JPS62174524A - Secondary air supply device for exhaust gas system of vehicle - Google Patents
Secondary air supply device for exhaust gas system of vehicleInfo
- Publication number
- JPS62174524A JPS62174524A JP61017255A JP1725586A JPS62174524A JP S62174524 A JPS62174524 A JP S62174524A JP 61017255 A JP61017255 A JP 61017255A JP 1725586 A JP1725586 A JP 1725586A JP S62174524 A JPS62174524 A JP S62174524A
- Authority
- JP
- Japan
- Prior art keywords
- secondary air
- air supply
- timer
- supply device
- vehicle
- 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
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 7
- 230000003197 catalytic effect Effects 0.000 claims description 14
- 238000004880 explosion Methods 0.000 claims description 10
- 238000001514 detection method Methods 0.000 claims description 9
- 238000002485 combustion reaction Methods 0.000 abstract description 4
- 238000006243 chemical reaction Methods 0.000 abstract description 3
- 239000000498 cooling water Substances 0.000 abstract description 2
- 239000007789 gas Substances 0.000 description 10
- 238000007254 oxidation reaction Methods 0.000 description 5
- 239000002826 coolant Substances 0.000 description 3
- 239000000446 fuel Substances 0.000 description 3
- 239000007858 starting material Substances 0.000 description 3
- 235000014676 Phragmites communis Nutrition 0.000 description 2
- 239000003054 catalyst Substances 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 230000003647 oxidation Effects 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 230000001186 cumulative effect Effects 0.000 description 1
- 229910003460 diamond Inorganic materials 0.000 description 1
- 239000010432 diamond Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000002844 melting Methods 0.000 description 1
- 230000008018 melting Effects 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 230000010349 pulsation Effects 0.000 description 1
- 238000006722 reduction reaction Methods 0.000 description 1
Classifications
-
- 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
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
- Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
Landscapes
- Exhaust Gas After Treatment (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明はエンジンからの排気ガス中の有害成分をキャタ
ライザー（触媒コンバータ）によって除去するようにし
た車両の排気系への２次空気供給装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a secondary air supply device for a vehicle exhaust system, which uses a catalytic converter to remove harmful components from exhaust gas from an engine. .
（従来の技術） エンジンからの排気ガス中の有害成分（ＣＯ，ＨＣ：。(Conventional technology) Harmful components (CO, HC:) in exhaust gas from the engine.
ＮＯりの除去或いは生成を抑制して排気ガスを浄化する
装置としてキャタライザーが知られている。A catalytic converter is known as a device that purifies exhaust gas by removing or suppressing the generation of NO.
このキャタライザーはエキゾーストマニホールドとエキ
ゾーストパイプとの間等に設けられ、多孔質状の触媒表
面に排気ガスを接触させ、この接触により三元触媒にあ
ってはＧＯ，ＨＣの酸化反応の促進、ＮＯｘの還元反応
を促進するようにしたものである。This catalyzer is installed between the exhaust manifold and the exhaust pipe, etc., and brings the exhaust gas into contact with the porous catalyst surface, and this contact promotes the oxidation reaction of GO and HC and reduces NOx in the case of a three-way catalyst. It is designed to promote the reduction reaction.
そして、キャタライザーでの酸化促進のため、キャタラ
イザーよりも上流側のエキゾーストマニホールド内に２
次空気（外気）を導入することがなされている。そして
、２次空気の導入のタイミングとしては特開昭５９−５
８２２号に開示されるように、低負荷時、アイドル時、
減速時、始動時若しくはギヤチェンジ時に吸気管内の負
圧によって作動するショットエア弁装置を検出して、所
定時間タイマーを作動させて２次空気を導入することが
知られている。In order to promote oxidation in the catalytic converter, two
Next, air (outside air) is introduced. The timing of introducing secondary air is JP-A-59-5.
As disclosed in No. 822, at low load, at idle,
It is known to detect a shot air valve device operated by negative pressure in an intake pipe during deceleration, startup, or gear change, and to operate a timer for a predetermined period of time to introduce secondary air.
（発明が解決しようとする問題点）
上述したように始動時等の排気ガス中のＧＯ，ＨＣが高
濃度となる時期に２次空気を導入すれば。(Problems to be Solved by the Invention) As mentioned above, if secondary air is introduced at a time when the concentration of GO and HC in the exhaust gas is high, such as during startup.
キャタライザーにおけるＣＯ、ＩＣの酸化が促進される
が、従来にあってはスタータからの信号がオフになった
後、直ちに２次空気の供給を遮断している。Oxidation of CO and IC in the catalytic converter is promoted, but conventionally, the supply of secondary air is immediately cut off after the signal from the starter is turned off.
