JPS63212750A - Abnormality detecting device for secondary air feeding mechanism - Google Patents
Abnormality detecting device for secondary air feeding mechanismInfo
- Publication number
- JPS63212750A JPS63212750A JP62043058A JP4305887A JPS63212750A JP S63212750 A JPS63212750 A JP S63212750A JP 62043058 A JP62043058 A JP 62043058A JP 4305887 A JP4305887 A JP 4305887A JP S63212750 A JPS63212750 A JP S63212750A
- Authority
- JP
- Japan
- Prior art keywords
- secondary air
- fuel
- feeding mechanism
- abnormal
- fuel ratio
- 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
- 230000005856 abnormality Effects 0.000 title claims abstract description 13
- 239000000446 fuel Substances 0.000 claims abstract description 41
- 230000002159 abnormal effect Effects 0.000 claims abstract description 15
- 238000001514 detection method Methods 0.000 claims description 7
- 239000000203 mixture Substances 0.000 claims description 4
- 239000003054 catalyst Substances 0.000 abstract description 14
- 238000002347 injection Methods 0.000 abstract description 7
- 239000007924 injection Substances 0.000 abstract description 7
- 230000006866 deterioration Effects 0.000 abstract description 6
- 230000003416 augmentation Effects 0.000 abstract 2
- 238000000034 method Methods 0.000 description 12
- 239000007789 gas Substances 0.000 description 5
- 238000011144 upstream manufacturing Methods 0.000 description 4
- 238000002485 combustion reaction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 235000014676 Phragmites communis Nutrition 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000013021 overheating Methods 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 238000000746 purification Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
- F01N2550/14—Systems for adding secondary air into exhaust
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/04—Methods of control or diagnosing
- F01N2900/0421—Methods of control or diagnosing using an increment counter when a predetermined event occurs
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Exhaust Gas After Treatment (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、排気系に二次空気を供給する機構の異常検出
装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an abnormality detection device for a mechanism that supplies secondary air to an exhaust system.
排気ガス中に含まれるＨＣ、ＣＯおよびＮＯｘの有害成
分を浄化するため、エンジンの排気系に三元触−媒が設
けられることがあり、このようなエンジンにおいて、三
元触媒を有効に作用させるため排気ガスは理論空燃比に
制御される。しかし、例えば冷間時あるいは減速時には
、ＨＣおよびｃｏを低減するために排気系に二次空気が
供給されて空燃比がリーン状態に制御され、また高負荷
運転時等には１、触媒が過熱状態になってその浄化性能
が低下するのを防止するため、吸気系における燃料供給
量が増ｉｔ（以下、ＯＴ増量という）されて空燃比がリ
ッチ状態に制御される。In order to purify harmful components such as HC, CO, and NOx contained in exhaust gas, a three-way catalyst is sometimes installed in the exhaust system of an engine. Therefore, the exhaust gas is controlled to the stoichiometric air-fuel ratio. However, during cold conditions or deceleration, secondary air is supplied to the exhaust system to reduce HC and CO, and the air-fuel ratio is controlled to a lean state, and during high-load operation, the catalyst becomes overheated. In order to prevent the purification performance from decreasing due to this condition, the amount of fuel supplied to the intake system is increased (hereinafter referred to as OT increase) to control the air-fuel ratio to a rich state.
もし、二次空気供給機構のバルブに排気ガス中の異物が
かみ込んで、このバルブが閉塞しなくなり、二次空気が
常時導入される状態になった場合、ＯＴ増量が実行され
ると、このＯＴ増量によって発生したＨＣおよびＣＯと
空気とが高温の触媒に同時に供給されることになる。こ
の結果、触媒における反応が急激に進み、これにより触
媒が過熱状態になって、熱劣化をきたすという問題が生
じる。If foreign matter in the exhaust gas gets stuck in the valve of the secondary air supply mechanism, and this valve is no longer blocked and secondary air is constantly introduced, when OT increase is performed, this HC and CO generated by the OT increase and air are simultaneously supplied to the high temperature catalyst. As a result, the reaction in the catalyst rapidly progresses, causing the catalyst to become overheated and cause thermal deterioration.
