JPS59173543A - Intake secondary-air supply device in internal- combustion engine - Google Patents

Intake secondary-air supply device in internal- combustion engine

Info

Publication number
JPS59173543A
JPS59173543A JP58046922A JP4692283A JPS59173543A JP S59173543 A JPS59173543 A JP S59173543A JP 58046922 A JP58046922 A JP 58046922A JP 4692283 A JP4692283 A JP 4692283A JP S59173543 A JPS59173543 A JP S59173543A
Authority
JP
Japan
Prior art keywords
valve
air
negative pressure
pressure
intake
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP58046922A
Other languages
Japanese (ja)
Inventor
Shunpei Hasegawa
俊平 長谷川
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP58046922A priority Critical patent/JPS59173543A/en
Priority to US06/587,743 priority patent/US4558682A/en
Publication of JPS59173543A publication Critical patent/JPS59173543A/en
Pending legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M23/04—Apparatus for adding secondary air to fuel-air mixture with automatic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M23/04—Apparatus for adding secondary air to fuel-air mixture with automatic control
    • F02M23/08—Apparatus for adding secondary air to fuel-air mixture with automatic control dependent on pressure in main combustion-air induction system, e.g. pneumatic-type apparatus
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)

Abstract

PURPOSE:To restrain the generation of detrimental constituents, by controlling the atmospheric air pressure introduced in a pressure receiving chamber in a pneumatic control valve in an intake secondary air passage which is communicated with the downstream side of a throttle valve, in accordance the operating condition of an engine. CONSTITUTION:Gas pressure is fed, through a three-way solenoid valve 13, into a vacuum chamber 12a in a vacuum driven type pneumatic control valve 12 disposed in an intake secondary air passage 11 which is arranged bypassing a throttle valve 5 in an intake-air passage 3. The three-way solenoid valve 13 switchingly connects, under opening and closing operation of a valve element 13c the vacuum chamber 12a with a vacuum control part 31 for generating a first control pressure or with an atmospheric air passage 16 for introducing a second control pressure. The vacuum control part 31 is composed of a vacuum responsive type regulating valve 32 and a pneumatic valve 33, and actuates in such a way that the opening degree of the regulating valve 32 is increased when the amount of the main intake-air of an engine 4 is small, and a relatively low first control pressure (negative pressure) Pe is generated. The solenoid valve 13 is controlled by means of a control circuit 22 in accordance with the output of O2 sensor 23.

Description

【発明の詳細な説明】 本発明は内燃エンジンの吸気２次空気供給装置に関する
。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an intake secondary air supply device for an internal combustion engine.

排ガス浄化のために三元触媒を排気系に備えた内燃エン
ジンにおいては、混合気の空燃比が理論空燃比（例えば
、１４．７：１）付近のとき三元触媒がもっとも有効に
作用することがら空燃比をエンジンの運転状態に応じて
理論空燃比付近に制御覆ることが行われ−Ｃいる。この
空燃比制御を絞り弁下流に連通する吸気２次空気通路を
設【プてその２次空気量を制御することにより行なう吸
気２次空気供給装置がある。In internal combustion engines equipped with a three-way catalyst in the exhaust system for exhaust gas purification, the three-way catalyst works most effectively when the air-fuel ratio of the mixture is around the stoichiometric air-fuel ratio (for example, 14.7:1). However, the air-fuel ratio is controlled to around the stoichiometric air-fuel ratio according to the operating state of the engine. There is an intake secondary air supply device that performs this air-fuel ratio control by providing an intake secondary air passage communicating downstream of the throttle valve and controlling the amount of secondary air therein.

吸気２次空気供給装置としては、受圧室内の気体圧の大
きさに応じて通路断面積を変化せしめる空気制御弁を吸
気２次空気通路に設け、排ガス中の酸素濃度を検出して
該酸素濃度から実際の空燃比を判定し、空燃比がリッチ
にあるときには空燃比を開弁せしめ得る第１制御圧を上
記受圧室に供給して流路断面積を徐々に増大させ、空燃
比がリーンに−あるときには空気制御弁を閉弁せしめ得
る第２制御圧を受圧室に供給しで流路断面積を徐々に減
少させてニューマチツタ方式の積分動作によっ“Ｃ空燃
比制御をなす装置が本出願人によって既に提案されてい
る。The intake secondary air supply device is provided with an air control valve in the intake secondary air passage that changes the passage cross-sectional area according to the magnitude of the gas pressure in the pressure receiving chamber, and detects the oxygen concentration in the exhaust gas and adjusts the oxygen concentration. The actual air-fuel ratio is determined from the air-fuel ratio, and when the air-fuel ratio is rich, a first control pressure capable of opening the air-fuel ratio is supplied to the pressure receiving chamber to gradually increase the flow passage cross-sectional area, so that the air-fuel ratio becomes lean. -The present application provides a device that performs "C air-fuel ratio control by a pneumatic integration operation by supplying a second control pressure that can close the air control valve to the pressure receiving chamber and gradually reducing the cross-sectional area of the flow path. Already suggested by someone.

ところで、三元触媒を排気系に備えた内燃エンジンにお
いては、三元触媒による排ガス中の有害成分の浄化作用
は第１図に示づ−ように理論空燃比よりリッチ側の空燃
比ではＮＯｘ　　（窒素酸化物）に対して効果的であり
、また理論空燃比よりり−ン側の空燃比ではＣ０（−酸
化炭素）及びＨＣ（炭化水素）に対して極めて効果的で
ある。By the way, in an internal combustion engine equipped with a three-way catalyst in the exhaust system, the purification effect of the three-way catalyst on harmful components in the exhaust gas is reduced to NOx ( It is effective against CO (-carbon oxides) and HC (hydrocarbons) at air-fuel ratios closer to the stoichiometric air-fuel ratio.

