the main operational control, and is also used to control the EGR apparatus 20A, 20B and the condensed water treatment apparatus 30. Signals from a large number of sensors, which detect various physical quantities, are fed into the ECU 40 to capture an operating condition of the 1A internal combustion engine. A crank angle sensor 41, which transmits a signal corresponding to a crank angle of the internal combustion engine 1A, a throttle opening sensor 42 which transmits a signal corresponding to a degree of lowering (a throttle opening. a) of an accelerator pedal 39 provided in the internal combustion engine 1A, an air flow meter 43 which transmits a signal corresponding to an oxygen concentration of the exhaust gas, and so on, for example, are provided in the 1A internal combustion engine as the sensors relating to the invention, and which transmit signals from the sensors, are introduced into the ECU 40.
    [039] A feature of this embodiment is that the ECU 40 controls an EGR gas supply and a condensed water supply in a coordinated mode. As the amount of EGR gas supplied increases, a density (a density in the cylinder) of gas supplied to cylinder 2 increases, thereby impairing the diffusion of fuel spray through cylinder 2. In other words, at an injection pressure of constant fuel, a penetration of the fuel spray evenly decreases as the density in the cylinder increases. Consequently, when the amount of EGR gas becomes excessive, an air utilization rate in cylinder 2 decreases, and therefore the generated amounts of smoke and HC increase. Furthermore, when penetration is very strong, increases in cooling loss and the amount of HC generated occur as a result of fuel adhering to an inner wall surface of cylinder 2.
    [040]As shown by a solid line in Figure 2, at a constant fuel injection pressure, fuel spray penetration increases uniformly as a 1A internal combustion engine equivalence ratio increases. To eliminate increases in smoke and HC at a high equivalence ratio, and to eliminate increases in cooling loss and amount of HC generation at a low equivalence ratio, it is desirable to increase penetration when the equivalence ratio is high, and reduce penetration when the equivalence ratio is low. In the control according to this embodiment, as shown by a dotted line in Figure 2, the density in the cylinder is varied with the equivalence ratio, to increase penetration when the equivalence ratio is high, and to reduce penetration, when the equivalence ratio is low. Furthermore, the density in the cylinder is varied by varying an EGR gas supply rate and a condensed water supply rate, according to the equivalence relationship.
    [041] EGR gas is exhaust gas generated as a result of fuel combustion, and therefore contains carbon dioxide (CO2) and water (H2O) as the main components. Furthermore, the main component of condensed water is water. Therefore, by varying the EGR gas supply rate, a proportion of carbon dioxide and a proportion of water in the gas fed to cylinder 2 can be varied. In other words, when the EGR gas supply rate decreases, the proportion of carbon dioxide in cylinder 2 decreases, and when the condensed water supply rate increases, the proportion of water in cylinder 2 increases. Water is a low-density substance having a lower molecular weight than carbon dioxide. Therefore, variations in the proportion of carbon dioxide and the proportion of water in cylinder 2 promote the variation in density in the cylinder.
    [042] As shown in Figure 3, in the control according to this embodiment, the condensed water supply rate is increased and the EGR gas supply rate is reduced, when the equivalence ratio is high relative to when the supply rate is low. By doing this, the density in the cylinder decreases when the equivalence ratio is high relative to when the equivalence ratio is low, and therefore, as shown by the dotted line in Figure 2, penetration increases when the ratio of equivalence is high and decreases when the equivalence ratio is low.
    [043] The ECU 40 manipulates the EGR gas supply rate and the condensed water supply rate, respectively, according to the equivalence ratio specified by the calculation map shown in Figure 3. The supply quantity of EGR gas can be controlled according to the respective openings of the EGR valves 22, 27, while the amount of condensed water supply can be controlled according to an opening of the condensed water supply valve 38. A ECU 40 therefore specifies an EGR gas supply rate and a condensed water supply rate, corresponding to the equivalence relation, by referring to the calculation map shown in Figure 3. The ECU 40 then calculates the openings of the respective EGR valves 22, 27 and an opening of the condensed water supply valve 38, in which these supply rates are promoted, and controls the respective valves 22, 27, 38, so as to promote the openings. The openings of the respective valves 22, 27, 38 are calculated based on a specification result, obtained by specifying an equivalence relationship between the EGR gas and condensed water supply rates and the openings of the respective valves 22, 27, 38 beforehand, through tests and simulations of prototypes. As described above, the two EGR apparatus 20A, 20B are suitably used according to the load of the internal combustion engine 1A. In other words, three modes, that is, a mode in which the two EGR devices 20A, 20B are used simultaneously, a mode in which only the first EGR device 20A is used, and a mode in which only the second EGR device 20B is used, there are as the EGR implementation modes. Therefore, the openings of the respective valves 22, 27, 38 are calculated for each mode.
