WO2014080556A1 - 蒸発燃料処理装置 - Google Patents
蒸発燃料処理装置 Download PDFInfo
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- WO2014080556A1 WO2014080556A1 PCT/JP2013/005750 JP2013005750W WO2014080556A1 WO 2014080556 A1 WO2014080556 A1 WO 2014080556A1 JP 2013005750 W JP2013005750 W JP 2013005750W WO 2014080556 A1 WO2014080556 A1 WO 2014080556A1
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- fuel
- combustion engine
- internal combustion
- canister
- tank
- Prior art date
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
- F02M25/0854—Details of the absorption canister
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
- F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
- F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
- F02D41/0035—Controlling the purging of the canister as a function of the engine operating conditions to achieve a special effect, e.g. to warm up the catalyst
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
- F02D41/0055—Special engine operating conditions, e.g. for regeneration of exhaust gas treatment apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
- F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
- F02M25/089—Layout of the fuel vapour installation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0076—Details of the fuel feeding system related to the fuel tank
- F02M37/0082—Devices inside the fuel tank other than fuel pumps or filters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
- B60K15/03—Fuel tanks
- B60K15/035—Fuel tanks characterised by venting means
- B60K15/03504—Fuel tanks characterised by venting means adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
- B60K15/03—Fuel tanks
- B60K15/035—Fuel tanks characterised by venting means
- B60K15/03504—Fuel tanks characterised by venting means adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems
- B60K2015/03514—Fuel tanks characterised by venting means adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems with vapor recovery means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/08—Introducing corrections for particular operating conditions for idling
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
- F02M2025/0881—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir with means to heat or cool the canister
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/02—Feeding by means of suction apparatus, e.g. by air flow through carburettors
- F02M37/025—Feeding by means of a liquid fuel-driven jet pump
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/04—Feeding by means of driven pumps
- F02M37/08—Feeding by means of driven pumps electrically driven
- F02M37/10—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir
- F02M37/106—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir the pump being installed in a sub-tank
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
- F02N11/0833—Vehicle conditions
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a fuel vapor processing apparatus.
- an absorption part including a canister that absorbs evaporative fuel, a purge mechanism that purges the canister, and a fuel vapor desorbs from the absorption part while the battery is connected to an external commercial power source.
- the activation part containing the heater activated in the state which is easy is known (for example, refer patent document 1).
- the conventional fuel vapor processing apparatus starts the engine by operating the heater with electric power obtained from at least one of the battery and the external commercial power source while the battery is coupled to the external commercial power source.
- the evaporative fuel desorption performance of the canister was improved.
- an object of the present invention is to provide an evaporative fuel processing apparatus that can sufficiently exhibit the desorption performance of an adsorber as compared with the conventional one.
- an evaporative fuel processing apparatus is installed in a fuel tank for storing fuel of an internal combustion engine, a fuel pump for pumping fuel supplied from the fuel tank to the internal combustion engine, and the fuel tank.
- An evaporative fuel processing apparatus comprising: an adsorber that adsorbs evaporated fuel generated in the fuel tank; and a purge mechanism that introduces the evaporated fuel from the adsorber into an intake pipe of the internal combustion engine.
- a configuration is provided that includes a heat transfer amount control unit that increases the amount of heat transferred from the fuel pump to the adsorber.
- the evaporative fuel processing device of the present invention increases the amount of heat transferred from the fuel pump to the adsorber while the purge operation cannot be performed because the internal combustion engine is temporarily stopped. Since the desorption performance of the adsorber is improved when the purge operation can be performed by heating, the desorption performance of the adsorber can be sufficiently exhibited as compared with the conventional one.
- the fuel vapor processing apparatus of the present invention stops the internal combustion engine and stops the internal combustion engine on the condition that a predetermined stop condition is satisfied when the internal combustion engine is in an idling operation state.
- the engine further includes an internal combustion engine control unit that restarts the internal combustion engine on condition that a predetermined start condition is satisfied, and the transfer heat amount control unit is stopped by the internal combustion engine control unit. On this condition, it may be determined that the internal combustion engine is in a temporarily stopped state.
- the evaporative fuel processing apparatus of the present invention increases the amount of heat transferred from the fuel pump to the adsorber while the purge operation cannot be performed because the internal combustion engine is stopped by the so-called idle stop function.
- the desorption performance of the adsorber can be sufficiently exerted compared to the conventional one. it can.
- the evaporated fuel processing apparatus of the present invention further includes a shift position sensor that detects a shift position, and the transfer heat quantity control unit is detected by the shift position sensor when the internal combustion engine is stopped.
- the internal combustion engine may be determined to be in a temporarily stopped condition on the condition that the shift range corresponding to the shift position is a travel range.
- the fuel vapor processing apparatus of the present invention increases the amount of heat transferred from the fuel pump to the adsorber while the purge operation cannot be performed because the internal combustion engine is temporarily stopped due to the driver's operation or the like.
- the desorption performance of the adsorber is fully demonstrated compared to the conventional one. Can be made.
- the transmission heat amount control unit may increase the amount of heat transmitted from the fuel pump to the adsorber via the fuel.
- the evaporative fuel processing apparatus of the present invention can heat the adsorber with the fuel heated by the fuel pump.
- the transmission heat amount control unit may increase the amount of heat transmitted from the fuel pump to the adsorber via the fuel discharged from the fuel pump.
- the evaporative fuel treatment apparatus of the present invention can heat the adsorber with the fuel discharged by being heated by the fuel pump.
