CN101220778B - Air-fuel ratio control apparatus and method - Google Patents
Air-fuel ratio control apparatus and method Download PDFInfo
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- CN101220778B CN101220778B CN200810002636.4A CN200810002636A CN101220778B CN 101220778 B CN101220778 B CN 101220778B CN 200810002636 A CN200810002636 A CN 200810002636A CN 101220778 B CN101220778 B CN 101220778B
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- 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
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- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Exhaust Gas Treatment By Means Of Catalyst (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
An air-fuel ratio control machine basically includes an exhaust system, a first sensor and a control machine, the exhaust system includes an exhaust channel, bypass channel and a valve construction, a main catalytic converter arranged in the exhaust channel, a bypass catalytic converter arranged in the bypass channel, the valve construction is arranged between a branch part of the bypass channel and a convergence part of the bypass channel which are in an upstream side of the main catalytic converter, therefore, an exhaust access is changed from the exhaust channel to the bypass channel by selectively opening and closing the exhaust channel. The first sensor is used for detecting an index of characteristic of an exhaust air-fuel ratio which is flowing in the exhaust channel in a point of a downstream side of the valve construction. The control machine is used for adjusting the temperature of the first sensor to a prescriptive temperature or a lower temperature in a prescriptive time interval which is at the beginning of changing a close state of the valve construction to an open state.
Description
The cross reference of related application
The application requires the preference of the Japanese patent application No.2007-004552 submitting on January 12nd, 2007 and the Japanese patent application No.2007-316748 submitting on December 07th, 2007, and the complete content of Japanese patent application No.2007-004552 and No.2007-316748 is quoted and is incorporated into this.
Technical field
The present invention relates in general to a kind of air-fuel ratio control device for control engine air fuel ratio.More particularly, the present invention relates to a kind of air-fuel ratio control device of the sensor element cracking that reduces air-fuel ratio sensor.
Background technique
Most vehicle set have the emission control system that comprises the catalyst under floor compartment.When the catalyst under floor compartment be arranged on the exhaust passageway of floor below or with motor at a distance of a segment distance when purifying the exhaust of flowing through from vehicle motor, obtain sufficient purification run thereby need the time to activate.On the other hand, the problem that durability reduces because heat worsens can be caused near the position catalyst under floor compartment being arranged on the motor in exhaust passage.
Some vehicle set have the emission control system that comprises main (under floor compartment) catalyst and bypass catalyst.An example of such emission control system is disclosed in Japanese unexamined publication application No.5-321644.In this publication, the catalyst under floor compartment is arranged on the downstream side of main passage of exhaust passage, and bypass catalyst is arranged in the bypass channel on the upstream side of the catalyst under floor compartment.Be arranged on the upstream side of the catalyst under the floor compartment of main passage for the switching valve that switches the exhaust stream between main passage and bypass channel.Exhaust flows to bypass channel thus, until the catalyst under floor compartment is activated, then exhaust is purified by the bypass catalyst previously having activated, and can improve thus the exhaust gas purification efficiency of vehicle.
In view of the foregoing, the air-fuel ratio control device of those skilled in the art's a kind of improvement of known needs from the disclosure content.The present invention solves this demand and other demands, and those skilled in the art can clearly learn from present disclosure.
Summary of the invention
In the air-fuel ratio control device of describing at Japanese unexamined publication application No.5-321644, have been found that, when switching valve is during in closed condition, a part of exhaust (hereinafter referred to as " delay gas ") of motor is still present in the upstream of switching valve in main passage.Be detained gas by heat radiations such as switching valves, therefore its temperature is lower than the just exhaust from motor discharge.Significantly, adopt when cooling in this way by switching valve when being detained gas, be detained gas by condensation and be attached on switching valve.Can produce following problems, when switching valve is opened, moisture flow further downstream and while being attached on the air-fuel ratio sensor that is arranged at downstream, main passage, air-fuel ratio sensor can be cooling fast by moisture, and produce slight crack in the sensor element of air-fuel ratio sensor.
In view of the foregoing, an object of the present invention is to provide a kind of air-fuel ratio control device of the sensor element cracking that reduces air-fuel ratio sensor.
Above-mentioned purpose realizes by a kind of air-fuel ratio control device that substantially comprises vent systems, first sensor and controller is set substantially.Vent systems comprises exhaust passage, bypass channel and valve system, main catalytic converter is arranged in described exhaust passage, bypass catalyst is arranged in described bypass channel, described valve system is arranged between the component of described bypass channel of the upstream side of described main catalytic converter and the fluidic junction of described bypass channel divide, thereby optionally open and close described exhaust passage, exhaust passageway is switched to described bypass channel from described exhaust passage.Described first sensor detects the characteristic index of the air fuel ratio of mobile exhaust in described exhaust passage in order to some place in the downstream side at described valve system.Described controller in order to the specific time interval when described valve system switches to open mode by closed condition during, the component temperature of described first sensor is adjusted to set point of temperature or lower.
Those skilled in the art will be well understood to these and other objects of the present invention, feature, aspect and advantage by following detailed description, and following detailed description discloses the preferred embodiments of the present invention by reference to the accompanying drawings.
Brief description of the drawings
Accompanying drawing referring now to forming this initial disclosed partial content:
Fig. 1 is according to the reduced graph of the first embodiment's the air-fuel ratio control device for control engine air fuel ratio;
Fig. 2 A is the reduced graph of the air-fuel ratio control device shown in Fig. 1, and the exhaust stream of discharging from engine chamber in the time that switching valve cuts out is shown;
Fig. 2 B is the reduced graph of the air-fuel ratio control device shown in Fig. 1 and 2 A, but the exhaust stream of discharging from engine chamber in the time that switching valve is opened is shown;
Fig. 3 is the schematic diagram that the relation between the temperature of sensor element and the resistance value of sensor element of air-fuel ratio sensor is shown;
Fig. 4 be while being illustrated in engine start moisture by the schematic diagram of the relation between time and water temperature;
Fig. 5 is the flow chart illustrating by the program step of carrying out according to the first embodiment's air-fuel ratio control device;
Fig. 6 is the flow chart that the program step of being carried out by air-fuel ratio control device in the time that execution is judged according to the first embodiment's control mode is shown; And
Fig. 7 (A)-(E) is the time diagram that the operation of the first embodiment's air-fuel ratio control device is shown;
Fig. 8 is the flow chart that the program step of being carried out by air-fuel ratio control device in the time that execution is judged according to the second embodiment's control mode is shown; And
Fig. 9 (A)-(E) is the time diagram that the operation of the second embodiment's air-fuel ratio control device is shown.