    [044] As shown in Figure 4, a relationship between the equivalence ratio and the load (the amount of fuel injection) of the 1A internal combustion engine is not a simple proportional relationship, and varies according to whether whether or not the EGR is ongoing and the EGR amount. In other words, the load can vary at a constant equivalence relation, as shown by A in Figure 4, and the equivalence relation can vary at a constant load, depending on whether or not the EGR is in progress, as shown by B in Figure 4. In the control according to this embodiment, the EGR gas supply rate and the condensed water supply rate are controlled based on the equivalence relationship, and therefore the density in the cylinder can be precisely controlled. without being affected whether or not the EGR is ongoing and by the amount of EGR.
    [045]Figure 5 shows an example of a control routine implemented by the ECU 40. A control routine program, shown in Figure 5, is stored in the ECU 40, read at a suitable time and executed repeatedly. predetermined intervals.
    [046]At step S1, the ECU 40 calculates the amount of fuel injection from the 1A internal combustion engine. The ECU 40 specifies the throttle opening by reference to the output signal from the throttle opening sensor 42, and calculates the amount of fuel injection based on the throttle opening. In step S2, the ECU 40 calculates a basic equivalence ratio based on the operating condition, or in other words, the amount of fuel injection (the load) of the 1A internal combustion engine. The basic equivalence relationship is a uniquely defined equivalence relationship according to the amount of fuel injection and specified by a map having a characteristic, such as that shown in Figure 4. With reference to the map shown in Figure 4, the ECU 40 calculates the basic equivalence ratio based on the amount of fuel injection (the load) calculated in step S1 and whether or not EGR is being implemented. For example, as shown in Figure 4, when load is B and EGR is being implemented, Φ2 is calculated as the basic equivalence relationship, while when load is B and EGR is not being implemented, Φ1 is cal- calculated with the basic equivalence relationship. As is common practice, the equivalence relationship is defined as the inverse by the excessive air ratio, which is obtained by dividing the air-fuel ratio by the stoichiometric air-fuel ratio.
    [047] In step S3, the ECU 40 specifies the EGR supply rate and the condensed water supply rate corresponding to the basic equivalence ratio, calculated in step S2, by referring to the calculation map shown in Figure 3. In step S4, the ECU 40 calculates the respective openings of the EGR valves 22, 27 and the condensed water supply rate 38 based on the respective supply rates specified in step S3. Note that in the mode in which the first EGR 20A device and the second EGR 20B device are used simultaneously, the ECU 40 calculates the respective openings of the two EGR valves 22, 27 and the condensed water supply valve 38. Even more, in mode where only the first EGR 20A device is used, the ECU 40 calculates the respective openings of the first EGR valve 22 and condensed water supply valve 38. Furthermore, in the mode where only the second EGR 20B device is used, the ECU 40 calculates the respective openings of the second EGR valve 27 and the condensed water supply valve 38.
    [048]In step S5, the ECU 40 operates at least one of the first EGR valve 22 and the second EGR valve 27, to promote the openings calculated in step S6. In step S6, ECU 40 operates condensed water supply valve 38 to promote the opening calculated in step S4. The ongoing routine is then terminated.
    [049] The openings of the respective valves 22, 27, 38, calculated in step S4 of Figure 5, are calculated based on the supply rates specified by the calculation map shown in Figure 3. Therefore, by operation of the respective valves 22, 27 , 38 at the openings calculated in step S4, an EGR gas supply rate and a condensed water supply rate corresponding to the current equivalence relation are promoted.
    [050]According to this embodiment, therefore, the density in the cylinder of the 1A internal combustion engine decreases when the equivalence ratio is high and increases when the equivalence ratio is low. Therefore, the density in the cylinder decreases at a high equivalence ratio, and therefore fuel spray diffusion can be promoted, with the result that the generated amounts of smoke and HC can be eliminated. On the other hand, cylinder density increases at a low equivalence ratio, and therefore fuel spray penetration can be reduced, with the result that increases in cooling loss and the amount of HC generated, caused by fuel adhesion on the inner wall surface of cylinder 2 can be eliminated. By executing the control routine shown in Figure 5, the ECU 40 is functional as a supply rate control means, in accordance with the invention. Furthermore, by performing step S2 of Figure 5, the ECU 40 functions as a means of calculating equivalence ratio according to the invention. (Second Embodiment)
    [051] Next, with reference to Figure 6, a second embodiment of the invention will be described. The second embodiment is identical to the first embodiment apart from the control content part. The physical configuration of the second embodiment can therefore be understood with reference to Figure 1. The second embodiment differs from the first embodiment in the process of calculating the equivalence relationship. A program from a control routine, shown in Figure 6, is stored in the ECU 40, read at a suitable time, and executed repeatedly at predetermined intervals.
