EGR control system for internal combustion engine

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates to an EGR control system for an internal combustion engine.

2. Description of the Related Art

In internal combustion engines, EGR (Exhaust-Gas Recirculation) control for recirculating part of the exhaust gas is conducted in order to improve fuel economy and reduce exhaust gas pollutants.

Recent years have seen the development of direct-injection spark ignition internal combustion engines where gasoline fuel is injected directly into the combustion chamber to achieve lean stratified-charge combustion. EGR control has also been applied to this type of engine. An example can be found in Japanese Laid-open Patent Application No. Hei 9 (1997)-32651.

When a direct-injection spark ignition engine is operating in the low engine speed and low engine load region, gasoline fuel is injected during the compression stroke to cause stratified-charge combustion (ultra-lean burn combustion) at an air-fuel ratio of, for instance, 30:1 or greater. When the engine is operating in the high engine speed and high engine load region, gasoline fuel is injected during the intake stroke to cause premix-charge combustion (uniform combustion) at an air-fuel ratio of, for instance, 20:1 or less.

In the stratified-charge combustion region, the EGR amount (or rate) should preferably be increased to reduce the NOx (nitrogen oxides) content. As can be seen from

FIG. 27

, if the EGR amount is increased, stratified-charge combustion does not fluctuate greatly and remains stable, since the marginal limit of EGR is high owing to the stratification. In the premix-charge combustion region, however, combustion grows increasingly unstable with increasing EGR amount. Thus, the marginal limit of EGR is lower than in the stratified combustion region and the required EGR amount is relatively small.

Viewing this from a different point, as shown in

FIG. 28

, a large amount of EGR gas is required for NOx reduction in the stratified-charge combustion region. However, introduction of EGR gas is difficult, since the pressure difference between the intake air and the exhaust gas becomes small when the engine operates with full-throttle.

In the premix-charge combustion region, on the other hand, the pressure difference between the intake air and the exhaust gas is sufficient, since the engine load is regulated through the throttle opening, similarly to the case of an ordinary engine where gasoline fuel is injected before the intake valve(s). As shown in

FIG. 27

, however, increasing the EGR amount destabilizes combustion and the margin of EGR is therefore not high. This means that the diameter or capacity of an EGR control valve need be only about the same as that in an ordinary engine where fuel is injected before the intake valve(s).

It can thus be seen that the marginal limit of EGR differs between the stratified-charge combustion region and the premix-charge combustion region in the direct-injection spark ignition engine. However, the combustion mode must frequently be switched between the stratified-charge combustion and the premix-charge combustion in response to the engine operating conditions.

Therefore, if the characteristic of the EGR control valve is designed or set with the focus on the premix-charge combustion region where the marginal limit of EGR is relatively low, then, as shown in

FIGS. 29A and 29B

, the EGR control valve response is deficient when the combustion mode is switched to the stratified-charge combustion in response to a change in the engine operating condition. The EGR amount is therefore insufficient. On the other hand, if the characteristic of the EGR valve is designed or set with focus on the stratified-charge combustion region, the EGR control valve response becomes too high when the combustion mode is switched to the premix-charge combustion. The EGR amount therefore becomes excessive.

As shown in

FIG. 29C

, the deficient/excessive EGR amount destabilizes combustion to cause misfiring and degraded drivability, and further, as shown in

FIG. 29D

, increases unburnt HCs (hydrocarbons) that degrade emission performance. While designing the EGR amount low prevents misfiring etc., this expedient is undesirable, since it makes full utilization of the expected engine performance impossible and is also disadvantageous in terms of fuel economy.

The technique proposed in the aforesaid prior art of coping with these problems is to drive the EGR control valve at a high speed when the combustion mode is switched from the stratified-charge combustion to the premix-charge combustion and to drive it at a lower speed when the combustion mode is switched from the premix-charge combustion to the stratified-charge combustion.

However, the aim of this prior art technique is to achieve exhaust gas purification by conducting EGR control in the stratified-charge combustion region and the premix-charge combustion region, and to prevent engine output deficiency and to lower torque shock when the combustion mode is switched, while preventing transient deterioration of combustion when the EGR amount (or ratio) is changed. Specifically, in this prior art, the purpose in increasing the EGR valve driving speed when the combustion mode is switched to premix-charge combustion is to improve response to demand for increased engine output without causing combustion deterioration. And the purpose in decreasing the EGR driving speed when the combustion mode is switched to the stratified-charge combustion is to avoid combustion deterioration at the time of transition.

It has also been proposed in this prior art to make the driving speed of the EGR control valve higher in the closing direction than in the opening direction. However, the principle involved in this prior art is the same as that just explained.

In other words, the prior art is limited to changing the driving speed of the EGR valve in response to the combustion mode and does not propose an improved EGR mechanism for an engine with different combustion modes that is responsive to the combustion mode for realizing an EGR amount that is neither deficient nor excessive.

SUMMARY OF THE INVENTION

An object of this invention is therefore to overcome the foregoing shortcomings by providing an EGR control system for an internal combustion engine having different combustion modes with an improved EGR mechanism which can ensure an EGR amount that is neither deficient nor excessive required for the combustion mode, while preventing misfire from happening and preventing the degradation of drivability, fuel economy and emission performance from occurring.

For realizing this object, the present invention provides a system for controlling an EGR mechanism, installed in an internal combustion engine, having an EGR passage connecting an air intake system and an exhaust system of the engine to recirculate a portion of exhaust gas produced by the engine to the air intake system and an EGR control valve equipped at the EGR passage to regulate an amount of the exhaust gas to be recirculated; comprising; engine operating condition detecting means for detecting operating conditions of the engine; combustion mode determining means for determining one of a plurality of combustion modes of the engine based on the detected operating conditions of the engine; and EGR mechanism operating means for operating an EGR control valve of the EGR mechanism based on the detected operating conditions of the engine. The system includes at least one of a flow rate control valve equipped at the EGR passage to regulate flow rate of the exhaust gas to be recirculated and an actuator for regulating an opening of a throttle valve provided at the air intake system; and the EGR mechanism operating means operates the EGR control valve and at least one of the flow rate control valve and the actuator, when the one combustion mode is determined to be changed to other of a plurality of the combustion modes.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other objects and advantages of the invention will be more apparent from the following description and drawings, in which:

FIG. 1

is an overall schematic view of an EGR control system for an internal combustion engine according to an embodiment of the invention;

FIG. 2

is a schematic view functionally illustrating the system of

FIG. 1

with particular focus on an EGR mechanism therein;

FIG. 3

is a flow chart showing the operation of the system illustrated in

FIG. 1

;

FIG. 4

is a graph showing characteristics of a map referred to in the flow chart of

FIG. 3

;

FIG. 5

is a flow chart showing the subroutine of the EGR control referred to in the flow chart of

FIG. 3

;

FIG. 6

is a flow chart showing the subroutine of the EGR control actuator for stratified-charge combustion referred to in the flow chart of

FIG. 5

;

FIG. 7

is a flow chart showing the subroutine of the EGR control actuator for premix-charge combustion referred to in the flow chart of

FIG. 5

;

FIGS.

