TWI381094B - Power plant for evaporative fuel for locomotives - Google Patents

Description

Evaporative fuel treatment device for locomotive

The present invention relates to an improvement of an evaporative fuel processing apparatus for a locomotive.

In a vehicle equipped with an engine such as a locomotive, the fuel can be evaporated into a gaseous evaporative fuel in a fuel tank that stores fuel supplied to the engine. Since the evaporated fuel has a composition of HC (Hydrocarbon: Hydrocarbon), the evaporated fuel treatment device is one end adsorbed in a tank connected to the fuel tank so that the evaporated fuel is not discharged to the atmosphere, and the engine is sucked. The suction negative pressure of the gas system draws the evaporated fuel into the engine and combusts.

A known one-way valve type purge control valve for controlling the flow rate of evaporated fuel is known (for example, see Patent Document 1).

[Patent Document 1] Japanese Unexamined Patent Publication No. Hei 5-96456

The first and second drawings of Patent Document 1 will be described below.

The evaporated fuel control device of the internal combustion engine 1 includes a tank 6 and a purge control valve 7, which is connected to the fuel tank 5 through a passage 9, and the purge control valve 7 is connected from the tank 6 to the internal combustion engine 1 The purification passage 8 of the throttle body 4 is in the middle.

The purge control valve 7 is a valve body 71 that is movably housed in a through hole 72 formed in the valve housing 71, and a coil spring 74 that returns the moved valve body 73. In the configuration, the evaporated fuel changes the flow rate in accordance with the amount of movement of the valve body 73.

In the above-described Patent Document 1, in particular, the purge control valve 7 is unclear about the direction in which the vehicle is disposed or the valve opening and closing direction of the purge control valve 7. However, for example, if the valve body 73 of the purge control valve 7 is opened or closed, When the vehicle is placed in the front-rear direction of the vehicle, the valve body 73 is accidentally moved when the vehicle is moved or the vibration in the front-rear direction of the vehicle at the time of starting or braking increases, and the flow control of the evaporated fuel becomes unstable.

In addition, when the valve opening and closing direction of the valve body 73 of the purge control valve 7 are arranged in the vertical direction of the vehicle, when the wheel is stepped over the road surface and the swaying or vibration of the vehicle in the vertical direction is increased, the above situation is also caused. the same. Moreover, the high precision flow control of the evaporated fuel will be more difficult due to the weight of the valve body 73 itself.

SUMMARY OF THE INVENTION An object of the present invention is to stabilize the flow rate of evaporated fuel in an evaporative fuel processing apparatus for a locomotive and to perform with good precision.

The invention related to the first aspect of the patent application is an evaporative fuel treatment device for a locomotive, comprising a fuel tank for supplying fuel to a carburetor connected to an engine, and evaporating the fuel stored in the fuel tank. The evaporated fuel is accumulated in one end of the tank through the discharge pipe, and is supplied from the tank through the purification pipe to the suction system of the engine by the suction negative pressure, and is characterized in that, in the middle of purifying the pipe, the supply of the evaporated fuel is controlled. A one-way valve type purge control valve, and a purge control valve is disposed in such a manner that the valve opening direction of the purge control valve faces the vehicle width direction.

In terms of function, the valve opening direction of the purge control valve is the direction of the vehicle width, because The pair of locomotives may be swayed or vibrated in the up-and-down direction even when the front-rear direction is shaken or vibrated during the launching or braking, or when the wheel rolls over the road surface, the valve body of the purifying control valve is not affected. Move in the direction of the car width. Moreover, the movement of the valve body is also unaffected by the weight of the valve body.

For example, when the locomotive is swinging, since the locomotive is tilted in the direction of the swing with the operator, the influence of the centrifugal force acting on the valve body in the vehicle width direction is small.

The invention related to the second aspect of the patent application is characterized in that the engine is horizontally disposed under the main frame, and the upper part of the engine is provided with a starter motor, the tank is arranged such that its longitudinal direction is toward the vehicle width direction, and the purge control valve is disposed at Immediately behind the can, the starter motor, and below the main frame, the purification pipe is configured to form an S-shape in a plan view that intersects the main frame.

In terms of action, in the middle of the purification pipe in which the plane is regarded as an S-shape, the purge control valve can be disposed such that its longitudinal direction extends in the vehicle width direction, and the arrangement of the purge control valve to the vehicle body space is effectively performed. Further, since the starter motor is disposed in front of the purge control valve and the main frame is disposed above, the purge control valve can be protected from flying stones and the like.

The invention related to the third aspect of the invention is characterized in that the tank is disposed such that the main frame extending obliquely downward toward the rear of the vehicle and the joint portion of the seat rail extending obliquely upward from the rear of the main frame toward the rear of the vehicle rear.

In terms of function, the tank is disposed in a space that is sandwiched between the seat rail and the main frame directly behind the joint portion, so that the space is effectively utilized. Further, flying stones and the like are prevented by the seat rails and the main frame disposed above the tank.

