JP2013169876A - Vehicle - Google Patents

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Publication number
JP2013169876A
JP2013169876A JP2012034567A JP2012034567A JP2013169876A JP 2013169876 A JP2013169876 A JP 2013169876A JP 2012034567 A JP2012034567 A JP 2012034567A JP 2012034567 A JP2012034567 A JP 2012034567A JP 2013169876 A JP2013169876 A JP 2013169876A
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Japan
Prior art keywords
fuel
vehicle
fuel tank
raw
raw fuel
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Pending
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JP2012034567A
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Japanese (ja)
Inventor
Masayoshi Kawaguchi
正義 河口
Original Assignee
Honda Motor Co Ltd
本田技研工業株式会社
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Application filed by Honda Motor Co Ltd, 本田技研工業株式会社 filed Critical Honda Motor Co Ltd
Priority to JP2012034567A priority Critical patent/JP2013169876A/en
Priority claimed from US13/726,761 external-priority patent/US20130160745A1/en
Publication of JP2013169876A publication Critical patent/JP2013169876A/en
Pending legal-status Critical Current

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Abstract

Provided is a vehicle in which the arrangement of each component of a fuel supply device in the vehicle is further improved from the viewpoint of effective use of the internal space of the vehicle.
A raw fuel tank 310 for storing raw fuel F 0 among components of the fuel supply device 3 is disposed in a lower space of a front floor panel 111. Some or all of the other components of the fuel supply device 3 are integrated and arranged on the rear floor panel 112.
[Selection] Figure 1

Description

  The present invention relates to an internal combustion engine and a vehicle including a fuel supply device that supplies fuel having different octane numbers to the internal combustion engine selectively or at a specified mixture ratio.
  It has been proposed to dispose the raw fuel into a high-octane fuel and a low-octane fuel and to arrange components such as a fuel separator of an apparatus for supplying the separated fuel to an internal combustion engine in an appropriate manner. For example, an arrangement in which a fuel heater, a fuel separator, and a heat exchanger are arranged in order from the front of the vehicle has been proposed (see Patent Document 1). Furthermore, an arrangement has been proposed in which a fuel cooler, a fuel separator, and a fuel heater are integrated in the vicinity of the fuel tank and are arranged in order from the front of the vehicle (see Patent Document 2).
JP 2010-013948 A JP 2011-208541 A
  However, from the viewpoint of effective use of the internal space of the vehicle, improvements are still desired in the arrangement of the components of the fuel separator in the vehicle.
  Then, this invention makes it a subject to provide the vehicle by which the further improvement of the arrangement | positioning aspect of each component of the fuel supply apparatus in the said vehicle is achieved from a viewpoint of effective utilization of the internal space of a vehicle.
  The present invention includes an internal combustion engine, a first fuel containing a higher octane number component than the raw fuel, and a second fuel or the raw fuel containing a lower octane number component than the raw fuel. The present invention relates to a vehicle including a fuel supply device that supplies fuel to an internal combustion engine of the vehicle selectively or at a specified mixing ratio.
  In the vehicle of the present invention for solving the above-mentioned problems, a raw fuel tank for storing the raw fuel among the constituent parts of the fuel supply device is disposed in a lower space of the front floor panel, and a part of other constituent parts or All are integrated and arranged on the rear floor panel.
  According to the vehicle of the present invention, in addition to the space existing below the front floor panel being effectively utilized as the arrangement space of the raw fuel tank, the rear space of the raw fuel tank is another component of the fuel supply device. It is effectively used as an arrangement space. As a result, each of the fuel supply devices can be provided while suppressing the necessity of layout change including the narrowing of the cabin space and the change of the seat height for that purpose (to ensure the size of the cabin space). Components can be mounted on the vehicle.
  “Integrated” by a fuel supply component means that the component is in close proximity to one another, or joined together, attached or assembled. The components to be integrated may be in contact with each other, or may be separated from each other via a gap (air layer) or a heat insulating layer.
  In addition, since the rear floor panel is attached to the vehicle body frame in a state where components other than the raw fuel tank of the fuel supply device are arranged or mounted, the work of attaching the components to the vehicle body is made more efficient. Is planned.
  In the vehicle of the present invention, the rear floor panel is formed with a locally lowered or recessed lower step portion, and at least one component excluding the raw fuel tank among the components of the fuel supply device, It is preferable that at least a part thereof is arranged to be accommodated in the lower step.
