JPS6151658B2 - - Google Patents
Info
- Publication number
- JPS6151658B2 JPS6151658B2 JP54076060A JP7606079A JPS6151658B2 JP S6151658 B2 JPS6151658 B2 JP S6151658B2 JP 54076060 A JP54076060 A JP 54076060A JP 7606079 A JP7606079 A JP 7606079A JP S6151658 B2 JPS6151658 B2 JP S6151658B2
- Authority
- JP
- Japan
- Prior art keywords
- air
- container
- fuel
- introduction pipe
- activated carbon
- 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
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims description 40
- 239000000446 fuel Substances 0.000 claims description 29
- 239000000203 mixture Substances 0.000 claims description 18
- 239000002828 fuel tank Substances 0.000 claims description 6
- 230000002265 prevention Effects 0.000 claims description 5
- 238000001704 evaporation Methods 0.000 claims description 4
- 230000008020 evaporation Effects 0.000 claims description 4
- 238000001514 detection method Methods 0.000 claims 1
- 238000006243 chemical reaction Methods 0.000 description 21
- 238000003795 desorption Methods 0.000 description 18
- 238000001179 sorption measurement Methods 0.000 description 8
- 239000002184 metal Substances 0.000 description 4
- 239000003990 capacitor Substances 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 3
- 239000011491 glass wool Substances 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000010438 heat treatment Methods 0.000 description 2
- 238000002336 sorption--desorption measurement Methods 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Landscapes
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
Description
【発明の詳細な説明】
本発明は、燃料蒸気を吸脱着する活性炭を容器
内に内蔵せしめた自動車用燃料蒸発防止装置（以
下、キヤニスタという）に関するもので、活性炭
における吸脱着反応を促進してキヤリニスタの性
能を向上せしめることを目的とするものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automotive fuel evaporation prevention device (hereinafter referred to as canister) in which activated carbon that adsorbs and desorbs fuel vapor is built into a container. The purpose is to improve the performance of the cylinderister.
自動車のHC排出防止に関連して燃料蒸気につ
いての規制がきびしくなりつつある。しかしなが
ら従来の構造のキヤニスタにおいては、燃料蒸気
の排出をより完全に抑制するためには活性炭の量
を多くしなければならず、キヤニスタは大型とな
らざるを得ない。このような大型のキヤニスタを
エンジンルームなどの如く制限された空間の特定
個所に配設することは取付けに支障をきたす。従
つて小型で高性能のキヤニスタが要望されてい
る。 Regulations regarding fuel vapor are becoming stricter in relation to the prevention of HC emissions from automobiles. However, in a canister having a conventional structure, in order to more completely suppress the emission of fuel vapor, the amount of activated carbon must be increased, and the canister must be large. Placing such a large canister in a specific location in a restricted space such as an engine room poses a problem in installation. Therefore, there is a need for a small, high-performance canister.
キヤニスタ内の燃料蒸気と活性炭表面との間に
起る反応は典型的な吸脱着反応であつて、以下の
化学式によつて模式的に表される。 The reaction that occurs between the fuel vapor in the canister and the activated carbon surface is a typical adsorption/desorption reaction, and is schematically represented by the following chemical formula.
Char.＋HC＋AirChar.