- an internal tank may be provided in the fuel tank, and the internal tank may accommodate the fuel pump and the adsorber.
- the fuel vapor processing apparatus of the present invention efficiently stores the amount of heat transferred from the fuel pump to the adsorber by housing the fuel pump and the adsorber in an internal tank that has a smaller volume than the fuel tank. Can be increased.
- the transmission heat amount control unit may increase the amount of heat transmitted from the fuel pump to the adsorber by increasing the driving force of the fuel pump.
- the evaporative fuel treatment apparatus of the present invention heats the fuel pump by increasing the driving force of the fuel pump, so that the amount of heat transferred from the fuel pump to the adsorber can be increased.
- an evaporative fuel processing apparatus capable of sufficiently exhibiting the desorption performance of the adsorber as compared with the conventional one.
- FIG. 1 is a schematic configuration diagram of a main part including an internal combustion engine for driving traveling in a vehicle equipped with an evaporative fuel processing apparatus according to a first embodiment of the present invention and a fuel system thereof.
- FIG. 2 is a flowchart showing the canister temperature raising operation of the fuel vapor processing apparatus according to the first embodiment of the present invention.
- FIG. 3 is a flowchart showing another canister temperature raising operation of the evaporated fuel processing apparatus according to the first embodiment of the present invention.
- FIG. 4 is a schematic configuration diagram of a main part including an internal combustion engine for driving in a vehicle equipped with the evaporated fuel processing apparatus according to the second embodiment of the present invention and a fuel system thereof.
- FIG. 1 is a schematic configuration diagram of a main part including an internal combustion engine for driving traveling in a vehicle equipped with an evaporative fuel processing apparatus according to a first embodiment of the present invention and a fuel system thereof.
- FIG. 2 is a flowchart showing the canister temperature raising operation of the fuel vapor processing apparatus
- FIG. 5 is a schematic configuration diagram of a main part including an internal combustion engine for driving in a vehicle equipped with an evaporative fuel processing apparatus according to a third embodiment of the present invention and its fuel system.
- FIG. 6 is a schematic configuration diagram of a main part including an internal combustion engine for driving in a vehicle equipped with an evaporative fuel processing apparatus according to a fourth embodiment of the present invention and its fuel system.
- FIG. 1 shows a configuration of a main part of a vehicle equipped with an evaporative fuel processing apparatus according to a first embodiment of the present invention, that is, an internal combustion engine for driving and a fuel system for performing fuel supply and fuel purge thereof. The mechanism is shown.
- the internal combustion engine of the present embodiment uses highly volatile fuel and is mounted on a vehicle for driving driving.
- a vehicle 1 As shown in FIG. 1, a vehicle 1 according to the present embodiment includes an engine 2, a fuel supply mechanism 3 having a fuel tank 31, a fuel purge system 4 and an ECU (Electronic Control Unit) constituting an evaporative fuel processing device. 5.
- ECU Electronic Control Unit
- the engine 2 is a spark ignition type multi-cylinder internal combustion engine using a spark plug 20 controlled by the ECU 5, for example, a 4-cycle in-line 4-cylinder engine.
- Each of the intake ports of the four cylinders 2a (only one is shown in FIG. 1) of the engine 2 is provided with an injector 21 (fuel injection valve), and the plurality of injectors 21 are connected to a delivery pipe 22. Has been.
- the delivery pipe 22 is supplied with a highly volatile fuel (for example, gasoline) pressurized to a fuel pressure (fuel pressure) required for the engine 2 from a fuel pump 32 described later.
- a highly volatile fuel for example, gasoline
- fuel pressure fuel pressure
- an intake pipe 23 is connected to an intake port portion of the engine 2, and a surge tank 23 a having a predetermined volume for suppressing intake pulsation and intake interference is provided in the intake pipe 23.
- An intake passage 23b is formed inside the intake pipe 23, and a throttle valve 24 that is driven by a throttle actuator 24a so that the opening degree can be adjusted is provided on the intake passage 23b.
- the throttle valve 24 adjusts the intake air amount of the engine 2 by adjusting the opening of the intake passage 23b.
- the fuel supply mechanism 3 includes a fuel tank 31, an internal tank 80 installed in the fuel tank 31, a fuel pump 32, a fuel supply pipe 33 connecting the delivery pipe 22 and the fuel pump 32, and an upstream of the fuel pump 32. And a suction pipe 38 provided on the side.
- the fuel tank 31 is disposed on the lower side of the vehicle body of the vehicle 1 and stores fuel consumed by the engine 2 so as to be replenishable.
- the internal tank 80 is substantially cylindrical and has a bottom, and is provided inside the fuel tank 31.
- the internal tank 80 can store fuel inside. Specifically, the internal tank 80 is provided with a jet pump 81 that sucks the fuel in the fuel tank 31 into the internal tank 80. The jet pump 81 sucks fuel into the internal tank 80 according to the operation of the fuel pump 32.
- the shape of the internal tank 80 is not limited to a cylindrical shape, and may be a rectangular tube shape or a box shape, and the shape is not particularly limited.
- a canister 41, a suction filter 38 b, a fuel filter 82, and a pressure regulator 83 are accommodated in the internal tank 80.
- the fuel pump 32 is of a variable discharge capability (discharge amount and discharge pressure) type that can pump up the fuel in the fuel tank 31 and pressurize it to a predetermined feed fuel pressure or more, and is constituted by a circumferential flow pump, for example. .
