JPS5987261A - Suction secondary air supply device - Google Patents

Abstract

PURPOSE:To suppress generation of harmful gases during deceleration of a car, bu compulsorily holding a solenoid valve open during deceleration as well as putting the low-speed fuel supply system in reduced fuel supply or shut-off state. CONSTITUTION:A suction manifold is in communication with the neighborhood of the air discharge hole of an air filter 2 through a secondary air passage 12, and in the midway thereof a neg. pressure control valve 13 and a solenoid operated valve 20 are installed. During deceleration of the car, a solenoid operated valve 10 is put in operation in accordance with fuel cut signals so as to block a slow fuel passage 8. A drive circuit 22 opens said solenoid valve 20 by applying current to a solenoid 20a in accordance with Rich signal, and the secondary air in an amount corresponding to the neg. pressure at the suction manifold given by the above-mentioned neg. pressure control valve 13 is supplied to the engine 4 along with the suction air, which has passed a throttle valve 5. Now the air-to-fuel ratio of the mixture gas is controlled in the Lean direction.

Description

【発明の詳細な説明】 本発明【３王内燃エンジンの吸気２次乙！気供給）５置
に関りる。[Detailed Description of the Invention] The present invention [Three kings of internal combustion engine intake secondary! Air supply) Related to the 5th position.

刊刀ス浄化のために三元触！ｌ！’＋！　＋：　ＩＪＩ
’　ｌ−系にｌｌ１７えた内燃］ンジンにＪ３いＣは、
混合気の？：？燃比が理論空燃比く例えば、１４．７：
１）句）バのとき二元Ｆｒ、ｌ：　’１’Ｊ、がしつど
も有効に作用りることがら空燃比をエンジンの運転状態
に応しく理論？、″燃比イ・１近に制御りることか行わ
れている。この空燃比制御を絞り）？を迂回りる２次空
気通路を設（，１（その２次ソρへ、１／ｌを制御りる
ことにより行う吸気２次’ＪｉＬＩ気供給１４１１”′
１“が良く知られている。Sangen touch to purify Kantosu! l! '＋! +: IJI
'The internal combustion system added to the l-system is J3 in the engine,
Of the mixture? :? For example, if the fuel ratio is the stoichiometric air-fuel ratio, 14.7:
1) Is there a theory that the air-fuel ratio should be adjusted according to the operating state of the engine? , ``The fuel ratio is controlled to be close to 1. A secondary air passage is installed to bypass the air-fuel ratio control. The secondary intake 'JiLI air supply 1411'' is performed by controlling the
1" is well known.

吸気２次空気供給装置とじては、２次空気通路に電磁弁
を設（］、排気系に設（プられた酸：＋Ｉ淵Ｉαレンリ
の出力信号に応じて電４４＆弁を開閉し、史に電磁弁に
す１−流に吸気マニホールド負圧の人ささにＬト、、じ
て聞１］面偵を変化けしめるｃ１月制１ｉ１１　ｊｒを
段（）て所望の範囲にＷ燃比を制御りると共に電磁４’
ｒ　ｋ：供給される２次空気供給の指令にス・１りる応
答ｔ′１の向」−を図った装置が本出願人によって既に
提案されＣいる。As for the intake secondary air supply system, a solenoid valve is installed in the secondary air passage (), and an electromagnetic valve is installed in the exhaust system (according to the output signal of the When the solenoid valve is turned on, the negative pressure of the intake manifold is changed, and the L fuel ratio is controlled within the desired range. Electromagnetic 4' with Ruru
The applicant has already proposed a device in which the response to the command for supplying secondary air is t'1.

かかる吸気２次空気供給装置を備えた車載内燃エンジン
を用いた場合にＪ３いてしいわゆる減速時の有害ガス文
・ｊ策を講じておくことはりＹましいの（ある。づなわ
ら、車両の走行中にアクレルペタルを離り−ことにＪ、
り絞り弁が急に閉じると高いで１月が吸気管内に発生し
て吸入空気ｆｉｔに比べて多ｉ’＋　＋／］燃わ１が吸
引されるため空燃比がＡ−バリッチとなるど同時にシリ
ンダ内の圧縮圧力が低下覆る。この結束、燃焼温度が低
Ｔ　Ｌ−（不完全燃焼にＪ、り多重の有害ガス、特に１
−ＩＣ（炭化水素）どＣＯ＜−酸化灰素）とが発生する
。When using an on-vehicle internal combustion engine equipped with such an intake secondary air supply system, it is advisable to take measures against harmful gas emissions during deceleration according to J3. While leaving Acre Petal-especially J,
If the throttle valve suddenly closes, high air pressure will be generated in the intake pipe, and more air than the intake air fit will be sucked in. Therefore, the air-fuel ratio will become A-baric, but at the same time The compression pressure inside the cylinder decreases. This bundling has a low combustion temperature (due to incomplete combustion and multiple harmful gases, especially 1
-IC (hydrocarbon) and CO<-ash oxide) are generated.

そこで、本発明の目的は、車両の減速時にａ＞　４Ｊる
有害ガスの発生を抑制し冑る吸気２次空気供給装置を１
是（共づることである。SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a secondary intake air supply device that suppresses and eliminates the generation of harmful gases a>4J during vehicle deceleration.
Yes (to share).