    [052] In step S11, similarly as in the first embodiment, the ECU 40 specifies the throttle opening by reference to the output signal from the throttle opening sensor 42, and calculates the amount of fuel injection based on the throttle opening. In step S12, ECU 40 obtains an air quantity by reference to the output signal of air flow meter 43. In step S13, ECU 40 obtains the oxygen concentration of the exhaust gas by reference to the output signal of sensor A /F of the exhaust gas 44. In step S14, the ECU 40 calculates the equivalence relation of the 1A internal combustion engine based on the amount of fuel injection, the amount of air, and the obtained oxygen concentration, respectively. , in steps S11 to S13. The processing conducted in steps S15 to S18 is identical to that in steps S3 to S6, according to the first embodiment, shown in Figure 5, and therefore its description has been omitted.
    [053] According to the second embodiment, similarly to the first embodiment, the generated amounts of smoke and HC can be eliminated when the equivalence ratio is high, and increases in cooling loss and the generated amount of HC can be eliminated when the equivalence ratio is low. By executing the control routine shown in Figure 6, the ECU 40 functions as the supply rate control means according to the invention. Furthermore, by performing step S14 in Figure 6, the ECU 40 functions as the equivalence ratio calculation means according to the invention. (Third Embodiment)
    [054] Next, with reference to Figures 7 to 9, a third embodiment of the invention will be described. The third embodiment is identical to the first embodiment apart from the controlling content. The physical configuration of the third embodiment can therefore be understood with reference to Figure 1. The ECU controls a fuel injection pressure of the internal combustion engine 1A, or in other words an internal pressure of the common rail 5, according to the operating condition of the 1A internal combustion engine. When the fuel injection pressure varies, the penetration of the fuel spray is thus affected, and it may therefore be impossible to obtain adequate penetration by simply varying the density in the cylinder, in a manner similar to the first or second embodiment. Therefore, in the third embodiment, an adequate penetration is obtained by calculating the EGR gas supply rate and the condensed water supply rate, based on the fuel injection pressure as well as the equivalence relationship.
    [055]Equation 1, shown below, which is called a "Hiroyasu formula", is widely available as an empirical formula defining a relationship between fuel injection pressure and penetration intensity.

    [056] In this case, S denotes the penetration intensity, Pinj denotes the fuel injection pressure' Pa denotes an atmospheric pressure in the cylinder' Pa denotes the density in the cylinder' d0 denotes an injection hole diameter' et denotes time.
    [057]The density in cylinder Pa and atmospheric pressure in cylinder Pa are proportional'and'therefore' when A is established as a coefficient' equation 1 can be seen as equation 2' shown below.

    [058]By solving equation 2 with respect to atmospheric pressure in the cylinder Pa and establishing B as a coefficient', equation 3 is obtained.

    [059]Furthermore' the density in the cylinder Pa and the atmospheric pressure in the cylinder Pa are proportional' as described above'and'therefore' when C is established as a coefficient' equation 3 can be seen as a 4' equation shown below.

    [060] In this case' a desired penetration intensity is determined for each equivalence relationship (see Figure 2) and entered into equation 4. Therefore' a relationship between the fuel injection pressure and the density in the cylinder' with which it is desired to obtain the desired penetration intensity' is obtained for each equivalence relation. By placing these three parameters in order, that is, the equivalence ratio, the fuel injection pressure and the density in the cylinder, a map shown in Figure 7 is obtained.
    [061] In the third embodiment, the density in the cylinder, corresponding to the equivalence relationship and fuel injection pressure of the moment, is specified by reference to a map, as shown in Figure 7, in which the density in the cylinder is presented by using the equivalence ratio and the fuel injection pressure as variables. The respective openings of the EGR valves 22, 27 and the condensed water supply valve 38 are then determined so as to obtain an EGR gas supply rate and a condensed water supply rate corresponding to the specified cylinder density, whereby the respective valves 22, 27, 38 are operated so as to obtain the determined openings.
    [062]A control routine program, shown in Figure 8, is stored in the ECU 40, read at a suitable time, and executed repeatedly at predetermined intervals. In step S21, the ECU 40 calculates the equivalence ratio of the 1A internal combustion engine. The equivalence relationship can be calculated by using the process of the first embodiment or the process of the second embodiment. In step S22, the ECU 40 obtains the fuel injection pressure. The ECU 40 obtains fuel injection pressure based on an output signal from a pressure sensor, not shown in the drawings, attached to common rail 5.
    [063] In step S23, the ECU 40 specifies the density in the cylinder corresponding to the equivalence ratio and the moment fuel injection pressure, based, for example, on the calculation map shown in Figure 7. In step S24 , the ECU 40 calculates the openings of the EGR valves 22, 27, corresponding to the in-cylinder density specified in step S23 by reference to a calculation map shown, for example, in Figure 9. In step S25, the ECU 40 calculates an opening of the condensed water supply valve 38, corresponding to the density in the cylinder specified in step S23 by reference to the same calculation map. The calculation map in Figure 9 corresponds to an operating region in which the ECU 40 uses only the first EGR 20A device. Note that the calculation maps, having similar characteristics to those in Figure 9, are prepared, respectively, for the mode in which the two EGR 20A, 20B devices are used simultaneously, and the mode in which only the EGR 20B device is used . In step S24 and step S25, the calculation map corresponding to the current operating region is selected, and the respective apertures are calculated based on the selected calculation map.
