JP2008038808A - Evaporated fuel treatment device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the capacity of evaporated fuel treatment in an engine with a supercharger. <P>SOLUTION: On the downstream side of a turbocharger 20, a pressure accumulation tank 70 for storing supercharging pressure is provided via pressure accumulated piping 71. Also, a purge system 51 for supplying evaporated fuel generated from a fuel tank 49 to an intake system 21 is provided. The pressure accumulation tank 70 and the purge system 51 are connected via an ejector 58. By ejecting compressed air from the pressure accumulation tank 70 toward an input port 58a of the ejector 58, forcible feeding of compressed air toward an output port 58c with evaporated fuel being involved from an intake port 58b is made. Evaporated fuel to the intake system 21 for treatment is thereby fed even in an engine operation area where intake pipe negative pressure is not generated. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an evaporated fuel processing apparatus for an engine including a supercharger.

  In order to appropriately process the evaporated fuel generated from the fuel tank, the vehicle is equipped with an evaporated fuel processing device (hereinafter referred to as an evaporation purge system) that supplies the evaporated fuel to the engine for combustion. The evaporation purge system includes a canister in which activated carbon is sealed, and the evaporated fuel generated from the fuel tank is captured by the canister and then supplied from the purge pipe to the intake pipe. Further, a purge control valve is provided in the purge pipe for guiding the evaporated fuel to the intake pipe, and the supply amount of the evaporated fuel can be controlled by controlling the purge control valve.

By the way, evaporative fuel is supplied by the pressure difference between the atmospheric pressure and the negative pressure of the intake pipe. Therefore, in an engine with a supercharger in which the intake pipe pressure becomes positive in response to an acceleration request, On the other hand, it has been difficult to supply evaporated fuel. In view of this, an evaporation purge system has been proposed in which evaporative fuel is supplied from the upstream side of the turbocharger where no supercharging pressure is applied by connecting a purge pipe upstream of the turbocharger (for example, a patent Reference 1 and 2).
JP-A-11-287162 JP-A-5-1631

  However, since it is difficult to obtain a large intake pipe negative pressure even on the upstream side of the supercharger, it has been difficult to improve the processing capacity of the evaporated fuel in an engine with a supercharger. In addition, in a hybrid vehicle or the like, a small engine with a small displacement is often mounted or a high expansion ratio engine that blows back intake air is often mounted in order to reduce fuel consumption. In such a small engine and a high expansion ratio engine, the intake pipe negative pressure decreases as the intake air amount decreases, which causes a further decrease in the processing capacity of the evaporated fuel.

  An object of the present invention is to improve the processing capacity of evaporated fuel in a supercharged engine.

  The evaporated fuel processing apparatus of the present invention is an evaporated fuel processing apparatus for an engine having a supercharger in an intake system, and is connected to a downstream side of the supercharger of the intake system and is supplied from the supercharger. A pressure accumulating means for accumulating pressure; and a purge system connected to the intake system for guiding evaporated fuel generated from a fuel tank to the intake system; and connecting the pressure accumulating means and the purge system; The evaporative fuel is pumped to the intake system by the supercharging pressure stored in the engine.

  The fuel vapor processing apparatus of the present invention is characterized in that the pressure accumulating means and the purge system are connected via an ejector.

  The fuel vapor processing apparatus of the present invention is characterized in that a pressure accumulation pipe for guiding a boost pressure from the intake system to the pressure accumulation means is connected to an upstream side of a throttle valve provided in the intake system.

  The evaporated fuel processing apparatus of the present invention is characterized in that a purge pipe of the purge system for guiding evaporated fuel to the intake system is connected to a downstream side of a throttle valve provided in the intake system.

  In the evaporated fuel processing apparatus of the present invention, the purge pipe for the purge system that guides the evaporated fuel to the intake system is branched, and one purge pipe is connected to the downstream side of the supercharger of the intake system, and the other The purge pipe is connected to the upstream side of the supercharger of the intake system.

  In the fuel vapor processing apparatus of the present invention, a pressure accumulation pipe that guides the boost pressure from the intake system to the pressure accumulation means is provided with a pressure accumulation control valve that is switched between a communication state and a cutoff state, and the pressure accumulation control valve is When the supercharging pressure output from the feeder exceeds a predetermined value, it is switched to the communication state.

