WO2021039152A1 - Dispositif de traitement de combustible vaporisé - Google Patents

Dispositif de traitement de combustible vaporisé Download PDF

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Publication number
WO2021039152A1
WO2021039152A1 PCT/JP2020/027100 JP2020027100W WO2021039152A1 WO 2021039152 A1 WO2021039152 A1 WO 2021039152A1 JP 2020027100 W JP2020027100 W JP 2020027100W WO 2021039152 A1 WO2021039152 A1 WO 2021039152A1
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WIPO (PCT)
Prior art keywords
fuel
fuel tank
pressure
tank
control unit
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PCT/JP2020/027100
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English (en)
Japanese (ja)
Inventor
義彦 本田
善和 宮部
昌慶 品川
尚人 武関
Original Assignee
愛三工業株式会社
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Publication of WO2021039152A1 publication Critical patent/WO2021039152A1/fr

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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
    • 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
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/16—Other apparatus for heating fuel
    • 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

Definitions

  • the present disclosure relates to an evaporative fuel processing device that processes evaporative fuel generated in a fuel tank of an internal combustion engine mounted on a vehicle.
  • An evaporative fuel treatment device is used to prevent the evaporative fuel generated in the fuel tank from being released to the atmosphere.
  • the evaporated fuel in the fuel tank is introduced into the canister containing the adsorbent and temporarily adsorbed on the adsorbent.
  • the evaporated fuel adsorbed on the adsorbent is purged when the purge execution condition determined based on the operating conditions of the internal combustion engine is satisfied, and is purged to the intake passage of the internal combustion engine via the purge passage.
  • Some of such evaporative fuel treatment devices have a function of performing a leak inspection to determine whether or not there is a leak in the portion including the fuel tank and the canister.
  • Patent Document 1 there is one described in Patent Document 1.
  • an air supply pump is provided, the fuel tank and the canister are pressurized by the air supply pump, and leak detection is performed based on the subsequent pressure change.
  • Patent Document 2 there is one described in Patent Document 2.
  • the fuel tank is sealed by an on-off valve, and leak detection is performed based on the pressure change after the pressure in the fuel tank is increased by the change in the outside air temperature.
  • the present disclosure has been made to solve the above-mentioned problems, and an evaporative fuel treatment apparatus capable of detecting a leak without installing a new pump and securing an opportunity for detecting a leak.
  • the purpose is to provide.
  • a form of this disclosure made to solve the above problems is A fuel tank for storing fuel, a fuel pump for pumping fuel in the fuel tank to the internal combustion engine via a fuel passage, a canister for storing evaporated fuel sent from the fuel tank via a vapor passage, and the fuel.
  • a return passage that returns a part or all of the fuel pumped by the pump to the fuel tank, at least two control valves that seal the fuel tank, a pressure sensor that detects the pressure in the fuel tank, and the fuel pump.
  • a control unit for controlling the control valve, in an evaporative fuel processing apparatus.
  • the fuel passage or the return passage includes a heat receiving portion from an internal combustion engine.
  • control unit drives the fuel pump to return the fuel heated by the heat receiving unit to the fuel tank via the return passage, and the fuel in the fuel tank is returned. After heating to generate a differential pressure in the fuel tank, a leak inspection is performed based on the change in the pressure value detected by the pressure sensor.
  • the fuel heated in the heat receiving section is returned to the fuel tank via the return passage, and the fuel in the fuel tank is heated to generate a differential pressure (positive pressure or negative pressure) in the fuel tank.
  • a differential pressure positive pressure or negative pressure
  • a leak inspection is performed based on the change in the pressure value detected by the pressure sensor. Therefore, a pump for generating a differential pressure in the fuel tank becomes unnecessary.
  • a differential pressure can be reliably generated in the fuel tank without being affected by the outside air temperature.
  • the leak inspection can be reliably performed once the internal combustion engine is started and the warm-up is completed.
  • leak detection can be performed without providing a new pump, and an opportunity for leak detection can be secured.
  • the control unit After operating the control valve to seal the fuel tank, the control unit returns the fuel heated by the heat receiving unit to the fuel tank via the return passage to heat the fuel in the fuel tank. , It is preferable to generate a positive pressure in the fuel tank to perform a leak inspection.
  • the fuel heated in the heat receiving section is returned to the fuel tank via the return passage to heat the fuel in the fuel tank, thereby entering the fuel tank.
  • a differential pressure can be generated on the positive pressure side. As a result, a leak inspection by positive pressure can be performed.
  • the control unit returns the fuel heated by the heat receiving unit to the fuel tank via the return passage to heat the fuel in the fuel tank, and then operates the control valve to seal the fuel tank. Therefore, it is preferable to generate a negative pressure in the fuel tank to perform a leak inspection.
  • the fuel heated in the heat receiving section is returned to the fuel tank via the return passage to heat the fuel in the fuel tank, and then the control valve is operated to seal the fuel tank, thereby entering the fuel tank.
  • a differential pressure can be generated on the negative pressure side.
  • a leak inspection due to negative pressure can be performed. Therefore, it is possible to prevent the evaporated fuel adsorbed on the canister from being released during the leak inspection.
  • control unit changes the amount of return fuel returned to the fuel tank based on the amount of fuel in the fuel tank.
  • the return fuel may be reduced as the amount of fuel in the fuel tank decreases.
  • the fuel in the fuel tank may be heated more than necessary when the amount of fuel in the fuel tank (remaining amount of fuel) is small. Therefore, by doing so, it is possible to prevent the fuel in the fuel tank from being heated more than necessary. Moreover, since the driving time of the fuel pump can be reduced, the amount of electric charge can be reduced.
  • the control unit may stop the fuel pump and finish heating the fuel in the fuel tank.
  • the control unit returns the fuel heated by the heat receiving unit to the fuel tank via the return passage while the purge in which the evaporated fuel stored in the canister is supplied to the internal combustion engine is being executed.