なお、特願昭６１−２５５７４３号において、この問題
とは逆に、二次空気供給時に所定時間以上リッチ状態が
ｍ続した場合、二次空気供給機構が異常であると判定す
る内容の発明が出願されている。In contrast to this problem, Japanese Patent Application No. 61-255743 discloses an invention that determines that the secondary air supply mechanism is abnormal if the rich state continues for a predetermined period of time or more during secondary air supply. An application has been filed.
上記問題を解決するため、本発明に係る異常検出装置は
、第１図の発明の構成図に示す構成を有する。すなわち
、本発明は、燃料供給量を増量させて混合気の空燃比を
リッチ状態にする燃料増量手段Ａと、混合気の空燃比を
検出する手段Ｂと、上記燃料増量手段Ａによる燃料の増
量中、空燃比が一定期間以上にわたってリーン状態のと
き二次空気供給機構Ｃが異常であると判定する手段りと
を備えることを特徴としてし°する。In order to solve the above problem, an abnormality detection device according to the present invention has a configuration shown in the configuration diagram of the invention in FIG. That is, the present invention includes a fuel increasing means A for increasing the amount of fuel supplied to bring the air-fuel ratio of the air-fuel mixture into a rich state, a means B for detecting the air-fuel ratio of the air-fuel mixture, and a method for increasing the amount of fuel by the fuel increasing means A. The present invention is characterized by comprising means for determining that the secondary air supply mechanism C is abnormal when the air-fuel ratio is in a lean state for a predetermined period or more.
以下図示実施例により本発明を説明する。 The present invention will be explained below with reference to illustrated embodiments.
第２図は本発明の一実施例を適用したエンジンを示す、
シリンダブロック１１に形成されたシリンダボア１２に
はピストン１３が摺動自在に収容され、シリンダヘッド
１４とシリンダボア１２とピストン１３とにより、燃焼
室１５が形成される。FIG. 2 shows an engine to which an embodiment of the present invention is applied.
A piston 13 is slidably accommodated in a cylinder bore 12 formed in the cylinder block 11, and a combustion chamber 15 is formed by the cylinder head 14, cylinder bore 12, and piston 13.
シリンダヘッド１４には吸気ボート１６と排気ポー）１
７とが穿設され、吸気ボー）１６は吸気弁１８により、
また排気ボート１７は排気弁１９により、それぞれ開閉
される。点火栓２１は一シリンダへラド１４に取付けら
れ、その電極を燃焼室１５内に臨ませる０点火栓２１に
連結されたディストリビユータ２２には、回転数センサ
２３が設けられる。The cylinder head 14 has an intake boat 16 and an exhaust port) 1
7 is bored, and the intake valve 16 is opened by the intake valve 18.
Further, the exhaust boat 17 is opened and closed by an exhaust valve 19, respectively. The spark plug 21 is attached to the cylinder head 14, and the distributor 22 connected to the spark plug 21 whose electrode faces into the combustion chamber 15 is provided with a rotation speed sensor 23.
吸気ボート１６に連通ずる吸気通路３１の上流側には、
吸入空気量を計測するエアフロメータ３２が設けられる
。スロットル弁３３はエアフロメータ３２の下流側に配
設され、スロットル弁３３の軸にはこのスロットル弁３
３の開度が所定値以下になったことを検出するアイドル
スイッチ３４が連結される。燃料噴射弁３５は吸気通路
２２の最も下流側に設けられる。なおシリンダブロック
１１には、冷却水温を検出する水温センサ３６が取付け
られる。On the upstream side of the intake passage 31 communicating with the intake boat 16,
An air flow meter 32 is provided to measure the amount of intake air. The throttle valve 33 is disposed downstream of the air flow meter 32, and the throttle valve 33 is attached to the shaft of the throttle valve 33.
