JPS6137452B2 - - Google Patents
Info
- Publication number
- JPS6137452B2 JPS6137452B2 JP3207278A JP3207278A JPS6137452B2 JP S6137452 B2 JPS6137452 B2 JP S6137452B2 JP 3207278 A JP3207278 A JP 3207278A JP 3207278 A JP3207278 A JP 3207278A JP S6137452 B2 JPS6137452 B2 JP S6137452B2
- Authority
- JP
- Japan
- Prior art keywords
- negative pressure
- valve
- electromagnetic
- way valve
- switch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000010926 purge Methods 0.000 claims description 25
- 239000000446 fuel Substances 0.000 claims description 17
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims description 14
- 230000005284 excitation Effects 0.000 claims description 5
- 238000002485 combustion reaction Methods 0.000 claims description 3
- 238000001704 evaporation Methods 0.000 claims description 3
- 230000008020 evaporation Effects 0.000 claims description 3
- 238000000605 extraction Methods 0.000 claims description 3
- 230000002265 prevention Effects 0.000 claims description 3
- 238000010792 warming Methods 0.000 claims description 2
- 230000000694 effects Effects 0.000 description 5
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 5
- 239000003502 gasoline Substances 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 3
- 239000000498 cooling water Substances 0.000 description 3
- 239000000203 mixture Substances 0.000 description 3
- 238000000746 purification Methods 0.000 description 3
- 238000011144 upstream manufacturing Methods 0.000 description 3
- 238000004891 communication Methods 0.000 description 2
- 230000029058 respiratory gaseous exchange Effects 0.000 description 2
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 1
- 229910002091 carbon monoxide Inorganic materials 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 230000000979 retarding effect Effects 0.000 description 1
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、内燃機関における燃料蒸発防止装置
に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a fuel evaporation prevention device for an internal combustion engine.
内燃機関には、エンジンの停止中やアイドリン
グ時にガソリンタンク等から発生するガソリン蒸
気が大気中に発散するのを防止するために、蒸発
防止装置が設けられている。この装置は、蒸気を
吸着させる活性炭を収めたキヤニスタを備え、ス
ロツトルバルブに接近した上流側における吸入負
圧により作動するパージコントロールバルブを介
して、キヤニスタ内部を吸入管に連通し、スロツ
トルバルブの開度に応ずる吸入管負圧によりパー
ジコントロールバルブが開き、吸入管負圧によ
り、キヤニスタ内の活性炭に吸着されたガソリン
を吸入管内に吸入し、燃焼させるようにしている
（実開昭47−21020号公報参照）。
Internal combustion engines are equipped with an evaporation prevention device to prevent gasoline vapor generated from a gasoline tank or the like from escaping into the atmosphere when the engine is stopped or idling. This device is equipped with a canister containing activated carbon that adsorbs vapor, and the inside of the canister is communicated with the suction pipe through a purge control valve operated by suction negative pressure on the upstream side close to the throttle valve. The purge control valve opens due to the suction pipe negative pressure depending on the opening degree of the suction pipe, and the suction pipe negative pressure sucks gasoline adsorbed on the activated carbon in the canister into the suction pipe and burns it. (See Publication No. 21020).
ところが、一酸化炭素および炭化水素のような
有害成分は、エンジンの冷態時に多く発生する。
そのため、エンジン温度が所定温度に達するまで
は点火時期を遅角にして有害成分の発生を抑える
ようにしている。しかし、一方、ガソリン蒸気
は、前記のようにエンジン温度に関係なくスロツ
トルバルブの開度に応じて吸入管内に吸入され、
それが低温時に行われると、その分だけ混合気が
過濃となり、排気ガス中の有害成分の濃度が上が
り、点火時期制御による排気ガス浄化効果を減退
させてしまうという欠点がある。 However, harmful components such as carbon monoxide and hydrocarbons are generated in large quantities when the engine is cold.
Therefore, the ignition timing is retarded to suppress the generation of harmful components until the engine temperature reaches a predetermined temperature. However, on the other hand, as mentioned above, gasoline vapor is sucked into the intake pipe according to the opening degree of the throttle valve regardless of the engine temperature.
