JPH0763049A - Exhaust pipe air inlet device of internal combustion engine - Google Patents
Exhaust pipe air inlet device of internal combustion engineInfo
- Publication number
- JPH0763049A JPH0763049A JP5210370A JP21037093A JPH0763049A JP H0763049 A JPH0763049 A JP H0763049A JP 5210370 A JP5210370 A JP 5210370A JP 21037093 A JP21037093 A JP 21037093A JP H0763049 A JPH0763049 A JP H0763049A
- Authority
- JP
- Japan
- Prior art keywords
- air
- internal combustion
- combustion engine
- amount
- catalyst
- 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
Landscapes
- Exhaust Gas After Treatment (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】この発明は、内燃機関の排気管内
に空気を導入することにより、排気ガスを浄化するため
の触媒を活性化する内燃機関の排気管内空気導入装置に
関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an exhaust pipe air introduction device for an internal combustion engine, which activates a catalyst for purifying exhaust gas by introducing air into the exhaust pipe of the internal combustion engine.
【０００２】[0002]
【従来の技術】図６は例えば実開昭４７−２１０１８号
公報などに示されたものと同様の従来の排気管内空気導
入装置を示す構成図である。図において、内燃機関１に
は、空気を導入するための吸気管２と、燃焼によって生
じた有害な排気ガスを大気へ排出するための排気管３と
が接続されている。吸気管２の上流部分には、大気中の
塵埃を除去するエアクリーナ４が設けられている。エア
クリーナ４の下流には、吸気管２の通路面積を変化させ
て内燃機関１に吸入される空気量を調整するためのスロ
ットル弁５が設けられている。2. Description of the Related Art FIG. 6 is a block diagram showing a conventional exhaust pipe air introducing device similar to that shown in, for example, Japanese Utility Model Publication No. 47-21018. In the figure, an internal combustion engine 1 is connected to an intake pipe 2 for introducing air and an exhaust pipe 3 for discharging harmful exhaust gas generated by combustion to the atmosphere. An air cleaner 4 for removing dust in the atmosphere is provided at an upstream portion of the intake pipe 2. Downstream of the air cleaner 4, a throttle valve 5 for adjusting the amount of air taken into the internal combustion engine 1 by changing the passage area of the intake pipe 2 is provided.
【０００３】排気管３の途中には、化学反応によって有
害な排気ガスを浄化する第１の三元触媒（以下、単に第
１の触媒と略称する。）を収納した第１の触媒収納部６
が設けられている。この第１の触媒収納部６の下流に
は、第１の触媒と同様に排気ガスの浄化を行う第２の三
元触媒（以下、単に第２の触媒と略称する。）を収納し
た第２の触媒収納部７が設けられている。また、吸気管
２と排気管３との間には、空気導入管８が接続されてい
る。この空気導入管８は、途中で２本に分岐され、分岐
された一方が第１の触媒収納部６の上流部分に、他方が
第２の触媒収納部７の上流部分に接続されている。In the middle of the exhaust pipe 3, there is provided a first catalyst containing portion 6 containing a first three-way catalyst (hereinafter, simply referred to as a first catalyst) for purifying harmful exhaust gas by a chemical reaction.
Is provided. A second three-way catalyst (hereinafter, simply referred to as a second catalyst) that purifies exhaust gas similarly to the first catalyst is stored downstream of the first catalyst storage unit 6 in the second storage. The catalyst storage section 7 is provided. An air introduction pipe 8 is connected between the intake pipe 2 and the exhaust pipe 3. The air introducing pipe 8 is branched into two in the middle, one of the branched pipes is connected to the upstream portion of the first catalyst storage portion 6, and the other is connected to the upstream portion of the second catalyst storage portion 7.
【０００４】空気導入管８の分岐部には、第１及び第２
の触媒収納部６，７の両方の上流に空気を導入するか、
第２の触媒収納部７の上流のみに空気を導入するかを切
り換える切換バルブ９が設けられている。また、空気導
入管８の切換バルブ９の上流には、排気管３内に空気を
強制的に導入するためのエアポンプ１０が設けられてい
る。このエアポンプ１０は、ベルト（図示せず）を介し
て内燃機関１により駆動される。At the branch portion of the air introduction pipe 8, there are first and second
Introduce air upstream of both catalyst storage parts 6 and 7,
A switching valve 9 is provided for switching whether to introduce air only upstream of the second catalyst storage portion 7. An air pump 10 for forcibly introducing air into the exhaust pipe 3 is provided upstream of the switching valve 9 of the air introduction pipe 8. The air pump 10 is driven by the internal combustion engine 1 via a belt (not shown).
【０００５】第２の触媒収納部７には、第２の触媒の温
度を検出する温度センサ１１が取り付けられている。こ
の温度センサ１１及び切換バルブ９には、温度センサ１
１からの情報に応じて切換バルブ９を制御する制御部１
２が接続されている。なお、内燃機関１に燃料を供給す
るインジェクタ及びその制御系等については、ここでは
省略する。A temperature sensor 11 for detecting the temperature of the second catalyst is attached to the second catalyst housing portion 7. The temperature sensor 11 and the switching valve 9 include the temperature sensor 1
A control unit 1 that controls the switching valve 9 according to the information from 1.
2 is connected. It should be noted that the injector for supplying fuel to the internal combustion engine 1, its control system, and the like are omitted here.
【０００６】次に、動作について説明する。内燃機関１
の始動時のチョーク作動中には、空燃比がリッチであ
り、ＨＣ，ＣＯが多く発生するため、エアクリーナ４を
通過して浄化された空気の一部が、エアポンプ１０によ
り空気導入管８に強制的に吸い込まれ、両方の触媒収納
部６，７上流に導入される。これにより、多く発生した
ＨＣ，ＣＯは、第１及び第２の触媒収納部６，７の両方
で、酸化反応によりＨ2ＯやＣＯ2に変えられ、これによ
り排気ガスが浄化される。Next, the operation will be described. Internal combustion engine 1
Since the air-fuel ratio is rich and a large amount of HC and CO are generated during the choke operation at the time of starting the engine, part of the air purified by passing through the air cleaner 4 is forced into the air introduction pipe 8 by the air pump 10. Is sucked in and introduced upstream of both catalyst housings 6, 7. As a result, a large amount of generated HC and CO is converted into H 2 O and CO 2 by an oxidation reaction in both the first and second catalyst storage parts 6 and 7, whereby the exhaust gas is purified.
