JP2006316642A - Fuel supply device for outboard motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To inhibit fluctuation of engine output and inhibit fuel vapor from flowing out to atmospheric air during engine stop. <P>SOLUTION: Fuel vapor separated by a vapor separator 24 is supplied to a canister 51 via a fuel vapor hose 47 and a two-way valve 4 and is adsorbed and retained. The canister 51 and an intake manifold 31 are connected by fuel vapor hoses 64, 53 and a purge valve 60 is provided between the fuel vapor hoses 64, 53. Fuel vapor stored in the canister 51 is introduced to the purge valve 60 via the fuel vapor hose 64, and is supplied to the intake manifold 31 from the purge valve 60 through the fuel vapor hose 53 by control of ECU 63. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an outboard motor fuel supply device that supplies fuel vapor separated in a vapor separator to an intake device of an engine.

  Conventionally, in the outboard motor, the evaporation regulation is relatively loose, and few have a canister, but some outboard motor fuel supply devices with a canister are known (the following patent documents) 1, 2).

In these fuel supply devices, the fuel adsorbed and held in the canister is sucked out by the negative pressure of the intake manifold, mixed with the intake air, and burned.
Japanese Patent Laid-Open No. 2002-161813 Japanese Patent Application Laid-Open No. 10-122077

  However, depending on the amount of fuel vapor supplied from the canister to the intake manifold, there is a problem that the air-fuel ratio changes greatly and the engine output changes.

  Further, when the engine is stopped, there is a problem that fuel vapor flows out of the canister from the intake port to the atmosphere via the intake manifold. In the future, since it is expected that the evaporation regulations will become stricter, the release of fuel vapor to the atmosphere must be suppressed.

  Furthermore, although the size of the canister increases in proportion to the volume of the fuel tank, when the canister is provided in the outboard motor body, it is required to make the canister compact.

  The present invention has been made to solve the above-described problems of the prior art, and an object of the present invention is to suppress changes in engine output and to prevent fuel vapor from flowing into the atmosphere while the engine is stopped. It is to provide a fuel supply device for an outboard motor.

  In order to achieve the above object, an outboard motor fuel supply apparatus according to claim 1 of the present invention is provided with a vapor separator (24) in an outboard motor body, and the fuel vapor separated in the vapor separator is taken into the intake air of the engine. A fuel supply device for an outboard motor configured to supply to the device, a fuel vapor supply path (47, 64, 53, 164, 153) connecting the vapor separator and the intake device, and the fuel A canister (51, 151) that is provided in the middle of the steam supply path and adsorbs and holds fuel vapor, and is provided between the canister and the intake device in the fuel vapor supply path, and is connected to the intake device from the canister. A purge valve (60) for adjusting the supplied fuel vapor, and a control means (63) for controlling the adjustment of the fuel vapor by the purge valve.

  In addition, the code | symbol in the said parenthesis is an illustration.

  According to claim 1 of the present invention, it is possible to suppress changes in engine output and to prevent fuel vapor from flowing into the atmosphere while the engine is stopped.

  According to claim 2 of the present invention, regardless of the tilt state of the outboard motor main body, the purge valve outlet is always positioned above the inlet to which the fuel vapor of the intake device is introduced. It is possible to suppress the inflow of water or the like generated in the path from the air to the intake device into the purge valve.

  According to claim 3 of the present invention, the inlet of the purge valve is always positioned above the outlet of the canister regardless of the tilted state of the outboard motor main body, so that it is in the path from the canister to the purge valve. It is possible to suppress the inflow of water or the like generated in step 1 into the purge valve.

  According to the fourth aspect of the present invention, the path from the purge valve to the intake device can be shortened as much as possible, and the generation of water or the like in the path can be reduced.

  According to the fifth aspect of the present invention, it is possible to easily increase the capacity of the canister without increasing the size of the outboard motor by arranging the canister at a position where space is easily secured.

