JPH07103003A - Warming device for catalyst - Google Patents
Warming device for catalystInfo
- Publication number
- JPH07103003A JPH07103003A JP5248924A JP24892493A JPH07103003A JP H07103003 A JPH07103003 A JP H07103003A JP 5248924 A JP5248924 A JP 5248924A JP 24892493 A JP24892493 A JP 24892493A JP H07103003 A JPH07103003 A JP H07103003A
- Authority
- JP
- Japan
- Prior art keywords
- exhaust
- catalyst
- temperature
- passage
- 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.)
- Granted
Links
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
- F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
-
- 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
- F01N2260/00—Exhaust treating devices having provisions not otherwise provided for
- F01N2260/14—Exhaust treating devices having provisions not otherwise provided for for modifying or adapting flow area or back-pressure
-
- 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
- Y02T10/12—Improving ICE efficiencies
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)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Exhaust Gas After Treatment (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【0001】[0001]
【産業上の利用分野】本発明は触媒の暖機装置に関し、
詳しくは排気通路内を断熱圧縮して触媒の温度を上昇さ
せる触媒の暖機装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a catalyst warm-up device,
Specifically, the present invention relates to a catalyst warm-up device that adiabatically compresses the exhaust passage to raise the temperature of the catalyst.
【0002】[0002]
【従来の技術】自動車用エンジンの排気通路には、排気
ガス中の有害成分であるNOxおよびHC,COを浄化
する目的から触媒コンバータが備えてある。この触媒に
よる有害成分の浄化性能は、触媒が活性化温度に達する
と十分な浄化性能を発揮するが、エンジン始動直後のよ
うに触媒が未だ活性化温度に達しない以前では所要の浄
化性能が発揮されない。そのため有害成分が浄化されな
いまま大気中に排出されてしまい、その解決策として、
触媒の早期活性化を図る手段が種々提案されている。2. Description of the Related Art A catalytic converter is provided in an exhaust passage of an automobile engine for the purpose of purifying NOx, HC and CO which are harmful components in the exhaust gas. The purification performance of harmful components by this catalyst shows sufficient purification performance when the catalyst reaches the activation temperature, but it shows the required purification performance before the catalyst has not yet reached the activation temperature, such as immediately after engine start. Not done. Therefore, harmful components are discharged into the atmosphere without being purified, and as a solution,
Various means for early activation of the catalyst have been proposed.
【0003】従来、触媒を早期活性化させる手段として
は、例えば、特開平3−117611号公報に記載の先
行技術では、図4に示すように触媒aが備えられている
排気通路bに通路抵抗変更手段cを設け、該通路抵抗変
更手段cを閉じ傾向にすることで通路内抵抗を増加し、
排気通路b内を断熱圧縮して排気ガスの温度を上昇さ
せ、ひいては触媒aの温度を上昇させている。また、前
記触媒の温度を検出する温度センサdと高負荷運転状態
を検出するセンサeとエアフローメータfとを設け、触
媒aが所定の温度に達した時、あるいは高負荷運転状態
が検出された時に通路抵抗を減少させるようにしてい
る。Conventionally, as a means for activating the catalyst early, for example, in the prior art disclosed in Japanese Patent Laid-Open No. 3-117611, a passage resistance is provided in an exhaust passage b provided with a catalyst a as shown in FIG. By providing the changing means c and making the passage resistance changing means c tend to close, the resistance in the passage is increased,
The inside of the exhaust passage b is adiabatically compressed to raise the temperature of the exhaust gas, which in turn raises the temperature of the catalyst a. Further, a temperature sensor d for detecting the temperature of the catalyst, a sensor e for detecting a high load operating state, and an air flow meter f are provided, and when the catalyst a reaches a predetermined temperature, or a high load operating state is detected. Sometimes I try to reduce passage resistance.
