JP2007138815A - Evaporated fuel-treating device for fuel tank installed in ship - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an evaporated fuel-treating device in a tank installed in a ship capable of inhibiting discharge of evaporated fuel generated in the fuel tank installed in the ship to atmospheric air. <P>SOLUTION: The evaporated fuel-treating device 1 is provided with a bypass passage 51, a canister protection valve 52 provided in a middle of the bypass passage 51, a purge hose 53, a purge valve 54 provided in a middle of the purge hose 53, an air vent passage 55, an air vent valve 56 provided in a middle of the air vent passage 55, and a canister 57. The canister 57 is provided with an adsorption activator 58 adsorbing evaporated fuel. The canister 57 connects and communicates to the bypass passage 51, the purge hose 53, and the air vent passage 55. The evaporated fuel-treating device 1 is installed above the fuel tank 3 installed in a lower side of a deck 22 of a hull 21 and above the deck 22. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  TECHNICAL FIELD The present invention relates to an evaporative fuel processing apparatus for a ship-installed fuel tank, and more particularly to a ship-installed fuel tank in a ship in which fuel is supplied from a ship-installed fuel tank disposed in a ship body to a ship internal combustion engine. The present invention relates to an evaporative fuel processing apparatus.

  A fuel tank in a conventional ship includes an air vent valve in a filler cap that closes a fuel filler opening. The air vent valve is opened and closed by operating the air vent knob. This air vent valve is opened when a marine internal combustion engine, for example, an outboard motor is in operation, introduces outside air into the fuel tank as fuel is supplied to the outboard motor, and the fuel tank does not become negative pressure. I am doing so. The air vent valve is blocked when the outboard motor is stopped.

  In such a conventional marine fuel tank, when the air vent valve is closed, the pressure in the fuel tank rises due to the generation of evaporated fuel in the fuel tank, and the outboard motor is started in this state. Therefore, when the air vent valve is opened, there is a problem that the evaporated fuel in the fuel tank is released into the atmosphere all at once. For this reason, in the conventional fuel tank of a ship, the evaporative fuel processing apparatus which performs the process which suppresses discharge | release to the atmosphere of the evaporative fuel in a fuel tank was required.

  Here, as a conventional evaporative fuel processing apparatus, an apparatus for processing evaporative fuel generated in an outboard motor is provided. As such an evaporative fuel processing apparatus, a vapor separator for an electronic fuel injection system for an outboard motor, a canister built-in vapor separator in which a canister is provided to process evaporative fuel in the vapor separator is disclosed. (For example, refer to Patent Document 1). Further, a canister built-in vapor separator disposed between the outboard motor and the separately installed fuel tank is disclosed (for example, see Patent Document 2).

  However, the conventional evaporative fuel processing apparatus performs a process of separating evaporative fuel (fuel vapor) that causes engine malfunction from the supplied fuel, and releases the evaporative fuel generated in the fuel tank to the atmosphere. Processing to suppress this cannot be performed.

Conventionally, an evaporative fuel processing apparatus for a fuel tank fixed to a vehicle such as a fuel tank of a vehicle such as a four-wheeled vehicle has been disclosed as an evaporative fuel processing apparatus for processing evaporative fuel generated in a fuel tank. (For example, refer to Patent Document 3).
Japanese Patent Laid-Open No. 2002-161813 JP 2002-138920 A JP 2003-328865 A

  However, the evaporative fuel treatment apparatus of Patent Document 3 is disposed in the engine room of the vehicle, and cannot be used for a ship that is different from the vehicle in the magnitude of shaking or the like during traveling.

  An object of the present invention is to provide an evaporative fuel processing device in a ship-installed fuel tank that can suppress the release of the evaporated fuel generated in the ship-installed fuel tank into the atmosphere.

  In order to achieve the above object, an evaporative fuel treatment apparatus for an on-board fuel tank according to claim 1 is installed in a ship where fuel is supplied from a fuel tank arranged in the ship to an internal combustion engine for the ship. An evaporative fuel processing apparatus for a fuel tank, comprising: a canister that adsorbs evaporative fuel generated in the fuel tank; and a liquid fuel that is provided between the fuel tank and the canister and that is supplied from the fuel tank to the canister And a canister protection valve for preventing the inflow of water.

  3. The evaporative fuel processing apparatus for an on-board fuel tank according to claim 2, wherein the canister protection valve is disposed above the upper surface of the fuel tank. The canister is disposed below the upper surface of the fuel tank.

  The evaporative fuel treatment apparatus for an in-ship type fuel tank according to claim 3 is the evaporative fuel treatment apparatus for an in-ship type fuel tank according to claim 1 or 2, wherein the evaporative fuel treatment apparatus is provided in the fuel tank. The liquid level position detecting means for detecting the liquid level position of the liquid fuel is provided, and the canister protection valve is closed when the liquid level position reaches a predetermined height.