8

A,

8

B,

8

C, and

8

D is a set of time charts showing the operation of the flow chart of FIG.

FIGS.

9

A,

9

B, and

9

C is a set of graphs showing the operation of the flow chart of

FIG. 5

;

FIG. 10

is a schematic view of an EGR mechanism, similar to

FIG. 2

, but showing the structure of an EGR control system for an internal combustion engine according to a second embodiment of the invention;

FIGS. 11A

,

11

B, and

11

C is a set of time charts, similar to

FIG. 8

, but showing the operation but showing the operation of the system according to the second embodiment of the invention;

FIGS. 12A

,

12

B, and

12

C is a set of graphs, similar to

FIG. 9

, but showing the operation of the system according to the second embodiment of the invention;

FIG. 13

is a flow chart, similar to

FIG. 6

, but showing the operation of the EGR control actuator for stratified-charge combustion of the system according to the second embodiment of the invention;

FIG. 14

is a flow chart, similar to

FIG. 7

, but showing the operation of the EGR control actuator for premix-charge combustion of the system according to the second embodiment of the invention;

FIG. 15

is a flow chart, similar to

FIG. 6

, but showing the operation of the EGR control actuator for stratified-charge combustion of the system according to a third embodiment of the invention;

FIG. 16

is a flow chart, similar to

FIG. 7

, but showing the operation of the EGR control actuator for premix-charge combustion of the system according to the third embodiment of the invention;

FIG. 17

is a schematic view of an EGR mechanism, similar to

FIG. 2

, but showing the structure of an EGR control system for an internal combustion engine according to a fourth embodiment of the invention;

FIG. 18

is a flow chart, similar to

FIG. 15

, but showing the operation of the EGR control actuator for stratified-charge combustion of the system according to the fourth embodiment of the invention;

FIG. 19

is a flow chart, similar to

FIG. 16

, but showing the operation of the EGR control actuator for premix-charge combustion of the system according to the fourth embodiment of the invention;

FIGS. 20A

,

20

B,

20

C, and

20

D is a set of time charts, similar to

FIG. 8

, but showing the operation of the system according to the fourth embodiment of the invention;

FIG. 21

is a schematic view of an EGR mechanism, similar to

FIG. 2

, but showing the structure of an EGR control system for an internal combustion engine according to a fifth embodiment of the invention;

FIG. 22

is a flow chart, similar to

FIG. 18

, but showing the operation of the EGR control actuator for stratified-charge combustion of the system according to the fifth embodiment of the invention;

FIG. 23

is a flow chart, similar to

FIG. 19

, but showing the operation of the EGR control actuator for premix-charge combustion of the system according to the fifth embodiment of the invention;

FIGS. 24A

,

24

B,

24

C,

24

D, and

24

E is a set of time charts, similar to

FIG. 20

, but showing the operation of the system according to the fifth embodiment of the invention;

FIG. 25

is a graph showing the operation of the system according to the fifth embodiment of the invention;

FIG. 26

is a graph similarly showing the operation of the system according to the fifth embodiment of the invention;

FIG. 27

is a graph showing the combustion fluctuation relative to the EGR amount in the two combustion modes comprising the stratified charge combustion and the premix-charge combustion;

FIG. 28

is a set of graphs showing the pressure difference between the intake air pressure and the exhaust gas pressure and required EGR amount relative to the combustion modes; and

FIGS. 29A

,

29

B,

29

C, and

29

D is a set of time charts showing the operation of a prior art system for an engine having the two combustion modes.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

An EGR control system for an internal combustion engine according to an embodiment of the invention will now be explained with reference to the drawings.

FIG. 1

is an overall schematic view of an EGR control system for an internal combustion engine according to the embodiment.

Reference numeral

10

in the drawing designates an in-line four-cylinder internal combustion engine (hereinafter called simply “engine”). Air drawn into an air intake pipe

12

through an air cleaner

14

mounted on its far end is supplied to first to fourth cylinders

22

through a surge tank

16

, an intake manifold

20

and two air intake valves (not shown), while the flow thereof is adjusted by a throttle valve

18

. Only one of the four cylinders is illustrated.

Each cylinder is equipped with a piston

24

movable therein. The head of the piston

24

has a concave portion and a combustion chamber

28

is formed between the piston head and the inner wall of a cylinder head

26

. A fuel injector (made of a needle valve)

30

is installed to face into the middle region of the combustion chamber

28

. The engine

10

of this embodiment is thus a direct-injection spark ignition engine where gasoline fuel is injected directly into the combustion chambers.

Each injector

30

is connected to a fuel supply pipe

34

. Fuel (gasoline) from a fuel tank (not shown) is pressurized by a fuel pump (not shown) and is supplied to the injector

30

through the fuel supply pipe

34

. When the injector

30

is made open, fuel is injected directly into the combustion chamber

28

.

Spark plugs

36

are disposed at the combustion chambers

28

of the cylinders. The spark plugs

36

are supplied with electric energy for spark discharge from a device including ignition coils (not shown) so as to ignite an air-fuel mixture formed from the injected fuel and the intake air, at a prescribed ignition timing in the order of the first, third, fourth and second cylinders. The ignited air-fuel mixture explodes to drive down the associated piston

24

.

