JP5736961B2 - Exhaust gas recirculation control device and exhaust gas recirculation system for internal combustion engine - Google Patents

Description

  The present invention relates to an exhaust gas recirculation control device and an exhaust gas recirculation system for an internal combustion engine, and more particularly to an exhaust gas recirculation control device and an exhaust gas recirculation system for an internal combustion engine that prevent corrosion of main components of an intake system due to condensed water. About.

  Many internal combustion engines for vehicles are equipped with an exhaust gas recirculation system (EGR system) that performs exhaust gas recirculation that is effective in reducing NOx (nitrogen oxides) and effective in improving fuel efficiency. Further, in an engine capable of lean combustion and having a high EGR flow rate, an EGR cooler (exhaust cooler) is frequently used to lower the temperature of exhaust gas recirculated, that is, EGR gas.

  In such an exhaust gas recirculation system, water in the exhaust gas is cooled by an EGR cooler or the like, so that condensed water is generated, and exhaust gas components (chlorine, sulfur, etc.) are easily dissolved therein. The main components of the intake system and the EGR cooler are easily corroded by the high condensed water. Therefore, conventionally, exhaust gas recirculation control for preventing such corrosion is known.

  For example, in an engine whose operating time tends to be shortened by adopting automatic stop control such as idling stop control, if the engine stops while condensate remains, corrosion of main components of the intake system will progress due to condensate. Focusing on the problem of facilitating the condensate evaporation by continuing the engine operation until the tube wall temperature of the EGR pipe rises to the extent that the condensate evaporation is completed, and automatic stop control There is known an exhaust gas recirculation control device that can meet the demand for fuel consumption reduction due to (see, for example, Patent Document 1).

JP 2010-121574 A

  However, in the conventional exhaust gas recirculation control device and the exhaust gas recirculation system for an internal combustion engine, it is necessary to set the cooling water temperature at which the use of the EGR cooler can be started to a relatively high temperature in order to suppress the generation of condensed water. Therefore, there were the following problems.

  The operation continuation period for promoting the evaporation of the condensed water becomes relatively long, and the fuel cost improvement by automatic stop control such as idling stop control is narrowed.

  Moreover, since the temperature of the cooling water used for the EGR cooler becomes high, the EGR operation region cannot be sufficiently ensured, and it may be difficult to sufficiently ensure exhaust purification performance and fuel consumption reduction. .

  Furthermore, even when the EGR valve is closed and the temperature of the cooling water in the EGR cooler is low, even if the exhaust gas enters the exhaust gas recirculation passage and condensate is generated, the cooling water temperature is sufficiently increased. Since the EGR pipe is not heated by the recirculated exhaust gas, the evaporation / drying of the condensed water is slowed, and the evaporation of the condensed water is insufficient.

  Therefore, the present invention can effectively prevent corrosion due to condensed water of the EGR cooler and the main components of the intake system while ensuring a sufficient EGR operation region, and can further improve fuel efficiency. An apparatus and an exhaust gas recirculation system for an internal combustion engine are provided.

  In order to solve the above problems, the exhaust gas recirculation control device according to the present invention is (1) on condition that the temperature of the cooling water of the internal combustion engine equipped with the exhaust gas recirculation system is equal to or higher than a preset threshold temperature. An exhaust gas recirculation control device that permits recirculation of exhaust gas from an exhaust passage side to an intake passage side of the internal combustion engine and controls a recirculation amount of the recirculated exhaust gas, and calculates a dew point temperature of the recirculated exhaust gas A dew point temperature calculation unit and a threshold temperature variable setting unit that variably sets the threshold temperature according to the dew point temperature are provided.

  With this configuration, the threshold temperature for determining whether or not EGR control can be executed (start determination) is variably set according to the dew point temperature of the recirculated exhaust gas containing moisture. Therefore, if the dew point temperature is low, even if the cooling water temperature is relatively low The recirculation of the exhaust gas from the exhaust passage side to the intake passage side is permitted and the recirculation amount is controlled. Therefore, it is possible to evaporate and dry the condensed water using the recirculated exhaust gas from the stage where the cooling water temperature is relatively low while suppressing the generation of condensed water. Corrosion can be effectively suppressed. In addition, the exhaust gas purification performance and the fuel consumption reduction effect are improved by sufficiently securing the EGR operation region.

  In the exhaust gas recirculation control apparatus according to the present invention, (2) an intake air temperature detection unit for detecting the temperature of intake air sucked into the internal combustion engine, and an intake for detecting the pressure of intake air sucked into the internal combustion engine An air pressure detection unit; and an air / fuel ratio detection unit that detects an air / fuel ratio of fuel supplied to the internal combustion engine together with the air, wherein the dew point temperature calculation unit is configured to control the intake air temperature and the intake air The mass of water in the intake air and the amount of fuel supplied to the internal combustion engine are calculated based on the pressure and the air-fuel ratio, and the molar ratio of water in the exhaust gas is calculated based on the calculated value. It is desirable to do. With this configuration, the amount of condensed water generated can be accurately grasped, and the threshold value for determining whether to start EGR control can be variably set. Here, the air-fuel ratio of the fuel supplied to the internal combustion engine means the air-fuel ratio of the fuel mixture containing air and fuel supplied into the combustion chamber of the internal combustion engine.

  In order to solve the above problems, an exhaust gas recirculation system for an internal combustion engine according to the present invention is provided on the exhaust gas recirculation passage, (3) an exhaust gas recirculation passage interposed between the exhaust passage and the intake air passage of the internal combustion engine, An exhaust gas recirculation control valve that opens to recirculate exhaust gas from the exhaust gas passage side to the intake air passage side; a gas passage that forms part of the exhaust gas recirculation passage; and a cooling water passage that passes the cooling water of the internal combustion engine An exhaust cooler that cools the recirculated exhaust gas by heat exchange between the recirculated exhaust gas that passes through the gas passage and the cooling water, and a temperature of the cooling water of the internal combustion engine introduced into the exhaust cooler in advance. An exhaust gas recirculation control device for permitting recirculation of the exhaust gas from the exhaust passage side to the intake passage side and for controlling the recirculation amount of the recirculated exhaust gas, on condition that the temperature exceeds a set threshold temperature; With An exhaust gas recirculation system for an internal combustion engine, wherein the exhaust gas recirculation control device includes a dew point temperature calculation unit that calculates a dew point temperature of the recirculated exhaust gas, and a threshold temperature that variably sets the threshold temperature according to the dew point temperature And a variable setting unit.