An idle switch 34 is connected to detect that the opening degree of No. 3 has become less than a predetermined value. The fuel injection valve 35 is provided at the most downstream side of the intake passage 22. Note that a water temperature sensor 36 is attached to the cylinder block 11 to detect the cooling water temperature.
排気ボート１７に連通ずる排気通路４１の下流側には三
元触媒４２が設けられ、三元触媒４２の上流側には排気
ガス中の酸素濃度を検出するＯ。A three-way catalyst 42 is provided on the downstream side of the exhaust passage 41 that communicates with the exhaust boat 17, and an O sensor for detecting the oxygen concentration in the exhaust gas is provided on the upstream side of the three-way catalyst 42.
センサ４３が設けられる。二次空気供給機構４４は、排
気通路４１の０！センサ４３よりも上流側に二次空気を
供給するものであり、排気通路４１から分岐して大気に
連通ずる供給管４５を有する。A sensor 43 is provided. The secondary air supply mechanism 44 is the 0! of the exhaust passage 41! It supplies secondary air to the upstream side of the sensor 43, and has a supply pipe 45 that branches from the exhaust passage 41 and communicates with the atmosphere.
供給管４５は空気切換弁４６により開閉される。The supply pipe 45 is opened and closed by an air switching valve 46.
空気切換弁４６は弁体４６ａとダイヤフラム４６ｂとば
ね４６ｃとを有し、弁体４６ａは、ダイヤフラム４６ｂ
により区画される変圧室４６ｄに負圧が導かれたとき開
弁し、変圧室４６ｄに大気圧が導かれたときばね４６ｃ
の弾発力により閉弁する。変圧室４６ｄに対する負圧も
しくは大気圧の導入は、負圧切換弁４７により行なわれ
る。供給管４５の最も上流側にはフィルタ４８が設けら
れ、このフィルタ４８と空気切換弁４６の間には、空気
がフィルタ４８側へ逆流するのを防止するためリード弁
４９が設けられる。二次空気の供給、すなわち負圧切換
弁４７の切換制御は後述する制御回路５１により行なわ
れる。The air switching valve 46 has a valve body 46a, a diaphragm 46b, and a spring 46c, and the valve body 46a has a diaphragm 46b.
The valve opens when negative pressure is introduced into the variable pressure chamber 46d defined by the spring 46c, and when atmospheric pressure is introduced into the variable pressure chamber 46d.
The valve closes due to the elastic force of. Negative pressure or atmospheric pressure is introduced into the variable pressure chamber 46d by a negative pressure switching valve 47. A filter 48 is provided at the most upstream side of the supply pipe 45, and a reed valve 49 is provided between the filter 48 and the air switching valve 46 to prevent air from flowing back toward the filter 48. The supply of secondary air, that is, the switching control of the negative pressure switching valve 47 is performed by a control circuit 51, which will be described later.
制御回路５１はマイクロコンピュータを有し、二次空気
の供給制御の他、ＯＴ増量の制御および二次空気供給機
構４４の異常検出を行なう。制御回路５１は、マイクロ
プロセシングユニット（ＭＰＵ）５２と、メモリ５３と
、入力ボート５４と、出力ボート５５とを有し、これら
はバス５６により相互に連結される。入力ボート５４に
は回転数センサ２３、エアフロメータ３２、アイドルス
イッチ３４、水温センサ３６、およびＯｔセンサ４３が
連結され、また出力ボート５５には燃料噴射弁３５、お
よび車両の計器板に設けられた警告灯６１が連結される
。The control circuit 51 includes a microcomputer, and in addition to controlling the supply of secondary air, controls an increase in OT and detects an abnormality in the secondary air supply mechanism 44. The control circuit 51 includes a microprocessing unit (MPU) 52, a memory 53, an input port 54, and an output port 55, which are interconnected by a bus 56. The input boat 54 is connected with a rotation speed sensor 23, an air flow meter 32, an idle switch 34, a water temperature sensor 36, and an Ot sensor 43, and the output boat 55 is connected with a fuel injection valve 35 and a fuel injection valve provided on the instrument panel of the vehicle. A warning light 61 is connected.
