JP2576487B2 - Fuel supply control device for internal combustion engine - Google Patents

Fuel supply control device for internal combustion engine

Info

Publication number
JP2576487B2
JP2576487B2 JP62043058A JP4305887A JP2576487B2 JP 2576487 B2 JP2576487 B2 JP 2576487B2 JP 62043058 A JP62043058 A JP 62043058A JP 4305887 A JP4305887 A JP 4305887A JP 2576487 B2 JP2576487 B2 JP 2576487B2
Authority
JP
Japan
Prior art keywords
fuel
secondary air
air supply
increasing
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP62043058A
Other languages
Japanese (ja)
Other versions
JPS63212750A (en
Inventor
鈴木　　誠
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
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Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP62043058A priority Critical patent/JP2576487B2/en
Publication of JPS63212750A publication Critical patent/JPS63212750A/en
Application granted granted Critical
Publication of JP2576487B2 publication Critical patent/JP2576487B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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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
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • 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
    • F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
    • F01N2550/14—Systems for adding secondary air into exhaust
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0421—Methods of control or diagnosing using an increment counter when a predetermined event occurs
    • 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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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Exhaust Gas After Treatment (AREA)

Description

【発明の詳細な説明】 〔産業上の利用分野〕 本発明は内燃機関の供給燃料制御装置に関する。The present invention relates to a fuel supply control device for an internal combustion engine.

〔従来の技術および問題点〕[Conventional technology and problems]

排気ガス中に含まれるHC,COおよびNOxの有害成分を浄
化するため、エンジンの排気系に三元触媒が設けられる
ことがあり、このようなエンジンにおいて、三元触媒を
有効に作用させるため排気ガスは理論空燃比に制御され
る。しかし、例えば冷間時あるいは減速時には、HCおよ
びCOを低減するために排気系に二次空気が供給されて空
燃比がリーン状態に制御され、また高負荷運転時等に
は、触媒が過熱状態になってその浄化性能が低下するの
を防止するため、吸気系における燃料供給量が増量（以
下、OT増量という）されて空燃比がリッチ状態に制御さ
れる。In order to purify harmful components of HC, CO and NOx contained in exhaust gas, a three-way catalyst may be provided in an exhaust system of an engine. The gas is controlled to the stoichiometric air-fuel ratio. However, for example, during cold or deceleration, secondary air is supplied to the exhaust system to reduce HC and CO, and the air-fuel ratio is controlled to a lean state. In order to prevent the purification performance from deteriorating, the fuel supply amount in the intake system is increased (hereinafter referred to as OT increase), and the air-fuel ratio is controlled to a rich state.

もし、二次空気供給機構のバルブに排気ガス中の異物
がかみ込んで、このバルブが閉塞しなくなり、二次空気
が常時導入される状態になった場合、OT増量が実行され
ると、このOT増量によって発生したHCおよびCOと空気と
が高温の触媒に同時に供給されることになる。この結
果、触媒における反応が急激に進み、これにより触媒が
過熱状態になって、熱劣化をきたすという問題が生じ
る。If foreign matter in the exhaust gas gets into the valve of the secondary air supply mechanism and this valve does not close, and the secondary air is constantly introduced, the OT increase is executed. HC and CO generated by the increase in OT and air are simultaneously supplied to the high-temperature catalyst. As a result, there occurs a problem that the reaction in the catalyst rapidly progresses, thereby causing the catalyst to be overheated and causing thermal degradation.

なお、特願昭61−255743号において、この問題とは逆
に、二次空気供給時に所定時間以上リッチ状態が継続し
た場合、二次空気供給機構が異常であると判定する内容
の発明が出願されている。Meanwhile, in Japanese Patent Application No. 61-255743, contrary to this problem, an invention in which a secondary air supply mechanism is determined to be abnormal if a rich state continues for a predetermined time or more during secondary air supply is filed. Have been.