  According to the vehicle having the above configuration, the upper end position of the component parts of the fuel supply device arranged so that at least a part thereof is accommodated in the lower step portion formed in the rear floor panel can be lowered from the original position. .
  As a result, each component of the fuel supply device can be mounted on the vehicle while suppressing or minimizing the need for volume reduction of the component (while ensuring a large volume of the component). Further, each component of the fuel supply device is added to the vehicle while suppressing or minimizing the necessity of narrowing the cabin space or the luggage space above the rear floor panel (while ensuring the size of the space). Can be mounted.
  In the vehicle of the present invention, it is preferable that a first fuel tank that stores the first fuel as the at least one component is disposed so that at least a part thereof is accommodated in the lower stage portion.
  According to the vehicle having such a configuration, a part of the first fuel tank is accommodated in the lower portion, thereby ensuring the size of the luggage space in addition to securing the volume of the first fuel tank. However, each component of the fuel supply device can be mounted on the vehicle. For this reason, it is a significant configuration especially when the amount of the first fuel separated is large due to the high content of the high octane component in the raw fuel.
  Further, the cooling efficiency of the first fuel tank can be improved by heat exchange between the first fuel tank and the air flowing below the rear front panel. For this reason, from the viewpoint of effective use of the first fuel (high octane number fuel) or the high octane number component in the gas phase state, the temperature of the first fuel or the internal pressure corresponding to the temperature is adjusted or maintained within an appropriate range.
  In the vehicle of the present invention, it is preferable that the raw fuel tank is arranged so that at least a part thereof is accommodated in a floor tunnel.
  According to the vehicle having such a configuration, each component of the fuel supply device can be mounted on the vehicle while ensuring the size of the cabin space in addition to securing the volume of the raw fuel tank.
1 is a schematic side view of a vehicle as an embodiment of the present invention. 1 is a schematic top view of a vehicle as an embodiment of the present invention. Explanatory drawing regarding the arrangement | positioning aspect of a raw fuel tank. Explanatory drawing regarding the arrangement | positioning aspect of the components of fuel supply apparatuses other than a raw fuel tank. Structure explanatory drawing of a fuel supply apparatus. Explanatory drawing regarding a negative pressure control process.
(Constitution)
A vehicle 1 as an embodiment of the present invention shown in FIGS. 1 and 2 includes an internal combustion engine 2, a fuel supply device 3, and an ECU (electronic control unit (control device)) 4. Front, rear, left and right of the vehicle 1 are indicated by symbols Fr, Rr, R and L with arrows.
  The vehicle 1 is a two-box car having an engine room and a cabin space accessible from a tailgate. There is no partition between the cabin space and the luggage space (trunk room). The cabin space is defined by front and rear axles, for example. In the cabin space, a front seat (driver's seat and front passenger seat) Sfr and a rear seat Srr are disposed in order from the front. Of the cabin space, the space behind the rear seat Srr corresponds to the luggage space.
  The internal combustion engine 2 disposed in the engine room is mounted on a front portion of a vehicle body frame (vehicle body) 12.
  A floor panel 11 is stretched on the vehicle body frame 12. The floor panel 11 includes a front floor panel 111 and a rear floor panel 112 that are arranged in order from the front side. As will be described in detail later, a raw fuel tank 310 that is one of the components of the fuel supply device 3 is disposed in a space below the front floor panel 111. In addition, at least some of the other components of the fuel supply device 3 are integrated and mounted on the rear floor panel 112.
  The vehicle body frame 12 includes a pair of front side frames 121, a front cross member 122, a pair of upper members 123, a pair of side sills 124, a pair of rear side frames 125, a middle cross member 126, and a rear cross member 127. It is provided as a component.
  The front side frame 121 extends in the front-rear direction on both the left and right sides of the front portion of the vehicle 1. The front cross member 122 is stretched between the front portions of the pair of front side frames 121. The upper member 123 is disposed on the outer side in the vehicle width direction of the pair of front side frames 121 and obliquely in the upper part, and extends in the longitudinal direction of the vehicle body. The side sill 124 is joined to the rear part of the upper member 123. The rear side frame 125 extends rearward from the rear portion of the side sill 124. The middle cross member 126 is stretched between the rear portions of the pair of side sills 124. The rear cross member 127 is stretched between the rear portions of the pair of rear side frames 125.