  According to the present invention, since the evaporated fuel is pumped to the intake system by the supercharging pressure stored in the pressure accumulating means, it is possible to process the evaporated fuel in a wide engine operating range. In addition, since the supercharging pressure output from the supercharger is used, it is possible to avoid an increase in the cost of the evaporative fuel processing apparatus and to make effective use of surplus energy.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram showing a power unit 10 mounted on a hybrid vehicle. As shown in FIG. 1, the power unit 10 is provided with an engine 11 and a motor generator 12 as drive sources, and a transmission 13 is provided on the rear side of the motor generator 12. The power output from the engine 11 and the motor generator 12 is shifted through a transmission mechanism 15 incorporated in the mission case 14 and then distributed to each drive wheel via a plurality of differential mechanisms 16 and 17. A power unit 10 shown in the figure is a parallel type power unit, and an engine 11 is driven as a main drive source, while a motor generator 12 is driven in an auxiliary manner when starting or accelerating. Further, when the motor generator 12 is driven to generate power during deceleration or steady running, it is possible to convert deceleration energy and surplus energy into electric energy and collect it.

  Further, the turbocharger 20 is assembled as a supercharger in the engine 11, and the intake air supplied to the engine 11 is pressurized via the turbocharger 20. The turbocharger 20 includes an impeller 20a that is rotatably provided in the intake system 21 and pressurizes intake air, and a turbine 20b that is rotatably provided in the exhaust system 22 and is driven by exhaust gas, and the impeller 20a. And the turbine 20b are connected via a turbine shaft 20c. When the accelerator pedal is depressed and the exhaust pressure rises, the impeller 20a that rotates integrally with the turbine 20b is driven at a high speed, so that the intake air that is guided from the upstream intake pipe 23 to the impeller 20a is impeller. After being pressurized by 20a, it is supplied to the engine 11 from the downstream side intake pipe 24. The downstream intake pipe 24 is provided with an intercooler 25 for cooling the pressurized intake air so as to increase the charging efficiency of the intake air into the engine 11.

  The motor generator 12 connected to the engine 11 includes a stator 31 fixed to the motor case 30 and a rotor 32 connected to the crankshaft 11 a of the engine 11. The torque converter 33 connected to the rotor 32 of the motor generator 12 includes a pump impeller 35 fixed to the converter case 34, and a turbine runner 36 facing the pump impeller 35. Power is transmitted from the pump impeller 35 to the turbine runner 36 via hydraulic oil.

  A transmission mechanism 15 including a planetary gear train, a clutch, a brake, and the like is connected to the torque converter 33 via a transmission input shaft 37. By selectively engaging the clutch and the brake in the transmission mechanism 15, the power transmission path in the transmission mechanism 15 can be switched to change the speed. Further, a compound planetary gear type center differential mechanism 16 that distributes driving torque to the front and rear wheels is mounted between the transmission output shaft 38 and the rear wheel output shaft 39, and the front wheels are connected via the center differential mechanism 16. Power is distributed to the output shaft 40 and the rear wheel output shaft 39.

  Such a hybrid vehicle is equipped with a high voltage battery (for example, a lithium ion battery) 41 that supplies electric power to the motor generator 12. A battery control unit 42 is connected to the high voltage battery 41, and charging / discharging of the high voltage battery 41 is controlled by the battery control unit 42, and a remaining capacity SOC is calculated based on voltage, current, cell temperature, and the like. Has been. Further, the hybrid vehicle is provided with an engine control unit 43, and the engine control unit 43 controls a throttle valve 44, an injector, and the like.

  The hybrid vehicle is provided with a hybrid control unit 45. The hybrid control unit 45 includes an inhibitor switch for detecting the operation range of the select lever, an accelerator pedal sensor for detecting the depression state of the accelerator pedal, and a depression of the brake pedal. A brake pedal sensor for detecting the situation is connected. Further, an inverter 46 is connected to the hybrid control unit 45, and the motor torque and the motor speed of the motor generator 12 that is an AC synchronous motor are controlled by controlling the current value and frequency of the AC current via the inverter 46. Can be controlled. The hybrid control unit 45 determines a running state based on various information input from the control units 42 and 43 and various sensors, and outputs a control signal to the inverter 46, the engine control unit 43, and the battery control unit 42. Then, the motor generator 12, the engine 11, the high voltage battery 41 and the like are controlled while being coordinated with each other. Each of the control units 42, 43, and 45 includes a CPU that calculates control signals and the like, and also includes a ROM that stores control programs, arithmetic expressions, map data, and the like, and a RAM that temporarily stores data. .