【０００７】また、第２の触媒が高温になり活性化した
状態になると、温度センサ１１によりそれが検出され、
制御部１２により切換バルブ９が切り換えられて、第２
の触媒収納部７の上流のみに空気が導入される。この状
態では、排気ガス中のＮＯXが、第１の触媒による還元
反応によりＮ2に変えられ、またＨＣ，ＣＯは、第２の
触媒側のみでＨ2ＯやＣＯ2に変えられて、排気ガスの浄
化が行われる。When the second catalyst becomes hot and activated, the temperature sensor 11 detects it.
The switching valve 9 is switched by the control unit 12, and the second
The air is introduced only upstream of the catalyst storage portion 7. In this state, NO x in the exhaust gas is changed to N 2 by the reduction reaction by the first catalyst, and HC and CO are changed to H 2 O and CO 2 only on the second catalyst side, Exhaust gas is purified.
【０００８】[0008]
【発明が解決しようとする課題】上記のように構成され
た従来の排気管内空気導入装置においては、第１及び第
２の触媒が低温のときから、排気ガスよりも低温である
常温の空気を導入しているため、各触媒収納部６，７を
通過する排気ガスの温度が低下して、触媒の活性化が遅
れてしまい、これにより排気ガスの浄化効率が低下する
という問題点があった。さらに、第２の触媒の温度が設
定値に達して第１の触媒への空気の導入を停止するま
で、第１及び第２の触媒への導入空気量の分配比は一定
であるが、これに対してＮＯXの排出量は内燃機関１の
温度上昇にともなって徐々に増加していくため、切換バ
ルブ９を切り換えるまでは、ＮＯXを効率良く浄化でき
ないという問題点もあった。In the conventional exhaust pipe air introducing device configured as described above, the normal temperature air, which is lower in temperature than the exhaust gas, is supplied from the time when the first and second catalysts are low in temperature. Since the gas is introduced, the temperature of the exhaust gas passing through the catalyst housing portions 6 and 7 is lowered, and the activation of the catalyst is delayed, which causes a problem that the exhaust gas purification efficiency is lowered. . Further, the distribution ratio of the introduced air amount to the first and second catalysts is constant until the temperature of the second catalyst reaches a set value and the introduction of air to the first catalyst is stopped. On the other hand, since the NO X emission amount gradually increases as the temperature of the internal combustion engine 1 rises, there is a problem that the NO X cannot be efficiently purified until the switching valve 9 is switched.
【０００９】この発明は、上記のような問題点を解決す
ることを課題としてなされたものであり、触媒の活性化
を促進し、有害な排気ガスの浄化効率を向上させること
ができる内燃機関の排気管内空気導入装置を得ることを
目的とする。The present invention has been made to solve the above problems, and an internal combustion engine capable of promoting the activation of the catalyst and improving the purification efficiency of harmful exhaust gas. The purpose is to obtain an air introduction device in the exhaust pipe.
【００１０】[0010]
【課題を解決するための手段】請求項１の発明に係る内
燃機関の排気管内空気導入装置は、空気導入手段により
第１及び第２の三元触媒のそれぞれに空気を導入し、か
つ分配手段により第１及び第２の三元触媒への導入空気
を分配し、さらに加熱手段により第１及び第２の三元触
媒への導入空気をそれぞれ別々に加熱し、これら空気導
入手段，分配手段及び加熱手段を制御部により制御する
ようにしたものである。According to a first aspect of the present invention, there is provided an exhaust pipe air introduction device for an internal combustion engine, wherein air is introduced into each of the first and second three-way catalysts by the air introduction means, and the distribution means is provided. Distributes the air introduced into the first and second three-way catalysts, and further separately heats the air introduced into the first and second three-way catalysts by the heating means. The heating means is controlled by the controller.
【００１１】請求項２の発明に係る内燃機関の排気管内
空気導入装置は、制御部が、内燃機関の吸入空気量に基
づいて導入空気量を決め、その導入空気量をインジェク
タの噴射パルス幅に基づいて補正して、空気導入手段を
制御するものである。In the exhaust pipe air introducing device for an internal combustion engine according to a second aspect of the present invention, the control unit determines the amount of introduced air based on the amount of intake air of the internal combustion engine, and sets the introduced air amount as the injection pulse width of the injector. Based on the correction, the air introducing means is controlled.
【００１２】請求項３の発明に係る内燃機関の排気管内
空気導入装置は、制御部が、導入空気の分配比を第１及
び第２の三元触媒の容量比に基づいて決め、内燃機関の
水温の上昇に伴って、第１の三元触媒への導入空気量を
徐々に減少させるとともに、第２の三元触媒への導入空
気量を徐々に増加させるように分配手段を制御するもの
である。In the exhaust pipe air introduction device for an internal combustion engine according to the third aspect of the present invention, the control unit determines the distribution ratio of the introduced air on the basis of the capacity ratios of the first and second three-way catalysts. The distribution means is controlled so that the amount of air introduced into the first three-way catalyst is gradually decreased and the amount of air introduced into the second three-way catalyst is gradually increased as the water temperature rises. is there.
【００１３】請求項４の発明に係る内燃機関の排気管内
空気導入装置は、制御部が、導入空気の分配比を第１及
び第２の三元触媒の容量比に基づいて決め、内燃機関の
始動からの時間に伴って、第１の三元触媒への導入空気
量を徐々に減少させるとともに、第２の三元触媒への導
入空気量を徐々に増加させるように分配手段を制御する
ものである。In the exhaust pipe air introduction device for an internal combustion engine according to the fourth aspect of the present invention, the controller determines the distribution ratio of the introduced air based on the capacity ratios of the first and second three-way catalysts. Controlling the distribution means so that the amount of air introduced into the first three-way catalyst is gradually decreased and the amount of air introduced into the second three-way catalyst is gradually increased with the lapse of time from the start. Is.