〔問題点を解決するための手段〕[Means for solving the problem]

本発明によれば上記問題点を解決するために第１図の
発明の構成図に示されるように、機関に燃料を供給する
燃料供給手段Ａと、機関排気通路Ｂ内に配置された触媒
Ｃよりも上流の排気通路Ｂ内に二次空気を供給可能な二
次空気供給機構Ｄとを備えた内燃機関において、機関高
負荷運転時に燃料供給手段Ａからの供給燃料量を増量し
て混合気の空燃比をリッチにする燃料増量手段Ｅと、燃
料増量手段Ｅによる供給燃料量の増量作用時に二次空気
供給機構Ｄによる二次空気供給作用を停止させる停止手
段Ｆと、停止手段Ｆが二次空気供給作用を停止すべきと
きに二次空気供給作用が行われる異常を検出する異常検
出手段Ｇと、異常検出手段Ｇが異常を検出したときに燃
料増量手段Ｅによる供給燃料量の増量作用を禁止する禁
止手段Ｈとを備えている。According to the present invention, a fuel supply means A for supplying fuel to an engine and a catalyst C disposed in an engine exhaust passage B are shown in FIG. In the internal combustion engine provided with a secondary air supply mechanism D capable of supplying secondary air into the exhaust passage B upstream of the engine, the amount of fuel supplied from the fuel supply means A is increased at the time of engine high load operation to increase the air-fuel mixture. A fuel increasing means E for enriching the air-fuel ratio of the fuel supply means, a stopping means F for stopping the secondary air supply operation by the secondary air supply mechanism D when the fuel supply amount increasing operation by the fuel increasing means E, and a stopping means F Abnormality detecting means G for detecting an abnormality in which the secondary air supply operation is performed when the secondary air supply operation is to be stopped, and increasing the amount of fuel supplied by the fuel increasing means E when the abnormality detecting means G detects an abnormality. With prohibition means H for prohibiting That.

〔実施例〕〔Example〕

以下図示実施例により本発明を説明する。 Hereinafter, the present invention will be described with reference to illustrated embodiments.

第２図は本発明の一実施例を適用したエンジンを示
す。シリンダブロック11に形成されたシリンダボア12に
はピストン13摺動自在に収容され、シリンダヘッド14と
シリンダボア12とピストン13とにより、燃焼室15が形成
される。シリンダヘッド14には吸気ポート16と排気ポー
ト17とが穿設され、吸気ポート16は吸気弁18により、ま
た排気ポート17は排気弁19により、それぞれ開閉され
る。点火栓21はシリンダヘッド14に取付けられ、その電
極を燃焼室15内に臨ませる。点火栓21に連結されたディ
ストリビュータ22には、回転数センサ23が設けられる。FIG. 2 shows an engine to which one embodiment of the present invention is applied. A piston 13 is slidably accommodated in a cylinder bore 12 formed in the cylinder block 11, and a combustion chamber 15 is formed by the cylinder head 14, the cylinder bore 12, and the piston 13. An intake port 16 and an exhaust port 17 are formed in the cylinder head 14, and the intake port 16 is opened and closed by an intake valve 18, and the exhaust port 17 is opened and closed by an exhaust valve 19. The spark plug 21 is attached to the cylinder head 14 and exposes its electrode into the combustion chamber 15. A distributor 22 connected to the ignition plug 21 is provided with a rotation speed sensor 23.

吸気ポート16に連通する吸気通路31の上流側には、吸
入空気量を計測するエアフロメータ32が設けられる。ス
ロットル弁33はエアフロメータ32の下流側に配設され、
スロットル弁33の軸にはこのスロットル弁33の開度が所
定値以下になったことを検出するアイドルスイッチ34が
連結される。燃料噴射弁35は吸気通路22の最も下流側に
設けられる。なおシリンダブロック11には、冷却水温を
検出する水温センサ36が取付けられる。An air flow meter 32 that measures the amount of intake air is provided upstream of the intake passage 31 that communicates with the intake port 16. The throttle valve 33 is disposed downstream of the air flow meter 32,
An idle switch 34 for detecting that the opening of the throttle valve 33 has fallen below a predetermined value is connected to the shaft of the throttle valve 33. The fuel injection valve 35 is provided at the most downstream side of the intake passage 22. Note that a water temperature sensor 36 for detecting a cooling water temperature is attached to the cylinder block 11.