- the fuel pump 32 has an impeller for operating the pump and a built-in motor that drives the impeller, although a detailed internal configuration is not shown.
- the fuel pump 32 changes its discharge capacity per unit time by changing at least one of the rotational speed and rotational torque of the impeller for operating the pump according to the drive voltage and load torque of the built-in motor. It can be made to.
- the fuel supply mechanism 3 is provided with an FPC (Fuel Pump Controller) 84 that controls the drive voltage of the fuel pump 32 in accordance with the control of the ECU 5.
- FPC Full Pump Controller
- the housing of the fuel filter 82 is held in the internal tank 80 integrally with the fuel pump 32 by the holding mechanism 70.
- the fuel filter 82 filters the fuel discharged from the fuel pump 32.
- the fuel filter 82 is a publicly known filter that is formed so that the housing surrounds the fuel pump 32 and filters the fuel discharged from the fuel pump 32.
- the pressure regulator 83 is constituted by an emergency normally closed valve provided on the downstream side of the fuel filter 82.
- the pressure regulator 83 opens when the fuel pressure in the fuel filter 82 becomes equal to or higher than a predetermined fuel pressure. The fuel is returned into the internal tank 80.
- the fuel supply pipe 33 forms a fuel supply passage that allows the output port of the pressure regulator 83 and the inside of the delivery pipe 22 to communicate with each other.
- a pilot pipe 85 Connected to the fuel supply pipe 33 is a pilot pipe 85 for supplying a drive flow to the jet pump 81 by returning at least a part of the fuel discharged from the fuel pump 32 in the fuel tank 31.
- the pilot pipe 85 and the fuel supply pipe 33 are illustrated as substantially equivalent pipes, but the maximum fuel flow rate in the pilot pipe 85 is set with respect to the maximum fuel flow rate in the fuel supply pipe 33.
- the cross-sectional areas of the pilot pipe 85 and the fuel supply pipe 33 may be different, or an appropriate throttle may be provided.
- the suction pipe 38 forms a suction passage 38a on the upstream side of the fuel pump 32, and a suction filter 38b is provided at the most upstream portion of the suction passage 38a.
- the suction filter 38b is a known filter that filters the fuel sucked into the fuel pump 32.
- the fuel tank 31 is provided with a fuel supply pipe 34 protruding so as to extend from the fuel tank 31 to the side or the rear side of the vehicle 1.
- An oil supply port 34 a is formed at the tip of the oil supply pipe 34 in the protruding direction.
- the fuel filler 34 a is accommodated in a fuel inlet box 35 provided in a body (not shown) of the vehicle 1.
- the oil supply pipe 34 is provided with a circulation pipe 36 that communicates the upper portion of the fuel tank 31 with the upstream portion in the oil supply pipe 34.
- the fuel inlet box 35 is provided with a fuel lid 37 that is opened to the outside when fuel is supplied.
- the fuel lid 37 When fuel is supplied, the fuel lid 37 is opened, and the cap 34b detachably attached to the fuel supply port 34a is removed, so that fuel can be injected into the fuel tank 31 from the fuel supply port 34a.
- the fuel purge system 4 is interposed between the fuel tank 31 and the intake pipe 23, more specifically, between the fuel tank 31 and the surge tank 23a.
- the fuel purge system 4 is configured such that the evaporated fuel generated in the fuel tank 31 can be discharged into the intake passage 23b and combusted during intake of the engine 2.
- the fuel purge system 4 includes a canister 41 (adsorber) that adsorbs the evaporated fuel generated in the fuel tank 31, and purge gas containing air and fuel that has been desorbed from the canister 41 through the canister 41 through the intake pipe 23.
- a purge mechanism 42 that performs a purge operation to be sucked in, and a purge control mechanism 45 that controls the amount of purge gas sucked into the intake pipe 23 to suppress fluctuations in the air-fuel ratio in the engine 2. Yes.
- the canister 41 has a built-in adsorbent 41b such as activated carbon in the canister case 41a, and is installed in the internal tank 80 so as to be separated from the inner bottom surface 80a.
- the interior of the canister 41 (adsorbent storage space) communicates with the upper space in the fuel tank 31 via an evaporation pipe 48 and a gas-liquid separation valve 49.
- the canister 41 can adsorb the evaporated fuel by the adsorbent 41b when the fuel evaporates in the fuel tank 31 and the evaporated fuel accumulates in the upper space in the fuel tank 31. Further, when the fuel level in the fuel tank 31 rises or the liquid level fluctuates, the gas-liquid separation valve 49 having a check valve function is lifted to close the tip of the evaporation pipe 48.
- the purge mechanism 42 includes a purge pipe 43 that communicates the inside of the canister 41 with the internal portion of the surge tank 23a in the intake passage 23b of the intake pipe 23, and the inside of the canister 41 on the atmosphere side, for example, the inside of the fuel inlet box 35. And an atmospheric pipe 44 opened to the atmospheric pressure space.
- the purge mechanism 42 introduces a negative pressure through the purge pipe 43 to one end side of the canister 41 when a negative pressure is generated inside the surge tank 23a during the operation of the engine 2, and the other end inside the canister 41.
- the atmosphere can be introduced through the atmosphere pipe 44 to the side.
- the purge mechanism 42 can desorb (release) the fuel adsorbed by the adsorbent 41b of the canister 41 and held in the canister 41 from the canister 41 and suck it into the surge tank 23a.
- the purge control mechanism 45 includes a purge vacuum solenoid valve (hereinafter referred to as “purge VSV”) 46 controlled by the ECU 5.