【００１４】請求項５の発明に係る内燃機関の排気管内
空気導入装置は、制御部が、第１の三元触媒への導入空
気量が０になる所定時間前に、第１の三元触媒への導入
空気の加熱を停止させるものである。In the exhaust pipe air introducing device for an internal combustion engine according to a fifth aspect of the present invention, the control section causes the first three-way catalyst to reach a predetermined time before the amount of air introduced into the first three-way catalyst becomes zero. The heating of the air introduced into is stopped.
【００１５】[0015]
【作用】請求項１の発明においては、排気管内に導入す
る空気を加熱手段で加熱することにより、第１及び第２
の三元触媒に入る排気ガスの温度低下を防ぎ、第１及び
第２の三元触媒の活性化を促進する。In the first aspect of the invention, the air introduced into the exhaust pipe is heated by the heating means, whereby the first and second air conditioners are heated.
It prevents the temperature of the exhaust gas entering the three-way catalyst, and promotes the activation of the first and second three-way catalysts.
【００１６】請求項２の発明においては、導入空気量の
決定を内燃機関の吸入空気量に基づいて行うことによ
り、導入空気量を排気ガス量に見合ったものとし、さら
にその導入空気量をインジェクタパルス幅に基づいて補
正することにより、排気ガス中のＨＣ，ＣＯ濃度に見合
った導入空気量に調整する。According to the second aspect of the present invention, the amount of introduced air is determined based on the amount of intake air of the internal combustion engine so that the amount of introduced air corresponds to the amount of exhaust gas, and the amount of introduced air is further injected. By correcting based on the pulse width, the amount of introduced air is adjusted to match the HC and CO concentrations in the exhaust gas.
【００１７】請求項３及び請求項４の発明においては、
第１及び第２の三元触媒への導入空気の分配比を、各触
媒の容量比から決めることにより、それぞれの触媒の浄
化能力に見合った量の空気を導入し、さらに内燃機関の
水温又は始動からの時間経過に伴って、第１の三元触媒
への導入空気量を徐々に減らし、第２の三元触媒への導
入空気量を徐々に増やしていくように分配比を変化させ
ることにより、内燃機関の温度上昇に伴い内燃機関から
の排出量が増加するＮＯXに対する第１の三元触媒での
浄化率を上げていき、第１の三元触媒でＮＯXを、第２
の三元触媒でＨＣ，ＣＯをそれぞれ効率良く浄化する。In the inventions of claims 3 and 4,
By determining the distribution ratio of the introduced air to the first and second three-way catalysts from the volume ratio of each catalyst, an amount of air corresponding to the purification capacity of each catalyst is introduced, and the water temperature of the internal combustion engine or Change the distribution ratio such that the amount of air introduced into the first three-way catalyst is gradually reduced and the amount of air introduced into the second three-way catalyst is gradually increased with the lapse of time from the start. Accordingly, gradually raise the purification rate of the first three-way catalyst for NO X emissions from an internal combustion engine with an increase in temperature of the internal combustion engine is increased, the NO X in the first three-way catalyst, the second
Efficiently purify HC and CO with the three-way catalyst.
【００１８】請求項５の発明においては、第１の三元触
媒への導入空気量が０になる前に、第１の三元触媒への
導入空気の加熱を停止させることにより、加熱手段の過
度の昇温を防止する。According to the fifth aspect of the present invention, the heating of the air introduced into the first three-way catalyst is stopped before the amount of air introduced into the first three-way catalyst reaches 0, whereby the heating means Prevents excessive temperature rise.
【００１９】[0019]
【実施例】以下、この発明の実施例を図について説明す
る。 実施例１．図１はこの発明の実施例１による内燃機関の
排気管内空気導入装置を示す構成図であり、図６と同一
又は相当部分には同一符号を付し、その説明を省略す
る。Embodiments of the present invention will be described below with reference to the drawings. Example 1. FIG. 1 is a configuration diagram showing an exhaust pipe air introduction apparatus for an internal combustion engine according to Embodiment 1 of the present invention. The same or corresponding parts as in FIG.
【００２０】図において、内燃機関１の吸気管２側に
は、燃料を吸気弁（図示せず）へ向けて霧状に噴射して
燃料供給を行うためのインジェクタ２１が各気筒ごとに
設けられている。吸気管２のスロットル弁５の上流に
は、内燃機関１に吸入される空気量を検出するためのエ
アフローセンサ２２が設けられている。排気管３には、
排気ガス中に含まれる酸素濃度から内燃機関１内の空燃
比を検出するための空燃比センサ２３が設けられてい
る。In the figure, on the intake pipe 2 side of the internal combustion engine 1, an injector 21 for supplying fuel by injecting fuel toward an intake valve (not shown) in a mist state is provided for each cylinder. ing. An air flow sensor 22 for detecting the amount of air taken into the internal combustion engine 1 is provided upstream of the throttle valve 5 in the intake pipe 2. In the exhaust pipe 3,
An air-fuel ratio sensor 23 for detecting the air-fuel ratio in the internal combustion engine 1 from the oxygen concentration contained in the exhaust gas is provided.
【００２１】また、この実施例１の空気導入手段である
エアポンプ２４は、例えば電動ポンプなどで構成されて
おり、内燃機関１の回転とは同期せずに回転数を独立し
て調整できるようになっている。さらに、空気導入管８
の分岐部に設けられた分配手段である分配バルブ２５
は、第１及び第２の触媒への導入空気量の分配比をリニ
アに変化させられるようになっている。空気導入管８の
分岐部より下流には、それぞれ第１及び第２の触媒に導
入される空気を加熱する加熱手段としてのヒータ２６，
２７が設けられている。これらヒータ２６，２７と分配
バルブ２５との間には、それぞれ空気の逆流を防ぐ逆止
弁２８，２９が設けられている。Further, the air pump 24, which is the air introducing means of the first embodiment, is composed of, for example, an electric pump or the like, so that the rotational speed can be independently adjusted without synchronizing with the rotation of the internal combustion engine 1. Has become. Furthermore, the air introduction pipe 8
Distribution valve 25 which is a distribution means provided at the branch portion of the
Is capable of linearly changing the distribution ratio of the amount of introduced air to the first and second catalysts. Downstream of the branch portion of the air introducing pipe 8, a heater 26 as a heating means for heating the air introduced into the first and second catalysts,
27 are provided. Check valves 28 and 29 for preventing backflow of air are provided between the heaters 26 and 27 and the distribution valve 25, respectively.