According to the invention of claim 4, the purge control valve is provided in the suction system connection portion of the self-purifying pipe in the center in the front-rear direction near the engine.

In terms of function, even if the fuel enters the purge pipe connecting the intake system and the purge control valve from the intake system, since the purge control valve is provided in the center of the front and rear direction of the purge pipe close to the intake system connection portion of the engine, Since the purification piping becomes short, the amount of fuel entering the purification piping becomes small. As a result, when the evaporated fuel in the tank is sucked into the intake system through the purge pipe, even if the fuel in the purge pipe is sucked by the intake system, the effect on the air-fuel ratio of the air-fuel mixture of the intake system is still small.

In the invention related to the first aspect of the patent application, a one-way valve type purge control valve is provided in the middle of purifying the piping for controlling the supply amount of the evaporated fuel, since the purge control valve is oriented toward the vehicle in the valve opening direction of the purge control valve The wide-direction mode is configured, so that the opening and closing of the purge control valve is not affected by the weight of the part (especially the valve body) or the force acting in the up-and-down direction caused by the vibration of the vehicle, or the force exerted in the front-rear direction by the running of the vehicle. Evaporative fuel flow control can be performed stably and accurately.

In the invention related to the second aspect of the patent application, the engine is horizontally disposed under the main frame, and the upper portion of the engine is provided with a starter motor, the tank is disposed such that its longitudinal direction faces the vehicle width direction, and the purge control valve is disposed before the tank. After the starter motor and the lower part of the main frame, the purifying piping is configured to form an S-shape in a plane view intersecting with the main frame, so that the purge control valve can be disposed between the starter motor and the tank, and Effective use of the space created between the starter motor and the can. Also, before the purge control valve The starter motor is arranged on the side and the main frame is arranged on the upper side, so that the purge control valve can be protected from flying stones.

According to the invention of claim 3, the can is disposed directly behind the joint portion extending obliquely downward toward the rear of the vehicle and the joint portion of the seat rail extending obliquely upward from the rear of the main frame toward the rear of the vehicle. Therefore, the space between the seat rail and the main frame can be effectively utilized directly behind the joint portion, and the main frame and the seat rail can be used to protect the tank.

In the invention related to the fourth aspect of the patent application, the purge control valve is provided in the center of the front and rear direction of the purge pipe close to the intake system connection portion of the engine, so that the amount of fuel that enters the purge pipe from the intake system is small. When the purge control valve is opened and the fuel in the purge pipe is sucked into the intake system together with the evaporated fuel in the tank, the amount of fuel flowing out of the purge pipe can be reduced, and the air-fuel ratio of the mixture of the intake system can be suppressed. The impact.

The best mode for carrying out the invention will now be described with reference to the drawings. In addition, the drawings are based on the direction of the symbols.

1 is a side view of a locomotive including an evaporated fuel processing apparatus according to the present invention, and the locomotive 10 is composed of a head pipe 12 provided at the front end, a main frame 13 extending obliquely downward from the head pipe 12, and mounted on the main frame 13 a pivotal support plate 14 at the rear end of the main frame 13, a pair of left and right seat rails 16, 17 extending obliquely upward from the center of the main frame 13, and a front end side symbol 16 (only the front side symbol 16 is shown), and a rear end and a seat connecting the main frames 13 A pair of auxiliary frames 18, 19 (only the front side symbol 18 is displayed) of the left and right pads 16 and 17 constitute a body frame 11 as a skeleton, The head pipe 12 is slidably mounted with a front fork 21, an engine 22 is mounted on the main frame 13 and the pivot plate 14, and a rocking arm 24 is swingably mounted on the pivot plate 14 through the pivot shaft 23, in the seat cushion The rails 16, 17 are fitted with a fuel tank 26.

The front fork 21 is attached to the steering shaft 31 constituting the upper portion thereof, and the front wheel 33 is attached to the lower end.

The engine 22 is a drive source, and a speed changer 34 is integrally provided at the rear portion, and is disposed to extend forward and backward and is substantially horizontal. A cylinder block 37 is attached to the crank case 36, and a cylinder head 38 is attached to the cylinder block 37.

An air suction device 41 is attached to the upper portion of the cylinder head 38, and an exhaust device 42 is attached to the lower portion of the cylinder head 38.

The air suction device 41 is composed of a carburetor 46 connected to the cylinder head 38 through the intake pipe 44, and an air cleaner 47 connected to the carburetor 46 through a connection pipe (not shown). 46 is connected to the evaporated fuel treatment device 50 described in detail later.

The exhaust unit 42 is composed of an exhaust pipe 51 attached to the cylinder head 38 and a muffler 52 connected to the rear end of the exhaust pipe 51.

The transmission 34 projects an output shaft 54 from a side surface of the crank casing 36, and a drive sprocket 56 is attached to the output shaft 54.

The swing arm 24 is attached to the rear end with a rear wheel 58.