  According to claim 6 of the present invention, it is possible to easily expand the capacity of the canister without effectively using a space and increasing the size of the outboard motor.

  According to claim 7 of the present invention, it is possible to process fuel vapor generated in a portable fuel tank disposed in the hull.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 is a right side view of an outboard motor to which a fuel supply apparatus according to a first embodiment of the present invention is applied. The figure shows a state in which the main body 1A of the outboard motor 1 is tilted down and substantially upright. Hereinafter, for the outboard motor 1 of the present embodiment, the right side (the hull side) of the figure is referred to as “front”, the left side as “rear”, and the upper side as “upward”.

  FIG. 2 is a right side view of the engine portion of the outboard motor 1. FIG. 3 is a schematic diagram of a horizontal section of the outboard motor 1. FIG. 4 is a front view of the engine portion of the outboard motor 1. FIG. 5 is a left side view of the engine portion of the outboard motor 1.

  As shown in FIG. 1, the outboard motor 1 includes an engine holder 3, and the engine 2 is installed above the engine holder 3. The engine 2 is a water-cooled four-cycle in-line four-cylinder engine in which a crankshaft 15 (see FIG. 3) is disposed substantially vertically (vertically).

  An oil pan 4 is joined and fixed to the lower surface of the engine holder 3, and a drive shaft housing 9 and a gear case 10 are sequentially arranged below the oil pan 4. The engine cover 5 surrounds the engine 2, the engine holder 3, and the oil pan 4. Covered.

  A drive shaft (not shown) is disposed substantially vertically in the engine holder 3, the oil pan 4, and the drive shaft housing 9. The drive shaft receives rotational force from the crankshaft 15, and the bevel gear and the propeller shaft ( The propeller 6 which is a propulsion device is configured to be driven via any of them (not shown).

  A clamp bracket bracket 28 is fixed to the main body 1A of the outboard motor 1 via a mount bracket (not shown), and the outboard motor 1 is fixed to a stern plate of a hull (not shown) via the clamp bracket 28. Is done.

  The clamp bracket 28 is provided with a swivel bracket 36 via a tilt shaft 35, and a pilot shaft 37 is pivotally supported in the swivel bracket 36 in a vertical direction so as to be rotatable. The main body 1A of the outboard motor 1 can be steered left and right around the pilot shaft 37 with respect to the clamp bracket 28, and can be tilted up around the tilt shaft 35.

  As shown in FIG. 1, a water pump 27 driven by the drive shaft is installed on the upper part of the gear case 10. The gear case 10 is provided with a water inlet 8, and external water (seawater, lake water, river water, etc.) is taken in as cooling water from the water inlet 8 by the water pump 27. The cooling water cools each part of the engine 2, and the water that has returned after performing the cooling function is discharged into the water outside the outboard motor 1 from the center hole (not shown) of the propeller 6 together with the exhaust gas.

  As shown in FIGS. 2 and 3, a cylinder block 13 and a cylinder head 12 are sequentially arranged behind the crankcase 14 arranged at the foremost part (the bow side) of the engine 2. A head cover 11 (see FIG. 3) is mounted. The crankshaft 15 is pivotally supported on the joint surface portion between the crankcase 14 and the cylinder block 13. As shown in FIG. 3, the reciprocating motion of the piston 41 slidably inserted into the cylinder 26 is converted into the rotational motion of the crankshaft 15 via the connecting rod 39.

  As shown in FIG. 3, the cylinder head 12 is formed with one intake port 42 on the right side and one exhaust port 57 on the left side corresponding to each cylinder 26. In the cylinder block 13, an exhaust passage 58 connected to the exhaust port 57 of the cylinder head 12 is formed on the left side of the cylinder 26.

  As shown in FIG. 2, a low-pressure fuel filter 19 and a low-pressure fuel pump 20 connected to the low-pressure fuel filter 19 are disposed at the rear part of the engine 2, and further, a fuel cooler 17 and a delivery pipe 21 are both provided. It is arranged in the vertical direction. A high pressure fuel filter 18 is disposed at the upper part of the engine 2. Further, an oil filter 16 is disposed at the lower right side of the cylinder block 13.