    [064]In step S26, the ECU 40 operates at least one of the first EGR valve 22 and the second EGR valve 27, in order to obtain the calculated opening in step S24. In step S27, ECU 40 operates condensed water supply valve 38 so as to obtain the opening calculated in step S25. The ongoing routine is then terminated.
    [065] In the calculation maps used in steps S24 and S25 of Figure 8, the openings of the respective valves 22, 28, 38 are calculated in order to promote the EGR gas supply rate and the condensed water supply rate, in the which one obtains the in-cylinder density specified by the map shown in Figure 7. The in-cylinder density specified by the map shown in Figure 7, similarly to that in Figure 3, decreases uniformly as the equivalence relationship increases. In other words, the density in the cylinder of the 1A internal combustion engine decreases at a high equivalence ratio and increases at a low equivalence ratio. The map in Figure 7 defines the density in the cylinder at which the proper penetration intensity is obtained, based on the equivalence relationship and the fuel injection pressure. Fuel spray penetration can therefore remain adequate even when fuel injection pressure varies. By executing the control routine shown in Figure 8, the ECU 40 functions as the supply rate control means according to the invention. Furthermore, by performing step S21 of Figure 8, the ECU 40 functions as the means of calculating the equivalence ratio according to the invention.(Fourth Embodiment)
    [066] Next, with reference to Figures 10 and 11, a fourth embodiment of the invention will be described. The fourth embodiment is identical to the first embodiment apart from the control content. The physical configuration of the fourth embodiment can therefore be understood with reference to Figure 1. In the fourth embodiment, as shown in Figure 10, the EGR gas supply rate and the condensed water supply rate are controlled, so that, in a case where the equivalence ratio is less than a predetermined value Φt, the water ratio is lower before the heating of the internal combustion engine 1A is complete than after the heating is complete.
    [067]A control routine program, shown in Figure 11, is stored in the ECU 40, read at a suitable time, and executed repeatedly at predetermined intervals. In step S31, the ECU 40 calculates the equivalence ratio of the 1A internal combustion engine. The equivalence relationship can be calculated by using the process of the first embodiment or the process of the second embodiment. In step S33, the ECU 40 calculates the opening of the condensed water supply valve 38. Any of the processes described in the first to third embodiments can be employed to calculate the respective openings in steps S32 and S33.
    [068]In step S34, the ECU 40 determines whether or not the equivalence ratio, calculated in step S31, is less than the predetermined value Φt. The predetermined value Φt is adjusted in consideration of the degree of an adverse effect, caused by fuel adhering to an inner wall surface of the cylinder 2, prior to completion of heating, to be described below. When the equivalence ratio is less than the predetermined value Φt, or in other words, when the equivalence ratio is less than the predetermined value Φt, the routine advances to step S35. When the equivalence relationship equals or exceeds the predetermined value Φt, the routine skips steps S35 and S36 and advances to step S37.
    [069]At step S35, the ECU 40 determines whether or not the heating of the 1A internal combustion engine is complete. The ECU 40 determines that heating is not yet complete when, for example, a cooling water temperature, representing the temperature of the 1A internal combustion engine, is below 80°C. When the warm-up is not yet complete, the routine advances to step S36. When the 1A internal combustion engine warm-up is complete, the routine skips step S36 and advances to step S37.
    [070]In step S36, the ECU 40 corrects the respective openings of the EGR valves 22, 27 and the condensed water supply valve 38, calculated in steps S32 and S33. The respective openings are corrected by correcting the openings of the EGR valves 22, 27 towards an open side and correcting the opening of the condensed water supply valve 38 towards a closed side. The degrees of correction are adjusted according to the equivalence relationship to obtain heat completion supply rates, as shown in Figure 10.
    [071] In step S37, the ECU 40 operates at least one of the first EGR valve 22 and the second EGR valve 27, in order to obtain the opening calculated in step S32 or the corrected opening promoted in step S36. In step S38, the ECU 40 operates the condensed water supply valve 38 so as to obtain the opening calculated in step S53 or the corrected opening promoted in step S36. The ongoing routine is then terminated.
