WO2021176671A1 - 触媒劣化診断装置 - Google Patents
触媒劣化診断装置 Download PDFInfo
- Publication number
- WO2021176671A1 WO2021176671A1 PCT/JP2020/009530 JP2020009530W WO2021176671A1 WO 2021176671 A1 WO2021176671 A1 WO 2021176671A1 JP 2020009530 W JP2020009530 W JP 2020009530W WO 2021176671 A1 WO2021176671 A1 WO 2021176671A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- catalyst
- air
- fuel ratio
- oxygen concentration
- concentration sensor
- Prior art date
Links
Images
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
- F01N3/20—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 specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
-
- 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
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a catalyst deterioration diagnostic device, and more particularly to a catalyst deterioration diagnostic device that detects the degree of deterioration of the catalyst device provided in the exhaust pipe of an engine.
- Patent Document 1 oxygen concentration sensors are arranged on the upstream side and the downstream side of the catalyst device, respectively, and the catalyst device is based on the change in the output signal of the oxygen concentration sensor when the air-fuel ratio is switched between the rich side and the lean side.
- the configuration for detecting the degree of deterioration of the above is disclosed.
- Patent Document 1 In the configuration of Patent Document 1, two oxygen concentration sensors are required and it is costly, so a configuration in which the degree of deterioration of the catalyst is executed by one oxygen concentration sensor has been sought.
- An object of the present invention is to solve the above-mentioned problems of the prior art and to provide a catalyst deterioration diagnostic device capable of detecting the degree of deterioration of the catalyst device with one oxygen concentration sensor.
- the present invention comprises an oxygen concentration sensor (90) provided on the downstream side of the catalyst (C) provided in the exhaust pipe (19) of the engine (E) and the oxygen concentration sensor (90).
- a catalyst deterioration diagnosis device having a control unit (100) for diagnosing the degree of deterioration of the catalyst (C) based on the output signal of the above, the air-fuel ratio of the air-fuel mixture supplied to the engine (E) is calculated from the stoichiometric air-fuel ratio.
- the control unit (100) is provided with a catalyst means (105) for performing a catalyst process that alternately shifts toward the target air-fuel ratio set on the rich side and the lean side, and the control unit (100) is said to be in the middle of the pattern processing.
- the first feature is that the air-fuel ratio on the upstream side of the catalyst (C) is estimated and detected based on the target air-fuel ratio and the output signal of the oxygen concentration sensor (90).
- the AFR as the air-fuel ratio on the upstream side of the catalyst (C) has a theoretical air-fuel ratio of 14.5, and is a coefficient indicating the degree of transition to the rich side or the lean side in the perturbation treatment for detecting the degree of deterioration.
- Is K, and the correction coefficient determined by the target air-fuel ratio and the output signal of the oxygen concentration sensor (90) is H.
- the third feature is that the correction coefficient is calculated by performing PID control on the deviation between the target air-fuel ratio and the output signal of the oxygen concentration sensor (90).
- control unit (100) has a fifth feature in that it calculates the oxygen adsorption capacity of the catalyst (C) by integrating the amount of inflow oxygen and diagnoses the deteriorated state of the catalyst (C). ..
- the air-fuel ratio of the air-fuel mixture supplied to the engine (E) is set to be richer and leaner than the stoichiometric air-fuel ratio.
- the control unit (100) is provided with a catalyst means (105) that performs a catalyst processing that alternately shifts toward a target air-fuel ratio set on the side, and the control unit (100) is capable of performing the target air-fuel ratio and the target air-fuel ratio during the catalyst processing. Since the air-fuel ratio on the upstream side of the catalyst (C) is estimated and detected based on the output signal of the oxygen concentration sensor (90), the degree of deterioration of the catalyst is determined by only one oxygen concentration sensor provided on the downstream side of the catalyst. Can be detected.
- the AFR as the air-fuel ratio on the upstream side of the catalyst (C) has a theoretical air-fuel ratio of 14.5, and the perturbation treatment for detecting the degree of deterioration has a rich side or a lean side.
- the coefficient indicating the degree of transition is K
- the correction coefficient determined by the target air-fuel ratio and the output signal of the oxygen concentration sensor (90) is H
- the following calculation formula AFR 14.5 ⁇ K ⁇ Since it is obtained by H, it is possible to calculate the air-fuel ratio on the upstream side of the catalyst by a simple calculation formula.
- the correction coefficient is calculated by performing PID control on the deviation between the target air-fuel ratio and the output signal of the oxygen concentration sensor (90), and thus is a general feedback process. It is possible to calculate the correction coefficient using.