しかしながら、エンジンが完爆状態となた直後の排気ガ
ス中のＧＯ，ＨＣの濃度は始動時つまりセルモータによ
ってエンジン回転させている時とそれ程変らず、キャタ
ライザーの温度も活性化温度に対して低くなっており有
害成分がキャタライザーで十分に酸化されないことがあ
る。これを解決すべく、エンジン始動時にスタートする
タイマ一時間を長く設定しておくことも考えられるが、
このようにすると、酸化反応が促進し過ぎ、温度が上昇
し過ぎてキャタライザーの多孔質部分の溶損やＮＯｘの
増加を招くおそれがある。However, the concentration of GO and HC in the exhaust gas immediately after the engine reaches a complete explosion state is not much different from that at the time of starting, that is, when the engine is being rotated by the starter motor, and the temperature of the catalytic converter is also lower than the activation temperature. The catalytic converter may not oxidize the harmful components sufficiently. In order to solve this problem, it may be possible to set the timer that starts when the engine starts for a longer time.
If this is done, the oxidation reaction will be promoted too much and the temperature will rise too much, which may lead to melting loss of the porous portion of the catalytic converter and an increase in NOx.
（問題点を解決するための手段）
上記問題点を解決すべく本発明は、キャタライザーの上
流側への２次空気の供給をオン・オフする制御弁と、こ
の制御弁を開閉する開閉手段と、この開閉手段を一定時
間作動せしめるタイマーと、完爆状態検出手段からの出
力信号に基づいて前記タイマーにスタート信号を出力す
る制御手段とによって２次空気供給装置を構成した。(Means for Solving the Problems) In order to solve the above problems, the present invention provides a control valve that turns on and off the supply of secondary air to the upstream side of the catalytic converter, and an opening/closing means that opens and closes the control valve. A secondary air supply device is constituted by a timer for operating the opening/closing means for a certain period of time, and a control means for outputting a start signal to the timer based on an output signal from the complete explosion state detection means.
（作用）
バッテリからの信号、スタータからの信号或いはエンジ
ン回転数検出器からの信号等に基づいてエンジンが完爆
状態となったと判断すると、制御手段からの信号によっ
てタイマーが作動し、一定時間制御弁が開となり、キャ
タライザー上流側に２時空気が供給される。(Function) When it is determined that the engine is in a complete explosion state based on the signal from the battery, the starter, the engine speed detector, etc., the timer is activated by the signal from the control means and the engine is controlled for a certain period of time. The valve is opened and air is supplied to the upstream side of the catalytic converter.
（実施例） 以下に本発明の実施例を添付図面に基いて説明する。(Example) Embodiments of the present invention will be described below with reference to the accompanying drawings.
第１図は本発明に係る２次空気供給装置の概略構成図で
あり、燃料噴射装置を備えたＶ型エンジン（１）にはエ
アクリーナ装置（２）を通過した空気がスロットルバル
ブ（３）を介して供給され、エンジンからの排気ガスは
エキゾーストマニホールド（４）を介して排出され、こ
のエキゾーストマニホールド（４）の下流端にはキャタ
ライザー（５）が設けられ、このキャタライザー（５）
からエキゾーストパイプ（６）が導出されている。FIG. 1 is a schematic configuration diagram of a secondary air supply device according to the present invention, in which air that has passed through an air cleaner device (2) is supplied to a V-type engine (1) equipped with a fuel injection device through a throttle valve (3). Exhaust gas from the engine is discharged through an exhaust manifold (4), and a catalyzer (5) is provided at the downstream end of the exhaust manifold (4).
An exhaust pipe (6) is led out from there.
エキゾーストマニホールド（４）には０２センサー（７
）が取付けられ、このｏ２センサー（７）により排気ガ
ス中の０２濃度を検出しこの検出信号を電子制御装置（
Ｅ ＣＵ）に出力し、検出信号に基き、所定の空燃費（
Ａ／Ｆ）となるように燃料噴射装置に信号を出力するよ
うにしている。The exhaust manifold (4) has a 02 sensor (7
) is installed, this O2 sensor (7) detects the O2 concentration in the exhaust gas, and this detection signal is sent to the electronic control device (
Based on the detection signal, the predetermined air/fuel efficiency (
A/F) is output to the fuel injection device.