  In addition, the vehicle body frame 12 includes four underfloor reinforcing members (floor frames) arranged in a substantially cross-beam shape or a substantially hash mark shape in a plan view at a substantially central portion of the vehicle body in order to reinforce the floor panel 11. The front floor frame 131, the rear floor frame 132, the left side floor frame 133, and the right side floor frame 134 correspond to the four underfloor reinforcing members. Each of the front floor frame 131 and the rear floor frame 132 is spanned between a pair of left and right side sills 124. Each of the left side floor frame 133 and the right side floor frame 134 is spanned between the rear part of the pair of front side frames 121 and the middle cross member 126.
  The raw fuel tank 310 is disposed in a space surrounded by the four underfloor reinforcing members 131 to 134 in the front-rear and left-right directions. By reinforcing the portion supporting the relatively heavy raw fuel tank 310, an increase in the weight of the entire floor is suppressed and the rigidity of the floor panel 11 is ensured.
  A floor tunnel 116 is formed to increase the rigidity of the front floor panel 111. The floor tunnel 116 is a tunnel extending from the dashboard lower 135 to the middle cross member 126 in the front-rear direction at the center in the lateral direction of the cabin space. For this reason, the floor tunnel 116 passes above the raw fuel tank 310.
  As shown in FIG. 3, the floor panel 11 (front floor panel 111) is stretched between a pair of left and right side sills 124. A floor tunnel 116 passes between the left and right front seats Sfr. A raw fuel tank 310 is disposed in a lower space of the front floor panel 111, and at least a part (upper center) of the raw fuel tank 310 is bulged upward so that the upper bulged portion 31 a is accommodated in the floor tunnel 116. Is arranged. In the present embodiment, the raw fuel tank 310 is disposed so as to overlap the front seat Sfr when the vehicle 1 is viewed from above. In addition, the raw fuel tank 310 may be shifted to a position where it does not overlap the front seat Sfr.
  At least one lower end surface of the four underfloor reinforcing members 131 to 134 attached to the lower surface of the floor panel 11 is positioned below the bottom surface 31 b of the raw fuel tank 310. This prevents the raw fuel tank 310 from being grounded. The space between the left side floor frame 133 and the left side sill 124 and the space between the right side floor frame 134 and the right side sill 124 are each effectively used as an arrangement space for an exhaust pipe, a fuel pipe, and the like.
  As shown in FIG. 2, the rear floor panel 112 is stretched between a pair of left and right rear side frames 125. At least a part of the components of the fuel supply device 3 excluding the raw fuel tank 310 is integrated and disposed on the rear floor panel 112. In the present embodiment, at least the separator 320, the condenser 330, the vacuum pump 336, the first fuel tank 340, and the canister 350 are mounted on the rear floor panel 112.
  A first fuel tank 340, a vacuum pump 336, and a separator 320 are arranged in order from the front in a substantially central portion in the left-right direction of the rear floor panel 112. In the left portion of the rear floor panel 112, a canister 350 and a condenser 330 are arranged in order from the front. A fan 325 for cooling the cooler 326 is disposed beside the condenser 330.
  As shown in FIG. 4, the rear floor panel 112 is formed with a lower step portion 112b that is locally depressed or depressed. That is, the lower step portion 112b is lower than the upper step portion 112a around it. At least one of the components of the fuel supply device 3 excluding the raw fuel tank 310 is mounted on the rear floor panel 112 so as to be partially or wholly accommodated in the lower step portion 112b. In the present embodiment, a part of the first fuel tank 340 (for example, a lower bulging portion that bulges downward) is disposed so as to be accommodated in the lower step portion 112b.
(Configuration of fuel supply device)
The fuel supply device 3 shown in FIG. 5 separates the first fuel F 1 (high octane number fuel) and the second fuel F 2 (low octane number fuel) from the raw fuel F 0 and then the first fuel F 1. And the second fuel F 2 (or raw fuel F 0 ) is selectively or simultaneously supplied to the internal combustion engine of the vehicle. The fuel supply device 3 includes a raw fuel tank 310, a separator 320, a condenser 330, a first fuel tank 340, and a canister 350.