- control unit (100) calculates the oxygen adsorption capacity of the catalyst (C) by integrating the amount of inflow oxygen, and diagnoses the deteriorated state of the catalyst (C). It is possible to detect the degree of deterioration of the catalyst with only one oxygen concentration sensor provided on the downstream side of the catalyst.
- FIG. 1 is a left side view of a motorcycle 1 as a saddle-type vehicle according to an embodiment of the present invention.
- a head pipe 12 that rotatably supports the steering stem 10 is attached to the front end of the vehicle body frame 2 of the motorcycle 1 which is a saddle-mounted vehicle.
- a steering handle 6 is attached to the upper end of the steering stem 10 via a top bridge (not shown).
- the top bridge that rotates integrally with the steering stem 10 supports a pair of left and right front forks 16 together with a bottom bridge (not shown) that is fixed to the steering stem 10 at the lower part of the head pipe 12.
- a front wheel WF provided with a brake disc 35 is rotatably supported at the lower end of the front fork 16.
- a generator cover Ea and a drive sprocket cover Eb are attached to the left side of the engine E in the vehicle width direction.
- a radiator 15 for engine cooling water is arranged in front of the hanger frame 17.
- the vehicle body frame 2 supports the engine E at the upper and rear parts of the engine E, and the swing arm 24 is swingably supported by the pivot 21.
- a pair of left and right foot-resting steps 23 for the driver are provided below the pivot plate 21a that pivotally supports the pivot 21, and a foldable passenger step 21b is provided on the step bracket 21c on the rear upper side thereof.
- a main stand 22 that floats the rear wheel WR of the motorcycle 1 to stand on its own when the vehicle is stopped, and a side stand 140 that tilts the vehicle body to the left to stand on its own are attached.
- the main stand 22 and the side stand 140 are retracted by swinging about 90 degrees toward the rear side of the vehicle body.
- An exhaust device 20 that purifies and silences the exhaust gas of the engine E and discharges it to the rear is attached to the lower part of the vehicle body of the motorcycle 1.
- the exhaust device 20 has an exhaust pipe 19 connected to an exhaust port of a cylinder to guide exhaust gas to the rear, and a muffler 26 connected to the rear end of the exhaust pipe 19.
- An exhaust pipe cover 5a that covers the front and sides of the exhaust pipe 19 is arranged below the front of the cylinder head 18.
- the swing arm 24 pivotally supported by the pivot 21 is suspended from the vehicle body frame 2 by a rear cushion (not shown).
- the driving force of the engine E is transmitted to the rear wheel WR, which is rotatably supported by the rear end of the swing arm 24, via the drive chain 25.
- a storage box 4 accessed from the large opening / closing lid 3 is provided at a position covered by the side cowl 5, which is an exterior part.
- a headlight 13 is arranged in front of the side cowl 5, and a pair of left and right flasher lamps 11 and a windscreen 9 are arranged above the headlight 13.
- a knuckle guard 8 and a rearview mirror 7 are attached to the left and right steering handles 6, respectively.
- a pair of left and right fog lamps 14 are attached to the lower part of the side cowl 15 at a position outside the front fork 16 in the vehicle width direction, and above the front wheel WF, a front that prevents mud splashing on the vehicle body and the like.
- a fender 36 is attached.
- a rear frame 29 that supports the fuel tank 28 and the like is attached to the rear of the vehicle body frame 2.
- the left and right sides of the rear frame 29 are covered with seat cowls 31, and a driver's seat 27 and a passenger's seat 30 are arranged above the seat cowl 31.
- a taillight device 32 is attached to the rear end of the seat cowl 31, and a rear flasher lamp 33 is supported by a rear fender 34 extending rearward and downward from the seat cowl 31.
- FIG. 2 is a cross-sectional view of the enlarged diameter portion 61 provided in the middle of the exhaust pipe 19.
- the catalyst device C is housed in the enlarged diameter portion 61, and the air-fuel ratio sensor 80 is arranged behind the catalyst device C.
- the enlarged diameter portion 61 holds the catalyst device C inside the front outer cylinder 76 via the packing 75, and the rear end portion of the catalyst device C and the front outer cylinder 76 is formed on the outer periphery of the funnel-shaped rear outer cylinder 78. It is configured by welding and fixing with a welding bead B to the surface.
- the air-fuel ratio sensor 90 is held by being screwed into a pedestal 86 as a mounting boss welded and fixed to the rear outer cylinder 78.