【００２２】上記の各インジェクタ２１，エアフローセ
ンサ２２及び空燃比センサ２３等には、制御部（コント
ロールユニット）３０が接続されている。この制御部３
０は、エアフローセンサ２２によって検出された吸入空
気量と機関回転速度とにより基本燃料噴射パルス幅を求
め、これに水温等の温度補正を行い、さらに空燃比が理
論空燃比となるように空燃比センサ２３の出力により空
燃比フィードバック補正を行って、噴射パルス幅を決定
して、燃料噴射信号によりインジェクタ２１を駆動し燃
料制御を行う。A control unit (control unit) 30 is connected to each of the injectors 21, the air flow sensor 22, the air-fuel ratio sensor 23 and the like. This control unit 3
0 is a basic fuel injection pulse width obtained from the intake air amount detected by the air flow sensor 22 and the engine rotation speed, and temperature correction such as water temperature is performed on the basic fuel injection pulse width, and the air-fuel ratio is adjusted to the stoichiometric air-fuel ratio. Air-fuel ratio feedback correction is performed based on the output of the sensor 23, the injection pulse width is determined, and the injector 21 is driven by the fuel injection signal to perform fuel control.
【００２３】また、制御部３０は、エアポンプ２４の回
転数を制御して流量を調節したり、内燃機関１の水温等
に応じて分配バルブ２５を制御し、第１及び第２の触媒
への導入空気の分配比を調節したりする。さらに、制御
部３０は、ヒータ２６，２７への通電を制御して、導入
空気の温度を調節する。Further, the control unit 30 controls the rotation speed of the air pump 24 to adjust the flow rate, and controls the distribution valve 25 according to the water temperature of the internal combustion engine 1 to control the first and second catalysts. Adjust the distribution ratio of the introduced air. Further, the control unit 30 controls the energization of the heaters 26 and 27 to adjust the temperature of the introduced air.
【００２４】次に、動作について説明する。内燃機関１
が始動直後で冷機状態にある場合、インジェクタ２１に
よる燃料噴射量は、制御部３０により理論空燃比よりも
リッチな状態になるようにオープンループ制御される。
従って、この場合、排気ガス中には有害物であるＨＣ，
ＣＯが多く混入している。しかし、始動直後には、第１
及び第２の触媒が両方とも不活性な状態にあるため、制
御部３０により、内燃機関１の始動と同時に、エアポン
プ２４が作動されるとともに分配バルブ２５が制御さ
れ、第１及び第２の触媒の両方に空気が導入される。ま
た、ヒータ２６，２７の両方により導入空気が加熱され
る。Next, the operation will be described. Internal combustion engine 1
When the engine is in the cold state immediately after starting, the fuel injection amount by the injector 21 is open-loop controlled by the control unit 30 so as to be richer than the stoichiometric air-fuel ratio.
Therefore, in this case, HC, which is a harmful substance in the exhaust gas,
A lot of CO is mixed. However, immediately after the start,
Since both the second catalyst and the second catalyst are in an inactive state, the control unit 30 operates the air pump 24 and controls the distribution valve 25 at the same time when the internal combustion engine 1 is started to control the first and second catalysts. Air is introduced into both. Further, the introduced air is heated by both the heaters 26 and 27.
【００２５】これにより、排気ガスの温度が導入空気に
より低下するのが防止され、温度低下せずに流入した排
気ガスと酸化反応による発熱とにより、第１及び第２の
触媒の活性化が促進される。この結果、導入空気中の酸
素によりＨＣ，ＣＯが効率良く酸化され、ＣＯ2，Ｈ2Ｏ
になる。ここで、このような始動直後の冷機状態ではＮ
ＯXが殆ど発生しないため、主にＮＯXの還元用に配置さ
れている第１の触媒にも始動直後には空気を導入し、Ｈ
Ｃ，ＣＯの浄化を行わせることができる。As a result, the temperature of the exhaust gas is prevented from being lowered by the introduced air, and the activation of the first and second catalysts is promoted by the exhaust gas that has flowed in without lowering the temperature and the heat generated by the oxidation reaction. To be done. As a result, HC and CO are efficiently oxidized by the oxygen in the introduced air, resulting in CO 2 , H 2 O.
become. Here, in such a cold state immediately after the start,
Since almost no O X is generated, air is introduced into the first catalyst, which is mainly arranged for NO X reduction, immediately after the start, and H 2
It is possible to purify C and CO.
【００２６】次に、図２は図１の制御部３０による分配
バルブ２５及びヒータ２６，２７の制御方法の一例を示
す関係図である。制御部３０は、例えば内燃機関１の水
温により第１の触媒の温度状況を推測し、第１の触媒が
活性化したと判断したときに分配バルブ２５を制御して
第２の触媒のみに空気を導入するようにする。このと
き、第２の触媒は第１の触媒よりも下流に配置されてい
るため、第２の触媒収納部７に入る排気ガス温度は常に
低く、従って第２の触媒の活性化は第１の触媒よりも遅
れる。そこで、第２の触媒に導入する空気は、ヒータ２
９により加熱し続ける。Next, FIG. 2 is a relationship diagram showing an example of a control method of the distribution valve 25 and the heaters 26 and 27 by the control unit 30 of FIG. The control unit 30 estimates the temperature condition of the first catalyst based on, for example, the water temperature of the internal combustion engine 1, and when it determines that the first catalyst has been activated, controls the distribution valve 25 so that only the second catalyst has air. To introduce. At this time, since the second catalyst is arranged downstream of the first catalyst, the temperature of the exhaust gas entering the second catalyst storage portion 7 is always low, and therefore the activation of the second catalyst is the first. Be behind the catalyst. Therefore, the air introduced into the second catalyst is the heater 2
Continue heating with 9.