第３図は制御回路５１によるＯＴ増量の制御ルーチンの
フローチャートを示す、この制御ルーチンは一定のクラ
ンク角において割込み処理される。FIG. 3 shows a flowchart of a control routine for OT increase by the control circuit 51. This control routine is interrupted at a constant crank angle.
ステップ１０１では禁止フラグｆ、が０か否かを判別し
、禁止フラグｆ、が０のときＯＴ増量の制御を行なうべ
くステップ１０２へ進み、禁止フラグｆ、が１のとき、
ＯＴ増量の制御を禁止すべくスチップ１０２．１０３を
飛ばしてステップ１０６へ進む。In step 101, it is determined whether the prohibition flag f is 0 or not, and when the prohibition flag f is 0, the process proceeds to step 102 to control the OT increase, and when the prohibition flag f is 1,
Steps 102 and 103 are skipped and the process proceeds to step 106 to prohibit the control of OT increase.
この禁止フラグｆＰは、予め０に設定されており、第４
図に示す異常検出ルーチンにより、二次空気供給機構４
４が異常であると判定されたときｌに定められる。禁止
フラグｆ、が０の場合、すなわち二次空気供給機構４４
が正常の場合、ステップ１０２へ進み、吸入空気量Ｑが
所定値００以上か否か、すなわち高負荷運転状態か否か
を判別する。This prohibition flag fP is set to 0 in advance, and the fourth
By the abnormality detection routine shown in the figure, the secondary air supply mechanism 4
4 is determined to be abnormal, it is set to l. When the prohibition flag f is 0, that is, the secondary air supply mechanism 44
If it is normal, the process proceeds to step 102, where it is determined whether the intake air amount Q is greater than or equal to a predetermined value 00, that is, whether or not the engine is in a high-load operating state.
高負荷運転状態か否かは、スロットル弁３３の開度によ
って判別されてもよい、高負荷運転状態であれば、ステ
ップ１０４へ進んで増量フラグｆ。Ｔに１を設定した後
、ステップ１０５において燃料噴射量を通常の運転状態
よりも増量させる制御（ＯＴ増量）を行ない、このルー
チンを終了する。逆に高負荷運転状態でない場合、ステ
ップ１０３へ進んでエンジン回転数Ｎが所定値Ｎｏ以上
の高回転運転状態か否かを判別し、高回転運転状態であ
ればステップ１０４．１０５を実行してＯＴ増量を行な
い、高回転運転状態でなければステップ１０６へ進んで
増量フラグｒｏｔを０に定め、このルーチンを終了する
。ステップ１０１において、禁止フラグｆ、が１の場合
、すなわち二次空気供給機構４４が異常の場合、ステッ
プ１０６へ進んで増量フラグｒｏｔを０に定める。Whether or not it is a high load operating state may be determined based on the opening degree of the throttle valve 33. If it is a high load operating state, the process proceeds to step 104 and the increase flag f is set. After setting T to 1, in step 105 control is performed to increase the fuel injection amount compared to the normal operating state (OT increase), and this routine ends. Conversely, if the engine is not in a high-load operating state, the process proceeds to step 103, where it is determined whether the engine is in a high-rpm operating state where the engine speed N is equal to or higher than a predetermined value No. If the engine is in a high-rpm operating state, steps 104 and 105 are executed. If the OT fuel is increased and the engine is not in a high-speed operation state, the process proceeds to step 106, the fuel increase flag rot is set to 0, and this routine ends. In step 101, if the prohibition flag f is 1, that is, if the secondary air supply mechanism 44 is abnormal, the process proceeds to step 106, and the increase flag rot is set to 0.
第４図は制御回路５１による異常検出ルーチンのフロー
チャートを示す、この異常検出ルーチンは一定時間毎、
例えば８ｍ５ｅｃ毎に割込み処理される。FIG. 4 shows a flowchart of an abnormality detection routine performed by the control circuit 51. This abnormality detection routine is performed at fixed time intervals.
