JP6337300B2 - Canister - Google Patents

Description

  The present invention relates to a canister that processes fuel vapor evaporated from a fuel tank of a vehicle.

  The canister adsorbs fuel vapor (gasoline vapor or the like) evaporated from a fuel tank of a vehicle on an adsorbent such as activated carbon, stores the fuel vapor, and discharges the stored fuel to the intake passage of the engine by purging.

Japanese Utility Model Publication No. 2-34750

  The canister is provided with a port connected to the fuel tank side, a port connected to the engine intake passage (intake manifold, etc.), and a port communicating with the atmosphere (hereinafter referred to as an atmospheric port). , No fuel leaks from the atmospheric port. However, when an abnormality occurs in a part such as a valve in the fuel tank, there is a risk that the fuel leaks from the atmospheric port.

  Some canisters have caps attached to the atmospheric port, but when fuel leaks, the fuel leaks along the side surface of the canister, so the fuel leakage path and dripping position cannot be regulated. On the other hand, there is a canister that connects a connector and a hose to the atmospheric port to regulate the fuel dripping position, but the manufacturing cost is high due to the large number of parts.

  The present invention has been made in view of the above problems, and an object thereof is to provide a canister that can regulate a fuel leakage path at a low manufacturing cost with a reduced number of parts.

The canister according to the first invention for solving the above-described problem is
A fuel tank for a vehicle having a first chamber and a second chamber partitioned by a partition plate, provided on the upper surface of the first chamber or the second chamber and communicating with the atmosphere In the canister that processes the fuel vapor evaporated from
Providing a first groove on the upper surface around the atmospheric port;
Provided with at least two second grooves formed on the upper surface, one end connected to the first groove and the other end extending to the side surface of the canister,
A cap having a wall portion that blocks at least one of the second grooves is attached to the atmospheric port.

According to the first invention, the fuel leaked through the atmospheric port first flows into the first groove and then into the second groove connected to the first groove, so that the fuel leaked from the atmospheric port flows. The direction can be regulated. Thereby, the freedom degree of the layout of the vehicle components arrange | positioned around a canister improves.
The other end of the second groove extends to the side surface of the canister, and at least one of the second grooves is blocked by a wall of a cap attached to the atmospheric port, so that the fuel leaked from the atmospheric port is And it can guide to a fixed direction rapidly, without making it stay in a 2nd groove | channel. Thereby, it becomes possible to further regulate the outflow direction of the fuel.

A canister according to a second invention for solving the above-mentioned problem is
In the canister according to the first invention,
The atmospheric port is formed in a cylindrical shape,
One end of the second groove is connected to the first groove at one point,
The wall portion of the cap is oriented in a direction passing through the center of the atmospheric port, and extends to a position passing through the first groove and closing the one end of the second groove. .

One end of the second groove is connected to the annular first groove formed around the cylindrical atmospheric port at one point, and the wall of the cap is directed in the direction passing through the center of the atmospheric port. In addition, since it extends to a position that passes through the first groove and closes one end of the second groove, the wall portion of the cap passes through the first groove and separates the first groove. One end of one second groove is cut off, which makes it possible to further regulate the outflow direction of the fuel.
Further, by simply rotating the cap, the wall portion can shield one end of any of the second grooves, so that any groove can be regulated with the same cap. Therefore, an optimal fuel outflow path can be set for each vehicle while using the same canister for a plurality of vehicles having different layouts.

A canister according to a third invention for solving the above-mentioned problem is
In the canister according to the second invention,
Two second grooves are provided and are arranged so as to be in a straight line with each other.

  Since the second groove is composed of two and arranged so as to be in a straight line with each other, the groove can be easily provided on the upper surface of the canister, and the productivity is improved.

A canister according to a fourth invention for solving the above-mentioned problem is
In the canister according to the third invention,
The second groove is disposed on the upper surface of the partition plate.

  By providing the second groove on the partition plate on the upper surface of the canister, it is possible to prevent the canister from being thinned due to the formation of the groove. Further, a groove can be provided on the upper surface of the canister without adding a reinforcing member on the inner side of the upper surface of the canister, and the internal structure of the canister can be simplified.

  According to the present invention, in a canister used in a vehicle, a fuel leakage path can be regulated at a low manufacturing cost with a reduced number of parts.