  • the fuel in the fuel tank is heated and the internal combustion engine is stopped, it is preferable to stop the fuel pump and finish heating the fuel in the fuel tank.
  • the pressure in the fuel tank can be reduced by returning the return fuel to the fuel tank and heating the fuel in the fuel tank while the purge is being executed. Then, when the internal combustion engine is stopped, the heating of the fuel in the fuel tank is completed and the fuel tank is sealed. As a result, the temperature of the heated fuel drops toward the outside air temperature, so that the inside of the fuel tank can have a negative pressure, and a leak inspection due to the negative pressure can be performed.
  • a temperature sensor for detecting the temperature inside the fuel tank is provided.
  • the control unit preferably stops the fuel pump and finishes heating the fuel in the fuel tank.
  • a bypass passage that returns fuel to the fuel tank without passing through the heat receiving section It is equipped with an on-off valve that opens and closes the bypass passage. It is preferable that the control unit controls the on-off valve to open the bypass passage when it is not necessary to heat the fuel in the fuel tank.
  • the return passage is provided with a pressure regulator that regulates the pressure of the fuel in the passage so that the pressure does not rise above a certain level.
  • the closed valve may be used for one of the control valves.
  • an evaporative fuel treatment apparatus capable of performing leak detection without providing a new pump and securing an opportunity for leak detection.
  • the engine system to which the evaporated fuel treatment device 1 of the present embodiment is applied is mounted on a vehicle such as an automobile, and as shown in FIG. 1, the engine ENG includes air (intake air, intake air) in the engine ENG. ) Is connected to the intake passage IP.
  • the intake passage IP is provided with a throttle valve THR that opens and closes the intake passage IP to control the amount of air flowing into the engine ENG (intake air amount).
  • An air cleaner AC for removing foreign matter from the air flowing into the intake passage IP is provided on the upstream side (upstream side in the flow direction of the intake air) of the throttle valve THR in the intake passage IP.
  • the evaporated fuel processing device 1 of the present embodiment supplies the evaporated fuel generated in the fuel tank FT to the engine ENG via the intake passage IP and processes it.
  • the evaporated fuel processing device 1 includes a fuel tank FT, a fuel pump FP, a return passage 13, a canister 21, a purge control valve 23, an atmosphere release valve 27, a pressure sensor 31, a control unit 40, and the like.
  • the fuel tank FT is configured to store the fuel supplied to the engine ENG.
  • a fuel pump FP is provided inside the fuel tank FT, and the fuel in the fuel tank FT is supplied to the injector 11 by the fuel pump FP via the fuel passage 12. Then, fuel is supplied from the injector 11 to the engine ENG (intake port).
  • a high-pressure pump 14 is provided in the fuel passage 12. High-pressure fuel is supplied to the injector 11 by the high-pressure pump 14.
  • the high-pressure pump 14 is an example of the “heat receiving unit from the internal combustion engine” of the present disclosure, and the fuel supplied to the high-pressure pump 14 is heated.
  • the fuel tank FT is provided with a liquid level sensor 30 that detects the fuel liquid level in order to measure the amount of fuel (remaining amount of fuel) stored inside. Further, the fuel tank FT is provided with a pressure sensor 31 that detects the pressure in the upper space of the fuel liquid level (tank internal pressure).
  • the fuel that was heated by the high-pressure pump 14 and was not supplied to the injector 11 is returned to the fuel tank FT in the return passage 13.
  • the return passage 13 is provided with a pressure regulator 15 that regulates the pressure of the fuel in the passage so that the pressure does not rise above a certain level. Since the pressure in the return passage 13 does not increase due to the pressure regulator 15, it is not necessary to increase the pressure resistance of the return passage 13, so that the cost of the device can be reduced.
  • the canister 21 contains an adsorbent such as activated carbon inside, and recovers (adsorbs and holds) the evaporated fuel generated in the fuel tank FT.
  • the canister 21 is connected to the fuel tank FT via the vapor passage 24, and temporarily adsorbs the evaporated fuel flowing from the fuel tank FT through the vapor passage 24. Further, the canister 21 communicates with the purge passage 22 and the atmospheric passage 25.
  • the purge passage 22 is connected to the intake passage IP and the canister 21. As a result, the purge gas (gas containing evaporated fuel) flowing out of the canister 21 flows through the purge passage 22 and is introduced into the intake passage IP. In the example shown in FIG. 1, the purge passage 22 is connected to a position on the downstream side (downstream side in the flow direction of the intake air) of the throttle valve THR.
  • the purge control valve 23 is provided in the purge passage 22.
  • the purge control valve 23 opens and closes the purge passage 22.
  • the purge control valve 23 is closed (when the valve is closed)
  • the purge gas in the purge passage 22 is stopped by the purge control valve 23 and does not flow to the intake passage IP.
  • the purge control valve 23 is opened (when the valve is open), the purge gas flows into the intake passage IP.
  • the purge control valve 23 is an example of the "control valve" of the present disclosure.
  • One end of the atmospheric passage 25 is opened as an atmospheric opening 26, and the other end is connected to the canister 21 to communicate the canister 21 with the atmosphere. Then, the air taken in from the atmospheric opening 26 flows through the atmospheric passage 25. Further, the atmospheric passage 25 is provided with an atmospheric release valve 27 that opens and closes the atmospheric passage 25.
  • the atmosphere release valve 27 is an example of the "control valve" of the present disclosure.
  • the vapor passage 24 is connected to the fuel tank FT and the canister 21. As a result, the evaporated fuel of the fuel tank FT flows into the canister 21 through the vapor passage 24.
  • the control unit 40 is a part of an ECU (not shown) mounted on a vehicle equipped with the above engine system, and is integrally arranged with other parts of the ECU (for example, a part that controls engine ENG).
  • the control unit 40 may be arranged separately from other parts of the ECU.
  • the control unit 40 includes a CPU and memories such as ROM and RAM.