本発明による吸気２次空気供給装置は、車両の減速時に
電磁弁を強制的に閉弁保持Ｊると共に低辻用燃オ′）１
供給系を燃別供給減量若しく（ま停Ｊ１状態にりるＪ、
うになされていることを１冒°改としくいる。The intake secondary air supply device according to the present invention forcibly keeps the solenoid valve closed when the vehicle decelerates, and
If the supply system is to be reduced or stopped (stopped to J1 state,
I would like to revise what has already been done.

以上、本発明の実施例を図面を参照して説明りる１゜ 第′１図に示１）だ本発明による吸気２次苧気供給′１
ル置（ご、１５い（、吸入１、空気は人気吸入口１から
］フ７ノｒルタ２、ＩＩ！！／、気路３を介して内燃コ
ンシン４に供給されるようになつ−Ｃいる。吸気路３に
（、Ｌ絞りＪｌ′Ｆｉか設（プられ、Ｊ、た較り弁５の
上流には気化器のペンブー■）　＋、３　ａが形成され
ている。絞り弁５の近傍の吸気路３の内壁面には低速用
燃ａ’ｌ供給系のス１１−ボート６及びアイドルボート
７が聞「１りるＪ、うに形成されている。ス【−１−ポ
ート０及びアイドルボー１−７はスロー燃料通路８に連
通して（１３す、ス「」−燃’Ａ：’Ｉ１通路Ｆ３には
１燃ｌｉｔ供給系９から燃オ′り１が分岐しく１ｊ（給
されるようになされＣいイ）。スｌ’ｌ　−燃オ′；１
通路（３の途中には燃Ｎｉｌカッ１〜川の電磁弁′１０
が設りられてＪ３す、電磁弁１０は作動時にス（−１＝
燃オ′；］通路８を閉塞覆るようになされている。、ま
たアイドルボー１−７の近傍のスに］−燃利通路ε３に
はアイドルボー１〜７に供給される燃わ１１賃調整用の
アイドル調整ネジ７ａが設りられている１゜吸気路３内
壁面のス［１−ボー１−Ｇと【Ｊば同一な周囲の一部に
はｆ１圧検出ポート１１か設（プられ、負圧検出ボー１
〜１１は絞り弁５の閉弁時に絞り弁５の上流に位；直し
、絞り弁５の閉弁Ｏｒには絞り弁５の下流に位置するよ
うになっている。The embodiments of the present invention will now be described with reference to the drawings.
Air is now supplied to the internal combustion engine 4 via the airway 3. In the intake path 3, a (L throttle Jl'Fi) is formed. On the inner wall surface of the intake passage 3 in the vicinity, a boat 6 and an idle boat 7 of the low-speed fuel supply system are formed in the shape of 1. The idle bow 1-7 communicates with the slow fuel passage 8 (13S, S ``'' - FUEL A:'I1), and the 1J (fuel supply) 1J (supply It should be done so that it will be done.
Passage (in the middle of 3 there is a solenoid valve '10
J3 is provided, and the solenoid valve 10 is s (-1=
] The passage 8 is closed and covered. , and in the vicinity of the idle boards 1-7] - The fuel passage ε3 is provided with an idle adjustment screw 7a for adjusting the fuel supply supplied to the idle boards 1-7. 3 The f1 pressure detection port 11 is installed in a part of the same area around the inner wall surface as the negative pressure detection port 1 and the negative pressure detection port 1.
-11 are located upstream of the throttle valve 5 when the throttle valve 5 is closed; and are located downstream of the throttle valve 5 when the throttle valve 5 is closed.

また、絞り弁５の下流、ｉｌなりち吸気マニホールドど
」−アフィルタ２の空気吐出し１近傍とは２次空気通路
１２にＪ：つで連通づる。Ｊ、うに１．１されている。Further, the downstream side of the throttle valve 5, the intake manifold, and the vicinity of the air outlet 1 of the filter 2 communicate with the secondary air passage 12 at J:. J, sea urchin 1.1.