【００２７】このように、第１の触媒への空気導入を停
止した後は、第２の触媒収納部７では導入空気により引
き続きＨＣ，ＣＯの浄化が行われ、また内燃機関１が暖
機されるに従って排出量が増加するＮＯXは、第１の触
媒収納部６での還元作用により無害なＮ2に変換され
る。As described above, after the introduction of air to the first catalyst is stopped, HC and CO are continuously purified by the introduced air in the second catalyst storage portion 7, and the internal combustion engine 1 is warmed up. The NO X , whose emission amount increases as the temperature increases, is converted into harmless N 2 by the reducing action in the first catalyst storage section 6.
【００２８】この後、内燃機関１がさらに暖機されて第
２の触媒も活性化されたと判断すると、制御部３０はヒ
ータ２７への通電を停止し、これにより第２の触媒には
加熱されていない常温の空気が導入される。従って、Ｎ
ＯX及び一部のＨＣ，ＣＯは第１の触媒で酸化還元反応
により浄化され、第１の触媒で浄化しきれなかったＨ
Ｃ，ＣＯは、第２の触媒で酸化反応により浄化される。After that, when it is judged that the internal combustion engine 1 is further warmed up and the second catalyst is also activated, the control unit 30 stops the energization of the heater 27, so that the second catalyst is heated. Not room temperature air is introduced. Therefore, N
O X and part of HC and CO were purified by the redox reaction in the first catalyst, and could not be completely purified by the first catalyst.
C and CO are purified by the oxidation reaction by the second catalyst.
【００２９】このように、内燃機関１の始動直後に第１
及び第２の触媒に導入する空気をヒータ２６，２７によ
り加熱することにより、第１及び第２の触媒の活性化が
促進され、ＨＣ，ＣＯの浄化効率が向上する。また、従
来はエアポンプ１０が内燃機関１によりベルト等を介し
て駆動されていたため、排気管３に導入される空気量が
適切ではない場合があったが、この実施例１では、エア
ポンプ２４を内燃機関１とは別に独立して制御するよう
にしたので、第１及び第２の触媒に導入される空気量を
適切にすることができ、これによっても浄化効率は向上
する。As described above, immediately after the internal combustion engine 1 is started, the first
By heating the air introduced into the first and second catalysts with the heaters 26 and 27, the activation of the first and second catalysts is promoted, and the purification efficiency of HC and CO is improved. Further, since the air pump 10 is conventionally driven by the internal combustion engine 1 via a belt or the like, the amount of air introduced into the exhaust pipe 3 may not be appropriate. However, in the first embodiment, the air pump 24 is Since the control is performed independently of the engine 1, the amount of air introduced into the first and second catalysts can be made appropriate, which also improves the purification efficiency.
【００３０】実施例２．次に、この発明の実施例２につ
いて説明する。この実施例２では、上記実施例１に加え
て、制御部３０により、排気管３に導入する空気量を排
気ガス量及びＨＣ，ＣＯ濃度に見合った量に制御するこ
とによって、第１及び第２の触媒の活性化をさらに促進
し、排気ガスの浄化効率を一層向上させるものである。
即ち、排気ガス量は吸入空気量に比例しており、制御部
３０は、エアフローセンサ２２からの情報により吸入空
気量を検出し、この吸入空気量に応じてエアポンプ２４
への出力値を決定する。Example 2. Next, a second embodiment of the present invention will be described. In the second embodiment, in addition to the first embodiment, the control unit 30 controls the amount of air introduced into the exhaust pipe 3 to an amount commensurate with the exhaust gas amount and the HC and CO concentrations, so that the first and second It further promotes the activation of the catalyst of No. 2 and further improves the exhaust gas purification efficiency.
That is, the exhaust gas amount is proportional to the intake air amount, and the control unit 30 detects the intake air amount based on the information from the air flow sensor 22, and the air pump 24 according to the intake air amount.
To determine the output value to.
【００３１】さらに、インジェクタの噴射パルス幅の値
に基づいて補正をかけることにより、空燃比フィードバ
ック有無でのＨＣ，ＣＯの排出濃度の違い、さらには空
燃比センサ２３の出力による空燃比フィードバック中の
空燃比のリッチ，リーンの変動によるＨＣ，ＣＯの排出
濃度の違いに見合った空気を排気管３に導入することが
できる。Further, by making a correction based on the value of the injection pulse width of the injector, the difference in the HC and CO emission concentrations with and without the air-fuel ratio feedback, and further, during the air-fuel ratio feedback by the output of the air-fuel ratio sensor 23, It is possible to introduce the air into the exhaust pipe 3 according to the difference in the HC and CO emission concentrations due to the air-fuel ratio rich and lean fluctuations.
【００３２】これを図３について説明すると、Ａ点で加
速を開始し、図１のスロットル弁５を開くと、吸入空気
量（ａ）は増加し、それに伴って排気ガス量（ｄ）も増
加するので、制御部３０は、導入空気量（ｆ）を排気ガ
ス量（ｄ）に比例して増加させる。また、吸入空気量
（ａ）が一定であっても、例えば空燃比フィードバック
を行っている場合、空燃比フィードバックモードからエ
ンリッチモードに切り替わった場合、又はその逆の場合
等、インジェクタパルス幅（ｂ）は常に変化している。
このため、Ａ／Ｆ（空燃比）（ｃ）も常に変動し、Ｈ
Ｃ，ＣＯ濃度（ｅ）も変動する。This will be described with reference to FIG. 3. When acceleration is started at point A and the throttle valve 5 in FIG. 1 is opened, the intake air amount (a) increases and the exhaust gas amount (d) also increases accordingly. Therefore, the control unit 30 increases the introduced air amount (f) in proportion to the exhaust gas amount (d). Even if the intake air amount (a) is constant, for example, when the air-fuel ratio feedback is being performed, when the air-fuel ratio feedback mode is switched to the enrichment mode, or vice versa, the injector pulse width (b) Is constantly changing.
Therefore, the A / F (air-fuel ratio) (c) also constantly fluctuates, and H
The C and CO concentrations (e) also change.
【００３３】従って、図３のＣ〜Ｆに示すように、Ａ／
Ｆが１４．７（理論空燃比）となるインジェクタパルス
幅を１００％として、そこから増減したインジェクタパ
ルス幅（ｂ）に見合った値で、吸入空気量（ａ）から求
めた導入空気量（ｂ）に補正をかけることで、ＨＣ，Ｃ
Ｏ濃度（ｅ）に見合った空気量を導入することができ
る。Therefore, as shown in C to F of FIG.