  As shown in FIG. 2, a connecting portion 45 is provided on the front portion of the engine cover 5 above the tilt shaft 35. A portable fuel tank 38 is disposed on the hull (not shown). From the fuel tank 38, a fuel hose 43 for supplying fuel and a fuel vapor hose 44A for supplying fuel vapor generated in the fuel tank 38 are drawn, and these fuel hose 43 and fuel vapor hose 44A are , Connected to the connecting portion 45. The connecting portion 45 is configured so that the fuel hose 43 and the fuel vapor hose 44A can be attached and detached.

  A fuel hose 23 is disposed at the lower right side of the engine 2. The fuel hose 23 connects the low-pressure fuel filter 19 and the connection portion 45, and thereby the fuel hose 23 and the fuel hose 43 are communicated with each other.

  As shown in FIGS. 2 and 3, an intake manifold 31 is provided on the right side of the engine 2. The intake manifold 31 includes a surge tank 32 and four intake branch pipes 33 (33 (1) to 33 (4)). The intake branch pipes 33 (1) to 33 (4) are arranged in parallel in the vertical direction corresponding to each cylinder 26, and the surge tank 32 and the corresponding intake port 42 (see FIG. 3) of the cylinder head 12. Is communicated. Each intake port 42 is provided with an injector 25 (25 (1) to 25 (4)).

  As shown in FIGS. 3 and 4, the intake silencer 50 is provided in front of the crankcase 14 from the left front portion to the front portion of the crankcase 14. As shown in FIGS. 2 and 3, the intake silencer 50 communicates with the intake manifold 31 via a throttle body 56, and these constitute an intake device.

  A vapor separator 24 is disposed in a space formed between the intake branch pipe 33 and the cylinder block 13. The vapor separator 24 is fixed to the left side of the intake manifold 31 with a bolt or the like. The vapor separator 24 includes a vapor separator tank, a pressure regulator, and a high-pressure fuel pump (all not shown). The vapor separator 24 is connected to the low-pressure fuel pump 20 by a fuel hose 40 and is delivered to the delivery pipe through the high-pressure fuel filter 18. 21 is connected. The high pressure fuel filter 18 is connected to the fuel cooler 17, and the fuel cooler 17 is connected to the vapor separator 24 via the fuel return hose 55.

  As shown in FIG. 3, a canister 51 is internally provided in the intake silencer 50, and the canister 51 is integrated with the intake silencer 50. The canister 51 is located on the left side of the engine 2 and in front of the crankcase 14. Since this region is a region opposite to the left and right sides of the position of the intake manifold 31, there is a relatively large space, and the canister 51 is arranged using this space effectively.

  The vapor separator 24 separates fuel vapor contained in the liquid fuel and guides only this fuel vapor to the intake manifold 31 for recombustion. As shown in FIGS. 2 and 3, the vapor separator 24 and the canister 51 are connected by a fuel vapor hose 47 for supplying the fuel vapor separated by the vapor separator 24. An inlet 49 is provided on the right side of the canister 51, and one end of the fuel vapor hose 47 is connected to the inlet 49. The canister 51 adsorbs and holds the introduced fuel vapor.

  A 2WAY valve 48 is provided in the middle of the fuel vapor hose 47. The 2WAY valve 48 has a bidirectional check valve (not shown), and normally prevents the reverse flow of fuel vapor from the canister 51 to the vapor separator 24, but the degree of negative pressure of the vapor separator 24 increases. If this happens, the fuel vapor is returned from the canister 51 to the vapor separator 24.

  As shown in FIG. 2, the fuel vapor hose 44 </ b> A communicates with the fuel vapor hose 44 </ b> B through the connection portion 45. The fuel vapor hose 44 </ b> B is connected to a connection portion 46 between the vapor separator 24 and the 2 WAY valve 48 in the fuel vapor hose 47. As a result, the fuel vapor generated in the fuel tank 38 is guided to the canister 51 through the fuel vapor hose 47 without passing through the vapor separator 24.