・HC＋Ｑ＋Air
但し、Char.：活性炭
HC：燃料蒸気
Char.・HC：燃料蒸気が活性炭に吸着し
た状態
Ｑ：発熱
Air：空気
上記の式の反応は右に進むと発熱反応、左に進
むと吸熱反応となる。また、反応の平衡値は燃料
の分圧、未吸着活性炭量、温度等により決定され
る。しかして吸着反応を行なうとき、この系の温
度が低ければ低い程右よりで平衡に達する。即ち
吸着能力は増加する。逆に脱離時には、この系の
温度が高ければ高い程左よりで平衡に達する。即
ち脱離能力は増加する。Char.＋HC＋AirChar.・HC+Q＋Air However, Char.: Activated carbon HC: Fuel vapor Char.・HC: State where fuel vapor is adsorbed on activated carbon Q: Exothermic Air: Air The reaction in the above equation is an exothermic reaction when proceeding to the right, and an exothermic reaction when proceeding to the left. As it progresses, it becomes an endothermic reaction. Further, the equilibrium value of the reaction is determined by the partial pressure of the fuel, the amount of unadsorbed activated carbon, the temperature, etc. Therefore, when an adsorption reaction is carried out, the lower the temperature of the system, the further the system will reach equilibrium. That is, the adsorption capacity increases. Conversely, during desorption, the higher the temperature of this system, the more to the left it reaches equilibrium. That is, the desorption capacity increases.
通常、自動車用キヤニスタにおいては、これ等
吸脱着を繰返し行なうのであるから、キヤリニス
タの能力は、
（最大吸着量）―（脱離時の脱離残し量）によ
り決定される。 Normally, in automobile canisters, adsorption and desorption are performed repeatedly, so the capacity of the canister is determined by (maximum adsorption amount) - (amount remaining after desorption).
従つて、キヤニスタの能力の向上は、吸着時に
活性炭を冷却し、かつ脱離時にキヤニスタを加熱
することにより達せられることになる。 Therefore, the canister capacity can be improved by cooling the activated carbon during adsorption and heating the canister during desorption.
容器に活性炭を内蔵せしめるとともに、容器に
燃料タンクに連通する燃料蒸気導入管と、大気と
連通する空気導入管と、内燃機関の吸気供給通路
に連通し吸入空気により活性炭から脱離された燃
料蒸気を吸入空気とともに導出する混合気導出管
とを開口せしめた自動車のキヤニスタにおいて、
前記空気導入管の空気導入側開口端を排気マニホ
ールド外周に近接した位置に配設することは提案
されている（実公昭53−42645号）。キヤニスタ内
への空気の導入は内燃機関作動時の吸気供給通路
の負圧により行なわれ、このとき燃料蒸気の脱離
が行なわれるが、排気マニホールド外周の加熱さ
れた空気が空気導入管よりキヤニスタに吸入さ
れ、活性炭層を流通するときに活性炭を直接に加
熱するとにより脱離反応が促進されるのである。 Activated carbon is built into the container, and the container has a fuel vapor introduction pipe that communicates with the fuel tank, an air introduction pipe that communicates with the atmosphere, and an intake air supply passage of the internal combustion engine that communicates with the fuel vapor desorbed from the activated carbon by the intake air. In an automobile canister, which has an open air-fuel mixture outlet pipe that leads out the mixture together with the intake air,
It has been proposed to arrange the air introduction side open end of the air introduction pipe at a position close to the outer periphery of the exhaust manifold (Japanese Utility Model Publication No. 53-42645). Air is introduced into the canister by negative pressure in the intake air supply passage when the internal combustion engine is operating, and fuel vapor is desorbed at this time, but heated air around the exhaust manifold enters the canister from the air introduction pipe. The desorption reaction is promoted by directly heating the activated carbon when it is inhaled and flowing through the activated carbon layer.