If this is done at a low temperature, the air-fuel mixture becomes richer, increasing the concentration of harmful components in the exhaust gas, and reducing the exhaust gas purification effect achieved by controlling the ignition timing.
ところで、この欠点を解消する先行技術例とし
て特開昭50−108418号公報に記載されたものがあ
るが、これは、パージラインを車速に関係なく冷
却水温、サーマルリアクタが所定温度になると開
口し、吸入管に連通するようになつている。 By the way, as an example of prior art that solves this drawback, there is a technique described in Japanese Patent Application Laid-Open No. 108418/1982, which opens the purge line when the cooling water temperature and the thermal reactor reach a predetermined temperature regardless of the vehicle speed. , which communicates with the suction pipe.
ところが、前記先行技術例のものによれば、ア
イドル時、低車速時には、吸入空気量が少ないに
も拘わらずパージされるため、混合気が過濃にな
り、COおよびHCのような有害成分の濃度が上が
り、また、アイドル時の回転数変動を起すうえ、
特にエンジンがまだ暖まつている状態で再始動す
る際においても、パージが行われるため、燃料が
吸込み過ぎになりエンジン始動不能を起す恐れが
あり、さらにまた、エンジン運転の一定時間経過
後は、エンジンの機能が安定しており問題はない
が、エンジンが暖まつている状態で再始動した直
後、高速運転に移行する際には、始動直後はエン
ジンが不安定状態にあるのに拘わらずパージされ
て燃料が過濃状態となるために、息付き現象を起
し加速性能が悪化するという問題がある。
However, according to the prior art example, when the vehicle is idling or at low speed, the air-fuel mixture is purged even though the amount of intake air is small, resulting in the mixture becoming too rich and containing harmful components such as CO and HC. In addition to increasing concentration and causing fluctuations in rotational speed during idle,
In particular, even when restarting the engine while it is still warm, purging is performed, so there is a risk that too much fuel will be sucked in and the engine will not be able to start.Furthermore, after a certain period of engine operation, Although the engine function is stable and there are no problems, immediately after restarting the engine when it is warm, or when transitioning to high-speed operation, the purge is performed even though the engine is in an unstable state immediately after starting. As a result, the fuel becomes over-rich, causing a breathing phenomenon and deteriorating acceleration performance.
本発明は、このような問題を解決することを目
的とするものである。 The present invention aims to solve such problems.
上記目的を達成するため、本発明は、燃料蒸気
を吸着するための活性炭を収納し、吸着された燃
料蒸気をパージコントロールバルブを介しパージ
ラインを通して吸入管に吸入するようにしたキヤ
ニスタにおいて、パージコントロールバルブの負
圧室を電磁三方弁に連通し、該電磁三方弁の一方
の弁口は吸入管負圧取出用開口に連通し、他方の
弁口は大気に連通し、電磁三方弁の励磁コイル
は、タイマスイツチと、設定値より低速の切換側
と高速の切換側とを有する車速スイツチの低速切
換側とを並列に接続した回路を介して接続される
メインスイツチを経て電源に接続し、エンジンが
始動してから所定時間経過後暖機が完了しかつ車
速が設定値以上になると車速スイツチが高速切換
側に切換わることにより電磁三方弁が切換わり、
パージコントロールバルブの負圧室が吸入管負圧
取出用開口に連通し、吸入管負圧に応じてパージ
コントロールバルブが開き、キヤニスタ内の活性
炭に吸着された燃料蒸気がパージラインを通して
吸入管に吸入されるように構成したことを特徴と
するものである。
In order to achieve the above object, the present invention provides a canister that houses activated carbon for adsorbing fuel vapor and sucks the adsorbed fuel vapor into an intake pipe through a purge line and a purge control valve. The negative pressure chamber of the valve is communicated with an electromagnetic three-way valve, one valve port of the electromagnetic three-way valve is communicated with a suction pipe negative pressure extraction opening, the other valve port is communicated with the atmosphere, and an excitation coil of the electromagnetic three-way valve is connected. is connected to the power source through a main switch connected in parallel to the timer switch and the low-speed switching side of the vehicle speed switch, which has a switching side that is lower than the set value and a switching side that is higher than the set value. After a predetermined period of time has elapsed since the engine started, when warming up is completed and the vehicle speed exceeds the set value, the vehicle speed switch is switched to the high speed switching side, and the electromagnetic three-way valve is switched.