    [072] According to the fourth embodiment, when the equivalence ratio is less than the predetermined value Φt and heating is not yet complete, the openings of the EGR valves 22, 27 are corrected towards the open side, and the opening of the condensed water supply valve 38 is corrected towards the closed side in step S36 of Figure 11. Consequently, the condensed water supply rate, when the equivalence ratio is less than the predetermined value Φt, becomes smaller before the heating is complete than after the heating is complete. Therefore, the density in the cylinder, at a low equivalence ratio before complete heating, becomes greater than the density in the cylinder following completion of heating, with the result that the penetration of the fuel spray can be reduced in comparison. with penetration following completion of heating. Therefore, the adhesion of fuel to the inner wall surface of cylinder 2, before completion of the like, can be eliminated, and therefore the amount of HC generated before completion of heating can be reduced. By executing the control routine shown in Figure 11, the ECU 40 works with the supply rate control means according to the invention. Furthermore, by executing step S31 of Figure 11, the ECU 40 works with the equivalence ratio calculation means according to the invention.(Fifth Embodiment)
    [073] Next, with reference to Figures 12 to 14, a fifth embodiment of the invention will be described. As shown in Figure 12, the fifth embodiment is applied to an internal combustion engine 1B, which differs from the internal combustion engine 1A of Figure 1 in the EGR system and at the condensed water supply site. The configurations of the internal combustion engine 1B, which are shared with the internal combustion engine 1A, are illustrated in Figure 12 using identical reference symbols, and their description has been omitted.
    [074]The 1B internal combustion engine includes the first EGR 20a apparatus and a second EGR 20b' apparatus. The second EGR apparatus 20B' is provided with a carbon dioxide separator (hereinafter referred to as a separator) 50, serving as a separation means, which separates carbon dioxide from the EGR gas, a bypass passage 51 provided in the second passage EGR 26, in order to avoid the separator 50, and a flow distribution modification valve 52, provided in a position of convergence between the bypass passage 51 and the second passage EGR 26, in order to be able to of continuously modifying a flow distribution between a flow through bypass passage 51 and a flow through separator 50. The separator 50 is provided in the second passage EGR 26 on a downstream side of the second EGR cooler 28. A conventional apparatus, capable of separating carbon dioxide using one of several processes, such as a chemical separation process or a physical adsorption process, can be applied as the separator 50. Bypass passage 51 is connected between the second chiller r EGR 28 and separator 50 on an upstream side and connected between separator 50 and the second EGR 27 valve on a downstream side.
    [075] The flow distribution modification valve 52 is capable of modifying the flow distribution of a condition, in which the separator 50 is closed, so that the flow through the separator 50 remains at zero, whereby all of the EGR gas flowing through the second EGR passage 26 flows through the bypass passage 51, to a condition in which the bypass passage 51 is closed so that the flow through the bypass passage 51 remains at zero, whereby all the EGR gas flowing through the second EGR passage 26 flows through the separator 50. By operating the flow distribution modification valve 52, the amount of carbon dioxide, separated from the EGR gas, can be adjusted. Therefore, the bypass passage 51 and the flow distribution modification valve 52 work in combination with an adjustment means according to the invention.
    [076] The condensed water supply mechanism 35 is configured so that the tip end portion 36a of the condensed water passage 36 is connected to the second EGR passage 26, between the flow distribution modification valve 52 and the second valve EGR 27. Therefore, the condensed water, stored in the condensed water tank 31, can be supplied to the second passage EGR 26, between the flow distribution modification valve 52 and the second valve EGR 27. How described above, the amount of condensed water supply can be controlled by operating the condensed water supply valve 38. By operating the flow distribution modification valve 52 and the condensed water supply valve 38, respectively, the proportions of water and carbon dioxide in the EGR gas can be modified. Therefore, the separator 50, the bypass passage 51, the flow distribution modifying valve 52 and the condensed water supply mechanism 35 together constitute the means for modifying the proportions of components according to the invention.
    [077]The ECU 40 controls the density in the cylinder by modifying the proportions of water and carbon dioxide in the EGR gas, according to the equivalence ratio of the 1B internal combustion engine. Similar to the first through fourth embodiments described above, the density in the cylinder is controlled so as to decrease at a high equivalence ratio and increase at a low equivalence ratio. More specifically, the ECU 40 calculates the proportions of water (H2O) and carbon dioxide (CO2) in the EGR gas, corresponding to the equivalence ratio of the 1B internal combustion engine, based on the calculation map shown in Figure 13, and then operates the flow distribution modification valve 52 and the condensed water supply valve 38 so that the calculated proportions can be promoted.
    [078]Figure 14 shows an example of a routine implemented by the ECU 40. A program of the control routine shown in Figure 14 is stored in the ECU 40, read at a suitable time and executed repeatedly at predetermined intervals.
    [079]In step S41, the ECU 40 calculates the fuel injection amount of the 1B internal combustion engine. Similar to the embodiments described above, the ECU 40 specifies the throttle opening by reference to the output signal from the throttle opening sensor 42, and calculates the amount of fuel injection based on the throttle opening. In step S42, the ECU 40 calculates the basic equivalence ratio based on the operating condition, or, among other words, the amount of fuel injection (the load), of the 1B internal combustion engine. Similar to the first embodiment, the basic equivalence relationship is an equivalence relationship defined uniquely according to the amount of fuel injection and specified by a map having characteristics such as that shown in Figure 4. With reference to In the map shown in Figure 4, the ECU 40 calculates the base equivalence ratio based on the amount of fuel injection (the load) calculated in step S41 and whether or not EGR is being implemented.