２次空気通路１２の途中には（゛）圧制御弁１３３が段
（プられＣいる。負圧制御弁１３はダイアフラム１４、
弁ばね１５、弁体１６及び弁座１７からなり、ダイアフ
ラム１４が負１■１１ε３を形成し、弁ばね１５は負１
］−室１８内に設りられている。弁体１Ｇ及び弁座１７
は２次空気通路′１２の聞Ｉ」面！ｉ’ｊを定めるよう
に４ｆつ−Ｕ　ｄ３す、弁ばね１５がダイアフラム１４
を介しく一弁体１６を閉弁方向に（＝Ｊ勢している。負
圧室１８【、１、絞り弁５の下流と９７．１通路１９に
Ｊ、＝）Ｃ連通されている１、角汁制御弁１３３Ｊ、り
下流の２次？１ｕ気通路１２には電磁弁２０がｔ９りら
れ−Ｃいる１、電磁弁２０　にＬソレノイド２０ａへＩ
Ｄ　Ｊ１通Ａｌ１．’ｌに２次空気通路１２を閉塞し、
通７ｆｒ　ｌｌ’＋に２次？１冒気）１１）路１２を連
通ししめるよう（こｔｌつＣいる１゜ 電（厳弁１０のソレノイ１−（図示Ｕすｉｌ及びソレノ
イｌ’　２０　ａには駆動回路２１或いは２２４介して
制御回路２３が接続され−Ｃいる。制御回路２３′Ｉに
ｔＪ：　ＩＪＩ気路（図示Ｕず）に設りられた酸素）旧
庶しンリ゛２７′ｌと、点火装置、？ｉ　（図示ｌ！す
゛）ｌ＼の？ｊ’ｊ源供給を司どるイグーツションスイ
ッチ２りと、車両σ）速！廟に１・Ｌ・じｌ〔レベルの
出力型１［を発〈［リイ）中速レンリ２（３ど、エンジ
ン４の回転数に応じた１ノヘルの出力型ｒ［を弁体する
回転数レンリ２７と、−１ンジン４の冷ｊ、１１水（晶
にＩｒ１ｓした１ノベルの出力電圧を光（１りる冷Ｊ、
１１水？Ｓｌ’ｌレンリ−２８と、タラップ−の１′１
動１１，１にオンとなくンクラッチスイッチ２つと、車
両の変速（瓜のポジションがニュー１〜ラル以外の位［
Ｉ′“１　＋、＝あろとざオンと／ｊる二：Ｉ−トラル
スイ・ソ゛升３）０と、〔１１「検出ボー１へ１１の負
１１の人３゛さかＩソ１定１１１１以上、例えば３０　
ｍｍ１−ｌ　Ｑ以下にあるときオンどなる絞り弁５の仝
閉検出用の負１１スーｒツヂ３１どが各々接続されでい
る。′／、’；　Ｊ、３、負「スイッチ３１には負１ｊ
Ｅ検出ボート１１の負圧が負圧通路１１２１を介しＣ作
用するにうになされＣいる。イグニッションスイッチ２
５、タラップ−スイッチ２で）、ニーＬ−ｈシルスイツ
ヂご３０及び負ＬＵ′スイッチ３１はΔン１１゜ｊｌに
所定の電圧を制御回路２ニー３に供給づるようにな−）
でいる１、制御回路２３は好；Ｌしくはマイク「に１ン
ピ」−一タからなり、レンリ２４，２６ないし２乏）。A pressure control valve 133 is installed in the middle of the secondary air passage 12.The negative pressure control valve 13 is connected to a diaphragm 14,
Consisting of a valve spring 15, a valve body 16, and a valve seat 17, the diaphragm 14 forms a negative 1×11ε3, and the valve spring 15 forms a negative 1
] - installed in the chamber 18. Valve body 1G and valve seat 17
is the side of the secondary air passage '12! 4f-U d3 so as to determine i'j, the valve spring 15 is connected to the diaphragm 14
The negative pressure chamber 18 is in communication with the downstream of the throttle valve 5 and the 97.1 passage 19 through the valve body 16 in the valve closing direction (=J). , corner juice control valve 133J, downstream secondary? A solenoid valve 20 is connected to the 1u air passage 12, and the solenoid valve 20 is connected to the L solenoid 20a.
D J1 letter Al1. 'l block the secondary air passage 12,
Second order to 7fr ll'+? 1 air) 11) To connect the passage 12, the solenoid 1- (illustrated Uil and solenoid l' 20a of the valve 10 is connected via the drive circuit 21 or 224. The control circuit 23 is connected to the control circuit 23'I. l!su゛)l\\?j'j The engine switch 2 which controls the power supply, and the vehicle σ) speed! output type 1 of level 1 is emitted. Medium speed range 2 (3rd, rotation speed range 27 with a valve body of 1 noher output type r [according to the rotation speed of engine 4, -1 engine 4 cold j, 11 water (1 novel with Ir1s in crystal) The output voltage of the light (1 Riruru J,
11 water? Sl'l Renly 28 and gangway 1'1
11, 1 and 2 clutch switches, and the vehicle's gear shift (when the gear position is in a position other than New 1~Ral)
I'"1 +, = Arotozaonto/jru2: I-Tralsui So 3) 0 and [11"Detection bow 1 to 11 negative 11 person 3゛upside I So 1 constant 1111 or more , for example 30
A negative 11 switch 31 for detecting the closing of the throttle valve 5, which turns on when it is below mm1-lQ, is connected to each other. '/, '; J, 3, negative "Switch 31 has negative 1j
The negative pressure of the detection boat 11 acts on the negative pressure via the negative pressure passage 1121. ignition switch 2
5. At the gangway switch 2), the knee L-h switch 30 and the negative LU' switch 31 supply a predetermined voltage to the control circuit 2 and the knee 3 at Δn 11°jl.
1, the control circuit 23 is good; the L or microphone is made up of 1 pin, and the control circuit 23 is 24, 26 or 2 short).

スイッチ２５．２９ないし３１の出力電圧レベルからエ
ンジン又は車両の運転状態を判１（ｉｉ　シて？Ｌｉ　
１１１弁１０或いは２０を作動μしめるのである１、な
お、負圧制御弁゛１３は第２図に示すように紋り弁５の
下流の負Ｊ’Ｊ二の大きさが一１１■るに従）（負圧が
弁ばね１５のイーＪ！Ａ力に抗し−Ｃダイアノツム′１
７Ｉが負ＪＩ　Ｙｔ”ｉ　１　Ｂ側へ吸引されて弁体１
６ど弁ｐｔ１７どの聞口面槓、１Ｊなわら２次空気通路
゛１２の通路所面槓が減少づるようになっ−Ｃいる。Determine the operating condition of the engine or vehicle from the output voltage level of switches 25, 29 to 31 (ii).
111 valve 10 or 20 is actuated 1. Furthermore, as shown in FIG. ) (Negative pressure resists the EJ!A force of the valve spring 15 and -C diamondum'1
7I is attracted to the negative JI Yt”i 1 B side and the valve body 1
The opening of the valve pt17 is 1J, but the opening of the passage of the secondary air passage 12 is reduced.

