JPS6160248B2 - - Google Patents
Info
- Publication number
- JPS6160248B2 JPS6160248B2 JP57193959A JP19395982A JPS6160248B2 JP S6160248 B2 JPS6160248 B2 JP S6160248B2 JP 57193959 A JP57193959 A JP 57193959A JP 19395982 A JP19395982 A JP 19395982A JP S6160248 B2 JPS6160248 B2 JP S6160248B2
- Authority
- JP
- Japan
- Prior art keywords
- engine
- speed
- secondary air
- detecting
- valve
- 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.)
- Expired
Links
- 239000003054 catalyst Substances 0.000 claims description 16
- 238000011144 upstream manufacturing Methods 0.000 claims description 4
- 238000001514 detection method Methods 0.000 claims description 3
- 239000000498 cooling water Substances 0.000 claims 1
- 239000007789 gas Substances 0.000 description 5
- 239000000446 fuel Substances 0.000 description 4
- 230000003197 catalytic effect Effects 0.000 description 3
- 239000000203 mixture Substances 0.000 description 3
- 238000013021 overheating Methods 0.000 description 3
- 238000000746 purification Methods 0.000 description 3
- 235000014676 Phragmites communis Nutrition 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 239000002826 coolant Substances 0.000 description 2
- 230000006866 deterioration Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 230000010349 pulsation Effects 0.000 description 1
- 230000003584 silencer Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
- F01N3/222—Control of additional air supply only, e.g. using by-passes or variable air pump drives using electric valves only
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
- F01N3/227—Control of additional air supply only, e.g. using by-passes or variable air pump drives using pneumatically operated valves, e.g. membrane valves
-
- 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
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
- Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Health & Medical Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Toxicology (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Gas After Treatment (AREA)
Description
【発明の詳細な説明】
本発明はエンジンの２次空気供給制御装置に関
する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a secondary air supply control device for an engine.
先に、この種装置として、排気管に配置した触
媒装置の上流側に２次空気を導入する通路を設
け、該通路に制御弁を介入し、該制御弁を、減速
時、アイドリング時あるいは冷機状態時若くはギ
ヤチエンジ時等に開弁して前記通路から排気管に
２次空気を供給して触媒装置を冷却し、あるいは
該触媒装置で排気ガス中の未燃焼ガスの有害成分
（HC、CO）を再燃焼させる２次空気供給装置を
本出願人は提案したが、この装置を備えたエンジ
ンが高温で低回転域にあり且つ車速が低速域にあ
る状態、例えば長時間の高速度走行後、道路の車
両渋滞によるのろのろ運転あるいはアイドリング
を長時間継続すると、走行風あるいはフアンによ
る冷却風が弱いためにエンジンルーム内の温度が
次第に上昇してキヤブレータのフロート室、燃料
通路及び吸気管内の燃料が蒸発し、混合気が過濃
となつて未燃成分のHC、COが排気系に多量に排
出される。この様な状態で２次空気を供給する
と、燃焼に必要な酸素が充分供給され触媒装置に
て過度に再燃焼温度が上昇して過熱され触媒装置
の浄化機能が早期に劣化したり、触媒の遮熱構造
を施さなければならない等の不都合を伴う。 First, as a device of this kind, a passage for introducing secondary air is provided upstream of a catalyst device disposed in an exhaust pipe, a control valve is inserted into the passage, and the control valve is operated during deceleration, idling, or cold engine operation. Under such conditions, the valve is opened at the time of gear change, etc., and secondary air is supplied from the passage to the exhaust pipe to cool the catalyst device, or the catalyst device removes harmful components (HC, CO, etc.) of unburned gas in the exhaust gas. ), the applicant has proposed a secondary air supply device that re-combusts the air. If you drive slowly or continue idling for a long time due to traffic congestion on the road, the temperature in the engine compartment will gradually rise due to the weak running wind or cooling air from the fan, causing the fuel in the float chamber of the carburetor, fuel passage, and intake pipe to rise. It evaporates, the mixture becomes too rich, and a large amount of unburnt components HC and CO are discharged into the exhaust system. If secondary air is supplied in this condition, sufficient oxygen necessary for combustion will be supplied, and the reburning temperature will rise excessively in the catalyst device, resulting in overheating, leading to early deterioration of the purification function of the catalyst device, and damage to the catalyst. This involves inconveniences such as the need to provide a heat shielding structure.