For example, interrupt processing is performed every 8m5ec.
ステップ１１１では増量フラグｒｏｔが１か否か、すな
わち、現在、ＯＴ増量を実行中か否かを判別する。ＯＴ
増量が行なわれていないとき、ステップ１１３へ進んで
カウンタＣＯｘをＯにクリアしてこのルーチンを終了す
る。ＯＴ増量が行なわれているとき、ステップ１１２へ
進み、Ｏｔセンサ４３の出力信号に基いて空燃比がリー
ン状態であるか否かを判別する。空燃比がリーン状態の
とき、二次空気供給機構４４が異常である可能性があり
、ステップ１１４へ進んでカウンタＣｏｘを１だけイン
クリメントし、ステップ１１６へ進む、これに対し、空
燃比がリッチ状態のとき、二次空気供給機構４４は正常
であり、ステップ１１５においてカウンタＣＯｘを０に
クリアした後、ステップ１１６へ進む。In step 111, it is determined whether the increase flag rot is 1, that is, whether OT increase is currently being executed. O.T.
If the amount has not been increased, the routine proceeds to step 113, where the counter COx is cleared to O, and this routine ends. When the OT fuel increase is being performed, the process proceeds to step 112, and it is determined whether the air-fuel ratio is in a lean state based on the output signal of the Ot sensor 43. When the air-fuel ratio is in a lean state, there is a possibility that the secondary air supply mechanism 44 is abnormal, and the process proceeds to step 114, where the counter Cox is incremented by 1, and the process proceeds to step 116.On the other hand, when the air-fuel ratio is in a rich state At this time, the secondary air supply mechanism 44 is normal, and after clearing the counter COx to 0 in step 115, the process proceeds to step 116.
ステップ１１６ではカウンタＣＯｘが設定値以上か否か
、すなわち０２センサ４３がリーン信号を出力し続けて
いる時間が設定値以上か否かを判別する。In step 116, it is determined whether the counter COx is greater than or equal to the set value, that is, whether the time period during which the 02 sensor 43 continues to output the lean signal is greater than or equal to the set value.
カウンタＣｏｘが設定値以上の場合、排気通路４１に二
次空気が供給されており二次空気供給機構４４が異常で
ある可能性があると判断し、ステップ１１７において禁
止フラグｆ、に１を設定するとともに、ステップ１１８
において警告灯６１を点灯させ、このルーチンを終了す
る。一方、ステップ１１６においてカウンタＣＯｘが設
定値より小さい場合、ステップ１１７．１１８を飛ばし
てこのルーチンを終了する。If the counter Cox is equal to or greater than the set value, it is determined that secondary air is being supplied to the exhaust passage 41 and there is a possibility that the secondary air supply mechanism 44 is abnormal, and the prohibition flag f is set to 1 in step 117. At the same time, step 118
At this point, the warning light 61 is turned on, and this routine ends. On the other hand, if the counter COx is smaller than the set value in step 116, steps 117 and 118 are skipped and this routine ends.
上述のように、ステップ１１６においてカウンタＣＯｘ
が設定値以上の場合、すなわちＯＴ増量中にも拘らずリ
ーン状態が継続している場合、一部の気筒において燃料
噴射弁３５がコネクタ外れ等により燃料を噴射しなくな
っている可能性もあるが、本実施例では二次空気供給機
構４４が異常であるかもしれないと判断している。もし
、二次空気供給機構４４が異常であり、二次空気を供給
し続けていると、三次触媒４２にはＯＴ増量によって生
じたＨＣおよびｃｏと二次空気とが同時に供給されるこ
ととなり、触媒４２は、過熱状態となって熱劣化を生じ
るおそれがある。そこでステップ１１７において禁止フ
ラグｆ、を１にセットしてその後のＯＴ増量を禁止する
とともに、警告灯６１を点灯させ、運転者に異常状態を
知らせる。As mentioned above, in step 116 the counter COx
If is above the set value, that is, if the lean state continues despite the OT increase, there is a possibility that the fuel injection valve 35 in some cylinders has stopped injecting fuel due to disconnection of the connector, etc. In this embodiment, it is determined that the secondary air supply mechanism 44 may be abnormal. If the secondary air supply mechanism 44 is abnormal and continues to supply secondary air, the tertiary catalyst 42 will be supplied with HC and co generated by the OT increase and secondary air at the same time. The catalyst 42 may become overheated and suffer thermal deterioration. Therefore, in step 117, the prohibition flag f is set to 1 to prohibit subsequent OT increase, and the warning light 61 is turned on to notify the driver of the abnormal condition.