本発明はこのキヤニスタの吸脱着反応を更に向
上せしめようとするもので、前記の空気導入管か
ら分岐管を設けて、この分岐管の開口はこれを非
加熱空気を導入する位置に配するとともに分岐部
に電磁切換弁を設け、この電磁切換弁により加熱
空気を導入する通路および非加熱空気を導入する
通路を選択的にキヤニスタと導通せしめるように
なし、かつ電磁切換弁を温度スイツチに接続して
脱離後の混合気の温度が所定値に達したときには
非加熱空気がキヤニスタ内に供給されるように通
路を切換える脱離反応は吸熱反応であるから加熱
空気を供給しても脱離進行中はキヤニスタから排
出される混合気は低温のままである。ところが脱
離が終了すると吸熱反応がなくなり、加熱空気は
そのままキヤニスから排出される。本発明はこの
現象を利用し、キヤニスタから排出される混合気
温が所定値に上つたときに非加熱空気をキヤニス
タ内に導入してキヤニスタを冷却することによ
り、次の吸着反応を促進せしめるものである。 The present invention aims to further improve the adsorption/desorption reaction of this canister, by providing a branch pipe from the air introduction pipe, and placing the opening of this branch pipe at a position where unheated air is introduced. An electromagnetic switching valve is provided at the branch part, and the electromagnetic switching valve selectively connects the passage for introducing heated air and the passage for introducing unheated air to the canister, and the electromagnetic switching valve is connected to a temperature switch. When the temperature of the mixture after desorption reaches a predetermined value, the passage is switched so that unheated air is supplied into the canister.The desorption reaction is an endothermic reaction, so even if heated air is supplied, the desorption will not proceed. Inside, the air-fuel mixture discharged from the canister remains at a low temperature. However, once the desorption is completed, the endothermic reaction ceases and the heated air is directly discharged from the canister. The present invention utilizes this phenomenon to promote the next adsorption reaction by introducing unheated air into the canister to cool the canister when the temperature of the mixture discharged from the canister rises to a predetermined value. be.
次に前記発明の詳細を実施例により説明する。 Next, the details of the invention will be explained with reference to examples.
第１図および第２図は本発明の実施例を示すも
のである。図において、１はエンジン、２は吸気
マニホールド、３は気化器、４は排気マニホール
ドであつて、気化器３からの混合気は吸気マニホ
ールド２を経てエンジン１の燃焼室に給され、高
温の排気ガスが排気マニホールド４より排出され
る。 1 and 2 show an embodiment of the present invention. In the figure, 1 is an engine, 2 is an intake manifold, 3 is a carburetor, and 4 is an exhaust manifold. The air-fuel mixture from the carburetor 3 is supplied to the combustion chamber of the engine 1 via the intake manifold 2, and the high-temperature exhaust gas is Gas is exhausted from the exhaust manifold 4.
５はキヤニスタ本体でエンジンルーム内に取付
けられている。キヤニスタ本体５の容器６の下部
にはパンチメタル７ａが棚状に取付けられてその
上にはガラスウール８ａを介して活性炭９が層状
に収納され、更にその上にガラスウール８ｂ、パ
ンチメタル７ｂが載置されている。容器６の蓋６
ａとパンチメタル７ｂとの間にはスプリング６０
が設けられ、パンチメタル７ｂ、ガラスウール８
ｂを介して活性炭９を押し付けている。 5 is the canister body, which is installed in the engine room. A punched metal 7a is attached to the lower part of the container 6 of the canister body 5 in the form of a shelf, and activated carbon 9 is stored in a layered manner on top of it through glass wool 8a, and on top of that, glass wool 8b and punched metal 7b are placed. It is placed there. Lid 6 of container 6
A spring 60 is installed between a and the punch metal 7b.
are provided, punch metal 7b, glass wool 8
Activated carbon 9 is pressed through b.
１０は燃料蒸気導入管で、一端は燃料タンク１
１の上部に開口し、他端はチエツクパルブ１０ａ
を介してキヤニスタ容器６の上部に開口してい
る。１２は混合気導出管であつて、一端が気化器
３の吸気供給通路に開口し、他端はチエツクバル
ブ１２ａを介して容器６の上部に開口している。 10 is a fuel vapor introduction pipe, one end of which is connected to the fuel tank 1.
1, and the other end is a check valve 10a.
It opens to the upper part of the canister container 6 through the canister. Reference numeral 12 denotes a mixture outlet pipe, one end of which opens into the intake air supply passage of the carburetor 3, and the other end of which opens into the upper part of the container 6 via a check valve 12a.
