JP2011220258A - Fuel supply device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fuel supply device in which evaporation fuel whose HC concentration is stable is supplied to a combustion chamber.SOLUTION: In a fuel supply device 1 supplying evaporation fuel to an internal combustion engine 10, an evaporation fuel pipe 410 forming an evaporation fuel passage 41 from a fuel tank 39 is separated and provided from a purge pipe 530 forming a purge passage 53 from a canister51, and it is connected to a control valve 60 which can switch alternatively three modes. In a "supply mode" of the control valve 60, an evaporation fuel passage 41 and an absorption passage 29 are communicated, and evaporation fuel from the fuel tank 39 is supplied to a combustion chamber 19 through the absorption passage 29. In a "purge mode", a purge passage 53 and the absorption passage 29 are communicated. In "stop mode", the evaporation fuel passage 41 and the purge passage 53 are intercepted. Since the evaporation fuel passage 41 and the purge passage 53 are separated clearly, evaporation fuel whose HC concentration from the fuel tank 39 is stable can be supplied to the fuel chamber 19.

Description

  The present invention relates to a fuel supply device that supplies evaporated fuel to an internal combustion engine.

  Conventionally, in an internal combustion engine in which the start of combustion is controlled by spark ignition, generally, the liquid fuel injected and supplied from the injector to the combustion chamber is phase-changed to gas and spark ignition is performed. However, particularly when the internal combustion engine is started in the cold state, the fuel injected by the injector tends to adhere to the inner wall surface of the cylinder at a low temperature, causing a delay in the phase change of the fuel. As a result, unburned HC (hydrocarbon) discharged from the exhaust port tends to increase, and wet components remaining on the wall surface when the internal combustion engine is stopped cause generation of particulate matter and deposits (sediment). .

  On the other hand, the fuel supply device described in Patent Document 1 is provided with a system for supplying evaporated fuel in the fuel tank to the combustion chamber separately from the system for injecting and supplying liquid fuel. Are supplied to the combustion chamber to reduce the emission of unburned HC and the generation of particulate matter and deposits.

JP 2003-343365 A

  In the prior art described in Patent Document 1, a passage (evaporation line) from the canister joins in the middle of a supply passage of evaporated fuel from the fuel tank to the intake passage. Here, HC is constantly evaporating in the fuel tank, and the HC concentration in the evaporated fuel is stable at a substantially saturated vapor pressure concentration, whereas the evaporated fuel purged away from the canister is Since detachment takes time, the HC concentration tends to decrease. Therefore, there is a problem that the HC concentration becomes unstable when the evaporated fuel from the fuel tank and the evaporated fuel from the canister are mixed and supplied to the intake port.

Further, when evaporating fuel in the fuel tank is sucked by the negative intake pressure during the purge from the canister, the fuel tank is depressurized and the HC concentration is reduced. Therefore, at the time of starting the next internal combustion engine, there is a problem that the HC concentration of the evaporated fuel supplied from the fuel tank to the combustion chamber becomes unstable and the adjustment of the mixture concentration is delayed.
Furthermore, there is a problem that a large number of parts such as switching valves and piping are required.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a fuel supply apparatus that supplies evaporated fuel having a stable HC concentration to a combustion chamber.

A fuel supply device according to a first aspect includes an intake passage member, a throttle valve, a fuel tank, an injector, a canister, an evaporated fuel pipe, a canister pipe, a purge pipe, and a control valve.
The intake passage member forms an intake passage that communicates with a combustion chamber of a cylinder of the internal combustion engine. The throttle valve is provided in the intake passage member and is capable of adjusting the amount of air taken in.
The fuel tank stores liquid fuel. The injector injects liquid fuel into the combustion chamber or intake passage.
The canister adsorbs the evaporated fuel evaporated in the fuel tank. The evaporated fuel pipe forms an evaporated fuel passage for introducing the evaporated fuel in the fuel tank into the intake passage. The canister pipe forms a canister passage for adsorbing the evaporated fuel in the fuel tank to the canister. The purge pipe is provided separately from the evaporated fuel pipe, and forms a purge passage for purging the evaporated fuel adsorbed on the canister to the intake passage.
The control valve can alternatively switch between a state in which the evaporated fuel passage and the intake passage communicate with each other and a state in which the purge passage and the intake passage communicate with each other.