しかして本実施例によれば、二次空気供給機構４４が異
常状態になったとき、触媒４２が過熱状態となって熱劣
化をきたすことが防止され、したがって二次空気供給機
構４４の異常が回復した時、触媒はすぐに正常な浄化作
用を発揮することができ、排気ガスエミッションの悪化
を防止することができる。According to this embodiment, when the secondary air supply mechanism 44 becomes abnormal, the catalyst 42 is prevented from becoming overheated and thermally deteriorated, and therefore the abnormality of the secondary air supply mechanism 44 is prevented. When the catalyst recovers, it can immediately perform its normal purifying action and prevent deterioration of exhaust gas emissions.
なお、二次空気供給機構４４は本実施例のものに限定さ
れず、エアポンプを有するものであってもよい。Note that the secondary air supply mechanism 44 is not limited to that of this embodiment, and may include an air pump.
以上のように本発明によれば、二次空気供給機構の異常
を確実に検出することができ、この異常に基く三元触媒
の過熱および熱劣化を防止することができる。As described above, according to the present invention, an abnormality in the secondary air supply mechanism can be reliably detected, and overheating and thermal deterioration of the three-way catalyst due to this abnormality can be prevented.
第１図は発明の構成図、
第２図は本発明の一実施例を適用したエンジンを示す断
面図、
第３図は燃料増量制御ルーチンのフローチャート、
第４図は二次空気供給機構の異常検出ルーチンのフロー
チャートである。
３５・・・燃料噴射弁
４１・・・排気通路
４４・・・二次空気供給機構
５１・・・制御回路
Ａ Ｃ
第１図
第３図
第４図 −Fig. 1 is a configuration diagram of the invention, Fig. 2 is a sectional view showing an engine to which an embodiment of the invention is applied, Fig. 3 is a flowchart of a fuel increase control routine, and Fig. 4 is an abnormality in the secondary air supply mechanism. It is a flowchart of a detection routine. 35...Fuel injection valve 41...Exhaust passage 44...Secondary air supply mechanism 51...Control circuit A C Fig. 1 Fig. 3 Fig. 4 -
Claims (1)
あって、燃料供給量を増量させて混合気の空燃比をリッ
チ状態にする燃料増量手段と、混合気の空燃比を検出す
る手段と、上記燃料増量手段による燃料の増量中、空燃
比が一定期間以上にわたってリーン状態のとき上記機構
が異常であると判定する手段とを備えることを特徴とす
る二次空気供給機構の異常検出装置。1. An abnormality detection device for a mechanism that supplies secondary air to the exhaust system, which includes a fuel increasing means for increasing the amount of fuel supplied to make the air-fuel ratio of the air-fuel mixture rich, and detecting the air-fuel ratio of the air-fuel mixture. and means for determining that the mechanism is abnormal when the air-fuel ratio is in a lean state for a predetermined period or more during fuel increase by the fuel increase means. Device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62043058A JP2576487B2 (en) | 1987-02-27 | 1987-02-27 | Fuel supply control device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62043058A JP2576487B2 (en) | 1987-02-27 | 1987-02-27 | Fuel supply control device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63212750A true JPS63212750A (en) | 1988-09-05 |
| JP2576487B2 JP2576487B2 (en) | 1997-01-29 |
Family
ID=12653273
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62043058A Expired - Fee Related JP2576487B2 (en) | 1987-02-27 | 1987-02-27 | Fuel supply control device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2576487B2 (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5119631A (en) * | 1990-04-18 | 1992-06-09 | Toyota Jidosha Kabushiki Kaisha | Apparatus and method for detecting abnormalities in a secondary air supplier |
| EP0507372A1 (en) * | 1991-04-01 | 1992-10-07 | General Motors Corporation | Method and apparatus for diagnosing an engine control system |