Embodiment
Selected embodiment of the present invention is described below with reference to accompanying drawings.Those skilled in the art are from the disclosure content, and the following explanation of embodiments of the invention schematically, is not just in order to limit scope of the present invention.
First with reference to Fig. 1, air-fuel ratio control device 100 is the reduced graphs that illustrate according to the first embodiment's air-fuel ratio control device 100.Air-fuel ratio control device 100 consists essentially of motor 1, gas handling system 20, vent systems 30 and controller 40.The air fuel ratio of air-fuel ratio control device 100 control engines 1.
Motor 1 adopts traditional combustion engine well known in the art.Because internal-combustion engine is known in the art, so no longer discuss or illustrate the structure of motor 1 here in detail.In addition it is different, only having the control of the air fuel ratio of motor 1.Therefore, will parts that understand motor 1 required for the present invention be only discussed below.
Motor 1 comprises the cylinder head 10 of (only illustrating) that has multiple firing chambers 11, for the suction port 12 of each cylinder with for the relief opening 13 of each cylinder.Suction port 12 is in order to receive outside air (air inlet) and air inlet to be sent to corresponding of firing chamber 11.Relief opening 13 is in order to transmit the exhaust of a corresponding firing chamber 11 of motor 1.
By the multiple pistons (only illustrating) that are arranged in slidably in cylinder block, fuel is burnt in firing chamber 11.Thereby Fuelinjection nozzle 14 is arranged on the suction port 12 that protrudes into each cylinder in cylinder head 10.Fuelinjection nozzle 14 sprays into suction port 12 according to the vehicle operating state of vehicle by fuel.By spraying into the fuel of suction port 12 and forming air-fuel mixture from the air inlet of outside suction suction port 12.
Spark plug 15 is arranged on the upper surface side of the firing chamber 11 corresponding to each cylinder in cylinder head 10, thus stretch into each cylinder firing chamber 11.By emitting spark with the timing of regulation, the air-fuel mixture in spark plug 15 ignition combustion chambers 11, and make air-fuel mixture burns.
Gas handling system 20 comprises from the gas-entered passageway 21 of the gas handling system 20 of outside inhale fresh air.Gas-entered passageway 21 fluids are connected to the suction port 12 being formed in cylinder head 10.The intermediate point of gas-entered passageway 21 is provided with throttle chamber 22 and gas collecting box 23.
Throttle chamber 22 is arranged on the upstream side of gas-entered passageway 21.Thereby throttle valve 24 is arranged in throttle chamber 22 and controls by the air inlet rate of the air inlet of gas-entered passageway 21.Throttle valve 24 is controlled air inlet rate by the position of adjusting closure according to the vehicle operating state of vehicle.
Airometer 25 is arranged on throttle chamber's 22 upsides in gas-entered passageway 21.Airometer 25 detects the air inlet rate of the fresh air (air inlet) sucking from outside.Gas collecting box 23 is arranged on throttle valve 24 downstream sides of gas-entered passageway 21.Gas collecting box 23 is deposited the air of crossing from upstream flow temporarily.
Vent systems 30 comprises bypass channel 31 and main fluid-expelling pathway 32.The main fluid-expelling pathway 32 of vent systems 30 is connected to the relief opening 13 being formed in cylinder head 10.Main fluid-expelling pathway 32 transmits the exhausting air of discharging from motor 1.
The diameter of bypass channel 31 is less than main fluid-expelling pathway 32.Bypass channel 31 has the upstream extremity that separates from main fluid-expelling pathway 32 at component 33 places and the downstream that part 34 and main fluid-expelling pathway 32 converge of converging in the downstream of component.Bypass channel 31 is provided with bypass catalyst 35 and air-fuel ratio sensor 36 (hereinafter referred to as " the second air-fuel ratio sensor ").Bypass catalyst 35 is arranged on the upstream side of bypass channel 31, and adjacent engine 1 activates thereby realize early.Bypass catalyst 35 is the catalysts with splendid low temperature active.
Main fluid-expelling pathway 32 comprises switching valve 37, main catalytic converter 38 and air-fuel ratio sensor 39 (hereinafter referred to as " the first air-fuel ratio sensor ").The capacity of bypass catalyst 35 is less than main catalytic converter 38 (hereinafter referred to as " catalyst under floor compartment ").Catalyst 38 under floor compartment is arranged on the downstream of converging part 34.
The second air-fuel ratio sensor 36 is more positioned at upstream in bypass channel 31 and than bypass catalyst 35.The second air-fuel ratio sensor 36 detects the oxygen concentration of the exhaust that flows into bypass channel 31, and can obtain output proportional to oxygen concentration.The sensor element of the second air-fuel ratio sensor 36 heats up by heater 51.
On the other hand, the diameter of main fluid-expelling pathway 32 is greater than bypass channel 31, and the channel resistance that therefore hinders exhaust air flow is less than bypass channel 31.Switching valve 37 is arranged on the component 33 of main fluid-expelling pathway 32 and converges between part 34.Switching valve 37 opens and closes main fluid-expelling pathway 32 according to the vehicle operating state of vehicle.Therefore the exhaust passage that, switching valve 37 switches for transmitting the exhaust of discharging from motor 1.
Catalyst 38 under floor compartment is arranged on the downstream of converging part 34 of main fluid-expelling pathway 32.Catalyst 38 employing capacity under floor compartment are greater than bypass catalyst 35 No. tri-catalysts.Catalyst 38 under floor compartment purifies the exhaust of flowing through main fluid-expelling pathway 32.The catalyst-temperature pickup 38a that detects catalyst temperature is arranged in the catalyzer 38 under floor compartment.
The first air-fuel ratio sensor 39 is arranged on the upstream side of the catalyst 38 under the floor compartment in main fluid-expelling pathway 32.Adopt the first air-fuel ratio sensor 39, flow through oxygen concentration in the exhaust of main fluid-expelling pathway 32 and can adopt the mode identical with being arranged on the second air-fuel ratio sensor 36 in bypass channel 31 to detect.The sensor element of the first air-fuel ratio sensor 39 heats up by heater 50.
Controller 40 preferably includes the micro computer with air fuel ratio control program, for control injection valve 14 as described below, throttle valve 24 and switching valve 37.The micro computer of controller 40 preferably includes other legacy devices, such as input/output interface circuit and storage device, such as ROM (read-only memory) device and RAM (reading at random internal memory).The micro computer of controller 40 programmes to control the operation of injection valve 14, throttle valve 24 and switching valve 37, as mentioned below.Internal memory line memory processing result and control are used for the program of the operation of carrying out air-fuel ratio control device 100.Those skilled in the art are known from present disclosure, and the precision architecture of controller 40 and algorithm can be any combinations that can carry out the hardware and software of function of the present invention.