  In addition, as shown in FIGS. 3, 4, and 5, the canister 51 and the intake manifold 31 are connected by fuel vapor hoses 64 and 53. A purge valve 60 is provided between the fuel vapor hoses 64 and 53. The purge valve 60 is disposed in the vicinity of the left rear portion of the canister 51 and in the vicinity of the upper portion of the canister 51. The purge valve 60 is provided with an introduction port 59 and a discharge port 61 (see FIGS. 4 and 5), and the introduction port 59 is located immediately above the discharge port 61. On the other hand, a lead-out port 52 is provided at the left rear portion of the canister 51 (see FIGS. 3 and 5).

  The outlet 52 of the canister 51 and the inlet 59 of the purge valve 60 are close to each other, and both are connected by a short fuel vapor hose 64 (see FIGS. 4 and 5). In addition, an inlet 54 is provided at the front portion of the surge tank 32 of the intake manifold 31. The inlet 54 and the outlet 61 of the purge valve 60 are connected by a fuel vapor hose 53.

  In the fuel vapor hoses 64 and 53, which are upstream / downstream hoses of the purge valve 60, the water vapor in each hose may be cooled to generate water. In particular, the downstream fuel vapor hose 53 communicates with the atmosphere via the intake manifold 31 and therefore contains a large amount of water vapor in the atmosphere. In addition, oil components from the breather hose connected to the intake manifold 31 may flow in. If such water or the like (liquid component including fuel or oil) enters the purge valve 60, it may cause malfunction due to sticking of the valve and the performance of the purge valve 60 is deteriorated. Don't be.

  However, in the present embodiment, in the tilt-down state in which the main body 1A of the outboard motor 1 is substantially upright, the outlet port 61 of the purge valve 60 is located behind and above the inlet port 54 of the intake manifold 31. . Thereby, the lead-out port 61 is always positioned above the introduction port 54 in both the tilted up state and the tilted down state of the main body 1A. FIG. 5 shows a horizontal line L1 at the time of tilting up. As a result, water generated in the fuel vapor hose 53 is suppressed from flowing into the purge valve 60.

  On the other hand, in the state where the main body 1 </ b> A of the outboard motor 1 is substantially upright, the inlet 59 of the purge valve 60 is located behind the outlet 52 of the canister 51. As a result, when the main body 1A is tilted up, the inlet 59 is positioned above the outlet 52, so that water generated in the fuel vapor hose 64 is prevented from flowing into the purge valve 60 during tilt-up. Is done. Although the inlet 59 and the outlet 52 are substantially the same height, as described above, the fuel vapor hose 64 is very short, so that the amount of water generated in the fuel vapor hose 64 itself is very small. Can do. Therefore, even if water or the like enters the purge valve 60 in the tilted down state of the main body 1A, the inflow amount can be reduced and the damage due to the inflow can be reduced.

  As shown in FIG. 5, an ECU (engine control unit) 63 is disposed near the left side of the engine 2. The ECU 63 controls the entire engine 2, and the purge valve 60 is also controlled by the ECU 63. In other words, the ECU 63 adjusts the supply of the fuel vapor to the manifold 31 in the purge valve 60 in parallel with the control of the fuel injection by the injector 25, and controls so that the optimal air-fuel ratio is obtained by the supply of the fuel vapor by both. To do.

  FIG. 6 is a block diagram showing fuel and fuel vapor supply paths. The fuel and fuel vapor supply paths will be described with reference to FIGS.