  The evaporative fuel treatment apparatus for an in-ship type fuel tank according to claim 4 is provided in the hull in the evaporative fuel treatment apparatus for an in-ship type fuel tank according to any one of claims 1 to 3, It comprises posture detecting means for detecting the posture of the hull, and the canister protection valve is closed when the hull is at a predetermined angle.

  The evaporative fuel processing apparatus for an in-ship type fuel tank according to claim 5 is the evaporative fuel processing apparatus for an in-ship type fuel tank according to any one of claims 1 to 4, wherein the internal combustion engine for ships is An outboard motor equipped with a fuel injection system and a control unit, wherein at least the canister protection valve is controlled by the control unit.

  According to the evaporative fuel processing apparatus for an on-board type fuel tank according to claim 1, the canister protection valve prevents inflow of liquid fuel from the fuel tank to the canister that adsorbs evaporative fuel generated in the fuel tank. . For this reason, even if the hull sways, the canister can be prevented from coming into direct contact with the liquid fuel in the fuel tank, so that the canister is immersed in the liquid fuel due to the hull swaying, etc., and the canister is generated in the fuel tank. Therefore, it is possible to prevent the evaporated fuel from being absorbed. Thus, since the canister adsorbs the evaporated fuel generated in the fuel tank in the ship, the release of the evaporated fuel generated in the ship-installed fuel tank to the atmosphere can be suppressed.

  According to the evaporative fuel treatment apparatus for an in-ship type fuel tank according to claim 2, the canister protection valve is disposed above the upper surface of the fuel tank, and the canister is disposed below the upper surface of the fuel tank. The vertical size of the fuel tank including the evaporative fuel processing device for the internal fuel tank can be reduced. For this reason, the capacity | capacitance for arrange | positioning a fuel tank can be ensured in the space below the ship bottom of a hull.

  According to a third aspect of the present invention, there is provided an evaporative fuel treatment apparatus for an on-board type fuel tank, wherein the liquid level position detecting means provided in the fuel tank detects the liquid level position of the liquid fuel in the fuel tank, and the canister protection valve When the liquid level reaches a predetermined height, the valve is closed. For this reason, it can suppress more that a canister contacts the liquid fuel in a fuel tank directly by the shaking of a hull. Accordingly, it is possible to further suppress the release of the evaporated fuel generated in the ship-installed fuel tank to the atmosphere.

  5. The evaporative fuel processing apparatus for an on-board type fuel tank according to claim 4, wherein the attitude detection means provided in the hull detects the attitude of the hull, and the canister protection valve has a predetermined angle with the hull. Close the valve. For this reason, it can suppress more that a canister contacts the liquid fuel in a fuel tank directly by the shaking of a hull. Accordingly, it is possible to further suppress the release of the evaporated fuel generated in the ship-installed fuel tank to the atmosphere.

  In the evaporative fuel processing apparatus for the on-board fuel tank according to claim 5, at least the canister protection valve is controlled by a control unit mounted on the marine internal combustion engine. For this reason, it is not necessary to separately provide a control unit for opening / closing the canister protection valve on the hull side. Therefore, the space below the ship bottom of the hull can be used more effectively, and the release of the evaporated fuel generated in the on-board fuel tank can be further suppressed.

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

  FIG. 1 is a partial perspective view schematically showing a right side surface of a ship to which an evaporative fuel treatment apparatus for an in-ship type fuel tank according to a first embodiment of the present invention is applied. Hereinafter, the left side (outboard motor side) of the figure is called “rear”, the right side is called “front”, the upper side is called “upper”, and the lower side is called “lower”.

  As shown in FIG. 1, an evaporative fuel treatment device 1 as an evaporative fuel treatment of an in-vessel fuel tank according to the present embodiment is installed in a vessel 2 arranged below a deck 22 of a hull 21 in a vessel 2. It is attached to the upper part of the fuel tank 3 which is a type fuel tank. As shown in FIG. 1, the marine vessel 2 includes an outboard motor 4 attached to the rear portion and a fuel gauge 24 disposed in the vicinity of the steering portion 23.

  FIG. 2 is a schematic diagram showing a schematic configuration in the vicinity of the evaporated fuel processing apparatus 1 in the ship 2 of FIG.

  As shown in FIG. 2, the outboard motor 4 is fixed to a transom board 25 at the rear of the hull 21 via a clamp bracket 45. The outboard motor 4 includes an engine 41. The engine 41 is, for example, a water-cooled four-cycle in-line four-cylinder engine in which a crankshaft is disposed substantially vertically (vertically).