A driven sprocket 61 is integrally provided to the rear wheel 58, and a chain 62 is hung on the drive sprocket 56 and the driven sprocket 61.

A rear bumper unit 67 is mounted across the rear end of the swing arm 24 and the brackets 64, 66 (only the front side symbol 64 is shown) provided on the seat rails 16, 17 respectively. 67 (only the front side symbol 67 is displayed).

Wherein, the symbol 71 is the steering wheel cover, 72 is the front cover, 73 is the front mud plate, 74 is the foot baffle, 76 is the seat cushion, 77 is the body cover, 78 is the tail light, 81 is the rear fender, 82 is the main support.

Figure 2 is a side elevational view of the main part of the locomotive associated with the present invention (the arrow (FRONT) indicates the front of the vehicle), showing that an evaporative fuel treatment device 50 is provided between the fuel tank 26 and the carburetor 46 for The evaporated fuel obtained by evaporating the fuel in the fuel tank 26 is sucked into the carburetor 46 of the air suction device 41.

The evaporated fuel processing apparatus 50 is a system that sucks and vaporizes the vaporized fuel component HC (hydrocarbon) present in the fuel tank 26 together with the mixed gas by the suction negative pressure of the engine 22, including: one end is connected to a discharge pipe 91 for evaporating fuel provided in a tank side valve (not shown) on the upper portion of the fuel tank 26, a tank 92 connected to the other end of the discharge pipe 91, and a first purification pipe 93 connected to the tank 92 at one end, The purge control valve 94 connected to the other end of the first purge pipe 93, and one end connected to the purge control valve 94 and the other end of which is the carburetor 46 are connected to the carburetor constituting the carburetor 46. The second purification pipe 97 on the side of the body 96.

The tank-side valve intake port opens in the gas phase in the fuel tank 26, and the discharge port is connected to the member of the discharge pipe 91. When the internal pressure of the fuel tank 26 is equal to or higher than a predetermined value, the valve is opened to transfer the evaporated fuel to the tank 92. .

The tank 92 is filled with a container of activated carbon, and is disposed on the seat rails 16 and 17 (only the front side symbol 16) above the rear portion of the main frame 13 and the space 103 below the fuel tank 26, that is, the main frame 13 and the seat. Pad rails 16, 17 The space 103 between the two is disposed behind (directly behind) the joint portion 104 of the main frame 13 and the seat rails 16, 17. Further, 102 is the crankshaft of the engine 22.

A battery case (not shown) for accommodating a battery (not shown) is provided behind the can 92 at the rear of the main frame 13, and a can 92 is attached to the can mounting portion provided in the battery case.

Reference numeral 105 in the figure is an external communication pipe which extends downward from the tank 92 in order to communicate the inside and outside of the tank 92, and the lower end is opened in the atmosphere, and the external communication pipe discharges the air purified in the tank 92 to the outside. part.

Reference numeral 106 is a fresh air introduction pipe for introducing fresh air into the tank 92, one end of which is opened in the atmosphere below the fuel tank 26, and the other end is connected to the tank 92.

The evaporated fuel that has flowed into the tank 92 is once adsorbed on the activated carbon. Then, when the suction negative pressure of the intake system acts on the tank 92, the fresh air introduced into the tank 92 by the fresh air introduction pipe 106 is evaporated, and the evaporated fuel is released into the carburetor 46 by the activated carbon.

The purge control valve 94 is a directional valve that controls the amount of vaporized fuel intake, and is used to prevent a large amount of evaporated fuel from being sucked into the carburetor 46 to cause a large fluctuation in the air-fuel ratio of the mixture, and is installed in the main through the bracket without illustration. The lower portion of the frame 13 is disposed behind the engine 22 and behind the starter motor 107 mounted on the upper portion of the crank casing 36, and is disposed below the main frame 13 and disposed in front of the tank 92. When a predetermined value or more is applied, Allowing evaporated fuel to flow from tank 92 to carburetor 46 while preventing gas from carburetor 46 flows toward tank 92.

The first purification pipe 93 and the second purification pipe 97 constitute components of the purification pipe 98, and the purge control valve 94 is provided in the middle of the purification pipe 98.

3 is a plan view showing a main part of the locomotive according to the present invention, and the first purification pipe 93, the purge control valve 94, and the second purification pipe 97 are S-shaped in plan view, that is, the purification pipe 98 and the purge control valve. The 94 is configured to form an S-shape, and since the entire evaporated fuel processing apparatus 50 smoothly forms a meandering shape, the evaporated fuel can smoothly flow.

The tank 92 is disposed such that its longitudinal direction extends in the vehicle width direction, and is disposed further forward than the pivot shaft 23, and is disposed below the front portion of the fuel tank 26. Further, 92b is connected to the discharge port of the tank 92 of the first purge pipe 93, and 92d is connected to the fresh air intake port of the fresh air introduction pipe 106.