【0004】[0004]
【発明が解決しようとする課題】上記先行技術による
と、排気通路内の断熱圧縮は、冷態暖機時に排出される
排気ガスを排気通路内に充填することにより排気通路内
の圧力を高め、排気ガスの温度を上昇させることで行わ
れる。しかし、この例ではエンジンの運転状態がアイド
リング状態にある、あるいは負荷を加えた状態にあると
いうことの限定はなく、高負荷運転状態では、通路抵抗
を減少させるようにしてある。さらには、排気温度の上
昇に伴い、触媒が活性化温度に至る途上で、段階的に通
路抵抗を減少させるようにもしてある。このため、排気
ガスの温度が目標温度に達するまでに時間がかかる。結
果として触媒が活性化するのに多くの時間を費やす問題
点が派生する。According to the above-mentioned prior art, the adiabatic compression in the exhaust passage increases the pressure in the exhaust passage by filling the exhaust passage with exhaust gas discharged during cold warm-up. This is done by raising the temperature of the exhaust gas. However, in this example, the operating state of the engine is not limited to the idling state or the loaded state, and the passage resistance is reduced in the high load operating state. Further, the passage resistance is gradually reduced while the catalyst reaches the activation temperature as the exhaust temperature rises. Therefore, it takes time for the temperature of the exhaust gas to reach the target temperature. As a result, the problem of spending a lot of time in activating the catalyst arises.
【0005】本発明は、これらの問題を解決すべく案出
されたものであり、エンジン始動後に排気通路内の圧力
を急速に高めることで、触媒の早期活性化を図り、低エ
ミッションを実現する触媒の暖機装置を提供することを
目的とする。The present invention has been devised to solve these problems. By rapidly increasing the pressure in the exhaust passage after the engine is started, the catalyst is activated early and low emissions are realized. An object is to provide a catalyst warm-up device.
【0006】[0006]
【課題を解決するための手段】上記目的を達成するため
に、本発明は、排気ポートに連通される排気通路に触媒
コンバータを備え、該触媒コンバータより下流に排気制
御弁を設け、該排気制御弁を閉じることで前記排気通路
内の排気ガスを断熱圧縮し、触媒の温度を上昇させる触
媒の暖機装置において、上記排気通路内圧を検出する圧
力検出手段と、上記触媒の温度を検出する温度検出手段
と、図3に示すように、エンジン始動時か始動後かを判
定する始動判定手段と、エンジン始動時には、前記排気
制御弁を全閉させるとともに、スロットル弁をバイパス
するバイパス通路に介装されたバイパスバルブを全開と
する始動時制御手段と、エンジン始動後は、排気圧が設
定値以上、かつ、排気温が設定値以上かを判断する触媒
活性化推定手段と、排気圧が設定値以上、かつ、排気温
が設定値以上で、触媒が活性化温度に達したと推定され
る時には、上記バイパスバルブを全閉するとともに、前
記排気制御弁を漸次的に開弁させる始動後制御手段とを
備えたことを特徴とするものである。In order to achieve the above object, the present invention comprises a catalytic converter in an exhaust passage communicating with an exhaust port, an exhaust control valve provided downstream of the catalytic converter, and the exhaust control. In a catalyst warm-up device that adiabatically compresses the exhaust gas in the exhaust passage by closing the valve and raises the temperature of the catalyst, a pressure detection unit that detects the internal pressure of the exhaust passage, and a temperature that detects the temperature of the catalyst. As shown in FIG. 3, the detection means, a start determination means for determining whether the engine is starting or after starting, and the exhaust control valve being fully closed and the bypass passage bypassing the throttle valve when the engine is started. And a catalyst activation estimating means for determining whether the exhaust pressure is equal to or higher than a set value and the exhaust temperature is equal to or higher than the set value after the engine is started. When it is estimated that the exhaust pressure is equal to or higher than the set value and the exhaust temperature is equal to or higher than the set value and the catalyst has reached the activation temperature, the bypass valve is fully closed and the exhaust control valve is gradually opened. And a post-startup control means for controlling the start.
【0007】[0007]
【作用】上記構成に基づき、エンジン冷態始動時に電子
制御装置からの制御信号で排気制御弁を全閉とすると共
に、同じく電子制御装置からの制御信号でバイパスバル
ブの開度を全開として燃焼室に多めの混合気を供給す
る。そのことで、エンジン回転数は通常のアイドル回転
数より高くなり(ハイアイドリング状態)、単位時間当
たりに排気通路内に排出される排気ガスの量は通常のア
イドリング時より多めになる。その結果、排気通路内の
圧力は速く上昇し、排気通路内の断熱圧縮は促進され、
触媒は早期に活性化温度に達する。According to the above structure, the exhaust control valve is fully closed by the control signal from the electronic control unit when the engine is cold, and the opening of the bypass valve is fully opened by the control signal from the electronic control unit. Supply a large amount of air-fuel mixture to. As a result, the engine speed becomes higher than the normal idle speed (high idling state), and the amount of exhaust gas discharged into the exhaust passage per unit time becomes larger than that during normal idling. As a result, the pressure in the exhaust passage rapidly rises, adiabatic compression in the exhaust passage is promoted,
The catalyst reaches the activation temperature early.