    [080]In step S43, the ECU 40 specifies the proportions of water and carbon dioxide in the EGR gas corresponding to the equivalence ratio calculated in step S42 by referring to a calculation map shown in Figure 13. In step S44, the ECU 40 calculates a flow distribution between the flow through the separator 50 and the flow through the bypass passage 51 so as to obtain the proportions of water and carbon dioxide specified in step S43. In step S45, the ECU 40 calculates an opening of the condensed water supply valve 38, at which the proportions of water and carbon dioxide, specified in step S43, are obtained. Flux distribution and aperture are calculated in steps S44 and S45, respectively, based on the calculation map, not shown in the drawings, determined in advance through prototype tests and simulations. Note that this embodiment is applied only in the mode in which the two EGR devices 20A, 20B are used simultaneously, or in the mode in which only the second EGR 20B' device is used, and therefore the calculation map, not shown in the drawings, is prepared in relation to both these two modes.
    [081]In step S46, the ECU 40 operates the flow distribution modification valve 52, so as to promote the flow distribution calculated in step S44. In step S47, ECU 40 operates condensed water supply valve 38 so as to obtain the opening calculated in step S45. The ongoing routine is then terminated.
    [082] According to the control routine shown in Figure 14, when the EGR is implemented, the proportions of water and carbon dioxide in the EGR gas, supplied to cylinder 2 of the 1B internal combustion engine, are controlled in the proportions shown in Figure 13. More specifically, at a high equivalence ratio, the proportion of water in the EGR gas is greater and the proportion of carbon dioxide in the EGR gas is less than at a low equivalence ratio. In other words, similarly to the embodiments described above, the density in the cylinder of the internal combustion engine 1B decreases at a high equivalence ratio and increases at a low equivalence ratio. Therefore, the density in the cylinder decreases at a high equivalence ratio, and therefore diffusion of the control apparatus can be promoted, with the result that the generated quantities of smoke and HC can be eliminated. On the other hand, cylinder density increases at a low equivalence ratio, and therefore fuel spray penetration can be reduced, with the result that increases in cooling loss and HC generated amount caused by fuel adhesion on the inner wall surface of cylinder 2, can be eliminated. By executing the control routine shown in Figure 14, the ECU 40 functions as the means of controlling component proportions according to the invention. Furthermore, by executing step S42, the ECU 40 functions as the means of calculating the equivalence ratio according to the invention.(Sixth Embodiment)
    [083] Next, with reference to Figure 15, a sixth embodiment of the invention will be described. The sixth embodiment is identical to the fifth embodiment apart from the control content. The physical configuration of the sixth embodiment can therefore be understood with reference to Figure 14. The sixth embodiment differs from the fifth embodiment in the process of calculating the equivalence relationship. A program of a control routine shown in Figure 14 is stored in the ECU 40, read at an appropriate time, and executed repeatedly at predetermined intervals.
    [084] In step S51, similarly to the fifth embodiment, the ECU 40 specifies the throttle opening by reference to the output signal of the throttle opening sensor 42, and calculates the amount of fuel injection based on the opening of the accelerator. In step S52, the ECU 40 obtains the proportion of air with reference to the output signal of the air flow meter 43. In step S53, the ECU 40 obtains the oxygen concentration of the exhaust gas by reference to the output signal of the exhaust gas A/F sensor 44. In step S54, the ECU 40 calculates the equivalence ratio of the internal combustion engine 1B based on the amount of fuel injection, the amount of air and the oxygen concentration obtained respectively. in steps S51 to S53. The processing performed in steps S55 to S59 is identical to that of steps S43 to S47, according to the fifth embodiment, shown in Figure 14, and therefore its description has been omitted.
    [085] According to the sixth embodiment, similarly to the fifth embodiment, the generated amounts of smoke and HC can be eliminated, when the equivalence ratio is high, and the increases in cooling loss and the generated amount of HC can be eliminated. By executing the control routine shown in Figure 14, the ECU 40 functions as the means of controlling component proportions according to the invention. Furthermore, by executing step S42, the ECU 40 functions as the means of controlling component proportions according to the invention. Furthermore, by carrying out step S54 in Figure 15, the ECU 40 operates with the equivalence ratio calculation means according to the invention.
    [086] The invention is not limited to the embodiments described above, and can be implemented in various embodiments within the scope of the spirit of the invention. In the first to fourth embodiments, condensed water is used as the low density substance, but the use of condensed water or water as the low density substance is merely an example. By supplying the low-density substance to the inlet system, the density in the cylinder can be varied. The object of the invention can also be achieved by using an inert substance, which has a lower molecular weight than carbon dioxide (molecular weight 44) and does not adversely affect combustion, such as helium, nitrogen or neon, by example instead of water as the low density substance.