The raw fuel tank 310, normal or commercial gasoline supplied through the oil supply port is stored as the raw fuel F 0. The raw fuel F 0 stored in the raw fuel tank 310 is supplied to the internal combustion engine 2 after being boosted to a specified pressure by the high-pressure supply pump 312. The raw fuel tank 310 is provided with a concentration sensor for measuring the concentration C 2 of the high octane component of the raw fuel F 0 . When the high octane component is an alcohol such as ethanol, a concentration sensor is constituted by a sensor described in, for example, Japanese Patent Laid-Open No. 05-080014 or Japanese Patent Laid-Open No. 06-02473.
The raw fuel F 0 is boosted to a specified pressure by the high-pressure supply pump 312, heated in the heater 316, and then sent to the separator 320. When the raw fuel tank 310 and the heater 316 are shut off by the three-way valve 314, the raw fuel F 0 is returned to the raw fuel tank 310 via the radiator (cooler) 326 without passing through the separator 320. The heater 316 is configured by a heat exchanger that exchanges heat between the cooling water of the internal combustion engine 2 and the raw fuel. The heater 316 may be constituted by an electric heater instead of or in addition to this.
When the raw fuel F 0 stored in the raw fuel tank 310 evaporates, an evaporated fuel V containing hydrocarbons and ethanol is generated. The evaporated fuel V is supplied from the raw fuel tank 310 to the canister 350.
The separator 320 is configured to separate the raw fuel F 0 into a first fuel F 1 and a second fuel F 2 according to a pervaporation method (PV (pervaporation)). The separator 320 includes a separation membrane 321 that selectively permeates a high-octane component in raw fuel (gasoline), and a high-pressure chamber 322 and a low-pressure chamber 324 that are separated by the separation membrane 321 (not shown). .
The first fuel F 1 is a high-octane fuel having a higher content of high-octane components than the raw fuel F 0 and is, for example, an alcohol such as ethanol. The second fuel F 2 is a low-octane fuel having a lower content of high-octane components than the raw fuel F 0 .
Specifically, the high temperature and high pressure raw fuel F 0 is supplied to the high pressure chamber 322 of the separator 320, while the low pressure chamber 324 is maintained in a negative pressure state, so that it is contained in the raw fuel F 0 . The high octane component that has passed through the separation membrane 321 is leached into the low pressure chamber 324. As the amount of the high octane number component of the raw fuel F 0 increases, the octane number of the permeate fluid increases. For this reason, the first fuel F 1 containing a large amount of high octane number components and having a higher octane number than the raw fuel F 0 can be recovered from the low pressure side of the separation membrane 321.
The first fuel F 1 flowing out from the separator 320 is stored in the first fuel tank 340. The first fuel tank 340 is provided with a concentration sensor for measuring the concentration C 1 of the high octane component of the first fuel F 1 .
On the other hand, since the high octane number component content contained in the raw fuel F 0 flowing through the high pressure chamber 322 decreases as it goes downstream, the second fuel F 2 having a low high octane number component content and a lower octane number than the raw fuel F 0 is obtained. It remains in the high pressure chamber 322. The second fuel F 2 flowing out from the separator 320 is cooled in the radiator 326 and then supplied to the raw fuel tank 310. The radiator 326 is cooled by the air blown by the fan 325.
In addition, the operating conditions of the separator 320 such as the temperature of the separation membrane 321, the temperature and supply amount of the raw fuel F 0 , the atmospheric pressure in the high-pressure chamber 322, and the atmospheric pressure (negative pressure) in the low-pressure chamber 324 are controlled. Thereby, the separation speed or the recovered amount of the first fuel F 1 and the second fuel F 2 by the separator 320 changes.
For example, the temperature of the separation membrane 321 can be adjusted by controlling the temperature of the raw fuel F 0 supplied to the separator 320 by the heater 316. Further, the pressure in the low pressure chamber 324 can be adjusted by the pressure reduction of the condenser 330 by the operation of the vacuum pump 336.
In addition, after supplying with respect to the 2nd fuel tank (not shown) separate from the raw fuel tank 310, you may store in this 2nd fuel tank. Further, the second fuel F 2 stored in the second fuel tank may be supplied to the internal combustion engine 2 instead of the raw fuel F 0 . Similar to the raw fuel tank 310, the second fuel tank may be disposed in a space below the front panel.
Condenser (negative pressure tank) 330 is provided in the middle of the recovery path connecting the low-pressure chamber 324 of the separator 320 and the first fuel tank 340, and is configured to condense the first fuel F 1. The condenser 330 is configured by, for example, an air-cooled or water-cooled tank or reservoir.