  • the control unit 40 controls the evaporative fuel processing device 1 and the engine system according to a program stored in the memory in advance. For example, the control unit 40 controls the fuel pump FP, the purge control valve 23, the atmosphere release valve 27, and the like. Further, the control unit 40 acquires output signals from the liquid level sensor 30, the pressure sensor 31, and the like.
  • the control unit 40 opens the purge control valve 23 and executes the purge control.
  • the purge control is a control for introducing the purge gas from the canister 21 to the intake passage IP via the purge passage 22.
  • the engine ENG receives the air taken into the intake passage IP, the fuel supplied from the fuel tank FT and injected through the injector 11, and the intake passage IP by the purge control.
  • the purge gas to be supplied is supplied.
  • the control unit 40 adjusts the injection time of the injector 11 and the valve opening time of the purge control valve 23 to adjust the air-fuel ratio (A / F) of the engine ENG to the optimum air-fuel ratio (for example, the ideal air-fuel ratio). adjust.
  • the fuel heated by the high-pressure pump 14 is returned to the fuel tank FT via the return passage 13 to heat the fuel in the fuel tank FT, and then the purge control valve 23 and the atmosphere release valve 27 are operated.
  • the fuel tank FT is sealed, a negative pressure is generated in the fuel tank FT, and a leak inspection is performed.
  • control unit 40 performs negative pressure OBD control based on the control chart shown in FIG. That is, after the ignition switch (IG) is turned on (step S1), the engine ENG is driven (ON) (step S2), and the purge condition is satisfied (step S3: YES), the fuel in the fuel tank FT is heated. Is started (step S4). That is, as shown by the broken line in FIG. 1, the control unit 40 controls the fuel pump FP and starts returning the fuel heated by the high pressure pump 14 to the fuel tank FT via the return passage 13. When the fuel is constantly returned to the fuel tank FT while the engine is operating and the amount of fuel is controlled, the process of increasing the amount of return fuel is performed in S4.
  • the heated return fuel is introduced (or increased) into the fuel tank FT, so that the fuel in the fuel tank FT is heated.
  • the introduction of the return fuel into the fuel tank FT is continuously performed during the purge execution with the engine ENG being driven. As a result, the fuel in the fuel tank FT is heated.
  • step S5 when the engine ENG is stopped (OFF) (step S5: YES), the control unit 40 stops the fuel pump FP, stops the introduction of the return fuel into the fuel tank FT, and enters the fuel tank FT. The heating of the fuel of (step S6) is completed. Then, when the IG is turned off (step S7: YES), the control unit 40 determines whether or not the OBD condition is satisfied (step S8).
  • the OBD condition is a condition for OBD to be implemented and is defined based on laws and regulations. As the OBD condition, for example, the purge history and the outside air temperature are determined. Further, in the process of S7, if the IG remains ON (S7: NO), the process returns to the process of S2, and the processes of S2 to S7 are repeated.
  • the control unit 40 closes the atmosphere release valve 27 and the purge control valve 23 (step S9).
  • the fuel tank FT and the canister 21 are sealed.
  • the temperature in the fuel tank FT decreases toward the outside air temperature, and the inside of the fuel tank FT becomes a negative pressure.
  • the control unit 40 determines that the pressure change (negative differential pressure) of the pressure in the fuel tank FT (tank internal pressure) from the time when the fuel tank FT and the canister 21 are sealed is equal to or more than a certain value, that is, in the fuel tank FT. Whether or not a negative pressure (for example, -3 kPa) is generated is determined based on the detected value of the pressure sensor 31 (step S10). At this time, if the pressure change is equal to or higher than a certain level (S10: YES), the control unit 40 executes a leak inspection (step S11).
  • a negative pressure for example, -3 kPa
  • the control unit 40 determines whether or not the tank internal pressure detected by the pressure sensor 31 is within the range of the determination value, and determines whether or not there is a leak in the evaporated fuel treatment device 1.
  • the presence or absence of this leak is determined by a known method. Since the leak inspection is performed by the negative pressure in this way, it is possible to prevent the evaporated fuel adsorbed on the canister 21 from being released during the leak inspection.
  • the determination value is corrected by the outside air temperature.
  • FIGS. 3A and 3B By performing control based on the control chart shown in FIG. 2, an example of the control time chart as shown in FIGS. 3A and 3B is implemented.
  • the purge is executed and the fuel in the fuel tank FT is heated by the return fuel. Is carried out. At this time, there is almost no change in the tank internal pressure.
  • the pressure inside the tank decreases, and at time T3, the pressure change in the fuel tank FT becomes equal to or higher than a certain level.
  • a leak check is executed at regular intervals from time T4 to T8. At this time, if the tank internal pressure is within the range of the determination value shown by the broken line in FIG. 3A, it is determined that there is no leak, and if it is outside the range of the determination value, it is determined that there is a leak.
  • control unit 40 performs positive pressure OBD control based on the control chart shown in FIG. That is, when the IG is turned on (step S20), the engine ENG is driven (ON) (step S21), and the engine ENG is stopped (OFF) after the warm-up of the engine ENG is completed (step S22), control is performed. Part 40 determines whether or not the OBD condition is satisfied (step S23).
  • step S24 the control unit 40 closes the atmosphere release valve 27 and the purge control valve 23 (step S24). As a result, the fuel tank FT and the canister 21 are sealed. Then, heating of the fuel in the fuel tank FT is started (step S25). That is, as shown by the broken line in FIG. 1, the control unit 40 controls the drive of the fuel pump FP and starts returning the fuel heated by the high pressure pump 14 to the fuel tank FT via the return passage 13. As a result, the heated return fuel is introduced into the fuel tank FT, so that the fuel in the fuel tank FT is heated. If the OBD condition is not satisfied (S23: NO), this processing routine is terminated.
  • step S26 when the return fuel is introduced (returned) into the fuel tank FT by a predetermined amount (step S26: YES), the control unit 40 stops the fuel pump FP and the fuel tank of the return fuel. The introduction into the FT is stopped, and the heating of the fuel in the fuel tank FT is finished (step S27).
