JP2009097355A - Evaporated fuel treatment device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an evaporated fuel treatment device for a vehicle capable of efficiently controlling emission of fuel vapor to the atmosphere. <P>SOLUTION: The fuel vapor discharge control device 10 includes a canister 28 for adsorbing fuel vapor discharged from a fuel tank 14 and a second condenser 44 arranged between a compressor and an expansion valve in a refrigerant circulation line 60 of a vehicle air conditioning device 50 in series with a condenser of the vehicle air conditioning device. The second condenser 44 heats a canister 28 by radiating a residual heat which a refrigerant has from the refrigerant to the canister. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an evaporative fuel processing apparatus for a vehicle for suppressing fuel vapor in a fuel tank from being discharged outside the vehicle.

A technique is known in which a PTC heater is provided in the canister, and the adsorbent is heated by the PTC heater before purging the fuel vapor adsorbed by the canister (see, for example, Patent Document 1).
International Publication WO2002 / 064966 Pamphlet

  However, in the conventional technology as described above, there is room for improvement from the viewpoint of energy saving because the canister is heated by energizing the PTC heater.

  An object of the present invention is to obtain an evaporative fuel processing apparatus for a vehicle that can efficiently suppress the release of fuel vapor into the atmosphere in consideration of the above facts.

  According to a first aspect of the present invention, there is provided an evaporative fuel processing apparatus for a vehicle between a canister for adsorbing fuel vapor discharged from a fuel tank and a compressor and an expansion valve in a refrigerant circulation line of the air conditioner for the vehicle. A canister heat exchanger provided in series with the condenser of the vehicle air conditioner and for radiating heat from the refrigerant to the canister.

  In the vehicle evaporative fuel processing device according to claim 1, for example, in a predetermined operating environment (external temperature or the like) in the applied vehicle, the vehicle air-conditioner is circulated between the compressor and the expansion valve in the refrigerant circulation line. The high-temperature and high-pressure refrigerant dissipates the soot (energy) to the canister. As a result, the canister is heated, and the detachment performance of the fuel vapor adsorbed on the canister is improved. Accordingly, when purging the fuel vapor adsorbed on the canister, the purge amount of the fuel vapor is increased as compared with a configuration in which the canister is not heated. That is, the purge time or the number of purges for purging the fuel vapor adsorbed on the canister can be reduced. In addition, in the vehicle evaporative fuel processing apparatus, the canister is heated by the refrigerant (residual heat) of the vehicle air conditioner, so that the energy efficiency is good.

  Thus, in the vehicle evaporative fuel processing apparatus according to the first aspect, the release of fuel vapor into the atmosphere can be efficiently suppressed.

  According to a second aspect of the present invention, there is provided the vehicle fuel vapor processing apparatus according to the first aspect, wherein the vehicle fuel vapor processing apparatus is provided between the expansion valve and the compressor in a refrigerant circulation line of the vehicle air conditioner. It further includes a fuel tank heat exchanger that is provided in series with the evaporator of the vehicle air conditioner and radiates heat from the fuel tank to the refrigerant.

  In the vehicle evaporative fuel processing device according to claim 2, for example, in a predetermined operating environment (outside temperature, etc.) in the applied vehicle, the vehicle air-conditioner is circulated between the expansion valve and the compressor in the refrigerant circulation line. The low-temperature and low-pressure refrigerant is heated by heat exchange with the fuel tank. As a result, the fuel tank is cooled, so that the generation of fuel vapor in the fuel tank is suppressed (including the case where the fuel vapor is liquefied). Therefore, in this fuel vapor processing apparatus for vehicles, the amount of fuel vapor adsorbed to the canister is reduced as compared with a configuration not including a fuel tank heat exchanger. Moreover, since the fuel tank is cooled by the refrigerant of the vehicle air conditioner, the energy efficiency is good.

  A fuel vapor processing apparatus for a vehicle according to a third aspect of the present invention is the fuel vapor processing apparatus for a vehicle according to the second aspect, wherein the heat exchanger for the fuel tank is provided between a heat source for the fuel tank and the fuel tank. Is arranged.

  In the evaporative fuel processing device for a vehicle according to claim 3, since the fuel tank heat exchanger is disposed between the heat source for the fuel tank and the fuel tank, the heat shielding action by the fuel tank heat exchanger Generation of fuel vapor accompanying the temperature rise in the fuel tank is effectively suppressed.