次に、制御回路２３にＪ、っＣ実行される本発明（ぐよ
る吸気２次空気供給装置の制御子Ｉ！ｉ′ｉを第３図及
び第４図の１り目′１゛〕１−１−図に従・ラ−てｉ）
）明りる。Next, the control circuit 23 is connected to the controller I! -1- According to the diagram i)
) Lights up.

制ｉｌ１回路２１（よ先ず、イグニツシ′ｌンス・イッ
Ｊ２　！、＞　ｈ′ＸＡン（こな・）た状態にｉ１３い
て、車両が減）８１８走（１中′ｃ７１ウル１．’Ｕ　
Ｗｉかを判別’Ｊる（　ス’？　ツブ１）３．この判別
動作においＵ　ｔ；を第１１図の動作フＩＪ−図に示８
１．１、う（こ先・Ｊ゛、車速センリ”２０の出力電Ｌ
［から車両の速Ｈ５（３ｃか所定法１．ｕ　３）　ｌ”
　、例えば、２０　Ｋ　ｍ、−’ｈ　Ｊ、り速いか告か
を判別づる（ステップ゛１′１）。Control il1 circuit 21 (First of all, the ignition is J2!, >h'
Determine whether it is Wi or not. In this discrimination operation, Ut; is shown in the operation diagram IJ-diagram of FIG. 11.
1.1, Output power L of vehicle speed sensor "20"
[from vehicle speed H5 (3c or prescribed method 1.u 3) l”
, for example, 20 K m, -'h J, then it is determined whether it is fast or not (step 1'1).

Ｓ　ｃ　；≧Ｓ　ｒど判別した場合にＩよ回転数レンリ
２７の出力電圧から一１ンジン４の回転数Ｎｏが所定回
転１ｒ’ｔ　Ｎ　ｒ　、例え【、１′、１５００　ｒ　
、　１＋　、　ｍ　、Ｊ２ス」−（（（するか否か不刊
別りる（スラブ−ｆ１２）。次いマ、Ｎｃ≧Ｎ　ｒ　と
判断した場合１．ｌｌ；Ｌ冷却冷却水渇１−ン１ノ２Ｂ
の出万雷）「から冷７Ｊｌ水ン晶Ｔ　Ｗが所定ｒ晶１（
［］１゛、例えＩＪ　７５°Ｃ以［二ｔこあるか盃かを
判別りる〈ス’ｊツブ−１３）、ＴＷ≧−）１゛ど判１
１Ｊｉ　シた場合にはクラッｆスーイッナ２９又Ｉ３（
ニー７−１−ラルスイッチ３０の一方及び負圧スイッチ
３３′１が各／？ＡンＣ゛ｄりるか、イｉかを判別する
（スラブ−１１４，１５＞　、。S c ; ≧ S r If it is determined that the rotation speed No. of the engine 4 is a predetermined rotation 1r't N r , for example, [, 1', 1500 r
, 1+ , m , J2 S''-(((Depends on whether or not to do so (slab-f12).Next, if it is determined that Nc≧N r, 1.ll; L cooling cooling water drying 1- N1 No 2B
``Cold 7Jl quartz crystal T W from the specified r crystal 1 (
[ ] 1゛, For example, IJ 75°C or higher [Distinguish whether there is 2t or a cup〈S'j Tsubu-13), TW≧-)1゛Do 1
1Ji In case of crash, crash f sui na 29 or I3 (
One of the knee 7-1-ral switches 30 and the negative pressure switch 33'1 are connected to each /? Determine whether it is A/C d or A (Slab-114, 15>).

スイッチ２９又は３０及び３１が各々Ａノである場合に
車両が減速走行中であると判断する。When the switches 29, 30, and 31 are in the A position, it is determined that the vehicle is decelerating.