本発明はかかる不都合を改良することをその目
的としたもので、排気管に配置した触媒装置の上
流側に２次空気を導入する通路を設け、該通路に
制御弁を介入してなる式のものにおいて、所定の
低車速以下を検出する手段と、所定のエンジン回
転数以下を検出する手段と、前記少くとも一方の
検出手段に接続され該検出手段の検出信号を遅延
させる遅延装置を有し前記所定の低車速以下で且
つ所定のエンジン回転数以下の状態を検出して前
記制御弁の開弁制御信号を所定時間出力する制御
手段とを備えることを特徴とする。 The purpose of the present invention is to improve such disadvantages, and the present invention provides a system in which a passage for introducing secondary air is provided upstream of a catalyst device disposed in an exhaust pipe, and a control valve is inserted in the passage. The vehicle comprises a means for detecting a vehicle speed below a predetermined low speed, a means for detecting a speed below a predetermined engine speed, and a delay device connected to at least one of the detecting means and delaying a detection signal of the detecting means. The present invention is characterized by comprising a control means for detecting a state where the vehicle speed is below the predetermined low speed and below the predetermined engine speed and outputs a valve opening control signal for the control valve for a predetermined period of time.
以下本発明の実施例を図面について説明する。
図面は、本出願人によつて先に提案された２次空
気供給制御装置に適用された本発明の１実施例を
示す。 Embodiments of the present invention will be described below with reference to the drawings.
The drawing shows an embodiment of the invention applied to a secondary air supply control device previously proposed by the applicant.
図面において、１は、制御弁で、該制御弁１
は、吸気管２のスロツトルバルブ３の下流側に通
路４を介して連通する負圧室１ａに吸気管２の負
圧が導入されることによつて開弁し、エアクリー
ナ５から空気をサイレンサ６、リード弁７を介し
て排気管８の触媒装置９上流側に供給するもので
ある。リード弁７は排気系の脈動により負圧状態
の時開弁され、正圧状態の時閉弁して排気の逆流
を防止している。１０は前記通路４に介入した電
磁弁で、該電磁弁１０は電磁コイル１０ａがオア
回路１１に接続され、該オア回路１１から出力し
た制御信号で開弁されるものである。１２は、オ
ア回路１１に接続されたアンド回路１３の入力端
子に接続された、例えば70℃以下の低温でオン信
号を出力するエンジン冷却水温度センサ、１４は
該アンド回路１３の入力端子に接続され、所定の
エンジン回転数例えば3150rpm以下でオン信号を
出力するエンジン回転数センサで、該センサ１
２，１４及びアンド回路１３よりなる回路は、エ
ンジンが低温で且つその回転数が所定値以下の状
態のとき制御弁１の開弁制御信号を出力する制御
手段１５を構成する。１６は吸気管２の負圧が例
えば−530mmHg以上になる減速時にオン信号を出
力する負圧センサ、１７は車速が例えば24Km／時
以下になる低速度時にオン信号を出力する車速セ
ンサで、その出力はノツト回路１８を介してアン
ド回路１９の入力端子に、また前記負圧センサ１
６も該アンド回路１９の入力端子に各接続した。
該負圧センサ１６、車速センサ１７、ノツト回路
１８及びアンド回路１９よりなる回路は、例えば
24Km／時以上の車速における減速時に制御弁１の
開弁制御信号を出力する制御手段２０を構成す
る。２１は、ギヤチエンジ時、小減速時等におい
て急増した吸気管２の負圧に応動して所定時間開
弁しエアクリーナ５から図示しない通路を介して
吸気管２に空気を供給するシヨツトエア弁装置
（図示しない）の作動を検出し、オン信号を出力
する負圧センサで、その出力は例えば２秒間のタ
イマー装置２２を介して前記オア回路１１に接続
したアンド回路２３に接続し、前記エンジン回転
数センサ１４の出力もアンド回路２３に接続し
た。前記負圧センサ２１、エンジン回転数センサ
１４、タイマー装置２２及びアンド回路２３はギ
ヤチエンジ時、小減速時あるいは減速初期時に例
えば２秒間、制御弁１の開弁制御信号を出力する
制御手段２４を構成する。 In the drawings, 1 is a control valve, and the control valve 1
The valve opens when the negative pressure of the intake pipe 2 is introduced into the negative pressure chamber 1a that communicates with the downstream side of the throttle valve 3 of the intake pipe 2 via the passage 4, and the air is discharged from the air cleaner 5 into the silencer. 6. It is supplied to the upstream side of the catalyst device 9 in the exhaust pipe 8 via the reed valve 7. The reed valve 7 is opened when the pressure is negative due to pulsation in the exhaust system, and closed when the pressure is positive to prevent backflow of exhaust gas. Reference numeral 10 denotes a solenoid valve interposed in the passage 4. The solenoid valve 10 has a solenoid coil 10a connected to an OR circuit 11, and is opened by a control signal output from the OR circuit 11. 12 is an engine coolant temperature sensor that outputs an ON signal at a low temperature of, for example, 70° C., which is connected to the input terminal of the AND circuit 13 connected to the OR circuit 11; 14 is connected to the input terminal of the AND circuit 13; The sensor 1 is an engine rotation speed sensor that outputs an ON signal at a predetermined engine rotation speed, for example, 3150 rpm or less.