It is a figure explaining the canister which concerns on this invention, (a) is the perspective view, (b) is the top view. It is a figure explaining the cap attached to the canister which concerns on this invention, (a) is the perspective view, (b) is the side view, (c) is the front view. It is a perspective view explaining the example of attachment of the cap of the canister concerning the present invention. It is a perspective view explaining the other example of attachment of the cap of the canister which concerns on this invention. FIG. 4 is a top view of the canister cap shown in FIG. 3. FIG. 5 is a top view of the canister cap shown in FIG. 4. It is a perspective view explaining attachment to the body side of a canister concerning the present invention.

  Hereinafter, an embodiment of a canister according to the present invention will be described with reference to FIGS.

Example 1
1A and 1B are views for explaining a canister according to the present embodiment. FIG. 1A is a perspective view thereof, and FIG. 1B is a top view thereof. 2 is a view for explaining a cap attached to the canister of the present embodiment, FIG. 2 (a) is a perspective view thereof, FIG. 2 (b) is a side view thereof, and FIG. c) is a front view thereof. 3 and 4 are perspective views for explaining an example of attachment of the canister cap of the present embodiment. 5 is a top view of the canister cap shown in FIG. 3, and FIG. 6 is a top view of the canister cap shown in FIG. FIG. 7 is a perspective view for explaining the mounting of the canister of this embodiment to the vehicle body side.

  The canister 10 of this embodiment also absorbs fuel vapor (gasoline vapor or the like) evaporated from a vehicle fuel tank (not shown) by an adsorbent such as activated carbon and stores it, and the stored fuel is purged to the engine intake. It discharges into a passage (intake manifold, etc .; not shown).

  The canister 10 has a substantially circular upper surface 11a and 11b and a cylindrical shape on its side surface (outer peripheral surface) 11c, and has a cylindrical shape as a whole. By making the side surface 11c into a cylindrical shape, the rigidity of the wall surface is improved. The canister 10 is formed by integral molding except for the bottom surface (not shown). After filling the adsorbent inside, the bottom surface is welded to the lower portion of the side surface 11c. A welded portion 11e is formed.

  Although not shown, the interior of the canister 10 is divided into a main room (first room) and a sub-chamber (second room) by a partition plate. And so on. Here, the partition plate is arranged in a straight line so that the area on the main chamber side is larger than the area of the sub chamber as viewed from above. That is, the columnar canister 10 is vertically divided so that the volume of the main chamber is larger than the volume of the sub chamber. The partition plate does not extend to the bottom surface of the canister 10, and the main chamber and the sub chamber communicate with each other under the canister 10.

  The upper surface 11a of the canister 10 having the main chamber has a tank port 12 communicating with the main chamber and connected to the fuel tank side, and a purge port communicating with the main chamber and connected to the intake passage of the engine. 13 is provided. The purge port 13 is disposed at the center (for example, the center of the area) of the upper surface 11a. In this manner, the purge port 13 is disposed at the position farthest from the side surface 11c of the canister 10 and the partition plate. ing.

  The upper surface 11b of the canister 10 where the sub chamber is located is provided with an atmospheric port 14 for communicating the sub chamber and the atmosphere. Although not shown, the sub chamber upper surface 11b is divided into two equal parts. It is arranged on the line of the diameter to be.

  A first groove 15 constituting a fuel leakage path is formed on the upper surface 11 b around the atmospheric port 14 along the outer periphery of the atmospheric port 14, and is further connected to the first groove 15. In addition, a second groove 16 constituting a fuel leakage path is formed.

  Here, the atmospheric port 14 is formed in a cylindrical shape, and the first groove 15 has an annular shape. The second groove 16 is composed of two second grooves 16a and 16b, and one end of each of the second grooves 16a and 16b is connected to the first groove 15 at a single connection point. The other ends of the two grooves 16 a and 16 b are formed to extend to the side surface 11 c of the canister 10. Thus, the other ends of the second grooves 16 a and 16 b extend to the side surface 11 c of the canister 10, so that fuel leaked from the atmospheric port 14 does not stay in the first groove 15 and the second groove 16. , Can be promptly guided.

  Furthermore, here, the second grooves 16a and 16b extend in the same direction and are arranged in one straight line, thereby forming one second groove 16. Since the second groove 16 is composed of two second grooves 16a and 16b, and the second grooves 16a and 16b are arranged so as to be aligned with each other, the second groove 16 can be easily formed on the upper surface of the canister 10. 16a and 16b can be provided, and the productivity of the canister 10 is improved.

