JPS6121555Y2 - - Google Patents
Info
- Publication number
- JPS6121555Y2 JPS6121555Y2 JP11047280U JP11047280U JPS6121555Y2 JP S6121555 Y2 JPS6121555 Y2 JP S6121555Y2 JP 11047280 U JP11047280 U JP 11047280U JP 11047280 U JP11047280 U JP 11047280U JP S6121555 Y2 JPS6121555 Y2 JP S6121555Y2
- Authority
- JP
- Japan
- Prior art keywords
- air
- negative pressure
- valve
- passage
- secondary air
- 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
Links
- 239000000446 fuel Substances 0.000 claims description 32
- 238000002485 combustion reaction Methods 0.000 claims description 8
- 230000007246 mechanism Effects 0.000 claims description 4
- 230000004044 response Effects 0.000 claims description 2
- 239000003054 catalyst Substances 0.000 description 8
- 239000007789 gas Substances 0.000 description 5
- 230000001105 regulatory effect Effects 0.000 description 4
- 230000008859 change Effects 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005192 partition Methods 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 235000014676 Phragmites communis Nutrition 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 238000000746 purification Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 239000006200 vaporizer Substances 0.000 description 1
Landscapes
- Exhaust Gas After Treatment (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Exhaust-Gas Circulating Devices (AREA)
Description
【考案の詳細な説明】
この考案は排気系に三元触媒を有し、内燃機関
の運転状態に応じて吸気系及び排気系の少なくと
も一方に２次空気を導入して吸気系又は排気系の
空燃比を理論空燃比に保持する内燃機関の空燃比
制御装置に関するものである。[Detailed description of the invention] This invention has a three-way catalyst in the exhaust system, and according to the operating condition of the internal combustion engine, secondary air is introduced into at least one of the intake system and the exhaust system. The present invention relates to an air-fuel ratio control device for an internal combustion engine that maintains an air-fuel ratio at a stoichiometric air-fuel ratio.
排気系に三元触媒を有する内燃機関（以後エン
ジンという）では触媒がその機能を十分に発揮す
る温度になつているようにするために触媒入ガス
の空燃比が常に理論空燃比となるよう要求されて
いる。この空燃比制御方法では空燃比がリツチの
場合吸気側の空燃比を空気で薄めるか、排気ガス
に空気を供給して触媒入りガスの空燃比を一定に
保持している。 In internal combustion engines (hereinafter referred to as engines) that have a three-way catalyst in the exhaust system, the air-fuel ratio of the gas entering the catalyst is always required to be the stoichiometric air-fuel ratio in order to ensure that the catalyst is at a temperature that allows it to fully perform its function. has been done. In this air-fuel ratio control method, when the air-fuel ratio is rich, the air-fuel ratio on the intake side is diluted with air, or air is supplied to the exhaust gas to keep the air-fuel ratio of the catalyst-containing gas constant.
然し吸気側に空気を送つて空燃比を制御する場
合において吸気管負圧の高い運転状態で空燃比リ
ツチの信号がでると空気弁が開かれて２次空気が
吸気系に導入されるが、空気弁が安価なON−
OFF式のものであると開弁と同時に多量の２次
空気が吸気系に一時に流入し、空燃比が急変す
る。一方O2センサからの信号によりコンピユー
タから発せられるリツチ、リーン信号のピツチは
一定しているので空燃比の基準値が薄目に設定さ
れていると空気弁の開弁による２次空気の流入に
より制御後の空燃比は理論値を大きく飛び越して
空燃比平均値がリーン側にずれて触媒入ガスの温
度が低下し、三元触媒がその機能を十分発揮でき
なくなる。又吸気管で空燃比が急変するとエンジ
ンのトルクが変動し、特に軽負荷運転中ではサー
ジングが発生することがある。 However, when controlling the air-fuel ratio by sending air to the intake side, if an air-fuel ratio rich signal is issued in an operating state with high intake pipe negative pressure, the air valve is opened and secondary air is introduced into the intake system. ON- with cheap air valve
If it is an OFF type, a large amount of secondary air will flow into the intake system at the same time as the valve opens, causing a sudden change in the air-fuel ratio. On the other hand, the pitch of the rich and lean signals issued by the computer based on the signal from the O 2 sensor is constant, so if the reference value of the air-fuel ratio is set to a low value, the air-fuel ratio is controlled by the inflow of secondary air by opening the air valve. The subsequent air-fuel ratio greatly exceeds the theoretical value, causing the average value of the air-fuel ratio to shift to the lean side, lowering the temperature of the gas entering the catalyst, and making it impossible for the three-way catalyst to perform its function satisfactorily. Furthermore, if the air-fuel ratio changes suddenly in the intake pipe, the engine torque will fluctuate, and surging may occur, especially during light load operation.