  Accordingly, since only one of the evaporative fuel passage from the fuel tank and the purge passage from the canister is allowed to communicate, evaporative fuel having different HC concentrations can be clearly separated and introduced into the intake passage. . Therefore, the evaporated fuel having a stable HC concentration from the fuel tank can be supplied to the combustion chamber via the intake passage.

The invention according to claim 2 includes a control valve provided between the evaporated fuel pipe and the intake passage member and between the purge pipe and the intake passage member.
The control valve is a “supply mode” in which the evaporated fuel passage and the intake passage communicate, a “purge mode” in which the purge passage and the intake passage communicate, or a “stop mode” in which the evaporated fuel passage and the purge passage are shut off, Can be switched alternatively.
As a result, a configuration in which “the vaporized fuel passage from the fuel tank and the purge passage from the canister are clearly separated” is realized.

  In the invention according to claim 3, the control valve is configured as a single valve device. Thereby, it is not necessary to use a plurality of control valves, and parts can be reduced and piping can be simplified.

The invention according to claim 4 is a fuel supply device used in a multi-cylinder internal combustion engine. The intake passage member includes an intake pipe, a surge tank, and an intake manifold.
The intake pipe forms an upstream portion of the intake passage. The surge tank is provided on the downstream side of the intake pipe, stores air, and branches the intake passage according to the number of cylinders. The intake manifold is provided on the downstream side of the surge tank, has an evaporated fuel supply port through which the evaporated fuel passage joins for each branched intake passage, and communicates the branched intake passage with the plurality of combustion chambers.
The throttle valve includes an intake pipe throttle valve and a multiple cylinder front throttle valve.
The intake pipe throttle valve is provided in the intake pipe. The multiple cylinder front throttle valve is provided on the upstream side of the evaporated fuel supply port across the intake passage branched in the intake manifold, and can collectively adjust the amount of air sucked into the plurality of combustion chambers.

  Since the surge tank is provided on the downstream side of the intake pipe, the volume from the intake pipe throttle valve to the combustion chamber increases, and the follow-up performance by adjusting the intake pipe throttle valve is reduced. Therefore, by providing a multiple cylinder front throttle valve separately from the intake pipe throttle valve and adjusting the air amount immediately before the cylinder, the followability is improved and the amount of air supplied to the combustion chamber can be accurately controlled. .

The invention according to claim 5 is a fuel supply device used for a single cylinder internal combustion engine. The intake passage member includes an intake pipe, a surge tank, and a cylinder front pipe.
The intake pipe forms an upstream portion of the intake passage. The surge tank is provided downstream of the intake pipe and stores air. The cylinder front pipe is provided on the downstream side of the surge tank, has an evaporated fuel supply port where the evaporated fuel passage joins the intake passage, and communicates the intake passage and the combustion chamber.
The throttle valve is composed of an intake pipe throttle valve and a pre-cylinder throttle valve.
The intake pipe throttle valve is provided in the intake pipe. The cylinder front throttle valve is provided on the upstream side of the fuel vapor supply port in the cylinder front pipe, and can adjust the amount of air taken into the combustion chamber.

  Since the surge tank is provided on the downstream side of the intake pipe, the volume from the intake pipe throttle valve to the combustion chamber increases, and the follow-up performance by adjusting the intake pipe throttle valve is reduced. Therefore, by providing a pre-cylinder throttle valve separately from the intake pipe throttle valve and adjusting the amount of air immediately before the cylinder, the followability is improved and the amount of air supplied to the combustion chamber can be accurately controlled.

According to a sixth aspect of the present invention, there is provided a fuel supply device including a chamber for storing a predetermined amount of evaporated fuel between the fuel tank of the evaporated fuel pipe and the control valve.
Thereby, since the evaporated fuel introduced into the intake passage is stored, a situation where the supply amount of the evaporated fuel to the combustion chamber is insufficient can be avoided.

In this case, according to the seventh aspect of the present invention, the chamber can store more fuel vapor than is necessary for one cycle explosion at an appropriate mixture concentration of the internal combustion engine.
As a result, at the time of starting or stopping the internal combustion engine, supply of an amount of evaporated fuel necessary for an explosion at an appropriate mixture concentration is ensured for at least one cycle after ignition of the spark plug.