車両が減速７！１ｔ−ｙ中ぐないと判断した場合、づな
わちステップ１１に（１メい（ＳＣ＜Ｓｒ、ステップ１
２に（１３い−ＵＮＯ＜Ｎｒ、ス−ｙ　ツブ１３にａ３
イ’ｃ７−ｗ　＜　１−　ｌ’　、又はステップ１／ｌ
、１５にＪ３いてスイッチ２９ないし３１のいづ゛れか
がＡノであると各々判断しｌＪ揚揚台は、酸素濃度レン
サ２／ｌの出力電１Ｆレベルを読み取る（ステップ２）
。酸素）農度センザ２４はいわゆる流し出しタイプのゼ
ンリであり、雰′囲気がリッチになるに従つ゛Ｃ出力電
１１ＶＯ２がＪｎるようになつζいる。、酸拳濶度しン
リ−２４の出力電圧レベルを読み取り後、次に、この出
力レベルにより混合気の空燃比を判別りる（ステップ３
）。この判別動作に（１３いては酸素＋Ｇ３度センリ２
／′Ｉの出力電圧０２が理論空燃比に夕・１応“りる基
準電）Ｌ　Ｖ　ｒより人Ｃあるか否かによつ−Ｃ空燃比
がリッチであるかり−ンＣ′あるか判断される。ＶＯ２
≧Ｖ　ｒの場合には？１曾燃化がリップであると判別し
て空燃比をリーン方向に制御すべくリッヂ１八弓を発生
づる（ステップ゛／Ｉ）。しかし、Ｖｏ、、＜Ｖｒの揚
台には空切ｉ比ｌン＼リーンでｉｌ’ｊると判別１ノ（
リー：）ｆｉ’ｊ号を発／、１−．　ｊｌる（ス）−ツ
ブ１〕〉のＣ゛ｄりる。If it is determined that the vehicle is not decelerating 7!1t-y, the process is continued to step 11 (1 meter (SC<Sr, step 1
2 (13-UNO<Nr, Su-y Tsubu 13 to a3
i'c7-w <1-l', or step 1/l
, 15, J3 determines that any of the switches 29 to 31 is A, and the lJ lifting platform reads the output power 1F level of the oxygen concentration sensor 2/l (step 2).
. The oxygen) agricultural rate sensor 24 is a so-called drain type sensor, and as the atmosphere becomes richer, the output voltage 11VO2 increases. After reading the output voltage level of the 24, the air-fuel ratio of the air-fuel mixture is determined based on this output level (step 3).
). In this judgment operation (13 degrees, oxygen + G3 degree center 2
/'I's output voltage 02 reaches the stoichiometric air-fuel ratio (reference voltage) L V r. Will be judged.VO2
What if ≧V r? It is determined that the increase in fuel consumption to 1 is a lip, and a ridge 1 is generated to control the air-fuel ratio in a lean direction (step 1/I). However, on the platform of Vo,, <Vr, there is a discrimination 1 no (
Lee:) issue fi'j/, 1-. C゛drill of jlru(su)-tsubu 1]〉.

−ｊノ、ｊｉｉ両が減）出走行中″Ｃあると判ｆＱｉ　
シ／こ揚台（こ（，１，低速用意オ゛）１供給系を不）
′１すＪ状態・ｊなわ”）　９２！ｉ君供ｆｊ＋停止１
−状態ｔ、ｌリベく燃ｊ′之１カッ１へ１、−シ；を梵
１１りる（ステップ’６　）　、そして、強制的に電）
）餞弁２０を開弁りへく空燃比をリーン方向１．ｌ制御
りる場合とｌｒ＋ｌ　１７４　＆こりツチｊｊ’ｉ　”
；ｊを発生Ｊるのて〈りる。（スア・ンゾ／ｌ　）　。-j ノ, jii cars decreased) It was determined that there was a ``C'' during the departure fQi
(1, low-speed preparation system)
'1 J state/j rope') 92!i kun fj + stop 1
- state t, l is burnt j' to 1 cup 1, -si;
) Open the valve 20 and set the air-fuel ratio to 1. In the case of l control, lr+l 174 &koritsuchi jj'i ”
; generates j. (Sua Nzo/l).

駆動回路２１　ＬＬ燃η゛３１カッ１〜仏号に応じで雷
１公弁１０４１ｆｌ−動）１しめることによりス１１−
）然１１通路８を閉塞ｕしぬる３、駆動回路２２はリー
ン信号に１．Ｌ）してツレノーｒド２０ａの非油？Ｉｉ
　ｌこより電磁弁２０をｆ′ｌｌ−５ｔ　ｔＪ−シ９＞
　ル、　、ｋ　ツ’（％　２　次’：’ｌ　気油ＷＩＳ
　１２　ｔ、Ｌ　Ｉｌｌ塞されて２次叩気がエンジン４
へ供給さ４璽１いため一■ンジン４へ供給される混合気
の７．″燃比ｔＪリッチ方向に制御される。またＩ’ｌ
ｌ’勅回路２２　Ｃ，Ｌすｙン’、ｆイへ弓；こ１芯じ
−（ソレノイド２０　ａを通電りる（二と（こＪ、り電
磁弁２０を開弁ｌしめる。、Ｊ、つ−（、負１［制御弁
１３による吸気マニホールド負圧に応じた最の２次’：
：ｌ＋気が絞り弁Ｌ）を’＋ｉＴＩ過した吸入？ど気と
」ムにエンジン４へ供給され、混合気の空燃比はリーン
方向に制御される。従つ−で、車両の減速走行時には電
磁弁２０は酸素Ｅｌ　１．！ｌゼン゛す２／′ｌの出力
電圧Ｖ０２に拘らり゛に開弁されて２次空気がエンジン
４に供給されると其に電磁弁１０の作動にＪ、って１１
（連用燃料供給系のスト１−燃オ′）１通路８が閉塞さ
れ（燃料カッ１〜が行われるのて空燃比はリーン方向１
＝制御されるので゛ある。Drive circuit 21 LL fuel
) However, the 11 passage 8 is closed and the drive circuit 22 receives the lean signal 1. L) Is it oil-free from Tsurenord 20a? Ii
From l, connect the solenoid valve 20 to f'll-5ttJ-9>
Le, ,k Tsu'(% Quadratic':'l Air oil WIS
12 t, L Ill is blocked and secondary blowing air is removed from engine 4.
7. of the air-fuel mixture supplied to the engine 4. "Fuel ratio tJ is controlled in the rich direction. Also, I'l
1' energized circuit 22 C, L', 2', f; , one (, negative 1 [most quadratic' according to the intake manifold negative pressure by the control valve 13):
:L+Ki throttle valve L)'+iTI inhalation? The air-fuel mixture is supplied to the engine 4, and the air-fuel ratio of the air-fuel mixture is controlled in a lean direction. Therefore, when the vehicle is decelerating, the electromagnetic valve 20 releases oxygen El 1. ! When the valve is opened and secondary air is supplied to the engine 4, regardless of the output voltage V02 of lzen2/'l, the solenoid valve 10 operates as follows:
(Stroke 1-fuel o' of the continuous fuel supply system) 1 passage 8 is blocked (fuel supply 1~ is carried out, so the air-fuel ratio is 1 in the lean direction)
＝It exists because it is controlled.