- purge VSV purge vacuum solenoid valve
- the purge VSV 46 is provided in the middle of the purge pipe 43.
- the purge VSV 46 can variably control the amount of fuel desorbed from the canister 41 by changing the opening degree in the middle of the purge pipe 43.
- the purge VSV 46 can change the opening degree by the duty of the excitation current being controlled by the ECU 5, and the purge VSV 46 can be changed by the intake negative pressure in the intake pipe 23 at a purge rate corresponding to the duty ratio.
- the fuel desorbed from the canister 41 can be sucked into the surge tank 23a as purge gas together with air.
- a part of the suction pipe 38 that connects the suction filter 38b and the fuel pump 32 passes through the inside of the canister 41.
- the suction pipe 38 includes a pump side connection portion 61 connected to the suction port of the fuel pump 32, a filter side connection portion 62 connected to the suction filter 38b, and the pump side connection portion 61 and the filter side connection portion.
- the heat transfer pipe portion 63 is located between the heat transfer pipe portion 62 and the heat transfer pipe portion 63.
- the heat transfer pipe portion 63 is disposed inside the canister 41.
- the heat transfer pipe portion 63 has, for example, a meandering shape inside the canister 41. Thereby, the contact area between the fuel sucked into the fuel pump 32 and the adsorbent 41b of the canister 41 to which the fuel is adsorbed can be increased, and the heat transfer amount can be increased.
- the shape of the heat transfer pipe portion 63 is not limited to a meandering shape as long as the contact area with the adsorbent 41b can be increased.
- the heat transfer pipe 63 branches into a plurality of paths within the adsorbent 41b.
- Various shapes such as shapes arranged in parallel or spiral shapes can be employed.
- the heat transfer pipe portion 63 of the suction pipe 38 is integrally coupled to the canister case 41 a, and the heat transfer surface 41 c that is the inner wall surface of the internal passage of the canister 41 is formed by the inner wall surface of the heat transfer pipe portion 63. Is formed.
- the heat transfer surface 41c can guide the fuel flowing in the fuel tank 31 when the fuel pump 32 is operated, particularly the fuel sucked into the fuel pump 32 in the suction direction. Further, the heat transfer surface 41 c can transfer heat between the canister 41 and the fuel on the suction side that flows in the direction of being sucked into the fuel pump 32 among the fuel in the fuel tank 31.
- the heat transfer pipe portion 63 performs good heat transfer on the heat transfer surface 41c and adsorbs fuel from the heat transfer pipe portion 63.
- the adsorbent 41b is made of a metal material having a high thermal conductivity that can transfer heat well.
- a recirculation pipe 39 for recirculation is connected to the suction passage 38 a upstream of the canister 41 in the tank 31.
- the reflux pipe 39 is disposed in the fuel tank 31, and one end of the reflux pipe 39 on the upstream side in the reflux direction branches from the fuel supply pipe 33, and one end of the reflux pipe 39 on the downstream side in the reflux direction. Is connected to the filter side connecting portion 62 of the suction pipe 38.
- the recirculation pipe 39 constitutes a recirculation mechanism that can recirculate the fuel discharged by the fuel pump 32 to the suction side of the fuel pump 32 in the fuel tank 31.
- the discharged fuel is recirculated into the suction pipe 38 upstream of the canister 41.
- the reflux pipe 39 and the fuel supply pipe 33 are illustrated as substantially equivalent pipes, but the setting ratio of the maximum flow rate of the fuel in the return pipe 39 to the maximum flow rate of the fuel in the fuel supply pipe 33 is shown. Accordingly, the cross-sectional areas of the reflux pipe 39 and the fuel supply pipe 33 can be made different, or an appropriate throttle can be provided.
- the recirculation pipe 39 is provided with a fuel pressure adjusting solenoid valve 53.
- the fuel pressure adjusting solenoid valve 53 can variably control the fuel pressure in the delivery pipe 22 by changing the opening degree in the middle of the reflux pipe 39.
- the fuel pressure adjusting electromagnetic valve 53 is a normally closed type that can be switched to a valve open state based on a valve opening signal from the ECU 5.
- the fuel pressure adjusting electromagnetic valve 53 normally urges the valve body toward the valve closing side by an urging member such as a compression spring and excites the electromagnetic solenoid in response to a valve opening signal from the ECU 5. It comprises a known normally-closed solenoid valve that urges the valve body in the valve opening direction.
- the fuel pressure adjusting electromagnetic valve 53 may be a normally closed type that can be switched to a valve closing state based on a valve closing signal from the ECU 5.
- the ECU 5 includes a microprocessor (not shown) having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a flash memory, and an input / output port.
- a microprocessor not shown having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a flash memory, and an input / output port.
- a program for causing the microprocessor to function as the ECU 5 is stored in the ROM of the ECU 5. That is, when the CPU of the ECU 5 executes a program stored in the ROM using the RAM as a work area, the microprocessor functions as the ECU 5.
- the fuel pressure sensor 50 that detects the fuel pressure of the delivery pipe 22, the accelerator opening sensor 91 that detects the accelerator opening representing the opening of the accelerator pedal 90, and the operation amount of the brake pedal 92
- a brake pedal position sensor 93 for detecting vehicle speed, a vehicle speed sensor 94 for detecting vehicle speed, a shift position sensor 96 for detecting a shift position representing the position of the shift lever 95, an ignition switch (hereinafter simply referred to as “IG”) 97, are connected to various sensors.