吸気ポート17に連通する排気通路41の下流側には三元
触媒42が設けられ、三元触媒42の上流側には排気ガス中
の酸素濃度を検出するO2センサ43が設けられる。二次空
気供給機構44は、排気通路41のO2センサ43よりも上流側
に二次空気を供給するものであり、排気通路41から分岐
して大気に連通する供給管45を有する。供給管45は空気
切換弁46により開閉される。空気切換弁46は弁体46aと
ダイヤフラム46bとばね46cとを有し、弁体46aは、ダイ
ヤフラム46bにより区画される変圧室46dに負圧が導かれ
たとき開弁し、変圧室46dに大気圧が導かれたときばね4
6cの弾発力により閉弁する。変圧室46dに対する負圧も
しくは大気圧の導入は、負圧切換弁47により行なわれ
る。供給管45の最も上流側にはフィルタ48が設けられ、
このフィルタ48と空気切換弁46の間には、空気がフィル
タ48側へ逆流するのを防止するためリード弁49が設けら
れる。二次空気の供給、すなわち負圧切換弁47の切換制
御は後述する制御回路51により行なわれる。A three-way catalyst 42 is provided downstream of the exhaust passage 41 communicating with the intake port 17, and an O 2 sensor 43 for detecting the oxygen concentration in the exhaust gas is provided upstream of the three-way catalyst 42. The secondary air supply mechanism 44 supplies secondary air upstream of the O 2 sensor 43 in the exhaust passage 41, and has a supply pipe 45 branched from the exhaust passage 41 and communicating with the atmosphere. The supply pipe 45 is opened and closed by an air switching valve 46. The air switching valve 46 has a valve body 46a, a diaphragm 46b, and a spring 46c, and the valve body 46a opens when a negative pressure is led to a variable pressure chamber 46d defined by the diaphragm 46b, and the valve 46a is largely opened. Spring 4 when barometric pressure is guided
The valve closes with the spring force of 6c. The introduction of the negative pressure or the atmospheric pressure into the variable pressure chamber 46d is performed by the negative pressure switching valve 47. A filter 48 is provided at the most upstream side of the supply pipe 45,
A reed valve 49 is provided between the filter 48 and the air switching valve 46 to prevent air from flowing back to the filter 48 side. The supply of the secondary air, that is, the switching control of the negative pressure switching valve 47 is performed by a control circuit 51 described later.

制御回路51はマイクロコンピュータを有し、二次空気
の供給制御の他、OT増量の制御および二次空気供給機構
44の異常検出を行なう。制御回路51は、マイクロプロセ
シングユニット（MPU）52と、メモリ53と、入力ポート5
4と、出力ポート55とを有し、これらはバス56により相
互に連結される。入力ポート54には回転数センサ23、エ
アフロメータ32、アイドルスイッチ34、水温センサ36、
およびO2センサ43が連結され、また出力ポート55には燃
料噴射弁35、および車両の計器板に設けられた警告灯61
が連結される。The control circuit 51 has a microcomputer, controls the supply of the secondary air, controls the OT increase and the secondary air supply mechanism.
Perform 44 error detection. The control circuit 51 includes a microprocessing unit (MPU) 52, a memory 53, and an input port 5
4 and an output port 55, which are interconnected by a bus 56. The input port 54 has a rotation speed sensor 23, an air flow meter 32, an idle switch 34, a water temperature sensor 36,
And O 2 sensor 43 is connected, and the output fuel injection valve 35 to the port 55 and a warning lamp 61 provided on the instrument panel of the vehicle,
Are linked.

第３図は制御回路51によるOT増量の制御ルーチンのフ
ローチャートを示す。この制御ルーチンは一定のクラン
ク角において割込み処理される。FIG. 3 shows a flowchart of a control routine for increasing the OT by the control circuit 51. This control routine is interrupted at a constant crank angle.