By airometer 25, the first and second air-fuel ratio sensors 36 and 39 and the output that detects other sensors of vehicle serviceability input to controller 40.Controller 40 adopts following manner to open and close switching valve 37 according to the catalyst temperature of the catalyst 38 under floor compartment.Therefore, the passage that transmits the exhaust of discharging from motor 1 is switched to bypass channel 31 or main fluid-expelling pathway 32 by controller 40.Controller 40 is according to the voltage that applies of the resistance value control heater 50 of the sensor element of the second air-fuel ratio sensor 36 and the first air-fuel ratio sensor 39, and by the temperature increase of sensor element to set point of temperature.Controller 40 is adjusted the position of throttle valve 24 and the fuel injection rate of Fuelinjection nozzle 14 according to the output value of air-fuel ratio sensor 36 and 39, and the air fuel ratio of control engine 1.
Fig. 2 A and 2B are the schematic diagram that the exhaust stream of discharging from motor 1 is shown.Fig. 2 A illustrates when the exhaust stream of switching valve 37 during in closed condition.Fig. 2 B illustrates when the exhaust stream of switching valve 37 during in open mode.Exhaust stream illustrates by the arrow in schematic diagram, and the flow rate of exhaust illustrates by the thickness of line.
After motor 1 has started and at engine temperature and the lower other times of delivery temperature, close immediately switching valve 37 and blocking-up main fluid-expelling pathway 32, as shown in Figure 2 A.Reason for this reason, all exhausts of discharging from motor 1 are flow through component 33 by bypass channel 31 and are purified by bypass catalyst 35.The position adjacent engine 1 that bypass catalyst 35 arranges, therefore by quick active and can be at stage purifying exhaust gas early.The exhaust stream being purified by bypass catalyst 35 is to the downstream side of bypass channel 31, and flows into main fluid-expelling pathway 32 from converging part 34, and is released into outside air after the catalyst 38 by under floor compartment.
Adopt in this way, in the time of starting and engine low temperature and exhaust low temperature, switching valve 37 makes exhaust stream cross bypass channel 31 in closed condition.In this case, be arranged on the second air-fuel ratio sensor 36 in bypass channel 31 and detect the oxygen concentration of the exhaust of flowing through bypass channel 31.Then controller 40 adjusts the position of throttle valve 24 and fuel injection rate according to the checkout value of the second air-fuel ratio sensor 36 and according to the engine operation state control air fuel ratio of motor 1.
On the other hand, when when the exhaust-gas temperature rising of the catalyst 38 under floor compartment by motor 1 and while activating or under in response to driver, throttle pressure port increases moment of torsion and exhaust flow rate increase, switching valve 37 is opened in the mode shown in Fig. 2 B so.Then controller 40 adjusts the position of throttle valve 24 and fuel injection rate according to the checkout value of the first air-fuel ratio sensor 39 and according to the engine operation state control air fuel ratio of motor 1.
In the time opening switching valve 37, the major part of the exhaust of discharging from motor 1 flows through main fluid-expelling pathway 32.Part exhaust also flows into bypass channel 31.But, because the cross sectional area of bypass channel 31 is less than main fluid-expelling pathway 32, so be less than main fluid-expelling pathway 32 by the exhaust flow rate of bypass channel 31.Reason for this reason, the heat of the bypass catalyst 35 producing during by bypass catalyst 35 when high-temperature exhaust air worsens and is reduced.The exhaust of having flow through main fluid-expelling pathway 32 and bypass channel 31 purifies and is released into outside air by the catalyst 38 under floor compartment.
Adopt in this way, in the time that switching valve 37 is opened, the exhaust flow rate that flows through the exhaust of main fluid-expelling pathway 32 is greater than the exhaust of flowing through bypass channel 31.Therefore,, in the time opening switching valve 37, by switching to from the second air-fuel ratio sensor 36 being arranged on bypass channel 31 the first air-fuel ratio sensor 39 being arranged in main fluid-expelling pathway 32, can accurately measure the oxygen concentration of exhaust.Can make adjustment according to the checkout value of the first air-fuel ratio sensor 39, make the position of throttle valve 24 and the fuel injection rate engine operation state corresponding to motor 1, and according to the engine operation state control air fuel ratio of motor 1.
When switching valve 37 is during in closed condition, a part of exhaust of motor 1 is still present in the position of contiguous switching valve 37 in main fluid-expelling pathway 32.Residual gas (delay gas) between demurrage by main fluid-expelling pathway 32 and switching valve 37 release heat.Therefore, the temperature of this residual gas (delay gas) is lower than the exhaust just having given off from motor 1.When cooling, be detained the condensate moisture in gas and be attached on switching valve 37 and miscellaneous part by switching valve 37 and miscellaneous part when being detained gas.In the time that switching valve 37 is opened, moisture is rushed at downstream.In the time that attachment of moisture is being warming up on the first air-fuel ratio sensor 39 of activationary temperature, the first air-fuel ratio sensor 39 is cooling fast.May have following problems,, in the time that the first air-fuel ratio sensor 39 is cooled rapidly by this way, the sensor element of the first air-fuel ratio sensor 39 ftractures and the oxygen concentration in exhaust cannot accurately be detected.In light of this situation, the moisture that the first air-fuel ratio sensor 39 is preferably arranged on above-mentioned condensed moisture and other types is not too easy to the position of adhering to.
In light of this situation, in the first embodiment, in the time that switching valve 37 cuts out, the voltage that is applied to heater 50 is restricted, the sensor element of the first air-fuel ratio sensor 39 is preheated to the set point of temperature (for example, 100 DEG C) that can not ftracture lower than sensor element activationary temperature and the first air-fuel ratio sensor 39.Switching valve 37 is opened, and then the voltage that is applied to heater 50 increase, and the sensor element of the first air-fuel ratio sensor 39 is warming up to activationary temperature.
In the preferred embodiment, the sensor element of the first air-fuel ratio sensor 39 is preheated to the set point of temperature that can not ftracture by heater 50.In another embodiment, in the time that switching valve 37 cuts out (before switching valve 37 is opened) can be by Temperature Setting in the situation that there is no pre-hot heater for fully lower than set point of temperature, after switching valve 37 has been opened through starting preheating by heater 50 after scheduled time length.In this case, also obviously can avoid the cracking of the sensor element of the first air-fuel ratio sensor 39.