  The low-pressure fuel pump 20 (see FIG. 2) sucks the liquid fuel in the fuel tank 38 through the fuel hose 43, the connecting portion 45, the fuel hose 23, and the low-pressure fuel filter 19, and is built in the vapor separator 24. Guide to the vapor separator tank. The vapor separator 24 separates fuel vapor from the supplied fuel. The liquid fuel from which the fuel vapor is separated is pumped to the high-pressure fuel filter 18 at a predetermined pressure by a high-pressure fuel pump built in the vapor separator 24, and from each injector 25 through the delivery pipe 21, the corresponding intake port 42. And then introduced into each cylinder 26 and combusts.

  On the other hand, a part of the fuel pumped to the high-pressure fuel filter 18 (surplus fuel) is introduced into the fuel cooler 17 and cooled, and then is internally contained in the vapor separator 24 via the fuel return hose 55 (see FIG. 2). Is returned to the pressure regulator. The pressure regulator depressurizes the high-pressure return fuel and sends it to the vapor separator tank.

  On the other hand, the fuel vapor separated by the vapor separator 24 is supplied to the canister 51 via the fuel vapor hose 47 and the 2WAY valve 48. The fuel vapor generated in the fuel tank 38 is also supplied to the canister 51 through the fuel vapor hose 44A, the connection portion 45, the fuel vapor hose 44B, the connection portion 46, the fuel vapor hose 47, and the 2WAY valve 48. The canister 51 adsorbs and holds the fuel vapor introduced from the introduction port 49.

  The fuel vapor stored in the canister 51 is introduced into the purge valve 60 from the inlet 59 of the purge valve 60 via the outlet 52 and the fuel vapor hose 64. Under the control of the ECU 63, the fuel vapor is purged from the outlet 61 of the purge valve 60, supplied to the intake manifold 31 from the inlet 54 of the intake manifold 31 through the fuel vapor hose 53, and then injected from each injector 25. The fuel is mixed with the fuel, introduced into each cylinder 26, and combusted.

  According to the present embodiment, the purge valve 60 is provided between the fuel vapor hoses 64 and 53 connecting the canister 51 and the intake manifold 31, and the fuel vapor supply by the purge valve 60 is controlled by the ECU 63. Fluctuations can be kept small, and changes in engine output can be suppressed. Further, when the engine is stopped, the fuel vapor from the canister 51 can be prevented from flowing from the intake port into the atmosphere via the intake manifold 31, and future evaporation regulations can be strengthened.

  Further, in the substantially upright state of the main body 1A of the outboard motor 1, the outlet 61 of the purge valve 60 is disposed behind and above the inlet 54 of the intake manifold 31, and the inlet 59 of the purge valve 60 is connected to the canister 51. The rear outlet 52 is arranged behind the outlet 52. Further, the fuel vapor hose 64 is shortened as much as possible by bringing the outlet 52 and the inlet 59 close to each other. As a result, the inflow of water or the like generated in the fuel vapor hoses 53 and 64 into the purge valve 60 can be suppressed, and the performance of the purge valve 60 can be maintained.

  Further, since the canister 51 is disposed on the side opposite to the intake manifold 31 in the left-right direction and in front of the crankcase 14, the canister 51 is disposed at a position where a space can be easily secured. It is incorporated in the intake silencer 50 and is integrated with the intake silencer 50. Therefore, the capacity of the canister 51 can be easily expanded without making the main body 1A of the outboard motor 1 large by effectively using the space. Furthermore, the assembly process of the canister 51 can be simplified by the integrated structure.

  Further, since the fuel vapor hose 44B is connected to the fuel vapor hose 47 via the connecting portion 46 so that the fuel vapor generated in the fuel tank 38 is guided to the canister 51, a portable fuel or the like disposed on the hull. The fuel vapor generated in the tank can also be processed by the canister 51. As described above, since the capacity of the canister 51 can be easily increased, it is easy to ensure the ability to sufficiently process the fuel vapor in the fuel tank disposed in the hull.

(Second Embodiment)
FIG. 7 is a right side view of the engine portion of the outboard motor to which the fuel supply device according to the second embodiment of the present invention is applied. FIG. 8 is a schematic diagram of a horizontal cross section of the outboard motor 101. FIG. 9 is a front view of the engine portion of the outboard motor 101.