  • the predetermined amount of return fuel to be introduced into the fuel tank FT is the amount of return fuel that can heat the fuel in the fuel tank (when the tank is full) so that the tank internal pressure at which the leak inspection can be performed is equal to or higher. You just have to ask.
  • the control unit 40 increases the pressure change (positive differential pressure) of the tank internal pressure from the time when the fuel tank FT and the canister 21 are sealed to a certain level or more, that is, in the fuel tank FT. Whether or not a predetermined positive pressure (for example, 3 kPa) is generated is determined based on the detected value of the pressure sensor 31 (step S28). At this time, if the pressure change is equal to or higher than a certain level (S28: YES), the control unit 40 executes a leak inspection (step S29).
  • a predetermined positive pressure for example, 3 kPa
  • the control unit 40 determines whether or not the tank internal pressure detected by the pressure sensor 31 is within the range of the determination value, and determines whether or not there is a leak in the evaporated fuel treatment device 1. The presence or absence of this leak is determined by a known method. If the pressure change is not equal to or higher than a certain level (S28: NO), this processing routine is terminated without performing a leak inspection.
  • FIGS. 5A and 5B By performing control based on the control chart shown in FIG. 4, an example of the control time chart as shown in FIGS. 5A and 5B is implemented.
  • the engine ENG is started at time T0, and when the purge condition is satisfied at time T1, the purge is executed. At this time, there is almost no change in the tank internal pressure. Then, when the engine ENG is stopped at time T2, the fuel in the fuel tank FT is heated by the return fuel. Then, the pressure inside the tank increases, and at time T3, the pressure change inside the fuel tank FT becomes equal to or higher than a certain level. After that, a leak check is executed at regular intervals from time T4 to T6. At this time, if the tank internal pressure is within the range of the determination value shown by the broken line in FIG. 5A, it is determined that there is no leak, and if it is outside the range of the determination value, it is determined that there is a leak.
  • control unit 40 performs positive pressure OBD control based on the control chart shown in FIG. That is, when the IG is turned on (step S30), the engine ENG is driven (ON) (step S31), and the engine ENG is stopped (OFF) after the warm-up of the engine ENG is completed (step S32), control is performed.
  • the unit 40 determines whether or not the OBD condition is satisfied (step S33).
  • step S34 the control unit 40 closes the atmosphere release valve 27 and the purge control valve 23 (step S34). As a result, the fuel tank FT and the canister 21 are sealed. Then, heating of the fuel in the fuel tank FT is started (step S35). That is, as shown by the broken line in FIG. 1, the control unit 40 controls the drive of the fuel pump FP and starts returning the fuel heated by the high pressure pump 14 to the fuel tank FT via the return passage 13. As a result, the heated return fuel is introduced into the fuel tank FT, so that the fuel in the fuel tank FT is heated. If the OBD condition is not satisfied (S33: NO), this processing routine is terminated.
  • the pressure change (positive differential pressure) of the tank internal pressure from the time when the fuel tank FT and the canister 21 are sealed is equal to or more than a certain value, that is, a predetermined positive pressure (for example, 3 kPa) is generated in the fuel tank FT.
  • a predetermined positive pressure for example, 3 kPa
  • control unit 40 executes a leak inspection (step S38). That is, at regular intervals, the control unit 40 determines whether or not the tank internal pressure detected by the pressure sensor 31 is within the range of the determination value, and determines whether or not there is a leak in the evaporated fuel treatment device 1. The presence or absence of this leak is determined by a known method.
  • the tank internal pressure exceeds the predetermined pressure required for the leak inspection, the heating of the fuel in the fuel tank FT is stopped. Therefore, it is possible to prevent the fuel in the fuel tank FT from being heated more than necessary. Further, since the driving time of the fuel pump FP can be reduced, the electric charge consumption can be reduced.
  • the fuel heated by the high-pressure pump 14 is returned to the fuel tank FT via the return passage 13, the fuel in the fuel tank FT is heated, and then the fuel is released to the atmosphere.
  • the valve 27 and the purge control valve 23 are closed to seal the fuel tank FT and the canister 21.
  • a negative pressure can be generated in the fuel tank FT, so that a leak inspection due to the negative pressure can be performed based on the change in the pressure value detected by the pressure sensor 31.
  • the fuel heated by the high pressure pump 14 is returned to the return passage 13.
  • the fuel is returned to the fuel tank FT via the fuel tank FT to heat the fuel in the fuel tank FT.
  • a positive pressure can be generated in the fuel tank FT, so that a leak inspection by the positive pressure can be performed based on the change in the pressure value detected by the pressure sensor 31.
  • a pump for generating a differential pressure in the fuel tank FT becomes unnecessary.
  • a differential pressure negative pressure or positive pressure
  • the leak inspection can be surely performed. Therefore, according to the evaporated fuel treatment device 1 of the present embodiment, leak detection can be performed without providing a new pump, and an opportunity for leak detection can be secured.
  • the second embodiment has the same basic configuration as the first embodiment, but as shown in FIG. 7, a temperature sensor 32 for detecting the temperature inside the fuel tank FT (the temperature inside the tank) is provided. The point is different. That is, in the evaporated fuel processing apparatus 1A of the second embodiment, the temperature sensor 32 is arranged in the fuel tank FT.
  • the evaporated fuel processing device 1A of the present embodiment can also perform negative pressure OBD control or positive pressure OBD control as in the first embodiment.
  • step S43: YES the purge condition is satisfied (step S43: YES) after the IG is turned on (step S41) and the engine ENG is driven (ON) (step S42)
  • the control unit 40 determines the temperature inside the fuel tank FT (step S43: YES). It is determined whether or not the temperature in the tank) is equal to or lower than the predetermined temperature (step S44).
  • the predetermined temperature when the temperature inside the sealed tank drops to the outside air temperature during parking, the temperature at which the negative pressure required for the negative pressure OBD (for example, -3 kPa) can be generated in the fuel tank FT may be set. .. This predetermined temperature may be determined in advance by an experiment.