Except foregoing, in the case of the sensor element of the first air-fuel ratio sensor 39 being preheated to the set point of temperature that can not produce sensor cracking by heater 50 before switching valve 37 is opened, before switching valve 37 is opened, the temperature of element can not be increased to the temperature that the first air-fuel ratio sensor 39 will ftracture.There is cracking in the sensor element that therefore can prevent the first air-fuel ratio sensor 39, and owing to the sensor element of the first air-fuel ratio sensor 39 being heated to can not produce the set point of temperature of cracking, so switching valve opened after temperature difference between temperature and the sensor activation temperature of sensor element of air-fuel ratio sensor can be reduced, and can after switching valve is opened, reach more rapidly sensor activation temperature.
In the first embodiment, the voltage that is applied to heater 50 by control promotes the temperature of the sensor element of the first air-fuel ratio sensor 39.Specifically, the voltage that is applied to heater 50 by increase increases the temperature of heater, and heats the sensor element of the first air-fuel ratio sensor 39.According to the temperature of the resistance value setting sensor element of the sensor element of the first air-fuel ratio sensor 39.
Fig. 3 is the schematic diagram that the characteristic relation between the sensor element temperature of the first air-fuel ratio sensor 39 and the resistance value of the sensor element of the first air-fuel ratio sensor 39 is shown.Horizontal axis illustrates the resistance value of the sensor element of the first air-fuel ratio sensor 39, and vertical shaft illustrates the temperature of the sensor element of the first air-fuel ratio sensor 39.The resistance value of the sensor element of the first air-fuel ratio sensor 39 reduces along with the increase of sensor element temperature, as shown in Figure 3.
In light of this situation, the resistance value that makes the sensor element of the first air-fuel ratio sensor 39 in the time that switching valve 37 cuts out to being applied to the voltage adjustment of heater 50 is R1, and the sensor element of the first air-fuel ratio sensor 39 is set as to the temperature T 1 (setting the set point of temperature of about 50 DEG C to 150 DEG C according to sensor) that the sensor element of the first air-fuel ratio sensor 39 can not ftracture when the adhesive water.
Next, open switching valve 37, moisture flow further downstream and by the first air-fuel ratio sensor 39, the resistance value that the voltage that is applied to heater 50 (the first heat riser) then increases the sensor element that makes the first air-fuel ratio sensor 39 becomes R2, thereby and adjustment temperature reaches the sensor element temperature T 2 (different according to sensor, to be still for example temperature of about 200 DEG C) that the first air-fuel ratio sensor 39 is activated.
Because the temperature increase of the first air-fuel ratio sensor 39 is to be enough to the sensor element of the first air-fuel ratio sensor 39 can not to be ftractureed flow further downstream in the situation that being attached to moisture on switching valve 37 in the time that switching valve cuts out in the time that switching valve is opened, so can keep the sensor element of the first air-fuel ratio sensor 30 not produce cracking.
Here, when illustrating that motor 1 starts the figure list deciding moisture of moisture by the preset relation between time and water temperature whether by the first air-fuel ratio sensor 39.
Fig. 4 is the schematic diagram that the relation between water temperature when moisture starts by time and motor 1 is shown.Horizontal axis illustrates the coolant temperature in the time that motor 1 starts.Vertical shaft illustrates that moisture passes through the time of the first air-fuel ratio sensor 39.During along with starting, the increase of water temperature, will set shortlyer by the time, as shown in Figure 4.In other words,, when in the time of engine start, the colder or water temperature of motor 1 is lower, the temperature of switching valve 37 is lower and be detained gas and be easily cooled.Therefore, be attached to the amount increase of the moisture on switching valve 37.Reason for this reason in the situation that in the time of starting, water temperature being lower, is set longlyer by moisture by the time in the time that switching valve 37 is opened.
On the contrary, when water temperature is higher in the time of engine start, be detained gas only moderately cooling by switching valve 37, therefore attachment of moisture is still less on switching valve 37.Therefore the low time of water temperature while, moisture being set to such an extent that be shorter than starting by the time of the first air-fuel ratio sensor 39.
The control details of the first embodiment's who is carried out by controller 40 here, air-fuel ratio control device 100 describes with reference to Fig. 5.
Fig. 5 is the flow chart that the control program of the first embodiment's air-fuel ratio control device 100 is shown.This is controlled at and when motor 1 starts, starts and carry out with the cycle of fixing, and for example, 10 millisecond periods, until use the first air-fuel ratio sensor 39 to start air fuel ratio control.
At step S1, controller 40 judges whether switching valve 37 has opened main fluid-expelling pathway 32.Here, at switching valve 37, in closed condition in the situation that, program advances to step S2, switching valve 37 in open mode in the situation that program advance to step S7.
At step S2, controller 40 applies voltage to the heater 50 and 51 that the sensor element of air-fuel ratio sensor 36 and 39 is heated up.By the temperature increase of the sensor element of the second air-fuel ratio sensor 36 to activationary temperature.When switching valve 37 is opened and attachment of moisture on the first air-fuel ratio sensor 39 time, restriction is applied to the voltage of heater 50, and the temperature of the sensor element of the first air-fuel ratio sensor 39 is increased to the temperature (for example, 100 DEG C) that sensor element can not ftracture.
At step S3, controller 40 judges that whether the second air-fuel ratio sensor 36 is in active state.Make activating according to the sensor element temperature of air-fuel ratio sensor 36 and judge.In the time that controller 40 is judged the second air-fuel ratio sensor 36 in active state, program advances to step S4.In the time judging the second air-fuel ratio sensor 36 in unactivated state, present procedure finishes.
At step S4, controller 40 is according to the air fuel ratio of the checkout value control engine 1 of the second air-fuel ratio sensor 36.Step S4 forms the second air fuel ratio control section.Specifically, in the time that switching valve 37 cuts out, the exhaust stream of firing chamber 11 is crossed bypass channel 31.Therefore,, at step S4, the second air-fuel ratio sensor 36 being arranged in bypass channel 31 detects the oxygen concentration of the exhaust of flowing through bypass channel 31, and makes oxygen concentration reach the air fuel ratio corresponding to motor 1 serviceability according to this checkout value.
At step S5, controller 40 judges according to the catalyst temperature being detected by catalyst-temperature pickup 38a whether the catalyzer 38 under floor compartment is activated.