The negative pressure chamber of the purge control valve communicates with the suction pipe negative pressure extraction opening, the purge control valve opens in response to the suction pipe negative pressure, and the fuel vapor adsorbed on the activated carbon in the canister is sucked into the suction pipe through the purge line. The invention is characterized in that it is configured so that
以下、図面を参照して説明する。図は本発明を
排気ガス浄化装置に組合わせて適用した例を示
し、図において１は対向シリンダ形エンジン、２
は吸入管、３は気化器、４は排気管、７はデイス
トリビユータ、８はデイストリビユータの進角、
遅角用負圧応動装置で、進角用負圧室Ａと遅角用
負圧室Ｒとを有し、該室に負圧を供給することに
より進角、遅角制御を行うようになつている。進
角用負圧室Ａは、管１０により進角用電磁三方弁
１１に連通され、該三方弁より大気１２又は管１
３を通つてスロツトルバルブ１４のアイドリング
開度位置の直上流側の開口１５の何れかに連通す
るように設けられている。また、遅角用負圧室Ｒ
は、管１６により遅角用電磁三方弁１７に連通
し、その一方は管１８を通つてスロツトルバルブ
のアイドリング開度位置の直下流側の開口２０に
連通し、他方は管２１によりスロツトルバルブよ
り離れた下流に設けられた開口２２において吸入
管内に連通するようになつている。
This will be explained below with reference to the drawings. The figure shows an example in which the present invention is applied in combination with an exhaust gas purification device.
is the intake pipe, 3 is the carburetor, 4 is the exhaust pipe, 7 is the distributor, 8 is the advance angle of the distributor,
This is a negative pressure response device for retardation, which has a negative pressure chamber A for advance and a negative pressure chamber R for retardation, and performs advance and retard control by supplying negative pressure to the chambers. ing. The advance negative pressure chamber A is communicated with the advance angle electromagnetic three-way valve 11 through a pipe 10, and is connected to the atmosphere 12 or the pipe 1 through the three-way valve.
3 and communicates with any of the openings 15 immediately upstream of the idling opening position of the throttle valve 14. In addition, negative pressure chamber R for retardation
is connected to an electromagnetic retarding three-way valve 17 through a pipe 16, one of which is connected through a pipe 18 to an opening 20 immediately downstream of the idling opening position of the throttle valve, and the other is connected to the throttle valve through a pipe 21. It communicates with the inside of the suction pipe at an opening 22 provided downstream and remote from the valve.
更に排気ガスの一部を吸気通路に還流する
EGR通路２３、還流量を制御するEGRバルブ２
４が設けられ、該EGRバルブ作動用負圧室２５
は、管２６により第１電磁三方弁２９ａ及び第２
電磁三方弁２９を介して、負圧タンク２７又は管
２８によりスロツトルバルブ１４のアイドリング
開度位置の直上流側開口３０に連通するように設
けられている。 Furthermore, part of the exhaust gas is returned to the intake passage.
EGR passage 23, EGR valve 2 that controls the recirculation amount
4 is provided, and a negative pressure chamber 25 for operating the EGR valve is provided.
The pipe 26 connects the first electromagnetic three-way valve 29a and the second
It is provided so as to communicate with an opening 30 immediately upstream of the idling opening position of the throttle valve 14 via a negative pressure tank 27 or a pipe 28 via an electromagnetic three-way valve 29 .