  With this configuration, the threshold temperature for determining the start of EGR control is variably set according to the dew point temperature of the recirculated exhaust gas containing moisture. Therefore, if the dew point temperature is low, the exhaust passage side to the intake passage side even at a relatively low temperature The recirculation of the exhaust gas to the air is permitted and the recirculation amount is controlled. Therefore, it is possible to evaporate and dry the condensed water from a relatively low stage while suppressing the generation of condensed water, and effective corrosion of the EGR cooler and main components of the intake system due to the condensed water can be achieved by early evaporation and drying. Can be suppressed. In addition, the exhaust gas purification performance and the fuel consumption reduction effect are improved by sufficiently securing the EGR operation region.

  In the exhaust gas recirculation system for an internal combustion engine according to the present invention, (4) an intake air temperature detection unit for detecting a temperature of intake air sucked into the internal combustion engine, and a pressure of the intake air sucked into the internal combustion engine is detected. And an air-fuel ratio detection unit for detecting an air-fuel ratio of fuel supplied to the internal combustion engine together with the air, wherein the dew point temperature calculation unit is configured to control the intake air temperature and the intake air. The mass of water in the intake air and the amount of fuel supplied to the internal combustion engine are calculated based on the pressure of the air and the air-fuel ratio, and the molar ratio of water in the exhaust gas is calculated based on the calculated value. It is desirable to calculate With this configuration, the amount of condensed water generated can be accurately grasped, and the threshold value for determining whether to start EGR control can be variably set.

  In the exhaust gas recirculation system for an internal combustion engine having the configuration of (4) above, (5) the first dew point temperature calculation unit is capable of calculating the saturated vapor pressure of the intake air based on the temperature of the intake air. It is preferable to store an approximate calculation formula. This makes it possible to easily calculate the saturated vapor pressure of the intake air based on the temperature of the intake air, and to calculate the mass of water in the intake air at the saturated vapor pressure based on the saturated vapor pressure and the atmospheric pressure or the intake pressure. By being possible, the molar ratio of water in the gas before combustion can be estimated. Therefore, the molar ratio of water after combustion can be estimated from the amount of water before combustion and the amount of water generated by combustion, and the dew point temperature based on the molar ratio of water after combustion and the pressure of exhaust gas. Can be calculated with high accuracy.

  In the exhaust gas recirculation system for an internal combustion engine having the configuration of (5), (6) the dew point temperature calculation unit is based on a pressure of the recirculated exhaust gas and a molar ratio of water in the exhaust gas of the internal combustion engine. A partial pressure calculation formula for calculating the partial pressure of water in the recirculated exhaust gas, and a partial pressure calculated by the partial pressure calculation formula matches the saturated vapor pressure calculated by the first approximate calculation formula It is preferable to store a second approximate calculation formula for calculating the temperature of the above as the dew point temperature. With this configuration, a practical saturated vapor pressure approximate expression that can accurately calculate the saturated vapor pressure from the air temperature, such as the Tetens expression, is used as the first approximate calculation expression. It is possible to calculate the dew point temperature accurately and easily using the approximate calculation formula.

  According to the present invention, the threshold temperature for determining the start of EGR control is variably set according to the dew point temperature of the recirculated exhaust gas containing moisture, and the recirculation and return of the exhaust gas from the exhaust passage side to the intake passage side is performed. Since the flow rate control can be accurately executed according to the dew point temperature, the EGR cooler starts to evaporate and dry the condensed water by the recirculated exhaust gas from a stage where the cooling water temperature is relatively low while suppressing the generation of the condensed water. In addition, corrosion of the main components of the intake system due to condensed water can be effectively suppressed, and the exhaust gas purification performance and fuel consumption reduction effect can be improved by securing the EGR operation region. As a result, the exhaust gas recirculation control device and the internal combustion engine that can effectively suppress the corrosion of the EGR cooler and the main components of the intake system due to the condensed water while ensuring a sufficient EGR operation region, and that can improve fuel efficiency. An engine exhaust gas recirculation system can be provided.

1 is a schematic configuration diagram of an exhaust gas recirculation system for an internal combustion engine according to an embodiment of the present invention. 1 is a block configuration diagram of an exhaust gas recirculation control device in an exhaust gas recirculation system for an internal combustion engine according to an embodiment of the present invention. The flowchart which shows the general | schematic procedure of the start determination process for performing exhaust gas recirculation | control control according to the comparison result of the temperature of engine cooling water, and the variable threshold temperature in the exhaust gas recirculation system of the internal combustion engine which concerns on one Embodiment of this invention. It is. It is a graph which illustrates the relationship between the operating condition in the exhaust gas recirculation system of the internal combustion engine which concerns on one Embodiment of this invention, and the change of dew point temperature. It is a graph which illustrates the relationship between the change of atmospheric pressure, and the change of dew point temperature in the exhaust gas recirculation system of the internal combustion engine which concerns on one Embodiment of this invention. It is operation | movement explanatory drawing of the exhaust gas recirculation system of the internal combustion engine which concerns on one Embodiment of this invention.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

(One embodiment)
1 to 6 show an exhaust gas recirculation control device according to an embodiment of the present invention and an exhaust gas recirculation system for an internal combustion engine equipped with the exhaust gas recirculation control device.

  As shown in FIG. 1, the exhaust gas recirculation system of the present embodiment is a multi-cylinder internal combustion engine mounted on an automobile, for example, a 4-cylinder 4-cycle gasoline engine (only one cylinder is shown in FIG. 1). (Hereinafter simply referred to as an engine) 1, a combustion chamber 3 is formed in each cylinder 1 a of the engine 1 by a piston 2, and an intake valve 4 and an exhaust valve 5 can be opened and closed by a valve mechanism (not shown). The spark plug 6 is disposed so as to be exposed in the combustion chamber 3. In addition, an electronically controlled throttle valve unit 8 is provided in the intake passage 7w in the intake pipe 7, and an intake portion is formed integrally with the intake pipe 7 on the combustion chamber 3 side from the throttle valve unit 8. A surge tank 9 having a predetermined volume is provided.