一般に、エンジンのアイドル時、減速運転時等の低速成
いは低負荷での運転状態にＪ３いて（ま吸気が絞り弁に
よって絞られて吸気量が減少覆るが、燃料は増加して空
燃比がリッチになると共（こシ１ノンダ内の圧縮圧力が
低下する。故に燃焼温度が低下して不完全燃焼によるＣ
Ｏの発生が増大しクエンチングゾーンの生成による１−
ＩＣの発生も増大づる。一方、高負荷での運転状態にお
いては燃焼速度が速くなると共に圧縮圧力及びガス湿度
が一ヒ昇して燃焼効率が１臂する。故にＣ０１ｌ−ＩＣ
の発生は比較的少ないがＮＯＸが多量に発生する。第２
図はかかるエンジン負荷と排ガス有害成分との関係を示
している。In general, when the engine is running at low speeds such as when idling or decelerating, the J3 is in a low-load operating state (the intake air is throttled by the throttle valve and the amount of intake air decreases, but the amount of fuel increases and the air-fuel ratio increases). As it becomes richer (the compression pressure inside the cylinder decreases), the combustion temperature decreases and carbon dioxide due to incomplete combustion decreases.
1- due to increased generation of O and generation of quenching zone.
The occurrence of IC is also increasing. On the other hand, under high-load operating conditions, the combustion rate increases and the compression pressure and gas humidity also increase, thereby increasing the combustion efficiency. Therefore C01l-IC
The generation of NOx is relatively small, but a large amount of NOx is generated. Second
The figure shows the relationship between such engine load and harmful exhaust gas components.

よって、排カス中の有害成分の浄化性能を向上させるた
めには上記ニューマチック方式の積分動作による吸気２
次空気供給装置を備えた内燃エンジンにおいても運転状
態によっては空燃比苓理論空燃比よりリッチ側又はリー
ン側に自動的に制御できることが望ましいのである。Therefore, in order to improve the purification performance of harmful components in the exhaust gas, it is necessary to
Even in an internal combustion engine equipped with a secondary air supply device, it is desirable to be able to automatically control the air-fuel ratio to be richer or leaner than the stoichiometric air-fuel ratio depending on the operating conditions.

そこで、本発明の目的は、運転状態に応じて空燃比の制
御中心値を変化さ′Ｕで排ガス浄化の１９能の向上を図
っｌζ内燃エンジンのニューマチック方式の積分動作に
よる吸気２次空気供給装置を捉供することである。Therefore, the purpose of the present invention is to improve the ability of exhaust gas purification by changing the control center value of the air-fuel ratio according to the operating conditions. It is to acquire and provide equipment.

本発明による内燃エンジンの吸気２次空気供給装置は、
第１制御圧を圧力通路を介して空気制御弁の受圧室に供
給しており、エンジン運転状態に応じて圧ツノ通路の流
路断面積を変化せしめるようになされていることを特徴
としている。The intake secondary air supply device for an internal combustion engine according to the present invention includes:
The first control pressure is supplied to the pressure receiving chamber of the air control valve via the pressure passage, and the cross-sectional area of the pressure horn passage is changed depending on the engine operating condition.

以下、本発明の実施例を図面を参照して説明づる。Embodiments of the present invention will be described below with reference to the drawings.

第３図に示した本発明の一実施例たる吸気２次空気供給
装置において、吸入空気は大気吸入口１からエアクリー
ナ２、吸気路３を介してエンジン４に供給されるように
なっている。吸気路３には絞り弁５が設けられ、絞り弁
５の−［流には気化器のベンチュリ６が形成され、ベン
チュリ６より更に−Ｌ流にはチ」−り弁７が設【プられ
ている。絞り弁５近傍の吸気路３の内壁面には負圧検出
孔８が形成され、負圧検出孔８は絞り弁５の閉弁時に絞
り弁５のＬ流に位訪し、絞り弁５の閉弁時には絞り弁５
の下流に位δするようになっている。またベンチュリ６
にも負圧検出孔９が形成されている。In the intake secondary air supply system which is an embodiment of the present invention shown in FIG. 3, intake air is supplied from an atmospheric air intake port 1 to an engine 4 via an air cleaner 2 and an intake passage 3. As shown in FIG. A throttle valve 5 is provided in the intake passage 3, a venturi 6 of a carburetor is formed in the -[flow] of the throttle valve 5, and a throttle valve 7 is provided in the -L flow further from the venturi 6. ing. A negative pressure detection hole 8 is formed in the inner wall surface of the intake passage 3 near the throttle valve 5, and the negative pressure detection hole 8 is located in the L flow of the throttle valve 5 when the throttle valve 5 is closed. Throttle valve 5 when closed
The position δ is downstream of the Also venturi 6
A negative pressure detection hole 9 is also formed therein.

絞り弁５の噴流、すなわら吸気マニホールドとエアクリ
ーナ２の空気吐出口近傍とは吸気２次空気通路１１によ
って連通されるようになされでいる。吸気２次空気通路
１１には空気制御弁１２が設けられ、空気制御弁１２は
上記受圧室に相当する負１丁￥１２ａと、吸気２次空気
通路１１の一部をなづ弁室１２１）と、負圧室１２ａの
一部を形成づるダイアフラム１２Ｃと、負圧室１２ａ内
に設けられた弁ばね１２ｄと、弁室１２１）に設けられ
吸気２次空気通路１１を閉塞Ｊるように弁ばね１２ｄに
よってダイアフラム１２Ｃを介してイ１勢された弁体１
２ｅとからなり、負圧室１２ａに作用する負圧の大きさ
に応じて吸気２次空気通路１１の流路断面積を変化せし
め、負圧の大きさが大になるに従って流路断面積が大き
くなるようになつている。The jet flow of the throttle valve 5, that is, the intake manifold and the vicinity of the air discharge port of the air cleaner 2 are communicated through an intake secondary air passage 11. An air control valve 12 is provided in the intake secondary air passage 11, and the air control valve 12 has a negative pressure receiving chamber corresponding to the pressure receiving chamber, and a valve chamber 121 that forms a part of the intake secondary air passage 11. , a diaphragm 12C forming a part of the negative pressure chamber 12a, a valve spring 12d provided in the negative pressure chamber 12a, and a valve provided in the valve chamber 121) to close the intake secondary air passage 11. The valve body 1 is biased by the spring 12d via the diaphragm 12C.
2e, the flow passage cross-sectional area of the intake secondary air passage 11 is changed according to the magnitude of the negative pressure acting on the negative pressure chamber 12a, and the flow passage cross-sectional area increases as the magnitude of the negative pressure increases. It's starting to get bigger.