- a starter for starting the engine 2 is driven on the output side of the input / output port of the ECU 5.
- Various control objects such as a starter motor 55 are connected.
- the ECU 5 is capable of controlling the purge rate by duty-controlling the purge VSV 46 based on various sensor information. For example, the ECU 5 performs purge on the condition that when the engine 2 is in a predetermined operation state, the opening degree of the throttle valve 24 obtained from the throttle opening degree sensor 24b is smaller than a preset opening degree. The purge mechanism 42 is caused to perform a purge operation by opening the valve VSV 46.
- the ECU 5 constitutes an internal combustion engine control unit that realizes a so-called idle stop function, and is provided on condition that a predetermined stop condition is satisfied when the engine 2 is in an idling operation state. Is stopped, and the engine 2 is stopped, and then the engine 2 is restarted on condition that a predetermined start condition is satisfied.
- the ECU 5 determines whether or not a stop condition is satisfied based on detection signals output from various sensors connected to the ECU 5.
- the stop condition is a combination of a plurality of conditions according to the design.
- the ECU 5 has the opening degree of the accelerator pedal 90 detected by the accelerator opening degree sensor 91 being substantially 0, and the operation amount of the brake pedal 92 detected by the brake pedal position sensor 93 is a predetermined amount or more. Yes, it is determined that the stop condition is satisfied when the vehicle speed detected by the vehicle speed sensor 53 is equal to or less than a predetermined threshold (for example, 0.5 km / h).
- a predetermined threshold for example, 0.5 km / h.
- the ECU 5 stops the ignition by the spark plug 20 and the fuel injection by the injector 21 on the condition that the stop condition is satisfied when the engine 2 is in the idling operation state. 2 shall be stopped.
- the ECU 5 determines whether or not the starting condition is satisfied based on detection signals output from various sensors connected to the ECU 5.
- the starting condition is a combination of a plurality of conditions according to the design.
- the ECU 5 has an opening degree of the accelerator pedal 90 detected by the accelerator opening degree sensor 91 equal to or greater than a predetermined value, and an operation amount of the brake pedal 92 detected by the brake pedal position sensor 93 is substantially zero. At some point, it is determined that the starting condition is satisfied.
- the ECU 5 drives the starter motor 55 on the condition that the start condition is satisfied after the engine 2 is stopped by the idle stop function, and the ignition by the spark plug 20 and the fuel by the injector 21. It is assumed that the engine 2 is restarted by starting the injection.
- the ECU 5 is configured to increase the amount of heat transmitted from the fuel pump 32 to the canister 41 on condition that the engine 2 is temporarily stopped. For example, the ECU 5 determines that the engine 2 is temporarily stopped on condition that the engine 2 is stopped by the idle stop function.
- the ECU 5 increases the amount of heat transmitted from the fuel pump 32 to the canister 41 through the fuel on condition that the engine 2 is stopped by the idle stop function.
- the ECU 5 increases the driving force of the fuel pump 32 by controlling the FPC 84 and increasing the driving voltage of the fuel pump 32 on the condition that the engine 2 is stopped by the idle stop function. At the same time, the fuel pressure adjusting electromagnetic valve 53 is opened. As described above, the ECU 5 cooperates with the FPC 84 to configure a transfer heat quantity control unit.
- the fuel pressure adjusting electromagnetic valve 53 When the fuel pressure adjusting electromagnetic valve 53 is opened by the ECU 5, the fuel on the suction side of the fuel pump 32, particularly the fuel inside the suction pipe 38, is discharged from the fuel pump 32 and returned to the suction side through the return pipe 39. Therefore, the fuel discharged from the fuel pump 32 and the newly sucked fuel through the suction filter 38b are included.
- the heat transfer surface 41 c of the canister 41 causes the fuel discharged from the fuel pump 32.
- heat can be transferred between the fuel in the suction pipe 38 that flows in the direction of being sucked into the fuel pump 32 and the canister 41.
- the canister temperature raising operation of the evaporated fuel processing apparatus will be described with reference to the flowchart shown in FIG. It should be noted that the canister temperature raising operation described below is repeatedly executed from when the ECU 5 is started until it is stopped.
- the ECU 5 determines whether or not the engine 2 is stopped by the idle stop function (step S1). If it is determined that the engine 2 is stopped by the idle stop function, the ECU 5 prohibits the purge operation by the purge mechanism 42 (step S2) and heats the canister 41 (step S3).
- the ECU 5 controls the FPC 84 to increase the drive voltage of the fuel pump 32 and open the fuel pressure adjusting electromagnetic valve 53. The heating of the canister 41 is started. Further, the ECU 5 maintains this state when the canister 41 is being heated.
- the ECU 5 permits the purge operation by the purge mechanism 42 (step S4). Specifically, the ECU 5 is provided on the condition that when the engine 2 is in a predetermined operation state, the opening degree of the throttle valve 24 obtained from the throttle opening degree sensor 24b is smaller than a preset opening degree. Then, the purge mechanism 42 is caused to perform a purge operation by opening the purge VSV 46.
- the present embodiment increases the amount of heat transferred from the fuel pump 32 to the canister 41 while the purge operation cannot be executed due to the engine 2 being in a temporarily stopped state.
- the desorption performance of the canister 41 can be sufficiently exhibited as compared with the conventional one. .
- the ECU 5 is described as determining that the engine 2 is temporarily stopped when the engine 2 is stopped by the idle stop function. In contrast, the ECU 5 may determine that the engine 2 is in a temporarily stopped state based on other conditions.