  The fuel tank 3 includes a main body 31 that is a substantially rectangular parallelepiped box-shaped container, a fuel supply pipe 32 that connects the fuel supply port 35 disposed in the upper part of the hull 21 of the ship 2 and the main body 31 of the fuel tank 3. A fuel pipe 33 connecting the engine 41 and the main body 31 and a low-pressure fuel pump 34 disposed in the main body 31 in the middle of the fuel pipe 33 are provided. In the hull 21, a water separator 36 that removes moisture and the like contained in the fuel is disposed between the outboard motor 4 and the fuel tank 3.

  The fuel filler port 35 is configured to be openable and closable, and the fuel fuel supply pipe 32 guides fuel supplied from the fuel filler port 35 into the main body 31. The low pressure fuel pump 34 supplies fuel from the main body 31 to the engine 41 of the outboard motor 4 via the fuel pipe 33. In the engine 41, the fuel supplied from the fuel tank 3 is supplied to an injector (not shown) and injected into the intake port.

  As shown in FIG. 2, the evaporated fuel processing apparatus 1 includes a bypass passage 51, a canister protection valve 52, a purge hose 53, a purge valve 54, an air vent passage 55, an air vent valve 56, and a canister 57. The canister 57 includes an adsorption activator 58 that adsorbs evaporated fuel such as activated carbon, and a case 59 that seals the adsorbent activator 58 inside.

  The bypass passage 51 has one end communicating with the main body 31 of the fuel tank 3 and the other end communicating with the case 59 of the canister 57 so that the main body 31 of the fuel tank 3 and the case 59 of the canister 57 can communicate with each other. . For example, the bypass passage 51 has one end connected to the upper portion of the main body 31 of the fuel tank 3 and the other end connected to the lower portion of the case 59 of the canister 57.

  The canister protection valve 52 is provided in the middle of the bypass passage 51 and allows the bypass passage 51 to be opened and closed.

  One end of the purge hose 53 is connected to the case 58 of the canister 57, and the other end is connected to the surge tank 42 a of the intake manifold 42 of the engine 41. The purge hose 53 enables communication between the case 59 of the canister 57 and the surge tank 42 a of the intake manifold 42.

  The purge valve 54 is provided in the middle of the purge hose 53 so that the purge hose 53 can be opened and closed.

  The air vent passage 55 has an opening end 55 a that opens to the atmosphere at one end, and the other end communicates with the case 58 of the canister 57. As shown in FIG. 2, the opening end 55a of the air vent passage 55 opens downward. The air vent passage 55 allows communication between the case 59 of the canister 57 and the atmosphere.

  The purge hose 53 and the air vent passage 55 are connected to each other at the connection end of the canister 57 to the case 59, and the purge hose 53 and the air vent passage 55 are configured to be able to communicate with each other. The purge hose 53 and the air vent passage 55 are connected to the upper part of the case 59 of the canister 57, for example.

  The air vent valve 56 is provided in the middle of the air vent passage 55 so that the air vent passage 55 can be opened and closed.

  In the present embodiment, the canister protection valve 52, the purge valve 54, and the air vent valve 56 are electronically controlled valves. The canister protection valve 52, the purge valve 54, and the air vent valve 56 are connected to the ECU 43 of the engine 41 via a canister protection valve lead wire 60, a purge valve lead wire 61, and an air vent valve lead wire 62.

  As shown in FIG. 2, the evaporative fuel processing apparatus 1 detects the position of the liquid level (oil level) that is the surface of the liquid fuel in the main body 31 and is disposed in the main body 31 of the fuel tank 3. An oil level sensor 63 is provided. The oil level sensor 63 is connected to the ECU 43 via the oil level sensor lead wire 64 and also connected to the fuel gauge 24 of the hull 21. The fuel system 24 notifies the user of the oil level position of the liquid fuel accumulated in the fuel tank 3 based on the detection value of the oil level sensor 63.

  The canister protection valve 52, the purge valve 54, and the air vent valve 56 are controlled to open and close by the ECU 43. Specifically, the ECU 43 controls the supply of driving power to the canister protection valve 52, the purge valve 54, and the air vent valve 56 with reference to the detection value of the oil level sensor 63 and the like, and the canister protection valve 52, The purge valve 54 and the air vent valve 56 are controlled to open and close. The ECU 43 opens each valve by supplying power to each of the canister protection valve 52, the purge valve 54, and the air vent valve 56, and closes each valve by stopping the power supply.

  As shown in FIG. 2, the canister protection valve 52, the purge valve 54, the air vent valve 56, and the canister 57 are disposed above the fuel tank 3 and above the deck 22 of the hull 21. That is, the evaporated fuel processing apparatus 1 is disposed above the fuel tank 3 and above the deck 22 of the hull 21.