The fuel supply device according to an eighth aspect of the present invention has a throttle portion that restricts the flow rate of the evaporated fuel flowing from the fuel tank to the canister in the middle of the canister pipe.
When the evaporated fuel is purged from the canister in the purge mode of the control valve, the intake negative pressure is transmitted to the fuel tank, and the evaporated fuel in the fuel tank is sucked. However, in the configuration according to claim 8, since the flow rate of the evaporated fuel from the fuel tank to the canister is limited, the HC concentration in the evaporated fuel in the fuel tank is maintained. The HC concentration of the evaporated fuel supplied from the tank to the intake passage is stabilized.

  According to the ninth aspect of the present invention, a check valve is provided in the middle of the canister pipe, in parallel with the throttle portion, to allow flow from the canister to the fuel tank and prohibit flow from the fuel tank to the canister. As a result, the flow rate of the evaporated fuel can flow from the canister to the fuel tank without restriction.

(A) It is a schematic block diagram which shows (a) supply mode, (b) stop mode, and (c) purge mode of the fuel supply apparatus by 1st Embodiment of this invention. It is a Z arrow line view of FIG. It is a characteristic view which shows the relationship between the fuel tank temperature of evaporative fuel, and a saturated vapor pressure. FIG. 6 is a schematic diagram showing (a) a first stop mode, (b) a supply mode, (c) a purge mode, and (d) a second stop mode of an integrated valve of a fuel supply device according to a second embodiment of the present invention. is there.

Hereinafter, a fuel supply device according to an embodiment of the present invention will be described with reference to the drawings.
(First embodiment)
1 and 2 show a combustion supply apparatus according to a first embodiment of the present invention. As shown in FIG. 2, the fuel supply device 1 is a device that supplies fuel to a four-cylinder internal combustion engine 10. FIG. 1 is a cross-sectional view taken along the line AA in FIG. 2 and shows a cross section of one of the four cylinders.

The internal combustion engine 10 includes a cylinder block 11, a cylinder head 12, a piston 13, a spark plug 14, and the like.
The cylinder block 11 has four cylinders 18 and accommodates the pistons 13 in the respective cylinders 18 so as to be capable of reciprocating. The piston 13 is connected to the crankshaft 17 via a connecting rod 16.
The spark plug 14 is applied with a high voltage for spark discharge in response to a command from an ECU (engine control unit) (not shown), and sparks the fuel mixture introduced into the combustion chamber 19.

  The cylinder head 12 is provided with an intake valve 21 that opens and closes between the intake port 22 and the combustion chamber 19, and an exhaust valve 26 that opens and closes between the exhaust port 27 and the combustion chamber 19. The combustion chamber 19 is a space surrounded by the inner wall surface of the cylinder 18, the cylinder head 12, the intake valve 21, the exhaust valve 26, and the top surface of the piston 13. The combustion chamber 19 communicates with the intake port 22 when the intake valve 21 opens, and communicates with the exhaust port 27 when the exhaust valve 26 opens. The intake port 22 communicates with an intake passage 29, and the exhaust port 27 communicates with an exhaust passage (not shown).

The intake passage 29 is formed by an intake pipe 28 as an intake passage member, a surge tank 31, and an intake manifold 32.
The intake pipe 28 is provided with an air cleaner 23 and an intake pipe throttle valve 24. The air cleaner 23 removes foreign substances in the air. The intake pipe throttle valve 24 is a butterfly valve, and adjusts the amount of air taken in according to the operation of an accelerator pedal (not shown).

The surge tank 31 is provided on the downstream side of the intake pipe throttle valve 24 of the intake pipe 28, and relieves sudden changes in intake pressure by storing air. The surge tank 31 also branches the intake passage 29 according to the number of cylinders. In this embodiment of four cylinders, the intake passage 29 is branched into four.
The intake manifold 32 is provided on the downstream side of the surge tank 31 and has an evaporated fuel supply port 43 into which the evaporated fuel passage 42 joins for each branched intake passage 29. The intake manifold 32 communicates the branched intake passage 29 with the four combustion chambers 19.

  A cylinder front multiple throttle valve 33 corresponding to each cylinder 18 is provided across the intake passages 29 on the upstream side of the evaporated fuel supply port 43 of the intake manifold 32. The multiple cylinder front throttle valve 33 is a multiple butterfly valve that collectively adjusts the amount of air sucked into the four combustion chambers 19 according to an operation of an accelerator pedal (not shown).