The exhaust of having flow through bypass channel 31 is purified by bypass catalyst 35 and enters main fluid-expelling pathway 32 converging part 34 places.The exhaust that has flowed into main passage is by being arranged on the catalyzer 38 under the floor compartment in main fluid-expelling pathway 32 downstreams, and therefore catalyzer 38 under floor compartment is little by little promoted to catalyzer activationary temperature.Here, in the time that the catalyzer 38 under floor compartment has reached activationary temperature, program advances to step S6, finishes present procedure in the time that the catalyzer 38 under floor compartment does not also reach activationary temperature.In the time that the catalyzer 38 under floor compartment is activated, at step S6 controller 40, switching valve 37 is opened from closed condition, and switched the passage that exhaust is flow through.
Before catalyzer 38 under floor compartment has been judged and is activated, when throttle pressure port under driver is when producing moment of torsion and exhaust rate is increased, can open switching valve 37.
At step S7, controller 40 is judged whether the second air-fuel ratio sensor control mode in the air fuel ratio by the second air-fuel ratio sensor 36 control engines 1 of control mode, or the first air-fuel ratio sensor control mode in the air fuel ratio by the first air-fuel ratio sensor 39 control engines 1.
At step S8, controller 40 judges that whether control mode is in the first air-fuel ratio sensor control mode.Here,, when control mode is during in the second air-fuel ratio sensor control mode, program advances to step S10.At step S10, controller 40 is according to the air fuel ratio of the checkout value control engine 1 of the second air-fuel ratio sensor 36, then EOP end of program.On the other hand, when control mode is during in the first air-fuel ratio sensor control mode, program advances to step S9.
At step S9, controller 40 is adjusted position and the fuel injection rate of throttle valve according to the checkout value of the first air-fuel ratio sensor 39, and according to the serviceability control air fuel ratio of motor 1.Step S9 forms the first air fuel ratio control section.Then, program advances to step S11.
In the time that the air fuel ratio control of motor 1 has been started by the first air-fuel ratio sensor 39, the heater 51 of the second air-fuel ratio sensor 36 is closed at step S11, then EOP end of program.
Next, with reference to Fig. 6, control mode judgement is described.Fig. 6 is the flow chart that the control program of the control mode judgement in step S7 is shown.Step S7 forms control mode switch part.
First, at step S71, the moisture being attached in the time that switching valve 37 cuts out on switching valve 37 is rushed at downstream in the time that switching valve 37 is opened, and then controller 40 judges that whether moisture is by the first air-fuel ratio sensor 39.Moment t after having opened according to switching valve 37
awhether exceed the time of the passing through t as stated reference
bmake this judgement." by time/starting time water temperature " that obtain according to experiment or that obtain in advance set with reference to by time t
b, as shown in Figure 4.(for example, in the time having the engine start of 2,000cc air displacement, water temperature is that in the situation of 10 DEG C, the time is about 0.3 to 0.5 second) works as t
a>=t
btime, judge that moisture is by the first air-fuel ratio sensor 39, then program advances to step S72.Work as t
a< t
btime, judge that moisture is still present in the upstream of the first air-fuel ratio sensor 39, then program advances to step S75.Therefore, stated reference (stipulated time) changes along with the variation of current water temperature.
As t in step S72
a>=t
btime, controller 40 is removed and is applied to the restriction making on the voltage of heater 50 that the sensor element of the first air-fuel ratio sensor 39 heats up.Specifically, be applied to heater 50 voltage increase, and by the temperature increase of the first air-fuel ratio sensor 39 to activationary temperature.
At step S73, controller 40 judges that whether the first air-fuel ratio sensor 39 is in active state.Step S73 formation activity judging section.Judge the activity of the first air-fuel ratio sensor 39 according to the temperature of sensor element.When the first air-fuel ratio sensor 39 is during in active state, program advances to step S73.When the first air-fuel ratio sensor 39 is during in active state, program advances to step S74, and when the first air-fuel ratio sensor 39 is during in inactive state, advances to step S75.
At step S74, controller 40 is set the second air fuel ratio control mode for the air fuel ratio of control engine 1 according to the checkout value of the first air-fuel ratio sensor 39.
At step S75, controller 40 is according to the first air fuel ratio control mode of the air fuel ratio of the checkout value setup control motor 1 of the second air-fuel ratio sensor 36.
After judging control mode as mentioned above in step S71 to S75, program advances to the step S8 shown in Fig. 5.
Fig. 7 is the time diagram that the operation of the first embodiment's air-fuel ratio control device 100 is shown.
After motor 1 has started, at moment t
1voltage is applied to the heater 51 and 50 (referring to the part (D) of Fig. 7 and (E)) that promotes air-fuel ratio sensor 36 and 39 temperature.By the temperature increase of the sensor element of the second air-fuel ratio sensor 36 to activationary temperature.In the time of adhesive water, restriction is applied to the voltage (part (E) of Fig. 7) of heater and the temperature that the temperature increase of the sensor element of the first air-fuel ratio sensor 39 can not be ftractureed to sensor element.When the temperature of the catalyzer 38 under the floor compartment being contained in main fluid-expelling pathway 32 is increased to activationary temperature T
0when (part (A) of Fig. 7), at moment t
2switching valve 37 is opened (part (B) of Fig. 7) and is switched exhaust passage.
In the time that switching valve 37 is opened, be attached to water shunting on switching valve 37 to first air-fuel ratio sensor 39 in downstream that is arranged on main fluid-expelling pathway 32.Here the voltage of heater 50 of temperature that is applied to the sensor element that promotes the first air-fuel ratio sensor 39, is at moment t
3increase (at this moment t
3, from switching valve 37 is opened, by time t
bpass through), and by the temperature increase of the sensor element of the first air-fuel ratio sensor 39 to activationary temperature (part (E) of Fig. 7).Adopt in this way, after switching valve 37 has been opened, can be by waiting for that the temperature of moisture arrival and lifting the first air-fuel ratio sensor 39 suppresses the element cracking of the first air-fuel ratio sensor 39.
After confirming that the first air-fuel ratio sensor 39 has arrived activationary temperature, at moment t
4stop voltage being applied to the heater 71 (part (D) of Fig. 7) of the second air-fuel ratio sensor 36, switch to the first air-fuel ratio sensor 39 from the second air-fuel ratio sensor 36, and according to the air fuel ratio of the checkout value control engine 1 of the first air-fuel ratio sensor 39.
According to foregoing, the first embodiment's air-fuel ratio control device 100 can obtain following effect.
In the time judging according to the first embodiment's control mode, whether to judge since switching valve 37 has been opened after the time of the passing through t through specifying at step S71
b, and after the moisture being detained in the first air-fuel ratio sensor 39 upstreams has passed through the first air-fuel ratio sensor 39, the sensor element of the first air-fuel ratio sensor 39 is heated to activationary temperature.Therefore, can reduce the cracking of the sensor element of quick cooling and the first air-fuel ratio sensor 39 that the moisture of the first air-fuel ratio sensor 39 causes.