  With the above configuration, the inside of the case 59 of the canister 57 can communicate with the inside of the fuel tank 3 via the bypass passage 51. Therefore, when the canister protection valve 52 is open and the bypass passage 51 is open, the canister 57 can adsorb the evaporated fuel in the fuel tank 3 by the adsorption activator 58. Further, the inside of the case 59 of the canister 57 can communicate with the atmosphere via the air vent passage 55, and can communicate with the intake manifold 42 of the engine 41 via the purge hose 53.

  The canister protection valve 52 allows the adsorbent activator 58 of the canister 57 to come into direct contact with the liquid fuel in the fuel tank 3 when the oil level of the fuel in the fuel tank 3 changes greatly due to shaking of the hull 21 or the like. Is configured to not. Specifically, the height of the oil level is detected based on the detection result of the oil level sensor 63, and the height of the oil level in the fuel tank 3 or the magnitude of the change is determined by the adsorption activator 58. The canister protection valve 52 is controlled to be closed when the ECU 43 determines that the level exceeds a predetermined level that is determined to be in direct contact. Accordingly, when there is a possibility that the adsorption activator 58 may come into direct contact with the liquid fuel in the fuel tank 3 due to shaking of the hull 21 or the like, the canister protection valve 52 is closed and the bypass passage 51 is closed. The liquid fuel can be prevented from entering the inside, and the adsorption activator 58 can be prevented from coming into direct contact with or immersed in the liquid fuel.

  The purge valve 54 is configured to open the purge valve 54 when the pressure difference between the pressure in the case 59 of the canister 57 and the pressure in the intake manifold 42 becomes a predetermined value or more. Specifically, during the operation of the engine 41, the magnitude of the differential pressure in the intake manifold 42 with respect to the case 59 of the canister 57 becomes a predetermined value or more, and the evaporation adsorbed by the adsorption activator 58 of the canister 57. The purge valve 54 is controlled to open when the ECU 43 determines that the intake manifold 42 can easily suck the fuel.

  The air vent valve 56 is configured to open and close in conjunction with the opening and closing of the purge valve 54 during operation of the engine 41 of the outboard motor 4. Specifically, the air vent valve 56 is controlled by the ECU 43 so as to open and close in conjunction with the opening and closing of the purge valve 54 during operation of the engine 41 of the outboard motor 4.

  1 and 2 schematically show the evaporative fuel processing apparatus 1 and the fuel tank 3, and the size and arrangement position of each component are not limited to those shown in the drawings. For example, the fuel vapor processing apparatus 1 may be disposed below the deck 22 of the hull 21. Thereby, in the ship 2, it can suppress that the evaporative fuel processing apparatus 1 contacts an object etc., and is damaged.

  A filter is provided in the air vent passage 55 or in the case 59 of the canister 57 on the side of the air vent passage 55 from the adsorbent activator 58 to prevent dust in the atmosphere or intrusion of rainwater or seawater. Also good.

  Next, the operation of the evaporated fuel processing apparatus 1 having the above-described configuration will be described.

  In the operation state of the outboard motor 4, the ECU 43 determines whether the height of the oil level of the liquid fuel in the fuel tank 3 or the magnitude of the change is based on the detection value of the oil level sensor 63 due to the shaking of the hull 21 or the like. When it is determined that the level is lower than the level, that is, when there is no possibility that the adsorption activator 58 of the canister 57 directly contacts the liquid fuel in the fuel tank 3, the canister protection valve 52 is kept open by the control of the ECU 43. To do. For this reason, when there is no possibility that the adsorption activator 58 of the canister 57 directly contacts the liquid fuel in the fuel tank 3, the inside of the fuel tank 3 communicates with the inside of the canister 57 via the bypass passage 51. The evaporated fuel inside is adsorbed by the adsorption activator 58 of the canister 57.

  On the other hand, in the operation state of the outboard motor 4, the ECU 43 determines the level of the oil level of the liquid fuel in the fuel tank 3 or the magnitude of the change based on the detection value of the oil level sensor 63 due to the shaking of the hull 21 or the like. If it is determined that the level is greater than the predetermined level, that is, if there is a possibility that the adsorption activator 58 of the canister 57 directly contacts the liquid fuel in the fuel tank 3, the canister protection valve 52 is closed under the control of the ECU 43. To maintain.

  Further, when the outboard motor 4 is in a stopped state, power is not supplied to the canister protection valve 52, so that the canister protection valve 52 is kept closed.