また、エキゾーストマニホールド（４）の前記キャタラ
イザー（５）よりも上流側で０２センサー（７）の近傍
には２次空気供給パイプ（８）が開口し、この２次空気
供給パイプ（８）は前記スロットルバルブ（３）の上流
側に連通ずるとともに中間部に制御弁（１０）を設けて
いる。この制御弁（ｌＯ）はダイヤプラムを備えており
、このダイヤフラムの作動でパイプ（８）の連通がオン
・オフされる。Further, a secondary air supply pipe (8) opens near the 02 sensor (7) on the upstream side of the catalytic converter (5) of the exhaust manifold (4), and this secondary air supply pipe (8) is connected to the A control valve (10) is provided in the intermediate portion and communicates with the upstream side of the throttle valve (3). This control valve (lO) is equipped with a diaphragm, and the operation of this diaphragm turns on and off communication of the pipe (8).
即ち、スロットルバルブ（３）の下流部とサージタンク
（１１）との間をパイプ（１２）で接続し、このサージ
タンク（１１）と前記制御弁（１０）のダイヤ２ラム室
とをパイプ（１３）、（１４）でつなぎ、パイプ（１３
） 。That is, the downstream part of the throttle valve (3) and the surge tank (11) are connected by a pipe (12), and the surge tank (11) and the diamond 2 ram chamber of the control valve (10) are connected by a pipe (12). Connect with pipes (13) and (14) and connect with pipes (13) and (14).
).
（１４）との接続部にソレノイド（１５）を設け、ＥＣ
Ｕ（電子制御装置）（１７）からの信号によりソレノイ
ド（１５）が所定時間作動し、この時間バルブ（１Ｂ）
が開となり、ダイヤフラム室に負圧が作用し、制御弁（
１０）が開き、さらに排気脈動によってリードバルブ（
９）が開弁されてスロットルバルブ（３）上流部からの
２次空気が、パイプ（８）を介してエキゾーストマニホ
ールド（４）内に供給される。尚、リードバルブ（９）
は排気脈動の正圧時には閉弁して吸気系への排気ガスの
逆流を防止している。A solenoid (15) is provided at the connection with (14), and the
The solenoid (15) operates for a predetermined period of time according to a signal from the U (electronic control unit) (17), and during this period the valve (1B)
opens, negative pressure acts on the diaphragm chamber, and the control valve (
10) opens, and the reed valve (
9) is opened, and secondary air from the upstream portion of the throttle valve (3) is supplied into the exhaust manifold (4) via the pipe (8). In addition, reed valve (9)
The valve closes when there is positive pressure due to exhaust pulsation to prevent backflow of exhaust gas to the intake system.
以上の如き構成からなる２次空気供給装置の制御例を第
２図に基いて説明する。An example of controlling the secondary air supply device having the above configuration will be explained based on FIG. 2.
先ず、スタートスイッチからの信号（Ｓｌ）がＥＣＵ
（１７）に入力すると、完爆状態にあるか否かを判断す
る。ここで、完爆状態とはスタートスイッチを元に戻し
てエンジンの運転が継続する状態を指し、この判断はス
タートスイッチからの信号（Ｓｌ）がオフとなり、エン
ジン回転数（Ｎｅ）が所定値以上となったことを検出す
る検出手段からの信号（Ｓ２）がオンの時、あるいは発
電器が発電状態となっているかを検出する検出手段から
の信号（Ｓ３）がオンのとき完爆状態となったと判断す
る。First, the signal (Sl) from the start switch is sent to the ECU
When inputting to (17), it is determined whether or not it is in a complete explosion state. Here, a complete explosion state refers to a state in which the start switch is returned to its original state and the engine continues to operate.This judgment is made when the signal (Sl) from the start switch is turned off and the engine speed (Ne) is above a predetermined value. When the signal (S2) from the detection means that detects that the generator is on, or when the signal (S3) from the detection means that detects whether the generator is in the generating state is on, the complete explosion state is reached. I judge that.
そして、完爆状態でないと判断した場合にはソレノイド
バルブ（１６）は閉とし、完爆状態になったと判断した
場合には、前記エンジン回転数（Ｎｅ）の検出手段から
の信号（Ｓ２）、エンジン冷却水温度（ＴＷ）の検出手
段からの信号（Ｓ４）及びスロットル開度（θｔｈ）の
検出手段からの信号（Ｓ５）に基づいてアイドル状態に
あるか否かを判別する。If it is determined that it is not in a complete explosion state, the solenoid valve (16) is closed, and if it is determined that it is in a complete explosion state, a signal (S2) from the engine rotation speed (Ne) detection means, It is determined whether the engine is in an idling state based on a signal (S4) from the engine coolant temperature (TW) detection means and a signal (S5) from the throttle opening (θth) detection means.