The purge control valve 94 is disposed such that its long direction extends in the vehicle width direction and is disposed behind the starter motor 107. Further, 94a is connected to the suction port of the purge control valve 94 of the first purge pipe 93, and 94b is connected to the discharge port of the second purge pipe 97.

Fig. 4 is a rear view showing the evaporated fuel processing apparatus according to the present invention, the lower end of the discharge pipe 91 is connected to the suction port 92a of the tank 92, and the first purification pipe 93 is connected to the discharge port 92b of the tank 92 for the first purification. The front end of the pipe 93 is connected to the suction port 94a of the purge control valve 94, and the second purge pipe 97 is connected to the discharge port 94b of the purge control valve 94. The front end of the second purge pipe 97 is connected to the suction provided on the side of the carburetor body 96. Tube 96a.

Further, the external air communication pipe 105 is connected to the external communication port 92c provided at one end of the tank 92, and the fresh air introduction pipe 106 is connected to the fresh air suction port 92d provided at one end of the tank 92.

The carburetor 46 is provided with a carburetor body 96 including a cylindrical portion 96b that slides up and down inside a piston valve (not shown), and a flange portion 96c for connecting to the intake pipe 44 (see Fig. 1). The cylindrical portion 96b is provided with a suction pipe 96a that protrudes to the left of the body in detail in the direction of the vehicle width. Further, 96d and 96d are screw insertion holes of the flange portion 96c for allowing the screw that connects the carburetor 46 to the intake pipe 44 to pass.

Fig. 5 is a cross-sectional view showing a carburetor according to the present invention. The carburetor 46 is of a variable Venturi type and is composed of the following components: an carburetor body 96 constituting an upper portion is mounted on the carburetor. The lower body 121 at the lower portion of the body 96 is disposed so as to be vertically movable in the carburetor body 96, the bottomed cylindrical piston valve 122, the spring 123 urged in the direction in which the piston valve 122 is lowered, and the blockage The upper portion of the tubular portion 96b of the oil body 96 supports the cable support portion 126 at the end of the cable 124. Further, the 125 series seals the O-ring between the carburetor body 96 and the lower body 121.

The carburetor body 96 is composed of a cylindrical portion 96b and a floating chamber upper portion 96f that is formed integrally with the lower portion of the cylindrical portion 96b so as to be integrally formed with the upper portion of the floating portion 125. The cylindrical portion 96b is provided with the suction pipe 96a on the left side surface. Two stopper pins 127 and 128 for stopping the piston valve 122 are attached, and a valve position adjustment pin 131 for adjusting the lower limit position of the piston valve 122 is screwed into the right side surface.

The floating chamber 125 is formed by the floating chamber upper portion 96f and the lower body 121, and the fuel supplied from the fuel tank 26 (refer to Fig. 1) can be stored therein.

The cylindrical portion 96g protrudes downward from the center of the top of the floating chamber upper portion 96f.

The piston valve 122 is composed of a bottom portion 122a, a cylindrical side wall 122c, and a concave-shaped passage portion 122d that fixes the fixing member 133, and the cylindrical side wall 122c is formed with a stopper pin that forms a convex portion in the axial direction. 127, 128-guided slit 122b (portion to which a cross is applied), the concave-shaped passage portion 122d is a so-called main body for connecting the main air passage 96k formed in the carburetor body 96 (the air cleaner side and the engine side are connected) The sectional area of the hole is changed, and even if the opening degree of the throttle valve changes, it is formed at the lower end portion.

The fixing member 133 is attached with an injection needle 134 extending downward in the lower portion, and a front end of the cable 124 is attached to the upper portion.

The slit 122b is a portion that faces the purification hole 96h that is connected to the end of the suction passage 96j in the suction pipe 96a.

a fuel supply portion 140 for injecting an appropriate amount of fuel into the main air passage 96k to obtain a mixture of a necessary concentration, comprising: a cylindrical needle injector seat 141 inserted into the cylindrical portion 96g of the carburetor body 96; The support member 142 supports the needle ejector base 141 from below and is screwed to the lower end portion of the cylindrical portion 96g; the main ejector 143 is screwed to the ejector support member 142; and the injection needle 134 is inserted In the needle injector seat 141.

The needle ejector base 141 includes an upper ejector 146 disposed at an upper end portion of the hollow portion 96n formed in the cylindrical portion 96g and partially protruding from the main air passage 96k, and a lower ejector 147 for utilizing the ejector supporting member The 142 is crimped to the upper guide injector 146 from below.

The needle ejector base 141 and the injection needle 134 form a fuel passage through which the fuel passes, and by moving up and down together with the piston valve 122, the sectional area of the fuel passage between the tapered injection needle 134 and the needle ejector base 141 is changed. And change the passing fuel flow.

The main injector 143 is provided with a member for defining an orifice of the fuel flow rate.