  As described above, in the case where the outboard motor 4 is in an operating state or a stopped state, if the adsorption activator 58 may come into direct contact with the liquid fuel in the fuel tank 3 due to shaking of the hull 21 or the like, the canister The protective valve 52 is kept closed. For this reason, when there is a possibility that the adsorption activator 58 of the canister 57 directly contacts the liquid fuel in the fuel tank 3, the bypass passage 51 is closed, and the evaporated fuel in the fuel tank 3 is absorbed by the adsorbent activator of the canister 57. 58 is not adsorbed.

  Further, in the operating state of the outboard motor 4, while the purge valve 54 is kept open, the air vent valve 56 is opened and the inside of the canister 57 communicates with the atmosphere via the air vent passage 55.

  On the other hand, when the outboard motor 4 is stopped, the air vent valve 56 is kept closed.

  When the intake manifold 42 is in a state where it is easy to suck the evaporated fuel adsorbed by the adsorption activator 58 in the operation state of the engine 41, that is, the differential pressure in the intake manifold 42 with respect to the case 59 of the canister 57. The purge valve 54 is opened when the magnitude of is greater than or equal to the predetermined value. As a result, the purge hose 53 is opened, and the evaporated fuel adsorbed on the adsorption activator 58 of the canister 57 is purged and sucked into the intake manifold 42 via the purge hose 53. The evaporated fuel sucked into the intake manifold 42 is mixed with the fuel injected from the injector, introduced into the cylinder of the engine 41, and combusted.

  When the purge valve 54 is opened and the evaporated fuel adsorbed by the adsorption activator 58 is purged as described above, the air sucked from the atmosphere through the air vent passage 55 passes through the canister 57. The adsorption performance of the evaporated fuel by the adsorption activator 58 can be regenerated.

  Note that when the outboard motor 4 is stopped, the purge valve 54 is kept closed.

  As described above, according to the evaporated fuel processing apparatus 1 according to the first embodiment of the present invention, the liquid fuel in the fuel tank 3 comes into direct contact with the adsorption activator 58 of the canister 57 due to shaking of the hull 21 or the like. If there is no fear, the canister protection valve 52 is opened, and the adsorption activator 58 of the canister 57 adsorbs the evaporated fuel in the fuel tank 3. On the other hand, when the liquid fuel in the fuel tank 3 may come into direct contact with the adsorption activator 58 of the canister 57 due to the shaking of the hull 21 or the like, the canister protection valve 52 is closed and the liquid from the fuel tank 3 to the canister 57 is closed. Prevent fuel inflow. For this reason, even if the hull 21 sways, the canister 57 can be prevented from coming into direct contact with the liquid fuel in the fuel tank 3, so that the adsorption activator 58 of the canister 57 becomes a liquid fuel due to the sway of the hull 21 or the like. It can be suppressed that the evaporated fuel generated in the fuel tank cannot be adsorbed by being immersed. As described above, according to the evaporative fuel processing apparatus 1, the evaporative fuel generated in the fuel tank 3 cannot be adsorbed when the adsorption activator 58 of the canister 57 is immersed in the liquid fuel. It is possible to suppress an increase in the pressure in the fuel tank 3 due to the occurrence of. Therefore, by opening the air vent valve 56, it is possible to suppress the evaporative fuel generated in the fuel tank 3 from being released into the atmosphere.

  Further, since the evaporative fuel processing apparatus 1 is located at a higher position than the fuel tank 3, even when the maximum amount of fuel is supplied into the fuel tank 3, the adsorbent activator 58 is in direct contact with or immersed in the fuel. There is no.

  In the evaporated fuel processing apparatus 1, the canister protection valve 52, the purge valve 54, and the air vent valve 56 are opened or closed under the control of the ECU 43. For this reason, the evaporative fuel processing apparatus 1 can reliably control the canister protection valve 52, the purge valve 54, and the air vent valve 56 with a simple configuration, and the evaporative fuel generated in the fuel tank 3 enters the atmosphere. Release can be further suppressed.

  Further, in the operating state of the engine 41, the pressure difference in the intake manifold 42 with respect to the case 59 of the canister 57 becomes equal to or greater than the predetermined value, and the intake manifold 42 is adsorbed by the adsorption activator 58. When it becomes easy to suck the fuel, the purge valve 54 is opened, and the evaporated fuel adsorbed by the adsorption activator 58 of the canister 57 is purged. In addition, at this time, the air vent valve 56 is opened, and air passes through the adsorption activator 58. As a result, it is possible to prevent the adsorption amount of the evaporated fuel of the adsorption activator 58 from being saturated. Can be suppressed. For this reason, it is possible to further suppress the release of the evaporated fuel generated in the fuel tank 3 into the atmosphere.