The condenser 330 is connected to the suction side of a vacuum pump (negative pressure pump) 336. Inside the condenser 330 by the operation of the vacuum pump 336 is controlled in a negative pressure state, it may be a low-pressure state than the first vapor pressure of the fuel F 1. The evaporated fuel V containing alcohol such as ethanol generated by the evaporation of the first fuel F 1 is supplied to the canister 350 and the like by the operation of the vacuum pump 336. The condenser 330 is provided with an atmospheric pressure sensor for measuring the internal atmospheric pressure.
  A primary recovery path that connects the separator 320 and the condenser 330 is provided with a first opening / closing mechanism 331 that opens and closes the path. When the first opening / closing mechanism 331 is opened, the low pressure chamber 324 of the separator 320 and the condenser 330 are communicated, and when the first opening / closing mechanism 331 is closed, the separator 320 and the condenser 330 are blocked. .
  A secondary recovery path that connects the condenser 330 and the first fuel tank 340 is provided with a second opening / closing mechanism 332 that opens and closes the path. When the second opening / closing mechanism 332 is opened, the condenser 330 and the first fuel tank 340 are communicated with each other, and when the second opening / closing mechanism 332 is closed, the condenser 330 and the first fuel tank 340 are blocked. .
  The condenser 330 and the first fuel tank 340 are connected by a first evaporative fuel path that is separate from the secondary recovery path, and a third opening / closing mechanism 333 is provided in the first evaporative fuel path. By opening the third opening / closing mechanism 333, the evaporated fuel V filling the first fuel tank 340 is introduced into the condenser 330.
The condenser 330 and the first fuel tank 340 are connected through a second evaporative fuel path different from the first evaporative fuel path, and a fourth open / close mechanism 334 and a vacuum pump 336 are provided in the second evaporative fuel path. Yes. When the fourth opening / closing mechanism 334 is opened and the vacuum pump 336 is operated, the evaporated fuel V is introduced from the condenser 330 into the first fuel F 1 stored in the first fuel tank 340.
The first fuel tank 340 stores the first fuel F 1 separated from the raw fuel F 0 by the separator 320. The first fuel F1 stored in the first fuel tank 340 is boosted to a specified atmospheric pressure by the high pressure supply pump 342 and then supplied to the internal combustion engine 2.
As the first fuel F 1 stored in the first fuel tank 340 evaporates, an evaporated fuel V containing alcohol such as ethanol is generated. The first fuel tank 340 and the canister 350 are connected, and a fifth opening / closing mechanism 344 is provided in the connection path. When the fifth opening / closing mechanism 344 is opened, the evaporated fuel V is supplied from the first fuel tank 340 to the canister 350 through the connection path.
  The first fuel tank 340 is provided with an atmospheric pressure sensor (not shown) for measuring the internal atmospheric pressure.
  Each of the opening / closing mechanisms 331 to 334 and 344 is configured by, for example, an electromagnetic valve.
The canister 350 contains an adsorbent such as activated carbon, and in addition to alcohol contained in the evaporated fuel V derived from the raw fuel F 0 , hydrocarbons are adsorbed by the adsorbent. Thereby, the evaporated fuel V can be separated into alcohol and hydrocarbons and other components such as nitrogen.
  The separated air containing nitrogen or the like is discharged from the canister 350 to the outside of the vehicle. On the other hand, when the internal combustion engine 2 is operated and the intake pipe 21 is in a negative pressure state, alcohol and hydrocarbons adsorbed by the adsorbent in the canister 350 are supplied to the intake pipe 21 downstream of the throttle valve 213, and It burns after being introduced into the combustion chamber 22. The discharge path connected to the canister 350 is provided with a flow rate adjusting valve 352 for adjusting the flow rate of the evaporated fuel V in the discharge path.
Even if the canister 350 is heated by the condensation heat of the first fuel F 1 generated in the condenser 330, the temperature of the canister 350 is maintained in a temperature range that can sufficiently exhibit the adsorption performance of the evaporated fuel V. Good. For example, the flow path of the medium may be configured such that the canister 350 is heated by the cooling medium of the condenser 330.