The fuel in the floating chamber 125 is discharged from the upper opening of the upper guide injector 146 and the injection needle 134 into the main air passage 96k via the fuel passage between the main injector 143, the needle injector seat 141, and the injection needle 134.

Further, since the suction pipe 96a provided in the cylindrical portion 96b of the carburetor body 96 is connected to the tank 92 (see FIG. 2) side, when the inside of the main air passage 96k of the carburetor 46 becomes a negative pressure, it is adsorbed to the tank. The evaporated fuel in 92 passes through the purge pipe 98 (see FIG. 3), flows into the small space in the slit 122b from the suction pipe 96a, is sucked into the main air passage 96k from the small space, and reaches the combustion chamber of the engine together with the mixed gas. combustion.

The cable support portion 126 is composed of a cover member 151 screwed to the upper end of the cylindrical portion 96b of the carburetor body 96, and a tubular member 152 whose lower end is attached to the cover member 151, and a cable 124 is inserted at the upper end of the tubular member 152. The detailed description is the insertion of the end of the external cable 153 constituting the cable 124.

Reference numeral 155 in the figure is a rubber first cover member covered by the cover member 151 and the tubular member 152, and reference numeral 156 is a rubber second cover member in which the tubular member 152 and the external cable 153 are covered, and the first cover member 155 and the second cover member 156 are sealed together in the tubular portion 96b and the tubular member 152 to prevent intrusion of dust, rain, or the like.

The cable 124 is composed of the external cable 153 and an internal electric wire 158 that is movably inserted into the external cable 153. One end of the internal electric wire 158 is coupled to the fixing member 133, and the other end of the internal electric wire 158 is connected to the rod. The throttle clamp of the steering wheel 32 (refer to Fig. 1).

Fig. 6 is a cross-sectional view taken along line 5-6 of Fig. 5, in which a piston valve 122 is movably accommodated in a tubular portion 96b of the carburetor body 96, and a slit 122b is formed in a side wall 122c of the piston valve 122, and the purification hole 96h faces The slit 122b.

A small space is formed in the slit 122b, and the tank 92 (see FIG. 2) is connected to the air intake system (the main air passage 96k of the carburetor 46 shown in FIG. 5) through the small space, and the tank is removed from the tank. The ventilation resistance of the path to the air intake system becomes large, and the tank is directly connected to the intake pipe as in the prior art, so that a large suction negative pressure does not easily act on the tank 92, and the main air passage 96k A large amount of evaporated fuel does not flow in one time, and the pressure fluctuation or the pressure distribution in the main air passage 96k becomes small, and the evaporated fuel can be stably supplied from the tank 92 to the intake system.

Further, for example, it is conceivable to provide an orifice or the like for increasing the ventilation resistance between the tank and the intake system. However, in the present invention, the slit 122b for stopping the piston portion 122 against the tubular portion 96b can be regarded as The evaporative fuel passage is utilized, whereby the above-described orifice or the like is not required to be particularly provided, and the cost can be suppressed.

Further, the cross-sectional area of the slit 122b, that is, the volume of the small space in the slit 122b, may be changed by appropriately selecting and changing the width of the slit 122b, or may be appropriately selected or changed on the side of the carburetor body 96. Purification The diameter of the hole 96h is adjusted to adjust the flow rate of the evaporated fuel.

Fig. 7 is a perspective view of a piston valve according to the present invention. The piston valve 122 is a member in which a slit 122b is formed in the cylindrical side wall 122c in the axial direction, and the slit 122b is utilized as a passage through which the evaporated fuel passes.

In other words, the slit 122b is originally blocked to the carburetor body 96 (see FIG. 5) side, but the lower end side of the slit 122b communicates with the main air passage 96k (see FIG. 5), so that it extends from the tank 92 side. The purification pipe 98 (see Fig. 2) is connected to the carburetor body 96 on the upper end side of the slit 122b, and also serves as an evaporation fuel passage.

The slit 122b is a narrow and long passage, and therefore has a large ventilation resistance and is suitable for reducing the suction negative pressure.

Fig. 8 (a) to (e) are explanatory views of a piston valve according to the present invention.

(a) is a side view of the piston valve 122, and a slit 122b is disposed on the rear side of the drawing.

The piston valve 122 is formed with an inclined portion 122f at the front portion of the passage portion 122d provided at the lower end, and the inclined portion 122f is responsible for reducing the resistance to the air flow in the main air passage 96k (see FIG. 5). Further, 122g is formed in a gap below the lower portion of the right side portion of the piston valve 122.

(b) The arrow direction view of the (a) arrow is shown on the side wall 122c of the piston valve 122, and the slit 122b having the slit width W is formed in the left side portion of the side wall 122c in detail.

(c) In the direction of the arrow c in the line (a), a fitting hole 122j into which the injection needle 134 (see Fig. 5) is fitted is opened at the center of the lower portion of the piston valve 122.