ステップ101では禁止フラグfPが０か否かを判別し、
禁止フラグfPが０のときOT増量の制御を行なうべくステ
ップ102へ進み、禁止フラグfPが１のとき、OT増量の制
御を禁止すべくステップ102,103を飛ばしてステップ106
へ進む。この禁止フラグfPは、予め０に設定されてお
り、第４図に示す異常検出ルーチンにより、二次空気供
給機構44が異常であると判定されたとき１に定められ
る。禁止フラグfPが０の場合、すなわち二次空気供給機
構44が正常の場合、ステップ102へ進み、吸入空気量Ｑ
が所定値Q0以上か否か、すなわち高負荷運転状態か否か
を判別する。高負荷運転状態か否かは、スロットル弁33
の開度によって判別されてもよい。高負荷運転状態であ
れば、ステップ104へ進んで増量フラグfOTに１を設定し
た後、ステップ105において燃料噴射量を通常の運転状
態よりも増量させる制御（OT増量）を行ない、このルー
チンを終了する。逆に高負荷運転状態でない場合、ステ
ップ103へ進んでエンジン回転数Ｎが所定値No以上の高
回転運転状態か否かを判別し、高回転運転状態であれば
ステップ104,105を実行してOT増量を行ない、高回転運
転状態でなければステップ106へ進んで増量フラグfOTを
０に定め、このルーチンを終了する。ステップ101にお
いて、禁止フラグfPが１の場合、すなわち二次空気供給
機構44が異常の場合、ステップ106へ進んで増量フラグf
OTを０に定める。Step 101 In inhibition flag f P is determined whether zero or not,
Proceeds to step 102 to prohibit flag f P performs control of OT increase 0, when the inhibition flag f P is 1, skip steps 102 and 103 so as to prohibit the control of OT increase step 106
Proceed to. The inhibition flag f P is set in advance 0, the abnormality detection routine shown in Figure 4, is defined to 1 when the secondary air supply system 44 is determined to be abnormal. If the prohibition flag f P is 0, that is, when the normal secondary air supply mechanism 44, the process proceeds to step 102, the intake air amount Q
Is greater than or equal to a predetermined value Q 0 , that is, whether the vehicle is in a high-load operation state. The throttle valve 33
May be determined based on the degree of opening. If the engine is in the high-load operation state, the routine proceeds to step 104, in which the increase flag f OT is set to 1. Then, in step 105, the control for increasing the fuel injection amount from the normal operation state (OT increase) is performed. finish. Conversely, if the engine is not in the high-load operation state, the routine proceeds to step 103, where it is determined whether or not the engine speed N is the high-speed operation state with the predetermined value No or more. If not, the process proceeds to step 106, where the increase flag f OT is set to 0, and this routine ends. If the prohibition flag f P is 1 in step 101, that is, if the secondary air supply mechanism 44 is abnormal, the routine proceeds to step 106, where the increase flag f
OT is set to 0.

第４図は制御回路51による異常検出ルーチンのフロー
チャートを示す。この異常検出ルーチンは一定時間毎、
例えば8msec毎に割込み処理される。FIG. 4 shows a flowchart of an abnormality detection routine by the control circuit 51. This abnormality detection routine is executed at regular intervals.
For example, interrupt processing is performed every 8 msec.

ステップ111では増量フラグfOTが１か否か、すなわ
ち、現在、OT増量を実行中か否かを判別する。OT増量が
行なわれていないとき、ステップ113へ進んでカウンタC
Oxを０にクリアしてこのルーチンを終了する。OT増量が
行なわれているとき、ステップ112へ進み、O2センサ43
の出力信号に基いて空燃比がリーン状態であるか否かを
判別する。空燃比がリーン状態のとき、二次空気供給機
構44が異常である可能性があり、ステップ114へ進んで
カウンタCOxを１だけインクリメントし、ステップ116へ
進む。これに対し、空燃比がリッチ状態のとき、二次空
気供給機構44は正常であり、ステップ115においてカウ
ンタCOxを０にクリアした後、ステップ116へ進む。ステ
ップ116ではカウンタCOxが設定値以上か否か、すなわち
O2センサ43がリーン信号を出力し続けている時間が設定
値以上か否かを判別する。カウンタCOxが設定値以上の
場合、排気通路41に二次空気が供給されており二次空気
供給機構44が異常である可能性があると判断し、ステッ
プ117において禁止フラグfPに１を設定するとともに、
ステップ118において警告灯61を点灯させ、このルーチ
ンを終了する。一方、ステップ116においてカウンタCOx
が設定値より小さい場合、ステップ117,118を飛ばして
このルーチンを終了する。In step 111, it is determined whether or not the increase flag fOT is 1, that is, whether or not the OT increase is currently being executed. If the OT increase has not been performed, the routine proceeds to step 113, where the counter C
Ox is cleared to 0, and this routine ends. When OT increase is being performed, the process proceeds to step 112, O 2 sensor 43
It is determined whether or not the air-fuel ratio is in a lean state based on the output signal. When the air-fuel ratio is lean, there is a possibility that the secondary air supply mechanism 44 is abnormal, and the routine proceeds to step 114, where the counter COx is incremented by 1, and the routine proceeds to step 116. On the other hand, when the air-fuel ratio is in the rich state, the secondary air supply mechanism 44 is normal, the counter COx is cleared to 0 in step 115, and the process proceeds to step 116. In step 116, it is determined whether or not the counter COx is equal to or more than the set value, that is,
O 2 sensor 43 have time to continue to output the lean signal, it is determined whether or not the set value or more. If the counter COx is equal to or higher than a set value, it determines that the exhaust passage 41 to the secondary air is supplied the secondary air supply mechanism 44 is possibly abnormal, sets 1 to the inhibition flag f P in step 117 Along with
In step 118, the warning lamp 61 is turned on, and this routine ends. On the other hand, in step 116, the counter COx
Is smaller than the set value, steps 117 and 118 are skipped, and this routine ends.