  According to a fourth aspect of the present invention, there is provided a vehicle evaporative fuel processing apparatus according to the second or third aspect, wherein the signal is based on whether or not fuel is being injected into the fuel tank. And a control means for operating the compressor when it is determined that the fuel is being injected into the fuel tank based on a signal from the fuel injection detection means. .

  According to the fourth aspect of the present invention, the compressor is operated during the fuel injection into the fuel tank, so that the fuel tank is cooled during the fuel injection. As a result, in the evaporative fuel processing apparatus for a vehicle, the generation of fuel vapor during fuel injection is suppressed, and the amount of fuel adsorbed to the canister can be suppressed, so that the amount of fuel vapor adsorbed on the canister can be reduced. The purge time or the number of purges can be reduced.

  As described above, the vehicle evaporative fuel processing apparatus according to the present invention has an excellent effect of being able to efficiently suppress the release of fuel vapor into the atmosphere.

  A fuel vapor emission suppression device 10 to which a vehicle evaporative fuel processing device according to an embodiment of the present invention is applied will be described with reference to FIGS. 1 and 2.

  FIG. 1 is a schematic system configuration diagram showing a schematic overall configuration of the fuel vapor emission suppressing device 10. As shown in this figure, the fuel vapor emission suppressing device 10 includes a fuel tank 14 for storing liquid fuel (for example, fuel mainly composed of hydrocarbons) supplied to an engine 12 that is an internal combustion engine. ing. The fuel tank 14 is provided with a fuel pump (not shown), and the fuel in the fuel tank 14 is supplied to the engine 12 by the operation of the fuel pump.

  The fuel tank 14 is connected to the other end of an oil supply hose 16 whose one end is an oil supply port 16A. In the fuel vapor discharge suppression device 10, the fuel filler port 16 </ b> A is sealed with a fuel cap 17, and the fuel cap 17 is formed in a fuel filler window 18 </ b> A formed on the vehicle body outer plate 18 so as to be removable from the outside of the vehicle. It is arranged facing. In the state where the fuel cap 17 is removed, the fuel can be supplied from the fuel filler port 16A.

  The fuel supply window 18 </ b> A can be opened and closed by a fuel lid 20. In this embodiment, the fuel lid 20 is maintained in a state in which the lid lock device 22 closes the fuel supply window 18A. The lid lock device 22 is configured to move to a lock release position based on a command from an ECU 38 to be described later when a lid switch 23 provided in the vehicle interior is operated. Thus, when the lid switch 23 is operated, the fuel lid 20 opens the fuel supply window 18A by a restoring force of a spring (not shown).

  Further, when the fuel lid 20 is returned to the closed position where the fuel supply window 18A is closed by, for example, a manual operation, the lid lock device 22 is moved with respect to the fuel lid 20 by a biasing force of a spring, guidance (cam operation) associated with relative movement with the fuel lid 20, and the like. The posture is restored and the fuel lid 20 is locked again. The lid lock device 22 includes an open / close switch, and a signal corresponding to the fuel lid 20 being locked (for example, an OFF signal) and a signal corresponding to the unlocking of the fuel lid 20 (for example, being a signal) ON signal) is output to the ECU 38 described later. In this embodiment, at least one of the lid lock device 22 and the lid switch 23 can be grasped as the fuel injection detecting means in the present invention. In addition, you may comprise so that the lock function of the fuel lid 20 in the lid lock apparatus 22 and the function of lock detection may be implement | achieved by a separate component.

  Furthermore, a valve device 24 is provided above the fuel tank 14 so as to close when the liquid level rises during refueling and close when the vehicle falls. The valve device 24 can be understood as having a so-called COV (cut-off valve), ROV (rollover valve) function. In the fuel vapor emission suppression device 10, one end of the evaporation pipe 26 is connected to the fuel tank 14 via the valve device 24. The other end of the evaporation pipe 26 is connected to a canister 28 for adsorbing evaporated fuel.

  As shown in FIG. 2A, the canister 28 is divided into a plurality of layers (in this embodiment, two layers) including a first layer 28C and a second layer 28D inside the housing 28A by a partition wall 28B. Each of the first layer 28C and the second layer 28D is configured by accommodating activated carbon (not shown) as an adsorbent. The other end of the above-described evaporation pipe 26 is connected so as to communicate with the first layer 28 </ b> C of the canister 28. On the other hand, the other end of the atmospheric pipe 30 is connected to the second layer 28D of the canister 28. The other end of the atmospheric pipe 30 is an atmospheric open end 30A communicating with the atmosphere.