After switching valve 37 is opened, the temperature increase that the temperature of the first air-fuel ratio sensor 39 can not ftracture from sensor element is to activationary temperature.Therefore, the stage enters active state to the first air-fuel ratio sensor 39 in early days.
The step S73 judging in control mode, judges that whether the first air-fuel ratio sensor 39 is in active state, and when the first air-fuel ratio sensor 39 is during in active state, switches to the first air-fuel ratio sensor 39 from the second air-fuel ratio sensor 36.Therefore, can be according to the accurately air fuel ratio of control engine 1 of the checkout value of the first air-fuel ratio sensor 39 in active state.
The second embodiment
Below with reference to the second embodiment of Fig. 8 and 9 explanation air-fuel ratio control devices 100.The second embodiment's basic comprising is identical with the first embodiment's formation, but the formation difference that the control mode of controller 40 is judged.Specifically, be provided with emergency protection function, make when vehicle is during in predetermined operation state force handoff air-fuel ratio sensor.Therefore, following explanation is by the difference mainly concentrating on the first embodiment.
Fig. 8 is the flow chart of judging in a second embodiment the control program of control mode.The control of step S72 to S75 is identical with the first embodiment, for convenience's sake, it is illustrated in this omission.
Fig. 8 is the flow chart that the control program of control mode judgement is in a second embodiment shown.The control program of step S72 to S75 is identical with the first embodiment, therefore, for simplicity, no longer repeats these steps to describe.
At step S76 and S77, controller 40 judges that the temperature of the first air-fuel ratio sensor 39 raises.
First,, at step S76, controller 40 calculates switching valve 37 and has opened the moisture content W being detained in the first air-fuel ratio sensor 39 upstreams afterwards
1.The moisture content W producing while using formula (1) to close according to switching valve 37
2the moisture content W of evaporation while opening with switching valve 37
3calculate.
Here, because some moisture that are attached on switching valve 37 are evaporated by the high-temperature exhaust air of discharging from motor 1, so moisture content W
1along with gradually changing by the time, and some are rushed to downstream.
W
1＝W
2-W
3 (1)
Wherein: W
1: the moisture content of being detained in the first air-fuel ratio sensor 39 upstreams;
W
2: the moisture content producing in the time that switching valve 37 cuts out; And
W
3: the moisture content of evaporation in the time that switching valve 37 is opened.
The moisture content W producing in the time that switching valve 37 cuts out
2the temperature of the switching valve 37 that the water temperature by the ambient humidity that detected by the humidity transducer being arranged in gas-entered passageway 21 upstreams and while starting from motor 1 and engine load and rotating speed are calculated is calculated.The transpiring moisture content W producing when switching valve 37 is opened
3while opening according to switching valve 37, flowing through the heat that the flow rate of exhaust of main fluid-expelling pathway 32 and exhaust be sent to moisture calculates.
At step S76, controller 40 is judged moisture content W
1whether in or lower than specified value W
0, this specified value is established according to vehicle operating state.Specifically, judge whether the moisture that the upstream of the first air-fuel ratio sensor 39 is detained has been decreased to the degree that the sensor element of the first air-fuel ratio sensor 39 can be not cooling fast.
Work as W
1≤ W
0time, judge moisture content W
1reduce fully, then program advances to step S72, and increase the voltage that is applied to heater 50 with by the temperature increase of the sensor element of the first air-fuel ratio sensor 39 to activationary temperature.After this program is basically the same as those in the first embodiment.On the contrary, work as W
1> W
0time, judge that moisture content does not also reduce fully, if this situation does not change, in the time switching to the first air-fuel ratio sensor 39 from the second air-fuel ratio sensor 36, the element of the first air-fuel ratio sensor 39 will ftracture so.Then, program advances to step S75 and control mode is set as to the second air-fuel ratio sensor control mode.
Fig. 9 is the time diagram that the operation of the second embodiment's air-fuel ratio control device 1 00 is shown.
After motor 1 has started, at moment t
1voltage is applied to the heater (referring to the part (D) of Fig. 9 and (E)) that promotes air-fuel ratio sensor 36 and 39 temperature.By the temperature increase of the sensor element of the second air-fuel ratio sensor 36 to activationary temperature.In the time of adhesive water, restriction is applied to the voltage (part (E) of Fig. 9) of heater and the temperature that the temperature increase of the sensor element of the first air-fuel ratio sensor 39 can not be ftractureed to sensor element.When the temperature of the catalyzer 38 under the floor compartment being contained in main fluid-expelling pathway 32 is increased to activationary temperature T
0when (part (A) of Fig. 9), switching valve 37 is at moment t
2open (part (B) of Fig. 9).
In the time that switching valve 37 is opened, be attached to water shunting on switching valve 37 to the first air-fuel ratio sensor 39 that is arranged on main fluid-expelling pathway 32 downstreams.Here in the second embodiment, calculate the moisture content W being detained in the first air-fuel ratio sensor 39 upstreams,
1.At moisture content W
1be less than specified value W
0(part (C) of Fig. 9) afterwards, at moment t
3by the temperature increase of the sensor element of the first air-fuel ratio sensor 39 to activationary temperature.Can reduce thus the cracking of the element of the first air-fuel ratio sensor 39.
After confirming that the first air-fuel ratio sensor 39 has arrived activationary temperature, at moment t
4stop voltage being applied to the heater 51 (part (D) of Fig. 9) of the second air-fuel ratio sensor 36, switch to the first air-fuel ratio sensor 39 from the second air-fuel ratio sensor 36, and according to the air fuel ratio of the checkout value control engine 1 of the first air-fuel ratio sensor 39.
According to foregoing, the second embodiment's air-fuel ratio control device 100 can obtain following effect.
In the time judging according to the second embodiment's control mode, when switching valve 37 opened and after the moisture content W that is detained in the first air-fuel ratio sensor 39 upstreams
1become and be less than specified value W
0time, adjust and be applied to 39 voltage and make the first air-fuel ratio sensor 39 reach activationary temperature.Adopt in this way, at the moisture content W that is trapped in the first air-fuel ratio sensor 39 upstreams
1after fully having reduced, promote the temperature of the sensor element of the first air-fuel ratio sensor 39, and therefore can reduce more reliably the cracking of the sensor element of the first air-fuel ratio sensor 39.