- the travel range is a range for driving the vehicle, and includes, for example, a forward D (drive) range, a reverse R (reverse) range, and the like.
- the canister temperature rising operation of the evaporated fuel processing apparatus will be described with reference to the flowchart shown in FIG. It should be noted that the canister temperature raising operation described below is repeatedly executed from when the ECU 5 is started until it is stopped.
- the ECU 5 determines whether or not the engine 2 is stopped (step S11). Here, when it is determined that the engine 2 is stopped, the ECU 5 determines whether or not the shift range corresponding to the shift position detected by the shift position sensor 96 is a travel range (step S12). ).
- the ECU 5 determines that the shift range corresponding to the shift position detected by the shift position sensor 96 is the travel range, the ECU 5 prohibits the purge operation by the purge mechanism 42 (step S13), and the canister 41 Is heated (step S14).
- the ECU 5 controls the FPC 84 to increase the drive voltage of the fuel pump 32 and open the fuel pressure adjusting electromagnetic valve 53. The heating of the canister 41 is started. Further, the ECU 5 maintains this state when the canister 41 is being heated.
- step S15 the ECU 5 permits a purge operation (step S15). Specifically, the ECU 5 is provided on the condition that when the engine 2 is in a predetermined operation state, the opening degree of the throttle valve 24 obtained from the throttle opening degree sensor 24b is smaller than a preset opening degree. Then, the purge mechanism 42 is caused to perform a purge operation by opening the purge VSV 46.
- step S12 If it is determined in step S12 that the shift range corresponding to the shift position detected by the shift position sensor 96 is not the travel range, the ECU 5 ends the canister temperature raising operation.
- FIG. 4 shows a configuration of a main part of a vehicle equipped with an evaporative fuel processing apparatus according to the second embodiment of the present invention, that is, an internal combustion engine for driving and a fuel system that performs fuel supply and fuel purge. The mechanism is shown.
- This embodiment is different from the first embodiment in the configuration of the canister and the vicinity thereof, but the other main configurations are the same as those in the first embodiment. Therefore, the same components as those in the first embodiment are denoted by the same reference numerals as the corresponding components shown in FIG. 1, and differences from the first embodiment will be described below.
- a part of the suction pipe 38 connecting the suction filter 38b and the fuel pump 32 is configured to pass through the inside of the canister 41.
- a part of the fuel supply pipe 33 connecting the pressure regulator 83 and the delivery pipe 22 is configured to pass through the inside of the canister 41.
- the fuel supply pipe 33 includes a regulator side connection portion 71 connected to the output port of the pressure regulator 83, a delivery pipe side connection portion 72 connected to the delivery pipe 22, and the regulator side connection portion 71 and the delivery pipe. It is comprised from the heat transfer pipe part 73 located between the side connection parts 72.
- the heat transfer pipe portion 73 is disposed inside the canister 41.
- the heat transfer pipe portion 73 has, for example, a meandering shape inside the canister 41. Thereby, the contact area of the fuel discharged from the fuel pump 32 and the adsorbent 41b of the canister 41 to which the fuel is adsorbed can be increased, and the heat transfer amount can be increased.
- the shape of the heat transfer pipe portion 73 is not limited to a meandering shape as long as the contact area with the adsorbent 41b can be increased.
- the heat transfer pipe portion 73 branches into a plurality of paths in the adsorbent 41b.
- Various shapes such as shapes arranged in parallel or spiral shapes can be employed.
- the heat transfer pipe portion 73 of the fuel supply pipe 33 is integrally coupled to the canister case 41 a, and the heat transfer surface that is the inner wall surface of the internal passage of the canister 41 is formed by the inner wall surface of the heat transfer pipe portion 73. 41c is formed.
- the heat transfer surface 41 c can guide the fuel flowing in the fuel tank 31 when the fuel pump 32 is operated, particularly the fuel discharged from the fuel pump 32 to the delivery pipe 22. Further, the heat transfer surface 41 c can transfer heat between the fuel flowing in the direction discharged from the fuel pump 32 and the canister 41.
- the heat transfer pipe portion 73 performs good heat transfer on the heat transfer surface 41c and adsorbs fuel from the heat transfer pipe portion 73.
- the adsorbent 41b is made of a metal material having a high thermal conductivity that can transfer heat well.
- the reflux pipe 39 in the first embodiment of the present invention has one end on the downstream side in the reflux direction connected to the suction pipe 38, but the reflux pipe 39 in the present embodiment has one end on the downstream side in the reflux direction. Is open toward the inner bottom surface 80 a of the internal tank 80.
- the reflux pipe 39 is configured to supply the fuel discharged by the fuel pump 32, more specifically, the fuel discharged from the fuel pump 32 and not supplied into the fuel supply pipe 33 and the pilot pipe 85 near the inner bottom surface 80 a of the internal tank 80. Can be refluxed around a suction filter 38b.
- the canister temperature raising operation by the ECU 5 in the present embodiment is the same as the canister temperature raising operation by the ECU 5 in the first embodiment of the present invention, the description thereof is omitted.
- this embodiment can obtain the same effects as those of the first embodiment of the present invention.
- heat transfer is performed when the fuel discharged from the fuel pump 32 passes through the canister 41. Can be heated.
- FIG. 5 shows a configuration of a main part of a vehicle equipped with an evaporative fuel processing apparatus according to a third embodiment of the present invention, that is, an internal combustion engine for driving and a fuel system that performs fuel supply and fuel purge. The mechanism is shown.