この考案は空燃比リツチの信号がでてもON−
OFF式の空気弁が徐々に開き、従つて空気弁を
通る２次空気の量が徐々に増加する空燃比制御装
置の提供を目的とする。 This device is ON even if the air-fuel ratio rich signal is output.
The object of the present invention is to provide an air-fuel ratio control device in which an OFF-type air valve gradually opens and the amount of secondary air passing through the air valve gradually increases.
以下実施例を示す図面によりこの考案を説明す
る。第１図はこの考案の第１実施例を示す。同図
において、１は気化器、２は吸気管、３は排気マ
ニホルドを示す。４はO2センサで排気マニホル
ド３に取りつけられ、その下流に三元触媒コンバ
ータ５が設けられている。O2センサ４はコード
６によりコンピユータ７に接続され、コンピユー
タ７はさらに負圧切換弁（以後VSVという）８
に接続されている。９はVSV８のエアフイルタ
である。VSV８は負圧ポート１０を有し、ポー
ト１０は負圧通路１２により気化器１のスロツト
ル弁１ａ下流の負圧取出しポート１ｂに連通して
いる。１１はVSV８の吐出ポートである。O2セ
ンサ４が空燃比リツチの信号を出した時はコンピ
ユータ７は両ポート１０，１１を連通させ、空燃
比リーンの信号を出した場合はエアフイルタ９と
ポート１１とを連通させる。 This invention will be explained below with reference to drawings showing embodiments. FIG. 1 shows a first embodiment of this invention. In the figure, 1 is a carburetor, 2 is an intake pipe, and 3 is an exhaust manifold. 4 is an O 2 sensor attached to the exhaust manifold 3, and a three-way catalytic converter 5 is provided downstream thereof. The O 2 sensor 4 is connected to a computer 7 by a cord 6, and the computer 7 further connects a negative pressure switching valve (hereinafter referred to as VSV) 8.
It is connected to the. 9 is the air filter of VSV8. The VSV 8 has a negative pressure port 10, and the port 10 communicates with a negative pressure outlet port 1b downstream of the throttle valve 1a of the carburetor 1 through a negative pressure passage 12. 11 is a discharge port of VSV8. When the O 2 sensor 4 outputs a signal indicating that the air-fuel ratio is rich, the computer 7 connects both ports 10 and 11, and when it outputs a signal indicating that the air-fuel ratio is lean, the computer 7 connects the air filter 9 and the port 11.
ポート１１は通路１３により負圧遅延弁（以後
VTVという）１４に連通している。VTV１４は
通路１５により空気弁１６の負圧室１７に連通す
る。VTV１４はその内部にオリフイス１４ａと
空気弁１６側に開くチエツク弁１４ｂとを有して
いる。 Port 11 is connected to a negative pressure delay valve (hereinafter referred to as
14 (referred to as VTV). VTV 14 communicates with negative pressure chamber 17 of air valve 16 through passage 15 . The VTV 14 has inside thereof an orifice 14a and a check valve 14b that opens toward the air valve 16 side.
空気弁１６はダイヤフラム１６ａにより前述の
負圧室１７と大気室１６ｂとに区画され、大気室
１６ｂは隔壁１６ｃにより弁室１６ｄと区画され
ている。ダイヤフラム１６ａには弁軸１８ａの一
端が取りつけられ、弁軸１８ａは隔壁１６ｃを気
密に、かつ摺動自在に貫通して他端に弁子１８を
有している。弁子１８は弁口１８ｂを開閉する。
弁口１８ｂの下流側（第１図で右側）にはリード
弁子１９が取りつけられている。空気弁１６は２
次空気通路２０により後述の２次空気切換弁２３
に連通し、２次空気通路２０は空気弁１６と２次
空気切換弁２３との間で枝管２１によりO2セン
サ４の上流で排気マニホルド３と連通している。
空気弁１６の弁室１６ｄは２次空気通路２９によ
りエアクリーナ３０のクリーンサイド３０ａと連
通している。負圧室１７には圧縮スプリング１６
ｅが挿入されている。 The air valve 16 is divided into the aforementioned negative pressure chamber 17 and an atmospheric chamber 16b by a diaphragm 16a, and the atmospheric chamber 16b is divided from a valve chamber 16d by a partition wall 16c. One end of a valve shaft 18a is attached to the diaphragm 16a, and the valve shaft 18a passes through the partition wall 16c airtightly and slidably and has a valve element 18 at the other end. The valve 18 opens and closes the valve port 18b.