The exhaust gas produced by the combustion is discharged through two exhaust valves (not shown) into an exhaust manifold

40

and then through an exhaust pipe

42

to a catalytic converter

44

for removing NOx components and a three-way catalytic converter

46

, whereafter the purified exhaust gas is discharged into the exterior of the engine

10

.

Downstream of the exhaust manifold

40

, the exhaust pipe

42

is connected to the air intake pipe

12

(more exactly, the intake manifold

20

) through an EGR passage

50

so as to recirculate a portion of the exhaust gas into the air intake system. More specifically, one end of the EGR passage

50

is connected to the exhaust pipe

42

downstream of the exhaust manifold

40

and upstream of the catalytic converters

44

and

46

, and the other end thereof is connected to the air intake pipe

12

downstream of the throttle valve

18

. The EGR passage

50

is equipped with an EGR control valve

52

for opening/closing the EGR passage

50

to regulate an amount of the exhaust gas to be recirculated, i.e. the EGR amount (flow rate) and these members constitute the EGR mechanism mentioned earlier.

The EGR control valve

52

comprises an electromagnetic solenoid valve whose solenoid (not shown) is driven at a duty ratio (in PWM-controlled) to vary the lift amount of the EGR valve

52

, i.e. the valve opening (valve opening area) stepwise or continuously.

FIG. 2

is a schematic view functionally illustrating the system of

FIG. 1

with particular focus on the EGR mechanism. As illustrated, a flow rate control valve

54

is provided in the EGR passage

50

downstream (in the EGR gas stream) of the EGR control valve

52

to regulate the flow rate of the exhaust gas to be recirculated. The flow rate control valve

54

is also an electromagnetic solenoid valve whose solenoid is also driven at a duty ratio to vary the valve lift amount continuously. The response of the flow rate control valve

54

is higher than that of the EGR control valve

52

. Specifically, the characteristic of the flow rate control valve

54

is designed to have a large valve opening change per unit time.

Returning to the explanation of

FIG. 1

, the throttle valve

18

is connected to and driven by a stepper motor (actuator)

56

. A throttle position sensor

58

is connected to the stepper motor

56

and generates a signal, in response to the rotation of the stepper motor and outputs a signal representing the throttle opening θTH.

The pistons

24

are connected to a crankshaft

60

and a crank angle sensor

62

is installed near the crankshaft

60

. The crank angle sensor

62

is composed of a pulser

62

a

attached to the crankshaft

60

and a magnetic pickup

62

b

disposed to face the pulser

62

a

. The crank angle sensor

62

outputs a CYL signal for cylinder discrimination at a prescribed crank angle of a specified cylinder, i.e., once every crank angle of 720 degrees, outputs TDC signals at the top dead centers (TDCs; crank angles of 180 degrees) of the respective cylinders, and outputs a CRK signal once every 30-degree subdivision between TDC signals.

A manifold absolute pressure sensor (MAP)

66

is installed in the air intake pipe

12

downstream of the throttle valve

18

. The manifold absolute pressure sensor

66

is supplied with the intake air pressure downstream of the throttle valve

18

through a passage not shown in the drawing and outputs a signal representing the manifold absolute pressure PBA. An intake air temperature sensor

68

is installed in the air intake pipe

12

upstream of the throttle valve

18

and outputs a signal representing the temperature TA of the intake air.

A coolant temperature sensor

70

is installed near the cylinder

22

and outputs a signal representing the engine coolant temperature TW. An O

2

sensor (air-fuel ratio sensor)

72

is installed in the exhaust pipe

42

upstream of the catalytic converters

44

and

46

and outputs a signal proportional to the oxygen concentration of the exhaust gas. An exhaust gas temperature sensor

74

is installed in the exhaust pipe

42

downstream of the catalytic converters

44

and

46

and outputs a signal proportional to the exhaust gas temperature TEX.

An atmospheric pressure sensor

76

is installed at an appropriate location in the engine

10

and outputs a signal proportional to the atmospheric pressure PA at the place where the engine

10

is located. A lift sensor

78

is installed near the EGR control valve

52

and outputs a signal proportional to the lift amount (displacement amount) LACT of the EGR control valve

52

and thus proportional to the actual EGR amount.

An accelerator pedal position sensor

80

is installed near the accelerator pedal (not shown) and outputs a signal representing the position or opening degree of accelerator pedal θAP operated by the vehicle operator.

The outputs of these sensors are sent to an Electronic Control Unit (ECU)

82

. The ECU

82

comprises a microcomputer having a CPU, a ROM, a RAM and other components. Based on the values output from the sensors, the ECU

82

conducts fuel injection control, EGR control and the like as described in the following. The ECU

82

is equipped with a counter (not shown) for detecting the engine speed NE by counting the CRK signals output by the crank angle sensor

62

.

The operation of the EGR control system for an internal combustion engine according to this embodiment will now be explained.

The overall control of the engine, including the EGR control, will first be outlined with reference to FIG.

3

.

First, in S

10

, the operating parameters of the engine

10

are detected. These include, for instance, the engine speed NE, the manifold absolute pressure PBA (engine load), the actual EGR amount (in terms of valve lift amount) LACT and the like. These steps amount to reading the sensor outputs indicative of these operating parameters.

Next, in S

12

, the combustion mode is determined from the detected operating parameters. Since the engine

10

is a direct injection spark ignition engine, this amounts to determining from the detected operating parameters whether the combustion mode should be stratified-charge combustion or premix-charge combustion.

More specifically, the combustion mode is determined by retrieval from the map (whose characteristics are shown in

FIG. 4

) using the detected engine speed NE and manifold absolute pressure PBA (engine load) as address data. When it is determined that the combustion mode should be the stratified-charge combustion, the bit of a flag F.DISC is set to 1. When it is determined to be the premix-charge combustion, the bit is reset to 0. Thus this step determines one of a plurality of the combustion modes based on the detected operating conditions (the engine speed NE and the absolute manifold pressure PBA indicative of the engine load) of the engine

10

.

Next, in S

14

, the control of the throttle opening is conducted.

The control of the illustrated direct injection spark ignition engine

10

will here be explained.