  • the control unit 40 starts heating the fuel in the fuel tank FT (step S45). That is, as shown by the broken line in FIG. 7, the control unit 40 controls the fuel pump FP and starts returning the fuel heated by the high pressure pump 14 to the fuel tank FT via the return passage 13, or the return fuel. Increase the amount. As a result, the heated return fuel is introduced (or increased) into the fuel tank FT, so that the fuel in the fuel tank FT is heated. The introduction (or increase) of the return fuel into the fuel tank FT is continuously performed during the purge execution with the engine ENG being driven. As a result, the fuel in the fuel tank FT is heated and the pressure in the fuel tank FT (tank internal pressure) is lowered.
  • step S46 when the temperature inside the tank becomes equal to or higher than the predetermined temperature (step S46: YES), the control unit 40 stops the fuel pump FP (or lowers the rotation speed of the fuel pump FP) and enters the fuel tank FT of the return fuel. (Or reduce the amount of return fuel), and end the heating of the fuel in the fuel tank FT (step S47). Then, when the engine ENG is stopped (OFF) (step S48: YES) and the IG is turned OFF (step S49: YES), the control unit 40 determines whether or not the OBD condition is satisfied (step S50). .. If the engine ENG is not stopped (S48: NO), the process returns to S44. If the IG is not turned off (S49: NO), the process returns to the process of S42.
  • the control unit 40 closes the atmosphere release valve 27 and the purge control valve 23 (step S51). As a result, the fuel tank FT and the canister 21 are sealed. Then, since the fuel in the fuel tank FT is sealed in a heated state, the temperature in the fuel tank FT decreases toward the outside air temperature, and the inside of the fuel tank FT becomes a negative pressure.
  • the pressure change (negative differential pressure) of the tank internal pressure from the time when the fuel tank FT and the canister 21 are sealed is equal to or more than a certain value, that is, a predetermined negative pressure (for example, -3 kPa) in the fuel tank FT. Is determined based on the detected value of the pressure sensor 31 (step S52). At this time, if the pressure change is equal to or higher than a certain level (S52: YES), the control unit 40 executes a leak inspection (step S53).
  • the control unit 40 determines whether or not the tank internal pressure detected by the pressure sensor 31 is within the range of the determination value, and determines whether or not there is a leak in the evaporated fuel treatment device 1A.
  • the presence or absence of this leak is determined by a known method. Since the leak inspection is performed by the negative pressure in this way, it is possible to prevent the evaporated fuel adsorbed on the canister 21 from being released during the leak inspection.
  • the judgment value is corrected by the temperature inside the tank.
  • FIGS. 9A, 9B, and 9C By performing control based on the control chart shown in FIG. 8, an example of the control time chart as shown in FIGS. 9A, 9B, and 9C is implemented.
  • FIGS. 9A, 9B and 9C when the engine ENG is started at time T10 and the purge condition is satisfied at time T11, purging is executed and the fuel tank FT with return fuel is used. Fuel heating is carried out. At this time, the heating of the fuel is controlled so that the temperature inside the tank becomes equal to or higher than the predetermined temperature. Then, when the engine ENG is stopped at time T12, the pressure inside the tank decreases, and at time T13, the pressure change in the fuel tank FT becomes equal to or higher than a certain level.
  • a leak check is executed at regular intervals from time T14 to T18. At this time, if the tank internal pressure is within the range of the determination value shown by the broken line in FIG. 9A, it is determined that there is no leak, and if it is outside the range of the determination value, it is determined that there is a leak.
  • the fuel heated by the high-pressure pump 14 is returned to the fuel tank FT via the return passage 13 and returned to the fuel tank FT. Heat the fuel inside.
  • the fuel pump FP is stopped to finish heating the fuel in the fuel tank FT.
  • the purge control valve 23 and the air release valve 27 are operated to seal the fuel tank FT, and a predetermined negative pressure is generated in the fuel tank FT to perform a leak inspection.
  • control unit 40 when the IG is turned on (step S60), the engine ENG is driven (ON) (step S61), and the engine ENG is stopped (OFF) after the warm-up of the engine ENG is completed (step S61). Step S62), it is determined whether or not the OBD condition is satisfied (step S63).
  • the control unit 40 closes the atmosphere release valve 27 and the purge control valve 23 (step S64). As a result, the fuel tank FT and the canister 21 are sealed. Then, the control unit 40 confirms the remaining amount of fuel in the fuel tank FT from the liquid level sensor 30 (step S65). Further, the control unit 40 confirms the outside air temperature from the intake air temperature sensor (step S66) and confirms the temperature inside the tank from the temperature sensor 32 (step S67).
  • the control unit 40 returns the return fuel to the fuel tank FT, which is necessary to generate a positive pressure for performing a leak inspection in the fuel tank FT based on the remaining fuel amount, the outside air temperature, and the temperature inside the tank.
  • the amount is set (step S68).
  • the set amount of the return fuel is basically set based on the remaining amount of fuel, and is corrected by the outside air temperature and the temperature inside the tank. In other words, the smaller the remaining fuel amount, the smaller the set amount of return fuel is set, and when the temperature is high, the set amount of return fuel is corrected to decrease, and when the temperature is low, the set amount of return fuel is corrected. It is corrected so that the set amount of the amount increases.
  • step S69 the control unit 40 starts heating the fuel in the fuel tank FT (step S69). That is, as shown by the broken line in FIG. 7, the control unit 40 controls the drive of the fuel pump FP and starts returning the fuel heated by the high pressure pump 14 to the fuel tank FT via the return passage 13. As a result, the heated return fuel is introduced into the fuel tank FT, so that the fuel in the fuel tank FT is heated. If the OBD condition is not satisfied (S63: NO), this processing routine is terminated.
  • step S70 when the return fuel amount reaches the set amount, that is, when the set amount of return fuel is introduced (returned) into the fuel tank FT (step S70: YES), the control unit 40 stops the fuel pump FP. Then, the introduction of the return fuel into the fuel tank FT is stopped, and the heating of the fuel in the fuel tank FT is completed (step S71).