2, 14 and the AND circuit 13 constitute a control means 15 that outputs a valve opening control signal for the control valve 1 when the engine is at a low temperature and its rotational speed is below a predetermined value. 16 is a negative pressure sensor that outputs an ON signal during deceleration when the negative pressure of the intake pipe 2 is, for example, -530 mmHg or more; 17 is a vehicle speed sensor that outputs an ON signal when the vehicle speed is low, such as 24 km/hour or less; The output is sent to the input terminal of the AND circuit 19 via the knot circuit 18, and also to the negative pressure sensor 1.
6 were also connected to the input terminals of the AND circuit 19.
The circuit consisting of the negative pressure sensor 16, vehicle speed sensor 17, knot circuit 18, and AND circuit 19 is, for example,
A control means 20 is configured to output a valve opening control signal for the control valve 1 during deceleration at a vehicle speed of 24 km/hour or more. Reference numeral 21 denotes a shot air valve device (not shown) that opens for a predetermined period of time in response to a sudden increase in negative pressure in the intake pipe 2 during gear changes, small decelerations, etc., and supplies air from the air cleaner 5 to the intake pipe 2 through a passage (not shown). A negative pressure sensor that detects the operation of the engine (not activated) and outputs an ON signal, the output of which is connected to an AND circuit 23 connected to the OR circuit 11 via a 2-second timer device 22, and the output is connected to the AND circuit 23 connected to the OR circuit 11, The output of 14 was also connected to the AND circuit 23. The negative pressure sensor 21, engine speed sensor 14, timer device 22, and AND circuit 23 constitute a control means 24 that outputs a valve opening control signal for the control valve 1 for, for example, 2 seconds at the time of gear change, small deceleration, or initial deceleration. do.
以上の構成によれば、冷機状態でエンジンを始
動したときは制御手段１５から、例えば24Km／時
以上の車速における負圧が−530mmHg以上になる
減速時には制御手段２０から、ギヤチエンジ時、
小減速時等には制御手段２４からそれぞれ制御弁
１の閉弁制御信号が出力してオア回路１１を介し
て電磁コイル１０ａを励磁して電磁弁１０を開弁
させ、次いで制御弁１を開弁させ、２次空気を排
気管８に供給して主として触媒装置９を冷却し、
前記各時期に多量に排出される排気ガスの有害成
分を触媒装置９で再燃焼させ浄化する。エンジン
回転数が3150rpm以上になると混合気の燃焼が良
くなり、排出される排気ガス量に対するHC、CO
の排出率が減少しさらに触媒装置９の過熱を防止
するためにもエンジンの高温時は勿論低温時にお
いても２次空気の供給は停止されるようになつて
いる。 According to the above configuration, when the engine is started in a cold state, the control means 15 outputs the control means 15, when decelerating when the negative pressure becomes −530 mmHg or higher at a vehicle speed of 24 km/hour or more, the control means 20 outputs the following information:
During small deceleration, etc., the control means 24 outputs a valve closing control signal for the control valve 1, energizes the electromagnetic coil 10a via the OR circuit 11 to open the electromagnetic valve 10, and then opens the control valve 1. valve to supply secondary air to the exhaust pipe 8 to mainly cool the catalyst device 9,
The harmful components of the exhaust gas discharged in large quantities during each of the above periods are reburned and purified by the catalyst device 9. When the engine speed exceeds 3150rpm, the combustion of the air-fuel mixture improves, and the amount of HC and CO is reduced relative to the amount of exhaust gas emitted.
