Exhaust gas recirculation control system

• US 7,963,277 B2
• Filed: 06/26/2008
• Issued: 06/21/2011
• Est. Priority Date: 06/26/2008
• Status: Expired due to Fees

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Grandas, Joseph Michael, McRoy, Gitanjli, Gates, Freeman Carter, Farahmand, Sassan
• Primary Examiner(s): Cronin; Stephen K
• Assistant Examiner(s): Castro; Arnold
• Application Number:
  US12/147,037
• Publication Number:
  US 20090320811A1
• Time in Patent Office: 1,090 Days
• Field of Search: 123/568.29, 123/568.25, 123/568.21
• US Class Current: 123/568.29
• CPC Class Codes: F02M 26/55 using vacuum actuators

Abstract

An exhaust gas recirculation system has an EGR valve disposed in an EGR duct connecting an engine intake and exhaust. A diaphragm of said EGR valve is actuated via vacuum from the engine intake, the application of the vacuum is controlled via an electronic valve regulator (EVR). The EVR is provided a fixed signal to cause it to be fully open when it is determined that the engine is about to encounter a condition in which there is insufficient vacuum to open the EGR valve. The EVR is provided a variable signal during other operating conditions in which there is sufficient vacuum to open the EGR valve.

Claims

1. An exhaust gas recirculation (EGR) system for an internal combustion engine, comprising:

an EGR valve for controlling exhaust gas flow between an exhaust manifold of the engine and an intake manifold of the engine;

an electronic valve regulator (EVR) coupled between said intake manifold and said EGR valve, an open and closed state of said EVR being electrically controlled;

an electronic control unit coupled to said EVR and the engine, said electronic control unit providing a control signal to said EVR based on an indication of whether the engine is about to encounter a condition with insufficient vacuum to operate said EGR valve.

2. The EGR system of claim 1 wherein said control signal is a variable control signal based on engine operating parameters when the engine is not about to encounter such condition.

3. The EGR system of claim 1 wherein said control signal is a fixed control signal when the engine is about to encounter such condition.

4. The EGR system of claim 3 wherein said fixed control signal causes said EVR to be substantially wide open.

5. The EGR system of claim 1 wherein said indication is based on a rate of change in throttle position, said throttle, being disposed in an engine intake, controls air flow to the engine.

6. The EGR system of claim 1, further comprising:

an operator-actuated accelerator pedal having a pedal position sensor, such sensor being electronically coupled to said electronic control unit, wherein said indication is based on a rate of change in pedal position.

7. The EGR system of claim 1 wherein said indication is based on pressure in the intake manifold.

8. A method for controlling an EGR valve coupled to an internal combustion engine, the EGR valve being disposed in a duct connecting an engine intake and an engine exhaust, wherein a diaphragm of the EGR valve is coupled to the engine intake via an electronic valve regulator (EVR), comprising:

providing a fixed control signal to fully open said EVR in response to an indication that the engine will soon encounter a condition with insufficient vacuum in the engine intake to operate the EGR valve.

9. The method of claim 8, further comprising:

providing a variable control signal to the EGR valve in accordance with engine operating parameters in response to an indication that the engine has sufficient vacuum in the engine intake to operate the EGR valve.

10. The method of claim 9, further comprising:

generating an error signal related to the difference between a desired differential pressure across the orifice and an actual differential pressure across the orifice, such error signal providing said variable control signal to said EVR.

11. The method of claim 8 wherein insufficient vacuum is less than about 3 inches of Hg, said vacuum being between the engine intake and barometric pressure.

12. The method of claim 8 wherein said indication is based on at least one of:

a signal from an accelerator pedal position sensor, said accelerator pedal position sensor and said engine being disposed in a vehicle;

a signal from an absolute pressure sensor disposed in the engine intake; and

throttle position, said throttle being disposed in the engine intake, the position of said throttle controlling intake flow into the engine.

13. A method for controlling an EGR valve coupled to an internal combustion engine, the EGR valve being disposed in a duct connecting an engine intake and an engine exhaust, wherein a diaphragm of the EGR valve is coupled to the engine intake via an electronic valve regulator (EVR), said method comprising:

providing a variable duty cycle signal to the EVR in accordance with engine operating parameters when the engine has sufficient vacuum in the engine intake to operate the EGR valve; and

providing a 100% duty cycle signal to the EVR in response to an indication that the engine will soon encounter a condition with insufficient vacuum in the engine intake to operate the EGR valve.

14. The method of claim 13 wherein said 100% duty cycle opens the EVR fully to allow maximum vacuum to be applied to said EGR diaphragm.

15. The method of claim 13 wherein sufficient vacuum comprises between 3 and 6 inches of Hg, said vacuum being between the engine intake and barometric pressure.

16. The method of claim 13 wherein said indication is based on a signal from an accelerator pedal position sensor, said accelerator pedal position sensor and said engine being disposed in a vehicle.

17. The method of claim 13 wherein said indication is based on a signal from an absolute pressure sensor disposed in the engine intake.

18. The method of claim 13 wherein said indication is based on throttle position, said throttle being disposed in the engine intake, the position of said throttle controlling intake flow into the engine.

19. The method of claim 13 wherein said indication is based on an operator demanded torque as determined in an electronic control unit coupled to the engine.

20. The method of claim 19 wherein said electronic control unit is coupled to a throttle position sensor coupled to a throttle disposed in the engine intake and a pressure sensor coupled to an engine intake.