【0008】[0008]
【実施例】以下、本考案の実施例を図面に基づいて説明
する。図1は本発明の一実施例を示す構成図で、符号1
はエンジン本体、符号2はエンジン本体1の上部を形成
するシリンダヘッドである。該シリンダヘッド2には燃
焼室3に混合気を供給する吸気ポート4と、排気ガスを
排出する排気ポート5とが形成されており、前記吸気ポ
ート4には吸気通路6が、前記排気ポート5には排気通
路7がそれぞれ連通している。前記吸気通路6にはエン
ジンの制御系に具備するECU8に接続されるスロット
ル弁9と、該スロットル弁9より下流に同じくECU8
に接続されるインジェクタ10とが設けられている。ま
た前記排気通路7には排気ガス中の有害成分であるNO
xおよびHC,COを浄化する目的から触媒コンバータ
11が設けられている。Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing an embodiment of the present invention, in which reference numeral 1
Is an engine body, and reference numeral 2 is a cylinder head forming an upper portion of the engine body 1. The cylinder head 2 is formed with an intake port 4 for supplying air-fuel mixture to the combustion chamber 3 and an exhaust port 5 for exhausting exhaust gas. The intake port 4 is provided with an intake passage 6 and the exhaust port 5 is provided. The exhaust passages 7 communicate with each other. A throttle valve 9 connected to an ECU 8 provided in an engine control system is provided in the intake passage 6, and the ECU 8 is also provided downstream of the throttle valve 9 from the throttle valve 9.
And an injector 10 connected to. Further, NO which is a harmful component in the exhaust gas is stored in the exhaust passage 7.
A catalytic converter 11 is provided for the purpose of purifying x, HC, and CO.
【0009】また、上記排気通路7内を断熱圧縮して触
媒11aの温度を上昇させるために、前記排気通路7内
で触媒コンバータ11より下流に排気制御弁12を設け
る。該排気制御弁12の開閉機構としては、スロットル
弁9より下流の吸気通路6と排気制御弁12を開閉する
アクチュエータ13とを連通する吸入管負圧Aの途中に
ECU8からの制御信号により可変的に開閉制御される
排気制御弁制御ソレノイド14を介在し、該排気制御弁
制御ソレノイド14を開閉制御することでアクチュエー
タ13内の負圧を調整して排気制御弁12を開閉制御す
る。In order to adiabatically compress the inside of the exhaust passage 7 and raise the temperature of the catalyst 11a, an exhaust control valve 12 is provided in the exhaust passage 7 downstream of the catalytic converter 11. The opening / closing mechanism of the exhaust control valve 12 is variable according to a control signal from the ECU 8 in the middle of the suction pipe negative pressure A connecting the intake passage 6 downstream of the throttle valve 9 and the actuator 13 opening / closing the exhaust control valve 12. The exhaust control valve control solenoid 14 that is controlled to open and close is interposed, and the exhaust control valve control solenoid 14 is controlled to open and close to adjust the negative pressure in the actuator 13 to control the exhaust control valve 12 to open and close.
【0010】さらに、上記排気通路7内に、排気ガスの
温度を検出する排気温度センサ15と排気通路7内の圧
力を検出する排気圧力センサ16とを配置し、該排気温
度センサ15と排気圧力センサ16とをECU8に接続
する。Further, an exhaust temperature sensor 15 for detecting the temperature of the exhaust gas and an exhaust pressure sensor 16 for detecting the pressure in the exhaust passage 7 are arranged in the exhaust passage 7, and the exhaust temperature sensor 15 and the exhaust pressure are arranged. The sensor 16 is connected to the ECU 8.