In order to reduce the emission rate and to prevent the catalyst device 9 from overheating, the supply of secondary air is stopped not only when the engine is at a high temperature but also at a low temperature.
以上は先に提案のものと特に異ならないが、本
発明によれば、所定のエンジン回転数例えば
1400rpm以下でオン信号を出力する手段としてセ
ンサ２５を設けると共に、該センサ２５と前記車
速センサ１７に接続され信号を遅延させる例えば
タイマーユニツトからなる遅延装置２６を備え、
所定の低車速以下で且つ所定のエンジン回転数以
下の状態を検出して前記制御弁１の開弁制御信号
を所定時間出力する制御手段２７を設けたもの
で、該制御手段２７は車速センサ１７に接続され
た前記遅延装置２６とこれにノツト回路２８を介
して入力端子が接続されると共にエンジン回転数
センサ２５に他方の入力端子が接続されたアンド
回路２９とからなる。尚前記ノツト回路１８，２
８は車速センサ１７及びタイマーユニツト２６の
選定により、設けなくてもよい。 Although the above is not particularly different from that proposed earlier, according to the present invention, a predetermined engine speed, e.g.
A sensor 25 is provided as a means for outputting an on signal at 1400 rpm or less, and a delay device 26, such as a timer unit, connected to the sensor 25 and the vehicle speed sensor 17 to delay the signal,
A control means 27 is provided which detects a state where the vehicle speed is below a predetermined low speed and below a predetermined engine speed and outputs a valve opening control signal for the control valve 1 for a predetermined period of time. The delay device 26 is connected to the delay device 26, and an AND circuit 29 has an input terminal connected to the delay device 26 via a knot circuit 28, and the other input terminal is connected to the engine speed sensor 25. Note that the above-mentioned knot circuits 18, 2
8 may not be provided depending on the selection of the vehicle speed sensor 17 and timer unit 26.
次にその作動について説明するに、例えば車速
が高速状態から例えば24Km／時以下の低速になり
且つエンジン回転数が例えば1400rpm以下になる
と各センサ１７，２５からオン信号すなわち論理
値「」の信号が出力し、その１つは遅延装置２
６に、他の１つはアンド回路２９に入力する。該
遅延回路２６の遅延時間を例えば３分とすると、
３分が経過するまではオン信号が出力しないか
ら、それまでアンド回路２９には論理値「」の
信号が入力し、エンジン回転センサ２５からの論
理値「」の入力信号とによつて、アンド回路２
９から、「」の信号を出力し、オア回路１１を
介して電磁コイル１０ａを励磁し、電弁１０を開
弁する。かくて、車両が前記の状態になつても遅
延時間（３分）２次空気を排気管８に供給し、排
気管８に排出された多量のHC、COを触媒装置９
にて再燃焼させる。 Next, to explain its operation, for example, when the vehicle speed changes from a high speed state to a low speed of, for example, 24 km/hour or less, and the engine speed becomes, for example, 1400 rpm or less, each sensor 17, 25 outputs an ON signal, that is, a signal with a logical value of "". output, one of which is delay device 2
6, and the other one is input to the AND circuit 29. If the delay time of the delay circuit 26 is, for example, 3 minutes,
Since the ON signal is not output until 3 minutes have elapsed, a signal with a logical value "" is input to the AND circuit 29 until then. circuit 2
9 outputs a signal ``'' to excite the electromagnetic coil 10a via the OR circuit 11 and open the electrovalve 10. Thus, even if the vehicle is in the above state, secondary air is supplied to the exhaust pipe 8 for a delay time (3 minutes), and a large amount of HC and CO discharged into the exhaust pipe 8 is transferred to the catalyst device 9.