When the injector pulse width at which F becomes 14.7 (theoretical air-fuel ratio) is 100%, the introduced air amount (b) obtained from the intake air amount (a) is a value commensurate with the injector pulse width (b) increased or decreased from that. ), HC, C
The amount of air commensurate with the O concentration (e) can be introduced.
【００３４】実施例３．次に、この発明の実施例３につ
いて説明する。この実施例３では、制御部３０により、
分配バルブ２５における導入空気の分配比を、例えば図
４に示すように、内燃機関１の水温に応じて連続的に変
化させるものである。即ち、内燃機関１の始動直後は、
上記の分配比を第１及び第２の触媒の容量比にしてお
き、その後内燃機関１の水温の上昇に伴って、第１の触
媒への導入空気量を徐々に減少させるとともに第２の触
媒への導入空気量を徐々に増加させ、第１の触媒が活性
化したと判断される水温に達したとき、第１の触媒への
導入量がゼロになるように設定する。Example 3. Next, a third embodiment of the present invention will be described. In the third embodiment, the control unit 30 causes
The distribution ratio of the introduced air in the distribution valve 25 is continuously changed according to the water temperature of the internal combustion engine 1, as shown in FIG. 4, for example. That is, immediately after the start of the internal combustion engine 1,
The distribution ratio is set to the volume ratio of the first and second catalysts, and thereafter, the amount of air introduced into the first catalyst is gradually decreased as the water temperature of the internal combustion engine 1 rises, and the second catalyst is also increased. The amount of air introduced into the first catalyst is gradually increased so that the amount of air introduced into the first catalyst becomes zero when the temperature of the water is judged to be activated.
【００３５】このような分配バルブ２５の制御を制御部
３０により行うことによって、内燃機関１の暖機が進む
に従って増加するＮＯXの排出量に対して、この排出量
の増加に伴って第１の触媒でのＮＯXの浄化率を上げる
ことができ、これによりＮＯXの排出量を一定値以下に
制限することができる。By performing such control of the distribution valve 25 by the control unit 30, with respect to the NO X emission amount which increases as the warming-up of the internal combustion engine 1 progresses, the NO X emission amount increases with the increase of the emission amount. The NO x purification rate of the catalyst can be increased, whereby the NO x emission amount can be limited to a certain value or less.
【００３６】実施例４．なお、上記実施例３では、第１
及び第２の触媒への導入空気の分配比を内燃機関１の水
温に応じて変化させたが、例えば図５に示すように、内
燃機関１の始動からの時間経過に伴って変化させるよう
にしてもよく、上記実施例３と同様の効果が得られる。Example 4. In the third embodiment, the first
The distribution ratio of the introduced air to the second catalyst is changed according to the water temperature of the internal combustion engine 1. However, as shown in FIG. 5, for example, the distribution ratio may be changed with the passage of time from the start of the internal combustion engine 1. However, the same effect as that of the third embodiment can be obtained.
【００３７】実施例５．次に、この発明の実施例５につ
いて説明する。この実施例５では、上記実施例３．４に
加えて、図４及び図５のヒータ通電の関係図に示すよう
に、第１の触媒への導入空気分配比が０になる点Ｂより
も早い時点Ａにおいて、内燃機関１の水温（図４）又は
始動からの時間（図５）により、第１の触媒への導入空
気を加熱するヒータ２６への通電を停止する。Example 5. Next, a fifth embodiment of the present invention will be described. In this fifth embodiment, in addition to the above-described third embodiment, as shown in the heater energization relationship diagrams of FIGS. 4 and 5, it is more than point B at which the introduced air distribution ratio to the first catalyst becomes 0. At an early time point A, the energization of the heater 26 that heats the air introduced to the first catalyst is stopped depending on the water temperature (FIG. 4) of the internal combustion engine 1 or the time from the start (FIG. 5).
【００３８】これにより、空気流量が減少することによ
りヒータ２６が過度に昇温するのを防止して、断線等の
故障が生じるのを防止することができる。また、ヒータ
２６停止後の導入空気は、ヒータ２６の余熱により加熱
されるので、導入空気により排気ガスが冷却されること
はない。逆に、余熱により加熱できるように、Ａ，Ｂ間
の時間を設定すればよい。As a result, it is possible to prevent the heater 26 from excessively rising in temperature due to a decrease in the air flow rate, and prevent a failure such as a disconnection from occurring. Further, since the introduced air after the heater 26 is stopped is heated by the residual heat of the heater 26, the exhaust gas is not cooled by the introduced air. On the contrary, the time between A and B may be set so that the remaining heat can be applied.
【００３９】[0039]
【発明の効果】以上説明したように、請求項１の発明の
内燃機関の排気管内空気導入装置は、加熱手段により第
１及び第２の三元触媒への導入空気をそれぞれ別々に加
熱するようにしたので、各触媒の活性化を促進し、有害
な排気ガスの浄化効率を向上させることができるという
効果を奏する。As described above, in the exhaust pipe air introducing device for the internal combustion engine according to the first aspect of the present invention, the introducing air to the first and second three-way catalysts is separately heated by the heating means. Therefore, there is an effect that the activation of each catalyst can be promoted and the purification efficiency of harmful exhaust gas can be improved.
【００４０】また、請求項２の発明の内燃機関の排気管
内空気導入装置は、制御部が、内燃機関の吸入空気量に
基づいて導入空気量を決め、その導入空気量をインジェ
クタの噴射パルス幅に基づいて補正して、空気導入手段
を制御するので、上記請求項１の発明と同様の効果に加
えて、導入空気量を排気ガス量及び排気ガス中のＨＣ，
ＣＯ濃度に見合った量にすることができ、浄化効率を一
層向上させることができるという効果を奏する。In the exhaust pipe air introducing device for an internal combustion engine according to a second aspect of the present invention, the control unit determines the amount of introduced air based on the amount of intake air of the internal combustion engine, and determines the amount of introduced air by the injection pulse width of the injector. Since the air introducing means is controlled based on the correction, the amount of introduced air is equal to the exhaust gas amount and the HC in the exhaust gas,
There is an effect that the amount can be adjusted to the CO concentration and the purification efficiency can be further improved.