空気制御弁１２の負圧室１２ａには３方電磁弁１３から
圧力通路１４を介して気体圧が供給されるようになされ
て、いる。電磁弁１３はソレノイド１３ａと、負圧室１
２ａと圧力通路１４を介して連通した弁室１３ｂど、弁
室１３ｂ内に設（プられてソレノイド１３ａと磁気的に
結合した弁体１３Ｃとを備えている。弁ｉ１３ｂは上記
第１制御圧を発生する負圧制御部３１と上記第１圧力通
路をなす負圧通路１５を介して連通づ−るＪ：うになさ
れ、また吸気２次空気通路１１の空気制御弁１２より−
Ｆ流とも上記第２圧力通路をなす人気１１通路１６を介
して連通づるようになされている。ソレノイド１３の非
通電時には負圧通路１５側が閉塞されかつ圧力通路１４
と大気圧通路１６とが弁室１３ｂを介して連通し、通電
時には大気圧通路１６側が閉塞されかつ圧力通路１４と
負圧通路１５とが連通ずる。Gas pressure is supplied to the negative pressure chamber 12a of the air control valve 12 from the three-way solenoid valve 13 through the pressure passage 14. The solenoid valve 13 has a solenoid 13a and a negative pressure chamber 1.
2a and a valve chamber 13b communicating with the solenoid 13a through the pressure passage 14, and a valve body 13C that is installed in the valve chamber 13b and magnetically coupled to the solenoid 13a. The negative pressure control unit 31 that generates the air is communicated with the negative pressure passage 15 forming the first pressure passage, and the air control valve 12 of the secondary intake air passage 11 communicates
It is also arranged to communicate with the F flow via the 11th pressure passage 16, which constitutes the second pressure passage. When the solenoid 13 is de-energized, the negative pressure passage 15 side is closed and the pressure passage 14 is closed.
and the atmospheric pressure passage 16 communicate with each other via the valve chamber 13b, and when energized, the atmospheric pressure passage 16 side is closed and the pressure passage 14 and the negative pressure passage 15 communicate with each other.

負圧制御部３１は負圧応動型の調整弁３２及び空気弁３
３から構成され、調整弁３２及び空気弁３３は負圧室３
２ａ、、３３ａと弁室３２ｂ、３３ｂと、ダイアフラム
３２ｃ、３３Ｃと、弁ばねご３２ｄ　、３３ｄと、弁体
３２ｅ、３３０とから各々なる１、負圧室３２ａはフィ
ルタイー１の人気吸入口３４から絞り弁５の下流に至る
制御吸気路３５の途中に設けられ、負圧室３．２ａより
下流の制御吸気路３５に弁室３３ｂが位置している。弁
体３３ｅは制御吸気路３５を閉塞するように弁ばね３３
ｄによってダイアフラム３３Ｃを介して付勢されでいる
。負圧室３３ａは負圧検出孔８と負圧通路３６を介して
連通し、弁室３２ｂは負圧検出孔９と負圧通路３７を介
して連通している。また弁室３２ｂは負圧通路３６と連
通ずるにうになされ弁体３２ｅが弁室３２ｂから負圧通
路３６への通路を閉塞するように弁ばね３２ｄがダイア
フラム３２Ｇを介して弁体３２ｅを付勢し−（いる。な
お、制御吸気路３５の負圧室３２　ａの上流側にオリフ
ィス３８が、下流側にオリフィス３つが各々設けられ、
負圧通路３６にはオリフｒス４０が設【〕られ、また負
圧通路３７にはオリフィス４１が設けられている。オリ
フィス４０より弁室３２ｂ及び負圧室３３ａ側の負圧通
路３６と負圧通路１５とが連通している。The negative pressure control unit 31 includes a negative pressure responsive adjustment valve 32 and an air valve 3.
3, the adjustment valve 32 and the air valve 33 are connected to the negative pressure chamber 3.
2a, 33a, valve chambers 32b, 33b, diaphragms 32c, 33C, valve springs 32d, 33d, and valve bodies 32e, 330, respectively. Negative pressure chamber 32a is the popular suction port 34 of FilterE 1. The valve chamber 33b is provided in the middle of the control intake passage 35 from the negative pressure chamber 3.2a to the downstream of the throttle valve 5, and is located in the control intake passage 35 downstream of the negative pressure chamber 3.2a. The valve body 33e is connected to the valve spring 33 so as to close the control intake passage 35.
d via the diaphragm 33C. The negative pressure chamber 33a communicates with the negative pressure detection hole 8 through the negative pressure passage 36, and the valve chamber 32b communicates with the negative pressure detection hole 9 through the negative pressure passage 37. Further, the valve chamber 32b is in continuous communication with the negative pressure passage 36, and the valve spring 32d urges the valve body 32e via the diaphragm 32G so that the valve body 32e closes the passage from the valve chamber 32b to the negative pressure passage 36. In addition, an orifice 38 is provided on the upstream side of the negative pressure chamber 32a of the control intake passage 35, and three orifices are provided on the downstream side.
An orifice 40 is provided in the negative pressure passage 36, and an orifice 41 is provided in the negative pressure passage 37. The negative pressure passage 36 on the side of the valve chamber 32b and the negative pressure chamber 33a from the orifice 40 communicates with the negative pressure passage 15.

負圧通路１５にはオリフィス１７が設番プられ、また大
気圧通路１６にはオリフィス１９が設けられている。An orifice 17 is provided in the negative pressure passage 15, and an orifice 19 is provided in the atmospheric pressure passage 16.

ソレノイド１３ａには駆動回路２１を介して制御回路２
２が接続されている。制御回路２２にはエンジン４の排
気路１０に設けられた酸素濃度レンサ２３が接続されて
いる。酸素濃度センサ２３はＪＪｔガス中の酸素濃度に
応じたレベルの電圧を発生するようになっている。A control circuit 2 is connected to the solenoid 13a via a drive circuit 21.
2 are connected. An oxygen concentration sensor 23 provided in the exhaust path 10 of the engine 4 is connected to the control circuit 22 . The oxygen concentration sensor 23 is designed to generate a voltage at a level corresponding to the oxygen concentration in the JJt gas.

またＡリフイス１７を迂回するように負圧通路２４が設
けられており、負圧通路２Ｉ！ｌには電磁弁２５及びＡ
リフイス２６が設けられている。電磁弁２５はソレノイ
ド２５ａと、負圧通路２４の〜部をなず弁室２５ｂと、
弁室２５ｂ内に設（プられてソレノイド２５ａと磁気的
に結合した弁体２５Ｃとからなり、ソレノイド２５ａの
通電時に負圧通路２４を連通するようになっている。ソ
レノイド２５ａには電圧ＶＳが負圧スイッチ２７を介し
て供給されるようになされ、負圧スイッチ２７は絞り弁
５下流負圧の大きさが所定値以上にあるときオンとなる
ようになっ（゛いる。Further, a negative pressure passage 24 is provided so as to bypass the A-refrigerator 17, and a negative pressure passage 2I! l has a solenoid valve 25 and A
A retool 26 is provided. The solenoid valve 25 has a solenoid 25a, a valve chamber 25b, and
It consists of a valve body 25C installed in the valve chamber 25b and magnetically coupled to the solenoid 25a, and communicates with the negative pressure passage 24 when the solenoid 25a is energized.A voltage VS is applied to the solenoid 25a. The negative pressure switch 27 is turned on when the negative pressure downstream of the throttle valve 5 is equal to or higher than a predetermined value.