  In addition, a second groove 16 is formed on the upper surface that is the upper portion of the partition plate. By providing the second groove 16 on the partition plate on the upper surface of the canister 10, it is possible to prevent the upper surface of the canister 10 from being thinned due to the formation of the second groove 16. Therefore, the second groove 16 can be provided on the upper surface of the canister 10 without adding a reinforcing member on the inner side of the upper surface of the canister 10, and the internal structure of the canister 10 can be simplified. Further, when the canister 10 is formed of resin, the fluidity of the resin can be improved, and the productivity of the canister 10 is improved.

  The first groove 15 and the second groove 16 can also be formed integrally with the upper surfaces 11a and 11b and the side surfaces 11c that form the hollow casing 11 of the canister 10, the partition plate, and the like.

  A plurality of claws 17 are provided on the upper surface 11 b around the first groove 15, and using these claws 17, a cap 18 shown in FIG. It covers the upper part and the periphery so as to prevent entry of foreign matter from the outside.

  The cap 18 has an extension portion 18b extending from the cap body 18a so as to cover the upper portion of the second groove 16 together with the cap body 18a covering the upper portion and the periphery of the atmospheric port 14, and a second portion. And a wall portion 18c erected downward from the extending portion 18b so as to block one end side of the grooves 16a, 16b. As shown in FIG. 5, the wall portion 18 c is disposed so as to be directed in a direction passing through the center of the atmospheric port 14 as viewed from above, and passes through the first groove 15 and is one end of the second groove 16 a. It is extended to the position to block.

  As shown in FIGS. 3 and 5, when the cap 18 is attached to the atmospheric port 14, the wall portion 18 c passes through the first groove 15 and is one end of the second groove 16 a (the front side and the drawing in FIG. 3. When inserted in the right side of 5), the second groove 16a is cut off. When the wall 18c is inserted so as to be inclined with respect to the length direction of the second groove 16a in the top view, the wall 18c blocks one end of the second groove 16a and the first Since the groove 15 is separated, the second groove 16a is blocked more reliably, and the fuel outflow direction can be further regulated.

  With such a configuration, if an abnormality occurs in a part such as a valve in the fuel tank and the fuel leaks from the atmospheric port 14, the leaked fuel first flows into the first groove 15, and then The second groove 16b leads to the back side in FIG. 3 and the side surface 11c on the left side in FIG. 5 (see dotted lines in FIG. 3 and FIG. 5). In this way, the fuel leakage path can be regulated at a low manufacturing cost with a reduced number of parts. Thereby, the freedom degree of the layout of the vehicle components arrange | positioned around the canister 10 improves. Further, the fuel leaking from the atmospheric port 14 can be promptly guided in a certain direction without being retained in the first groove 15 and the second groove 16.

  3 and 5, the second groove 16a side is blocked, but conversely, when it is desired to block the second groove 16b side (the back side in FIG. 3 and the left side in FIG. 5), What is necessary is just to interrupt | block the end of the 2nd groove | channel 16b using the cap 18 and changing the insertion position of the wall part 18c.

  As shown in FIGS. 4 and 6, when the cap 18 is attached to the atmospheric port 14, the wall portion 18 c passes through the first groove 15 and is one end of the second groove 16 b (the back side in FIG. 4 and the figure). When inserted in the left side of 6), the second groove 16b is cut off. Also in this case, when the wall portion 18c is inserted so as to be inclined with respect to the length direction of the second groove 16b in a top view, the wall portion 18c blocks one end of the second groove 16b. As a result, the first groove 15 is separated, and the second groove 16b is more reliably blocked, and the fuel outflow direction can be further regulated.

  With such a configuration, if an abnormality occurs in a part such as a valve in the fuel tank and the fuel leaks from the atmospheric port 14, the leaked fuel first flows into the first groove 15, and then The second groove 16a leads to the front side in FIG. 4 and the side surface 11c on the right side in FIG. 6 (see dotted lines in FIGS. 4 and 6). In this way, the fuel leakage path can be regulated at a low manufacturing cost with a reduced number of parts. Thereby, the freedom degree of the layout of the vehicle components arrange | positioned around the canister 10 improves. Further, the fuel leaking from the atmospheric port 14 can be promptly guided in a certain direction without being retained in the first groove 15 and the second groove 16.