  In the fuel vapor processing apparatus 1 according to the present embodiment, the canister protection valve 52, the purge valve 54, and the air vent valve 56 are electronically controlled valves, but are not limited thereto. For example, the canister protection valve 52, the purge valve 54, and the air vent valve 56 are used as negative pressure actuated one-way valves such as a diaphragm type valve or a float type valve. Each valve may be configured to open when the negative pressure of the valve reaches a predetermined value or more. This eliminates the need for connecting the canister protection valve 52, the purge valve 54, and the air vent valve 56 to the ECU 43 of the outboard motor 4.

  Further, since each valve is kept closed even when the engine 41 is stopped, it is possible to further suppress release of the evaporated fuel generated in the fuel tank 3 into the atmosphere.

  In the present embodiment, the evaporated fuel processing apparatus 1 is disposed on the upper side of the deck 22, but the evaporated fuel processing apparatus 1 is disposed on the lower side of the deck 22. Also good.

  The evaporated fuel processing apparatus 1 according to the present embodiment is an outboard motor having an engine that includes an electronic fuel injection system that includes a vapor separator in a fuel supply system and includes an injector that is an electronically controlled fuel injection apparatus. The present invention can be applied to an outboard motor having an engine without an electronic fuel injection system, for example, an engine having a carburetor.

  Next, a modification of the evaporated fuel processing apparatus 1 according to the first embodiment of the present invention will be described.

  FIG. 3 is a schematic diagram showing an example of a modified example of the evaporated fuel processing apparatus 1 of FIG.

  As shown in FIG. 3, the evaporative fuel processing apparatus according to the first modification of the present embodiment differs from the first embodiment in the arrangement position of the evaporative fuel processing apparatus 1.

  In this modification, the canister protection valve 52 is disposed on the upper side of the fuel tank 3 as in the first embodiment, and the purge valve 54, the air vent valve 56, and the canister 57 are provided on the hull 21. It is disposed below the deck 22 and on the side of the fuel tank 3 and below the upper surface.

  With this configuration, according to this modification, the vertical size of the fuel tank 3 including the evaporated fuel processing apparatus 1 can be reduced. For this reason, the capacity | capacitance for arrange | positioning the fuel tank 3 can be ensured in the space under the deck 22 of the hull 21, and the fuel tank 3 can be enlarged.

  FIG. 4 is a schematic diagram showing an example of a modified example of the evaporated fuel processing apparatus 1 of FIG.

  As shown in FIG. 4, the evaporative fuel processing apparatus according to the second modification of the present embodiment differs from the first embodiment in the arrangement position of the evaporative fuel processing apparatus 1.

  In this modification, the canister protection valve 52, the purge valve 54, the air vent valve 56, and the canister 57 are disposed below the deck 22 of the hull 21 and on the side of the fuel tank 3 and below the upper surface. ing.

  The evaporative fuel processing apparatus 1 is disposed in the vicinity of the water separator 36, for example, on the water separator 36. The evaporative fuel processing apparatus 1 and the water separator 36 constitute one unit 71.

  With this configuration, according to this modification, the vertical size of the fuel tank 3 including the evaporated fuel processing apparatus 1 can be reduced. For this reason, the capacity | capacitance for arrange | positioning the fuel tank 3 can be ensured in the space under the deck 22 of the hull 21, and the fuel tank 3 can be enlarged.

  Further, by making the two functions of the evaporation processing device and the water separator into one device, the structure of these devices can be simplified, and the space below the deck 22 can be used effectively.

  Next, an evaporative fuel processing apparatus for a ship-installed fuel tank according to a second embodiment of the present invention will be described.

  FIG. 5 is a partial perspective view schematically showing the right side surface of the ship to which the evaporative fuel treatment apparatus for the in-ship type fuel tank according to the second embodiment of the present invention is applied.

  In the following, the same components as those in the first embodiment are denoted by the same reference numerals, description thereof is omitted, and only different portions will be described.

  The evaporative fuel processing device 80 for a ship-installed fuel tank according to the present embodiment includes a control device 81, and a canister protection valve 52, a purge valve 54, an air vent valve 56, and an oil level sensor 63 are connected to the canister protection valve lead. It is connected to the control device 81 via a wire 60, a purge valve lead wire 61, an air vent valve lead wire 62 and an oil level sensor lead wire 64. The control device 81 is connected to the ECU 43 via the control device power line 82.

  The control device 81 is supplied with power from the ECU 43 via the control device power line 82, and refers to the detected value of the oil level sensor 63 and the like to protect the canister as in the first embodiment described above. The supply of driving power to the valve 52, the purge valve 54, and the air vent valve 56 is controlled, and the canister protection valve 52, the purge valve 54, and the air vent valve 56 are controlled to open and close. Specifically, the control device 81 opens each valve by supplying power to each of the canister protection valve 52, the purge valve 54, and the air vent valve 56, and stops each power supply by stopping the power supply. Close.