そして、アイドル状態にないと判別した場合には、制御
弁（１０）を閉とし、アイドル状態にあると判別した場
合には、エンジン冷却水温度（ＴＷ）に基いて制御弁（
１０）を開とするソレノイド（１５）の作動時間を決定
する。具体的には温度（ＴＷ）が２０℃以下の場合には
１０秒間、２０℃乃至５０℃の範囲にある場合には４３
秒間、５０℃以上の場合には１８秒間とする０次いでタ
イマーが始動してから上記温度（ＴＷ）に応じた作動時
間だけ制御弁（１０）が積算して開となったか否かを判
別する。そして、制御弁（１０）の精算した開弁状態時
間が上記の設定時間を超えていると判別した場合にはタ
イマーからソレノイド（１５）への信号は出力せず、制
御弁（ｌＯ）は閉状態とし、また制御弁（１０）の積算
した開弁状態時間が上記の設定時間となっていない場合
には、タイマーからの残りの時間分だけ持続する制御信
号によりソレノイド（１５）が作動し、バルブ（１Ｂ）
が開となり、制御弁（１０）のダイヤフラム室に負圧が
作用し、制御弁（１０）が残り時間だけ開となり、エキ
ゾーストマニホールド（４）内に２次空気が供給される
。If it is determined that the engine is not in the idle state, the control valve (10) is closed, and if it is determined that the engine is in the idle state, the control valve (10) is closed based on the engine coolant temperature (TW).
10) Determine the operating time of the solenoid (15) to open. Specifically, if the temperature (TW) is 20℃ or less, it is 10 seconds, and if it is in the range of 20℃ to 50℃, it is 43 seconds.
If the temperature is 50°C or higher, the time is 18 seconds.Then, after the timer starts, the control valve (10) integrates the operating time corresponding to the above temperature (TW) and determines whether it is opened or not. . If it is determined that the calculated open state time of the control valve (10) exceeds the above set time, the timer does not output a signal to the solenoid (15) and the control valve (lO) closes. state, and if the cumulative open state time of the control valve (10) has not reached the above set time, the solenoid (15) is activated by a control signal that lasts for the remaining time from the timer, Valve (1B)
is opened, negative pressure acts on the diaphragm chamber of the control valve (10), the control valve (10) is opened for the remaining time, and secondary air is supplied into the exhaust manifold (4).
具体例を挙げると、エンジン冷却水温度（ＴＷ）が２０
°Ｃ乃至５０°Ｃの場合にエンジンを始動し、完爆状態
で２０秒間アイ「ル状態とし、この後１０秒間走行し再
びアイドル状態になった場合には、最初のアイドル状態
の２０秒間制御弁（１０）が開となり１次の１０秒間は
制御弁（１０）は閉じ、２回目のアイドル状態となった
ときに残りの２３秒間だけ制御弁（ｌＯ）が開となる。To give a specific example, when the engine coolant temperature (TW) is 20
When the temperature is between °C and 50°C, start the engine, let it idle for 20 seconds in a complete combustion state, then run for 10 seconds, and when it returns to idle, it will be controlled for 20 seconds after the initial idle state. The control valve (10) is opened, the control valve (10) is closed for the first 10 seconds, and when the second idle state is reached, the control valve (10) is opened for the remaining 23 seconds.
尚、実施例にあってはタイマーの作動時間をエンジン冷
却水温度（ＴＷ）によって切換えるようにしたが、温度
（ＴＷ）にかかわらず一定の作動時間としてもよく、ま
た始動後の制御弁（ｌＯ）の開弁状態時間を積算しない
ようにしてもよい、またアイドル状態にあるか否かを判
別せずに制御弁（！０）を開としてもよい。In the embodiment, the operating time of the timer was changed depending on the engine cooling water temperature (TW), but it may be set to a constant operating time regardless of the temperature (TW), or the control valve (lO ) may not be integrated, or the control valve (!0) may be opened without determining whether or not it is in the idle state.
（発明の効果）
以上に説明したように本発明によれば、完爆状態となっ
た後に、制御弁を所定時間だけ開状態とするようにした
ので、キャタライザーの温度を過度に上昇することなく
キャタライザーの暖機促進及び酸化反応に必要な酸素供
給によって反応促進を図れ、排気ガス中の有害成分を有
効に低減することができる。(Effects of the Invention) As explained above, according to the present invention, the control valve is kept open for a predetermined period of time after a complete explosion occurs, so that the temperature of the catalytic converter does not rise excessively. By promoting warm-up of the catalytic converter and supplying oxygen necessary for the oxidation reaction, the reaction can be promoted, and harmful components in the exhaust gas can be effectively reduced.