First, a desired torque PME is determined or calculated from the detected engine speed NE and accelerator pedal position θAP. A desired air-fuel ratio KCMD is then determined or calculated from the calculated desired torque PME and the detected engine speed NE. More specifically, the desired air-fuel ratio KCMD is determined such that the air-fuel ratio directly adjacent to the spark plug

36

falls between 12.0:1 and 15.0:1 independently of the engine load, while the rest of the combustion process proceeds such that air-fuel ratio falls between 12.0:1 and 22.0:1 during high engine load and high engine speed operation and at a higher level than this, up to 60.0:1, during low engine load and low-to-medium engine speed operation.

During premix-charge combustion, the fuel injection timing is set within the intake stroke so as to inject (supply) gasoline fuel at a prescribed crank angular position within the stroke. During stratified-charge combustion, the fuel injection timing is set within the compression stroke so as to inject gasoline fuel at a prescribed crank angular position within the stroke.

Parallel to this, a basic fuel injection amount TI is determined or calculated from the detected engine speed NE and the manifold absolute pressure PBA. An output fuel injection amount TOUT is then determined or calculated as shown below. (All fuel injection amounts are calculated as valve opening periods of time of the injector

30

.)

TOUT=TI×KCMDM×KEGR×KO

2

×KT+TT

In the above equation, KCMDM is a desired air-fuel ratio correction coefficient which is calculated by subjecting the desired air-fuel ratio KCMD to charging efficiency correction. (Both the desired air-fuel ratio correction coefficient KCMDM and the desired air-fuel ratio KCMD are actually calculated as equivalent ratios.) KEGR is a coefficient of correction by EGR and is calculated based on the desired EGR amount explained later. KO

2

is an air-fuel ratio feedback correction coefficient based on the output of the O

2

sensor

72

. KT is the product of remainder correction terms of multiplication and TT is the sum of remainder correction terms of addition.

In S

14

, a desired value of the throttle opening θTH is determined or calculated based on the engine speed NE, the manifold absolute pressure PBA (engine load) and the combustion mode. And the manipulated variable to be supplied to the stepper motor

56

is determined or calculated based on the calculated desired throttle opening, and the result is then output through a driver (not shown). (In the stratified-charge combustion region, the throttle valve

18

is controlled to the fully opened position or to an opening or position large enough to obtain the manifold pressure near atmospheric pressure.

Next, in S

16

, the fuel injection amount (output fuel injection amount TOUT) is determined or calculated in the manner described above and is output at the prescribed crank angular position during the intake stroke or the compression stroke, depending on the determined combustion mode, thereby controlling the fuel injection amount and timing thereof.

Next in S

18

, the control of the ignition timing is conducted. A basic ignition timing is determined or calculated from the engine speed NE and the manifold absolute pressure PBA (engine load), an output ignition timing is calculated or determined by correcting the basic ignition timing for the engine coolant temperature and the like, and the output ignition timing is output at the determined crank angular position after an elapse of a prescribed time interval following fuel injection.

Next in S

20

, the EGR control is then conducted. Specifically, the EGR control valve

52

of the EGR mechanism is based on the detected operating conditions of the engine, more specifically, the EGR control valve

52

and the flow rate control valve

54

are operated, when the one combustion mode is determined to be changed to another of a plurality of the combustion modes.

FIG. 5

is a subroutine flow chart of this EGR control.

In S

100

, it is determined whether the bit of the flag F.DISK is set to 1. When the result is YES, the program proceeds to S

102

, in which the detected engine speed NE, the detected manifold absolute pressure PBA, and the determined combustion mode are used to determine or calculate a desired EGR amount (or rate) in terms of EGR control valve

52

lift amount for the stratified-charge combustion.

Next, in S

104

, the EGR manipulated variables (control parameters) for stratified-charge combustion are determined. Specifically, the amounts of current to be supplied to the solenoids of the EGR control valve

52

and the flow rate control valve

54

are determined or calculated. Then, in S

106

, the EGR control actuator for stratified-charge combustion, i.e., the EGR control valve

52

and the flow rate control valve

54

is operated.

The subroutine for these operations is shown in FIG.

6

.

First, in S

200

, the EGR control valve

52

is driven in the opening direction. Then, in S

202

, the flow rate control valve

54

is also driven in the opening direction.

When the result in S

100

of the flow chart of

FIG. 5

is NO, the program proceeds to S

108

, in which the detected engine speed NE, the detected manifold absolute pressure PBA and the determined combustion mode are used to determine or calculate the desired EGR amount in terms of EGR control valve

52

lift amount for the premix-charge combustion.

Then, in S

110

, the EGR manipulated variables (control parameters) for premixcharge combustion are determined. Specifically, similarly to the case of stratified-charge combustion, the amounts of current to be supplied to the solenoids of the EGR control valve

52

and the flow rate control valve

54

are determined or calculated, whereafter, in S

112

, the EGR control actuator for premix-charge combustion (the EGR control valve

52

and the flow rate control valve

54

) is operated.

The subroutine for carrying out these operations is shown in FIG.

7

.

First, in S

300

, the EGR control valve

52

is driven in the closing direction. Then, in S

302

, the flow rate control valve

54

is also driven in the closing direction.

The foregoing will now be explained with reference to FIG.

8

.

In the stratified-charge combustion region illustrated in

FIG. 8A

, since the margin of EGR is high, the embodiment is configured such that both the EGR control valve

52

and the flow rate control valve

54

are driven in the opening direction as illustrated in FIG.

8

B. This enables to suppress the combustion fluctuation as illustrated in

FIG. 8C

, and enables the EGR amount to be increased and, as shown in

FIG. 8D

, the NOx and the unburnt HCs in the exhaust gas can be reduced, thus improving emission performance.

Now assume that an increase in engine load causes the combustion mode to switch from the stratified-charge combustion to the premix-charge combustion in which the marginal limit of EGR is relatively low. In this case, the result in S

100

of the flow chart of

FIG. 5

is NO, and the program proceeds to S

108

and on to drive the EGR control valve

52

and the flow rate control valve

54

in the closing direction.

The response of the flow rate control valve

54

is higher than that of the EGR valve

52

, i.e., the flow rate control valve

54

has a larger valve opening change per unit time. The flow rate control valve

54

will therefore be fully closed in a relatively short period of time. After the flow rate control valve

54

has been held closed for a prescribed period of time, it will again be driven in the opening direction in preparation for switching to the stratified-charge combustion.

This will be explained with reference to FIG.