  Further, in the canister 28, one end of a purge pipe 32 for purging the fuel adsorbed on the activated carbon is connected to the first layer 28C. The other end of the purge pipe 32 is connected to an intake passage (not shown) of the engine 12 via a purge control valve (in this embodiment, a vacuum switching valve) 36 as a purge device. As a result, in the fuel vapor emission suppression device 10, when the purge control valve 36 is opened during operation of the engine 12, the fuel vapor (fuel vapor) adsorbed by the canister 28 (active carbon thereof) is discharged from the canister 28. It is disengaged and purged to the intake system of the engine. The purge control valve 36 is controlled by the ECU 38 at the timing of valve opening.

  Further, the fuel vapor emission suppression device 10 includes a block valve 40 provided in the evaporation pipe 26 and a pressure sensor 42 provided in the fuel tank 14. The pressure sensor 42 outputs a signal corresponding to the internal pressure of the fuel tank 14 to the ECU 38. The blocking valve 40 is controlled by the ECU 38 based on a signal from the pressure sensor 42 and opens in a predetermined case (for example, when the internal pressure of the fuel tank 14 is equal to or higher than the set positive pressure or lower than the set negative pressure). It comes to speak. Instead of the pressure sensor 42, a temperature sensor that outputs a signal corresponding to the temperature in the fuel tank 14 may be provided. Instead of the blocking valve 40, a case where a predetermined positive pressure is exceeded and a predetermined negative pressure is provided. It is good also as a structure which provided the positive / negative pressure valve which opens mechanically when it falls below.

  The fuel vapor emission suppressing device 10 includes a second condenser 44 as a canister heat exchanger for heating the canister 28 using surplus heat of the refrigerant of the vehicle air conditioner 50. Specifically, the vehicle air conditioner 50 includes a compressor 52 as a compressor, a first condenser (outdoor heat exchanger) 54 as a condenser, an expansion valve 56, and a first evaporator (indoor heat exchanger) as an evaporator. 58) and a refrigerant circulation line 60 that connects them in series in the order described above. In this embodiment, a gas-liquid separator 62 is disposed between the first condenser 54 and the expansion valve 56. The compressor 52 is an electric compressor.

  In the fuel vapor discharge suppression device 10, the second capacitor 44 is provided between the compressor 52 and the expansion valve 56 in the refrigerant circulation line 60 and between the gas-liquid separator 62 (first capacitor 54) and the expansion valve 56. Is provided in series with the first capacitor 54. Further, in the fuel vapor emission suppression device 10 according to this embodiment, the first evaporator 58 in which the second evaporator 46 as the heat exchanger for the fuel tank is provided between the first evaporator 58 and the compressor 52 is connected in series. Is provided.

  As described above, the refrigerant circulation line 60 of the vehicle air conditioner 50 includes the compressor 52, the first condenser 54, the gas-liquid separator 62, the second condenser 44, the expansion valve 56, the first evaporator 58, and the second evaporator 46 in this order. It is configured in series.

  The second capacitor 44 is in contact with the housing 28A of the canister 28, and is configured to perform heat exchange between the refrigerant and the canister 28 (activated carbon). In this embodiment, as shown in FIG. 2B, the second capacitor 44 is in contact with the first layer 28C of the canister 28 over substantially the entire height, and at least part of the second layer 28D. Has also been touched. Supplementing the canister 28, the canister 28 has a larger amount of activated carbon in the first layer 28C (amount of fuel vapor that can be adsorbed) than that of the activated carbon in the second layer 28D.

  On the other hand, the second evaporator 46 is in contact with the outer surface of the fuel tank 14 and is configured to perform heat exchange between the refrigerant and the fuel tank 14 (internal fuel and gas). In this embodiment, as shown in FIG. 1, the second evaporator 46 is disposed between the fuel tank 14 and the road surface R that can be a heat source for the fuel tank 14. That is, the second evaporator 46 is in contact with the bottom wall 14 </ b> A of the fuel tank 14.

  The fuel vapor emission suppression device 10 includes an ECU 38 as a control means for controlling the purge control valve 36, the blocking valve 40, and the compressor 52 (vehicle air conditioner 50). The ECU 38 is electrically connected to a fuel vapor concentration sensor 64 and a system switch 65 provided at 30 in addition to the pressure sensor 42, the lid lock device 22, and the lid switch 23. The system switch 65 corresponds to a start switch that is turned on when a vehicle occupant to which the fuel vapor emission suppressing device 10 is applied starts driving (traveling the vehicle). The vehicle to which the fuel vapor emission suppression device 10 is applied is configured such that traveling is permitted when the system switch 65 is turned on.