- This embodiment is different from the first embodiment in the configuration of the canister and the vicinity thereof, but the other main configurations are the same as those in the first embodiment. Therefore, the same components as those in the first embodiment are denoted by the same reference numerals as the corresponding components shown in FIG. 1, and differences from the first embodiment will be described below.
- the reflux pipe 39 branches from the fuel supply pipe 33 at one end near the discharge side of the fuel pump 32 and opens downward near the inner bottom of the fuel tank 31 at the other end.
- a part of the reflux pipe 39 is configured to pass through the inside of the canister 41.
- the reflux pipe 39 is connected to the fuel supply pipe 33, the pump side connection part 75, the open side open part 76, and the heat transfer located between the pump side connection part 75 and the open part 76.
- a pipe part 77 is connected to the fuel supply pipe 33, the pump side connection part 75, the open side open part 76, and the heat transfer located between the pump side connection part 75 and the open part 76.
- the heat transfer pipe portion 77 is disposed inside the canister 41.
- the heat transfer pipe portion 63 has, for example, a meandering shape inside the canister 41.
- the shape of the heat transfer tube 77 is not limited to a meandering shape as long as the contact area with the adsorbent 41b can be increased.
- the heat transfer pipe portion 77 branches into a plurality of paths in the adsorbent 41b.
- Various shapes such as shapes arranged in parallel or spiral shapes can be employed.
- the heat transfer pipe portion 77 of the reflux pipe 39 is integrally coupled to the canister case 41 a, and the heat transfer surface 41 c that is the inner wall surface of the internal passage of the canister 41 is formed by the inner wall surface of the heat transfer pipe portion 77. Is formed.
- the heat transfer surface 41 c can guide the fuel flowing in the fuel tank 31 when the fuel pump 32 is operated, in particular, the fuel discharged from the fuel pump 32 into the fuel tank 31. Further, the heat transfer surface 41 c can transfer heat between the fuel flowing in the direction discharged from the fuel pump 32 and the canister 41.
- the heat transfer pipe 77 performs good heat transfer on the heat transfer surface 41 c and adsorbs fuel from the heat transfer pipe 77.
- the adsorbent 41b is made of a metal material having a high thermal conductivity that can transfer heat well.
- the canister temperature raising operation by the ECU 5 in the present embodiment is the same as the canister temperature raising operation by the ECU 5 in the first embodiment of the present invention, the description thereof is omitted.
- this embodiment can obtain the same effects as those of the first embodiment of the present invention.
- the canister 41 since a part of the return passage is formed by the canister 41, heat transfer is performed when the fuel discharged from the fuel pump 32 and returned to the return pipe 39 passes through the canister 41. By doing so, the canister 41 can be heated.
- FIG. 6 shows a configuration of a main part of a vehicle equipped with an evaporative fuel processing apparatus according to a fourth embodiment of the present invention, that is, an internal combustion engine for driving and a fuel system for performing fuel supply and fuel purge thereof. The mechanism is shown.
- This embodiment is different from the first embodiment in the configuration of the canister and the vicinity thereof, but the other main configurations are the same as those in the first embodiment. Therefore, the same components as those in the first embodiment are denoted by the same reference numerals as the corresponding components shown in FIG. 1, and differences from the first embodiment will be described below.
- the canister 41 in the first embodiment of the present invention constitutes the internal tank 80.
- the internal tank 80 that is, the canister 41 is formed in a substantially cylindrical shape with a bottom and is provided inside the fuel tank 31.
- the canister 41 can store fuel inside the cylinder. Specifically, the canister 41 is provided with a jet pump 81 that sucks the fuel in the fuel tank 31 into a cylinder formed by the canister 41. The suction amount of the jet pump 81 is variable according to the operation amount of the fuel pump 32.
- the shape of the canister 41 is not limited to a cylindrical shape, and may be a rectangular tube shape or a box shape, and the shape is not particularly limited. Inside the cylinder formed by the canister 41, a fuel pump 32, a suction filter 38b, a fuel filter 82, and a pressure regulator 83 are accommodated.
- the inner surface of the cylinder formed by the canister 41 forms a heat transfer surface 41c.
- the heat transfer surface 41c can guide the fuel flowing in the fuel tank 31 when the fuel pump 32 is operated, particularly the fuel discharged from the fuel pump 32 in the suction direction.
- the heat transfer surface 41 c can transfer heat between the fuel flowing in the direction discharged from the fuel pump 32 of the fuel in the fuel tank 31 and the canister 41.
- the heat transfer surface 41c can perform good heat transfer when there is a temperature difference between the fuel on the suction side and the canister 41, and can transfer heat to the adsorbent 41b that has adsorbed the fuel. It is made of a metal material with a high thermal conductivity.
- the canister temperature raising operation by the ECU 5 in the present embodiment is the same as the canister temperature raising operation by the ECU 5 in the first embodiment of the present invention, the description thereof is omitted.
- this embodiment can obtain the same effects as those of the first embodiment of the present invention.
- the canister 41 since the fuel discharged from the fuel pump 32 is actively sucked into the cylinder of the canister 41, the canister 41 is heated from the inside of the cylinder even if the fuel in the fuel tank 31 is reduced. can do.
- the evaporated fuel processing apparatus includes the ECU 5. As long as the amount of heat transferred from the fuel pump 32 to the canister 41 can be increased, other configurations may be adopted.