【0011】本発明においては、上述の断熱圧縮を早め
るために、上記吸気通路6に、スロットル弁9の上流と
下流とを連通するバイパス通路17を設け、該バイパス
通路17の途中に流量制御機能を有するバイパスバルブ
18を設ける。このバイパスバルブ18は、ECU8か
らの制御信号により開閉制御される構成とし、エンジン
冷態始動時にはバルブ開度を全開として燃焼室に多めの
空気が流入するように制御することで、エンジン回転数
を通常のアイドル回転数より高くし、単位時間当たりに
排出される排気ガスの排出量を多めにすることで、上述
の断熱圧縮仕事に十分な出力を発揮するようにする。ま
た、暖機後、すなわち上記排気温度センサ15と排気圧
力センサ16とにより排気通路7内の温度と圧力が所定
値に達した時点で、バイパスバルブ18のバルブ開度は
全閉に戻るように制御される。In the present invention, in order to accelerate the adiabatic compression described above, the intake passage 6 is provided with a bypass passage 17 which connects the upstream side and the downstream side of the throttle valve 9, and a flow rate control function is provided in the middle of the bypass passage 17. A bypass valve 18 having The bypass valve 18 is configured to be opened / closed by a control signal from the ECU 8. When the engine is in a cold state, the valve opening is fully opened so that a large amount of air flows into the combustion chamber, so that the engine speed is increased. By setting the engine speed higher than the normal idle speed and increasing the discharge amount of the exhaust gas discharged per unit time, a sufficient output for the above adiabatic compression work is exhibited. Further, after warming up, that is, when the temperature and the pressure in the exhaust passage 7 reach predetermined values by the exhaust temperature sensor 15 and the exhaust pressure sensor 16, the valve opening degree of the bypass valve 18 is returned to fully closed. Controlled.
【0012】次に本発明の動作について図2に示すフロ
ーチャートを用いて説明する。ステップ1でエンジン回
転数Nがエンジンが完爆したと判断できる所定回転数N
S以下で、かつステップ2でスタータスイッチが作動中
である(始動中)と判断された時には、ECU8からの
制御信号によりステップ3で排気制御弁制御ソレノイド
14のDUTY値を0とし、同時にステップ4でバイパ
スバルブ18を全開にする。なお排気御弁制御ソレノイ
ド14はデューティ制御で駆動し、DUTY値は排気制
御弁12が全閉の時には0、全開の時にはMAX値に設
定してある。またステップ1でエンジン回転数Nが完爆
回転以上をこえ、ステップ2でスタータスイッチが戻っ
ている(始動後)と判断された時には、排気圧が急速に
上昇し、それに伴い排気温も急速に上昇する。そしてス
テップ5で排気圧が設定値以上になり、ステップ6で排
気温も設定値以上になったと判断された時には、ECU
8からの制御信号によりステップ7でバイパスバルブ1
8を全閉とするとともに、ステップ8でDUTY値がM
AX値となるまで漸次ΔDUTYづつ加算していき、こ
れによって排気制御弁を徐々に開きDUTY値がDUT
YMAX値で全開となる。Next, the operation of the present invention will be described with reference to the flowchart shown in FIG. In step 1, the engine speed N is a predetermined engine speed N at which it can be determined that the engine has completely exploded.
If the starter switch is operating (starting) in step 2 below S, the DUTY value of the exhaust control valve control solenoid 14 is set to 0 in step 3 by the control signal from the ECU 8, and at the same time in step 4 To fully open the bypass valve 18. The exhaust control valve control solenoid 14 is driven by duty control, and the DUTY value is set to 0 when the exhaust control valve 12 is fully closed and set to the MAX value when the exhaust control valve 12 is fully opened. Further, when the engine speed N exceeds the complete explosion speed in step 1 and it is determined in step 2 that the starter switch has returned (after starting), the exhaust pressure rises rapidly, and the exhaust temperature also rises rapidly. To rise. If it is determined in step 5 that the exhaust pressure has exceeded the set value and the exhaust temperature has also exceeded the set value in step 6, the ECU
By-pass valve 1 in step 7 by control signal from 8
8 is fully closed, and the DUTY value is M in step 8.
The ΔDUTY is gradually added until the AX value is reached, whereby the exhaust control valve is gradually opened and the DUTY value is changed to DUT.
Fully open at YMAX value.