A reed valve 19 is attached to the downstream side (right side in FIG. 1) of the valve port 18b. Air valve 16 is 2
A secondary air switching valve 23 (described later) is connected to the secondary air passage 20.
The secondary air passage 20 communicates with the exhaust manifold 3 upstream of the O 2 sensor 4 by a branch pipe 21 between the air valve 16 and the secondary air switching valve 23 .
The valve chamber 16d of the air valve 16 communicates with the clean side 30a of the air cleaner 30 through a secondary air passage 29. A compression spring 16 is provided in the negative pressure chamber 17.
e has been inserted.
２次空気切換弁２３は２次空気通路２２により
吸気管２に連通し、２次空気通路２０，２２間を
開閉している。２次空気切換弁２３の図示しない
定圧室は通路２６により後述の調圧弁２５に連通
し、調圧弁２５により定圧室の脈動排気圧が平滑
化されている。２次空気切換弁２３のダイヤフラ
ム式の負圧室２３ａは負圧通路２４により調圧弁
２５に連通している。 The secondary air switching valve 23 communicates with the intake pipe 2 through the secondary air passage 22, and opens and closes between the secondary air passages 20 and 22. A constant pressure chamber (not shown) of the secondary air switching valve 23 communicates with a pressure regulating valve 25 (described later) through a passage 26, and the pulsating exhaust pressure in the constant pressure chamber is smoothed by the pressure regulating valve 25. A diaphragm type negative pressure chamber 23a of the secondary air switching valve 23 communicates with a pressure regulating valve 25 through a negative pressure passage 24.
調圧弁２５は全閉位置のスロツトル弁１ａのや
や上流に違つた高さで位置する２個のポート１
ｃ，１ｄに通路２７，２８により連通し、ポート
１ｃ又は１ｄの圧力は負圧通路２４により２次空
気切換弁２３の負圧室２３ａに伝達される。この
負圧室２３ａの圧力により２次空気切換弁２３は
前述のように２次空気通路２０，２２間を開閉す
る。 The pressure regulating valve 25 has two ports 1 located at different heights slightly upstream of the throttle valve 1a in the fully closed position.
The pressure in the port 1c or 1d is transmitted to the negative pressure chamber 23a of the secondary air switching valve 23 through the negative pressure path 24. The pressure in the negative pressure chamber 23a causes the secondary air switching valve 23 to open and close the secondary air passages 20 and 22 as described above.
３１はアフターバーン防止用の負圧制御弁（以
後VCVという）で負圧通路３４により負圧通路
１２に連通し、又負圧通路３２により空気弁１６
の大気室１６ｂに連通している。３３はVCV３
１のフイルタである。空気弁１６の大気室１６ｂ
にはフイルタ３３を経た大気が通常供給されてい
る。スロツトル弁１ａの急閉により気化器１の負
圧取出しポート１ｂに高い負圧が発生するが、又
一方排気マニホルド３においてアフターバーンが
発生することがある。負圧取出しポート１ｂの負
圧は負圧通路１２，３４，VCV３１及び通路３
２を経て空気弁１６の大気室１６ｂに入る。この
結果弁子１８は弁口１８ｂを閉鎖して排気マニホ
ルド３から枝管２１を経て２次空気通路２０を溯
行するアフターバーンによる燃焼ガスをせき止め
る。 31 is a negative pressure control valve (hereinafter referred to as VCV) for afterburn prevention, which communicates with the negative pressure passage 12 through a negative pressure passage 34, and which connects to the air valve 16 through the negative pressure passage 32.