- the air-fuel ratio sensor 90 may be a LAF sensor that can linearly detect changes in oxygen concentration, or an O2 sensor that can only detect that the air-fuel ratio is at the theoretical air-fuel ratio by reversing the output value at the boundary of the theoretical air-fuel ratio. can. Further, the oxygen concentration sensor 90 can be a sensor with a heater whose temperature is optimally controlled by a heater controlled by the control unit 100.
- FIG. 3 is a schematic diagram showing the relationship between the engine E and the oxygen concentration sensor 90.
- the exhaust device 20 has an oxygen concentration sensor 90 located on the downstream side of the catalyst device C.
- An injector 57 which is a fuel injection device, is provided in the intake pipe 56 of the engine E, and an intake air amount sensor 55 is arranged upstream of the injector 57.
- the sensor signal of the intake air amount sensor 55 is input to the air amount detection unit 58.
- the injector control unit 59 controls the injector 57 so that combustion is performed at an appropriate air-fuel ratio based on signals from the air amount detection unit 58 and the control unit 100 in addition to information on throttle operation and engine speed.
- the deterioration diagnosis of the catalyst device C is performed by two sensors, an oxygen concentration sensor provided on the upstream side of the catalyst device C and an oxygen concentration sensor provided on the downstream side of the catalyst device C.
- attention is paid to the relationship between the sensor output of the upstream oxygen concentration sensor and the sensor output of the downstream oxygen concentration sensor, and the change due to the deterioration of the catalyst device C is detected.
- the oxygen concentration in the exhaust gas changes due to the feedback control.
- the deterioration state of the catalyst is determined by determining whether or not the change cycle of the output of the downstream oxygen concentration sensor corresponds to the predetermined catalyst deterioration conditions. Can be determined. Specifically, a counting method can be used in which the number of times the downstream oxygen concentration sensor makes a predetermined fluctuation within a predetermined time is counted.
- Such deterioration diagnosis processing is executed with a patrol processing in which the air-fuel ratio of the internal combustion engine is alternately changed to the rich side and the lean side. Specifically, whether or not the amount of oxygen accumulated using the upstream oxygen concentration sensor exceeds the threshold value until the value of the downstream oxygen concentration sensor reaches a predetermined value by switching the air fuel ratio to the lean side. Then, the air-fuel ratio is switched to the rich side, and the amount of oxygen accumulated using the upstream oxygen concentration sensor exceeds the threshold value until the value of the downstream oxygen concentration sensor reaches a predetermined value. Deterioration of the catalyst device C is detected by repeating the operation of observing whether or not.
- a lean operation is executed so as to supply an amount of oxygen that can be accumulated in the normal catalyst device C but cannot be accumulated in the deteriorated catalyst device C, and then the lean operation is executed. Switch to the rich operation and execute the rich operation so as to release almost all the accumulated oxygen. Then, if the catalyst device C is not deteriorated, the output of the oxygen concentration sensor 90 hardly changes, but if it is deteriorated, the output of the oxygen concentration sensor 90 changes significantly, so that the deterioration diagnosis becomes possible. ..
- the oxygen concentration sensor is not provided on the upstream side of the catalyst device C
- the oxygen concentration on the upstream side of the catalyst device C is estimated and detected based on the output of the downstream oxygen concentration sensor, and the estimated detected value is used. It is characterized in that deterioration diagnosis of the catalyst device C is performed based on the above.
- FIG. 4 is a block diagram showing a configuration of a control unit 100 that diagnoses deterioration of the catalyst device C.
- the control unit 100 includes a perturbation means 105, a catalyst pre-catalyst air-fuel ratio calculation unit 101, a pre-catalyst oxygen amount calculation unit, a pre-catalyst oxygen amount integration unit 103, and a catalyst diagnosis unit 104.
- the output signal of the oxygen concentration sensor 90 is input to the air-fuel ratio calculation unit 101 before the catalyst. Further, the output signal of the air amount sensor 58 is input to the oxygen amount calculation unit 102 before the catalyst.
- the catalyst diagnosis unit 104 determines that the catalyst device C is in a predetermined deteriorated state, the catalyst diagnosis unit 104 is configured to notify the occupant by an indicator 74 provided in a meter device or the like.
- the perturbation means 105 executes a patrol process for shifting the air-fuel ratio of the internal combustion engine to the rich side and the lean side.
- FIG. 5 is a diagram for explaining the responsiveness of the catalyst device C before and after deterioration.