  In the second embodiment, the shape of the canister is different from that of the first embodiment, the arrangement of the purge valve and the arrangement of the hoses associated therewith are different, and other configurations are the same as those in the first embodiment. It is the same as the form. 7 to 9, the same components as those in the first embodiment are denoted by the same reference numerals.

  As shown in FIGS. 8 and 9, the intake silencer 150 is disposed at the same position as the intake silencer 50 (see FIGS. 3 and 4). As shown in FIG. 8, a canister 151 is built in the intake silencer 150, and the canister 151 is integrated with the intake silencer 150. The canister 151 is located on the left side of the engine 2 and in front of the crankcase 14. As shown in FIGS. 7 and 8, the vapor separator 24 and the canister 151 are connected by a fuel vapor hose 47.

  On the right side of the canister 151, an introduction port 149 and an outlet port 152 corresponding to the inlet port 49 and the outlet port 52 are provided. One end of the fuel vapor hose 47 is connected to the introduction port 149. In the present embodiment, the purge valve 60 is disposed immediately above the intake manifold 31. The purge valve 60 is provided with an inlet 59 and an outlet 161 corresponding to the inlet 59 and outlet 61 (see FIGS. 7 and 9).

  The outlet 152 of the canister 151 and the inlet 159 of the purge valve 60 are connected by a fuel vapor hose 164 corresponding to the fuel vapor hose 64. An inlet 154 corresponding to the inlet 54 is provided at the front of the intake manifold 31. The introduction port 154 and the outlet port 161 of the purge valve 60 are connected by a fuel vapor hose 153 corresponding to the fuel vapor hose 53.

  In the present embodiment, in the tilt-down state in which the main body 101A (see FIG. 7) of the outboard motor 101 is substantially upright, the outlet 161 of the purge valve 60 is introduced into the intake manifold 31 as in the first embodiment. It is located behind and above the mouth 154. Further, in the present embodiment, similarly, in the tilt-down state, the introduction port 159 of the purge valve 60 is located rearward and above the outlet port 152 of the canister 151. As a result, the lead-out port 161 is located above the introduction port 154 and the introduction port 159 is located above the lead-out port 152 regardless of whether the main body 101A is tilted up or tilted down.

  The flow of fuel and fuel vapor is the same as in the first embodiment. For example, the fuel vapor stored in the canister 151 is discharged from the outlet 152 → the fuel vapor hose 164 → the inlet 159 of the purge valve 60 → the purge valve 60 → the outlet 161 → the fuel vapor hose 153 → the inlet 154 of the intake manifold 31 → the intake manifold. It flows in the order of 31 → each injector 25 → each cylinder 26.

  According to the present embodiment, when the engine is stopped, the canister 151 is prevented from flowing out of the fuel vapor from the canister 151 through the intake manifold 31 into the atmosphere, and without increasing the size of the outboard motor 101. The canister 151 can be easily treated, and the canister 151 can also handle fuel vapor generated in a portable fuel tank disposed on the hull. The same effects as those of the first embodiment can be obtained.

  Also according to the present embodiment, since the outlet 161 is always located above the inlet 154 and the inlet 159 is located above the outlet 152, the fuel vapor hose on the downstream side of the purge valve 60 It is possible to suppress the water generated in any of the fuel vapor hose 164 and the upstream fuel vapor hose 164 from flowing into the purge valve 60.

  In addition, the purge valve 60 is disposed immediately above the intake manifold 31, and the outlet port 161 and the inlet port 154 are close to each other. As a result, the fuel vapor hose 153 is shortened, so that the purge valve 60 is generated in the fuel vapor hose 153. Water etc. itself can be greatly reduced. Therefore, even if the water or the like enters the purge valve 60, the amount of inflow can be reduced and the damage caused by the inflow can be reduced.