  • the control unit 40 increases the pressure change (positive differential pressure) of the tank internal pressure from the time when the fuel tank FT and the canister 21 are sealed to a certain level or more, that is, in the fuel tank FT. Whether or not a predetermined positive pressure (for example, 3 kPa) is generated is determined based on the detected value of the pressure sensor 31 (step S72).
  • a predetermined positive pressure for example, 3 kPa
  • step S73 the control unit 40 executes a leak inspection (step S73). That is, at regular intervals, the control unit 40 determines whether or not the tank internal pressure detected by the pressure sensor 31 is within the range of the determination value, and determines whether or not there is a leak in the evaporated fuel treatment device 1. The presence or absence of this leak is determined by a known method. If the pressure change is not equal to or higher than a certain level (S72: NO), this processing routine is terminated without performing a leak inspection.
  • FIGS. 11A, 11B, and 11C By performing control based on the control chart shown in FIG. 10, an example of the control time chart as shown in FIGS. 11A, 11B, and 11C is implemented.
  • the engine ENG is started at time T10, and when the purge condition is satisfied at time T11, purging is executed. At this time, there is almost no change in the tank internal pressure, but the tank internal temperature is heated by the heat from the exhaust pipe or the like. Then, when the engine ENG is stopped at time T12, the fuel in the fuel tank FT is heated by the return fuel. Then, the tank internal pressure will increase. Then, at time T13, the return fuel amount reaches the set amount and the fuel heating is completed.
  • the leak check is executed at regular intervals from time T14 to T16. At this time, if the tank internal pressure is within the range of the determination value shown by the broken line in FIG. 11A, it is determined that there is no leak, and if it is outside the range of the determination value, it is determined that there is a leak.
  • the fuel heated by the high-pressure pump 14 is returned to the fuel tank FT via the return passage 13.
  • the fuel in the fuel tank FT is heated.
  • the fuel pump FP is stopped and the heating of the fuel in the fuel tank FT is completed. In this way, a predetermined positive pressure is generated in the fuel tank FT to perform a leak inspection.
  • the same effect as that of the first embodiment can be obtained without heating the fuel in the fuel tank FT more than necessary. Further, since the rotation speed and the driving time of the fuel pump FP can be reduced, the power consumption can be reduced and the fuel consumption can be improved.
  • the evaporative fuel processing apparatus of the third embodiment will be described with reference to FIG.
  • the third embodiment illustrates a case where the present disclosure is applied to an evaporative fuel treatment device that employs a closed tank.
  • the evaporative fuel processing device 1B of the present embodiment includes a sealing valve 35 for sealing the fuel tank FT, as shown in FIG. That is, in the evaporative fuel processing device 1B of the present embodiment, the sealing valve 35 is provided in the vapor passage 24, and the blocking valve 35 closes to close the fuel tank FT. The opening and closing of the blocking valve 35 is controlled by the control unit 40. Then, the evaporated fuel treatment device 1B of the present embodiment can also perform negative pressure OBD control or positive pressure OBD control as in the first embodiment.
  • control unit 40 performs negative pressure OBD control based on the control chart shown in FIG. That is, after the IG is turned on (step S81), the engine ENG is driven (ON) (step S82), and the purge condition is satisfied (step S83: YES), the control unit 40 has the tank internal pressure near the atmospheric pressure. It is determined whether or not there is (step S84). At this time, the pressure in the fuel tank FT (tank internal pressure) is lowered by executing the purge.
  • Step S86 the control unit 40 controls the fuel pump FP and starts returning the fuel heated by the high pressure pump 14 to the fuel tank FT via the return passage 13. If the tank internal pressure is not near the atmospheric pressure (S84: NO), the process proceeds to S90 described later.
  • step S87 when the engine ENG is stopped (OFF) (step S87: YES), the control unit 40 stops the fuel pump FP, stops the introduction of the return fuel into the fuel tank FT, and enters the fuel tank FT. The heating of the fuel of (step S88) is completed. Next, the control unit 40 turns off (closes) the blocking valve 35 (step S89). Then, when the IG is turned off (step S90: YES), the control unit 40 determines whether or not the OBD condition is satisfied (step S91). If the IG remains ON (S90: NO), the process returns to the process of S82, and the processes of S82 to S90 are repeated.
  • the control unit 40 changes the pressure in the fuel tank FT (tank internal pressure) from the time when the closing valve 35 is closed and the fuel tank FT is closed (negative). Whether or not the differential pressure) is above a certain level, that is, whether or not a predetermined negative pressure (for example, -3 kPa) is generated in the fuel tank FT is determined based on the detected value of the pressure sensor 31 (step S92). At this time, if the pressure change is equal to or higher than a certain level (S92: YES), the control unit 40 executes a leak inspection in the fuel tank FT (step S93).
  • a predetermined negative pressure for example, -3 kPa
  • control unit 40 determines whether or not the tank internal pressure detected by the pressure sensor 31 is within the range of the determination value, and the evaporative fuel processing device 1B determines whether or not the leak in the fuel tank FT occurs. Judge the presence or absence. The presence or absence of this leak is determined by a known method.
  • control unit 40 closes the air release valve 27 and the purge control valve 23 (step S94), and turns on (opens) the blockade valve 35 (step S95). As a result, the inside of the canister 21, the purge passage 22, and the vapor passage 24 is sealed. Then, the control unit 40 executes a leak inspection of each pipe of the canister 21, the purge passage 22, and the vapor passage 24 (step S96). That is, at regular intervals, the control unit 40 determines whether or not the tank internal pressure detected by the pressure sensor 31 is within the range of the determination value, and in the evaporated fuel processing device 1B, the canister 21 and the purge passage 22 and It is determined whether or not there is a leak in each pipe of the vapor passage 24. The presence or absence of this leak is determined by a known method.