  The ECU 38 also has a function of controlling the vehicle air conditioner 50, and sends out the air conditioning air cooled by the fan 66 and the first evaporator 58 for blowing air to the first condenser 54 to the passenger compartment. The blower 68 and other various components of the vehicle air conditioner 50 are electrically connected.

  The vehicle to which the fuel vapor emission suppressing device 10 is applied is applied to, for example, a hybrid vehicle including an electric motor that generates a driving force with electric power of a battery as a driving source for driving in addition to the engine 12. Therefore, a signal corresponding to whether or not the engine 12 is operating is input to the ECU 38 from the hybrid ECU that controls the hybrid vehicle system. In this embodiment, the hybrid vehicle to which the fuel vapor emission suppression device 10 is applied is a so-called plug-in hybrid vehicle that can charge the battery from an external power source, and the hybrid that charges only the electric power generated by the engine 12 to the battery. Compared to a car, the distance that can be traveled with the engine 12 stopped is longer.

  As described above, the ECU 38 purges based on the output signals from the system switch 65, the pressure sensor 42, the fuel vapor concentration sensor 64, the lid lock device 22, the lid switch 23, the sensors of the vehicle air conditioner 50, the hybrid ECU, and the like. The operation of the control valve 36, the blocking valve 40, the vehicle air conditioner 50, the fan 66, and the blower 68 is controlled. This control will be described later together with the operation of this embodiment.

  Next, the operation of this embodiment will be described. First, the operation and effect at the time of traveling (possible) of the automobile to which the fuel vapor emission suppressing device 10 is applied will be described, and then the operation and effect at the time of fueling will be described.

(Effects while driving)
In a vehicle to which the fuel vapor emission suppression device 10 having the above-described configuration is applied, for example, when the system switch 65 is turned on and the vehicle is in a running (possible) state during a relatively high outside air temperature, the vehicle air conditioner 50 is activated. Is done. In the vehicle air conditioner 50, the refrigerant compressed by the compressor 52 is condensed by the first condenser 54, the gas phase and the liquid phase are separated by the gas-liquid separator 62, and the high-temperature and high-pressure liquid phase refrigerant is the second. The pressure is reduced by the expansion valve 56 via the condenser 44 to be a low-pressure liquid phase, and the first evaporator 58 absorbs heat from the air-conditioning air and is vaporized. The gas-phase refrigerant thus reduced in temperature and pressure is returned to the compressor 52 via the second evaporator 46 and circulates in the refrigerant circulation line 60. The fuel vapor ECU 38 operates the fan 66 and the blower 68 as necessary based on the setting (target temperature, etc.) of the vehicle air conditioner 50.

  The high-temperature and high-pressure refrigerant discharged from the first condenser 54 (gas-liquid separator 62) heats the canister 28 by radiating heat to the canister 28 when passing through the second condenser 44. Thereby, in the canister 28, the fuel vapor (hydrocarbon component) from the activated carbon is easily released.

  On the other hand, the low-temperature and low-pressure refrigerant discharged from the first evaporator 58 absorbs heat from the fuel tank 14 when passing through the second evaporator 46, thereby cooling the fuel tank 14. Thereby, in the fuel tank 14, the temperature rise of the fuel is suppressed and the fuel vapor is hardly generated.

  When the signal corresponding to the amount of fuel vapor adsorbed to the canister 28 exceeding the predetermined amount is input from the fuel vapor concentration sensor 64, the ECU 38 closes the closing valve 40 and sets the purge control valve 36. Operate (open). Then, due to the negative pressure in the intake passage of the engine 12, the fuel vapor emission suppression device 10 causes the engine to pass from the atmosphere open end 30 </ b> A of the atmosphere pipe 30 through the second layer 28 </ b> D, the first layer 28 </ b> C of the canister 28, and the purge pipe 32. A flow toward the 12 intake systems is generated.

  By this flow, the fuel vapor is desorbed from the activated carbon of the canister 28 and is supplied to the engine 12 and consumed. That is, the fuel vapor purge from the canister 28 is performed.