上述のように、ステップ116においてカウンタCOxが設
定値以上の場合、すなわちOT増量中にも拘らずリーン状
態が継続している場合、一部の気筒において燃料噴射弁
35がコネクタ外れ等により燃料を噴射しなくなっている
可能性もあるが、本実施例では二次空気供給機構44が異
常であるかもしれないと判断している。もし、二次空気
供給機構44が異常であり、二次空気を供給し続けている
と、三次触媒42にはOT増量によって生じたHCおよびCOと
二次空気とが同時に供給されることとなり、触媒42は、
過熱状態となって熱劣化を生じるおそれがある。そこで
ステップ117において禁止フラグfPを１にセットしてそ
の後のOT増量を禁止するとともに、警告灯61を点灯さ
せ、運転者に異常状態を知らせる。As described above, when the counter COx is equal to or more than the set value in step 116, that is, when the lean state continues despite the increase in the OT, the fuel injection valve
Although there is a possibility that the fuel cannot be injected due to the disconnection of the connector 35 or the like, the present embodiment determines that the secondary air supply mechanism 44 may be abnormal. If the secondary air supply mechanism 44 is abnormal and continues to supply the secondary air, the tertiary catalyst 42 is simultaneously supplied with HC and CO generated by the increase in OT and the secondary air, Catalyst 42
An overheated state may cause thermal degradation. So as to prohibit subsequent OT increase by setting the inhibition flag f P 1 in step 117, the warning lamp 61 is lit to inform the abnormal state to the driver.

しかして本実施例によれば、二次空気供給機構44が異
常状態になったとき、触媒42が過熱状態となって熱劣化
をきたすことが防止され、したがって二次空気供給機構
44の異常が回復した時、触媒はすぐに正常な浄化作用を
発揮することができ、排気ガスエミッションの悪化を防
止することができる。Thus, according to the present embodiment, when the secondary air supply mechanism 44 is in an abnormal state, the catalyst 42 is prevented from being overheated and causing thermal degradation, and therefore, the secondary air supply mechanism
When the abnormality of 44 is recovered, the catalyst can immediately exert a normal purifying action and prevent deterioration of the exhaust gas emission.

なお、二次空気供給機構44は本実施例のものに限定さ
れず、エアポンプを有するものであってもよい。Note that the secondary air supply mechanism 44 is not limited to that of the present embodiment, and may have an air pump.

〔発明の効果〕〔The invention's effect〕

本発明によれば、混合気の空燃比がリッチ状態のとき
の排気ガスと、二次空気とが同時に触媒に流入するのを
阻止することができるので触媒の過熱および熱劣化を阻
止することができる。According to the present invention, it is possible to prevent the exhaust gas when the air-fuel ratio of the air-fuel mixture is rich and the secondary air from flowing into the catalyst at the same time, thereby preventing overheating and thermal deterioration of the catalyst. it can.