第１図は本発明に係る２次空気供給装置の概略構成図、
第２図は本発明の実施例の作用を説明したフローチャー
トである。
尚、図面中（１）はエンジン、（４）はエキゾーストマ
ニホールド、（５）はキャタライザー、（８）は２次空
気供給パイプ、（１０）は制御弁、（１５）はソレノイ
ド、 （１７）は制御手段である。FIG. 1 is a schematic configuration diagram of a secondary air supply device according to the present invention,
FIG. 2 is a flowchart illustrating the operation of the embodiment of the present invention. In the drawing, (1) is the engine, (4) is the exhaust manifold, (5) is the catalyzer, (8) is the secondary air supply pipe, (10) is the control valve, (15) is the solenoid, and (17) is the It is a control means.
Claims (4)
のキャタライザーよりも上流側の排気系に制御弁を介し
て２次空気を供給するようにした排気系の２次空気供給
装置において、前記制御弁を開閉する開閉手段はタイマ
ーによって一定時間作動し、このタイマーは制御手段か
らのスタート信号によって作動し、この制御手段は完爆
状態検出手段からの出力信号に基づいて前記タイマーに
スタート信号を出力するようにしたことを特徴とする車
両の排気系への２次空気供給装置。(1) A secondary air supply device for an exhaust system in which a catalytic converter is provided in a part of the exhaust system of a vehicle, and secondary air is supplied to the exhaust system upstream of the catalytic converter via a control valve. The opening/closing means for opening and closing the control valve is operated for a certain period of time by a timer, this timer is operated by a start signal from the control means, and this control means sends a start signal to the timer based on an output signal from the complete explosion state detection means. A secondary air supply device to an exhaust system of a vehicle, characterized in that the device outputs secondary air to an exhaust system of a vehicle.
に基いてアイドル状態にある場合のみタイマーにスター
ト信号を出力するようにしたことを特徴とする特許請求
の範囲第１項記載の車両の排気系への２次空気供給装置
。(2) The exhaust gas of a vehicle according to claim 1, wherein the control means outputs a start signal to a timer only when the vehicle is in an idling state based on an output signal from an idling determining means. Secondary air supply device to the system.
ることを特徴とする特許請求の範囲第１項又は第２項の
いずれかに記載の車両の排気系への２次空気供給装置。(3) The secondary air supply device to the exhaust system of a vehicle according to claim 1 or 2, wherein the timer operates for an accumulated time after being started.
設定することを特徴とする特許請求の範囲第１項又は第
２項のいずれかに記載の車両の排気系への２次空気供給
装置。(4) The secondary air supply device to the exhaust system of a vehicle according to claim 1 or 2, wherein the operating time of the timer is set according to engine temperature.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61017255A JPS62174524A (en) | 1986-01-29 | 1986-01-29 | Secondary air supply device for exhaust gas system of vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61017255A JPS62174524A (en) | 1986-01-29 | 1986-01-29 | Secondary air supply device for exhaust gas system of vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62174524A true JPS62174524A (en) | 1987-07-31 |
| JPH0339169B2 JPH0339169B2 (en) | 1991-06-13 |
Family
ID=11938849
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61017255A Granted JPS62174524A (en) | 1986-01-29 | 1986-01-29 | Secondary air supply device for exhaust gas system of vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62174524A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5136842A (en) * | 1990-08-01 | 1992-08-11 | Siemens Aktiengesellschaft | Method for heating an exhaust gas catalytic converter |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS567486A (en) * | 1979-06-29 | 1981-01-26 | Sanyo Electric Co Ltd | Method of discriminating gap single crystal wafer |
| JPS5985418A (en) * | 1982-11-06 | 1984-05-17 | Honda Motor Co Ltd | Secondary air supply control device for engine |
-
1986
- 1986-01-29 JP JP61017255A patent/JPS62174524A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS567486A (en) * | 1979-06-29 | 1981-01-26 | Sanyo Electric Co Ltd | Method of discriminating gap single crystal wafer |
| JPS5985418A (en) * | 1982-11-06 | 1984-05-17 | Honda Motor Co Ltd | Secondary air supply control device for engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5136842A (en) * | 1990-08-01 | 1992-08-11 | Siemens Aktiengesellschaft | Method for heating an exhaust gas catalytic converter |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0339169B2 (en) | 1991-06-13 |
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