かかる構成の本発明による吸気２次空気供給装置におい
て、光重゛、負圧制御部３１の動作を説明する。In the intake secondary air supply device according to the present invention having such a configuration, the operation of the light weight and negative pressure control section 31 will be explained.

エンジン４の運転により負圧検出孔８から負圧通路３６
を介して負圧ｐｃが負圧ｖ３３ａに作用づると、その負
圧ｐｃが弁ばね３３ｄによる（＝ｊ勢力より大のとき弁
体３３ｅが開弁り向に移動りる。The negative pressure passage 36 is opened from the negative pressure detection hole 8 by the operation of the engine 4.
When the negative pressure pc acts on the negative pressure v33a via the valve spring 33d, the valve element 33e moves in the valve opening direction when the negative pressure pc is greater than the force (=j) exerted by the valve spring 33d.

空気弁３３が開弁すると人気吸入口３４から制御吸気路
３５を介して外気が絞り弁５下流の吸気路３へ流れ込む
１．この外気が通過する負圧室３２ａの負圧Ｐ１及び弁
’Ｆ　３３１１の負圧１−）２はオリフィス３８．３９
の絞り比によって定まる。1. When the air valve 33 opens, outside air flows from the popular intake port 34 through the control intake passage 35 into the intake passage 3 downstream of the throttle valve 5. The negative pressure P1 of the negative pressure chamber 32a through which this outside air passes and the negative pressure 1-)2 of the valve 'F 3311 are connected to the orifice 38.39.
Determined by the aperture ratio.

次【こ、負圧検出孔９から弁室３２ｂに作用りる負圧ｐ
ｖと負１モＰ１との差圧が弁ばね３２ｄによる付勢力よ
り大のとき弁体３２ｅが開弁方向に移動ブる。調整弁３
２の開かにより負ｒｔｐｖの一部がＡリフイス４０を通
過した負圧を希釈して負圧ｐｅとなり電磁弁１３の作動
時には負圧室１２ａに作用づる。[Next, the negative pressure p acting on the valve chamber 32b from the negative pressure detection hole 9
When the differential pressure between V and the negative pressure P1 is greater than the biasing force of the valve spring 32d, the valve body 32e moves in the valve opening direction. Adjustment valve 3
2 opens, a part of the negative rtpv dilutes the negative pressure that has passed through the A-refrigerator 40 to become a negative pressure pe, which acts on the negative pressure chamber 12a when the solenoid valve 13 is operated.

次いで、負圧ｐｅの低下により空気弁３３の開度が減少
して制御吸気路３ｂを流れる空気量も減少りる。この空
気ｍの減少ににり負圧室３２ａの負圧Ｐ１が低下して調
整弁３２は閉弁状態となる。Next, the opening degree of the air valve 33 decreases due to the decrease in the negative pressure pe, and the amount of air flowing through the control intake passage 3b also decreases. Due to this decrease in air m, the negative pressure P1 in the negative pressure chamber 32a decreases, and the regulating valve 32 enters the closed state.

そして、負圧ｐｅが再び上昇して上記と同様の動作が繰
り返され、この繰り返し動作が高速で行われるため負圧
ｐｖとｐｅとの圧力比が負圧Ｐ１とＰ２との圧力比に等
しくなるのである。Then, the negative pressure pe rises again and the same operation as above is repeated, and because this repetitive operation is performed at high speed, the pressure ratio between the negative pressure pv and pe becomes equal to the pressure ratio between the negative pressures P1 and P2. It is.

よって、エンジン４の主吸気量が少ないとぎには負圧Ｐ
１が負圧Ｐｖより大て・あるため調整弁３２の開度は大
きくなり負圧Ｐｅは低くなり、主吸気量が多くなるに従
って負圧Ｐｖが大ぎくなるため調整弁３２の開度が小さ
くなり負圧１）６は高くｔｆる。負圧Ｐｅは負圧室３３
ａと共に電磁弁１３の作動時に負圧室１２ａに作用して
空気弁３３、空気制御弁１２を開弁せしめるため制御吸
気路３５を流れる空気量と電磁弁１３の作動時に吸気２
次空気通路１１を流れる２次空気量とは比例し、また吸
気路３内を流れるエンジン４への１吸気皐と空気制御弁
′１２の開弁によつ（゛吸気２次空気通路１１を流れる
２次空気量が比例する。故に負圧ｐｅは主吸気量に比例
して２次空気を１ンジン吸気路Ｊ３の絞り弁５Ｆ流に導
入さける第１制御月となる。Therefore, when the main intake air amount of the engine 4 is small, the negative pressure P
1 is larger than the negative pressure Pv, the opening degree of the regulating valve 32 becomes larger and the negative pressure Pe becomes lower.As the main intake air amount increases, the negative pressure Pv becomes larger, so the opening degree of the regulating valve 32 becomes smaller. The negative pressure 1)6 becomes high tf. Negative pressure Pe is in negative pressure chamber 33
When the solenoid valve 13 is actuated, the amount of air flowing through the control intake passage 35 acts on the negative pressure chamber 12a to open the air valve 33 and the air control valve 12, and the intake air 2 when the solenoid valve 13 is actuated.
The amount of secondary air flowing through the secondary air passage 11 is proportional to the amount of secondary air flowing through the secondary air passage 11, and the amount of secondary air flowing through the secondary air passage 11 is proportional to the amount of secondary air flowing through the secondary air passage 11. The amount of secondary air flowing is proportional.Therefore, the negative pressure pe becomes the first control to introduce the secondary air into the flow of the throttle valve 5F of the engine intake path J3 in proportion to the amount of main intake air.

次に、制御回路２２の動作を第４図の動作）Ｌｌ−図に
従って説明する。Next, the operation of the control circuit 22 will be explained according to the operation) Ll diagram in FIG.

制御回路２２はイグニッションスイッチ（図示せず２が
オンとなって電源が供給されるど、先ず、酸素濃度セン
サ２３の出力電圧レベルを読み取る（ステラ２ｆ１）。When the ignition switch (not shown 2) is turned on and power is supplied, the control circuit 22 first reads the output voltage level of the oxygen concentration sensor 23 (Stella 2f1).