空気導入管１３は、その空気導入端側が分岐管
１３ａと分岐管１３ｂとに分岐し、分岐部に電磁
切換弁１４が設けられている。第１の分岐管１３
ａの先端には筒部１３０が形成され、排気マニホ
ールド４の外周を囲んでいる。第２の分岐管１３
ｂの先端は気化器３の上流に設けたエアクリーナ
１５に連通している。 The air introduction pipe 13 branches into a branch pipe 13a and a branch pipe 13b at the air introduction end side, and an electromagnetic switching valve 14 is provided at the branch part. First branch pipe 13
A cylindrical portion 130 is formed at the tip of a and surrounds the outer periphery of the exhaust manifold 4. Second branch pipe 13
The tip of b communicates with an air cleaner 15 provided upstream of the carburetor 3.
電磁切換弁１４は、シリンダ１６、シリンダ１
６内に設けた弁体１７、弁体１７を電磁吸引力に
より移動させる電磁コイル１８等より成り、シリ
ンダ１６には前記空気導入管１３、その分岐１３
ａ，１３ｂの一端が開口している。そして電磁コ
イル１８が非通電のときには図示の如く弁体１７
は第１の分岐管１３ａの開口を閉じて空気導入管
１３と第２の分岐管１３ｂとを導通とし、電磁コ
イル１８に通電されると弁体１７をスプリング１
７０に抗して下動せしめ第２の分岐管１３ｂの開
口を閉じて空気導入管１３と第１の分岐管１３ａ
とを導通とする。 The electromagnetic switching valve 14 has cylinders 16 and 1.
The cylinder 16 includes the air introduction pipe 13 and its branch 13.
One ends of a and 13b are open. When the electromagnetic coil 18 is de-energized, the valve body 17
closes the opening of the first branch pipe 13a to establish continuity between the air introduction pipe 13 and the second branch pipe 13b, and when the electromagnetic coil 18 is energized, the valve body 17 is connected to the spring 1.
70 to close the opening of the second branch pipe 13b, and then open the air introduction pipe 13 and the first branch pipe 13a.
and is considered to be conductive.
電磁コイル１８はタイマー、コントローラ２
３、エンジンのキースイツチ２０を介して車載の
バツテリ２１に接続されている。 Electromagnetic coil 18 is a timer, controller 2
3. Connected to an on-vehicle battery 21 via a key switch 20 of the engine.
その電気回路は第２図に示す如くであつて、キ
ースイツチ２０が開のとき抵抗Ｃを介してコンデ
ンサーＤが充電される。キースイツチ２０を投入
しエンジンを始動すると、リレーＡは通電され、
接点A1，A2は導通する。これによりコンデンサ
ーＤは放電しリレーＢに通電される。抵抗Ｃは大
きい値としてあり、コンデサーＤの放電が終ると
抵抗Ｃを介して印加されるバツテリー電圧は僅か
であつて、この印加電圧ではリレーＢは作動せ
ず、従つてエンジン始動後所定時間例えば２秒〜
３秒でリレーＢの接点B1，B2は非導通となる。
温度スイツチ２２はバイメタル式で、設定温度以
下で導通、設定温度以上で非導通に構成されてい
る。 The electric circuit is as shown in FIG. 2, and when the key switch 20 is open, a capacitor D is charged via a resistor C. When the key switch 20 is turned on and the engine is started, relay A is energized.
Contacts A 1 and A 2 conduct. As a result, capacitor D is discharged and relay B is energized. Resistor C is set to a large value, and when the discharge of capacitor D is finished, the battery voltage applied through resistor C is small, and relay B does not operate with this applied voltage. 2 seconds~
Contacts B 1 and B 2 of relay B become non-conductive in 3 seconds.
The temperature switch 22 is of a bimetallic type, and is configured to be conductive when the temperature is below the set temperature and non-conductive when the temperature is above the set temperature.