9

.

Defining the composite opening (opening area) of the EGR control valve

52

and the flow rate control valve

54

as shown in FIG.

9

A and the opening (opening area) of the flow rate control valve

54

as shown in

FIG. 9B

, by operating the flow rate control valve

54

as shown by the broken line in

FIG. 9B

, it becomes possible to effect the desired EGR amount as shown in FIG.

9

C.

As explained in the foregoing, the system according to this embodiment can prevent the EGR amount from becoming excessive (which would otherwise occur due to the delay in response of the EGR control valve

52

), with the use of the high response flow rate control valve

54

, when the combustion mode is switched from the stratified-charge combustion region in which a large amount of EGR is needed, to the premix-charge combustion region in which a relatively lesser amount of EGR amount is needed.

As a result, as shown in FIG.

8

C and

FIG. 8D

, discharge of unburnt HCs (which would otherwise be produced by misfire) can be effectively prevented because the absence of fluctuation in combustion ensures that no misfire occurs. Moreover, the use of the flow rate control valve

54

in addition to the EGR control valve

52

makes it possible to achieve an increased EGR amount that enables the recirculated gas to be supplied as required up to the marginal limit of EGR in the stratified-charge combustion region.

Since the gist of this invention lies in an operating principle based on the mechanical configuration of the EGR mechanism and not in EGR control per se, in FIG.

8

and some of the other figures, the representation of the desired EGR amount and the like is simplified.

FIG. 10

is a schematic view of an EGR mechanism, similar to

FIG. 2

, but showing the structure of an EGR control system for an internal combustion engine according to a second embodiment of this invention. In the system according to the second embodiment, the throttle valve

18

is controlled through the medium of the stepper motor

56

.

In the case of an ordinary engine where gasoline fuel is injected before the intake valve(s), the required EGR amount is normally set so as to obtain optimum engine performance for the engine speed NE and the manifold absolute pressure PBA. The diameter (or capacity) of the EGR control valve is designed as appropriate for the possible maximum EGR amount and its lift amount is regulated when the EGR amount is smaller than the maximum value.

As was pointed out earlier, however, the stratified-charge combustion region requires a large amount of EGR and the pressure difference between the intake air pressure and the exhaust gas drops sharply in this region due to the engine operation with wide-open throttling. This leads to the problems discussed earlier.

In view of this, in the system according to the second embodiment, the stepper motor

56

is controlled to drive the throttle valve

18

in the closing direction within a range of manifold pressure (illustrated as “PB

1

” in

FIG. 11A

) in which the net fuel consumption is degraded little, thereby elevating the pressure difference between the intake air pressure and the exhaust gas such that the EGR amount is increased. By this, as shown in

FIGS. 11B and 11C

, the lift amount of the EGR control valve

52

can be lowered, compared with the case that the foregoing control is not effected (indicated by “A” in

FIG. 11B

) to a level indicated by “B” in the figure. Thus, the foregoing problems can be overcome and the EGR control valve

52

can be made proportionally more compact by effecting manifold pressure control within the range B of the maximum valve lift amount.

The foregoing will be further explained with reference to FIG.

12

.

As shown in

FIG. 12A

, the flow rate of the EGR control valve

52

varies in proportion to the valve opening area at a constant pressure. As shown in

FIG. 12B

, however, its flow rate varies in proportion to the square root of the pressure at a constant valve opening. Accordingly, as shown in

FIG. 11C

, the desired EGR amount required can be achieved without response delay by effecting valve opening control in the low flow rate region and utilizing the throttle opening to effect manifold pressure control after the valve opening has substantially been fully-opened.

Based on the above, the operation of the system according to the second embodiment will now be explained with reference to the flow charts of

FIGS. 13 and 14

.

FIG. 13

shows a subroutine flow chart, similar to that of

FIG. 6

relating to the first embodiment, showing the operation for driving the EGR control actuator for stratified-charge combustion.

FIG. 14

is a subroutine flow chart, similar to that of

FIG. 7

relating to the first embodiment, showing the operation for driving the EGR control actuator for premix-charge combustion.

The operation for driving the EGR control actuator for stratified-charge combustion starts with S

400

, in which the EGR control valve

52

is driven in the opening direction, and then proceeds to S

402

, in which a correction value for closing the throttle valve

18

is determined or calculated.

The operation for driving the EGR control actuator for premix-charge combustion shown in the flow chart of

FIG. 14

starts with S

500

, in which the EGR control valve

52

is driven in the closing direction, and then passes to S

502

, in which a correction value for opening the throttle valve

18

is determined or calculated.

The correction value calculated in S

402

of the flow chart of

FIG. 13

or S

502

of the flow chart of

FIG. 14

is used to correct the desired throttle opening in the operation conducted in S

14

of the flow chart of

FIG. 3

that was explained regarding the first embodiment.

Having been configured in the foregoing manner, the system according to the second embodiment can prevent combustion fluctuation and misfiring from occurring, without response delay, when the combustion mode is switched from the stratified-charge combustion in which a large EGR amount is needed to the premix-charge combustion in which a lesser EGR amount is required, thereby enabling to prevent unburnt HCs (which would otherwise be produced by misfire) from being discharged. Further, if an existing stepper motor (actuator) can be utilized, this makes the system configuration simpler. Furthermore, the system can make EGR control valve

52

compact.

FIGS. 15 and 16

show the operation of an EGR control system for an internal combustion engine according to a third embodiment of this invention in which

FIG. 15

is a subroutine flow chart, similar to that of

FIG. 13

regarding the second embodiment, showing the operation for driving the EGR control actuator for stratified-charge combustion and

FIG. 16

is a subroutine flow chart, similar to that of

FIG. 14

regarding the second embodiment, showing the operation for driving the EGR control actuator for premix-charge combustion.

In the flow chart of

FIG. 15

, the operation for driving the EGR control actuator for stratified-charge combustion starts with S

600

, in which the EGR control valve

52

is driven in the opening direction, proceeds to S

602

, in which a correction value for closing the throttle valve

18

is determined or calculated, and proceeds to S

604

, in which the flow rate control valve

54

is driven in the opening direction.