In the first embodiment and the second embodiment, air-fuel ratio sensor 36 and 39 can be replaced by oxygen sensor, makes the oxygen concentration in exhaust to be detected by oxygen sensor, instead of is detected by air-fuel ratio sensor 36 and 39.Therefore, can be according to the air fuel ratio of the checkout value control engine 1 of oxygen sensor.
Equally, voltage is applied to heater 50 after switching valve 37 has been opened, instead of in the time that switching valve 37 cuts out, voltage is applied to heater, thus by the temperature increase of the sensor element of the first air-fuel ratio sensor 39 to activationary temperature.
The general explanation of term
In the time understanding scope of the present invention, term " comprises " and its derivative, as used herein, be intended to the open term as the existence of the described feature of explanation, element, parts, group, integer and/or step, but do not get rid of the existence of other undeclared features, element, parts, group, integer and/or step.Foregoing is also suitable for to have the word of similar meaning, such as term " comprise ", " having " and its derivative.Equally, in the time that using term " parts ", " section ", " part ", " constituent element " or " element ", odd number can there is the double meaning of single part or multiple parts.Used herein for describing by parts, partly, the operation of execution such as device or the term of function " detection " comprise do not need the parts of physical detection, partly, device etc., and comprise judgement, measurement, molding, prediction or the calculating etc. of executable operations or function.The term of the parts of tracing device used herein, section or part " in order to " comprise structure and/or be programmed for hardware and/or the software of carrying out required function.
Although only have selected embodiment for the present invention is shown, those skilled in the art, from disclosed content, can carry out various changes and modifications here in the situation that not departing from invention scope.For example, can be as required and/or require to change size, shape, position or the direction of various parts.The parts that directly interconnect as shown in the figure or contact can have the intermediate structure being arranged on therebetween.The function of an element can be by two execution, and vice versa.An embodiment's 26S Proteasome Structure and Function can adopt in other embodiments.All advantages unnecessary simultaneously appearing in specific embodiment.Be different from each feature of prior art, separately or combine with other features, also should think the independent explanation to other inventions made by claimant to comprise structure and/or concept of function by the realization of this (respectively) feature.Therefore, above stated specification is only the object illustrating according to an embodiment of the invention, the scope being not meant to limit the present invention.
Claims (18)
1. an air-fuel ratio control device, comprising:
Comprise the vent systems of exhaust passage, bypass channel and valve system, main catalytic converter is arranged in described exhaust passage, bypass catalyst is arranged in described bypass channel, described valve system is arranged in the described exhaust passage of described main catalytic converter upstream side and between the component of described bypass channel and the fluidic junction of described bypass channel are divided, thereby optionally to open and close described exhaust passage, the path for exhaust is switched to described bypass channel from described exhaust passage;
First sensor, described first sensor is in order to detect air fuel ratio characteristic position, described valve system downstream side, mobile exhaust in described exhaust passage, in described exhaust passage, described first sensor is positioned on the downstream side of described valve system and the upstream side of described main catalytic converter; And
Controller, described controller in order to the specific time interval when described valve system switches to open mode by closed condition during, the component temperature of described first sensor is adjusted to set point of temperature or below set point of temperature;
With so that described first sensor heat up first heater, described controller comprises preliminary heating section, in order at described valve system in being about to while switching to the closed condition of described open mode from described closed condition, to control described first heater so that described first sensor is preheated to described set point of temperature;
After motor starts and in engine temperature and delivery temperature, when lower, close immediately described valve system and block described exhaust passage, by the exhaust-gas temperature rising of motor with while activating, open described valve system in main catalytic converter.
2. air-fuel ratio control device according to claim 1, wherein
Described controller is also in order to be set as described set point of temperature: lower than the temperature of the active temperature of described first sensor, and for preventing the temperature upper limit of sensor cracking of first sensor.
3. air-fuel ratio control device according to claim 1, wherein, also comprises
In order to detect the second sensor of the air fuel ratio characteristic of mobile exhaust in described bypass channel, described controller comprises the first air fuel ratio control section and the second air fuel ratio control section, described the first air fuel ratio control section carrys out control engine air fuel ratio in order to the output of the described first sensor based on selecting explicitly with the opening state of described valve system, described the second air fuel ratio control section carrys out control engine air fuel ratio in order to the output of described the second sensor based on selecting explicitly with the closed condition of described valve system
Described controller in order to described specific time interval in the time switching to described open mode from described valve system by described closed condition in the past after, increase supply to the heat of described first sensor and the control of carrying out from described the second air fuel ratio control section to described the first air fuel ratio control section and switch.
4. air-fuel ratio control device according to claim 1, also comprises
In order to detect the second sensor of the air fuel ratio characteristic of mobile exhaust in described bypass channel, described controller comprises the first air fuel ratio control section and the second air fuel ratio control section, described the first air fuel ratio control section carrys out control engine air fuel ratio in order to the output of the described first sensor based on selecting explicitly with the opening state of described valve system, described the second air fuel ratio control section carrys out control engine air fuel ratio in order to the output of described the second sensor based on selecting explicitly with the closed condition of described valve system
Described controller comprises active judging section, described active judging section is in order to after described valve system switches to described open mode by described closed condition and after described specific time interval is pass by, judge the activated state of described first sensor, and
Described controller also in order to: in the time switching to described open mode from described valve system by described closed condition, pass by after described specific time interval, increase supply to the heat of described first sensor, and while judging described first sensor in activated state in described active judging section, the control of carrying out from described the second air fuel ratio control section to described the first air fuel ratio control section is switched.
5. air-fuel ratio control device according to claim 1, wherein
Described controller also, in order to extend to exhaust the exhaust passage part of described valve system, to pass through the required time of described first sensor described valve system is opened after according to being trapped in the time that described valve system is closed from described component, is determined described specific time interval.
6. air-fuel ratio control device according to claim 1, wherein
Described controller also, in order to according to extending to the condensed moisture that produces in the exhaust passage part of described valve system at component described in described valve system is closed Shi Cong, arrive the required time of described first sensor after described valve system being opened, is determined described specific time interval.
7. air-fuel ratio control device according to claim 1, wherein
Described controller is also in order to determine described specific time interval according to engineer coolant temperature during engine start.
8. air-fuel ratio control device according to claim 1, wherein
Described controller also in order to make described specific time interval be after described valve system has been opened until be trapped in that the moisture content of the moisture in the exhaust passage of described first sensor upstream reaches specified value or lower than specified value elapsed time.
9. air-fuel ratio control device according to claim 8, wherein
Described controller is also in order to determine described specified value according to vehicle operating state.