- the catalyst device C after deterioration has a lower purification rate and a lower oxygen storage capacity than the catalyst device C before deterioration, whereby the response of the oxygen concentration sensor 90 provided downstream of the catalyst becomes faster. ..
- a lean operation is executed so as to supply an amount of oxygen that can be accumulated in the normal catalyst device C but cannot be accumulated in the deteriorated catalyst device C, and then a rich operation is performed. The rich operation is repeated so as to switch to and release almost all the accumulated oxygen.
- this perturbation process is executed, the output of the oxygen concentration sensor 90 hardly changes before the catalyst device C deteriorates, but the output of the oxygen concentration sensor 90 changes significantly after the deterioration. It becomes.
- FIG. 6 is a timing chart when the deterioration diagnosis of the catalyst device C after deterioration is made.
- FIG. 7 is a timing chart when the deterioration diagnosis of the catalyst device C before deterioration is made.
- the estimated air-fuel ratio (solid line) on the upstream side of the catalyst device C, the target air-fuel ratio (solid line), and the air-fuel ratio on the downstream side of the catalyst by the oxygen concentration sensor 90 two-point chain line.
- a coefficient (solid line) indicating the degree of transition to the rich side or lean side in the perturbation process for detecting the degree of deterioration
- a correction coefficient H broken line
- the correction coefficient H is controlled by three elements: the deviation between the target air-fuel ratio and the air-fuel ratio on the downstream side of the catalyst by the oxygen concentration sensor 90, and its integration and differentiation. Before deterioration, the difference between the air-fuel ratio on the downstream side of the catalyst by the oxygen concentration sensor 90 and the target air-fuel ratio is relatively large.
- the downstream side of the catalyst by the oxygen concentration sensor 90 The air-fuel ratio on the side overshoots.
- the air-fuel ratio on the downstream side of the catalyst by the oxygen concentration sensor 90 follows the target air-fuel ratio faster than that of the new catalyst before deterioration, and overshoot does not occur.
- 14.5 theoretical air-fuel ratio
- K coefficient indicating the degree of transition to the rich side or lean side in the perturbation process for detecting the degree of deterioration
- H target air-fuel ratio and output of the oxygen concentration sensor 90. It is a correction coefficient determined by the signal.
- O2 the amount of air per cycle.
- the pre-catalyst oxygen amount integrating unit 103 obtains the oxygen storage capacity (OSR) at the time of rich instruction and the oxygen storage capacity (OSL) at the time of rich instruction by integrating the calculated inflow oxygen amount, and obtains the oxygen storage capacity (OSL) at the time of rich instruction. Perform deterioration diagnosis.
- OSR oxygen storage capacity
- OSL oxygen storage capacity
- the catalyst deterioration diagnostic apparatus As described above, according to the catalyst deterioration diagnostic apparatus according to the present invention, it is based on the oxygen concentration sensor 90 provided on the downstream side of the catalyst device C provided in the exhaust pipe 19 of the engine E and the output signals of the oxygen concentration sensor 90.
- the control unit 100 for diagnosing the degree of deterioration of the catalyst device C the air-fuel ratio of the air-fuel mixture supplied to the engine E is alternately set toward the target air-fuel ratio set on the rich side and the lean side from the stoichiometric air-fuel ratio.
- the control unit 100 includes a patrol means 105 that performs a transitional patrol process, and the control unit 100 is in the air on the upstream side of the catalyst device C based on the target air-fuel ratio and the output signal of the oxygen concentration sensor 90 during the perturbation process. Since the fuel ratio is estimated and detected, it is possible to detect the degree of deterioration of the catalyst device C with only one oxygen concentration sensor 90 provided on the downstream side of the catalyst device.
- the form of the motorcycle, the shape and structure of the catalyst device and the oxygen concentration sensor, the configuration of the control unit, the transition concentration in the patrol processing, etc. are not limited to the above embodiment and can be changed in various ways.
- the catalyst deterioration diagnostic apparatus according to the present invention can be applied to various internal combustion engines having a catalyst apparatus and an oxygen concentration sensor.