(d) a cross-sectional view of line d-d of (b), at side wall 122c of piston valve 122 The inner side is closer to the lower side than the center of the height of the piston valve 122, and an intermediate wall 122m and a side wall 122c are integrally formed, and a fitting hole 122j is formed in the intermediate wall 122m.

(e) A cross-sectional view taken along line e-e of (b), and a slit 122b (portion to which a cross is applied) is formed to cover the entire height of the piston valve 122.

Fig. 9 (a) to (c) are cross-sectional views showing the purge control valve of the present invention.

In (a), the purge control valve 94 allows the gas flow to be directed only in one direction of the one-way valve (so-called check valve), the resin first member 94A and the resin second member 94B are joined, and the resin valve body 161 is housed inside. The valve body 94d is provided with a suction port 94a and a discharge port 94b extending from the valve body 94d in the vehicle width direction (upward and downward directions in the drawing).

When the purge control valve 94 is attached to the locomotive 10 (see FIG. 1), the suction port 94a and the discharge port 94b extend in the vehicle width direction (upward and downward directions in the drawing).

The valve body 94d is composed of a box-shaped outer casing portion 94e, a valve body 161 as a valve housed in the outer casing portion 94e, and a compression coil spring 162 urged in a direction in which the valve body 161 is closed.

The outer casing portion 94e is a portion that accommodates the valve housing chamber 94c of the valve body 161, and has a valve body 161 that can abut against the valve piece 94f and a concave portion 94g that positions the compression coil spring 162 at one end.

The valve housing chamber 94c includes a first chamber 94j and a second chamber 94k formed on the side closer to the suction port 94a than the valve piece 94f. The chamber 94k is formed larger than the first chamber 94j and formed on the discharge port 94b side from the valve piece 94f. Further, 94m is a protruding portion that protrudes from the discharge port 94b toward the inside of the second chamber 94k, and a plurality of 94n are formed in the vent holes on the side surface of the protruding portion 94m.

The valve body 161 is a part integrally formed by the small diameter portion 161a inserted in the first chamber 94j, the large diameter portion 161b disposed in the second chamber 94k, and the convex portion 161c that positions the other end of the compression coil spring 162. .

(b) A cross-sectional view taken along line bb of (a), in which a plurality of inner protrusions 94q are integrally formed on the inner surface of the small-diameter cylindrical portion 94p constituting the outer casing portion 94e, and the small-diameter portion 161a of the valve body 161 is slidable by the inner protrusion 94q. Freely supported by the situation. Further, the 166 system utilizes the inner surface of the small-diameter cylindrical portion 94p and the first space surrounded by the outer surface of the small-diameter portion 161a.

(c) A cross-sectional view taken along line cc of (a), in which a plurality of outer protrusions 161e are integrally formed in the large diameter portion 161b of the valve body 161, and the outer protrusions 161e are slidably supported by a large diameter cylinder constituting the outer casing portion 94e. The inside of the part 94r. Further, the 167 system utilizes the second space surrounded by the inner surface of the large-diameter cylindrical portion 94r and the outer surface of the large-diameter portion 161b.

In (a), the compression coil spring 162 has been set to a constant elastic force, and the valve body 161 is crimped to the part of the valve piece 94f with a predetermined load. In the drawing, the compression coil spring 162 is pressed against the valve body 161 to the valve piece. 96f and the state of the valve closed.

When the load due to the pressure when the gas containing the evaporated fuel flows from the suction port 94a toward the discharge port 94b exceeds the set load of the compression coil spring 162, the valve body 161 is separated from the valve piece 94f, that is, the valve is opened. In (a) to (c), the first space 166 and the second space 167 are in communication, that is, the second space 167 and the discharge port 94b are communicated through the vent hole 94n, so that the suction port 94a and the discharge port 94b communicate with each other.

The flow of the gas of the intake system (carburetor 46) from the discharge port 94b toward the suction port 94a is often prevented.

The valve body 161 is moved in the valve storage chamber 94c along the longitudinal direction (vertical direction in the drawing) of the purge control valve 94 to open or close the valve, but the longitudinal direction of the purge control valve 94 is arranged to extend in the vehicle width direction. Therefore, for example, when the locomotive starts, stops, or vibrates in the front-rear direction during traveling, or vibrates in the up-and-down direction due to the unevenness of the road surface, and the vibration does not act on the valve body 161 to move the valve body 161, the fuel can be stably evaporated. Processing.

The action of the above-described evaporated fuel processing apparatus 50 will be described below.

Fig. 10 (a) and (b) are views showing the action of the action of the evaporated fuel processing apparatus according to the present invention.

In (a), the fuel in the fuel tank 26 evaporates vigorously. When the pressure in the fuel tank 26 is increased, the evaporated fuel is as indicated by an arrow (solid line), and reaches the tank 92 from the fuel tank 26 via the discharge pipe 91, and is adsorbed. Activated carbon in tank 92. At this time, the purge control valve 94 is closed.

At this time, the air from which the evaporated fuel is removed is discharged from the external communication tube 105 to the outside as indicated by an arrow (broken line).