酸素濃度センサ２３はいわゆる流し出しタイプのセンサ
であり、雰囲気がリッチになるに従って出力電圧ＶＯ２
が上昇プるようになっている。酸素濃度セン＋ｊ２３の
出力電ｒＸ、ＶＯ７を読み取り後、この出力電圧Ｖ０２
から混合気の空燃比を判別する（ステップ２）。この判
別動作においては酸素濃度センサ２３の出力電圧ＶＯ７
が理論空燃比に対応する基準電圧ｙｒより人であるかに
よって空燃比がリッチであるがリーンであるか判断され
る。Ｖｏ２＜Ｖｒの場合には空燃比がリーンであると判
別して空燃比をリッチ方向に制御すべくリーン信号を駆
動回路２１に供給するくステップ３）。一方、ＶＯ２≧
Ｖｒの場合には空燃比がリッチであると判別して空燃比
をり−ソ方向に制御リベく駆動回路２１にリッチ信号を
供給する（ステップ４）。The oxygen concentration sensor 23 is a so-called drain type sensor, and the output voltage VO2 increases as the atmosphere becomes richer.
is starting to rise. After reading the output voltage rX and VO7 of oxygen concentration sensor +j23, this output voltage V02
The air-fuel ratio of the air-fuel mixture is determined from (step 2). In this discrimination operation, the output voltage VO7 of the oxygen concentration sensor 23 is
It is determined whether the air-fuel ratio is rich or lean depending on whether the reference voltage yr corresponds to the stoichiometric air-fuel ratio. If Vo2<Vr, it is determined that the air-fuel ratio is lean, and a lean signal is supplied to the drive circuit 21 to control the air-fuel ratio in a rich direction (step 3). On the other hand, VO2≧
In the case of Vr, it is determined that the air-fuel ratio is rich, and a rich signal is supplied to the drive circuit 21 to control the air-fuel ratio in the reverse direction (step 4).

このように制御回路２２がら駆動回路２１にリーン信号
又はリッチ信号が供給されると、駆動回路２１はリーン
信号に応じてソレノイド１３ａの非通電により電磁弁１
３を不作動状態にゼしめ、またリッチ信号に応じてソレ
ノイド１３ａへの通電により電磁弁１３を作動状態にせ
しめる。When a lean signal or a rich signal is supplied from the control circuit 22 to the drive circuit 21 in this way, the drive circuit 21 de-energizes the solenoid 13a in response to the lean signal and de-energizes the solenoid valve 1.
3 is brought into an inoperative state, and the solenoid valve 13 is brought into an operating state by energizing the solenoid 13a in response to the rich signal.

今、制御回路２２の出力がリーン信号がらリッヂ信号に
反転したとすると、電磁弁１３は作動状態となり、大気
圧通路１６側を閉塞して圧力通路１４と負圧通路１５と
を連通せしめる。そうすると、負圧制御部３１から負圧
ｐｅがオリフィス１７を介して負圧室１２ａに供給され
る故に負圧室１２ａ内の負圧は徐々に負圧ｐｅに近づき
、空気制御弁１２０開度すなわち吸気２次空気通路１１
の流路断面積が徐々に増大して２次空気量が増大する。Now, if the output of the control circuit 22 is reversed from the lean signal to the ridge signal, the electromagnetic valve 13 is activated and closes the atmospheric pressure passage 16 side, allowing the pressure passage 14 and the negative pressure passage 15 to communicate with each other. Then, since the negative pressure pe is supplied from the negative pressure control unit 31 to the negative pressure chamber 12a via the orifice 17, the negative pressure in the negative pressure chamber 12a gradually approaches the negative pressure pe, and the opening of the air control valve 120 Intake secondary air passage 11
The cross-sectional area of the flow path gradually increases, and the amount of secondary air increases.

このとき、絞り弁５下流負ルの大きさが所定値以上であ
れば、負圧スイッチ２７がオンとなってソレノイド２５
ａに電圧ＶＳが供給されるの−（゛電磁弁２５が開弁し
て負圧通路２４が電磁弁２・５を介し゛Ｃ連通する。故
に負圧Ｐｅはオリフィス１７ど共にオリフィス２６を介
しで負圧室１２ａに供給されるのでＡ−リフイス１７の
みのとぎに比べて負圧ｙ１２ａへの負圧通路総断面積が
増加するため負圧室１２ａ内の負圧上背速成が人ぎくな
り空気制御弁１２の開弁速成は上がする。At this time, if the magnitude of the negative pressure downstream of the throttle valve 5 is greater than or equal to a predetermined value, the negative pressure switch 27 is turned on and the solenoid 25
When the voltage VS is supplied to a - ('The solenoid valve 25 opens and the negative pressure passage 24 communicates with 'C' through the solenoid valves 2 and 5. Therefore, the negative pressure Pe is supplied to both the orifice 17 and the orifice 26. Since the negative pressure y12a is supplied to the negative pressure chamber 12a, the total cross-sectional area of the negative pressure passage to the negative pressure y12a increases compared to the case where only the A-refrigerator 17 is used. The opening speed of the air control valve 12 is increased.

負圧室１２ａ内の負圧が負圧Ｐｅと等しくなると吸気２
次空気通路１１を流れる２次空気量が主吸気量に比例し
、エンジン４に主吸気量に仕倒した量の２次空気が供給
される。When the negative pressure in the negative pressure chamber 12a becomes equal to the negative pressure Pe, the intake air 2
The amount of secondary air flowing through the secondary air passage 11 is proportional to the main intake air amount, and the engine 4 is supplied with an amount of secondary air equal to the main intake air amount.

次に、制御回路２２の出力がリップ信号からリーン信号
に反転すると、電磁弁１３は不作動状態となり、負圧通
路１５側を閉塞して圧力通路１４と大気圧通路１６とを
連通せしめる。そうするど、大気圧がオ゛リフイス１９
を介しＣ負圧室１２ａに供給される故に負圧室１２ａの
負圧は徐々に大気圧に近づき吸気２次空気通路１１の流
路断面積が徐々に減少し２次空気量も減少する。負圧室
１２８内の圧力が大気圧とほぼ等しくなると空気制御弁
１２は閉弁して吸気２次空気通路１１を閉塞せしめる故
に２次空気のエンジン４への供給が停止する。Next, when the output of the control circuit 22 is reversed from the lip signal to the lean signal, the solenoid valve 13 becomes inactive, closing the negative pressure passage 15 side and allowing the pressure passage 14 and the atmospheric pressure passage 16 to communicate with each other. Then, the atmospheric pressure becomes 19
Since the negative pressure in the negative pressure chamber 12a gradually approaches atmospheric pressure, the cross-sectional area of the intake secondary air passage 11 gradually decreases, and the amount of secondary air also decreases. When the pressure within the negative pressure chamber 128 becomes approximately equal to the atmospheric pressure, the air control valve 12 closes to block the intake secondary air passage 11, thereby stopping the supply of secondary air to the engine 4.