Burn it again.
もしも３分間経過しても前記の状態が解消しな
いときは、２次空気の供給を停止するので触媒装
置９は過熱しない。この状態は、特に高速走行後
の低速、低回転状態が約３分以上経過した後に
徐々にエンジンルーム内の温度が上昇するためで
あり、該３分間は混合気もそれほど過濃とはなら
ず、２次空気を供給しても触媒は過熱されない。
前記状態になり遅延装置２６のタイマユニツトが
作動して２分後にエンジン回転数が1400rpm以上
になつた時は残りの１分は２次空気を供給せず、
それ以後も高回転状態が継続した時はその供給の
停止を続ける。前記状態になりタイマユニツト２
６が作動中例えば一時的なアクセル操作でエンジ
ン回転数が1400rpm以上になり再度1400rpm以下
になつた時はその遅延時間の残りの時間だけ再び
２次空気を供給する。またタイマユニツト２６が
作動中で２次空気を供給している時24Km／時以上
になつた時は、タイマユニツト２６がリセツトさ
れるから、再び24Km／時以下になつた時から再び
タイマユニツト２６が設定時間作動する。 If the above-mentioned condition is not resolved even after 3 minutes have elapsed, the supply of secondary air is stopped, so that the catalyst device 9 does not overheat. This condition occurs because the temperature in the engine room gradually rises after about 3 minutes of low speed and low rotation after high-speed driving, and the air-fuel mixture does not become very rich during those 3 minutes. , the catalyst is not overheated even if secondary air is supplied.
When the above state occurs and the engine speed reaches 1400 rpm or more two minutes after the timer unit of the delay device 26 is activated, secondary air is not supplied for the remaining one minute.
After that, if the high rotation state continues, the supply continues to be stopped. In the above state, timer unit 2
6 is in operation, for example, when the engine speed rises above 1400 rpm due to a temporary accelerator operation and then falls below 1400 rpm again, secondary air is supplied again for the remainder of the delay time. Also, when the timer unit 26 is operating and supplying secondary air, and the speed exceeds 24 km/h, the timer unit 26 is reset, so when the speed falls below 24 km/h again, the timer unit 26 is reset. operates for the set time.
尚、前記実施例では、遅延装置２６を車速セン
サ１７の出力に接続しているが、前記アクセルの
１時操作をしないことを前提とすれば、エンジン
回転数センサ２５の出力回路又はアンド回路２９
の出力回路に設けてもよい。 In the above embodiment, the delay device 26 is connected to the output of the vehicle speed sensor 17, but assuming that the accelerator is not operated at 1 o'clock, the output circuit of the engine rotation speed sensor 25 or the AND circuit 29 is connected to the delay device 26.
It may be provided in the output circuit of
このように本発明によるときは、減速時あるい
は低温時を除き所定の低車速以下を検出する手段
又は所定のエンジン回転数以下を検出する手段の
検出信号を遅延させる遅延装置を有し、所定の低
車速以下で且つ所定のエンジン回転数以下の状態
を検出して、排気管への２次空気の導入通路に介
入した制御弁を開弁し、２次空気を所定時間排気
管に供給するようにしたから、長時間の高速度走
行後にのろのろ運転あるいはアイドリングを長時
間継続した場合でも、触媒装置によるHC、COの
再燃焼、それによる浄化作用が向上すると共に、
触媒装置の過熱による浄化機能の早期劣化が防止
でき、さらに触媒装置に過度の遮熱構造を施さな
くともよい等の効果を有する。 As described above, the present invention includes a delay device that delays the detection signal of the means for detecting a vehicle speed below a predetermined low speed, or the means for detecting a speed below a predetermined engine speed, except during deceleration or low temperature. The system detects a condition where the vehicle speed is lower than a low speed and the engine speed is lower than a predetermined number of revolutions, and opens a control valve inserted in the passage for introducing secondary air into the exhaust pipe to supply secondary air to the exhaust pipe for a predetermined period of time. Because of this, even if the engine is driven slowly or continues idling for a long time after driving at high speed for a long time, the catalytic device re-burns HC and CO, thereby improving the purification effect.