  The intake pipe 21 connected to the combustion chamber of the internal combustion engine 2 is provided with an intake valve 211, a fuel injection device 212, and a throttle valve 213. When the intake valve 211 is opened, the intake pipe 21 and the combustion chamber communicate with each other, and when the intake valve 211 is closed, the intake pipe 21 and the combustion chamber are shut off. The throttle valve 213 is configured to adjust the intake air amount of the internal combustion engine 2.
The fuel injection device 212 is disposed between the intake valve 211 and the throttle valve 213 and selectively injects one of the raw fuel F 0 and the first fuel F 1 into each cylinder of the internal combustion engine 2. It is configured. The fuel injection device 212 may be configured to inject both the raw fuel F 0 and the first fuel F 1 simultaneously into the respective cylinders of the internal combustion engine 2 at a specified mixture ratio. A mixed gas of air sucked into the intake pipe 21 and fuel injected from the fuel injection device 212 is introduced from the intake pipe 21 into the combustion chamber of each cylinder.
In the case where the second fuel tank is provided, the fuel injection device 212 selectively selects one of the first fuel F 1 and the second fuel F 2 or both at the same time with a specified mixture ratio. You may comprise so that it may inject with respect to each cylinder.
  The intake pipe 21 is provided with a turbocharger 25, a venturi gas mixer 251, and a purge pump 252 upstream of the throttle valve 213. The evaporated fuel V can be supplied from the canister 350 to the intake pipe 21 via the purge pump 252 and the turbocharger 25.
  The internal combustion engine 2 may be a naturally aspirated engine instead of the engine with the turbocharger 25. In this case, the evaporated fuel V may be supplied from the canister 350 to the intake pipe 21 on the downstream side of the throttle valve 213 through a purge control valve (not shown).
  Further, the evaporated fuel V may be directly supplied from the condenser 330 to the intake pipe 21 by the venturi gas mixer 251. Further, the evaporated fuel V may be directly supplied from the first fuel tank 340 to the intake pipe 21 of the internal combustion engine 2.
  The control device 4 is configured by a programmable computer. The control device 4 detects the state of the fuel supply device, such as a concentration sensor provided in the raw fuel tank 310, a concentration sensor provided in the first fuel tank 340, and a pressure sensor provided in the condenser 330. The output signals of various sensors are input. The output signal of the sensor and the calculation processing result obtained based on the output signal are stored in a storage device that constitutes the control device 4.
  The control device 4 is programmed to execute “negative pressure control processing” and the like. In addition to the fuel injection control and ignition timing control of the internal combustion engine 2, the control device 4 adjusts the operating conditions of the separator 320, the fuel supplied to the internal combustion engine 2, the operation control of each pump, and each valve. It is programmed to execute arithmetic processing necessary for opening / closing or adjusting the opening degree.
  “Programmed” means that an arithmetic processing unit such as a CPU, which is a component of a computer, reads out software in addition to necessary information from a memory or recording medium such as a ROM or a RAM, It means that it is comprised so that an arithmetic processing may be performed according to.
(Negative pressure control processing)
The “negative pressure control process” is repeatedly executed by the control device 4 in accordance with the procedure described below.
  As shown in FIG. 6A, a vacuum is generated in a primary state in which the fourth opening / closing mechanism 334 is open while the first opening / closing mechanism 331, the second opening / closing mechanism 332, and the third opening / closing mechanism 333 are closed. As the pump 336 operates, the condenser 330 is depressurized.
In the primary state, when the internal pressure P of the condenser 330 reaches the first negative pressure P 1 or less, the first opening / closing mechanism 331 is opened and the operation of the vacuum pump 336 is stopped. Thereby, as shown in FIG. 6B, the first opening / closing mechanism 331 is opened, while the second opening / closing mechanism 332, the third opening / closing mechanism 333, and the fourth opening / closing mechanism 334 are closed. A “secondary state” is realized.
In the secondary state, the first fuel F 1 and the second fuel F 2 separation is initiated by the separator 320, the first fuel F 1 of the gas phase is supplied to the condenser 330 from the separator 320 ( FIG. 6B (see black arrow). At least a part of the first fuel F 1 in the gas phase is stored after being condensed (phase transition from the gas phase to the liquid phase) in the condenser 330 in a negative pressure and cooled state. Further, by stopping the vacuum pump 336, the evaporated fuel V increases in the condenser 330, and the internal pressure of the condenser 330 increases.