負圧タンク２７は、電磁三方弁３１を経て、一
方は管３２により一方弁３３を介して前記開口２
２に連通し、他方は管３４により遅延弁３５を介
して大気３６に連通するようになつている。電磁
三方弁１１と１７の励磁コイルは、並列にしてタ
イマスイツチ３７、メインスイツチ３８を介して
バツテリ３９に接続されている。 The negative pressure tank 27 is connected to the opening 2 through an electromagnetic three-way valve 31 and a pipe 32 through a one-way valve 33.
2, and the other is connected to the atmosphere 36 by a pipe 34 via a delay valve 35. The excitation coils of the three-way electromagnetic valves 11 and 17 are connected in parallel to a battery 39 via a timer switch 37 and a main switch 38.
一方、電磁三方弁２９，３１の励磁コイルは、
並列にして負圧スイツチ４１、車速スイツチ４２
の接点を経てメインスイツチ３８に接続されてい
る。タイマスイツチ３７は、メインスイツチ３８
を閉じてエンジンが始動した後２〜５分の間だけ
オンとなり、その後はオフとなるように構成され
ている。 On the other hand, the excitation coils of the electromagnetic three-way valves 29 and 31 are
Negative pressure switch 41 and vehicle speed switch 42 in parallel
It is connected to the main switch 38 through the contact point. The timer switch 37 is the main switch 38
It is configured so that it is turned on for only 2 to 5 minutes after the engine starts after the door is closed, and then turned off.
また、車速スイツチ４２は車速が低速、例えば
10〜20Km／ｈ以下で低速切換側である接点ｂがオ
ン、それ以上で高速切換側である接点ａがオンに
なるように構成されており、該接点ｂはタイマス
イツチ３７と並列に接続されている。負圧スイツ
チ４１は、負圧室４３を仕切るダイヤフラム４４
の偏位によつて開閉するもので、該負圧室４３
は、管４５により前記開口２２に連通し、吸入管
内の負圧が、所定値以下（負圧が小さくなるこ
と）になつた時にダイヤフラム４４が偏位し、ス
イツチが閉じるようになつている。電磁三方弁２
９ａのコイルは、冷却水温度が低温時、例えば50
℃以下でオン、それ以上でオフとなる水温スイツ
チ４０を介してメインスイツチ３８に接続されて
いる。 Further, the vehicle speed switch 42 is set when the vehicle speed is low, e.g.
The structure is such that contact b, which is the low-speed switching side, is turned on at speeds below 10 to 20 km/h, and contact a, which is the high-speed switching side, is turned on at speeds above 10 to 20 km/h, and the contact b is connected in parallel with the timer switch 37. ing. The negative pressure switch 41 includes a diaphragm 44 that partitions the negative pressure chamber 43.
It opens and closes depending on the deviation of the negative pressure chamber 43.
communicates with the opening 22 through a pipe 45, and when the negative pressure within the suction pipe becomes less than a predetermined value (the negative pressure becomes smaller), the diaphragm 44 is deflected and the switch is closed. Solenoid three-way valve 2
For example, when the cooling water temperature is low, the coil 9a
It is connected to the main switch 38 via a water temperature switch 40 that turns on at temperatures below .degree. C. and turns off at temperatures above that temperature.
本発明においては、キヤニスタ４６のパージコ
ントロールバルブ４７の負圧室は、４８により電
磁三方弁４９に連通し、該電磁三方弁４９の一方
の弁口は、管２１ａを経て前記吸入管開口２２に
接続され、他方の弁口は大気５０に連通してい
る。また、電磁三方弁４０のコイルは、タイマス
イツチ３７に接続されている。キヤニスタ４６の
室内は、パージライン５１により吸入管２に連通
し、また、管５２により燃料タンクに連通してい
る。 In the present invention, the negative pressure chamber of the purge control valve 47 of the canister 46 communicates with an electromagnetic three-way valve 49 through 48, and one valve port of the electromagnetic three-way valve 49 is connected to the suction pipe opening 22 through the pipe 21a. The other valve port is connected to the atmosphere 50. Further, the coil of the electromagnetic three-way valve 40 is connected to the timer switch 37. The interior of the canister 46 communicates with the suction pipe 2 through a purge line 51, and with the fuel tank through a pipe 52.