以上の構成において、エンジンの停止時、燃料
タンク１１が高温にさらされ燃料蒸気圧が高くな
ると、燃料蒸気導入管１０よりの蒸気はチエツク
バルブ１０ａを開いて容器６内に入り活性炭９に
吸着される。 In the above configuration, when the engine is stopped, when the fuel tank 11 is exposed to high temperature and the fuel vapor pressure increases, the vapor from the fuel vapor introduction pipe 10 opens the check valve 10a and enters the container 6, where it is adsorbed by the activated carbon 9. Ru.
エンジン始動後、気化器３の吸気供給通路にお
ける負圧によりチエツクバルブ１２ａが開かれ、
空気は第１の空気導入管１３ａ、電磁切換弁１４
を経て空気導入管１３より容器６内に吸入され、
活性炭９に吸着している燃料蒸気を脱離させ、空
気と脱離した燃料蒸気よりなる混合気は混合気導
出管１２を経て気化器３から吸気マニホールド２
を通りエンジン１に供給される。脱離後は第２の
空気導入管１３ｂから空気が吸入される。 After starting the engine, the check valve 12a is opened due to negative pressure in the intake air supply passage of the carburetor 3.
Air is supplied through the first air introduction pipe 13a and the electromagnetic switching valve 14.
through the air introduction pipe 13 into the container 6,
The fuel vapor adsorbed on the activated carbon 9 is desorbed, and the mixture consisting of air and the desorbed fuel vapor is sent from the carburetor 3 to the intake manifold 2 via the mixture outlet pipe 12.
is supplied to the engine 1 through. After desorption, air is taken in from the second air introduction pipe 13b.
この場合キースイツチ２０を投入してエンジン
始動後、リレーＢに短時間通電されて接点B1，
B2が導通するとリレーＥに通電されて接点E1，
E2が導通し、また接点E3，E4も導通する。これ
により電磁切換弁の電磁コイル１８に通電され、
分岐管１３ａ、空気導入管１３より加熱空気がキ
ヤニスタに導入されて効果的に脱離作用をなす。 In this case, after turning on the key switch 20 and starting the engine, relay B is energized for a short time and contacts B 1 ,
When B 2 becomes conductive, relay E is energized and contacts E 1 ,
E 2 is conductive, and contacts E 3 and E 4 are also conductive. As a result, the electromagnetic coil 18 of the electromagnetic switching valve is energized,
Heated air is introduced into the canister through the branch pipe 13a and the air introduction pipe 13 to effectively perform a desorption action.
その後、短時間で前記リレーＢの接点B1，B2
は非導通となるが、温度スイツチ２２は脱離反応
時の吸熱によつて混合気導出管１２から導出され
る混合気が低温であるために導通しておりまた接
点E1，E2が導通されていることよりバツテリ２
１に接続されたリレーＥは通電が継続される。 After that, in a short time, the contacts B 1 and B 2 of the relay B
is not conductive, but the temperature switch 22 is conductive because the mixture drawn out from the mixture outlet pipe 12 is low temperature due to heat absorption during the desorption reaction, and the contacts E 1 and E 2 are conductive. It's better than what is being said 2
Relay E connected to 1 continues to be energized.
キヤニスタの脱離反応が終ると、加熱空気がそ
のまま混合気導出管１２へ導出されるので温度ス
イツチ２２は非導通となる。これによりリレーＥ
は非通電となることにより接点E3，E4は非導通
となつて電磁コイル１８へは通電せず、空気導入
管１３は第２の分岐管１３ｂへの連通に切換えら
れ、加熱されていない空気がキヤニスタ内に導入
されて活性炭を冷却し、引続いて行なわれる吸着
反応を促進するための条件を準備するのである。 When the desorption reaction of the canister is completed, the heated air is directly led out to the air-fuel mixture outlet pipe 12, so the temperature switch 22 becomes non-conducting. This allows relay E
is de-energized, contacts E 3 and E 4 are de-conducted, and the electromagnetic coil 18 is not energized, and the air introduction pipe 13 is switched to communicate with the second branch pipe 13b and is not heated. Air is introduced into the canister to cool the activated carbon and provide conditions for promoting the subsequent adsorption reaction.