In (b), when the suction negative pressure in the main air passage of the carburetor 46 reaches a predetermined pressure, the purge control valve 94 is opened as indicated by a white hollow arrow, and is introduced from the fresh air as indicated by an arrow (dotted line). The tube 106 introduces fresh air into the tank 92, whereby the evaporated fuel of the activated carbon adsorbed in the tank 92 is The air in the tank 92 is introduced into the carburetor 46 through the first purification pipe 93, the purge control valve 94, and the second purge pipe 97 as shown by an arrow (solid line) together with the air. The main air passage.

As shown in FIGS. 2, 3, and 9 above, the present invention includes a fuel tank 26 for supplying fuel to the carburetor 46 to which the engine 22 is connected, and the fuel to be stored in the fuel tank 26 The evaporated fuel obtained by evaporation is stored in one end of the tank 92 through the discharge pipe 91, passes through the purification pipe 98 from the tank 92, and is supplied to the evaporated fuel processing device 50 for the locomotive 10 of the intake system of the engine 22 by the suction negative pressure. In the middle of the purge pipe 98, the check valve purge control valve 94 for controlling the amount of supply of the evaporated fuel is provided, and the purge control valve 94 is disposed such that the valve opening direction of the purge control valve 94 faces the vehicle width direction. The opening and closing of the purge control valve 94 is not affected by the force acting in the up and down direction due to the weight of the component (the ball 161) or the vibration of the vehicle, or the force applied in the front-rear direction due to the running of the vehicle, so that the evaporative fuel flow rate control can be stably performed.

Further, the engine 22 of the present invention is horizontally disposed below the main frame 13, and the upper portion of the engine 22 is provided with a starter motor 107, the tank 92 is disposed such that its longitudinal direction faces the vehicle width direction, and the purge control valve 94 is disposed in front of the tank 92. The starter motor 107 is behind and below the main frame 13, and the purge pipe 98 is arranged to form an S-shape so as to intersect the main frame 13 in a plan view. Therefore, the purge control valve 94 can be disposed in the starter motor 107 and the can 92. Between the two, the space formed between the starter motor 107 and the can 92 can be effectively utilized. Further, the starter motor 107 is disposed in front of the purge control valve 94, and the main frame 13 is disposed above, so that the purge control can be protected. The valve 94 avoids flying stones and the like.

Further, in the present invention, the trunk 92 is disposed directly behind the joint portion 104 extending obliquely downward toward the rear of the vehicle, and the joint portion 104 of the seat rails 16 and 17 extending obliquely upward from the rear of the main frame 13 toward the rear of the vehicle. The space sandwiched by the seat rails 16, 17 and the main frame 13 can be effectively utilized above and below the joint portion 104, and the can 92 can be protected by the main frame 13 and the seat rails 16, 17.

Figure 11 is a plan view showing a main portion of a locomotive of another embodiment of the evaporated fuel processing apparatus according to the present invention, showing an evaporative fuel processing unit 170 between the fuel tank 26 and the carburetor 46 for use in the fuel tank 26. The evaporated fuel obtained by evaporation of the fuel therein is sucked into the carburetor 46 of the getter device 41.

The same components as those in the embodiment shown in Fig. 2 are denoted by the same reference numerals and will not be described in detail.

The evaporated fuel processing apparatus 170 is different from the evaporated fuel processing apparatus 50 shown in FIG. 3 in that the position of the purge control valve 94 is different, and includes a discharge pipe 91, a tank 92, and a first purification in which one end is connected to the tank 92. The piping 173, the purge control valve 94 connected to the other end of the first purge pipe 173, one end connected to the purge control valve 94 and the other end being the carburetor 46 are detailed descriptions of the carburetor constituting the carburetor 46. The second purification pipe 177 connected to the side of the body 96.

The purge control valve 94 is disposed between the carburetor 46 and the starter motor 107 and is located on the center line 180 of the vehicle body that extends forward and backward in the center of the vehicle width.

In this manner, the length of the first purification pipe 173 can be shortened so that the purge control valve 94 is disposed between the carburetor 46 and the starter motor 107. Therefore, when the purge control valve 94 is closed, even if the liquid droplet or liquid fuel enters the first purge pipe 173 from the carburetor 46 side and is stored, the amount of fuel stored can be reduced.

Therefore, when the purge control valve 94 is opened, the amount of fuel flowing into the main air passage 96k (see FIG. 5) together with the evaporated fuel in the first purge pipe 173 can be reduced, and the mixture in the main air passage 96k can be suppressed. The effect of air-fuel ratio.

The first purification pipe 173 and the second purification pipe 177 constitute components of the purification pipe 178, and the purge control valve 94 is provided in the middle of the purification pipe 178.