  • control unit 40 performs positive pressure OBD control based on the control chart shown in FIG. That is, when the IG is turned on (step S100) and the engine ENG is driven (ON) (step S101: YES), the control unit 40 turns on (opens) the blocking valve 35 (step S102). When the engine ENG is not driven (S101: NO), the control unit 40 determines whether or not the IG is OFF (step S115). At this time, if IG is OFF (S115: YES), the process proceeds to S105. On the other hand, if IG is not OFF (S115: NO), the process returns to S100.
  • step S103 when the engine ENG is stopped (OFF) after the warm-up of the engine ENG is completed (step S103), the control unit 40 turns off (closes) the blocking valve 35 (step S104), and sets the OBD condition. It is determined whether or not it is satisfied (step S105). At this time, if the OBD condition is satisfied (S105: YES), the control unit 40 determines whether or not the tank internal pressure is near the atmospheric pressure (step S106). If the OBD condition is not satisfied (S105: NO), this processing routine is terminated.
  • step S107 the control unit 40 starts heating the fuel in the fuel tank FT (step S107). That is, as shown by the broken line in FIG. 12, the control unit 40 controls the drive of the fuel pump FP and starts returning the fuel heated by the high pressure pump 14 to the fuel tank FT via the return passage 13. As a result, the heated return fuel is introduced into the fuel tank FT, so that the fuel in the fuel tank FT is heated. If the tank internal pressure is not near the atmospheric pressure (S106: NO), the process proceeds to S111, which will be described later.
  • step S108 when the return fuel is introduced (returned) into the fuel tank FT by a predetermined amount (step S108: YES), the control unit 40 stops the fuel pump FP and the fuel tank of the return fuel. The introduction into the FT is stopped, and the heating of the fuel in the fuel tank FT is finished (step S109).
  • the control unit 40 closes the sealing valve 35 and the pressure change (positive differential pressure) of the tank internal pressure from the time when the fuel tank FT is closed is more than a certain value, that is, Whether or not a predetermined positive pressure (for example, 3 kPa) is generated in the fuel tank FT is determined based on the detected value of the pressure sensor 31 (step S110). At this time, if the pressure change is equal to or higher than a certain level (S110: YES), the control unit 40 executes a leak inspection in the fuel tank FT (step S111).
  • a predetermined positive pressure for example, 3 kPa
  • control unit 40 determines whether or not the tank internal pressure detected by the pressure sensor 31 is within the range of the determination value, and the evaporative fuel processing device 1B determines whether or not the leak in the fuel tank FT occurs. Judge the presence or absence. The presence or absence of this leak is determined by a known method.
  • control unit 40 closes the air release valve 27 and the purge control valve 23 (step S112), and turns on (opens) the blockade valve 35 (step S113). As a result, the inside of the canister 21, the purge passage 22, and the vapor passage 24 is sealed. Then, the control unit 40 executes a leak inspection of each pipe of the canister 21, the purge passage 22, and the vapor passage 24 (step S114). That is, at regular intervals, the control unit 40 determines whether or not the tank internal pressure detected by the pressure sensor 31 is within the range of the determination value, and in the evaporated fuel processing device 1B, the canister 21 and the purge passage 22 and It is determined whether or not there is a leak in each pipe of the vapor passage 24. The presence or absence of this leak is determined by a known method.
  • a modified example of positive pressure OBD can be applied as in the first embodiment. That is, in this modification, after starting heating of the fuel in the fuel tank FT by the return fuel, when a predetermined positive pressure (for example, 3 kPa) is generated in the fuel tank FT, the fuel in the fuel tank FT The heating can be completed to prevent unnecessary fuel heating. Therefore, a modified example of the positive pressure OBD will be described with reference to FIG.
  • control unit 40 performs positive pressure OBD control based on the control chart shown in FIG. That is, when the IG is turned on (step S120) and the engine ENG is driven (ON) (step S121: YES), the control unit 40 turns on (opens) the blocking valve 35 (step S122). When the engine ENG is not driven (S121: NO), the control unit 40 determines whether or not the IG is OFF (step S134). At this time, if IG is OFF (S134: YES), the process proceeds to S125. On the other hand, if IG is not OFF (S134: NO), the process returns to S120.
  • step S123 when the engine ENG is stopped (OFF) after the warm-up of the engine ENG is completed (step S123), the control unit 40 turns off (closes) the blocking valve 35 (step S124), and sets the OBD condition. It is determined whether or not it is satisfied (step S125). At this time, if the OBD condition is satisfied (S125: YES), the control unit 40 determines whether or not the tank internal pressure is near the atmospheric pressure (step S126). If the OBD condition is not satisfied (S125: NO), this processing routine is terminated.
  • step S127 the control unit 40 starts heating the fuel in the fuel tank FT (step S127). That is, as shown by the broken line in FIG. 12, the control unit 40 controls the drive of the fuel pump FP and starts returning the fuel heated by the high pressure pump 14 to the fuel tank FT via the return passage 13. As a result, the heated return fuel is introduced into the fuel tank FT, so that the fuel in the fuel tank FT is heated. If the tank internal pressure is not near the atmospheric pressure (S126: NO), the process proceeds to S130, which will be described later.
  • control unit 40 closes the sealing valve 35 to seal the fuel tank FT, and the pressure change (positive differential pressure) in the tank internal pressure is equal to or more than a certain value, that is, a predetermined positive pressure (positive differential pressure) in the fuel tank FT.
  • a predetermined positive pressure positive differential pressure
  • the control unit 40 executes a leak inspection in the fuel tank FT (step S130). That is, at regular intervals, the control unit 40 determines whether or not the tank internal pressure detected by the pressure sensor 31 is within the range of the determination value, and the evaporative fuel processing device 1B determines whether or not the leak in the fuel tank FT occurs. Judge the presence or absence. The presence or absence of this leak is determined by a known method.