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

第１図は本発明の構成図、 第２図は本発明の一実施例を適用したエンジンを示す断
面図、 第３図は燃料増量制御ルーチンのフローチャート、 第４図は二次空気供給機構の異常検出ルーチンのフロー
チャートである。 35……燃料噴射弁 41……排気通路 44……二次空気供給機構 51……制御回路1 is a configuration diagram of the present invention, FIG. 2 is a cross-sectional view showing an engine to which an embodiment of the present invention is applied, FIG. 3 is a flowchart of a fuel increase control routine, and FIG. It is a flowchart of an abnormality detection routine. 35 Fuel injection valve 41 Exhaust passage 44 Secondary air supply mechanism 51 Control circuit

Claims (1)

(57)【特許請求の範囲】(57) [Claims] 【請求項１】機関に燃料を供給する燃料供給手段と、機
関排気通路内に配置された触媒よりも上流の排気通路内
に二次空気を供給可能な二次空気供給機構とを備えた内
燃機関において、機関高負荷運転時に燃料供給手段から
の供給燃料量を増量して混合気の空燃比をリッチにする
燃料増量手段と、該燃料増量手段による供給燃料量の増
量作用時に二次空気供給機構による二次空気供給作用を
停止させる停止手段と、該停止手段が二次空気供給作用
を停止すべきときに二次空気供給作用が行われる異常を
検出する異常検出手段と、該異常検出手段が該異常を検
出したときに燃料増量手段による供給燃料量の増量作用
を禁止する禁止手段とを備えた内燃機関の供給燃料制御
装置。An internal combustion engine comprising: a fuel supply means for supplying fuel to an engine; and a secondary air supply mechanism capable of supplying secondary air into an exhaust passage upstream of a catalyst disposed in an engine exhaust passage. In the engine, a fuel increasing means for increasing an amount of fuel supplied from the fuel supplying means during an engine high load operation to enrich the air-fuel ratio of the air-fuel mixture, and a secondary air supply means for increasing the amount of fuel supplied by the fuel increasing means Stopping means for stopping the secondary air supply operation by the mechanism, abnormality detection means for detecting an abnormality in which the secondary air supply operation is performed when the stop means should stop the secondary air supply operation, and abnormality detection means And a prohibition means for prohibiting an action of increasing the supplied fuel amount by the fuel increasing means when the abnormality is detected.
JP62043058A 1987-02-27 1987-02-27 Fuel supply control device for internal combustion engine Expired - Fee Related JP2576487B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP62043058A JP2576487B2 (en) 1987-02-27 1987-02-27 Fuel supply control device for internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP62043058A JP2576487B2 (en) 1987-02-27 1987-02-27 Fuel supply control device for internal combustion engine

Publications (2)

Publication Number Publication Date
JPS63212750A JPS63212750A (en) 1988-09-05
JP2576487B2 true JP2576487B2 (en) 1997-01-29

Family

ID=12653273

Family Applications (1)

Application Number Title Priority Date Filing Date
JP62043058A Expired - Fee Related JP2576487B2 (en) 1987-02-27 1987-02-27 Fuel supply control device for internal combustion engine

Country Status (1)

Country Link
JP (1) JP2576487B2 (en)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5119631A (en) * 1990-04-18 1992-06-09 Toyota Jidosha Kabushiki Kaisha Apparatus and method for detecting abnormalities in a secondary air supplier
US5113651A (en) * 1991-04-01 1992-05-19 General Motors Corporation Air injection system diagnostic
JP3060745B2 (en) * 1992-09-10 2000-07-10 日産自動車株式会社 Engine air-fuel ratio control device
JPH06146867A (en) * 1992-11-13 1994-05-27 Toyota Motor Corp Abnormality detection device for secondary air supply mechanism
US5444978A (en) * 1993-03-15 1995-08-29 Toyota Jidosha Kabushiki Kaisha Catalyst warming up device of an internal combustion engine
KR100373258B1 (en) * 1997-05-28 2003-07-07 기아자동차주식회사 Device and method for preventing exhaust gas from heating by using oxygen sensor
DE10360481A1 (en) 2002-12-24 2004-09-02 Denso Corp., Kariya Secondary air supply Anormalitätserfassungssystem
JP4337689B2 (en) 2004-08-30 2009-09-30 トヨタ自動車株式会社 Control device for internal combustion engine
KR101393532B1 (en) 2012-07-20 2014-05-09 기아자동차 주식회사 System and method of diagnosing secondary air injection apparatus

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS56143335A (en) * 1980-04-09 1981-11-09 Toyota Motor Corp Air fuel ratio control for internal combustion engine

Also Published As

Publication number Publication date
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