  Next, the operation of the evaporated fuel processing apparatus 80 having the above-described configuration will be described.

  In the operation state of the outboard motor 4, the control device 81 determines the level of the oil level of the liquid fuel in the fuel tank 3 or the magnitude of the change based on the detection value of the oil level sensor 63 due to the shaking of the hull 21 or the like. If it is determined that the adsorbing activator 58 of the canister 57 is not in direct contact with the liquid fuel in the fuel tank 3, the canister protection valve 52 is controlled by the control device 81. Keep open.

  On the other hand, in the operation state of the outboard motor 4, the control device 81 causes the oil level of the liquid fuel in the fuel tank 3 or the magnitude of the change based on the detection value of the oil level sensor 63 due to the shaking of the hull 21 or the like. Is greater than the predetermined level, that is, if there is a possibility that the adsorption activator 58 of the canister 57 directly contacts the liquid fuel in the fuel tank 3, the canister protection valve is controlled by the control device 81. 52 maintains a closed state.

  Further, when the outboard motor 4 is in a stopped state, power is not supplied to the canister protection valve 52, so that the canister protection valve 52 is kept closed.

  As described above, in the case where the outboard motor 4 is in an operating state or a stopped state, if the adsorption activator 58 may come into direct contact with the liquid fuel in the fuel tank 3 due to shaking of the hull 21 or the like, the canister The protective valve 52 is kept closed.

  Further, while the outboard motor 4 is in operation, the air vent valve 56 is opened while the purge valve 54 is kept open. On the other hand, when the outboard motor 4 is stopped, the air vent valve 56 is kept closed.

  When the engine 41 is in an operating state, when the intake manifold 42 is in a state where it is easy to suck the evaporated fuel adsorbed by the adsorption activator 58, that is, the pressure difference in the intake manifold 42 with respect to the case 58 of the canister 57. The purge valve 54 is opened when the magnitude of is greater than or equal to the predetermined value. As a result, the purge hose 53 is opened, and the evaporated fuel adsorbed on the adsorption activator 58 of the canister 57 is purged and sucked into the intake manifold 42 via the purge hose 53.

  The air vent valve 56 is controlled by the control device 81 so as to open and close in conjunction with the opening and closing of the purge valve 54 during operation of the engine 41 of the outboard motor 4.

  When the purge valve 54 is opened and the evaporated fuel adsorbed by the adsorption activator 58 is purged as described above, the air sucked from the atmosphere through the air vent passage 55 passes through the canister 57. The adsorption performance of the evaporated fuel by the adsorption activator 58 can be regenerated.

  Note that when the outboard motor 4 is stopped, the purge valve 54 is kept closed.

  As described above, according to the evaporated fuel processing apparatus 80 according to the second embodiment of the present invention, the same effects as those of the first embodiment can be obtained.

  Further, according to the evaporated fuel processing device 80, the control device 81 receives supply of power from the ECU 43 (generated by the power generation device of the outboard motor 4), and the canister protection valve 52, the purge valve 54, and the air vent valve 56 is controlled, it is not necessary to use a battery installed in the hull for supplying power to the fuel vapor processing apparatus. For this reason, consumption of battery power can be suppressed.

  Next, an evaporative fuel processing apparatus for an on-board fuel tank according to a third embodiment of the present invention will be described.

  FIG. 6 is a partial perspective view schematically showing a right side surface of a ship to which an evaporative fuel treatment apparatus for an in-ship type fuel tank according to a third embodiment of the present invention is applied.

  The evaporated fuel processing apparatus 90 according to the present embodiment further includes an attitude detection sensor 91 as an attitude detection unit that detects the attitude of the hull 21 with respect to the evaporated fuel processing apparatus 1 according to the first embodiment. The oil level sensor lead wire 64 is not provided, and the oil level sensor 63 is not connected to the ECU 43. In the following, the same components as those in the first embodiment are denoted by the same reference numerals, description thereof is omitted, and only different portions will be described.

  In the evaporated fuel processing apparatus 90, the attitude detection sensor 91 is disposed on the hull 21, for example, on the transom board 25. The attitude detection sensation 91 is connected to the ECU 43 via an attitude detection sensor lead wire 92.

  The attitude detection sensor 91 detects the attitude (tilt) of the hull 21. The ECU 43 determines whether or not the attitude of the hull 21 has become a predetermined angle or more based on the detection value of the attitude detection sensor 91, and controls the opening and closing of the canister protection valve 52 as in the first embodiment. To do.