にって、空燃比を理論空燃比に制御づる場合、第５図（
ａ）に示ずようにリッヂイハ号どリーン信号とが交互に
連続して発生ずるため負圧室１２ａ内の負圧の大きさは
第５図（１））に示すように変化し、吸気２次空気通路
１１の流路断面積、２次空気ｊハ及び空燃比も同様に変
化する。Therefore, when controlling the air-fuel ratio to the stoichiometric air-fuel ratio, Fig. 5 (
As shown in Fig. 5(1)), since the Ridge signal and Lean signal are generated alternately and continuously, the magnitude of the negative pressure in the negative pressure chamber 12a changes as shown in Fig. 5 (1)), and the intake air 2 The cross-sectional area of the secondary air passage 11, the secondary air, and the air-fuel ratio also change in the same way.

ここで、負圧室１２ａ内の負圧をＰＡｖ、Ｊリフイス１
７の通路断面積をＳｌ、空気制御弁１２の開弁速度をＬ
ｏとすると次式が成立づ−る。Here, the negative pressure in the negative pressure chamber 12a is PAv, Jrefice 1
7, the passage cross-sectional area is Sl, and the opening speed of the air control valve 12 is L.
If o, then the following equation holds true.

Ｌｏｃｉ：Ｓ＋　　（Ｐｅ　−ＰＡ　Ｖ　）””＝　（
１）故に、空燃比のリーン方向への制御速度は負圧ＰＯ
ｉ’なわら吸気量及びオリフィス１７の通ｉ１８断面ｆ
ａ　Ｓ　＋に依存する。またオリフィス１９の通路断面
積を８２、空気制御弁１２の閉弁速度を１０とすると次
式が成立づる。Loci: S+ (Pe −PA V )””= (
1) Therefore, the control speed of the air-fuel ratio in the lean direction is the negative pressure PO
i' Straw intake air amount and orifice 17 through i18 cross section f
Depends on a S +. Further, assuming that the passage cross-sectional area of the orifice 19 is 82 and the closing speed of the air control valve 12 is 10, the following equation holds true.

ｌ　ｃ工Ｓ２　・ＰＡＶ工・・・・・・（２）故に、空
燃比のリッチ方向への制御速度はＡリフイス１９の通路
断面積Ｓ２に依存する。。l c engineering S2 ・PAV engineering... (2) Therefore, the control speed of the air-fuel ratio in the rich direction depends on the passage cross-sectional area S2 of the A refill 19. .

よって、吸気量が一定に保たれた運転状態にｄ５いては
空気制御弁１２の開弁速度Ｌ　ｏづなわらリーン方向へ
の空燃比制御速度はΔリフイス１７の通路断面積Ｓ１の
大きさに比例し、閉弁速度１−ｃづなわらリッチ方向へ
の空燃比制御速度はオリフィス１９の通路断面樋Ｓ２の
犬き♂に比例する。Therefore, in the operating state d5 in which the intake air amount is kept constant, the valve opening speed L of the air control valve 12 is proportional to the air-fuel ratio control speed in the lean direction. However, the valve closing speed 1-c and the air-fuel ratio control speed in the rich direction are proportional to the cross section of the passageway of the orifice 19 and the cross section of the trough S2.

また通路断面ｖ３Ｓ＋、Ｓ２の大きさを所定値に設定す
ると、開弁速度り、　ｏは吸気量に比例し吸気量が大き
いほどリーン方向への空燃比制御速度が速くなり、閉弁
′速度ＬＣは一定となる。Furthermore, when the sizes of the passage cross sections v3S+ and S2 are set to predetermined values, the valve opening speed and o are proportional to the intake air amount, and the larger the intake air amount, the faster the air-fuel ratio control speed in the lean direction becomes. becomes constant.

従って、本発明による吸気２次空気供給装置においては
エンジン低負荷時には絞り弁５下流負圧の大きさが所定
値以上に上昇するため電磁弁２５が開弁して負圧室１２
ａへの負圧通路総断面積が増加し、すなわち通路断面積
Ｓ１が増加することになる故に第６図の実線への如くエ
ンジン中高負荷Ｒ（破線Ｂ）に比して空気制御弁１２の
開弁速度が上昇してリーン方向への空燃比制御速度が上
昇する。よってエンジン中高負荷時にｄ３ける空燃比を
即論空燃比或いは理論空燃比よりリッチ側に制御づるよ
うに設定すればエンジン低負荷時にｄ３りる空燃比は理
論空燃比よりもリーン側に制御されるのである。Therefore, in the intake secondary air supply device according to the present invention, when the engine load is low, the magnitude of the negative pressure downstream of the throttle valve 5 increases to a predetermined value or more, so the solenoid valve 25 opens and the negative pressure chamber 12 increases.
Since the total cross-sectional area of the negative pressure passage to a increases, that is, the passage cross-sectional area S1 increases, the air control valve 12 is The valve opening speed increases and the air-fuel ratio control speed in the lean direction increases. Therefore, if the air-fuel ratio at d3 is controlled to be richer than the immediate air-fuel ratio or stoichiometric air-fuel ratio when the engine is under medium or high load, then the air-fuel ratio at d3 is controlled to be leaner than the stoichiometric air-fuel ratio when the engine is at low load. It is.