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
Description
以上より、AFR=14.5÷1.025×0.99=14.005となる。
Claims (5)
- エンジン(E)の排気管(19)に設けられる触媒(C)の下流側に設けられる酸素濃度センサ(90)と、前記酸素濃度センサ(90)の出力信号に基づいて前記触媒(C)の劣化度合いを診断する制御部(100)とを有する触媒劣化診断装置において、
前記エンジン(E)に供給する混合気の空燃比を、理論空燃比よりリッチ側およびリーン側に設定した目標空燃比に向けて交互に推移させるパータベーション処理を行うパータベーション手段(105)を備え、
前記制御部(100)は、前記パータベーション処理の最中に、前記目標空燃比および前記酸素濃度センサ(90)の出力信号に基づいて、前記触媒(C)の上流側の空燃比を推測検知することを特徴とする触媒劣化診断装置。 - 前記触媒(C)の上流側の空燃比としてのAFRは、理論空燃比を14.5、劣化度合いを検知するためのパータベーション処理におけるリッチ側またはリーン側への推移の度合いを示す係数をK、前記目標空燃比と前記酸素濃度センサ(90)の出力信号とにより決定される補正係数をHとしたときに、以下の演算式
AFR=14.5÷K×H
によって求められることを特徴とする請求項1に記載の触媒劣化診断装置。 - 前記補正係数は、前記目標空燃比と前記酸素濃度センサ(90)の出力信号との乖離に対してPID制御を行うことにより算出されることを特徴とする請求項2に記載の触媒劣化診断装置。
- 前記触媒(C)の上流側の流入酸素量としてのO2は、1サイクル当たりの空気量をGAIRとしたときに、以下の演算式
O2=GAIR×(1-14.5÷AFR)
によって求められることを特徴とする請求項2または3に記載の触媒劣化診断装置。 - 前記制御部(100)は、流入酸素量を積算することで前記触媒(C)の酸素吸着能力を算出し、前記触媒(C)の劣化状態を診断することを特徴とする請求項4に記載の触媒劣化診断装置。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2022504899A JP7372440B2 (ja) | 2020-03-05 | 2020-03-05 | 触媒劣化診断装置 |
CN202080097947.2A CN115244283B (zh) | 2020-03-05 | 2020-03-05 | 催化剂劣化诊断装置 |
PCT/JP2020/009530 WO2021176671A1 (ja) | 2020-03-05 | 2020-03-05 | 触媒劣化診断装置 |
BR112022017146A BR112022017146A2 (pt) | 2020-03-05 | 2020-03-05 | Dispositivo de diagnóstico de deterioração de catalisador |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2020/009530 WO2021176671A1 (ja) | 2020-03-05 | 2020-03-05 | 触媒劣化診断装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2021176671A1 true WO2021176671A1 (ja) | 2021-09-10 |
Family
ID=77613303
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2020/009530 WO2021176671A1 (ja) | 2020-03-05 | 2020-03-05 | 触媒劣化診断装置 |
Country Status (4)
Country | Link |
---|---|
JP (1) | JP7372440B2 (ja) |
CN (1) | CN115244283B (ja) |
BR (1) | BR112022017146A2 (ja) |
WO (1) | WO2021176671A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN114962034A (zh) * | 2022-06-08 | 2022-08-30 | 东风汽车集团股份有限公司 | 混动车型发动机宽域氧传感器劣化诊断方法 |
Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0814030A (ja) * | 1994-06-30 | 1996-01-16 | Toyota Motor Corp | 内燃機関の排気浄化要素劣化検出装置 |
JP2002030922A (ja) * | 2000-07-17 | 2002-01-31 | Mitsubishi Motors Corp | 排気浄化触媒の劣化状態診断装置 |
JP2005098205A (ja) * | 2003-09-25 | 2005-04-14 | Toyota Motor Corp | 内燃機関の空燃比制御装置 |
JP2007113528A (ja) * | 2005-10-21 | 2007-05-10 | Toyota Motor Corp | 触媒劣化検出方法 |
JP2007309244A (ja) * | 2006-05-19 | 2007-11-29 | Mitsubishi Motors Corp | 触媒温度推定装置 |
JP2010159701A (ja) * | 2009-01-08 | 2010-07-22 | Toyota Motor Corp | 触媒劣化診断装置 |
WO2017168580A1 (ja) * | 2016-03-29 | 2017-10-05 | 本田技研工業株式会社 | 触媒診断装置 |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN100520033C (zh) * | 2006-03-24 | 2009-07-29 | 本田技研工业株式会社 | 催化剂劣化检测装置 |
US8899015B2 (en) * | 2010-03-09 | 2014-12-02 | Toyota Jidosha Kabushiki Kaisha | Catalyst degradation detection device |
JP5606425B2 (ja) * | 2011-11-08 | 2014-10-15 | 三菱電機株式会社 | 内燃機関の制御装置および触媒コンバータの劣化診断方法 |
-
2020
- 2020-03-05 WO PCT/JP2020/009530 patent/WO2021176671A1/ja active Application Filing
- 2020-03-05 CN CN202080097947.2A patent/CN115244283B/zh active Active