  Next, an evaporative fuel processing apparatus (hereinafter referred to as an evaporation purge system) 51 that supplies evaporative fuel generated from the fuel tank 49 to the engine 11 for processing will be described. FIG. 2 is a schematic diagram showing the evaporation purge system 50. The evaporation purge system 50 includes a purge system 51 that supplies evaporated fuel to the intake system 21, and the supply state of the evaporated fuel is controlled based on a control signal from the engine control unit 43.

  As shown in FIG. 2, an evaporation introduction pipe 53 is connected to a fuel tank 49 that stores fuel such as gasoline, and the evaporated fuel generated from the fuel tank 49 is guided to the canister 54 via the evaporation introduction pipe 53. The Activated carbon that adsorbs evaporated fuel is enclosed in the canister 54, and the evaporated fuel can be captured by feeding the evaporated fuel into the canister 54. Further, the evaporation introduction pipe 53 is provided with a 2-way valve 55. When the tank internal pressure increases, the evaporated fuel is supplied to the canister 54 via the 2-way valve 55, while when the tank internal pressure decreases, the 2-way valve 55 is provided. Outside air is introduced into the fuel tank 49 via the valve 55. The fuel tank 49 is provided with a fuel shut-off valve 56 that operates according to the oil level. When the oil level rises, the fuel shut-off valve 56 can avoid the inflow of fuel to the evaporation introduction pipe 53. Become.

  The canister 54 is connected to an evaporation supply pipe 57 that outputs evaporated fuel to the engine 11. The evaporation supply pipe 57 is connected to a main purge pipe (purge pipe) 59 via an ejector 58 described later. ing. A main purge control valve 61 is provided in the main purge pipe 59 that communicates the ejector 58 and the intake manifold 60, and the communication state of the main purge control valve 61 is controlled by a control signal from the engine control unit 43. . By switching the main purge control valve 61 to the communication state and causing the intake manifold 60 and the canister 54 to communicate with each other, the atmosphere is sucked into the canister 54 according to the intake pipe negative pressure of the intake manifold 60, and the canister 54 together with the atmosphere. The evaporated fuel inside is sucked toward the intake manifold 60.

  A sub-purge pipe (purge pipe) 62 is provided so as to branch from the main purge pipe 59, and an end of the sub-purge pipe 62 is connected to the upstream side intake pipe 23. Further, the sub-purge pipe 62 is provided with a sub-purge control valve 63 that can be switched between a communication state and a shut-off state. The control pressure chamber of the sub-purge control valve 63 is supercharged from the intake manifold 60 via the control pressure path 64. Pressure has been introduced. When the supercharging pressure exceeds a predetermined value, the sub-purge control valve 63 is in communication and the upstream side intake pipe 23 communicates with the canister 54, while when the supercharging pressure falls below a predetermined value, The sub-purge control valve 63 is shut off, and the upstream side intake pipe 23 and the canister 54 are shut off. In other words, since it is difficult to supply the evaporated fuel to the downstream side of the turbocharger 20 under a state where the supercharging pressure is increased, toward the upstream side intake pipe 23 disposed on the upstream side of the turbocharger 20. Evaporative fuel is supplied.

  Further, in order to expand the engine operating range in which the evaporated fuel can be processed, the evaporation purge system 50 includes a pressure accumulation tank 70 as pressure accumulation means for accumulating the supercharging pressure from the turbocharger 20, and an ejection from the pressure accumulation tank 70. And an ejector 58 that sucks and feeds the evaporated fuel by the air flow. In order to guide the supercharging pressure from the intercooler 25 to the accumulator tank 70, the accumulator tank 70 and the intercooler 25 are connected via an accumulator pipe 71, and the accumulator pipe 71 is controlled by the engine control unit 43. A pressure accumulation control valve 72 that is switched between a communication state and a cutoff state by a signal is provided. Further, in order to supply the supercharging pressure stored in the pressure accumulating tank 70 to the ejector 58, the pressure accumulating tank 70 and the ejector 58 are connected via an ejection pipe 73, and the ejection pipe 73 is connected to the ejection pipe 73 from the engine control unit 43. An ejection control valve 74 that is switched between a communication state and a shut-off state by a control signal is provided. The ejector 58 for sucking and feeding the evaporated fuel has an input port 58a to which the ejection pipe 73 is connected, a suction port 58b to which the evaporation supply pipe 57 is connected, and an output port 58c to which the main purge pipe 59 is connected. Is formed. As described above, the pressure accumulating tank 70 that stores the supercharging pressure and the purge system 51 that supplies the evaporated fuel are connected via the ejector 58.