かかる本発明による吸気２次空気供給装置においては、
車両の減速走行の判別のために一般的４Ｃ絞り弁仝閉及
び上ンジン回転数の検出だ（〕Ｃ′なく車速、土ンジン
冷ｌＪＩ水温、クラッチの作動状態又は変速機のニュー
１ヘラル以外のボジシフンのときが検出されＣいる１、
車速を検出りることはアイドル状態（゛スナップ加速動
作く絞り弁がアーｒドル１）゛ノ直にあるどきに悪にア
クヒルペダルを瞬間的に踏み込ｌυで饋す！ＩＪＪ作〉
を行った場合にエンジン回転数Ｎ（Ｎが所定回転数Ｎｒ
以上になりアクヒルペダルを＋ＮＩＩ　Ｌｋときに絞り
弁仝閉ど判［わｉし但’ｒ’Ａｊ　ＩＩＩ　ｔｒ込１’
１供給系の燃Ｎ’ｌカッ１−をしＣしようからでＡつる
。Ｊたエンジン１の冷７ＪＩ　７Ｊ＜洛１を検出りるこ
とは−Ｉエンジン４低温時にはエンジン１；ワ動部の摩
１票抵抗が人さく］ンジンが不安定な動（′１状（１；
；に（（りり、この、Ｊ、：〕／Ｉどきに１２！ｉ　Ｉ
’１１カッｉ〜を行うと土ンジンス１〜−ルる一Ｌｌ　
り１月合があるからである。更に、タラップ−の１り動
状（さ、或い（ま変速（幾のボシシニ１ンが二＋、　−
ｌ・ノル状ｆ’ｊｊ以外の位１７７１“にあるとさ、り
なｔ）　Ｉｌｌ　Ｉ−ンジンに’−１（Ｉ：ｉ　／＋′
Ｉ接続されているどきを検出りることは減速中（Ｊクラ
ッチを切るとか変速機のポシシ］ンを二ｌ−トラルにし
て動力伝達を切−）た二１−ンジンの無ＣＩ（□；ｊ（
１°１（２，−燃利力ツ１へが＜ｊわれた１易合土ンジ
ン白自によって回転を継続ηることかでさ−リ゛Ｌンジ
ンス１〜−ルを（ｒ（＜からである。In the intake secondary air supply device according to the present invention,
In order to determine whether the vehicle is decelerating, the general 4C throttle valve is closed and the upper engine rotation speed is detected. 1, when the time is detected
Detecting the vehicle speed is done by momentarily pressing the accelerator pedal while the vehicle is in an idle state (snap acceleration operation and the throttle valve is at Ardle 1). Made by IJJ
When the engine rotation speed N (N is the predetermined rotation speed Nr
The throttle valve closes when the accelerator pedal is pressed to +NII Lk.
Since the fuel of the 1 supply system is N'l cut 1- and C is added, it is A. Detecting engine 1's cold 7JI 7J<Raku 1 is - I engine 4 When the temperature is low, engine 1; ;
;ni((riri, this, J, :)/I doki ni 12!i I
'11 If you do Kachi~, you'll get a lot of results 1~ - Luruichi Ll
This is because there is a conjunction in January. Furthermore, the movement of the gangway is 1, or (ma, gear change).
If it is in position 1771" other than l-nor-like f'jj, then Rinat) Ill I-injin'-1 (I:i /+'
Detecting when I is connected means that there is no CI (□; j(
1 degree 1 (2, - Fuel force 1 is <j 1 easy combined engine white confession to continue rotating η.) It is.