次に本装置の作用を説明する。起動時に、メイ
ンンスイツチ３８を閉じてエンジンが始動する
と、タイマスイツチ３７が閉じ、電磁三方弁１
１，１７のコイルが励磁されて、スロツトルバル
ブ１４に接近して設けられた負圧取出用の開口１
５，２０と連通する弁口を閉じる。吸入管２内
は、スロツトルバルブ１４がアイドル開度なので
負圧が高く、その負圧が吸入管の開口２２、管２
１、電磁三方弁１７、管１６を経てデイストリビ
ユータ７の負圧応動装置８に設けられている遅角
用負圧室Ｒに作用し、一方、進角用負圧室Ａは、
負圧室Ａと管１０で連なる電磁三方弁１１が大気
開口１２側に連通しているので大気圧になつてお
り、両者の圧力差でデイストリビユータ７を遅角
にする。それにより遅角用負圧室Ｒには、常に吸
入管２内の負圧が作用するので、スロツトルバル
ブ開度がかかわらず、吸入管負圧に応じて遅角作
用をし、従つて、急速な暖機が行われ、排気ガス
温度が高くなり、排気系での酸化反応が促進さ
れ、低温時における排気ガス中の有害成分の増大
を防ぐことができる。 Next, the operation of this device will be explained. At startup, when the main switch 38 is closed and the engine starts, the timer switch 37 is closed and the electromagnetic three-way valve 1 is closed.
When the coils 1 and 17 are energized, the negative pressure outlet opening 1 provided close to the throttle valve 14 is opened.
Close the valve ports communicating with 5 and 20. The inside of the suction pipe 2 has a high negative pressure because the throttle valve 14 is at the idle opening, and this negative pressure flows through the opening 22 of the suction pipe and the pipe 2.
1. Acts on the retard negative pressure chamber R provided in the negative pressure response device 8 of the distributor 7 via the electromagnetic three-way valve 17 and the pipe 16, while the advance negative pressure chamber A:
An electromagnetic three-way valve 11 connected to the negative pressure chamber A through a pipe 10 communicates with the atmosphere opening 12, so the pressure is at atmospheric pressure, and the distributor 7 is retarded by the pressure difference between the two. As a result, the negative pressure in the suction pipe 2 always acts on the negative pressure chamber R for retardation, so regardless of the throttle valve opening degree, the retardation effect is performed according to the negative pressure in the suction pipe, and therefore, Rapid warm-up is performed, the exhaust gas temperature becomes high, oxidation reaction in the exhaust system is promoted, and it is possible to prevent an increase in harmful components in the exhaust gas at low temperatures.
一方、水温スイツチ４０はオンで電磁三方弁２
９ａが励磁し、負圧スイツチ４１、車速スイツチ
４２の接点ａは夫々開いているので、電磁三方弁
２９，３１は励磁せず、EGRバルブ作動用負圧
室２５は電磁三方弁２９ａを通つて大気に連通
し、吸入管内の負圧は遮断されている。従つて、
水温スイツチ４０の設定温度以下の低温時には
EGRは行われない。一方、負圧タンク２７は、
電磁三方弁３１、管３２、一方弁３３を通つて開
口２２に連通し、吸入管内の負圧がタンク内に蓄
積される。 On the other hand, the water temperature switch 40 is on and the electromagnetic three-way valve 2
9a is energized and the contacts a of the negative pressure switch 41 and vehicle speed switch 42 are open, so the electromagnetic three-way valves 29 and 31 are not energized, and the negative pressure chamber 25 for operating the EGR valve is opened through the electromagnetic three-way valve 29a. It communicates with the atmosphere, and the negative pressure inside the suction pipe is shut off. Therefore,
When the temperature is lower than the set temperature of the water temperature switch 40,
EGR is not performed. On the other hand, the negative pressure tank 27 is
It communicates with the opening 22 through the electromagnetic three-way valve 31, the pipe 32, and the one-way valve 33, and the negative pressure in the suction pipe is accumulated in the tank.