【0013】このように制御されることにより、例えば
エンジン始動前の排気通路7内の圧力を1atm,温度
を300°K(=27°C)とすると、エンジン始動時
に排気制御弁12を全閉にし、バイパスバルブ18のバ
ルブ開度を全開とすることで排気通路7内の圧力を7a
tmまで上昇させるとするとT0/T=(P0/P)
(K-1)/Kの関係より比熱比(K)を1.4とすると排気
通路7内の温度は523°K(=250°C)となる。
そして触媒11aは、この温度に達した排気通路7中に
あり、触媒11aの熱容量も小さいことから、触媒11
a自体の温度も250°C近くになり、一般の触媒の活
性化温度は約200°Cとされていることから、この時
点で触媒は十分に活性化されていると推定できる。By controlling in this way, for example, if the pressure in the exhaust passage 7 before engine start is 1 atm and the temperature is 300 ° K (= 27 ° C), the exhaust control valve 12 is fully closed when the engine is started. And the valve opening degree of the bypass valve 18 is fully opened so that the pressure in the exhaust passage 7 becomes 7a.
If it is increased to tm, T 0 / T = (P 0 / P)
From the relationship of (K-1) / K, if the specific heat ratio (K) is 1.4, the temperature in the exhaust passage 7 will be 523 ° K (= 250 ° C).
The catalyst 11a is in the exhaust passage 7 that has reached this temperature, and the heat capacity of the catalyst 11a is also small.
Since the temperature of a itself becomes close to 250 ° C. and the activation temperature of a general catalyst is set to about 200 ° C., it can be estimated that the catalyst is sufficiently activated at this point.
【0014】ここで、断熱圧縮等の手段を用いない通常
のアイドリング暖機作用で、触媒が上記温度(250°
C)に達するまでの所要時間は1分前後であるが、本発
明においては、バイパスバルブ18のバルブ開度を全開
とすることで排気通路内断熱圧縮のさらなる促進を図っ
ているため、上記所要時間(1分)は大幅に短縮され
る。この後上記排気制御弁12を全閉から徐々に開き全
開させることで、排気ガスは活性化された触媒を通過
し、十分に酸化・還元される。Here, the catalyst is heated to the above temperature (250 ° C.) by a normal idling warm-up action without using means such as adiabatic compression.
The time required to reach C) is about 1 minute, but in the present invention, the bypass valve 18 is fully opened to further promote adiabatic compression in the exhaust passage. The time (1 minute) is greatly reduced. After that, the exhaust control valve 12 is gradually opened and fully opened to fully open, so that the exhaust gas passes through the activated catalyst and is sufficiently oxidized and reduced.
【0015】[0015]
【発明の効果】以上説明したように本発明によれば、エ
ンジン冷態始動時に排気通路内に設けられている排気制
御弁を全閉とすると共に、バイパスバルブの開度を全開
とするように制御しているので、単位時間当たりに排気
通路内に排出される排気ガスの量は通常のアイドリング
時より多めになり、排気通路内の断熱圧縮が促進され
る。そのため触媒は早期に活性化温度に達し、エンジン
始動直後からの低エミッションが実現される。As described above, according to the present invention, the exhaust control valve provided in the exhaust passage is fully closed and the opening degree of the bypass valve is fully opened when the engine is cold started. Since it is controlled, the amount of exhaust gas discharged into the exhaust passage per unit time becomes larger than that during normal idling, and adiabatic compression in the exhaust passage is promoted. Therefore, the catalyst reaches the activation temperature early, and low emissions are realized immediately after the engine is started.
【図1】本発明の一実施例を示す構成図FIG. 1 is a configuration diagram showing an embodiment of the present invention.
【図2】本発明の動作を示すフローチャートFIG. 2 is a flowchart showing the operation of the present invention.
【図3】本発明の構成を示すブロックFIG. 3 is a block diagram showing the configuration of the present invention.
【図4】図従来例の説明図FIG. 4 is an explanatory diagram of a conventional example.