  Liquid fuel is stored in the fuel tank 39. In this embodiment, gasoline is used as the liquid fuel. The liquid fuel is pumped up by the low-pressure pump 34, further pressurized by the high-pressure pump 35, and supplied to the injector 37 through the liquid fuel passage 36 formed by the liquid fuel pipe 360. The injector 37 injects high-pressure liquid fuel into the combustion chamber 19.

The space 40 above the liquid level in the fuel tank 39 is filled with evaporated fuel containing HC.
The HC concentration in the fuel tank 39 in the equilibrium state is determined by a saturated vapor pressure depending on the temperature of the fuel tank 39 as shown in FIG. That is, when the temperature of the fuel tank 39 is low, the saturated vapor pressure is low and the HC concentration is lean, and when the temperature of the fuel tank 39 is high, the saturated vapor pressure is high and the HC concentration is rich.

The evaporated fuel passages 41 and 42 formed by the evaporated fuel pipes 410 and 420 communicate the space 40 in the fuel tank 39 and the intake passage 29.
In the middle of the evaporated fuel pipe 410, the chamber 44 is provided in detail between the fuel tank 39 and a control valve 60 described later. The chamber 44 stores a predetermined amount of evaporated fuel. Specifically, the predetermined amount is stored in an amount equal to or greater than the amount necessary for one cycle of explosion in the proper mixture concentration of the internal combustion engine 10.
As shown in FIG. 2, the evaporated fuel passage 42 branches into four according to the number of cylinders, and merges with the intake passage 29 of the intake manifold 32 at the evaporated fuel supply port 43.

The canister 51 communicates with the space 40 in the fuel tank 39 via a canister passage 52 formed by the canister pipe 520. The canister 51 contains an adsorbent such as activated carbon, and adsorbs a fluid such as evaporated fuel.
The purge pipe 530 is provided separately from the evaporated fuel pipe 410. A purge passage 53 formed by the purge pipe 530 communicates the canister 51 and the intake passage 29 via a control valve 60 and an evaporated fuel passage 42 which will be described later. The air introduction passage 54 formed by the air introduction pipe 540 introduces air into the canister 51.

  A check valve 55 is installed in the middle of the canister pipe 520. The check valve 55 allows the flow from the canister 51 to the fuel tank 39 and prohibits the flow from the fuel tank 39 to the canister 51. A small-diameter orifice 56 that connects the fuel tank 39 and the canister 51 is connected in parallel with the check valve 55.

  The evaporated fuel in the space 40 in the fuel tank 39 can flow to the canister 51 in a flow rate range that can pass through the orifice 56. However, the evaporated fuel having a flow rate exceeding that cannot flow to the canister 51. Conversely, a sufficient flow rate of evaporated fuel can flow from the canister 51 into the fuel tank 39 through the check valve 55. The orifice 56 corresponds to a “throttle part” recited in the claims. Further, the configuration of the check valve 55 and the orifice 56 prohibits a flow of a predetermined amount or more from the fuel tank 39 to the canister 51, and is therefore referred to as a “flow rate sensing check valve”.

  The control valve 60 is an “integrated valve” configured as a single valve device and is connected to the evaporated fuel pipe 410, the purge pipe 530, and the evaporated fuel pipe 420. The control valve 60 has a supply inlet port 61, a supply outlet port 62, and a purge port 63, and can be switched between three modes of “supply mode”, “stop mode”, and “purge mode”.

In the “supply mode” shown in FIG. 1A, the evaporated fuel passage 41 connected to the supply inlet port 61 of the control valve 60 and the evaporated fuel passage 42 connected to the supply outlet port 62 communicate with each other.
In the “stop mode” shown in FIG. 1B, the evaporated fuel passage 41 or the purge passage 53 and the evaporated fuel passage 42 are blocked.
In the “purge mode” shown in FIG. 1C, the purge passage 53 connected to the purge port 63 of the control valve 60 and the evaporated fuel passage 42 connected to the supply outlet port 62 communicate with each other.

(Function)
The operation of the fuel supply device 1 having the above configuration will be described for each mode.
<Supply mode>
When the “supply mode” of the control valve 60 is selected when the internal combustion engine 10 is started, the evaporated fuel passage 41 is opened and the evaporated fuel is introduced from the fuel tank 39 to the intake passage 29. At this time, since the evaporated fuel of “more than the amount necessary for one cycle explosion at the proper mixture concentration of the internal combustion engine 10” is stored in the chamber 44, the evaporated fuel for one cycle or more after ignition of the spark plug 14 is stored. Is supplied from the intake passage 29 to the combustion chamber 19.