エンジン始動後、設定された時間が経過して、
タイマスイツチ３７が切れ、更に車速が設定以上
となつて接点がａに切換わると電磁三方弁１１，
１７の励磁コイルが消磁し、各弁の弁口開閉関係
が切換わる。それにより開口１５は、管１３、電
磁三方弁１１、管１０を通つて進角用負圧室Ａに
連通し、開口２０は、管１８、弁１７、管１６を
通つて遅角用負圧室Ｒに連通し、一方、通路２１
は、遮断される。従つて、スロツトルバルブ１４
の開度に応じて点火時期が制御され、進角作用に
より出力向上、燃料悪化防止等の効果を上げるこ
とができる。更に冷却水温度が上昇して水温スイ
ツチ４０が開くと電磁三方弁２９ａが消磁して弁
が切換わり、開口３０は、管２８、弁２９、２９
ａを通つてEGRバルブ作動用負圧室２５に連通
する。従つて、EGRバルブ２４がスロツトルバ
ルブ開度に応じて開き、EGRが行われる。 After the set time has passed after starting the engine,
When the timer switch 37 is turned off and the vehicle speed exceeds the setting, the contact point is switched to a, the electromagnetic three-way valve 11,
The excitation coil No. 17 is demagnetized, and the opening/closing relationship of each valve is switched. Thereby, the opening 15 communicates with the advance negative pressure chamber A through the pipe 13, the electromagnetic three-way valve 11, and the pipe 10, and the opening 20 communicates with the retard negative pressure chamber A through the pipe 18, the valve 17, and the pipe 16. It communicates with room R, while passage 21
is blocked. Therefore, the throttle valve 14
The ignition timing is controlled according to the opening degree of the engine, and the advance effect can improve output and prevent fuel deterioration. When the cooling water temperature further rises and the water temperature switch 40 opens, the electromagnetic three-way valve 29a is demagnetized and the valve is switched.
It communicates with a negative pressure chamber 25 for operating the EGR valve through a. Therefore, the EGR valve 24 opens according to the opening degree of the throttle valve, and EGR is performed.
次に自動車走行中、車速が所定以上となつて車
速スイツチ４２の接点ａが閉じた状態で、スロツ
トルバルブの全開に近い加速が行われ、または、
高負荷時に、吸入管内負圧が設定値に達すると、
負圧スイツチ４１が閉じ、電磁三方弁２９，３１
のコイルが励磁し、弁口の連通関係が切り換わ
る。即ち、EGRバルブの負圧室２５は負圧タン
ク２７に連通し、更に負圧タンクは遅延弁３５を
介して大気３６に連通する。従つて、負圧タンク
２７に蓄積された高負圧が、負圧室２５に送られ
てEGRバルブ２４が開き、大量のEGRが行われ
加速時のNOxの発生を抑制する。一方、点火時
期は、通常運転の時と同じくスロツトルバルブの
開度に応じて制御される。高負荷での運転が続く
と負圧タンク内の負圧は、遅延弁３５の絞り３５
ａを通つて徐々に漏れ、所定時間後EGRバルブ
が閉じ、EGRが遮断され、これにより出力低下
が防止される。 Next, while the vehicle is running, the vehicle speed reaches a predetermined level or higher and the contact a of the vehicle speed switch 42 is closed, and the throttle valve is accelerated close to fully open, or
When the negative pressure in the suction pipe reaches the set value during high load,
Negative pressure switch 41 closes, solenoid three-way valves 29, 31
The coil is excited and the communication relationship of the valve ports is switched. That is, the negative pressure chamber 25 of the EGR valve communicates with the negative pressure tank 27, and the negative pressure tank further communicates with the atmosphere 36 via the delay valve 35. Therefore, the high negative pressure accumulated in the negative pressure tank 27 is sent to the negative pressure chamber 25, the EGR valve 24 is opened, and a large amount of EGR is performed to suppress the generation of NOx during acceleration. On the other hand, the ignition timing is controlled according to the opening degree of the throttle valve, as in normal operation. If operation under high load continues, the negative pressure in the negative pressure tank will increase due to the restriction 35 of the delay valve 35.