10. the air/fuel ratio control method for vent systems, described vent systems comprises: exhaust passage, bypass channel and valve system, main catalytic converter is arranged in described exhaust passage, bypass catalyst is arranged in described bypass channel, and described valve system is arranged in the described exhaust passage of described main catalytic converter upstream side, and between the component of described bypass channel and the fluidic junction of described bypass channel are divided, thereby optionally to open and close described exhaust passage, the path for exhaust is switched to described bypass channel from described exhaust passage, described method comprises,
Use first sensor to detect air fuel ratio characteristic described valve system downstream position, mobile exhaust in described exhaust passage, in described exhaust passage, described first sensor is positioned on the downstream side of described valve system and the upstream side of described main catalytic converter; And
During specific time interval when described valve system switches to open mode by closed condition, the component temperature of described first sensor is adjusted to set point of temperature or below set point of temperature;
In the time being about to switch to the closed condition of described open mode from described closed condition, by being preheated to described set point of temperature, described first sensor adjusts the described component temperature of described first sensor at described valve system;
After motor starts and in engine temperature and delivery temperature, when lower, close immediately described valve system and block described exhaust passage, by the exhaust-gas temperature rising of motor with while activating, open described valve system in main catalytic converter.
11. air/fuel ratio control methods according to claim 10, wherein, also comprise:
Described set point of temperature is set as: lower than the temperature of the active temperature of described first sensor, and for preventing the temperature upper limit of sensor cracking of first sensor.
12. air/fuel ratio control methods according to claim 10, wherein, also comprise
Use the second sensor to detect the air fuel ratio characteristic of mobile exhaust in described bypass channel;
The output of the described first sensor based on selecting explicitly with the opening state of described valve system carrys out control engine air fuel ratio, and the output of described the second sensor based on selecting explicitly with the closed condition of described valve system carrys out control engine air fuel ratio; And
After in the time switching to described open mode from described valve system by described closed condition, described specific time interval is gone over, to the described component temperature adjustment of described first sensor, the heat that is supplied to described first sensor is increased, and carry out switching to the control based on described first sensor from the control based on described the second sensor.
13. air/fuel ratio control methods according to claim 10, wherein, also comprise:
Use the second sensor to detect the air fuel ratio characteristic of mobile exhaust in described bypass channel;
The output of the described first sensor based on selecting explicitly with the opening state of described valve system carrys out control engine air fuel ratio, and the output of described the second sensor based on selecting explicitly with the closed condition of described valve system carrys out control engine air fuel ratio;
After described valve system switches to described open mode by described closed condition and after described specific time interval is pass by, judge the activated state of described first sensor, and after in the time switching to described open mode from described valve system by described closed condition, described specific time interval is pass by, the adjustment of carrying out the described component temperature of described first sensor increases the heat that is supplied to described first sensor, and in the time that described first sensor is determined in activated state, the control of carrying out from the control based on described the second sensor to the control based on described first sensor is switched.
14. air/fuel ratio control methods according to claim 10, wherein, also comprise:
According in the time that described valve system is closed, be trapped in from described component extend to exhaust the exhaust passage part of described valve system, after described valve system is opened by the required time of described first sensor, determine described specific time interval.
15. air/fuel ratio control methods according to claim 10, wherein
According to extending to the condensed moisture that produces in the exhaust passage part of described valve system at component described in described valve system is closed Shi Cong, arrive the required time of described first sensor after described valve system being opened, determine described specific time interval.
16. air/fuel ratio control methods according to claim 10, wherein
Determine described specific time interval according to engineer coolant temperature during engine start.
17. air/fuel ratio control methods according to claim 10, wherein
Described specific time interval is defined as after described valve system has been opened until be trapped in that the moisture content of the moisture in the exhaust passage of described first sensor upstream reaches specified value or lower than specified value elapsed time.
18. air/fuel ratio control methods according to claim 17, wherein
Determine described specified value according to vehicle operating state.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2007004552 | 2007-01-12 | ||
| JP004552/07 | 2007-01-12 | ||
| JP2007316748A JP5003447B2 (en) | 2007-01-12 | 2007-12-07 | Air-fuel ratio control device |
| JP316748/07 | 2007-12-07 |
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| CN101220778A CN101220778A (en) | 2008-07-16 |
| CN101220778B true CN101220778B (en) | 2014-10-22 |
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| US8631645B2 (en) * | 2011-03-02 | 2014-01-21 | GM Global Technology Operations LLC | Thermal management systems for efficient lean operating engines |
| JP5587838B2 (en) | 2011-07-19 | 2014-09-10 | 日立オートモティブシステムズ株式会社 | Control device for internal combustion engine |
| US10208644B2 (en) * | 2016-11-08 | 2019-02-19 | Ford Global Technologies, Llc | Methods and systems for operating an exhaust oxygen sensor based on water contact at the sensor |
| CN113924408B (en) * | 2019-05-09 | 2023-11-14 | 康明斯排放处理公司 | Valve device for split-flow close-coupled catalyst |
| CN117101377B (en) * | 2023-10-23 | 2024-02-13 | 内蒙古包钢低碳产业科技发展有限公司 | Flue gas trapping assembly and carbon neutralization application system |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2294556A (en) * | 1994-10-25 | 1996-05-01 | Nissan Motor | Exhaust emission control system for internal combustion engine |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08254145A (en) * | 1995-03-17 | 1996-10-01 | Nissan Motor Co Ltd | Exhaust purifying device for internal combustion engine |
| JP2003083152A (en) * | 2001-09-05 | 2003-03-19 | Toyota Motor Corp | Air-fuel ratio sensor |
| JP4135380B2 (en) * | 2002-03-14 | 2008-08-20 | 日産自動車株式会社 | Exhaust gas sensor heater control device |
| JP2003328821A (en) * | 2002-05-15 | 2003-11-19 | Suzuki Motor Corp | Heating control device for oxygen sensor |
| JP4462100B2 (en) * | 2005-04-21 | 2010-05-12 | 日産自動車株式会社 | Exhaust device for internal combustion engine and control method for internal combustion engine |
| JP4225303B2 (en) * | 2005-07-29 | 2009-02-18 | トヨタ自動車株式会社 | Exhaust gas purification system for internal combustion engine |
-
2007
- 2007-12-07 JP JP2007316748A patent/JP5003447B2/en not_active Expired - Fee Related
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2008
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Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2294556A (en) * | 1994-10-25 | 1996-05-01 | Nissan Motor | Exhaust emission control system for internal combustion engine |
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|---|---|
| JP2008190522A (en) | 2008-08-21 |
| JP5003447B2 (en) | 2012-08-15 |
| CN101220778A (en) | 2008-07-16 |
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