Even when unburned HC remains as a wet component on the inner wall surface of the cylinder 18 when the internal combustion engine 10 is started, dry evaporated fuel is supplied to the combustion chamber 19 to vaporize the wet component and make it dry. Can do.
Further, since the evaporated fuel passage 41 from the fuel tank 39 is clearly separated from the purge passage 53 from the canister 51, the evaporated fuel having a stable HC concentration from the fuel tank 39 can be introduced into the intake passage 29. The mixture concentration can be adjusted without delay in the combustion chamber 19.

  Further, when the internal combustion engine 10 is stopped, specifically, by supplying the dry evaporated fuel to the combustion chamber 19 by selecting the “supply mode” for several cycles after the driver turns off the ignition key, The air-fuel mixture concentration can be adjusted without delay, and the emission of unburned HC and the generation of particulate matter and deposits can be reduced.

<Stop mode>
During operation in the supply mode, when the detected value of the mixture concentration by a concentration sensor (not shown) becomes higher than the appropriate value, if the “stop mode” of the control valve 60 is selected, the evaporated fuel passage 41 is shut off and the evaporated fuel Stop supplying.
The ECU is fed back with the detected value of the air-fuel mixture concentration, and maintains an appropriate air-fuel mixture concentration by repeating the on-time in the supply mode and the off-time in the stop mode at high speed by duty control. In addition, the ECU maintains an appropriate air-fuel mixture concentration by controlling the amount of liquid fuel injected by the injector 37.

<Purge mode>
When the liquid fuel is vaporized by the temperature rise of the fuel tank 39 and the vapor pressure in the space 40 rises at all times including when the internal combustion engine 10 is stopped, the evaporated fuel moves to the canister 51 via the orifice 56 and is adsorbed. . Alternatively, when the evaporated fuel is condensed due to the temperature drop of the fuel tank 39 and the space 40 is depressurized, the evaporated fuel adsorbed on the canister 51 is released and returns to the space 40 via the orifice 56. The flow rate at this time is very small.

  When the “purge mode” of the control valve 60 is selected during operation of the internal combustion engine 10, the purge passage 53 and the canister 51 are decompressed by the negative pressure of the intake passage 29. Then, air is introduced into the canister 51 from the air introduction passage 54 and HC adsorbed by the adsorbent of the canister 51 is released, and the intake passage is passed through the purge passage 53, the control valve 60, and the evaporated fuel passage 42. 29 is purged and introduced into the combustion chamber 19.

At this time, assuming that there is no check valve 55, the evaporated fuel is sucked from the space 40 in the fuel tank 39 as the canister 51 is depressurized. As a result, since the HC concentration in the space 40 decreases, the HC concentration of the evaporated fuel supplied to the combustion chamber 19 is not stable when the supply mode is set next time.
However, since the check valve 55 is provided in the canister passage 52, the flow from the fuel tank 39 to the canister 51 is prohibited even if the canister 51 is depressurized. That is, the flow of the evaporated fuel from the fuel tank 39 can be interrupted without delay while the purge mode of the control valve 60 is selected. Therefore, when the supply mode is set next, the HC concentration of the evaporated fuel supplied to the combustion chamber 19 is stabilized.

(effect)
With the above configuration, the fuel supply device 1 of the first embodiment has the following effects.
(1) Since the evaporated fuel passage 41 from the fuel tank 39 and the purge passage 53 from the canister 51 are clearly separated, the HC concentration from the fuel tank 39 is increased when the supply mode of the control valve 60 is selected. Stable evaporated fuel can be introduced into the intake passage 29, and the mixture concentration can be adjusted without delay in the combustion chamber 19. Furthermore, it is possible to reduce the discharge of unburned HC and the generation of particulate matter and deposits.
(2) Since the control valve 60 can be switched in three or more modes with a single valve device, it is not necessary to use a plurality of control valves, and parts can be reduced and piping can be simplified.

  (3) Since the surge tank 31 is provided, the volume from the intake pipe throttle valve 24 to the combustion chamber 19 increases, and the follow-up performance due to the adjustment of the intake pipe throttle valve 24 decreases. However, in addition to the intake pipe throttle valve 24, a multiple cylinder front throttle valve 33 is provided, and by adjusting the amount of air immediately before the cylinder 18, the followability is improved and the amount of air sucked into the combustion chamber 19 is accurately determined. Can be controlled.