When the internal pressure P of the condenser 330 reaches a second negative pressure P 2 higher than the first negative pressure P 1 , the first opening / closing mechanism 331 is closed, while the second opening / closing mechanism 332 and the third opening / closing mechanism 333 are closed. Is opened. Accordingly, as shown in FIG. 6C, the first opening / closing mechanism 331 and the fourth opening / closing mechanism 334 are closed, while the second opening / closing mechanism 332 and the third opening / closing mechanism 333 are opened. A “tertiary state” is realized.
When the third opening / closing mechanism 333 is opened, the evaporated fuel V is supplied to the condenser 330 from the first fuel tank 340, and the condenser 330 is boosted to the same pressure as the first fuel tank 340 (FIG. 6C). ) See white arrow). When the first opening / closing mechanism 331 is closed, the separation of the first fuel F 1 and the second fuel F 2 by the separator 320 is stopped. When the second opening / closing mechanism 332 is opened, the first fuel F 1 stored in the condenser 330 is supplied to the first fuel tank 340 (see the black arrow in FIG. 6C).
  When a specified time (for example, 10 [s]) has elapsed since the tertiary state is realized, the second opening / closing mechanism 332 and the third opening / closing mechanism 333 are both closed, and the fourth opening / closing mechanism 334 is opened. The next state is realized and the operation of the vacuum pump 336 is started (see FIG. 6A).
In the primary state, the evaporated fuel V (gas) is supplied from the condenser 330 to the first fuel tank 340 (see the white arrow in FIG. 6A), and the internal pressure P of the condenser 330 decreases. The evaporated fuel V causes bubbling of the first fuel F 1 in the first fuel tank 340, and at least a part of the evaporated fuel V in the bubbles can be taken into the first fuel F 1 in a liquid phase state. In the first fuel tank 340, the first fuel F 1 is in a two-phase state (gas phase-liquid phase), and the first fuel tank 340 is boosted by supplying the evaporated fuel V from the condenser 330. The evaporated fuel V may be supplied from the condenser 330 to the space where the evaporated fuel V is filled in the first fuel tank 340.
  Further, the ECU 4 determines whether or not the condition for opening the first fuel tank 340 is satisfied during execution of the negative pressure control process. As the “open condition”, a condition that the measured pressure of the first fuel tank 340 is equal to or higher than a threshold value, a condition that a vehicle acceleration request exceeds the threshold value, or a combination condition thereof can be adopted.
  When it is determined that the opening condition is satisfied, as shown in FIG. 6D, the “quaternary state” in which the fifth opening / closing mechanism 344 is opened is realized. At this time, for example, the first opening / closing mechanism 331, the second opening / closing mechanism 332, the third opening / closing mechanism 333, and the fourth opening / closing mechanism 334 are closed. In the quaternary state, the evaporated fuel V is discharged from the first fuel tank 340 and then supplied to the internal combustion engine 2 through the intake pipe 21.
  A third opening / closing mechanism 333 is provided in a path connecting the condenser 330 and the outside air atmosphere (whether inside or outside the vehicle 1), and the third opening / closing mechanism 333 is opened, so that outside air is introduced into the condenser. It may be configured to be. A third opening / closing mechanism 333 is provided in a path connecting the condenser 330 and the canister 350 that is an air source. The evaporative fuel V adsorbed by the canister 350 may be introduced into the condenser 330 by opening the third opening / closing mechanism 333.
  A vacuum pump 336 may be provided in a path connecting the first fuel tank 340 and the canister 350.
(Effect of the present invention)
According to the vehicle 1 of the present invention, the raw fuel tank 310 is arranged so that the upper bulging portion 31a, which is at least a part thereof, is accommodated in the floor tunnel 116 (see FIGS. 1 to 3). For this reason, in addition to securing the size of the raw fuel tank 310, it is possible to secure the size of the cabin space.
  Further, in addition to the space existing below the front floor panel 111 being effectively utilized as the arrangement space for the raw fuel tank 310, the rear space of the raw fuel tank 310 is used for the arrangement of other components of the fuel supply device 3. It is effectively used as a space (see FIGS. 1 to 4). As a result, fuel supply is achieved while minimizing the need for layout changes including narrowing of the cabin space and changing the height of the seats Sfr and Srr for that purpose (while ensuring the size of the cabin space). Each component of the device 3 can be mounted on the vehicle 1.