  The distribution intake passage 7a to each cylinder 1a of the engine 1 is provided with in-cylinder injectors 11 (fuel injection valves), and a plurality of injectors 11 corresponding to the number of cylinders supply fuel to the plurality of cylinders 1a. Connected to the delivery pipe 12. Fuel (for example, gasoline) pumped out by a fuel pump 16 from a fuel tank 17 mounted on the vehicle is supplied to the delivery pipe 12 through a fuel passage L. The exhaust pipe 18 of the engine 1 is equipped with an exhaust purification catalytic converter 19 (exhaust purification device) containing, for example, a three-way catalyst.

  In the engine 1, the intake valve 4 and the exhaust valve 5 are opened and closed according to the stroke of the piston 2, and intake air and fuel from the injector 11 are introduced into the combustion chamber 3. Then, spark ignition is performed by the spark plug 6, and the output of the engine 1 is rotated by explosion / combustion in the combustion chamber 3, and exhaust gas from the combustion chamber 3 is exhausted to an exhaust passage 18 w in the exhaust pipe 18. The exhaust gas is purified by a three-way catalyst (not shown) inside the catalytic converter 19. The engine 1 is a gasoline engine here, but may use other fuels (such as bioethanol fuel or gas fuel (LPG or LNG)) or a non-spark ignition diesel engine. Also good.

  On the other hand, the engine 1 is equipped with an exhaust gas recirculation device 20 that recirculates part of the exhaust gas from the exhaust pipe 18 to the intake pipe 7 side. The exhaust gas recirculation device 20 is connected to the exhaust pipe 18 (exhaust section). EGR pipe 21 (exhaust gas recirculation pipe) interposed between intake pipe 7 (intake section) and exhaust gas recirculation passage 21w in EGR pipe 21 can be opened and closed and the opening degree can be changed. A valve 22 (exhaust gas recirculation control valve), a gas passage portion forming a part of the exhaust gas recirculation passage 21w in the EGR pipe 21, and a cooling water passage portion located downstream of the water jacket 1w of the engine 1 in the cooling water circulation direction. And an EGR cooler 23 (exhaust cooler) capable of cooling the recirculated exhaust gas passing through the exhaust recirculation passage 21w.

  The EGR pipe 21 is opened / closed according to the opening degree of the EGR valve 22 to form an exhaust gas recirculation passage 21w for returning the recirculated exhaust gas from the exhaust pipe 18 side into the surge tank 9 on the downstream side in the intake direction from the throttle valve unit 8. doing. A part or all of the EGR pipe 21 may be integrally formed with a large part constituting a cylinder head or an intake manifold.

  The EGR valve 22 includes a valve drive motor unit 22m such as a step motor and a valve body (not shown) that changes the valve opening degree.

  The EGR cooler 23 has a function of cooling the recirculated exhaust gas by heat exchange between the engine cooling water and the recirculated exhaust gas passing through the exhaust recirculation passage 21w.

  A water pump (not shown) is arranged on the upstream end side of the water jacket 1w of the engine 1, and a thermostat that opens and closes in response to the temperature of the cooling water is arranged on the suction side of the water pump. Yes. And the cooling water which flowed out from the engine 1 is supplied also to the heater core which performs heat exchange between cooling water and air for the heating etc. of a vehicle interior, and the engine cooling which passed the heater core Water is supplied to the EGR cooler 23 via the cooling water pipe 24.

  An exhaust gas temperature sensor 51 for detecting the temperature of the exhaust gas close to the temperature of the recirculated exhaust gas is provided at the EGR pipe 21 on the upstream side (exhaust pipe 18 side) in the exhaust gas recirculation direction from the EGR cooler 23 or the inlet of the EGR cooler 23 In the drawing, an EGR pipe 21 is provided in the vicinity of the upstream end), and the detection information of the exhaust gas temperature sensor 51 is taken into the ECU 30.

  On the other hand, an air cleaner (not shown) is provided on the upstream side of the intake pipe 7. In the vicinity of the air cleaner, an air flow meter 41 for detecting the flow rate of air sucked into the intake pipe 7, An intake air temperature sensor 42 (intake air temperature detection unit) for detecting the temperature of the air sucked in (or the outside air temperature) and a vacuum sensor 43 for detecting the pressure of the intake air in the surge tank 9 are provided. Sensor information of the air flow meter 41, the intake air temperature sensor 42, and the vacuum sensor 43 is also taken into the ECU 30.

  The ECU 30 is an electronic control unit that electronically controls the operation of the engine 1, and its detailed hardware configuration is not shown. For example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), A backup memory including a nonvolatile memory or the like is provided, and further includes an input interface circuit having an A / D converter and the like, and an output interface circuit having a driver circuit for actuators.

  In addition to the air flow meter 41, the intake air temperature sensor 42, the vacuum sensor 43, and the exhaust gas temperature sensor 51, the input interface circuit of the ECU 30 includes an atmospheric pressure sensor 40 (intake air pressure detection unit) that detects the pressure of the outside air. A crank angle sensor 44 that detects the engine speed [rpm], a water temperature sensor 45 that detects the temperature of the cooling water passing through the water jacket 1w, and a throttle opening sensor 46 that detects the opening of the throttle valve unit 8. A vehicle speed sensor 47 for detecting the vehicle speed of the vehicle on which the engine 1 is mounted, an air-fuel ratio sensor 48 (air-fuel ratio detection unit) for detecting the oxygen concentration or exhaust air-fuel ratio of the exhaust gas in the exhaust pipe 18, and the accelerator opening degree An accelerator opening sensor 49 to detect, and a fuel pressure sensor to detect the pressure of fuel supplied to the delivery pipe 12 It is connected to sensors Sa 50 such, also the sensor information of these sensors 44-50, respectively adapted to be incorporated into the ECU 30.

  The output interface circuit of the ECU 30 includes an injector driver circuit 15 that drives the injector 11, an ignition device 13 that includes the ignition plug 6 and its drive circuit, a motor unit 8m (electronically controlled throttle motor) of the throttle valve unit 8, and A valve drive motor section 22m of the EGR valve 22 is connected to a pump drive circuit 14 that drives and controls the fuel pump 16. The ECU 30 is supplied with power from a battery (not shown), and is connected to another ECU 35 mounted on the vehicle so as to be communicable.

  The CPU of the ECU 30 is based on sensor information acquired from the input interface circuit, preset setting value information, map data, etc. while exchanging data between the RAM and the backup memory in accordance with a control program stored in the ROM. The electronic control of the engine 1 is executed by executing predetermined arithmetic processing and outputting a control signal from the output interface circuit according to the result.