| US5381658A (en) * | 1992-11-13 | 1995-01-17 | Toyota Jidosha Kabushiki Kaisha | Diagnostic apparatus for use in an exhaust system of an internal combustion engine |
| US5388401A (en) * | 1992-09-10 | 1995-02-14 | Nissan Motor Co., Ltd. | System and method for controlling air/fuel mixture ratio for internal combustion engine with exhaust secondary air supply apparatus |
| US5444978A (en) * | 1993-03-15 | 1995-08-29 | Toyota Jidosha Kabushiki Kaisha | Catalyst warming up device of an internal combustion engine |
| KR100373258B1 (en) * | 1997-05-28 | 2003-07-07 | 기아자동차주식회사 | Device and method for preventing exhaust gas from heating by using oxygen sensor |
| US6830043B2 (en) | 2002-12-24 | 2004-12-14 | Denso Corporation | Secondary air supply abnormality detection system |
| US7637097B2 (en) | 2004-08-30 | 2009-12-29 | Toyota Jidosha Kabushiki Kaisha | Control apparatus and control method for internal combustion engine provided with secondary air supply |
| DE102012113108B4 (en) | 2012-07-20 | 2023-09-21 | Hyundai Motor Company | VEHICLE HAVING A SYSTEM AND METHOD FOR DIAGNOSING SECONDARY AIR INFLATION DEVICE |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS56143335A (en) * | 1980-04-09 | 1981-11-09 | Toyota Motor Corp | Air fuel ratio control for internal combustion engine |
-
1987
- 1987-02-27 JP JP62043058A patent/JP2576487B2/en not_active Expired - Fee Related
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS56143335A (en) * | 1980-04-09 | 1981-11-09 | Toyota Motor Corp | Air fuel ratio control for internal combustion engine |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5119631A (en) * | 1990-04-18 | 1992-06-09 | Toyota Jidosha Kabushiki Kaisha | Apparatus and method for detecting abnormalities in a secondary air supplier |
| EP0507372A1 (en) * | 1991-04-01 | 1992-10-07 | General Motors Corporation | Method and apparatus for diagnosing an engine control system |
| US5388401A (en) * | 1992-09-10 | 1995-02-14 | Nissan Motor Co., Ltd. | System and method for controlling air/fuel mixture ratio for internal combustion engine with exhaust secondary air supply apparatus |
| US5381658A (en) * | 1992-11-13 | 1995-01-17 | Toyota Jidosha Kabushiki Kaisha | Diagnostic apparatus for use in an exhaust system of an internal combustion engine |
| US5444978A (en) * | 1993-03-15 | 1995-08-29 | Toyota Jidosha Kabushiki Kaisha | Catalyst warming up device of an internal combustion engine |
| KR100373258B1 (en) * | 1997-05-28 | 2003-07-07 | 기아자동차주식회사 | Device and method for preventing exhaust gas from heating by using oxygen sensor |
| US6830043B2 (en) | 2002-12-24 | 2004-12-14 | Denso Corporation | Secondary air supply abnormality detection system |
| US7637097B2 (en) | 2004-08-30 | 2009-12-29 | Toyota Jidosha Kabushiki Kaisha | Control apparatus and control method for internal combustion engine provided with secondary air supply |
| DE102012113108B4 (en) | 2012-07-20 | 2023-09-21 | Hyundai Motor Company | VEHICLE HAVING A SYSTEM AND METHOD FOR DIAGNOSING SECONDARY AIR INFLATION DEVICE |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2576487B2 (en) | 1997-01-29 |
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