  (4) By providing the chamber 44 in the middle of the evaporated fuel pipe 410, the evaporated fuel introduced into the intake passage 29 can be stored, and at least 1 from the ignition of the ignition plug 14 when the internal combustion engine 10 is started or stopped. During the cycle, a supply of vaporized fuel necessary for the explosion at the proper mixture concentration is ensured.

  (5) When the evaporated fuel is purged from the canister 51 in the purge mode of the control valve 60, the check valve 55 and the orifice 56 prohibit the flow of a predetermined amount or more from the fuel tank 39 to the canister 51 with a simple configuration. Therefore, the suction of the evaporated fuel in the fuel tank 39 is limited. Therefore, since the HC concentration in the evaporated fuel in the fuel tank 39 is maintained, the HC concentration of the evaporated fuel supplied from the fuel tank 39 to the intake passage 29 is stabilized at the next startup of the internal combustion engine 10.

(Second Embodiment)
The fuel supply device of the second embodiment differs from the fuel supply device of the first embodiment only in the control valve. As shown in FIG. 4, the control valve 65 according to the second embodiment is an integrated valve capable of switching four modes including two stop modes in the following order.
In the “first stop mode” shown in FIG. 4A, the evaporated fuel passage 41 or the purge passage 53 and the evaporated fuel passage 42 are disconnected.
In the “supply mode” shown in FIG. 4B, the evaporated fuel passage 41 connected to the supply inlet port 61 of the control valve 65 and the evaporated fuel passage 42 connected to the supply outlet port 62 communicate with each other.
In the “purge mode” shown in FIG. 4C, the purge passage 53 connected to the purge port 63 of the control valve 65 and the evaporated fuel passage 42 connected to the supply outlet port 62 communicate with each other.
In the “second stop mode” shown in FIG. 4D, the evaporated fuel passage 41 or the purge passage 53 and the evaporated fuel passage 42 are disconnected.

When the control valve 65 is used, when the passage is shut off from the “supply mode”, the adjacent “first stop mode” is selected, and when the passage is shut off from the “purge mode”, the adjacent “second” mode is selected. "Stop mode" can be selected.
Thus, when the passage is shut off from the “supply mode” and the “purge mode”, none of the other modes is temporarily passed. Accordingly, since the evaporated fuel is not mixed during the temporary passage, the HC concentration in the evaporated fuel can be accurately controlled.

(Other embodiments)
(A) In the above embodiment, the case where the number of cylinders of the internal combustion engine is four has been described. However, the number of cylinders is not limited to this.
In the case of a single-cylinder internal combustion engine, a surge tank as an intake passage member does not have a function of branching the intake passage and has only a function of storing air. In this case, a cylinder front pipe is provided on the downstream side of the surge tank corresponding to the intake manifold of the first embodiment. The cylinder front pipe communicates the intake passage with one combustion chamber. In addition, a single cylinder front throttle valve is provided upstream of the fuel vapor supply port in the cylinder front pipe corresponding to the cylinder front multiple throttle valve of the first embodiment. By adjusting the amount of air immediately before the cylinder by the cylinder front throttle valve, the followability is improved and the amount of air sucked into the combustion chamber 19 can be accurately controlled.

(A) In the above embodiment, an integrated valve capable of switching between the three mode and the four mode with a single valve device is used as the control valve. However, a combination of a plurality of control valves may be used.
(C) In the above embodiment, the chamber 44 is provided in the middle of the evaporated fuel pipe 410. However, for example, when the evaporative fuel pipe 410 itself has a volume capable of storing a predetermined amount of evaporative fuel, the chamber 44 may not be provided.

(D) The fuel supply device of the above embodiment is applied to an in-cylinder direct injection internal combustion engine in which the injector 37 injects liquid fuel into the combustion chamber 19, but may be applied to an intake passage injection internal combustion engine. .
As mentioned above, this invention is not limited to such embodiment, In the range which does not deviate from the meaning of invention, it can implement with a various form.