  That is, the ECU 30 calculates the basic fuel injection time of the injector 11 corresponding to the basic fuel injection amount based on the intake air amount per rotation of the engine 1 obtained from the sensor information of the air flow meter 41 and the crank angle sensor 44, for example. Then, correction processing based on each sensor signal is added so that the optimal air-fuel ratio is obtained during the basic fuel injection time, and fuel injection from the injector 11 is performed when the crank angle set as the injection timing is reached with an appropriate fuel injection amount. A plurality of control values are calculated for execution. Further, the ECU 30 calculates a plurality of control values for executing control such as appropriate ignition timing, throttle opening, EGR rate (exhaust gas recirculation amount), etc., according to the operating state of the engine 1. The ECU 30 drives the injector 11 from the output interface circuit, and a fuel injection signal for controlling the fuel injection amount in the engine 1 to the target injection amount, or an ignition timing for igniting the spark plug 6 at the target ignition timing. The control signal, the opening command signal to the motor unit 8m of the throttle valve unit 8 and the valve drive motor unit 22m of the EGR valve 22, the drive control signal of the fuel pump 16, and the like are output.

  The ECU 30 controls the air-fuel ratio of the fuel supplied to the engine 1 so that the exhaust air-fuel ratio (theoretical air-fuel ratio) suitable for exhaust gas purification by the catalytic converter 19 is based on, for example, detection information of the air-fuel ratio sensor 48 ( For example, the throttle opening is reduced when oxygen is excessive, and the throttle opening is increased when oxygen is insufficient.

  Further, the ECU 30 permits the exhaust gas to recirculate from the exhaust passage 18w side to the intake passage 7w side on the condition that the temperature of the cooling water of the engine 1 is equal to or higher than a preset threshold temperature, and the exhaust gas recirculation. The EGR valve 22 has a function of controlling the flow rate (recirculation amount) of the recirculated exhaust gas passing through the passage 21w.

  Specifically, the ECU 30 serves as a plurality of functional units related to the EGR control based on the pressure of the recirculated exhaust gas and the molar ratio of water (water contained in the exhaust gas) in the exhaust gas of the engine 1. A dew point temperature calculation unit 31 for calculating the dew point temperature of the recirculated exhaust gas including the threshold value temperature for executing the above-described determination as to whether or not the EGR control is permitted depends on the dew point temperature calculated by the dew point temperature calculation unit 31. The temperature of the cooling water in the water jacket 1w detected by the water temperature sensor 45 reaches or exceeds the threshold temperature Tth near the dew point temperature set by the threshold temperature variable setting unit 32. On the condition that the opening degree of the EGR valve 22 can be controlled to be larger than the minimum opening degree, the EGR control for controlling the opening degree of the EGR valve 22 according to the operating state of the engine 1 is possible. It is provided with a 33, a.

  The ECU 30 also functions as an intake air temperature detection unit that detects the temperature (outside air temperature) of air sucked into the engine 1 in cooperation with the intake air temperature sensor 42 and the pressure of the intake air sucked into the engine 1. The function of the intake air pressure detection unit that detects in cooperation with the atmospheric pressure sensor 40 and the air-fuel ratio detection that detects the air-fuel ratio (the air-fuel ratio of the fuel supplied to the engine 1) when the air-fuel ratio feedback control is executed. Part functions.

  The ECU 30 further controls the operating state of the engine 1, for example, based on the intake pressure [Pa] detected based on the detection information of the vacuum sensor 43, the engine rotation speed [rpm], and the engine load, or the exhaust gas pressure sensor 52. Is provided, the flow rate and pressure of the recirculated exhaust gas passing through the exhaust recirculation passage 21w can be estimated and calculated based on the detected information.

  The dew point temperature calculation unit 31 of the ECU 30 obtains the intake air temperature detected based on the detection information of the intake air temperature sensor 42, the intake air pressure detected based on the detection information of the atmospheric pressure sensor 40, and the air-fuel ratio feedback. The mass of water in the intake air and the amount (mole) of fuel supplied to the engine 1 are calculated based on the air-fuel ratio, and the molar ratio of the water in the exhaust gas of the engine 1 is calculated based on the calculated value. It comes to calculate.

  Specifically, as shown in FIG. 2, the dew point temperature calculation unit 31 of the ECU 30 includes a saturated vapor pressure calculation unit 61, a pre-combustion substance amount calculation unit 62, a combustion calculation unit 63, a post-combustion substance amount calculation unit 64, and a dew point. The temperature approximate calculation unit 65 is configured.

In the dew point temperature calculation unit 31 of the ECU 30, the saturated vapor pressure calculation unit 61 is based on the detection information of the intake air temperature sensor 42, and the saturated vapor pressure Ew (Ta) of the intake air at the temperature Ta that is humid air (of the saturated water vapor pressure). As a first approximate calculation formula that can calculate the saturated vapor pressure Ew (Ta) of the intake air at the temperature Ta that is humid air, the following formula (1) is stored. Yes. The equation (1) corresponds to the well-known Tetens equation.
Ew (Ta) [kPa] = 0.611 × 10 ^{7.5 · Ta / (Ta + 237.3)} (1)

The partial pressure Pw1 of the water in the intake air can be calculated by the saturated vapor pressure Ew (Ta) × relative humidity [%] / 100. If the humidity is detected by the humidity sensor, the partial pressure Pw1 of the water is calculated. And the molar ratio Rw1 of the water in the intake air expressed by the following equation (2) based on the pressure Pin of the intake air and the dry air in the intake air expressed by the following equation (3) ( The molar ratio Rd1 of nitrogen N ₂ , oxygen O ₂ and argon Ar) can be calculated.
Rw1 = Pw1 / Pin (2)
Rd1 = (Pin−Pw1) / Pin (3)

In the dew point temperature calculation unit 31 of the ECU 30, the pre-combustion substance amount calculation unit 62 uses the calculation method as described above, the partial pressure Pw1 of the water in the intake air, the molar ratio Rw1 of the water in the intake air, and the The molar ratio Rd1 of dry air is calculated. Then, when the mass of the intake air per unit time of the saturated vapor pressure Ew (Ta) is Ga [g], the molar mass of water (1 mol) is Mw, and the molar mass of dry air (1 mol) is Md, The mass Gw1 of water in the intake air is calculated by the following equation (4).
Gw1 = Ga × (Rw1 × Mw) / (Rw1 × Mw + Rd1 × Md) (4)