以上の如く本発明は自動車のキヤニスタにおい
て、燃料脱離時には加熱空気を供給して脱離反応
の効率を上げ、脱離反応終了により非加熱空気の
供給に切換えてキヤニスタを冷却し、もつて続い
て行なれる吸着反応の効率を向上せしめるもので
ある。しかして、脱離反応の終了をキヤニスタか
ら排出される混合気の温度が上昇することにより
検知して、空気供給の切換えをタイミングよく行
なうものである。 As described above, the present invention improves the efficiency of the desorption reaction by supplying heated air at the time of fuel desorption in the canister of an automobile, and when the desorption reaction is completed, the canister is cooled by switching to the supply of non-heated air. This improves the efficiency of adsorption reactions that can be carried out. Thus, the end of the desorption reaction is detected by the rise in the temperature of the air-fuel mixture discharged from the canister, and the air supply is switched in a timely manner.
図は本発明の一実施例を示すもので、第１図は
装置全体の概要図、第２図は電気回路図である。
１……エンジン、２……吸気マニホールド、３
……気化器、４……排気マニホールド、５……燃
料蒸発防止装置本体、９……活性炭、１０……燃
料蒸気導入管、１１……燃料タンク、１２……混
合気導出管、１３……空気導入管、１３ａ，１３
ｂ……分岐管、１４……電磁切換弁、２２……温
度スイツチ、２３……タイマーコントローラ。
The drawings show one embodiment of the present invention; FIG. 1 is a schematic diagram of the entire device, and FIG. 2 is an electrical circuit diagram. 1...Engine, 2...Intake manifold, 3
... Carburizer, 4 ... Exhaust manifold, 5 ... Fuel evaporation prevention device main body, 9 ... Activated carbon, 10 ... Fuel vapor introduction pipe, 11 ... Fuel tank, 12 ... Mixture outlet pipe, 13 ... Air introduction pipe, 13a, 13
b...branch pipe, 14...electromagnetic switching valve, 22...temperature switch, 23...timer controller.
Claims (1)
器に燃料タンクに連通する燃料蒸気導入管と、吸
気供給通路に連通する混合気導出管と、大気と連
通する空気導入管とをそれぞれ開口せしめ、機関
停止時に燃料タンクからの燃料蒸気を活性炭に吸
着せしめ、機関運転時に容器内に吸入された空気
により活性炭に吸着した燃料蒸気を脱離して空気
とともに吸気供給通路へ送給するようになした自
動車用燃料蒸発防止装置において、前記空気導入
管の空気導入側の部分を分岐せしめ、第１の分岐
管の開口端を排気マニホールドの外周に近接した
位置に配置するとともに第２の分岐管の開口端を
非加熱の空気を導入し得る位置に配置し、前記空
気導入管の分岐部には電磁切換弁を設けて前記第
１および第２の分岐管を選択的に前記容器と導通
可能となすとともに、前記容器より吸気供給通路
へ導出される混合気の温度を検知する温度検知手
段を設け、機関運転時において混合気温が所定値
以下のときは前記第１の分岐管と容器が導通し、
混合気温が所定値に達したときに前記第２の分岐
管と容器とが導通する構成としたことを特徴とす
る自動車用燃料蒸発防止装置。1. Inserting activated carbon into a container, opening a fuel vapor introduction pipe communicating with the fuel tank, a mixture outlet pipe communicating with the intake supply passage, and an air introduction pipe communicating with the atmosphere in the container, and stopping the engine. Automotive fuel in which fuel vapor from the fuel tank is adsorbed on activated carbon during engine operation, and the fuel vapor adsorbed on the activated carbon is desorbed by the air sucked into the container during engine operation and is sent to the intake air supply passage along with the air. In the evaporation prevention device, the air introduction side portion of the air introduction pipe is branched, and the open end of the first branch pipe is disposed close to the outer periphery of the exhaust manifold, and the open end of the second branch pipe is arranged in a non-contact manner. The air introduction pipe is arranged at a position where heated air can be introduced, and an electromagnetic switching valve is provided at a branch part of the air introduction pipe to selectively connect the first and second branch pipes to the container, and Temperature detection means for detecting the temperature of the mixture led out from the container to the intake air supply passage is provided, and when the mixture temperature is below a predetermined value during engine operation, the first branch pipe and the container are brought into electrical continuity;