  In addition, since both the inlet 149 and the outlet 152 of the canister 151 are provided on the right side where the purge valve 60 and the intake manifold 31 are disposed (see FIG. 8), the fuel vapor hoses 47 and 164 are shortened. It contributes to.

  In the first and second embodiments, the canisters 51 and 151 are integrated with the intake silencers 50 and 150. However, the present invention is not limited to this. As long as the canisters 51 and 151 can be arranged in a region having sufficient space as described above (on the opposite side of the intake manifold 31 in the left-right direction and in front of the crankcase 14), the two can be configured separately. . For example, the intake silencer may be miniaturized and a canister may be disposed beside it.

  In the first and second embodiments, the arrangement of components related to fuel supply, such as the canisters 51 and 151, the intake silencers 50 and 150, the purge valve 60, and the intake manifold 31, may be reversed left and right.

1 is a right side view of an outboard motor to which a fuel supply device according to a first embodiment of the present invention is applied. It is a right view of the engine part of an outboard motor. It is a schematic diagram of the horizontal cross section of an outboard motor. It is a front view of the engine part of an outboard motor. It is a left view of the engine part of an outboard motor. It is a block diagram which shows the supply path | route of a fuel and fuel vapor | steam. It is a right view of the engine part of the outboard motor to which the fuel supply apparatus which concerns on the 2nd Embodiment of this invention is applied. It is a schematic diagram of the horizontal cross section of an outboard motor. It is a front view of the engine part of an outboard motor.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1,101 Outboard motor 1A, 101A Main body 2 Engine 14 Crankcase 24 Vapor separator 31 Intake manifold 38 Fuel tank 44B Fuel vapor hose (connection path)
45 Connection 47 Fuel vapor hose (fuel vapor supply path)
48 2WAY valve 49, 149 Inlet 50, 150 Intake silencer 51, 151 Canister 52, 152, 61, 161 Outlet 53, 64, 153, 164 Fuel vapor hose (fuel vapor supply path)
54, 154, 59, 159 Inlet port 60 Purge valve 63 ECU (control means)

Claims (7)

An outboard motor fuel supply device configured to provide a vapor separator in an outboard motor main body and supply fuel vapor separated in the vapor separator to an intake device of an engine,
A fuel vapor supply path connecting the vapor separator and the intake device;
A canister that is provided in the middle of the fuel vapor supply path and adsorbs and holds the fuel vapor;
A purge valve which is provided between the canister and the intake device in the fuel vapor supply path and adjusts the fuel vapor supplied from the canister to the intake device;
A fuel supply device for an outboard motor comprising control means for controlling adjustment of the fuel vapor by the purge valve.   2. The ship according to claim 1, wherein in the upright state of the outboard motor main body, the outlet of the purge valve is disposed rearward and above the inlet of the intake device through which the fuel vapor is introduced. External unit fuel supply system.   3. The fuel supply device for an outboard motor according to claim 1, wherein, in the upright state of the outboard motor main body, the inlet of the purge valve is disposed rearward and above the outlet of the canister. .   The outboard motor fuel supply apparatus according to any one of claims 1 to 3, wherein the purge valve is disposed immediately above an intake manifold constituting the intake apparatus.   The intake manifold constituting the intake device is disposed on one side of the engine, and the canister is disposed on the opposite side of the intake manifold in the left-right direction and in front of the crankcase of the engine. The fuel supply device for an outboard motor according to any one of claims 1 to 4.   6. The outboard motor fuel supply device according to claim 5, wherein the intake device includes an intake silencer, and the canister is disposed inside the intake silencer.   The connection provided between the fuel separator and the canister in the fuel vapor supply path, which is provided at a front portion of the outboard motor main body and capable of connecting a fuel tank disposed on the hull side. 2. A connecting path connecting parts, wherein the fuel vapor generated in the fuel tank is guided to the canister via the connecting path and the fuel vapor supply path. The fuel supply device for an outboard motor according to any one of?

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