In the dew point temperature calculation unit 31 of the ECU 30, the combustion calculation unit 63 is first based on the mass Ga [g] of intake air used for combustion in the combustion chamber and the air / fuel ratio A / F obtained in the air / fuel ratio feedback control. Then, the mass Gf and the substance amount Nf of the fuel to be used for combustion are calculated using the following equations (6) and (7), respectively.
Gf = Ga / (A / F) (6)
Nf = Gf / Mf (7)

Here, Mf is the molar mass of the average composition fuel (1 mol) used in the engine 1. Here, the fuel having the average composition is, for example, heptane (C ₇ H ₁₆ ). Of course, different fuel compositions may be used. The air-fuel ratio A / F of the fuel supplied to the engine 1 here means the air-fuel ratio of the fuel mixture containing air and fuel supplied into the combustion chamber of the engine 1.

The combustion calculation unit 63 also calculates the amount of water generated by combustion in the combustion chamber using the following equation (8) as a chemical reaction equation of combustion in the combustion chamber of the engine 1.
C ₇ H ₁₆ + 11O ₂ → 7CO ₂ + 8H ₂ O (8)

That is, based on the equation (8), the substance amount Nw3 of water generated by combustion is calculated as a substance amount that is eight times the amount of fuel substance by the following equation (9).
Nw3 = 8 × Nf (9)

The substance amount Nw1 of water before combustion can be calculated by the following equation (10) as a value obtained by dividing the mass Gw1 of water in the intake air by the molar mass Mw of water.
Nw1 = Gw1 / Mw (10)

In the dew point temperature calculation unit 31 of the ECU 30, the post-combustion substance amount calculation unit 64 sets the post-combustion water substance amount Nw2 as the sum of the pre-combustion water substance amount Nw1 and the water substance amount Nw3 generated by combustion. The following equation (11) is used for calculation.
Nw2 = Nw1 + Nw3 (11)

On the other hand, considering the amount of each component of dry air (nitrogen N ₂ , oxygen O ₂ and carbon dioxide CO ₂ ) in the exhaust gas after combustion, the amount of nitrogen N ₂ after combustion Nt ₂ , the oxygen after combustion The substance amount Nx2 of O ₂ and the substance amount Nc2 of carbon dioxide CO ₂ after combustion can be calculated by the following equations (12), (13), and (14), respectively.

Nt2 = Nt1 = (Ga−Gw1) × 0.75 / Mt (12)
Nx2 = (Ga−Gw1) × 0.25 / Mx−11 × Nf (13)
Nc2 = 7 × Nf (14)
Here, Nt1 is the amount of nitrogen before combustion, Mt is the molar mass of nitrogen (1 mol), Mx is the molar mass of oxygen (1 mol), and Nf is the amount of the aforementioned fuel.

The substance amount Nd2 of the dry air in the exhaust gas after combustion can be calculated as the sum of the substance amounts Nt2, Nx2, and Nc2 by the following equation (15).
Nd2 = Nt2 + Nx2 + Nc2 (15)

The post-combustion substance amount calculation unit 64 calculates the substance amount Nw2 of water after combustion and the substance amount Nd2 of dry air in the exhaust gas after combustion by the calculation method as described above, and the calculated values Nw2, Based on Nd2, the molar ratio Rw2 of water in the exhaust gas after combustion is calculated using the following equation (16).
Rw2 = Nw2 / (Nw2 + Nd2) (16)

  In the dew point temperature calculation unit 31 of the ECU 30, the dew point temperature approximation calculation unit 65 includes the pressure Peg of the recirculated exhaust gas estimated according to the operating state of the engine 1 as described above, and the water in the exhaust gas per unit time of the engine 1. Is calculated by a partial pressure calculation formula (formula (17) described later) for calculating the partial pressure Pw2 of water in the recirculated exhaust gas passing through the exhaust recirculation passage 21w and the partial pressure calculation formula thereof. The second approximate calculation formula (formula (18) described later) for calculating the temperature Ta when the partial pressure Pw2 coincides with the saturated vapor pressure Ew (Ta) calculated by formula (1) as the dew point temperature Tdp is stored. doing.

Specifically, the dew point temperature approximation calculation unit 65 refers to the map based on the intake pressure [Pa] detected based on the detection information of the vacuum sensor 43, the engine rotation speed [rpm], and the engine load. As a sum of the back pressure obtained in this way or the back pressure based on the detection information of the exhaust gas pressure sensor 52 corresponding thereto, the pressure Peg of the recirculated exhaust gas passing through the exhaust recirculation passage 21w is estimated and calculated. Further, the partial pressure Pw2 of the water in the recirculated exhaust gas is calculated from the pressure Peg of the recirculated exhaust gas and the molar ratio Rw2 of the water contained in the exhaust gas after combustion by the following equation (17).
Pw2 = Peg × Rw2 (17)

  Then, the dew point temperature approximate calculation unit 65 calculates the dew point temperature Tdp based on the partial pressure Pw2 of the water in the recirculated exhaust gas by the following equation (18) that is the second approximate calculation formula.

Tdp = 237.3 × log A / (7.5−log A) (18)
However, A = Pw2 / 0.611, and log in the equation (18) is a natural logarithm. The equation (18) corresponds to the value of the temperature Ta when the saturated vapor pressure Ew (Ta) obtained by the equation (1) matches the partial pressure Pw2 of the water in the recirculated exhaust gas (dew point). .

In the dew point approximation calculation by the dew point temperature approximation calculation unit 65, the molar mass of heptane C ₇ H ₁₆ itself is 100.21 g / mol, but the fuel has a molar mass of 96 [g / mol] and a weight ratio in the air. Is zero, nitrogen (N ₂ ) has a molar mass of 28 [g / mol] and a weight ratio in air of 0.75, and oxygen (O ₂ ) has a molar mass of 32 [g / mol]. And the weight ratio in air is 0.25, carbon dioxide (CO ₂ ) has a molar mass of 44 [g / mol], the weight ratio in air is zero, and water (H ₂ O) The mass is assumed to be 18 [g / mol].