In the flow chart of

FIG. 16

, the operation for driving the EGR control actuator for premix-charge combustion starts with S

700

, in which the EGR control valve

52

is driven in the closing direction, proceeds to S

702

, in which a correction value for opening the throttle valve

18

is determined or calculated, and proceeds to S

704

, in which the flow rate control valve

54

is driven in the closing direction.

The third embodiment thus amounts to a merging of the first and second embodiments. Specifically, it is configured by adding the flow rate control valve control of the first embodiment to the throttle opening control of the second embodiment.

Having been configured in the foregoing manner, the system according to the third embodiment can prevent response delay from happening more effectively such that the occurrence of combustion fluctuation and misfire can be prevented more effectively, when the combustion mode is switched from the stratified-charge combustion in which a large EGR amount is need to the premix-charge combustion in which a lesser EGR amount is required.

FIG. 17

is a schematic view of an EGR mechanism, similar to

FIG. 2

, but showing the structure of an EGR control system for an internal combustion engine according to a fourth embodiment of this invention.

As illustrated, in the system according to the fourth embodiment, a branch passage

88

is provided which is branched from the EGR passage

50

to join the exhaust manifold

40

, more precisely with a branch point of the EGR passage

50

located downstream (in the EGR gas flow) of the EGR control valve

52

. A second EGR control valve

90

is installed in the branch passage

88

and a passage switching valve

92

is provided at the branch point, i.e., at a point downstream of the EGR control valve

52

and the second EGR control valve

90

, so as to regulate the amount of the exhaust to be recirculated. In other words, a plurality of EGR control valves, more precisely two EGR control valves

52

and

90

are disposed parallel to one another, and one is selected for use by operating the passage switching valve

92

.

The systems according to the first to third embodiments can effectively prevent the EGR amount from becoming excessive when the combustion mode is switched from the stratified-charge combustion to the premix-charge combustion. However, they are not always effective in preventing the degradation of exhaust gas composition and fuel consumption caused by the EGR amount deficiency due to the EGR control valve response delay at the time of switching from the premix-charge combustion region to the stratified-charge combustion region.

In the system according to the fourth embodiment, accordingly, the diameter (or capacity) of the EGR control valve

52

is made large enough to ensure supply of the maximum EGR amount possibly required in the stratified-charge combustion region and the diameter (or capacity) of the second EGR control valve

90

is made large enough to ensure supply of the maximum EGR amount possibly required in the premix-charge combustion region.

In other words, the diameter of the second EGR control valve

90

is designed to be smaller than the diameter of the EGR control valve

52

, meaning that the response of the second EGR control valve

90

is higher than that of the EGR control valve

52

. In light of the difference in valve diameter, moreover, the branch passage

88

is designed to have a smaller diameter than that of the EGR passage

50

. The two types of EGR control valves

52

and

90

are thus disposed parallel to one another and the passage switching valve

92

is operated to select one in response to the determined combustion mode (combustion region) so as to recirculate EGR gas into the air intake system through either the EGR passage

50

or the branch passage

88

. The switching valve

92

is selected to have high response.

FIGS. 18 and 19

show the operation of the system according to the fourth embodiment of this invention in which

FIG. 18

is a subroutine flow chart, similar to that of

FIG. 13

regarding the second embodiment, showing the operation for driving the EGR control actuator for stratified-charge combustion and

FIG. 16

is a subroutine flow chart, similar to that of

FIG. 14

regarding the second embodiment, showing the operation for driving the EGR control actuator for premix-charge combustion.

The flow charts of

FIGS. 18 and 19

will now be explained with reference also to a time chart of FIG.

20

.

The operation for driving the EGR control actuator for stratified-charge combustion starts with S

800

, in which the relatively large capacity EGR control valve

52

is driven in the opening direction, proceeds to S

802

, in which the passage switching valve

92

is driven to the side of the large capacity EGR valve

52

, i.e., so as to open the EGR passage

50

, and proceeds to S

804

, in which the relatively small capacity second EGR control valve

90

is driven in the closing direction (as shown in FIGS.

20

A and

20

B).

The operation for driving the EGR control actuator for premix-charge combustion shown in the flow chart of

FIG. 19

starts with S

900

, in which the second EGR control valve

90

is driven in the opening direction, proceeds to S

902

, in which the passage switching valve

92

is driven to the side of the small capacity EGR control valve

90

, i.e., so as to open the branch passage

88

, and proceeds to S

904

, in which the EGR control valve

52

is driven in the closing direction (as shown in FIGS.

20

A and

20

B).

In the system according to the fourth embodiment, since the high response passage switching valve

92

closes the EGR passage

50

when the combustion mode is switched from the stratified-charge combustion to the premix-charge combustion, no response delay arises. As a result, as shown in

FIGS. 20C and 20D

, the system can suppress combustion fluctuation and can improve emission performance.

Further, when the combustion mode is switched from the premix-charge combustion to the stratified-charge combustion, the high response second EGR control valve

90

is fully opened when the driving of the large and low response EGR control valve

52

in the opening direction is commenced. In other words, the passage switching valve

92

is controlled such that both the EGR control valve

52

and the second EGR control valve

90

operate until the flow rate of the EGR control valve

52

exceeds the flow rate of the second EGR control valve

90

. With this, the response during transition to the stratified-charge combustion region can be enhanced, thereby improving the emission performance and fuel economy performance at this time.

Owing to the aforesaid configuration, the system according to the fourth embodiment can achieve the same effects as explained with regard to the earlier embodiments and, in addition, can achieve improvements in emission performance and fuel economy performance during transition from the premix-charge combustion to the stratified-charge combustion.

FIG. 21

is a schematic view of an EGR mechanism, similar to

FIG. 2

, but showing the structure of an EGR control system for an internal combustion engine according to a fifth embodiment of this invention.

As illustrated, in the system according to the fifth embodiment, the branch passage

88

is similarly provided to join the exhaust manifold

40

with the branch point of the EGR passage

50

located downstream (in the EGR gas flow) of the EGR control valve

52

and the second EGR control valve

90

is installed in the branch passage

88

. In these aspects, the system according to the fifth embodiment is similar to that of the fourth embodiment. As in the first to third embodiments, the flow rate control valve

54

is installed in the EGR passage

50

downstream (in the EGR gas stream) of the EGR control valve

52

. Further, a second flow rate control valve

94

is installed in the branch passage

88

downstream of the second EGR control valve

90

to regulate the flow rate of the exhaust gas to be recirculated.