  Here, in the fuel vapor emission suppressing device 10, the canister 28 is heated by the second condenser 44, so that the fuel vapor detachment performance from the canister 28 is high. For this reason, the purge amount per unit time of the fuel vapor adsorbed by the canister 28 increases. Moreover, in the fuel vapor emission suppressing device 10, the second layer 28D of the canister 28, that is, the portion where the purge negative pressure in the canister 28 is difficult to be applied (the internal pressure is close to the atmospheric pressure) is also heated by the second capacitor 44. The purge amount per hour is further increased. Thus, the fuel vapor of the canister 28 can be purged in a short time or with a small number of purges. For this reason, in the case of a hybrid vehicle, the time for operating the engine 12 for purging can be shortened, which contributes to an improvement in fuel consumption.

  Further, in the fuel vapor discharge suppression device 10, as the canister 28 is heated by the second condenser 44, the fuel vapor detachment performance is enhanced as described above. Therefore, the fuel vapor that remains adsorbed on the canister 28 after the purge operation. The amount of is reduced. As a result, the release of fuel vapor to the atmosphere (evaporation) can be suppressed in the same manner as the adsorption capacity of the canister 28 increases.

  In the fuel vapor emission suppression device 10, the canister 28 is heated by the high-temperature and high-pressure refrigerant circulating through the refrigerant circulation line 60 of the vehicle air conditioner 50, that is, the surplus heat amount. The fuel vapor detachment performance can be improved by heating. That is, in the fuel vapor emission suppression device 10, purging of the canister 28 can be promoted by using surplus heat of the existing vehicle air conditioner 50.

  Further, in the fuel vapor emission suppression device 10, the fuel tank 14 is cooled using low-temperature and low-pressure refrigerant circulating through the refrigerant circulation line 60 of the vehicle air conditioner 50, that is, surplus cooling energy. Generation of fuel vapor (fuel vaporization) is suppressed. In addition, in the fuel vapor emission suppression device 10, the second evaporator 46 is disposed between the fuel tank 14 and the road surface R that serves as a heat source for the fuel tank 14, for example, in summer, and so on, from the road surface R of the fuel tank 14. Is effectively suppressed by the second evaporator 46. That is, the generation of fuel vapor in the fuel tank 14 is more effectively suppressed (heat shielded).

  As a result, the amount of fuel vapor adsorbed (introduced) to the canister 28 is reduced, so that the release of fuel vapor into the atmosphere can be more effectively suppressed. Further, since the amount of fuel vapor generated is suppressed, the canister 28 can be downsized. Furthermore, since the refrigerant is heated upstream of the compressor 52 as the fuel tank 14 is cooled, the energy required for the compressor 52 to compress (pressurize) the refrigerant can be reduced. That is, by providing the second evaporator 46, the performance of the vehicle air conditioner 50 can be improved.

  Further, in the fuel vapor emission suppression device 10, since the second capacitor 44 is provided in series with the first capacitor 54 and the second evaporator 46 is provided in series with the first evaporator 58, for example, these are provided in parallel. Compared with the configuration, a switching valve or the like is unnecessary, the structure is simple, and the control is also simple. Further, since the second capacitor 44 and the second evaporator 46 are provided, the performance of the vehicle air conditioner 50 is not deteriorated.

(Function and effect during refueling)
Here, in the fuel vapor discharge suppression device 10, when the lid switch 23 is operated and the ECU 38 moves the lid lock device 22 to the unlock position, the lock of the fuel lid 20 is released from the lid lock device 22. A corresponding signal (for example, an ON signal) is input to the ECU 38. Based on this signal, the ECU 38 determines that the vehicle to which the fuel vapor emission suppression device 10 is applied is being refueled (fuel injection), and operates the compressor 52.

  Then, the refrigerant of the vehicle air conditioner 50 circulates in the refrigerant circulation line 60, and the refrigerant cools the fuel tank 14 in the second evaporator 46. Thereby, generation | occurrence | production of a fuel vapor | steam in the fuel tank 14 is suppressed during refueling. When refueling, the gas in the fuel tank 14 is discharged via the evaporation pipe 26 as the fuel level rises in the fuel tank 14, but the amount of fuel vapor in this gas decreases, so the canister 28 The amount of fuel vapor adsorption can be reduced. Thereby, further miniaturization of the canister 28 and further suppression of the release of fuel vapor into the atmosphere (evaporation) can be achieved.