1 エンジン本体 2 シリンダヘッド 3 燃焼室 4 吸気ポート4 5 排気ポート5 6 吸気通路 7 排気通路 8 ECU 9 スロットル弁 10 インジェクタ 11 触媒コンバータ 11a 触媒 12 排気制御弁 13 アクチュエータ 14 排気制御弁制御ソレノイド 15 排気温度センサ 16 排気圧力センサ 17 バイパス通路 18 バイパスバルブ A 吸入負圧管 1 Engine Main Body 2 Cylinder Head 3 Combustion Chamber 4 Intake Port 4 5 Exhaust Port 5 6 Intake Passage 7 Exhaust Passage 8 ECU 9 Throttle Valve 10 Injector 11 Catalytic Converter 11a Catalyst 12 Exhaust Control Valve 13 Actuator 14 Exhaust Control Valve Control Solenoid 15 Exhaust Temperature Sensor 16 Exhaust pressure sensor 17 Bypass passage 18 Bypass valve A Intake negative pressure pipe
Claims (1)
コンバータを備え、該触媒コンバータより下流に排気制
御弁を設け、該排気制御弁を閉じることで前記排気通路
内の排気ガスを断熱圧縮し、触媒の温度を上昇させる触
媒の暖機装置において、 上記排気通路内圧を検出する圧力検出手段と、上記触媒
の温度を検出する温度検出手段と、エンジン始動時か始
動後かを判定する始動判定手段と、エンジン始動時に
は、前記排気制御弁を全閉させるとともに、スロットル
弁をバイパスするバイパス通路に介装されたバイパスバ
ルブを全開とする始動時制御手段と、エンジン始動後
は、排気圧が設定値以上、かつ、排気温が設定値以上か
を判断する触媒活性化推定手段と、排気圧が設定値以
上、かつ、排気温が設定値以上で、触媒が活性化温度に
達したと推定される時には、上記バイパスバルブを全閉
するとともに、前記排気制御弁を漸次的に開弁させる始
動後制御手段とを備えたことを特徴とする触媒の早期活
性化システム。1. An exhaust passage communicating with an exhaust port is provided with a catalytic converter, an exhaust control valve is provided downstream of the catalytic converter, and the exhaust control valve is closed to adiabatically compress the exhaust gas in the exhaust passage. In a catalyst warm-up device that raises the temperature of the catalyst, a pressure detection unit that detects the internal pressure of the exhaust passage, a temperature detection unit that detects the temperature of the catalyst, and a start determination that determines whether the engine is starting or has been started Means, a control means at the time of fully closing the exhaust control valve at the time of starting the engine, and a fully opening control of the bypass valve interposed in the bypass passage bypassing the throttle valve, and the exhaust pressure is set after the engine is started. Above the specified value and the exhaust temperature is above the set value, the catalyst activation estimation means, and the exhaust pressure is above the set value and the exhaust temperature is above the set value, the catalyst becomes the activation temperature. Was a when the estimated, the bypass valve with fully closed, early activation system of the catalyst is characterized in that a post-start control means for opening the exhaust control valve incrementally.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP24892493A JP3219259B2 (en) | 1993-10-05 | 1993-10-05 | Catalyst warm-up device |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP24892493A JP3219259B2 (en) | 1993-10-05 | 1993-10-05 | Catalyst warm-up device |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH07103003A true JPH07103003A (en) | 1995-04-18 |
JP3219259B2 JP3219259B2 (en) | 2001-10-15 |
Family
ID=17185449
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP24892493A Expired - Fee Related JP3219259B2 (en) | 1993-10-05 | 1993-10-05 | Catalyst warm-up device |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP3219259B2 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2002053889A1 (en) * | 2000-12-28 | 2002-07-11 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Exhaust purification device for intracylindrical injection-type spark-ignition internal combustion engine |
KR100566690B1 (en) * | 2001-11-13 | 2006-04-03 | 미쓰비시 지도샤 고교(주) | Exhaust gas purifying device of spark-plug type internal combustion engine |
-
1993
- 1993-10-05 JP JP24892493A patent/JP3219259B2/en not_active Expired - Fee Related
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2002053889A1 (en) * | 2000-12-28 | 2002-07-11 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Exhaust purification device for intracylindrical injection-type spark-ignition internal combustion engine |
US6729123B2 (en) | 2000-12-28 | 2004-05-04 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Exhaust purification device for intracylindrical injection-type spark-ignition internal combustion engine |
KR100566690B1 (en) * | 2001-11-13 | 2006-04-03 | 미쓰비시 지도샤 고교(주) | Exhaust gas purifying device of spark-plug type internal combustion engine |
Also Published As
Publication number | Publication date |
---|---|
JP3219259B2 (en) | 2001-10-15 |
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