  On the other hand, the threshold temperature variable setting unit 32 of the ECU 30 uses the exhaust gas calculated by the dew point temperature calculation unit 31 as the threshold temperature Tth for determining whether or not the EGR control unit 33 allows the above-described EGR control. Depending on the value of the dew point temperature Tdp, the dew point temperature Tdp is variably set in multiple steps or steplessly so as to be within a certain allowable temperature error range. Here, the number of stages of the threshold temperature Tth and the allowable temperature error range that are variably set are set based on experimental results so that the amount of condensed water generated in the EGR cooler 23 can be suppressed within a certain amount.

  Further, the EGR control unit 33 of the ECU 30 sets the EGR valve on condition that the temperature of the cooling water in the water jacket 1 w detected by the water temperature sensor 45 has reached or exceeded the threshold temperature Tth set by the threshold temperature variable setting unit 32. 22 is opened and the opening degree can be controlled (hereinafter also referred to as an EGR-ON state). Further, the ECU 30 controls the air-fuel ratio of the fuel supplied to the engine 1 based on the detection information of the air-fuel ratio sensor 48 so that the exhaust air-fuel ratio (theoretical air-fuel ratio) suitable for exhaust purification by the catalytic converter 19 is obtained. For example, the feedback control is executed such that the throttle opening is reduced when oxygen is excessive and the throttle opening is increased when oxygen is insufficient.

  When the above-described air-fuel ratio feedback is not executed, the ECU 30 determines the exhaust gas based on, for example, the detected pressure of the exhaust gas pressure sensor 52 indicated by the dotted line in FIGS. A target opening degree of the EGR valve 22 corresponding to the operating state of the engine 1 is calculated based on an EGR opening degree map set in advance by experiment so that the flow rate of the recirculated exhaust gas passing through the recirculation passage 21w becomes a predetermined amount, and EGR The target opening degree of the valve 22 may be controlled. In this case, the EGR opening degree map is obtained by setting an optimal exhaust gas recirculation amount or valve opening degree corresponding to, for example, the engine speed or the accelerator opening degree (required load) as a target value. The stored data can calculate the target value based on the detection information of the opening sensor 49 and the like.

  Next, the operation will be described.

  In the exhaust gas recirculation control device and the exhaust gas recirculation system of the present embodiment configured as described above, the process for determining whether or not the exhaust gas recirculation control can be executed is performed according to the general procedure of the determination process as shown in FIG. It is repeatedly executed every predetermined time during operation.

  As shown in FIG. 3, first, the ECU 30 detects the outside air temperature, which is the temperature of the intake air, based on the detection information of the intake air temperature sensor 42, and the atmospheric pressure level of about atmospheric pressure based on the detection information of the atmospheric pressure sensor 40. While the pressure of the intake air is detected, the value of the air-fuel ratio of the fuel supplied to the engine 1 during the air-fuel ratio feedback control is calculated (steps S11 to S13).

  Next, based on the detected outside air temperature, atmospheric pressure, and air-fuel ratio, in the dew point temperature calculation unit 31 of the ECU 30, the aforementioned saturated vapor pressure calculation unit 61, pre-combustion substance amount calculation unit 62, combustion calculation unit 63, post-combustion substance By executing the calculation processing of the amount calculation unit 64 and the dew point temperature approximation calculation unit 65, the recirculation exhaust gas containing moisture based on the pressure Peg of the recirculation exhaust gas and the molar ratio of the water contained in the exhaust gas of the engine 1 A dew point temperature Tdp of the gas is calculated, and a threshold temperature Tth within a certain temperature range is variably set with respect to the dew point temperature Tdp (step S14).

  Next, it is determined whether or not the temperature of the cooling water in the water jacket 1w detected by the water temperature sensor 45 is lower than the threshold temperature Tth (step S15), and the temperature of the cooling water has not reached the threshold temperature Tth. For example, the determination in step S15 is repeated until the temperature of the cooling water reaches the threshold temperature Tth (in the case of YES in step S15).

  On the other hand, if the temperature of the cooling water has reached the threshold temperature Tth (in the case of NO in step S15), then, the EGR valve 22 is opened, and the recirculated exhaust gas from the exhaust pipe 18 side opens the opening of the EGR valve 22. In response to this, the EGR-ON state is returned to the surge tank 9, that is, the EGR execution state is set (step S16).

  Here, regarding the calculations executed in the dew point temperature calculation unit 31 of the ECU 30, for example, intake air 20 [g / s], air-fuel ratio 14.7, fuel 1.36 [g / s], intake air temperature 30 [° C.] The intake air pressure is 100 [kPa], the saturated vapor pressure of the intake air is 4.24 [kPa], the humidity of the intake air is 100 [%], the back pressure is 4 [kPa], and the EGR pressure is 104 [kPa]. This will be described using an example.

  In this case, when calculating the dew point temperature of the intake air, the partial pressure of air in the intake air (humid air) is 95.8 [kPa], the partial pressure of water is 4.2 [kPa], the molar ratio of air is 0.958, The molar ratio of water is 0.042, and the dew point of the intake air is 30.0 [° C.].

  Further, when the amount of moisture in the intake air before combustion is calculated, dry air 19.46 [g / s], nitrogen 14.60 [g / s], oxygen 4.87 [g / s], carbon dioxide 0.8. 00 [g / s], water 0.54 [g / s], and the water ratio becomes 2.68 [wt%].

  The amount of substance (mol) before combustion is 0.521 [mol / s] nitrogen, 0.152 [mol / s] oxygen, 0.014 [mol / s] fuel, 0.000 [mol / s] carbon dioxide. The water is 0.030 [mol / s], and the total is 0.717 [mol / s].

  On the other hand, the amount of substances after combustion is 0.521 [mol / s] nitrogen, −0.004 [mol / s] oxygen, 0.099 [mol / s] carbon dioxide, and 0.143 [mol / s] water. Thus, the total is 0.760 [mol / s].

Then, in the dew point calculation, nitrogen 68.6 [mol%], oxygen _{-0.5 [mol%], CO 2} 13.06 [mol%], water 18.8357 [mol%], water pressure 19.6 [KPa] and the dew point temperature is 59.6 [° C].

  FIG. 4 shows a change in dew point temperature Tdp (referred to as EGR gas dew point in the figure) due to a difference in operating state, and FIG. 5 shows a change in dew point temperature Tdp due to atmospheric pressure change.