  Further, in the fuel vapor emission suppression device 10, the canister 28 is heated by the refrigerant flowing through the second condenser 44 during refueling, so that the performance of detaching the fuel vapor from the canister 28 at the start of traveling after refueling is improved. . For this reason, the fuel vapor adsorbed by the canister 28 after the start of traveling can be purged in a short time. For this reason, in the case of a hybrid vehicle, the time for operating the engine 12 for purging can be shortened, which contributes to an improvement in fuel consumption.

  The control for operating the compressor 52 during refueling may be performed only when the outside air temperature is equal to or higher than a predetermined temperature, for example.

  In the above-described embodiment, the example in which the second evaporator 46 is disposed between the road surface R as the heat source and the fuel tank 14 has been shown. However, the present invention is not limited to this, and for example, FIG. ), The second evaporator 46 may be disposed between the fuel tank 14 and the engine compartment 70 where the engine 12 is disposed, and between the fuel tank 14, the motor (generator) 72, and the inverter 74. Further, for example, the second evaporator 46 may be disposed between the fuel tank 14 and the exhaust pipe 76 of the engine 12. In these cases, the second evaporator 46 is in contact with the peripheral wall 14 </ b> B of the fuel tank 14.

  Furthermore, in the above-described embodiment, the example in which the second capacitor 44 is provided downstream of the first capacitor 54 and the second evaporator 46 is provided downstream of the first evaporator 58 has been described, but the present invention is not limited to this. For example, the upstream and downstream of the second capacitor 44 and the first capacitor 54 may be interchanged, and the upstream and downstream of the second evaporators 46 and 58 may be interchanged.

  In the above-described embodiment, the second capacitor 44 is in contact with one surface of the housing 28A of the canister 28, and the second evaporator 46 is in contact with the bottom wall 14A and the peripheral wall 14B of the fuel tank 14. The present invention is not limited to this. For example, the second capacitor 44 may be in contact with or surround two or more surfaces of the housing 28 </ b> A, and the second evaporator 46 may be two or more surfaces of the fuel tank 14. Or the fuel tank 14 may be surrounded.

1 is a system configuration diagram schematically showing an overall configuration of a fuel vapor emission suppressing device according to an embodiment of the present invention. (A) is sectional drawing which shows typically the canister which comprises the fuel vapor emission suppression apparatus which concerns on embodiment of this invention, (B) is 1st which comprises the fuel vapor emission suppression apparatus which concerns on embodiment of this invention. It is sectional drawing which shows two capacitors typically. It is sectional drawing which shows the example of a change of arrangement | positioning of the 2nd evaporator which comprises the fuel vapor discharge | emission suppression apparatus which concerns on embodiment of this invention.

Explanation of symbols

10 Fuel Vapor Emission Suppressing Device 14 Fuel Tank 16 Refueling Hose 22 Lid Lock Device (Fuel Injection Detection Means)
23 Lid switch (fuel injection detection means)
28 Canister 44 Second condenser (canister heat exchanger)
46 2nd evaporator (heat exchanger for fuel tank)
50 Vehicular Air Conditioner 52 First Compressor (Compressor)
54 1st condenser (condenser)
56 Expansion valve 58 First evaporator (evaporator)
60 Refrigerant circulation line 70 Engine compartment (heat source)
72 Motor (heat source)
74 Inverter (heat source)
76 Exhaust pipe (heat source)
R Road surface (heat source)

Claims (4)

A canister for adsorbing fuel vapor discharged from the fuel tank;
A canister heat exchanger provided in series with the condenser of the vehicle air conditioner between the compressor and the expansion valve in the refrigerant circulation line of the vehicle air conditioner, and for dissipating heat from the refrigerant to the canister;
Vaporized fuel processing apparatus for vehicles.   Fuel tank heat provided in series with the evaporator of the vehicle air conditioner between the expansion valve and the compressor in the refrigerant circulation line of the vehicle air conditioner and for radiating heat from the fuel tank to the refrigerant The evaporative fuel processing apparatus for vehicles of Claim 1 further provided with the exchanger.   The evaporative fuel processing device for a vehicle according to claim 2, wherein the fuel tank heat exchanger is disposed between a heat source for the fuel tank and the fuel tank. Fuel injection detection means for outputting a signal according to whether or not the fuel tank is in a state of fuel injection;
Control means for operating the compressor when it is determined that the fuel is being injected into the fuel tank based on a signal from the fuel injection detecting means;
The evaporative fuel processing apparatus for vehicles of Claim 2 or Claim 3 further provided.

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