  Under a state where the supercharging pressure from the turbocharger 20 exceeds a predetermined value, the pressure accumulation control valve 72 is switched to the communication state by the engine control unit 43, and a part of the air pumped from the impeller 20a passes through the pressure accumulation pipe 71. To the pressure accumulating tank 70. After the compressed air is stored in the pressure accumulating tank 70, the ejection control valve 74 is switched to the communication state according to the operating state of the engine 11, and the communication state of the main purge control valve 61 is controlled. That is, the compressed air is ejected from the pressure accumulation tank 70 toward the input port 58a of the ejector 58 by opening the ejection control valve 74 and the main purge control valve 61 in a state where the compressed air is stored in the pressure accumulation tank 70. Thus, the compressed air can be pumped toward the output port 58c while the evaporated fuel is drawn in from the suction port 58b. As a result, even when the intake pipe negative pressure is not generated, the evaporated fuel can be pumped to the intake manifold 60 via the main purge pipe 59.

  As described above, when the intake pipe pressure in the intake manifold 60 is lower than the tank internal pressure of the pressure accumulating tank 70, the evaporated fuel can be guided to the intake manifold 60 at any time, so that the evaporated fuel is processed in a wide engine operation range. It becomes possible. Further, even when the intake pipe pressure in the intake manifold 60 exceeds the tank internal pressure of the accumulator tank 70, when the sub-purge control valve 63 is opened by the supercharging pressure, the ejection control valve 74 is switched to the communication state. Accordingly, it is possible to supply the evaporated fuel to the upstream side intake pipe 23 for processing.

  Subsequently, tank pressure accumulation control and pressure purge control executed by the engine control unit 43 will be described. The tank pressure accumulation control is executed when the compressed air is stored in the pressure accumulation tank 70, and the pressure purge control is executed when the evaporated fuel is pumped by the compressed air from the pressure accumulation tank 70. Control. In order to execute tank pressure accumulation control and pressure purge control, an intake pipe pressure sensor 75 is attached to the intercooler 25, and a tank pressure sensor 76 is attached to the pressure accumulation tank 70. The intake pipe pressure and the tank internal pressure are output toward the engine control unit 43.

  Here, FIG. 3 is an explanatory diagram showing an execution region of tank pressure accumulation control and pressure purge control, FIG. 4 is a flowchart showing an execution procedure of tank pressure accumulation control, and FIG. 5 shows an execution procedure of pressure purge control. It is a flowchart to show. First, as shown in FIG. 3, the tank pressure accumulation control and the pressure purge control are switched according to the pressure in the pressure accumulation tank 70 until the tank pressure falls below a predetermined value L and then exceeds a predetermined value H. The tank pressure accumulation control is executed according to the operating state of the engine 11, and the pressure purge control is executed according to the operating state of the engine 11 until the tank internal pressure exceeds the predetermined value H and falls below the predetermined value L. It will be.

  Next, the execution procedure of tank pressure accumulation control will be described. As shown in FIG. 4, in step S1, based on the output signal from the intake pipe pressure sensor 75, it is determined whether or not the supercharging pressure from the turbocharger 20 exceeds a predetermined value. If it is determined in step S1 that the supercharging pressure is lower than the predetermined value, it is difficult to store compressed air in the pressure accumulating tank 70. Therefore, the process proceeds to step S2, and the pressure accumulating control valve 72 is switched to the shut-off state. . On the other hand, when it is determined that the supercharging pressure exceeds the predetermined value, it is possible to store compressed air in the pressure accumulating tank 70, so that the process proceeds to step S3, and the pressure accumulating control valve 72 is switched to the communication state. Become. In addition, after the pressure accumulation control valve 72 is switched to the cutoff state in step S2, the cutoff state of the pressure accumulation control valve 72 is maintained until it is determined in step S1 that the supercharging pressure exceeds a predetermined value. become.