  As shown in FIG. 4A, when the intake pressure (intake air pressure) is high, the dew point temperature Tdp of the wet EGR gas (reflux exhaust gas) is high, and when the intake pressure is low, the dew point of the wet EGR gas is high. The temperature Tdp tends to decrease, and the higher the intake air temperature (intake air temperature), the higher the dew point temperature Tdp of the EGR gas.

  Further, as shown in FIG. 4B, the air-fuel ratio on the rich side (A / F = 13 in the figure) as compared with the case where the value of the air-fuel ratio A / F becomes the stoichiometric air-fuel ratio (14.7). ), The dew point temperature Tdp of the wet EGR gas is higher.

  Further, as shown in FIG. 4C, when the back pressure of the exhaust gas recirculation passage 21w is higher, the dew point temperature Tdp of the EGR gas becomes higher than when the back pressure is low.

  On the other hand, as shown in FIG. 5, the higher the atmospheric pressure, the higher the dew point temperature Tdp of the wet EGR gas, and the higher the outside air temperature, the higher the dew point temperature Tdp of the wet EGR gas.

  In this way, the dew point temperature of the recirculated exhaust gas recirculated from the exhaust passage 18w side to the intake passage 7w side by the exhaust gas recirculation device 20 changes relatively greatly depending on the operating state of the engine 1 and the environmental state of the vehicle, so the EGR cooler 23 Even if the temperature of the engine cooling water passed through the engine reaches a certain level, condensed water is likely to be generated in the EGR cooler 23 when the dew point temperature is low, and condensed water is generated in the EGR cooler 23 when the dew point temperature is high. It becomes difficult to do.

  In the present embodiment, since the threshold temperature for determining the start of EGR control is variably set in accordance with the dew point temperature Tdp of the recirculated exhaust gas containing moisture, if the dew point temperature Tdp is low, the exhaust passage 18w side is relatively low. From the exhaust gas to the intake passage 7 w side is permitted, and the recirculation amount is controlled by the EGR valve 22.

Therefore, the EGR startable time when the engine cooling water temperature is rising under the condition that the engine 1 is operated in an urban driving operation pattern as shown by a broken line in FIG. 6 is the case of the conventional technique shown by the one-dot chain line in FIG. In contrast to the EGR startable time tpa after a long waiting time until the water temperature reaches about 70 ° C., in the case of the present embodiment shown by the two-dot chain line in FIG. It is advanced to the EGR startable time tpi after a short waiting time until it reaches (C °).

  As a result, it is possible to evaporate and dry the condensed water using the recirculated exhaust gas from the stage where the engine cooling water temperature is relatively low while suppressing the generation of condensed water in the EGR cooler 23 and the like. Corrosion due to condensed water of the cooler 23 and main components of the intake system can be effectively suppressed. In addition, because the EGR operating range is sufficiently secured, the exhaust gas recirculation can moderately reduce the oxygen concentration in the intake air to reduce NOx and fuel consumption, thereby reducing exhaust purification performance and fuel consumption. Can be improved.

  In the present embodiment, the dew point temperature calculation unit 31 calculates the mass Gw of the water in the intake air and the substance amount Nf of the fuel supplied to the engine 1 based on the outside air temperature, the atmospheric pressure, and the air-fuel ratio A / F. In addition, since the molar ratio Rw2 of the water in the exhaust gas is calculated based on these calculated values, the amount of condensed water generated can be calculated with high accuracy, and the threshold temperature Tth for determining the start of EGR control can be accurately determined. It can be variably set.

  Further, in the present embodiment, the dew point temperature calculation unit 31 stores the expression (1) as a first approximate calculation expression that can calculate the saturated vapor pressure Ew (Ta) of the intake air based on the temperature Ta of the intake air. Therefore, the saturated vapor pressure Ew (Ta) of the intake air can be easily calculated based on the temperature Ta of the intake air, and the saturated vapor based on the saturated vapor pressure Ew (Ta) and the atmospheric pressure or the intake pressure. Since the mass Gw1 of the water in the intake air at the pressure can be calculated, the molar ratio Rw1 of the water in the gas before combustion can be estimated. Therefore, the molar ratio Rw2 of the water after combustion can be estimated from the substance amount Nw1 of the water before combustion and the mass Nw3 of the water generated by the combustion, and the molar ratio Rw2 of the water after combustion and the pressure Peg of the exhaust gas are obtained. Therefore, the dew point temperature Tdp can be calculated with high accuracy.

  In addition, the dew point temperature calculation unit 31 of the ECU 30 calculates (17) as the partial pressure calculation formula for calculating the partial pressure Pw2 of the water in the recirculated exhaust gas, and the partial pressure calculated by the partial pressure calculation formula ( Since the equation (18) for calculating the temperature Ta when the saturation vapor pressure Ew (Ta) calculated by the equation (1) coincides with the dew point temperature Tdp is stored, the first approximate calculation equation is, for example, Tetens Using the approximate equation of practical saturated vapor pressure that can accurately calculate the saturated vapor pressure from the air temperature as in the equation, and using the second approximate calculation formula that solves the approximate equation for temperature, the dew point temperature can be accurately calculated. It can be easily calculated.

  As described above, in the exhaust gas recirculation control device of the present embodiment and the exhaust gas recirculation system for an internal combustion engine equipped with the exhaust gas recirculation control device, the threshold temperature for determining the start of EGR control is variable according to the dew point temperature of the recirculated exhaust gas containing moisture. It is set so that the exhaust gas recirculation from the exhaust passage 18w side to the intake passage 7w side and the recirculation amount control can be accurately executed according to the dew point temperature Tdp. Evaporation and drying of condensed water using reflux exhaust gas can be started from a stage where the water temperature is relatively low, and corrosion of the EGR cooler 23 and main components of the intake system due to condensed water can be effectively suppressed. It can be secured to improve exhaust purification performance and fuel consumption reduction effect. As a result, it is possible to effectively suppress the corrosion of the EGR cooler 23 and the main components of the intake system due to condensed water while ensuring a sufficient EGR operation region, and to improve fuel efficiency.

  In the above-described embodiment, the threshold temperature Tth is variably set in multiple steps or steplessly so as to be within a certain allowable error range with respect to the dew point temperature Tdp of the recirculated exhaust gas containing moisture. Needless to say, the dew point temperature Tdp and the threshold temperature Tth may be matched. In addition, when a humidity sensor that detects the humidity of the intake air is mounted, the partial pressure of water in the intake air can be calculated more accurately based on information on detection by the humidity sensor. Furthermore, in the above-described embodiment, the temperature and pressure of the recirculated exhaust gas are calculated and estimated based on information from a temperature sensor or the like attached to the exhaust pipe 18, but the recirculated exhaust gas attached to the EGR pipe 21 is used. Needless to say, it can be detected more directly by a temperature sensor or a recirculated exhaust gas pressure sensor.