It communicates with the atmospheric chamber 16b. 33 is VCV3
1 filter. Atmospheric chamber 16b of air valve 16
is normally supplied with atmospheric air that has passed through a filter 33. A high negative pressure is generated in the negative pressure outlet port 1b of the carburetor 1 due to the sudden closing of the throttle valve 1a, but on the other hand, afterburn may occur in the exhaust manifold 3. The negative pressure of the negative pressure outlet port 1b is transferred to the negative pressure passages 12, 34, VCV 31 and passage 3.
2 and enters the atmospheric chamber 16b of the air valve 16. As a result, the valve element 18 closes the valve port 18b and blocks the combustion gas caused by afterburn that travels from the exhaust manifold 3 through the branch pipe 21 and back through the secondary air passage 20.
上記の構成において、O2センサ４が空燃比リ
ツチの信号を出すと、コンピユータ７はVSV８
を制御して負圧ポート１０と吐出ポート１１とを
連通させ、通路１３を介してVTV１４に吸気管
負圧を伝達する。VTV１４ではチエツク弁１４
ｂが急閉するので負圧はオリフイス１４ａを経て
徐々に通路１５、さらに空気弁１６の負圧室１７
に伝達され、弁子１８は弁口１８ｂを徐々に開
く。この結果エアクリーナ３０からの２次空気は
２次空気通路２９、弁口１８ｂ及び２次空気通路
２０を経てエンジンの運転状態により吸気管２又
は排気マニホルド３に徐々に導入される。なお２
次空気が吸気管２に導入される時は枝管２１から
のEGRガスも吸気管２に導入される。又、大量
の２次空気が必要となつた時は弁子１８は開き放
しになるためVTV１４はあまり悪影響を持たな
い。 In the above configuration, when the O 2 sensor 4 outputs a signal indicating that the air-fuel ratio is rich, the computer 7
is controlled to connect the negative pressure port 10 and the discharge port 11, and transmit the intake pipe negative pressure to the VTV 14 via the passage 13. Check valve 14 for VTV14
b is suddenly closed, the negative pressure gradually flows through the orifice 14a, into the passage 15, and then into the negative pressure chamber 17 of the air valve 16.
The valve element 18 gradually opens the valve port 18b. As a result, the secondary air from the air cleaner 30 is gradually introduced into the intake pipe 2 or the exhaust manifold 3 via the secondary air passage 29, the valve port 18b, and the secondary air passage 20, depending on the operating state of the engine. Note 2
When the next air is introduced into the intake pipe 2, the EGR gas from the branch pipe 21 is also introduced into the intake pipe 2. Furthermore, when a large amount of secondary air is required, the valve 18 is left open, so the VTV 14 does not have much of an adverse effect.
O2センサ４が空燃比リーンの信号を出すと、
コンピユータ７はVSV８を制御し負圧ポート１
０と吐出ポート１１との連通を絶ち、エアフイル
タ９と吐出ポート１１とを連通させる。この結果
大気はVTV１４に入り、チエツク弁１４ｂを急
開して遅延されることなく通路１５を経て空気弁
１６の負圧室１７に入る。その結果圧縮スプリン
グ１６ｅの作用で弁子１８は弁口１８ｂを急閉
し、２次空気の吸気管２又は排気マニホルド３へ
の過剰導入を防止する。 When the O2 sensor 4 outputs a lean air-fuel ratio signal,
Computer 7 controls VSV8 and negative pressure port 1
0 and the discharge port 11 are cut off, and the air filter 9 and the discharge port 11 are made to communicate with each other. As a result, the air enters the VTV 14 and enters the negative pressure chamber 17 of the air valve 16 through the passage 15 without any delay due to the sudden opening of the check valve 14b. As a result, the valve element 18 quickly closes the valve port 18b under the action of the compression spring 16e, thereby preventing excessive introduction of secondary air into the intake pipe 2 or the exhaust manifold 3.