【００４１】さらに、請求項３及び請求項４の発明の内
燃機関の排気管内空気導入装置は、制御部が、導入空気
の分配比を第１及び第２の三元触媒の容量比に基づいて
決め、内燃機関の水温の上昇又は始動からの時間に伴っ
て、第１の三元触媒への導入空気量を徐々に減少させる
とともに、第２の三元触媒への導入空気量を徐々に増加
させるように分配手段を制御するので、上記請求項１の
発明と同様の効果に加えて、それぞれの触媒の浄化能力
に見合った量の空気を導入することができるとともに、
内燃機関の温度上昇に伴うＮＯXの排出量増加を防止す
ることができ、浄化効率を一層向上させることができる
という効果を奏する。Further, in the exhaust pipe air introducing device for an internal combustion engine according to the third and fourth aspects of the invention, the control section determines the distribution ratio of the introducing air based on the capacity ratio of the first and second three-way catalysts. The amount of air introduced into the first three-way catalyst is gradually decreased and the amount of air introduced into the second three-way catalyst is gradually increased with the increase in the water temperature of the internal combustion engine or the time from the start. Since the distribution means is controlled so as to make it possible to introduce the same amount of air as the purifying ability of each catalyst, in addition to the effect similar to that of the invention of claim 1.
There is an effect that it is possible to prevent an increase in NO X emission amount due to a rise in temperature of the internal combustion engine, and it is possible to further improve purification efficiency.
【００４２】さらにまた、請求項５の発明の内燃機関の
排気管内空気導入装置は、制御部により、第１の三元触
媒への導入空気量が０になる所定時間前に、第１の三元
触媒への導入空気の加熱を停止させるので、上記請求項
１の発明と同様の効果に加えて、空気のない状態で加熱
することにより加熱手段が過度に昇温するのを防止する
ことができ、加熱手段の故障を防止することができると
いう効果を奏する。Furthermore, in the exhaust pipe air introducing device for an internal combustion engine according to the fifth aspect of the present invention, the control unit causes the first three-way catalyst to reach the first three-way catalyst before a predetermined time before the amount of the introduced air becomes zero. Since the heating of the air introduced into the original catalyst is stopped, in addition to the effect similar to that of the invention of claim 1, heating in the absence of air can prevent the heating means from excessively rising in temperature. Therefore, it is possible to prevent the failure of the heating means.
【図１】この発明の実施例１による内燃機関の排気管内
空気導入装置を示す構成図である。FIG. 1 is a configuration diagram showing an air introducing device in an exhaust pipe of an internal combustion engine according to a first embodiment of the present invention.
【図２】図１の制御部による分配バルブ及びヒータの制
御方法の一例を示す関係図である。FIG. 2 is a relationship diagram showing an example of a method of controlling a distribution valve and a heater by the control unit of FIG.
【図３】この発明の実施例２による制御部を用いた場合
の吸入空気量，インジェクタパルス幅，空燃比，排気ガ
ス量，ＨＣ，ＣＯ濃度及び導入空気量の時間変化を示す
関係図である。FIG. 3 is a relationship diagram showing changes over time in intake air amount, injector pulse width, air-fuel ratio, exhaust gas amount, HC, CO concentration, and introduced air amount when a control unit according to a second embodiment of the present invention is used. .
【図４】この発明の実施例３及び実施例５による制御部
を用いた場合の内燃機関の水温，導入空気分配比及びヒ
ータ通電状態の時間変化を示す関係図である。FIG. 4 is a relationship diagram showing changes over time in the water temperature, the introduced air distribution ratio, and the heater energization state of the internal combustion engine when the control units according to the third and fifth embodiments of the present invention are used.
【図５】この発明の実施例４及び実施例５による制御部
を用いた場合の導入空気分配比及びヒータ通電状態の時
間変化を示す関係図である。FIG. 5 is a relationship diagram showing a change over time in an introduced air distribution ratio and a heater energization state when the control unit according to the fourth and fifth embodiments of the present invention is used.
【図６】従来の内燃機関の排気管内空気導入装置の一例
を示す構成図である。FIG. 6 is a configuration diagram showing an example of a conventional exhaust pipe air introduction device for an internal combustion engine.
１ 内燃機関 ３ 排気管 ６ 第１の触媒収納部 ７ 第２の触媒収納部 ２１ インジェクタ ２４ エアポンプ（空気導入手段） ２５ 分配バルブ（分配手段） ２６ ヒータ（加熱手段） ２７ ヒータ（加熱手段） ３０ 制御部 1 Internal Combustion Engine 3 Exhaust Pipe 6 First Catalyst Storage Section 7 Second Catalyst Storage Section 21 Injector 24 Air Pump (Air Introduction Means) 25 Distribution Valve (Distribution Means) 26 Heater (Heating Means) 27 Heater (Heating Means) 30 Control Department
─────────────────────────────────────────────────────
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【手続補正書】[Procedure amendment]
【提出日】平成６年１月１３日[Submission date] January 13, 1994
【手続補正１】[Procedure Amendment 1]
【補正対象書類名】明細書[Document name to be amended] Statement
【補正対象項目名】００２６[Correction target item name] 0026
【補正方法】変更[Correction method] Change
【補正内容】[Correction content]
【００２６】次に、図２は図１の制御部３０による分配
バルブ２５及びヒータ２６，２７の制御方法の一例を示
す関係図である。制御部３０は、例えば内燃機関１の水
温により第１の触媒の温度状況を推測し、第１の触媒が
活性化したと判断したときに分配バルブ２５を制御して
第２の触媒のみに空気を導入するようにする。このと
き、第２の触媒は第１の触媒よりも下流に配置されてい
るため、第２の触媒収納部７に入る排気ガス温度は常に
低く、従って第２の触媒の活性化は第１の触媒よりも遅
れる。そこで、第２の触媒に導入する空気は、ヒータ２
７により加熱し続ける。Next, FIG. 2 is a relationship diagram showing an example of a control method of the distribution valve 25 and the heaters 26 and 27 by the control unit 30 of FIG. The control unit 30 estimates the temperature condition of the first catalyst based on, for example, the water temperature of the internal combustion engine 1, and when it determines that the first catalyst has been activated, controls the distribution valve 25 so that only the second catalyst has air. To introduce. At this time, since the second catalyst is arranged downstream of the first catalyst, the temperature of the exhaust gas entering the second catalyst storage portion 7 is always low, and therefore the activation of the second catalyst is the first. Be behind the catalyst. Therefore, the air introduced into the second catalyst is the heater 2
Continue heating with 7 .