  As described above, the present invention starts the evaporation and drying of the condensed water by the recirculated exhaust gas from the stage where the cooling water temperature is relatively low while suppressing the generation of the condensed water, and the condensed water of the EGR cooler and the main components of the intake system. It is possible to effectively suppress the corrosion caused by the engine, and to improve the exhaust gas purification performance and fuel consumption reduction effect by securing the EGR operation area, and as a result, the EGR cooler and the main components of the intake system while sufficiently securing the EGR operation area It is possible to provide an exhaust gas recirculation control device and an exhaust gas recirculation system for an internal combustion engine that can effectively suppress corrosion due to the condensed water and improve fuel efficiency. The present invention is useful for exhaust gas recirculation control devices and general exhaust gas recirculation systems for internal combustion engines that prevent corrosion of main components of the intake system due to condensed water.

1 engine (internal combustion engine)
1a Cylinder 1w Water jacket 3 Combustion chamber 7w Intake passage 11 Injector (fuel injection valve)
18w Exhaust passage 19 Catalytic converter (exhaust gas purification device)
20 Exhaust gas recirculation device (EGR device)
21 EGR pipe (exhaust gas recirculation pipe)
21w Exhaust gas recirculation passage 22 EGR valve (exhaust gas recirculation control valve)
23 EGR cooler (exhaust cooler)
30 ECU (intake air temperature detection unit, intake air pressure detection unit, air-fuel ratio detection unit)
31 Dew point temperature calculation unit 32 Variable threshold temperature setting unit 33 EGR control unit 40 Atmospheric pressure sensor (intake air pressure detection unit)
41 Air flow meter 42 Intake air temperature sensor (Intake air temperature detector)
44 Crank angle sensor 45 Water temperature sensor 46 Throttle opening sensor 47 Vehicle speed sensor 48 Air-fuel ratio sensor (air-fuel ratio detector)
49 Accelerator opening sensor 51 Exhaust gas temperature sensor (exhaust gas temperature detector)
52 Exhaust gas pressure sensor (exhaust gas pressure detector)
61 Saturated vapor pressure calculation unit 62 Pre-combustion substance amount calculation unit 63 Combustion calculation unit 64 Post-combustion substance amount calculation unit 65 Dew point temperature approximation calculation unit

Claims (6)

Recirculation of exhaust gas from the exhaust passage side to the intake passage side of the internal combustion engine is permitted on the condition that the temperature of the cooling water of the internal combustion engine equipped with the exhaust gas recirculation system is equal to or higher than a preset threshold temperature. And an exhaust gas recirculation control device for controlling the recirculation amount of the recirculated exhaust gas,
An exhaust gas recirculation control apparatus comprising: a dew point temperature calculating unit that calculates a dew point temperature of the recirculated exhaust gas; and a threshold temperature variable setting unit that variably sets the threshold temperature according to the dew point temperature. An intake air temperature detector for detecting the temperature of intake air taken into the internal combustion engine;
An intake air pressure detector for detecting the pressure of intake air sucked into the internal combustion engine;
An air-fuel ratio detection unit for detecting an air-fuel ratio of fuel supplied to the internal combustion engine together with the air, and
The dew point temperature calculation unit calculates the mass of water in the intake air and the amount of fuel supplied to the internal combustion engine based on the temperature of the intake air, the pressure of the intake air, and the air-fuel ratio, The exhaust gas recirculation control apparatus according to claim 1, wherein a molar ratio of water in the exhaust gas is calculated based on the calculated value. An exhaust gas recirculation passage interposed between the exhaust passage and the intake passage of the internal combustion engine;
An exhaust gas recirculation control valve that is provided on the exhaust gas recirculation passage and opens to recirculate exhaust gas from the exhaust passage side to the intake passage side;
The recirculated exhaust gas has a gas passage forming a part of the exhaust recirculation passage and a cooling water passage through which the cooling water of the internal combustion engine passes, and heat exchange between the recirculated exhaust gas passing through the gas passage and the cooling water. An exhaust cooler to cool the
Allowing the recirculation of the exhaust gas from the exhaust passage side to the intake passage side is permitted on the condition that the temperature of the cooling water of the internal combustion engine introduced into the exhaust cooler is equal to or higher than a preset threshold temperature And an exhaust gas recirculation control device for controlling the recirculation amount of the recirculated exhaust gas, and an exhaust gas recirculation system for an internal combustion engine comprising:
The exhaust gas recirculation control device includes a dew point temperature calculation unit that calculates a dew point temperature of the recirculated exhaust gas, and a threshold temperature variable setting unit that variably sets the threshold temperature according to the dew point temperature. An exhaust gas recirculation system for an internal combustion engine. An intake air temperature detector for detecting the temperature of intake air taken into the internal combustion engine;
An intake air pressure detector for detecting the pressure of intake air sucked into the internal combustion engine;
An air-fuel ratio detection unit for detecting an air-fuel ratio of fuel supplied to the internal combustion engine together with the air, and
The dew point temperature calculation unit calculates the mass of water in the intake air and the amount of fuel supplied to the internal combustion engine based on the temperature of the intake air, the pressure of the intake air, and the air-fuel ratio, The exhaust gas recirculation system for an internal combustion engine according to claim 3, wherein a molar ratio of water in the exhaust gas is calculated based on the calculated value.   5. The internal combustion engine according to claim 4, wherein the dew point temperature calculation unit stores a first approximate calculation formula capable of calculating a saturated vapor pressure of the intake air based on a temperature of the intake air. Exhaust recirculation system.   The dew point temperature calculation unit calculates a partial pressure of water in the recirculated exhaust gas based on a pressure of the recirculated exhaust gas and a molar ratio of water in the exhaust gas of the internal combustion engine, Storing a second approximate calculation formula for calculating, as the dew point temperature, a temperature at which the partial pressure calculated by the partial pressure calculation formula matches the saturated vapor pressure calculated by the first approximate calculation formula; The exhaust gas recirculation system for an internal combustion engine according to claim 5, wherein the exhaust gas recirculation system is an internal combustion engine.

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