第７図は本発明の他の実施例を示しており、本図におい
では、負圧通路２４には負圧制御弁２８が設りられてお
り、負圧制御弁２８は負圧室２８ａ、弁室２８ｂ、ダイ
アフラム２８Ｃ１弁ばね２８ｄ、弁体２８０及び弁座２
８　ｆからなる。負圧室２８ａ内にダイアフラム２８Ｃ
が設けられ、弁室２８ｂは負圧通路２／Ｉの一部を形成
し、弁室２８ｂ内に設りられた弁体２８ｅ及び弁座２８
ｆが負圧通路２４の通路断面積を定めるようになってお
り、弁はね２８ｄはダイアフラム２８ｃを介して弁体２
．８ｅを開弁方向に付勢【ノＣいる。負圧室２８　ａに
は９月−ＰＣが供給され、Ｍ　ＩＴ−通路２４の通路断
面積Ｇ、＋負ｊ、Ｅ　Ｐ　ｅの大ぎさに応じＣ受止し、
負ａＰｅの大ぎさの大になるに従って小さくなるように
なされている。FIG. 7 shows another embodiment of the present invention. In this figure, the negative pressure passage 24 is provided with a negative pressure control valve 28, and the negative pressure control valve 28 includes a negative pressure chamber 28a, Valve chamber 28b, diaphragm 28C1 valve spring 28d, valve body 280 and valve seat 2
Consists of 8 f. A diaphragm 28C is installed in the negative pressure chamber 28a.
The valve chamber 28b forms a part of the negative pressure passage 2/I, and the valve body 28e and valve seat 28 provided in the valve chamber 28b
f determines the passage cross-sectional area of the negative pressure passage 24, and the valve spring 28d is connected to the valve body 2 via the diaphragm 28c.
．． 8e is biased in the valve opening direction. The negative pressure chamber 28a is supplied with September-PC, which receives C according to the passage cross-sectional area G, + negative j, and the magnitude of E Pe of the MIT-passage 24,
It is made to become smaller as the magnitude of negative aPe becomes larger.

よって、かかる本発明による吸気２次空気供給装置にお
いては、エンジン負荷が高くなるに従って負圧Ｐｅの大
きさが−しｐづるので空気制御弁２Ｅ３による負圧通路
２４の通路断面積はエンジン負荷が低くなるに従って大
きくなり、負圧通路２４０通路断面槓すなわち負圧ｒ１
２ａへの負圧通路総断面積を１ンジン負荷に応じて連続
的に変化させることができる。故に、エンジン負荷が低
くなるほど空燃比を理論空燃比よりｂリーン側に制御で
き、またエンジン負荷が高くなるほど空燃比を理論空燃
比よりもリッチ側に制御覆ることができるのである。Therefore, in the intake secondary air supply device according to the present invention, the magnitude of the negative pressure Pe decreases as the engine load increases, so the passage cross-sectional area of the negative pressure passage 24 by the air control valve 2E3 increases as the engine load increases. As it becomes lower, it becomes larger, and the cross section of the negative pressure passage 240 becomes larger, that is, the negative pressure r1
The total cross-sectional area of the negative pressure passage to 2a can be continuously changed according to the engine load. Therefore, as the engine load decreases, the air-fuel ratio can be controlled to be leaner than the stoichiometric air-fuel ratio, and as the engine load increases, the air-fuel ratio can be controlled to be richer than the stoichiometric air-fuel ratio.

第８図は更に本発明の他の実茄例を示しており、本図に
おいては負圧通路１５は絞り弁５下流に連通ずるように
なされ、負圧通路１５のＡリフィス１７より絞り弁５下
流側には第１図の負圧制御部３１に代って第１制御圧発
生源として一定負圧制御弁２９が設けられている。一定
負圧制御弁２９は絞り弁５下流負圧の大ぎさが所定の大
きさ以１にあるとき該負圧を所定の大きさの負圧ｐｒに
安定化させるようになっている。本発明による吸気２次
空気供給装置のその他の構成は第１図の装動と同様であ
る。FIG. 8 shows another embodiment of the present invention, in which the negative pressure passage 15 is communicated downstream of the throttle valve 5, and the A orifice 17 of the negative pressure passage 15 is connected to the throttle valve 5. On the downstream side, a constant negative pressure control valve 29 is provided as a first control pressure generation source in place of the negative pressure control section 31 shown in FIG. The constant negative pressure control valve 29 is configured to stabilize the negative pressure downstream of the throttle valve 5 to a predetermined negative pressure pr when the negative pressure is greater than or equal to a predetermined value. The other configuration of the intake secondary air supply device according to the present invention is the same as that shown in FIG.

このように本発明の内燃エンジンの吸気２次空気供給装
置においては、吸気２次空気通路に設りられた空気制御
弁の受圧室にＭｌ及び第２制御圧のいずれか一方を供給
してニューマチック方式の積分動作によって吸気２次空
気供給すなわち空燃比制御が行われ、第１制御圧だけを
第１制御ｆｆ発４［源から受圧室に供給するための圧力
通路の通路断面積をエンジン運転状態に応じぐ変化せし
めるようになされている。よって、簡単な構成で空気制
御弁の開弁速度、づなわぢリーン方向への空燃比制御速
麿を変化させることができる。故に、エンジン高負荷時
等のＮＯｘの発生量が多い運転状態に比して低負荷等の
ＧＯ，１−ＩＣの発生量が多い運転状態において圧力通
路の通路断面積が大きくなるように１れば空燃比がリー
ン側に制御されるためＮＯｘ　、Ｇｏ、ｔ−１ｃ等の有
害成分の発生を総合的に抑制づることがで゛きるのであ
る。As described above, in the intake secondary air supply device for an internal combustion engine according to the present invention, either Ml or the second control pressure is supplied to the pressure receiving chamber of the air control valve installed in the intake secondary air passage. The intake secondary air supply, that is, the air-fuel ratio control is performed by the integral operation of the Matic system, and only the first control pressure is supplied from the first control FF to the engine operation. It is designed to change according to the situation. Therefore, the opening speed of the air control valve and the air-fuel ratio control speed in the lean direction can be changed with a simple configuration. Therefore, the passage cross-sectional area of the pressure passage is designed to be larger in operating conditions such as low engine load, in which the amount of GO, 1-IC generated is large, compared to operating conditions in which the amount of NOx generated is large, such as during high engine load. Since the air-fuel ratio is controlled to the lean side, it is possible to comprehensively suppress the generation of harmful components such as NOx, Go, and t-1c.

また本発明による吸気２次空気供給装置にＪ３いては、
第１及び第２制御圧のいずれを空気制御弁の受圧室に供
給づぺぎであるかを判定りるための制御回路も比較動作
機能を備え−（いるだりの簡単な構成で済むという利点
もある。Further, in the intake secondary air supply device according to the present invention, J3 has the following features:
The control circuit for determining which of the first and second control pressures should be supplied to the pressure receiving chamber of the air control valve also has a comparison operation function. There is also.