第２図はこの考案の第２実施例を示す。なお、
第１実施例と同一の構成要素に対しては同一の番
号を附し、その説明を省く。第２実施例では通路
１３から第１実施例のVTV１４が除去され、そ
の代りに負圧通路３４が負圧通路１２から分岐す
る点より下流（VSV８側）の負圧通路１２に絞
り３６が設けられている。 FIG. 2 shows a second embodiment of this invention. In addition,
Components that are the same as those in the first embodiment are given the same numbers and their explanations will be omitted. In the second embodiment, the VTV 14 of the first embodiment is removed from the passage 13, and instead, a throttle 36 is provided in the negative pressure passage 12 downstream (on the VSV 8 side) of the point where the negative pressure passage 34 branches from the negative pressure passage 12. It is being
第２実施例においてO2センサ４から空燃比リ
ツチの信号が出るとVSV８において負圧ポート
１０と吐出ポート１１は連通するが負圧通路１２
を通る気化器１の負圧ポート１ｂの負圧は絞り３
６により徐々に空気弁１６の負圧室１７に伝達さ
れるので弁子１８は徐々に弁口１８ｂを開く。従
つて２次空気通路２０に導入される２次空気は
徐々に増加する。O2センサ４から空燃比リーン
の信号が出るとVSV８においてエアフイルタ９
と吐出ポート１０が連通するので大気は通路１５
を経てそのまま直ちに空気弁１６の負圧室１７に
導入され、弁子１８は弁口１８ｂを急閉する。 In the second embodiment, when the air-fuel ratio rich signal is output from the O 2 sensor 4, the negative pressure port 10 and the discharge port 11 communicate with each other in the VSV 8, but the negative pressure passage 12
The negative pressure of the negative pressure port 1b of the vaporizer 1 passing through the throttle 3
6, the negative pressure is gradually transmitted to the negative pressure chamber 17 of the air valve 16, so the valve element 18 gradually opens the valve port 18b. Therefore, the amount of secondary air introduced into the secondary air passage 20 increases gradually. When the air-fuel ratio lean signal is output from O2 sensor 4, air filter 9 is activated in VSV8.
and the discharge port 10 communicate with each other, so the atmosphere flows through the passage 15.
The air is then immediately introduced into the negative pressure chamber 17 of the air valve 16, and the valve 18 quickly closes the valve port 18b.
この考案は上述のように内燃機関の吸気管への
２次空気通路に負圧作動式の空気弁とその下流に
２次空気切換弁とを有し、２次空気通路は空気弁
と２次空気切換弁との間で排気マニホルドに連通
し、空気弁は負圧通路により吸気管と連通する負
圧室を有し、負圧通路は排気マニホルドに設けた
O2センサの信号により作動して前記負圧室に吸
気管負圧又は大気圧を導入する負圧切換弁を有
し、空気弁はその負圧室への吸気管負圧又は大気
圧の導入に対応して２次空気通路を開放又は閉鎖
し、２次空気切換弁は機関の運転状態に応じて２
次空気通路を開閉して吸気管及び排気マニホルド
の少なくとも一方に２次空気を導入する内燃機関
の空燃比制御装置において、前記空気通路に負圧
遅延弁或いは絞りのような負圧遅延機構を設けた
ものであるから次のような優れた効果を有する。 As mentioned above, this device has a negative pressure operated air valve in the secondary air passage to the intake pipe of an internal combustion engine and a secondary air switching valve downstream of the air valve. The air switching valve communicates with the exhaust manifold, the air valve has a negative pressure chamber that communicates with the intake pipe through a negative pressure passage, and the negative pressure passage is provided in the exhaust manifold.
It has a negative pressure switching valve that is activated by a signal from the O 2 sensor to introduce intake pipe negative pressure or atmospheric pressure into the negative pressure chamber, and the air valve is configured to introduce intake pipe negative pressure or atmospheric pressure into the negative pressure chamber. The secondary air passage is opened or closed in response to the
In an air-fuel ratio control device for an internal combustion engine that opens and closes a secondary air passage to introduce secondary air into at least one of an intake pipe and an exhaust manifold, the air passage is provided with a negative pressure delay mechanism such as a negative pressure delay valve or a throttle. It has the following excellent effects.
(イ) ON−OFF式の空気弁が開閉しても２次空気
通路には徐々に２次空気が導入されるから吸気
管における空燃比は急変しない。従つて空燃比
急変により誘発されるトルク変動に基づくサー
ジング現象が防止される。(a) Even when the ON-OFF type air valve opens and closes, secondary air is gradually introduced into the secondary air passage, so the air-fuel ratio in the intake pipe does not change suddenly. Therefore, surging phenomena based on torque fluctuations induced by sudden changes in the air-fuel ratio are prevented.