  When the pressure accumulation control valve 72 is switched to the communication state in step S3, a timer count process for measuring the pressure accumulation time is executed in the subsequent step S4, and it is determined whether or not the tank internal pressure exceeds a predetermined value H in the subsequent step S5. . Then, if it is determined in step S5 that the tank internal pressure exceeds the predetermined value H, it is in a state in which sufficient compressed air is stored in the pressure accumulating tank 70, and thus the process proceeds to step S6 and the pressure accumulation control valve 72 is shut off. After switching to, the routine is exited. On the other hand, if it is determined in step S5 that the tank internal pressure is lower than the predetermined value H, it is in a state where not enough compressed air is stored in the pressure accumulating tank 70, so the process proceeds to step S7, where the pressure accumulating time reaches a predetermined time. It is determined whether or not it exceeds. When it is determined in step S7 that the pressure accumulation time is less than the predetermined time, the pressure accumulation control for the pressure accumulation tank 70 is continued again from step S4, while the pressure accumulation time is determined to exceed the predetermined time in step S7. In step S8, it is determined that the tank internal pressure is abnormal, and the routine is exited.

  As described above, when the supercharging pressure from the turbocharger 20 is large, the compressed air is stored in the pressure accumulating tank 70, so that the tank pressure accumulating control is executed without greatly affecting the operating state of the engine 11. Is possible. In particular, when a supercharging pressure control valve 77 that bypasses exhaust gas when an excessive supercharging pressure occurs or an air bypass valve that bypasses intake air when the throttle valve 44 is suddenly closed, a pressure accumulating tank is operated. When compressed air is stored in 70, exhaust energy can be effectively utilized. Further, in the flowchart described above, the pressure accumulation control valve 72 is opened and closed in accordance with the boost pressure detected by the intake pipe pressure sensor 75. 77 or an air bypass valve.

  Subsequently, an execution procedure of the pressure purge control will be described. As shown in FIG. 5, in step S10, the pressure accumulation control valve 72 is switched to the shut-off state, and in the subsequent step S11, the ejection control valve 74 is switched to the communication state. Next, the process proceeds to step S12, where the communication state of the main purge control valve 61 is controlled according to the operating state of the engine 11, and the compressed air from the pressure accumulating tank 70 is supplied toward the intake manifold 60 while entraining the evaporated fuel. In the subsequent step S13, it is determined whether or not the tank internal pressure is lower than a predetermined value L. If it is determined that the tank internal pressure is higher than the predetermined value L, compressed air capable of pumping evaporated fuel is supplied to the pressure accumulation tank 70. Since it is in the stored state, the pressure purge control is executed again in step S12. On the other hand, if it is determined in step S13 that the tank internal pressure is lower than the predetermined value L, it is difficult to pump the evaporated fuel by the compressed air from the pressure accumulating tank 70. Therefore, in the subsequent step S14, the ejection control valve 74 Is switched to the shut-off state, and in the subsequent step S15, the main purge control valve 61 is switched to the shut-off state.

  As described so far, the pressure accumulation tank 70 for accumulating the supercharging pressure from the turbocharger 20 is provided, and the evaporated fuel is supplied to the intake system 21 using the supercharging pressure stored in the pressure accumulation tank 70. It is possible to process evaporated fuel in a wide range of engine operation. In other words, the evaporated fuel can be supplied to the intake system 21 not only in the engine operation region where the intake pipe negative pressure is generated but also in the engine operation region where the intake pipe pressure becomes positive. It becomes possible to process the evaporated fuel. In addition, since it is not necessary to provide an air pump or the like in order to execute the pressure purge control, it is possible to avoid an increase in the cost of the evaporation purge system 50. Further, since the pressure purge control can be executed using surplus energy, the energy efficiency of the vehicle can be improved and the fuel consumption can be suppressed.

  Further, since the sub-purge pipe 62 that opens to the upstream side of the turbocharger 20 is provided, when the supercharging pressure in the intake manifold 60 is increased or when the tank internal pressure of the pressure accumulating tank 70 is decreased. Even if it exists, it becomes possible to supply evaporative fuel to the upstream side intake pipe 23, and to process. In the above description, the sub-purge control valve 63 is switched by the supercharging pressure. However, the present invention is not limited to this, and the sub-purge control valve 63 may be switched by a control signal from the engine control unit 43. .