なお、本発明の吸気２次空気供給装置においでは、」ン
ジン運転状態を表わすパラメータとしてＦ記実施例の如
く絞り弁下流負圧を用いてエンジン負荷を判別すること
に限らず吸気量、絞り弁開度、エンジン回転数、また車
載内燃エンジンの場合には車速成いは変速ギＡ７ポジシ
ヨン等を用いて加速時、アイドル時等のエンジン運転状
態を判別しても良いのである。In addition, in the intake secondary air supply device of the present invention, the engine load is not limited to being determined using the negative pressure downstream of the throttle valve as in the embodiment F as a parameter representing the engine operating state, but the intake air amount, the throttle valve Engine operating conditions such as acceleration and idling may be determined using the opening degree, engine rotational speed, and, in the case of an on-vehicle internal combustion engine, vehicle speed or shift gear A7 position.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は三元触媒の排ガス有害成分の浄化効率を示す図
、第２図はエンジン負荷と排ガス有害成分発生酊との関
係を示４図、第３図は本発明の実施例を示ず構成図、第
４図は第３図の装置中の制御回路の動作を示すフロー図
、第５図は第３図の装置中の空気制御弁の負圧室内の負
／１変化を示す図、第６図はエンジン負荷が低負荷時と
中高負荷時とにおける空気制御弁の開閉動作を示す図、
第７図及び第８図は本発明の他の実施例を示す構成図で
ある。 主要部分の符号の説明 ２・・・・・・エアクリーナ ３・・・・・・吸気路　　　　５・・・・・・絞り弁６
・・・・・・ベンチュリ ８．９・・・・・・負圧検出孔 １０・・・・・・排気路 １１・・・・・・吸気２次空気通路 １２・・・・・・空気制御弁 １３．２５・・・・・・電磁弁 １４．２４・・・・・・負圧通路 １６・・・・・・大気圧通路 １７．１９；　　２６．３８．３９，４０．４１・・・
・・・オリフィス　　− ２３・・・・・・酸素濃度レンザ ２７・・・・・・負圧スイッチ ２８・・・・・・負圧制御弁 ２９・・・・・・一定負圧制御弁 ３１・・・・・・負圧制御部 出願人　　　本田技仙二［業株式会召 代理人　　　弁理士　　藤利元彦Fig. 1 is a diagram showing the purification efficiency of harmful exhaust gas components of a three-way catalyst, Fig. 2 is a diagram showing the relationship between engine load and the generation of harmful exhaust gas components, and Fig. 3 is a diagram showing an example of the present invention. 4 is a flowchart showing the operation of the control circuit in the device shown in FIG. 3; FIG. 5 is a diagram showing a negative/1 change in the negative pressure chamber of the air control valve in the device shown in FIG. 3; Figure 6 is a diagram showing the opening and closing operations of the air control valve when the engine load is low and medium to high.
FIGS. 7 and 8 are configuration diagrams showing other embodiments of the present invention. Explanation of symbols of main parts 2... Air cleaner 3... Intake path 5... Throttle valve 6
...Venturi 8.9...Negative pressure detection hole 10...Exhaust passage 11...Intake secondary air passage 12...Air control Valve 13.25... Solenoid valve 14.24... Negative pressure passage 16... Atmospheric pressure passage 17.19; 26.38.39, 40.41...
... Orifice - 23 ... Oxygen concentration lens 27 ... Negative pressure switch 28 ... Negative pressure control valve 29 ... Constant negative pressure control valve 31. ...Negative pressure control unit Applicant: Honda Gisenji [Co., Ltd. Representative] Patent attorney: Motohiko Fujitoshi

Claims (3)

【特許請求の範囲】[Claims] （１）内燃エンジン吸気路の絞り弁下流に連通ずる吸気
２次空気通路に設けられて受圧室内の気体圧のを判定し
空燃比信号を発生ずる判定手段と、前記空気制御弁を開
弁せしめるための第１制御圧を発生する第１制御圧発生
源と、前記空気制御弁を閉弁せしめるための第２制御圧
を発生ずる第２制御圧発生源と、前記空燃比信号の内容
に応じて前記第１又は第２制御圧のいずれか一方を前記
受圧室に供給する連通手段とを含み、前記連通手段は前
記第１制御圧の前記受圧室への供給の際に前記第１制御
圧を圧力通路を介して前記受圧室に供給し、前記圧力通
路の通路断面積がエンジン運転状態に応じて変化するよ
うになされてい本ことを特徴とする吸気２次空気供給装
置。(1) A determination means provided in a secondary intake air passage communicating with the throttle valve downstream of the internal combustion engine intake passage, for determining the gas pressure in the pressure receiving chamber and generating an air-fuel ratio signal, and for opening the air control valve. a first control pressure generation source that generates a first control pressure for closing the air control valve; a second control pressure generation source that generates a second control pressure for closing the air control valve; communication means for supplying either the first or second control pressure to the pressure receiving chamber, the communication means supplying either the first control pressure or the second control pressure to the pressure receiving chamber; An intake secondary air supply device, characterized in that the intake air is supplied to the pressure receiving chamber via a pressure passage, and the passage cross-sectional area of the pressure passage changes according to engine operating conditions. （２）　前記エンジン運転状態は前記絞り弁下流負圧、
吸気量、前記絞り弁開度、エンジン回転数、車速及び変
速ギ＼７シフト位置の少なくとも１つに基づいて検出さ
れることを特徴とする特許請求の範囲第１項記載の吸気
２次空気供給装置。(2) The engine operating state is a negative pressure downstream of the throttle valve;
The intake secondary air supply according to claim 1, wherein the intake secondary air supply is detected based on at least one of the intake air amount, the opening degree of the throttle valve, the engine speed, the vehicle speed, and the gear shift position. Device. （３）　前記圧力通路の通路断面積は高負荷運転状態の
ときよりも低負荷運転状態のときの方が大きくなるよう
になされていることを特徴とする特許請求の範囲第１項
記載の吸気２次空気供給装置。(3) The intake air according to claim 1, characterized in that the passage cross-sectional area of the pressure passage is larger in a low-load operating state than in a high-load operating state. Secondary air supply device.
JP58046922A 1983-03-17 1983-03-19 Intake secondary-air supply device in internal- combustion engine Pending JPS59173543A (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP58046922A JPS59173543A (en) 1983-03-19 1983-03-19 Intake secondary-air supply device in internal- combustion engine
US06/587,743 US4558682A (en) 1983-03-17 1984-03-08 Air intake side secondary air supply system for an internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP58046922A JPS59173543A (en) 1983-03-19 1983-03-19 Intake secondary-air supply device in internal- combustion engine

Publications (1)

Publication Number Publication Date
JPS59173543A true JPS59173543A (en) 1984-10-01

Family

ID=12760819

Family Applications (1)

Application Number Title Priority Date Filing Date
JP58046922A Pending JPS59173543A (en) 1983-03-17 1983-03-19 Intake secondary-air supply device in internal- combustion engine

Country Status (1)

Country Link
JP (1) JPS59173543A (en)

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