- 2020-03-05 BR BR112022017146A patent/BR112022017146A2/pt unknown
- 2020-03-05 JP JP2022504899A patent/JP7372440B2/ja active Active
Patent Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0814030A (ja) * | 1994-06-30 | 1996-01-16 | Toyota Motor Corp | 内燃機関の排気浄化要素劣化検出装置 |
JP2002030922A (ja) * | 2000-07-17 | 2002-01-31 | Mitsubishi Motors Corp | 排気浄化触媒の劣化状態診断装置 |
JP2005098205A (ja) * | 2003-09-25 | 2005-04-14 | Toyota Motor Corp | 内燃機関の空燃比制御装置 |
JP2007113528A (ja) * | 2005-10-21 | 2007-05-10 | Toyota Motor Corp | 触媒劣化検出方法 |
JP2007309244A (ja) * | 2006-05-19 | 2007-11-29 | Mitsubishi Motors Corp | 触媒温度推定装置 |
JP2010159701A (ja) * | 2009-01-08 | 2010-07-22 | Toyota Motor Corp | 触媒劣化診断装置 |
WO2017168580A1 (ja) * | 2016-03-29 | 2017-10-05 | 本田技研工業株式会社 | 触媒診断装置 |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN114962034A (zh) * | 2022-06-08 | 2022-08-30 | 东风汽车集团股份有限公司 | 混动车型发动机宽域氧传感器劣化诊断方法 |
CN114962034B (zh) * | 2022-06-08 | 2023-09-22 | 东风汽车集团股份有限公司 | 混动车型发动机宽域氧传感器劣化诊断方法 |
Also Published As
Publication number | Publication date |
---|---|
JPWO2021176671A1 (ja) | 2021-09-10 |
CN115244283A (zh) | 2022-10-25 |
CN115244283B (zh) | 2023-08-08 |
BR112022017146A2 (pt) | 2022-10-11 |
JP7372440B2 (ja) | 2023-10-31 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP3276138B1 (en) | Saddle-riding-type vehicle exhaust device | |
US10844769B2 (en) | Exhaust device of motorcycle | |
EP3805534B1 (en) | Straddled vehicle | |
CN106661981B (zh) | 车辆和单缸四冲程发动机单元 | |
JP6208353B2 (ja) | ビークルおよび単気筒4ストロークエンジンユニット | |
US8087230B2 (en) | Exhaust system for motor vehicles | |
CN106471229B (zh) | 车辆和单缸四冲程发动机单元 | |
WO2016002952A1 (ja) | 鞍乗型車両および単気筒4ストロークエンジンユニット | |
WO2016002958A1 (ja) | 鞍乗型車両 | |
CN106661993B (zh) | 骑乘式车辆和单缸四冲程发动机单元 | |
WO2021176671A1 (ja) | 触媒劣化診断装置 | |
JP2019015277A (ja) | 排気ガスセンサの配置構造及び自動二輪車 | |
EP3415731A1 (en) | Saddle-type vehicle | |
WO2016002957A1 (ja) | 鞍乗型車両、及び、単気筒4ストロークエンジンユニット | |
WO2016002951A1 (ja) | ビークルおよび単気筒4ストロークエンジンユニット | |
JPWO2021176671A5 (ja) | ||
WO2016002953A1 (ja) | 鞍乗型車両 | |
JP2018115652A (ja) | 排気ガスセンサの配置構造 | |
TW202134528A (zh) | 空燃比感知器的加熱器控制裝置以及空燃比感知器的加熱器控制方法 | |
JP2018003718A (ja) | 排気ガスセンサの配置構造 | |
JP2021134724A (ja) | 大気圧推測検知装置 | |
JP2020169589A (ja) | 自動二輪車 | |
JP2021131079A (ja) | 大気圧推測検知装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 20923597 Country of ref document: EP Kind code of ref document: A1 |
|
DPE1 | Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101) | ||
ENP | Entry into the national phase |
Ref document number: 2022504899 Country of ref document: JP Kind code of ref document: A |
|
REG | Reference to national code |
Ref country code: BR Ref legal event code: B01A Ref document number: 112022017146 Country of ref document: BR |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
ENP | Entry into the national phase |
Ref document number: 112022017146 Country of ref document: BR Kind code of ref document: A2 Effective date: 20220826 |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 20923597 Country of ref document: EP Kind code of ref document: A1 |