A fuel evaporation prevention device for an automobile, characterized in that the second branch pipe and the container are electrically connected when the mixture temperature reaches a predetermined value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7606079A JPS56544A (en) | 1979-06-15 | 1979-06-15 | Preventing device for evaporation of fuel for automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7606079A JPS56544A (en) | 1979-06-15 | 1979-06-15 | Preventing device for evaporation of fuel for automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS56544A JPS56544A (en) | 1981-01-07 |
| JPS6151658B2 true JPS6151658B2 (en) | 1986-11-10 |
Family
ID=13594221
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7606079A Granted JPS56544A (en) | 1979-06-15 | 1979-06-15 | Preventing device for evaporation of fuel for automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS56544A (en) |
Families Citing this family (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6139629U (en) * | 1984-08-16 | 1986-03-13 | 日産自動車株式会社 | Fuel tank evaporative gas cooling system |
| US4598686A (en) * | 1985-03-28 | 1986-07-08 | Casco Products Inc. | Fuel vapor recovery system for automotive vehicles |
| US4721846A (en) * | 1986-07-02 | 1988-01-26 | Casco Products Corporation | Canister heater with PTC wafer |
| US4717401A (en) * | 1986-09-24 | 1988-01-05 | Casco Products Corporation | Fuel vapor recovery system |
| US4829968A (en) * | 1987-01-27 | 1989-05-16 | Onufer George R | Mobile fuel tank vapor emission control system and method |
| FR2618855B1 (en) * | 1987-07-30 | 1992-08-21 | Peugeot | DEVICE FOR RECOVERING FUEL VAPORS |
| JPH0694851B2 (en) * | 1988-06-27 | 1994-11-24 | 株式会社日立製作所 | Evaporative fuel control device |
| DE4003751C2 (en) * | 1990-02-08 | 1999-12-02 | Bosch Gmbh Robert | Tank ventilation system for a motor vehicle and method for checking its functionality |
| JP2540564Y2 (en) * | 1991-07-18 | 1997-07-09 | 本田技研工業株式会社 | Purge air introduction device for engine canister |
| US5207734A (en) * | 1991-07-22 | 1993-05-04 | Corning Incorporated | Engine exhaust system for reduction of hydrocarbon emissions |
| FR2695879B1 (en) * | 1992-09-18 | 1994-11-25 | Renault | Fuel vapor recovery device. |
| DE4408869A1 (en) * | 1994-03-16 | 1995-09-21 | Bosch Gmbh Robert | Ventilation device for fuel system of combustion engine |
| DE102007058197B4 (en) * | 2007-12-04 | 2017-12-28 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | hybrid vehicle |
| US20130160746A1 (en) * | 2011-12-21 | 2013-06-27 | Continental Automotive Systems, Inc. | Method And System For Regulated Exhaust Heating Of A Charcoal Canister Of An Emissions System To Reduce Heel |
| CN102536519B (en) * | 2011-12-30 | 2014-04-23 | 西安交通大学 | Liquefied natural gas automobile fuel system with adsorption tank |
| CN104175868B (en) * | 2013-05-21 | 2016-12-28 | 重庆长安汽车股份有限公司 | Automobile canister mounting structure |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5342645U (en) * | 1976-09-16 | 1978-04-12 |
-
1979
- 1979-06-15 JP JP7606079A patent/JPS56544A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5342645U (en) * | 1976-09-16 | 1978-04-12 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS56544A (en) | 1981-01-07 |
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