  Specifically, the ECU 43 determines that the attitude of the hull 21 is equal to or greater than the predetermined angle, the magnitude of the change in the oil level of the fuel in the fuel tank 3, and the adsorption activator 58 of the canister 57 in the fuel tank 3. It is determined whether or not a level at which it is determined that there is a risk of direct contact with the liquid fuel. Then, the attitude of the hull 21 becomes greater than the predetermined angle, and the magnitude of the change in the oil level of the fuel in the fuel tank 3 is such that the adsorption activator 58 of the canister 57 directly contacts the liquid fuel in the fuel tank 3. The canister protection valve 52 is closed when the level exceeds the level at which it is likely to occur. On the other hand, the attitude of the hull 21 does not exceed the predetermined angle, and the magnitude of the change in the oil level of the fuel in the fuel tank 3 is that the adsorption activator 58 of the canister 57 changes to the liquid fuel in the fuel tank 3. The canister protection valve 52 is opened when the level is not higher than the level at which there is a possibility of direct contact. Other operations are the same as those in the first embodiment.

  As described above, according to the evaporated fuel processing apparatus 90 according to the third embodiment of the present invention, the attitude detection sensor 91 provided in the hull 21 detects the attitude of the hull 21 and the attitude of the hull 21 is changed. When the adsorbing activator 58 of the canister 57 is in a state of direct contact with the liquid fuel in the fuel tank 3 when the angle exceeds the predetermined angle, the canister protection valve 52 is closed. Thereby, it can suppress more that the canister 57 contacts the liquid fuel in the fuel tank 3 directly. Accordingly, it is possible to further suppress the release of the evaporated fuel generated in the fuel tank 3 into the atmosphere. In addition, the same effects as those of the first embodiment can be obtained.

  In each of the above-described embodiments, the ship includes an outboard motor. However, the ship is not limited to this, and includes an inboard / outboard motor or an inboard motor in which an internal combustion engine is disposed in the hull. There may be.

1 is a partial perspective view schematically showing a right side surface of a ship to which an evaporative fuel processing device for a fuel tank installed in a ship according to a first embodiment of the present invention is applied. It is a schematic diagram which shows schematic structure of the evaporative fuel processing apparatus vicinity in the ship of FIG. It is a schematic diagram which shows an example of the modification of the evaporative fuel processing apparatus of FIG. It is a schematic diagram which shows an example of the modification of the evaporative fuel processing apparatus of FIG. FIG. 5 is a partial perspective view schematically showing a right side surface of a ship to which an evaporative fuel treatment apparatus for an in-ship type fuel tank according to a second embodiment of the present invention is applied. FIG. 9 is a partial perspective view schematically showing a right side surface of a ship to which an evaporative fuel treatment apparatus for an in-ship type fuel tank according to a third embodiment of the present invention is applied.

Explanation of symbols

1, 80, 90 Evaporative fuel processing device 2 Ship 3 Fuel tank 4 Outboard motor 21 Hull 22 Deck 31 Main body 36 Water separator 41 Engine 42 Intake manifold 43 ECU
51 Bypass passage 52 Canister protection valve 53 Purge hose 54 Purge valve 55 Air vent passage 56 Air vent valve 57 Canister 58 Adsorption activator 59 Case 63 Oil level sensor 81 Controller 91 Attitude detection sensor

Claims (5)

An evaporative fuel treatment device for an on-board type fuel tank in a ship in which fuel is supplied from a fuel tank arranged in a ship body to an internal combustion engine for a ship,
A canister for adsorbing evaporated fuel generated in the fuel tank;
An evaporative fuel processing apparatus for an on-board type fuel tank, comprising: a canister protection valve provided between the fuel tank and the canister to prevent inflow of liquid fuel from the fuel tank to the canister .   The evaporative fuel treatment of an on-board type fuel tank according to claim 1, wherein the canister protection valve is disposed above the upper surface of the fuel tank, and the canister is disposed below the upper surface of the fuel tank. apparatus.   A liquid level position detecting means provided in the fuel tank for detecting a liquid level position of the liquid fuel in the fuel tank, wherein the canister protection valve has the liquid level position at a predetermined height. The evaporative fuel processing device for a ship-installed fuel tank according to claim 1, wherein the fuel is closed.   4. The apparatus according to claim 1, further comprising attitude detection means provided on the hull for detecting the attitude of the hull, wherein the canister protection valve is closed when the hull is at a predetermined angle. 5. The evaporative fuel processing apparatus of the fuel tank installed in a ship of any one of Claims 1.   5. The marine internal combustion engine is an outboard motor equipped with a fuel injection system and a control unit, and at least the canister protection valve is controlled by the control unit. The evaporative fuel processing apparatus of the in-vessel installation type fuel tank of description.

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