  Further, when the rear floor panel 112 is attached to the vehicle body frame 12 in a state where the components other than the raw fuel tank 310 of the fuel supply device 3 are accumulated or mounted, the components are attached to the vehicle body. Work efficiency is improved.
  Furthermore, the upper end position of the components of the fuel supply device 3 arranged so that at least a part thereof is accommodated in the lower step portion 112b formed in the rear floor panel 112 can be lowered from the original position. As a result, each component of the fuel supply device can be mounted on the vehicle while suppressing or minimizing the need for volume reduction of the component (while ensuring a large volume of the component). Further, each component of the fuel supply device is added to the vehicle while suppressing or minimizing the necessity of narrowing the cabin space or the luggage space above the rear floor panel (while ensuring the size of the space). Can be mounted.
In particular, as a part of the first fuel tank 340 is accommodated in the lower stage portion 112b, the volume of the first fuel tank 340 can be secured. For this reason, this is a significant configuration particularly when the amount of the first fuel F 1 is large due to the high content of the high octane number component in the raw fuel F 0 .
Further, the cooling efficiency of the first fuel tank 340 is improved by heat exchange between the first fuel tank 340 and the air flowing below the rear floor panel 112. For this reason, from the viewpoint of effective use of the first fuel F 1 (high octane number fuel) or the high octane number component in the gas phase, the temperature of the first fuel F 1 or the internal pressure corresponding to the temperature is adjusted to an appropriate range or Maintained (see FIG. 6).
DESCRIPTION OF SYMBOLS 1 ... Vehicle, 111 ... Front floor panel, 112 ... Rear floor panel, 112b ... Lower part, 116 ... Floor tunnel, 310 ... Raw fuel tank, 340 ... 1st fuel tank.

Claims (4)

  1. An internal combustion engine;
    A first fuel containing a higher octane number component than the raw fuel and a second fuel containing the lower octane number component more than the raw fuel or the raw fuel, selectively or at a specified mixing ratio. A vehicle having a fuel supply device that supplies the internal combustion engine of the vehicle at the same time,
    Among the components of the fuel supply device, the raw fuel tank for storing the raw fuel is disposed in a lower space of the front floor panel, and a part or all of the other components are integrated and disposed on the rear floor panel. A vehicle characterized by
  2. The vehicle according to claim 1,
    The rear floor panel is formed with a locally lowered or recessed lower step portion, and at least one of the components of the fuel supply device excluding the raw fuel tank is at least partially A vehicle characterized in that the vehicle is disposed so as to be accommodated in a lower part.
  3. The vehicle according to claim 2, wherein
    A vehicle characterized in that a first fuel tank that stores the first fuel as the at least one component is disposed so that at least a part thereof is accommodated in the lower stage.
  4. In the vehicle according to any one of claims 1 to 3,
    A vehicle characterized in that the raw fuel tank is arranged so that at least a part of the raw fuel tank is accommodated in a floor tunnel.
JP2012034567A 2012-02-20 2012-02-20 Vehicle Pending JP2013169876A (en)

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US13/726,761 US20130160745A1 (en) 2011-12-27 2012-12-26 Fuel supply system and a vehicle

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9963031B2 (en) 2015-12-10 2018-05-08 Toyota Jidosha Kabushiki Kaisha Vehicle lower portion structure for a hybrid vehicle

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JP2005053323A (en) * 2003-08-04 2005-03-03 Honda Motor Co Ltd Fuel tank arrangement structure in vehicle
JP2010013948A (en) * 2008-07-01 2010-01-21 Toyota Motor Corp Fuel supply device of internal combustion engine
JP2011073583A (en) * 2009-09-30 2011-04-14 Mazda Motor Corp Front structure of engine-mounted electric vehicle

Patent Citations (3)

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Publication number Priority date Publication date Assignee Title
JP2005053323A (en) * 2003-08-04 2005-03-03 Honda Motor Co Ltd Fuel tank arrangement structure in vehicle
JP2010013948A (en) * 2008-07-01 2010-01-21 Toyota Motor Corp Fuel supply device of internal combustion engine
JP2011073583A (en) * 2009-09-30 2011-04-14 Mazda Motor Corp Front structure of engine-mounted electric vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9963031B2 (en) 2015-12-10 2018-05-08 Toyota Jidosha Kabushiki Kaisha Vehicle lower portion structure for a hybrid vehicle

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