It gradually leaks through a, and after a predetermined time the EGR valve closes and EGR is shut off, thereby preventing a drop in output.
一方、電磁三方弁４９は、タイマスイツチ３７
の設定時間は励磁し、キヤニスタ４６のパージコ
ントロールバルブ４７の負圧室は遮断されてい
る。タイマスイツチ３７が開き、更に車速が設定
以上となつて車速スイツチ４２が高速切換側であ
る接点ａに切換わると、電磁三方弁４９が消磁し
て弁口の連通関係が変わり、パージコントロール
バルブ４７の負圧室は、管２１ａを経て開口２２
に連通する。従つて、エンジンの運転状態により
吸入管内の負圧が所定値以上になると、パージコ
ントロールバルブ４７が開き、キヤニスタ４６内
の活性炭に吸着された燃料は、パージライン５１
を通つて吸入管２内に吸入され、燃料室で燃焼さ
れる。 On the other hand, the solenoid three-way valve 49 is connected to the timer switch 37.
is energized for the set time, and the negative pressure chamber of the purge control valve 47 of the canister 46 is shut off. When the timer switch 37 opens and the vehicle speed exceeds the set value, the vehicle speed switch 42 switches to contact a, which is the high-speed switching side, and the electromagnetic three-way valve 49 is demagnetized, changing the communication relationship between the valve ports and purge control valve 47. The negative pressure chamber is connected to the opening 22 through the pipe 21a.
communicate with. Therefore, when the negative pressure in the suction pipe exceeds a predetermined value due to the operating condition of the engine, the purge control valve 47 opens and the fuel adsorbed on the activated carbon in the canister 46 is transferred to the purge line 51.
It is sucked into the suction pipe 2 through the fuel chamber and burned in the fuel chamber.
以上で明かなように、本発明によれば、エンジ
ン始動後、一定時間経過して暖機が完了しかつ車
速が設定値以上になつた時だけ、燃料蒸気を吸入
管内にパージするので、排気ガスの浄化効果を減
退させることがなく、かつ低車速時、アイドル時
に有害成分の濃度が増加することがなく、アイド
ル時の回転数変動が防止され、また、エンジンが
まだ暖まつている状態で再始動する場合において
もパージが行われないため、エンジンの始動不能
が防止され、しかも、この再始動した直後に高速
運転に移行する際にもパージが行われないため、
息付き現象が回避され加速性が悪化するようなこ
とがない。
As is clear from the above, according to the present invention, fuel vapor is purged into the intake pipe only when warm-up is completed after a certain period of time has passed after the engine has started, and the vehicle speed has exceeded the set value. It does not reduce the gas purification effect, does not increase the concentration of harmful components at low vehicle speeds or when idling, prevents rotational speed fluctuations during idling, and even when the engine is still warm. Purge is not performed even when restarting, which prevents the engine from being unable to start.Furthermore, purge is not performed when transitioning to high-speed operation immediately after restarting.
The breathing phenomenon is avoided and acceleration performance does not deteriorate.
図は本発明の一実施例を示す系統図である。
１……エンジン、２……吸入管、３……気化
器、４……排気管、７……デイストリビユータ、
８……負圧応動装置、１０……管、１１，１７…
…電磁三方弁、１２……大気、１３……管、１４
……スロツトルバルブ、１５……開口、１６，１
８，２１，２６，２８，３２，３４，４５……
管、２０，２２……開口、２４……EGRバル
ブ、２５……作動用負圧室、２７……負圧タン
ク、２９，３１……電磁三方弁、３３……一方
弁、３５……遅延弁、３５ａ……絞り、３７……
タイマスイツチ、３８……メインスイツチ、３９
……バツテリ、４０……水温スイツチ、４１……
負圧スイツチ、４２……車速スイツチ、４３……
負圧室、４４……ダイヤフラム、４６……キヤニ
スタ、４７……パージコントロールバルブ、４
８，５２……管、４９……電磁三方弁、５０……
大気、５１……パージライン。
The figure is a system diagram showing one embodiment of the present invention. 1...engine, 2...intake pipe, 3...carburizer, 4...exhaust pipe, 7...distributor,
8...Negative pressure response device, 10...Pipe, 11, 17...