、Ｉ、た、かかる本発明による吸気２次Ｙ１で気１％給
装置“ｌ　ＩＪＪ３い（は、絞り弁５の全開を絞り片５
　Ｉｌｌ傍のに〕１「の大きさによつ−Ｃ検出している
か、アーｒトルスイップにＪ、＝）’ｌ絞り弁５の全開
を検出しｔｂＪ、Ｊい。また、本実施例においては、車
両の）［・・（速１ｋ”Ｈに低速用燃わ１供給系を燃わ
１供給停止状態にしているが、燃料供給を減ｆｉｌ状態
にしても良いのであイ）１゜第５図は本発明の他の実施
例を示している。１木図に示した本発明にＪ、る吸気２
次空気供給装置に、１５いては、中速レノ１ノ２６の出
力端には比較器３う２が接続され、比較器３２は中速レ
ンツ２６の出力電圧が所定速庶３ｒにス・１応りる所定
電圧Ｖｒ＋より人のどき高１ノヘルの出力信尼を発生り
るｃｌ、うになっている。回転数レンツ２７及び冷）、
１１水渇センリ２（３の各出力端：にｂ比較器３３３或
いは３３／１か接続され、比較器３３には所定回転数Ｎ
ｒにス・１応する所定型１［Ｖ　ｒ　２が供給され、比
較器３／ｌに（，１所定温度Ｔ　ｒにス・１応づる所定
電圧Ｖｒ３が供給され、比較器３３．３／Ｉは比較器３
２ど同様の動作をりるようになっ°Ｃいる。Ｑ　Ｊ３、
レンツ２６ないし２８は車速、エンジン回転数又は冷却
水温が１７？づるに従っ−（出力電圧も各々上背し、ス
イッチ２９ないし３１は１２時に高レベルの出ツノ信号
を発生づるようになっている。比較器３２ないし３４及
びスイッ）’　３　’Ｉの各出力端にはＡＮ　Ｉ）回路
Ｊ′！りが接続され、更にスイッチ２’３．３０の各出
力、）；；：には０１り回ｉ’８３７を介してＡＮｌつ
回路；３　！：ｉが接続δれ、ＡＮ　Ｄ回路３５の出力
端＋、ｌ駆動回路２′１ど０１で回路Ｌ’Ｉ　Ｃ”＞　
＊２介して駆動回路２２どに１１′、わ°、され（いる
。また制御回路２ζ３の出力端しＯＲ回路３　Ｇを介し
く駆動回路２２に１）；続されＣいる７、：この他の（
１“１１成は４１′１図の装置と同１．１　’ｃ”ある
、。, I, I, the 1% air supply device "l IJJ3" in the intake secondary Y1 according to the present invention (I, the throttle valve 5 is fully opened by the throttle piece 5
Depending on the size of 1', the full opening of the throttle valve 5 is detected. Also, in this embodiment, , of the vehicle) [...(At speed 1k''H, the fuel 1 supply system for low speed is in the fuel 1 supply stop state, but the fuel supply may be in the reduced fil state) 1゜5th The figure shows another embodiment of the invention. 1 In the present invention shown in the tree diagram, J, the intake air 2
In the next air supply device 15, a comparator 3-2 is connected to the output end of the medium-speed lens 26, and the comparator 32 is connected to the output terminal of the medium-speed lens 26 so that the output voltage of the medium-speed lens 26 is switched to the predetermined speed voltage 3r. CL is designed to generate an output voltage of 1 NOH higher than a given voltage Vr+, which is equal to 1 nm. rotation speed Lenz 27 and cold),
B comparator 333 or 33/1 is connected to 11 water dry sensor 2 (each output terminal of 3), and the comparator 33 has a predetermined rotation speed
A predetermined voltage Vr3 corresponding to S·1 is supplied to the comparator 3/l, and a predetermined voltage Vr3 corresponding to S·1 to the predetermined temperature Tr is supplied to the comparator 3/l. I is comparator 3
2. It starts to behave the same way. Q J3,
For Lenz 26 or 28, the vehicle speed, engine speed, or coolant temperature is 17? (The output voltages also rise respectively, and the switches 29 to 31 generate a high level output signal at 12 o'clock. The comparators 32 to 34 and the switches) '3' Each output of I At the end is the AN I) circuit J'! are connected to each output of the switch 2'3. :i is connected δ, output terminal + of AND circuit 35, l drive circuit 2'1 to 01, circuit L'I C''>
*11' is connected to the drive circuit 22 via *2. Also, the output terminal of the control circuit 2ζ3 is connected to the drive circuit 22 via the OR circuit 3G; of(
The 1"11 configuration has the same 1.1'c" as the device shown in Figure 41'1.

かかル（Ｉｌｌ成（にあいＣは、比較器ζ３２イＩ−イ
Ｌ、　ｊ３　／１及びスイッチＪ３１の各出力が高レベ
ル及びスイツＪ２０又（ま５３０の出力が高レベルのと
さ△Ｎ　１１）回路、３５の出力し高レベルとなり、こ
の高レベルがｉｌ、：！速時検出摺弓どなって駆動回路
２１．２２に供給される。駆動回路２１　ｔＪ減減速１
検検出信Ｆ３存在時に電磁弁１０を作動けしめ、駆動回
路２２（、Ｌ　’＋Ｆ表速１１．“ｆ検出信翼の存（Ｉ
ＩＩ）には制御回路２３　ｈｔ　ｆ）供給される信号に
拘＋、、ずに電磁弁２０４聞弁保１”ｉ　ｉ！　ｌ。When the output of the comparator ζ32, I-IL, j3/1 and switch J31 is at a high level, and the output of the switch J20 or 530 is at a high level, △N 11) The output of the circuit 35 becomes a high level, and this high level is supplied to the drive circuits 21 and 22 as il, :! speed detection slider.
When the detection signal F3 is present, the solenoid valve 10 is actuated, and the drive circuit 22 (, L'+F table speed 11.
II) The control circuit 23 ht f) The solenoid valve 204 is connected to the control circuit 23 ht f) without regard to the supplied signal.

めるのＣある。There is a C that can be used.