  Thus, by simply rotating the cap 18, the wall 18 c can be shielded from one end of any of the second grooves 16 a and 16 b, and thus the same cap 18 regulates the arbitrary groove. It becomes possible. Therefore, an optimal fuel outflow path can be set for each vehicle while using the same canister 10 for a plurality of vehicles having different layouts.

  Here, the two second grooves 16a and 16b are exemplified, but the number of the second grooves may be further increased. In this case, the wall portion 18c of the cap 18 is used to select any one of the two grooves. By disposing the second groove so as to close one end, the fuel leakage path can be regulated.

  Furthermore, the cap 18 may be provided with a labyrinth structure portion between the upper surface 11b and the lower portion of the cap body 18a. The labyrinth structure portion is provided with unevenness that forms a labyrinth together with the upper surface 11 b around the first groove 15. With such a structure, the outflow of fuel from the first groove 15 can be prevented and guided toward the second groove 16 to restrict the fuel leakage path. The cap 18 has a passage cross-sectional area that does not deteriorate the pressure loss with respect to the atmospheric port 14 without the cap 18.

  In addition, an inverted trapezoidal fixing member 31 is provided on the side surface 11c on the sub chamber side of the canister 10 as shown in FIG. The fixing member 31 is desirably disposed in the central portion of the side surface 11c on the sub chamber side, in other words, at a position farthest from the partition plate that partitions the main chamber and the sub chamber. An inverted trapezoidal holding member 32 is attached to the body (vehicle body) side of the vehicle, and the holding member 32 is held by the holding member 32 to fix the canister 10 to the body side.

  In the canister 10, in order to desorb the fuel vapor adsorbed inside, the canister 10 is opened by opening the purge solenoid valve at a predetermined cycle by using the pressure (negative pressure) of the intake manifold of the engine. Fuel processing is performed by sucking negative pressure from the purge port 13 and introducing the fuel vapor adsorbed inside into the intake manifold and burning the fuel in the cylinder of the engine (canister purge).

  At the time of canister purge, purge pulsation occurs with the opening period of the purge solenoid valve. The purge pulsation is transmitted to the canister 10 and further transmitted to the body fixing the canister 10 and may enter the vehicle interior as a pulsating sound.

  Conventionally, in general, the canister mounting method (placement in a place with low body sensitivity, fixation to a member with mass, reduction of transmission coefficient by elastic support) or pulsation reduction parts (chamber, purge hose) The pulsation noise was reduced by using the material and extension of the purge hose length), but it was very expensive.

  Therefore, the inventors pay attention to the fact that the canister 10 is composed of a main chamber and a sub-chamber, and in order to reduce the influence of pulsation noise at a low manufacturing cost, as described above, on the body side of the canister 10. The near fixing member 10 is arranged on the side surface 11c on the sub chamber side. In particular, when the fixing member 10 is arranged at the position of the side surface 11c farthest from the partition plate, the pulsation is at a position where it does not affect as much as possible. Such an arrangement is simple in structure and easy to manufacture, and the influence of pulsating noise can be reduced at a low manufacturing cost.

  The present invention is suitable for a vehicle canister.

DESCRIPTION OF SYMBOLS 10 Canister 11 Case 14 Atmospheric port 15 1st groove | channel 16 2nd groove | channel 18 Cap 18c Wall part 31 Fixing member

Claims (4)

A first room and a second room partitioned by a partition plate, provided on an upper surface of one of the first room or the second room and provided with an air port communicating with the air; In the canister that processes the fuel vapor evaporated from the fuel tank,
Providing a first groove on the upper surface around the atmospheric port;
Provided with at least two second grooves formed on the upper surface, one end connected to the first groove and the other end extending to the side surface of the canister,
A canister characterized in that a cap having a wall portion blocking at least one of the second grooves is attached to the atmospheric port. The canister according to claim 1, wherein
The atmospheric port is formed in a cylindrical shape,
One end of the second groove is connected to the first groove at one point,
The wall portion of the cap is oriented in a direction passing through the center of the atmospheric port, and extends to a position passing through the first groove and closing the one end of the second groove. Canister. The canister according to claim 2,
The canister is characterized in that two second grooves are provided and are arranged in a straight line with each other. The canister according to claim 3,
The canister is characterized in that the second groove is disposed on the upper surface of the partition plate.

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