DESCRIPTION OF SYMBOLS 1 ... Fuel supply apparatus 10 ... Internal combustion engine 18 ... Cylinder 19 ... Combustion chamber 24 ... Intake pipe throttle valve (throttle valve)
28 ... Intake pipe (intake passage member)
29 ・ ・ ・ Intake passage 31 ・ ・ ・ Surge tank (intake passage member)
32 ... Intake manifold (intake passage member)
33 ・ ・ ・ Multi-cylinder front throttle valve (throttle valve)
37 ... Injector 39 ... Fuel tanks 410, 420 ... Evaporated fuel pipes 41,42 ... Evaporated fuel passage 43 ... Evaporated fuel supply port 44 ... Chamber 51 ... Canister 520 ... -Canister pipe 52 ... Canister passage 530 ... Purge pipe 53 ... Purge passage 55 ... Check valve 56 ... Orifice (throttle part)
60, 65 ... control valve 61 ... supply inlet port 62 ... supply outlet port 63 ... purge port

Claims (9)

An intake passage member forming an intake passage communicating with a combustion chamber of a cylinder of the internal combustion engine;
A throttle valve provided in the intake passage member and capable of adjusting the amount of air taken in;
A fuel tank for storing liquid fuel;
An injector for injecting liquid fuel into the combustion chamber or intake passage;
A canister that adsorbs the evaporated fuel evaporated in the fuel tank;
An evaporated fuel pipe forming an evaporated fuel passage for introducing the evaporated fuel in the fuel tank into the intake passage;
A canister pipe forming a canister passage for adsorbing the evaporated fuel in the fuel tank to the canister;
A purge pipe that is provided separately from the evaporated fuel pipe and forms a purge passage for purging the evaporated fuel adsorbed on the canister to the intake passage;
A control valve that can selectively switch between a state in which the evaporated fuel passage and the intake passage communicate with each other, and a state in which the purge passage and the intake passage communicate with each other;
A fuel supply device comprising:   The control valve is provided between the evaporated fuel pipe and the intake passage member and between the purge pipe and the intake passage member. The supply mode in which the evaporated fuel passage and the intake passage communicate with each other, the purge passage and the intake passage 2. The fuel supply device according to claim 1, wherein the fuel supply device can be selectively switched between a purge mode in which the passage is communicated with or a stop mode in which the evaporated fuel passage and the purge passage are blocked.   The fuel supply device according to claim 2, wherein the control valve is configured as a single valve device. A fuel supply device used in a multi-cylinder internal combustion engine,
The intake passage member is
An intake pipe forming an upstream portion of the intake passage;
A surge tank that is provided downstream of the intake pipe and stores air and branches the intake passage according to the number of cylinders;
An intake manifold that is provided on the downstream side of the surge tank, has an evaporated fuel supply port where the evaporated fuel passage joins for each branched intake passage, and communicates the branched intake passage and the plurality of combustion chambers;
Consisting of
The throttle valve is
An intake pipe throttle valve provided in the intake pipe;
A pre-cylinder multiple throttle valve provided upstream of the evaporated fuel supply port across an intake passage branched in the intake manifold and capable of collectively adjusting the amount of air sucked into a plurality of combustion chambers;
The fuel supply device according to any one of claims 1 to 3, wherein A fuel supply device used for a single cylinder internal combustion engine,
The intake passage member is
An intake pipe forming an upstream portion of the intake passage;
A surge tank that is provided downstream of the intake pipe and stores air;
A cylinder front pipe provided on the downstream side of the surge tank, having an evaporated fuel supply port where the evaporated fuel passage joins the intake passage, and communicating the intake passage and the combustion chamber;
Consisting of
The throttle valve is
An intake pipe throttle valve provided in the intake pipe;
A cylinder front throttle valve provided upstream of the fuel vapor supply port in the cylinder front pipe and capable of adjusting the amount of air taken into the combustion chamber;
The fuel supply device according to any one of claims 1 to 3, wherein   The fuel supply device according to any one of claims 1 to 5, further comprising a chamber for storing a predetermined amount of evaporated fuel between the fuel tank of the evaporated fuel pipe and the control valve.   The fuel supply device according to claim 6, wherein the chamber stores an amount of evaporated fuel that is more than an amount necessary for one cycle explosion at an appropriate mixture concentration of the internal combustion engine.   The fuel supply device according to any one of claims 1 to 7, further comprising a throttle portion that restricts a flow rate of the evaporated fuel flowing from the fuel tank to the canister in the middle of the canister pipe.   The check valve for allowing a flow from the canister to the fuel tank and prohibiting a flow from the fuel tank to the canister is provided in the middle of the canister pipe in parallel with the throttle portion. The fuel supply device described in 1.

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