- the evaporative fuel processing apparatus has an effect that the desorption performance of the adsorber can be sufficiently exerted as compared with the conventional one, and is adsorbed in the fuel tank. This is useful for an evaporative fuel processing apparatus provided with a vessel.
- Purge control mechanism 46 ... Purge VSV, 53 ... Solenoid valve for adjusting fuel pressure, 80 ... Internal tank , 81 ... Jet pump, 84 ... FPC (transfer heat quantity control unit), 96 ... Shift position sensor
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Abstract
Description
図1は、本発明の第1の実施の形態に係る蒸発燃料処理装置を搭載した車両の要部構成、すなわち、走行駆動用の内燃機関とその燃料供給および燃料パージを行う燃料系システムとの機構を示している。本実施の形態の内燃機関は、揮発性の高い燃料を使用するもので、走行駆動用に車両に搭載されている。
図4は、本発明の第2の実施の形態に係る蒸発燃料処理装置を搭載した車両の要部構成、すなわち、走行駆動用の内燃機関とその燃料供給および燃料パージを行う燃料系システムとの機構を示している。
図5は、本発明の第3の実施の形態に係る蒸発燃料処理装置を搭載した車両の要部構成、すなわち、走行駆動用の内燃機関とその燃料供給および燃料パージを行う燃料系システムとの機構を示している。
図6は、本発明の第4の実施の形態に係る蒸発燃料処理装置を搭載した車両の要部構成、すなわち、走行駆動用の内燃機関とその燃料供給および燃料パージを行う燃料系システムとの機構を示している。
Claims (7)
- 内燃機関の燃料を貯留する燃料タンクと、
前記燃料タンクから前記内燃機関に供給する燃料を汲み上げる燃料ポンプと、
前記燃料タンク内に設置され、該燃料タンク内で発生する蒸発燃料を吸着する吸着器と、
前記吸着器から前記蒸発燃料が前記内燃機関の吸気管内に導入されるパージ機構と、
を備えた蒸発燃料処理装置において、
前記内燃機関が一時停止状態になっていることを条件として、前記燃料ポンプから前記吸着器に伝達される熱量を増加させる伝達熱量制御部を備えたことを特徴とする蒸発燃料処理装置。 - 前記内燃機関がアイドリング運転状態にあるときに予め定められた停止条件が成立したことを条件として、前記内燃機関を停止させ、前記内燃機関を停止させた後に、予め定められた始動条件が成立したことを条件として前記内燃機関を再始動させる内燃機関制御部を更に備え、
前記伝達熱量制御部は、前記内燃機関制御部によって前記内燃機関が停止されたことを条件として、前記内燃機関が一時停止状態にあると判断することを特徴とする請求項1に記載の蒸発燃料処理装置。 - シフトポジションを検出するシフトポジションセンサを更に備え、
前記伝達熱量制御部は、前記内燃機関が停止状態となっているときに前記シフトポジションセンサによって検出されたシフトポジションに対応するシフトレンジが走行用レンジであることを条件として、前記内燃機関が一時停止状態にあると判断することを特徴とする請求項1に記載の蒸発燃料処理装置。 - 前記伝達熱量制御部は、前記燃料ポンプから前記吸着器に前記燃料を介して伝達される熱量を増加させることを特徴とする請求項1ないし請求項3のいずれか1の請求項に記載の蒸発燃料処理装置。
- 前記伝達熱量制御部は、前記燃料ポンプから吐出された燃料を介して前記燃料ポンプから前記吸着器に伝達される熱量を増加させることを特徴とする請求項4に記載の蒸発燃料処理装置。
- 前記燃料タンク内に内部タンクを設け、
前記内部タンクは、前記燃料ポンプおよび前記吸着器を収容することを特徴とする請求項1ないし請求項5のいずれか1の請求項に記載の蒸発燃料処理装置。 - 前記伝達熱量制御部は、前記燃料ポンプの駆動力を増加させることにより、前記燃料ポンプから前記吸着器に伝達される熱量を増加させることを特徴とする請求項1ないし請求項6のいずれか1の請求項に記載の蒸発燃料処理装置。
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EP13856953.8A EP2878797A4 (en) | 2012-11-22 | 2013-09-27 | EVAPORATED FUEL TREATMENT DEVICE |
JP2014548433A JP5835501B2 (ja) | 2012-11-22 | 2013-09-27 | 蒸発燃料処理装置 |
CN201380046470.5A CN104603442A (zh) | 2012-11-22 | 2013-09-27 | 蒸发燃料处理装置 |
US14/422,435 US20150219045A1 (en) | 2012-11-22 | 2013-09-27 | Evaporated fuel processing system (as amended) |
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- 2013-09-27 JP JP2014548433A patent/JP5835501B2/ja not_active Expired - Fee Related
- 2013-09-27 EP EP13856953.8A patent/EP2878797A4/en not_active Withdrawn
- 2013-09-27 WO PCT/JP2013/005750 patent/WO2014080556A1/ja active Application Filing
- 2013-09-27 US US14/422,435 patent/US20150219045A1/en not_active Abandoned
- 2013-09-27 CN CN201380046470.5A patent/CN104603442A/zh active Pending
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Also Published As
Publication number | Publication date |
---|---|
EP2878797A1 (en) | 2015-06-03 |
JPWO2014080556A1 (ja) | 2017-01-05 |
US20150219045A1 (en) | 2015-08-06 |
EP2878797A4 (en) | 2015-08-19 |
CN104603442A (zh) | 2015-05-06 |
JP5835501B2 (ja) | 2015-12-24 |
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