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, in the illustrated case, the evaporative fuel processing apparatus of the present invention is applied to a parallel type hybrid vehicle. However, the present invention is not limited to this, and a series type or series / parallel type hybrid vehicle is used. The evaporative fuel processing apparatus of the present invention may be applied, or the evaporative fuel processing apparatus of the present invention may be applied to a vehicle including only the engine 11 as a power source.

  Further, the engine 11 to which the fuel vapor processing apparatus of the present invention can be applied is not limited to a small engine having a small displacement or a high expansion ratio engine in which intake air is blown back, and has a large displacement. A large engine may be used. Further, the engine type is not limited and may be a horizontally opposed engine, a V-type engine, an in-line engine, or the like.

  In the illustrated case, the turbocharger 20 driven by exhaust energy is provided as a supercharger. However, the present invention is not limited to this, and a supercharger driven by engine power is provided as a supercharger. It goes without saying that it is also good. Furthermore, in the above description, the pressure accumulation tank 70 is provided as the pressure accumulation means, but an accumulator may be provided as the pressure accumulation means.

  Further, in the illustrated case, the intake pipe pressure sensor 75 for detecting the intake pipe pressure is attached to the intercooler 25. However, the attachment position is not limited to this, and the downstream intake pipe 24 and the intake manifold 60 are not connected. Thus, the intake pipe pressure sensor 75 may be attached. When the intake pipe negative pressure is generated, the vaporized fuel may be supplied to the intake system 21 using the pressure difference between the intake pipe negative pressure and the atmospheric pressure without executing the pressure purge control. It goes without saying that it is good.

It is a skeleton figure which shows the power unit mounted in a hybrid vehicle. It is the schematic which shows an evaporation purge system. It is explanatory drawing which shows the execution area | region of tank pressure accumulation control and pressurization purge control. It is a flowchart which shows the execution procedure of tank pressure accumulation control. It is a flowchart which shows the execution procedure of pressurization purge control.

Explanation of symbols

11 Engine 20 Turbocharger (supercharger)
21 Intake system 44 Throttle valve 50 Evaporative purge system (evaporative fuel treatment device)
51 Purge system 58 Ejector 59 Main purge piping (purge piping)
62 Sub-purge piping (purge piping)
70 Accumulation tank (accumulation means)
71 Accumulation piping 72 Accumulation control valve

Claims (6)

An evaporative fuel processing apparatus for an engine having a supercharger in an intake system,
A pressure accumulating means that is connected to the downstream side of the supercharger of the intake system and stores the supercharging pressure output from the supercharger;
A purge system connected to the intake system and guiding the evaporated fuel generated from a fuel tank to the intake system;
An evaporative fuel processing apparatus, wherein the pressure accumulating means and the purge system are connected, and evaporative fuel is pumped to the intake system by a supercharging pressure stored in the pressure accumulating means. The evaporative fuel processing apparatus of Claim 1 WHEREIN:
The evaporative fuel processing apparatus, wherein the pressure accumulating means and the purge system are connected via an ejector. The evaporative fuel processing apparatus according to claim 1 or 2,
An evaporative fuel processing apparatus, wherein an accumulator pipe for guiding a boost pressure from the intake system to the accumulator is connected to an upstream side of a throttle valve provided in the intake system. In the evaporative fuel processing apparatus of any one of Claims 1-3,
An evaporative fuel processing apparatus, wherein a purge pipe of the purge system for guiding evaporative fuel to the intake system is connected to a downstream side of a throttle valve provided in the intake system. In the evaporative fuel processing apparatus of any one of Claims 1-3,
A purge pipe for the purge system that guides the evaporated fuel to the intake system is provided in a branched manner, one purge pipe is connected to the downstream side of the supercharger of the intake system, and the other purge pipe is connected to an excess of the intake system. An evaporative fuel processing apparatus connected to the upstream side of a feeder. In the evaporative fuel processing apparatus of any one of Claims 1-5,
A pressure accumulation pipe that guides the boost pressure from the intake system to the pressure accumulation means is provided with a pressure accumulation control valve that is switched between a communication state and a cutoff state,
The evaporated fuel processing device, wherein the pressure accumulation control valve is switched to a communication state when a supercharging pressure output from the supercharger exceeds a predetermined value.

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