It is possible to prevent early deterioration of the purification function due to overheating of the catalytic device, and there is also the effect that there is no need to provide an excessive heat shielding structure to the catalytic device.
図面は本出願人が先に提案した２次空気供給制
御装置に適用した本発明の１実施例の線図を示
す。
１…制御弁、２…吸気管、３…スロツトルバル
ブ、４…通路、５…エアクリーナ、８…排気管、
９…触媒装置、１０…電磁弁、１２…エンジン冷
却水温度センサ、１４…エンジン回転数センサ、
１６…負圧センサ、１７…車速センサ、２５…エ
ンジン回転数センサ、２６…遅延装置。
The drawing shows a diagram of an embodiment of the present invention applied to a secondary air supply control device previously proposed by the applicant. 1... Control valve, 2... Intake pipe, 3... Throttle valve, 4... Passage, 5... Air cleaner, 8... Exhaust pipe,
9... Catalyst device, 10... Solenoid valve, 12... Engine coolant temperature sensor, 14... Engine rotation speed sensor,
16... Negative pressure sensor, 17... Vehicle speed sensor, 25... Engine speed sensor, 26... Delay device.
Claims (1)
気を導入する通路を設け、該通路に制御弁を介入
してなる式のものにおいて、所定の低車速以下を
検出する手段と、所定のエンジン回転数以下を検
出する手段と、前記少なくとも一方の検出手段に
接続され該検出手段の検出信号を遅延させる遅延
装置を有し前記所定の低車速以下で且つ所定のエ
ンジン回転数以下の状態を検出して前記制御弁の
開弁制御信号を所定時間出力する制御手段とを備
えることを特徴とするエンジンの２次空気供給制
御装置。 ２ 前記遅延装置はタイマーユニツトから成り、
前記所定の低車速以下を検出する手段の出力回路
に介入されたことを特徴とする特許請求の範囲第
１項記載のエンジンの２次空気供給制御装置。 ３ エンジン冷却水温度が所定の低温度以下で且
つ所定のエンジン回転数以下の状態を検出して前
記制御弁の開弁制御信号を出力する制御手段を備
えることを特徴とする特許請求の範囲第１項記載
のエンジンの２次空気供給制御装置。[Scope of Claims] 1. A system in which a passage for introducing secondary air is provided upstream of a catalyst device disposed in an exhaust pipe, and a control valve is inserted in the passage to detect a vehicle speed below a predetermined low speed. means for detecting engine speed below a predetermined engine speed; and a delay device connected to at least one of the detecting means for delaying a detection signal from the detecting means. A secondary air supply control device for an engine, comprising: a control means for detecting a state where the rotational speed is lower than the rotational speed and outputting a valve opening control signal for the control valve for a predetermined period of time. 2. The delay device consists of a timer unit,
2. The secondary air supply control device for an engine according to claim 1, further comprising an output circuit of said means for detecting a vehicle speed below a predetermined low speed. 3. The invention further comprises a control means for detecting a state in which the engine cooling water temperature is below a predetermined low temperature and below a predetermined engine speed and outputs a valve opening control signal for the control valve. A secondary air supply control device for an engine according to item 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57193959A JPS5985418A (en) | 1982-11-06 | 1982-11-06 | Secondary air supply control device for engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57193959A JPS5985418A (en) | 1982-11-06 | 1982-11-06 | Secondary air supply control device for engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5985418A JPS5985418A (en) | 1984-05-17 |
| JPS6160248B2 true JPS6160248B2 (en) | 1986-12-19 |
Family
ID=16316601
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57193959A Granted JPS5985418A (en) | 1982-11-06 | 1982-11-06 | Secondary air supply control device for engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5985418A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62174524A (en) * | 1986-01-29 | 1987-07-31 | Honda Motor Co Ltd | Secondary air supply device for exhaust gas system of vehicle |
| JPH0544494Y2 (en) * | 1986-09-05 | 1993-11-11 | ||
| JPH0636266Y2 (en) * | 1987-07-31 | 1994-09-21 | トヨタ自動車株式会社 | Exhaust gas purification device for internal combustion engine |
-
1982
- 1982-11-06 JP JP57193959A patent/JPS5985418A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5985418A (en) | 1984-05-17 |
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