In the fourth embodiment explained above, if the diameters (capacities) of the EGR control valves

52

and

90

are quite different, the EGR amount tends to be deficient, despite the provision of the two types of EGR control valves, during the period from the time point at which the maximum flow rate of the small diameter second EGR control valve

90

and the maximum flow rate of the EGR control valve

52

become equal to the time point at which the desired lift amount is achieved.

In order to overcome this problem, the system according to the fifth embodiment is provided with separate flow rate control valves

54

and

94

associated with each EGR control valve. When the combustion mode is switched from the premix-charge combustion to the stratified-charge combustion, the EGR control valve

52

and the second EGR control valve

94

are used simultaneously to reduce the response delay and thus minimize EGR amount deficiency during the transition.

Also in the system according to the fifth embodiment, the diameter (capacity) of the EGR control valve

52

is made large enough to ensure supply of the maximum EGR amount required in the stratified combustion region and the diameter of the second EGR control valve

90

is made large enough to ensure supply of the maximum EGR amount required in the premix combustion region. In light of the difference in valve diameter, the branch passage

88

is given a smaller diameter than that of the EGR passage

50

. Moreover, the flow rate control valves

54

,

94

are selected to have higher responses than the EGR control valve

52

and second EGR control valve

90

.

FIGS. 22 and 23

show the operation of the system according to the fifth embodiment of this invention.

FIG. 22

is a subroutine flow chart, similar to that of

FIG. 18

regarding the fourth embodiment, showing the operation for driving the EGR control actuator for the stratified-charge combustion.

FIG. 23

is a subroutine flow chart, similar to that of

FIG. 19

regarding the fourth embodiment, showing the operation for driving the EGR control actuator for premix-charge combustion.

The flow charts of

FIGS. 22 and 23

will now be explained with reference also to a time chart of FIG.

24

.

The operation for driving the EGR control actuator for the stratified-charge combustion starts with S

1000

, in which the large capacity EGR control valve

52

is driven in the opening direction, proceeds to S

1002

, in which the first flow rate control valve

54

is driven in the opening direction, proceeds to S

1004

, in which the small capacity second EGR control valve

90

is driven in the opening direction, and proceeds to S

1006

, in which the second flow rate control valve

94

is driven in the opening direction. Thus all four valves arc driven in the opening direction (as shown in

FIGS. 24A

,

24

B and

24

C).

The operation for driving the EGR control actuator for the premix-charge combustion shown in the flow chart of

FIG. 23

starts with S

1100

, in which the EGR control valve

52

is driven in the closing direction, proceeds to S

1102

, in which the first flow rate control valve

54

is driven in the closing direction, proceeds to S

1104

, in which the second EGR control valve

90

is driven in the opening direction, and proceeds to S

1106

, in which the second flow rate control valve

94

is driven in the opening direction. Thus two of four valves are driven in the closing direction and the other two are driven in the opening direction.

In the fifth embodiment, since the high response flow rate control valve

54

closes the EGR passage

50

when the combustion mode is switched from the stratified-charge combustion to the premix-charge combustion (as shown in FIGS.

24

A and

24

B), no response delay arises. As shown in

FIGS. 24C

,

24

D and

24

E, combustion fluctuation can be suppressed and emission performance improved. When the combustion mode is switched from the premix-charge combustion to the stratified-charge combustion, all four valves are controlled in the opening direction and, therefore, as shown in

FIGS. 24C

,

24

D and

24

E, the response during transition can be increased to improve the emission performance and fuel economy performance.

Comparing the fifth embodiment with the fourth embodiment, as shown in

FIG. 25

, in the earlier fourth embodiment, the transition from the premix-charge combustion to the stratified-charge combustion is accompanied by large variation in EGR amount owing to the variation in the amount of air intake, making it necessary to control the valve openings with consideration to pressure change. On the other hand, as shown in

FIG. 26

, in the fifth embodiment, the provision of the flow rate control valves

54

and

94

downstream of the EGR control valve

52

and the second EGR valve

90

makes it possible to establish a prescribed relationship between the EGR flow rate and the openings (opening areas) that is unaffected by the manifold pressure. The response during transition from the premix-charge combustion to the stratified-charge combustion is accordingly enhanced.

Owing to the aforesaid configuration, the system according to the fifth embodiment can achieve the same effects as explained with regard to the fourth embodiment. In addition, it upgrades response during transition from the premix-charge combustion to the stratified-charge combustion and can therefore achieve still greater improvements in emission performance and fuel economy performance at such times.

The first to fifth embodiments are thus configured to have a system for controlling an EGR mechanism, installed in an internal combustion engine (

10

), having an EGR passage (

50

) connecting an air intake system (

40

) and an exhaust system (

12

) of the engine (

10

) to recirculate a portion of exhaust gas produced by the engine to the air intake system and an EGR control valve (

52

) equipped at the EGR passage (

50

) to regulate an amount of the exhaust gas to be recirculated; including; engine operating condition detecting means (

62

,

66

,

82

, S

10

) for detecting operating conditions of the engine (

10

); combustion mode determining means (

82

, S

12

) for determining one of a plurality of combustion modes of the engine (

10

) based on the detected operating conditions of the engine; and EGR mechanism operating means (

82

, S

20

) for operating an EGR control valve (

52

) of the EGR mechanism based on the detected operating conditions of the engine. The system includes at least one of a flow rate control valve (

54

) equipped at the EGR passage to regulate flow rate of the exhaust gas to be recirculated and an actuator (

56

) for regulating an opening of a throttle valve (

18

) provided at the air intake system (

12

); and the EGR mechanism operating means (

80

, S

14

, S

20

, S

100

-S

112

, S

200

-S

202

, S

300

-S

302

, S

400

-S

402

, S

500

-S

502

, S

600

-S

604

, S

700

-S

704

, S

800

-S

804

, S

900

-S

904

, S

1000

-S

1006

, S

1100

-S

1106

) operates the EGR control valve and at least one of the flow rate control valve and the actuator, when the one combustion mode is determined to be changed to other of a plurality of the combustion modes. The flow rate control valve (

54

) has a response which is higher than that of the EGR control valve (

52

).