    [087] In the first to fourth embodiments, condensed water, generated in the exhaust system of the internal combustion engine, is supplied to the cylinder, thereby eliminating the need to prepare and re-supply a low-density substance. Furthermore, the condensed water supplied is vaporized in the cylinder, thereby reducing the combustion temperature. At a high equivalence ratio, therefore, the condensed water supply rate is increased rather than reducing the EGR gas supply rate, and therefore a NOx generation elimination effect can be maintained while eliminating a increased density in the cylinder.
    [088]In the first through fourth embodiments, EGR gas is supplied to the cylinder through the inlet passage, but in a modified embodiment, EGR gas can be supplied directly to the cylinder. Further, in the first through fourth embodiments, condensed water is supplied to the cylinder through the inlet passage, but instead, condensed water can be supplied from the cylinder through the discharge passage, during a period of valve overlap, using a process similar to the so-called internal EGR. Furthermore, condensed water can be supplied directly to the cylinder. When an inert substance, such as those mentioned above, is used as the low-density substance, instead of condensed water or water, the inert substance may be supplied from the cylinder indirectly through the inlet passage or the discharge passage, or directly, that is, without going through the inlet port or the discharge port.
    [089] In the fifth and sixth embodiments, the proportions of water and carbon dioxide in the EGR gas are modified by supplying the condensed water using the condensed water supply mechanism 35, while separating carbon dioxide from the EGR gas using the separator 50. This is merely an example, however, and instead, for example, the invention can be implemented in an embodiment in which carbon dioxide is added while separating water from the EGR gas. In that embodiment, a combination of means for separating water from the EGR gas and means for adding carbon dioxide corresponds to the means of controlling component proportions according to the invention. In the fifth and sixth embodiments, the proportions of water and carbon dioxide in the EGR gas are modified by using condensed water, generated in the internal combustion engine exhaust system, but the use of condensed water is merely an example, and, instead, the invention can be implemented in an embodiment in which water other than condensed water is prepared and added to the EGR gas. Similarly to the first to fourth embodiments, when condensed water is condensed, the need to prepare and re-supply a low density substance can be eliminated. Furthermore, the condensed water supplied is vaporized in the cylinder, thereby reducing the combustion temperature. At a high equivalence ratio, however, the proportion of water in the EGR gas is increased rather than carbon dioxide reduction in the EGR gas, and therefore the NOx generation scavenging effect can be maintained while eliminating an increase in density in the cylinder.
    [090]The control performed in the fifth and sixth embodiments can be modified to a control similar to that of the third or fourth embodiment. As the similar control for the third embodiment, the ECU 40 can calculate the proportion of water in the EGR gas and the proportion of carbon dioxide in the EGR gas, based on the fuel injection pressure as well as the equivalence ratio, and then operate the flow distribution modification valve 52 and the condensed water supply valve 38, respectively, based on the calculation result. The specific processing content is identical to that of the third embodiment. In other words, the ECU 40 calculates the density in the cylinder based on the fuel injection pressure as well as the equivalence relationship by reference to a map such as the one shown in Figure 7, and calculates the proportions of water and carbon dioxide. in which the calculated cylinder density is promoted. Therefore, penetration of the fuel spray can be adequate in a manner similar to that of the third embodiment.
    [091]Furthermore, as the control similar to that of the fourth embodiment, the ECU 40 can operate the flow distribution modification valve 52 and the condensed water supply valve 38, respectively, so that the proportion of carbon dioxide in the EGR gas, in a case in which the equivalence ratio of the internal combustion engine 1B is less than the predetermined value, it is lower before the heating of the internal combustion engine 1b is complete than after the heating of the internal combustion engine 1b be complete. The specific processing content is identical to that of the fourth embodiment. In other words, when the equivalence ratio is lower than the predetermined value Φt and heating is not yet complete, as shown in Figure 10, the ECU 40 corrects an operating degree of the flow distribution modification valve 52 , in a direction for increasing the flow distribution of the bypass passage 51, and corrects the opening of the condensed water supply valve 38 towards the closed side. Consequently, the proportion of carbon dioxide in the EGR gas, in a case where the equivalence ratio is less than the predetermined value Φt, is lower before heating is complete than after heating is complete, and therefore the density in the cylinder at a low equivalence ratio, before the heating is complete, becomes greater than the density in the cylinder after the heating is complete. Therefore, similarly to the fourth embodiment, the amount of HC generated, before heating is complete, can be reduced.
    [092] In the above-mentioned embodiments, two EGR apparatus, having different closed-loop configurations, are provided, but the invention can be implemented in an embodiment in which only one EGR apparatus is provided. The internal combustion engine according to the above mentioned embodiments is configured as a diesel engine, but the invention is not limited to being applied to a diesel engine, and can be applied to any internal combustion engine in which the fuel is injected into a cylinder, such as a direct cylinder injection type spark plug internal combustion engine, which uses gasoline as fuel. Furthermore, the application of the invention is not affected by the presence or absence of a turbocharger, and therefore the invention can also be applied to a naturally aspirated internal combustion engine.