...Electromagnetic three-way valve, 12...Atmosphere, 13...Pipe, 14
...Throttle valve, 15...Opening, 16,1
8, 21, 26, 28, 32, 34, 45...
Pipe, 20, 22... Opening, 24... EGR valve, 25... Negative pressure chamber for operation, 27... Negative pressure tank, 29, 31... Solenoid three-way valve, 33... One-way valve, 35... Delay Valve, 35a... Throttle, 37...
Timer switch, 38... Main switch, 39
...Battery, 40...Water temperature switch, 41...
Negative pressure switch, 42... Vehicle speed switch, 43...
Negative pressure chamber, 44...Diaphragm, 46...Canister, 47...Purge control valve, 4
8, 52...Pipe, 49...Solenoid three-way valve, 50...
Atmosphere, 51...purge line.
Claims (1)
吸着された燃料蒸気をパージコントロールバルブ
を介しパージラインを通して吸入管に吸入するよ
うにしたキヤニスタにおいて、パージコントロー
ルバルブの負圧室を電磁三方弁に連通し、該電磁
三方弁の一方の弁口は吸入管負圧取出用開口に連
通し、他方の弁口は大気に連通し、電磁三方弁の
励磁コイルは、タイマスイツチと、設定値より低
速の切換側と高速の切換側とを有する車速スイツ
チの低速切換側とを並列に接続した回路を介して
接続されるメインスイツチを経て電源に接続し、
エンジンが始動してから所定時間経過後暖機が完
了しかつ車速が設定値以上になると車速スイツチ
が高速切換側に切換わることにより電磁三方弁が
切換わり、パージコントロールバルブの負圧室が
吸入管負圧取出用開口に連通し、吸入管負圧に応
じてパージコントロールバルブが開き、キヤニス
タ内の活性炭に吸着された燃料蒸気がバージライ
ンを通して吸入管に吸入されるように構成したこ
とを特徴とする内燃機関における燃料蒸発防止装
置。1 Contains activated carbon for adsorbing fuel vapor,
In a canister in which adsorbed fuel vapor is sucked into a suction pipe through a purge line via a purge control valve, a negative pressure chamber of the purge control valve is communicated with an electromagnetic three-way valve, and one valve port of the electromagnetic three-way valve is connected to the canister. The excitation coil of the electromagnetic three-way valve is connected to a timer switch and a vehicle speed switch that has a switching side that is lower than the set value and a switching side that is higher than the set value. Connect to the power supply through the main switch, which is connected in parallel with the low-speed switching side of the
After a predetermined period of time has passed since the engine started, when warming up is completed and the vehicle speed exceeds the set value, the vehicle speed switch switches to the high speed switching side, the electromagnetic three-way valve switches, and the negative pressure chamber of the purge control valve draws air. It is characterized by a structure in which the purge control valve opens in response to the suction pipe negative pressure by communicating with the pipe negative pressure extraction opening, and the fuel vapor adsorbed on the activated carbon in the canister is sucked into the suction pipe through the barge line. Fuel evaporation prevention device for internal combustion engines.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3207278A JPS54124117A (en) | 1978-03-20 | 1978-03-20 | Fuel evaporation preventive equipment of internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3207278A JPS54124117A (en) | 1978-03-20 | 1978-03-20 | Fuel evaporation preventive equipment of internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS54124117A JPS54124117A (en) | 1979-09-26 |
| JPS6137452B2 true JPS6137452B2 (en) | 1986-08-23 |
Family
ID=12348668
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3207278A Granted JPS54124117A (en) | 1978-03-20 | 1978-03-20 | Fuel evaporation preventive equipment of internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS54124117A (en) |
-
1978
- 1978-03-20 JP JP3207278A patent/JPS54124117A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS54124117A (en) | 1979-09-26 |
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