(ロ) 空燃比の変動が緩やかであるので三元触媒に
よるNOxの浄化率が高められ、NOx低減対策
のために悪化傾向になる燃費が改善される。(b) Since the air-fuel ratio fluctuates slowly, the NOx purification rate by the three-way catalyst is increased, and fuel efficiency, which tends to deteriorate due to NOx reduction measures, is improved.
(ハ) 安価で構造の簡単なON−OFF式の空気弁を
使用できるので従来の１次側への補正空気用の
高価なリニヤ制御式空気弁を使用しなくても済
み経済的である。(c) Since an ON-OFF type air valve that is inexpensive and has a simple structure can be used, there is no need to use the conventional expensive linear control type air valve for correction air to the primary side, making it economical.
第１図はこの考案の第１実施例の説明図、第２
図は第２実施例の要部の説明図である。
２……吸気管、３……排気マニホルド、４……
O2センサ、８……負圧切換弁（VSV）、１２……
負圧通路、１４……負圧遅延弁（負圧遅延機構）
（VTV）、１６……空気弁、１７……負圧室、２
０，２２，２９……２次空気通路、２３……２次
空気切換弁、３６……絞り（負圧遅延機構）。
Figure 1 is an explanatory diagram of the first embodiment of this invention;
The figure is an explanatory diagram of the main part of the second embodiment. 2...Intake pipe, 3...Exhaust manifold, 4...
O 2 sensor, 8... Negative pressure switching valve (VSV), 12...
Negative pressure passage, 14... Negative pressure delay valve (negative pressure delay mechanism)
(VTV), 16...Air valve, 17...Negative pressure chamber, 2
0, 22, 29... Secondary air passage, 23... Secondary air switching valve, 36... Throttle (negative pressure delay mechanism).
Claims (1)
式の空気弁とその下流に２次空気切換弁とを有
し、２次空気通路は空気弁と２次空気切換弁との
間で排気マニホルドに連通し、空気弁は負圧通路
により吸気管と連通する負圧室を有し、負圧通路
は排気マニホルドに設けたO2センサの信号によ
り作動して前記負圧室に吸気管負圧又は大気圧を
導入する負圧切換弁を有し、空気弁はその負圧室
への吸気管負圧又は大気圧の導入に対応して２次
空気通路を開放又は閉鎖し、２次空気切換弁は機
関の運転状態に応じて２次空気通路を開閉して吸
気管及び排気マニホルドの少なくとも一方に２次
空気を導入する型式の内燃機関の空燃比制御装置
であつて、前記負圧通路には負圧遅延機構が設け
られていることを特徴とする内燃機関の空燃比制
御装置。 The secondary air passage to the intake pipe of the internal combustion engine has a negative pressure operated air valve and a secondary air switching valve downstream thereof, and the secondary air passage is connected between the air valve and the secondary air switching valve. The air valve has a negative pressure chamber that communicates with the intake pipe through a negative pressure passage, and the negative pressure passage is actuated by a signal from an O 2 sensor installed in the exhaust manifold to connect the intake pipe to the negative pressure chamber. It has a negative pressure switching valve that introduces negative pressure or atmospheric pressure, and the air valve opens or closes the secondary air passage in response to the introduction of intake pipe negative pressure or atmospheric pressure into the negative pressure chamber, and An air switching valve is an air-fuel ratio control device for an internal combustion engine that opens and closes a secondary air passage depending on the operating state of the engine to introduce secondary air into at least one of an intake pipe and an exhaust manifold. An air-fuel ratio control device for an internal combustion engine, characterized in that a passage is provided with a negative pressure delay mechanism.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11047280U JPS6121555Y2 (en) | 1980-08-04 | 1980-08-04 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11047280U JPS6121555Y2 (en) | 1980-08-04 | 1980-08-04 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5733248U JPS5733248U (en) | 1982-02-22 |
| JPS6121555Y2 true JPS6121555Y2 (en) | 1986-06-27 |
Family
ID=29471607
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11047280U Expired JPS6121555Y2 (en) | 1980-08-04 | 1980-08-04 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6121555Y2 (en) |
-
1980
- 1980-08-04 JP JP11047280U patent/JPS6121555Y2/ja not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5733248U (en) | 1982-02-22 |
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