    权利要求:
    Claims (10)
    [0001]
    1. Control apparatus for an internal combustion engine configured to inject fuel into a cylinder, the internal combustion engine including: an EGR apparatus (20A), configured to supply a portion of the exhaust gas to the cylinder as EGR gas; and a low density substance supply apparatus (35), configured to supply an inert low density substance, having a density less than that of EGR gas, to the cylinder, the control apparatus CHARACTERIZED by an electronic control unit (40 ) configured to: (i) calculate an internal combustion engine equivalence ratio; and (ii) control the EGR apparatus (20A) and the low-density substance supply apparatus so that, when the equivalence ratio is high, an inert low-density substance supply rate increases and a rate EGR gas supply decreases, relative to when the equivalence ratio is low.
    [0002]
    2. Control apparatus according to claim 1, CHARACTERIZED by the fact that the electronic control unit (40) is configured to calculate the equivalence ratio based on an operating condition of the internal combustion engine.
    [0003]
    3. Control apparatus according to claim 1 or 2, CHARACTERIZED by the fact that the electronic control unit (40) is configured to control the EGR apparatus (20A) and the substance supply apparatus of low density (35) so that the supply rate of the inert low density substance, in a case in which the equivalence ratio becomes lower than a predetermined value, is lower before heating the combustion engine. internal combustion engine is complete than after heating of the internal combustion engine is complete.
    [0004]
    4. Control apparatus according to any one of claims 1 to 3, CHARACTERIZED by the fact that the electronic control unit (40) is configured to: (i) calculate the EGR gas supply rate and the supply rate of the inert low-density substance based on a fuel injection pressure as well as the equivalence relationship, and (ii) controlling the EGR apparatus (20A) and the low-density substance supply apparatus (35), based on a obtained calculation result.
    [0005]
    5. Control apparatus according to any one of claims 1 to 4, CHARACTERIZED by the fact that the low density substance supply apparatus (35) is configured to supply water, generated in a combustion engine discharge system internal, to the cylinder as the inert low-density substance.
    [0006]
    6. Control apparatus for an internal combustion engine configured to inject fuel into a cylinder, the internal combustion engine including: an EGR apparatus (20A) configured to supply a portion of exhaust gas to the cylinder as EGR gas; and a means of modifying component proportions, configured to modify the proportions of water and carbon dioxide in the EGR gas, the control apparatus CHARACTERIZED by the fact that it comprises an electronic control unit (40) configured to: (i) calculate an internal combustion engine equivalence relationship; and (ii) control the means of modifying component proportions, so that when the equivalence ratio is high, a proportion of water in the EGR gas increases and a proportion of carbon dioxide in the EGR gas decreases, relative to when the equivalence ratio is low.
    [0007]
    7. Control apparatus according to claim 6, CHARACTERIZED by the fact that the electronic control unit (40) is configured to calculate the equivalence ratio based on an operating condition of the internal combustion engine.
    [0008]
    8. Control apparatus according to claim 6 or 7, CHARACTERIZED by the fact that the electronic control unit (40) is configured to control the means of modifying component proportions, so that the proportion of dioxide of carbon in the EGR gas, in a case where the equivalence ratio is less than a predetermined value, becomes lower before the internal combustion engine warm-up is complete than after the internal combustion engine warm-up is complete .
    [0009]
    9. Control apparatus according to any one of claims 6 to 8, CHARACTERIZED by the fact that the electronic control unit (40) is configured to: (i) calculate the proportion of water in the EGR gas and the proportion of dioxide of carbon in the EGR gas, based on a fuel injection pressure as well as the equivalence relationship, and (ii) control the means of modifying component proportions based on the obtained calculation result.
    [0010]
    10. Control apparatus according to any one of claims 6 to 9, CHARACTERIZED by the fact that the separation means (50) for separating carbon dioxide from the EGR gas, the adjustment means (51, 52) capable of adjust an amount of carbon dioxide separate from the EGR gas, and a condensed water supply mechanism (35) which adds condensed water, generated in an internal combustion engine exhaust system, to the EGR gas, of which the dioxide of carbon was separated by separation means (50), are provided as the means of modifying component proportions.
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    同族专利:
    公开号 | 公开日
    US10280852B2|2019-05-07|
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    EP3018333B1|2018-01-31|
    JPWO2014207918A1|2017-02-23|
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    EP3018333A4|2016-07-13|
    JP6037011B2|2016-11-30|
    BR112015032757A2|2017-07-25|
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    WO2014207918A1|2014-12-31|
    US20190017454A1|2019-01-17|
    RU2618158C1|2017-05-02|
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    法律状态:
    2018-03-27| B15K| Others concerning applications: alteration of classification|Ipc: F02B 47/02 (2006.01), F02D 19/12 (2006.01), F02M 2 |
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-04-07| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-05-11| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-07-20| B350| Update of information on the portal [chapter 15.35 patent gazette]|
    2021-08-10| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 28/06/2013, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/JP2013/067878|WO2014207918A1|2013-06-28|2013-06-28|Control device for internal combustion engine|
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