With this, the most recent parameters possible can be used. The flow rate control valve having higher response than the EGR control valve is provided in the EGR passage and, at the time of a switch between combustion modes, the EGR mechanism is operated by controlling the openings of the EGR control valve and the flow rate control valve. An improved EGR control system for an internal combustion engine is thus provided that, in an engine having different combustion modes, enables realization of an EGR amount that is neither deficient nor excessive for the combustion mode, prevents misfire, and prevents degradation of drivability, fuel economy, and emission performance.

Further, when the actuator is provided for regulating the throttle opening of the engine such that, at the time of switching between combustion modes, the EGR mechanism is operated by controlling the opening of the EGR control valve and driving the actuator, which is, for example, a stepper motor. An improved EGR control system for an internal combustion engine is thus provided that, in an engine having different combustion modes, enables realization of the EGR amount that is neither deficient nor excessive for the combustion mode, prevents misfire, and prevents degradation of drivability, fuel economy, and emission performance. When an existing actuator can be utilized, the system also becomes structurally simple.

In the system, the EGR mechanism operating means operates the EGR control valve and the flow rate control valve, when the one combustion mode is determined to be changed to the other (

82

, S

14

, S

20

, S

100

-S

112

, S

200

-S

202

, S

300

-S

304

).

With this, the effects enumerated with regard to the foregoing can be added to those enumerated with regard to the first aspect. As a result, it is possible still more effectively to realize the EGR amount that is neither deficient nor excessive for the combustion mode, preventing misfire, and preventing degradation of drivability, fuel economy and emission performance.

In the system, the EGR mechanism further includes: a branch passage (

88

) branched from the EGR passage (

50

) to join the exhaust system (

40

); a second EGR control valve (

90

) installed in the branch passage (

88

) to regulate an amount of the exhaust gas to be recirculated; and a passage switching valve (

92

) for switching the EGR passage and the branch passage; and the EGR mechanism operating means operates the passage switching valve such that one of the EGR control valve and the second EGR control valve is selected to be operated, when the one combustion mode is determined to be changed to the other (

82

, S

20

, S

100

-S

112

, S

100

-S

112

, S

800

-S

804

, S

900

-S

904

).

With this, at the time of switching between combustion modes, the aforesaid EGR mechanism operating means operates the EGR mechanism by selectively opening/closing one or the other of the EGR control valve and the second EGR control valve. Therefore, in addition to the effects enumerated with regard to the first aspect of the invention, it is also possible to prevent the aforesaid problems by switching between different combustion modes, more specifically, when switching to either stratified-charge combustion or premix-charge combustion.

In the system, the EGR mechanism further includes: a branch passage (

88

) branched from the EGR passage (

50

) to join the exhaust system (

40

); a second EGR control valve (

90

) equipped at the branch passage (

88

) to regulate the amount of the exhaust gas to be recirculated; and a second flow rate control valve (

94

) installed in the branch passage (

88

) to regulate flow rate of the exhaust gas to be recirculated; and the EGR mechanism operating means selectively operates at least one of the EGR control valve, the flow rate control valve, the second EGR control valve and the second flow rate control valve, when the one combustion mode is determined to be changed to the other (

82

, S

20

, S

100

-S

112

, S

1000

-S

1106

, S

1100

-S

1106

).

With this, at the time of switching between the combustion modes, the EGR mechanism is operated by selectively controlling the openings of the set comprising the EGR control valve and first flow rate control valve and/or the set comprising of the second EGR control valve and second flow rate control valve. As a result, in addition to the effects enumerated with regard to the fourth aspect of the invention, it is also possible to prevent the aforesaid problems even if the diameters of the two types of EGR control valves are very different.

In the system, the EGR mechanism operating means selectively operates at least one of a set of the EGR control valve (

52

) and the flow rate control valve (

54

), and a set of the second EGR control valve (

90

) and the second flow rate control valve (

94

), when the one combustion mode is determined to be changed to the other (

82

, S

20

, S

100

-S

112

, S

1000

-S

1006

, S

1100

-S

1106

).

In the system, the flow rate control valve (

64

) is equipped at the EGR passage (

50

) downstream of the EGR control valve (

52

) in terms of the exhaust gas flow to be recirculated.

In the system, the second flow rate control valve (

94

) is equipped at the branch passage (

88

) downstream of the second EGR control valve (

90

) in terms of the exhaust gas flow to be recirculated.

In the system, the engine (

10

) is a direct injection spark ignition engine operated at a plurality of the combustion modes comprising stratified-charge combustion and premix-charge combustion.

In the system, the EGR mechanism operating means operates the EGR control valve (

52

), the flow rate control valve (

54

) and the actuator (

56

), when the one combustion mode is determined to be changed to the other (

80

, S

14

, S

20

, S

100

-S

112

, S

600

-S

604

, S

700

-S

704

).

In the system, the actuator is a stepper motor (

56

) which regulates the opening of the throttle valve such that a pressure difference between the air intake system (

12

) and the exhaust system (

40

) increases.

Although this invention was explained taking a direct-injection spark ignition engine as an example, it is also appropriate for application in a case where lean-bum control is conducted on an ordinary engine (where fuel is injected before the intake valve(s)).

While the invention has thus been shown and described with reference to specific embodiments, it should be noted that the invention is in no way limited to the details of the described arrangements but changes and modifications may be made without departing from the scope of the appended claims.

Number	Name	Date
4366799	Suda	Jan 1983
4924840	Wade	May 1990
5950595	Yoshioka et al.	Sep 1999
5979396	Yasuoka	Nov 1999
6058906	Yoshino	May 2000
6079387	Mamiya et al.	Jun 2000
6089212	Piock et al.	Jul 2000
6101999	Ohashi et al.	Aug 2000
6142117	Hori et al.	Nov 2000
6167863	Kazama et al.	Feb 2001
6199537	Kowatari et al.	Mar 2001

EGR control system for internal combustion engine

Information

Patent Number

Date Filed

Date Issued

Inventors

Original Assignees

Examiners

Agents

CPC

US Classifications

Field of Search

US

International Classifications

Abstract

Description

Claims

Priority Claims (1)

US Referenced Citations (11)

Foreign Referenced Citations (1)