As described above, the purge control valve 94 of the present invention is provided in the center of the front-rear direction of the purge pipe 178 near the intake system connection portion of the engine 22, so that when the purge control valve 94 is closed, the suction system can be reduced. The oiler 46) enters the amount of fuel of the second purge pipe 177 constituting the purge pipe 178, and the purge control valve 94 is opened, and when the fuel in the second purge pipe 177 is sucked into the intake system together with the evaporated fuel in the tank 92, The amount of fuel flowing out of the second purification pipe 177 is reduced, and the influence of the air-fuel ratio of the mixture of the intake system can be suppressed.

Further, in the present embodiment, as shown in Fig. 11, the purge control valve 94 is disposed between the carburetor 46 and the starter motor 107. However, the present invention is not limited thereto, and the purge control valve 94 may be configured to be inhaled. The left side of the tube 44 is close to the intake pipe 44 and the long direction is the front-rear direction.

The evaporated fuel processing apparatus of the present invention is suitable for use in a locomotive.

10‧‧‧Motorcycle

13‧‧‧Main frame

16, 17‧‧‧ seat rail

22‧‧‧ Engine

26‧‧‧fuel tank

46‧‧‧Carburetor

50, 170‧‧‧ Evaporative fuel treatment unit

91‧‧‧Draining tube

92‧‧‧ cans

94‧‧‧ Purification control valve

98, 177, 178‧‧‧ Purification piping

104‧‧‧Intersection of main frame and seat rail

107‧‧‧Starter motor

Fig. 1 is a side view of a locomotive having an evaporated fuel processing apparatus according to the present invention.

Fig. 2 is a side elevational view of the main part of the locomotive associated with the present invention.

Fig. 3 is a plan view showing a main part of a locomotive to which the present invention relates.

Figure 4 is a rear elevational view showing the evaporated fuel processing apparatus associated with the present invention.

Figure 5 is a cross-sectional view of a carburetor associated with the present invention.

Figure 6 is a cross-sectional view taken along line 5-6 of Figure 5.

Figure 7 is a perspective view of a piston valve associated with the present invention.

Figure 8 is an explanatory view of a piston valve related to the present invention.

Figure 9 is a cross-sectional view showing the purge control valve of the present invention.

Fig. 10 is a view showing the action of the action of the evaporated fuel processing apparatus according to the present invention.

Fig. 11 is a plan view showing the main part of the locomotive of another embodiment of the evaporated fuel processing apparatus according to the present invention.

26‧‧‧fuel tank

46‧‧‧Carburetor

91‧‧‧Draining tube

92‧‧‧ cans

93‧‧‧1st purification piping

94‧‧‧ Purification control valve

97‧‧‧ Purification piping

105‧‧‧External gas communication pipe

106‧‧‧New gas introduction tube

161‧‧‧ valve body

162‧‧‧Compressed coil spring

Claims (4)

An evaporative fuel processing apparatus for a locomotive consisting of: a head pipe provided at a front end, a main frame extending obliquely downward from the head pipe toward the rear, a pivot plate mounted at a rear end of the main frame, and a path from the main frame a pair of left and right seat cushion rails extending obliquely upward toward the rear side, and a pair of left and right auxiliary frames connecting the rear ends of the main frame and the left and right auxiliary rails constitute a body frame as a skeleton, and the main frame and the pivot plate An engine is mounted, and a fuel tank is installed in the seat rail, and the fuel tank is configured to supply fuel to a carburetor connected to the engine, and to pass the evaporated fuel obtained by evaporating the fuel stored in the fuel tank. The discharge pipe is stored in one of the tanks, and the suction pipe is supplied to the intake system of the engine by the suction negative pressure from the tank, and the tank is disposed such that the tank is oriented in the vehicle width direction. a space above the rear portion of the main frame and the seat rail and the space below the fuel tank, the purifying pipe is connected to one side of the tank in the vehicle width direction, and is provided in the middle of the purifying pipe. In the purge control valve for the above-described purge fuel supply amount, the first member made of resin and the second member made of resin are arranged in the vehicle width direction and joined together, and the resin is housed inside. The valve body and the coil spring are disposed with the purge control valve in such a manner that the valve opening direction of the purge control valve faces the vehicle width direction. The vehicular evaporative fuel processing apparatus according to claim 1, wherein the engine is horizontally disposed below the main frame, and an engine is disposed at an upper portion of the engine, and the tank is disposed such that a longitudinal direction thereof faces a vehicle width direction, and the The purge control valve is disposed in front of the tank, behind the starter motor, and below the main frame, and the purge pipe is disposed to form an S-shape so as to intersect the main frame in a plan view. The levitation fuel processing apparatus for a locomotive according to the first or second aspect of the invention, wherein the tank is disposed in the main frame extending obliquely downward toward the rear of the vehicle, and extending obliquely upward from the rear of the main frame toward the rear of the vehicle Directly behind the joint of the seat rail. The evaporative fuel treatment device for a locomotive according to the first aspect of the invention, wherein the purge control valve is provided in an intake system connection portion of the engine from a center in a front-rear direction of the purge pipe.