このｊ、うに、本発明による吸気２次空気供給装「１に
、Ｊ、れば、車両の減速時に２次空気か強制的に供給さ
れると」（に低連用燃料供給が減屯又【；１停市される
故に吸気管内に人きな負圧が発生１）てもη′燃比がＡ
−パリツブ−になることか防止される。、Ｊ、って、減
速ＩＬ’ｊの１−ＩＣ，Ｇｏ等の右害カスの光／１を抑
制づることがで゛ぎるので（１７１る。ｊ、た触媒−１
ンバータを排気系に（ｉｉｏ）えた内燃エンジンにｔ１
３いては排気ガス中の未燃焼成分が減少し触媒］ンバー
タの触媒作用ににるざで熱ｍが減少りるため触媒：１ン
パータの負担を軒減りることができるのである。This J, Uni, the intake secondary air supply system according to the present invention "1, J, If the secondary air is forcibly supplied during vehicle deceleration" (low continuous fuel supply is reduced or [ ;Because the engine is stopped for one hour, a large amount of negative pressure is generated in the intake pipe 1) Even if the η' fuel ratio is A
- It is prevented from becoming a paroxysm. , J, since it is possible to suppress the light/1 of the right harmful dregs such as 1-IC and Go of the deceleration IL'j (171.j, the catalyst-1
t1 to an internal combustion engine with an inverter installed in the exhaust system (IIO)
3, the unburned components in the exhaust gas are reduced, and the heat m generated by the catalytic action of the inverter is reduced, so the burden on the catalyst can be reduced.

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

第１図（４１木発明の実施例である吸気２次？１！気＋
＋１給装置を承りｔｆｇ成図、第２図は第１図の装ｆ＋
Ｔｆ中の負圧制御弁の動作特性を承り波形図、第３図及
び第４図（，１第１図の製置中の制御回路の動作を承り
フロー図、第５図【３１、本発明の曲の実施例を示Ｖ侶
成図である。 主要７１１へ分のＴ１号の説明 １・・・・・・人気吸入Ｌ１ ２・・・・・・」゛アフィルタ ６・・・・・・ス］−１−ポー１〜 ７・・・・・７）イトルボ−１・ Ｅ３・・・・・・ス１−］−燃オ゛≧１通路’１０．；
シ０・・・・・電（６弁 １１・・・・・・ｆｌ　Ｉ干検出ボー１〜１２・・・・
・・２次空気通路 １３・・・・・・ｆ〕圧制御弁 １５）・・・・・・ｆ１圧通路 出願人　　　本［［１技ｉＪＩ’　、’、ｌ−業珠ｊ（
会ン１代理人　　　弁１！］！　１Ｔｉｉイ・＋・１元
彦第３図 入チ、アロへ　　　　又テ、ブ２へFigure 1 (41 Intake secondary ?1! air +
+1 feeding device is accepted and tfg diagram is created, Figure 2 is the installation f+ of Figure 1.
Waveform diagrams showing the operating characteristics of the negative pressure control valve during Tf, Figs. This is a V-composition diagram showing an example of the song. Explanation of T1 No. 1 for the main 711...Popular inhalation L1 2..."Afilter 6... S]-1-Port 1~7...7) Illumination port 1/E3...S1-]-Fuel oil≧1 passage'10. ;
SI 0...Electric (6 valves 11...fl I dry detection board 1-12...
...Secondary air passage 13...f]Pressure control valve 15)...f1 Pressure passage Applicant Book
Meeting 1 agent Ben 1! ]! 1Tii I + 1 Motohiko Figure 3 entry, Aro, Mata Te, Bu 2

Claims (2)

【特許請求の範囲】[Claims] （１）（ｌ（連用燃オ゛ｌ　ｆＪｔ給系を（ｉｌｌえた
中載内燃エンジンのＩＧ気２次？１ソ気供給装置であつ
’Ｕ　、　ＪＪＩ気系に設りられた１１１２累１農度セ
ンザと、絞り弁を迂回ηる吸気２次空気通路に設（プら
れた電磁弁と、前記酸素温石しンリの出力１＋ｉ　Ｆ；
に応じＣ前記電磁弁を開閉せしめる制御手段と、前記吸
気２次空気通路に設りられ吸気マニホールド内の９凡の
大きさに応じて開口面積を変化けしめる負１’ｆＥ制御
弁とを含み、４１両の減速時に前記電磁弁を強制的に聞
５ｉ　１ｉｊ）りると共に前記イ１（速用燃料供給系を
燃オ′；１供給減１■状態若しくは燃オ′＋１供給停止
状態にリ−るようになされ−Ｃいることを特徴どする吸
気２次空気＋１給駅置。(1) (The continuous fuel oil fJt supply system is the secondary IG air supply system for a medium-mounted internal combustion engine. A temperature sensor, a solenoid valve installed in the intake secondary air passage that bypasses the throttle valve, and an output 1+i F of the oxygen hot stone heater;
control means for opening and closing the electromagnetic valve according to C, and a negative 1'fE control valve installed in the secondary intake air passage and changing the opening area according to the size of the intake manifold. , when the 41 cars decelerate, the solenoid valve is forcibly turned on and the fuel supply system for speed is returned to the state of 1 (fuel off'; 1 supply decrease 1) or fuel supply '+1 supply stopped state - Intake secondary air +1 supply station characterized by -C. （２）　車両の減速状態は車速、エンジン回転数、−［
ンジン冷）ｌＩ水）品、絞り弁開度、クラッチの作動状
態及Ｏ・変速１幾のポジションに基ついＣ検出されるこ
とを１シｒ徴とするＱｈ　ＲＱ請求の範囲第１項記載の
吸気２次空気供給装Ｆり。(2) The deceleration state of the vehicle is determined by vehicle speed, engine speed, -[
Qh RQ Claims 1. Intake secondary air supply system F.