【手続補正２】[Procedure Amendment 2]
【補正対象書類名】図面[Document name to be corrected] Drawing
【補正対象項目名】図１[Name of item to be corrected] Figure 1
【補正方法】変更[Correction method] Change
【補正内容】[Correction content]
【図１】 [Figure 1]
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｆ０１Ｎ 3/32 Ｂ ─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. 6 Identification code Internal reference number FI technical display area F01N 3/32 B
Claims (5)
れた第１及び第２の三元触媒にそれぞれ空気を導入する
空気導入手段と、上記第１及び第２の三元触媒への導入
空気を分配する分配手段と、上記第１及び第２の三元触
媒への導入空気をそれぞれ別々に加熱する加熱手段と、
上記空気導入手段，上記分配手段及び上記加熱手段を制
御する制御部とを備えていることを特徴とする内燃機関
の排気管内空気導入装置。1. An air introduction means for introducing air into first and second three-way catalysts, which are arranged in series with each other in an exhaust pipe of an internal combustion engine, and introduction into the first and second three-way catalysts. Distribution means for distributing air, heating means for separately heating the air introduced into the first and second three-way catalysts,
An exhaust pipe air introduction device for an internal combustion engine, comprising: a control unit that controls the air introduction unit, the distribution unit, and the heating unit.
いて導入空気量を決め、その導入空気量をインジェクタ
の噴射パルス幅に基づいて補正して、空気導入手段を制
御するようになっていることを特徴とする請求項１記載
の内燃機関の排気管内空気導入装置。2. The control unit determines the introduced air amount based on the intake air amount of the internal combustion engine, corrects the introduced air amount based on the injection pulse width of the injector, and controls the air introducing means. The exhaust pipe air introducing device for an internal combustion engine according to claim 1, wherein:
第２の三元触媒の容量比に基づいて決め、内燃機関の水
温の上昇に伴って、上記第１の三元触媒への導入空気量
を徐々に減少させるとともに、上記第２の三元触媒への
導入空気量を徐々に増加させるように分配手段を制御す
るようになっていることを特徴とする請求項１又は請求
項２記載の内燃機関の排気管内空気導入装置。3. The control unit determines the distribution ratio of the introduced air based on the volume ratio of the first and second three-way catalysts, and controls the distribution ratio of the introduced air to the first three-way catalyst as the water temperature of the internal combustion engine rises. 2. The distribution means is controlled so as to gradually reduce the amount of introduced air to the second three-way catalyst and gradually increase the amount of introduced air to the second three-way catalyst. Item 3. An air introducing device for an exhaust pipe of an internal combustion engine according to Item 2.
第２の三元触媒の容量比に基づいて決め、内燃機関の始
動からの時間に伴って、上記第１の三元触媒への導入空
気量を徐々に減少させるとともに、上記第２の三元触媒
への導入空気量を徐々に増加させるように分配手段を制
御するようになっていることを特徴とする請求項１又は
請求項２記載の内燃機関の排気管内空気導入装置。4. The control unit determines the distribution ratio of the introduced air based on the capacity ratios of the first and second three-way catalysts, and the first three-way catalysts are set according to the time from the start of the internal combustion engine. 2. The distribution means is controlled so that the amount of air introduced into the second three-way catalyst is gradually decreased while the amount of air introduced into the second three-way catalyst is gradually decreased. An air introducing device for an exhaust pipe of an internal combustion engine according to claim 2.
量が０になる所定時間前に、上記第１の三元触媒への導
入空気の加熱を停止させるようになっていることを特徴
とする請求項３又は請求項４記載の内燃機関の排気管内
導入装置。5. The control unit stops heating of the air introduced into the first three-way catalyst before a predetermined time when the amount of air introduced into the first three-way catalyst becomes zero. The exhaust pipe introducing device for an internal combustion engine according to claim 3 or 4, characterized in that.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5210370A JP2944371B2 (en) | 1993-08-25 | 1993-08-25 | Air introduction device in exhaust pipe of internal combustion engine |
| US08/269,681 US5459999A (en) | 1993-07-05 | 1994-07-01 | Exhaust gas cleaner system for an internal combustion engine with catalytic converter supplied with secondary air |
| US08/467,925 US5560202A (en) | 1993-07-05 | 1995-06-06 | Exhaust gas cleaner system for an internal combustion engine with catalytic converter supplied with secondary air |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5210370A JP2944371B2 (en) | 1993-08-25 | 1993-08-25 | Air introduction device in exhaust pipe of internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0763049A true JPH0763049A (en) | 1995-03-07 |
| JP2944371B2 JP2944371B2 (en) | 1999-09-06 |
Family
ID=16588239
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5210370A Expired - Fee Related JP2944371B2 (en) | 1993-07-05 | 1993-08-25 | Air introduction device in exhaust pipe of internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2944371B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006207413A (en) * | 2005-01-26 | 2006-08-10 | Nissan Motor Co Ltd | Secondary air supply device for internal combustion engine |
| JP2009156223A (en) * | 2007-12-27 | 2009-07-16 | Yamaha Motor Co Ltd | Secondary air supply system and vehicle |
-
1993
- 1993-08-25 JP JP5210370A patent/JP2944371B2/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006207413A (en) * | 2005-01-26 | 2006-08-10 | Nissan Motor Co Ltd | Secondary air supply device for internal combustion engine |
| JP2009156223A (en) * | 2007-12-27 | 2009-07-16 | Yamaha Motor Co Ltd | Secondary air supply system and vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2944371B2 (en) | 1999-09-06 |
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