  • control unit 40 closes the air release valve 27 and the purge control valve 23 (step S131), and turns on (opens) the blockade valve 35 (step S132). As a result, the inside of the canister 21, the purge passage 22, and the vapor passage 24 is sealed. Then, the control unit 40 executes a leak inspection of each pipe of the canister 21, the purge passage 22, and the vapor passage 24 (step S133). That is, at regular intervals, the control unit 40 determines whether or not the tank internal pressure detected by the pressure sensor 31 is within the range of the determination value, and in the evaporated fuel processing device 1B, the canister 21 and the purge passage 22 and It is determined whether or not there is a leak in each pipe of the vapor passage 24. The presence or absence of this leak is determined by a known method.
  • the same effect as that of the first embodiment can be obtained.
  • the evaporative fuel treatment device 1B of the present embodiment since the sealing valve 35 is provided, the presence or absence of a leak in the fuel tank FT and the presence or absence of a leak in each pipe of the canister 21, the purge passage 22, and the vapor passage 24. It is possible to perform a highly accurate leak inspection that can determine and separately. Since the sealing valve 35 provided in the sealing tank system is used as the control valve for sealing the fuel tank FT, such a highly accurate leak inspection is performed while reducing the cost of the device. be able to.
  • the evaporated fuel treatment apparatus of the fourth embodiment has the same basic configuration as the third embodiment, but as shown in FIG. 16, a temperature sensor 32 for detecting the temperature inside the fuel tank FT (the temperature inside the tank) is provided. The point is different. That is, in the evaporated fuel processing apparatus 1C of the fourth embodiment, the temperature sensor 32 is arranged in the fuel tank FT.
  • the evaporated fuel processing device 1C of the present embodiment can also perform negative pressure OBD control or positive pressure OBD control as in the third embodiment.
  • control unit 40 when the ignition switch (IG) is turned on (step S141), the engine ENG is driven (ON) (step S142), and the purge condition is satisfied (step S143: YES), the control unit 40 Determines whether or not the tank internal pressure is near the atmospheric pressure (step S144). At this time, the pressure in the fuel tank FT (tank internal pressure) is lowered by executing the purge.
  • step S145 the control unit 40 turns on (opens) the blocking valve 35 (step S145), and the temperature inside the fuel tank FT (tank temperature). ) Is below the predetermined temperature (step S146). If the tank internal pressure is not near the atmospheric pressure (S144: NO), the process proceeds to S152, which will be described later. At this time, if the temperature inside the tank is equal to or lower than the predetermined temperature (S146: YES), the control unit 40 starts heating the fuel in the fuel tank FT as shown by the broken line in FIG. 16 (step S147).
  • control unit 40 controls the fuel pump FP and starts returning the fuel heated by the high pressure pump 14 to the fuel tank FT via the return passage 13, or increases the amount of the return fuel.
  • the heated return fuel is introduced (or increased) into the fuel tank FT, so that the fuel in the fuel tank FT is heated.
  • the introduction (or increase) of the return fuel into the fuel tank FT is continuously performed during the purge execution with the engine ENG being driven.
  • step S148 when the temperature inside the tank becomes equal to or higher than the predetermined temperature (step S148: YES), the control unit 40 stops the fuel pump FP (or lowers the rotation speed of the fuel pump FP) and enters the fuel tank FT of the return fuel. (Or reduce the amount of return fuel), and end the heating of the fuel in the fuel tank FT (step S149). Then, when the engine ENG is stopped (OFF) (step S150: YES), the control unit 40 turns off (closes) the blocking valve 35 (step S151).
  • step S152 when the IG is turned off (step S152: YES), the control unit 40 determines whether or not the OBD condition is satisfied (step S153). If the IG remains ON (S153: NO), the process returns to the process of S142, and the processes of S142 to S151 are repeated.
  • the control unit 40 changes the pressure (negative) of the pressure in the fuel tank FT (tank internal pressure) from the time when the closing valve 35 is closed and the fuel tank FT is closed. Whether or not the differential pressure) is above a certain level, that is, whether or not a predetermined negative pressure (for example, -3 kPa) is generated in the fuel tank FT is determined based on the detected value of the pressure sensor 31 (step S154). At this time, if the pressure change is equal to or higher than a certain level (S154: YES), the control unit 40 executes a leak inspection in the fuel tank FT (step S155).
  • a predetermined negative pressure for example, -3 kPa
  • control unit 40 determines whether or not the tank internal pressure detected by the pressure sensor 31 is within the range of the determination value, and the evaporative fuel processing device 1C determines whether or not the leak in the fuel tank FT occurs. Judge the presence or absence. The presence or absence of this leak is determined by a known method.
  • control unit 40 closes the air release valve 27 and the purge control valve 23 (step S156), and turns on (opens) the blockade valve 35 (step S157). As a result, the inside of the canister 21, the purge passage 22, and the vapor passage 24 is sealed. Then, the control unit 40 executes a leak inspection of each pipe of the canister 21, the purge passage 22, and the vapor passage 24 (step S158). That is, at regular intervals, the control unit 40 determines whether or not the tank internal pressure detected by the pressure sensor 31 is within the range of the determination value, and in the evaporated fuel processing device 1C, the canister 21 and the purge passage 22 and It is determined whether or not there is a leak in each pipe of the vapor passage 24. The presence or absence of this leak is determined by a known method.
  • control unit 40 performs positive pressure OBD control based on the control chart shown in FIG. That is, when the IG is turned on (step S160) and the engine ENG is driven (ON) (step S161: YES), the control unit 40 turns on (opens) the blocking valve 35 (step S162). When the engine ENG is not driven (S161: NO), the control unit 40 determines whether or not the IG is OFF (step S179). At this time, if IG is OFF (S179: YES), the process proceeds to S165. On the other hand, if IG is not OFF (S179: NO), the process returns to S160.
  • step S163 when the engine ENG is stopped (OFF) after the warm-up of the engine ENG is completed (step S163), the control unit 40 turns off (closes) the blocking valve 35 (step S164) to set the OBD condition. It is determined whether or not it is satisfied (step S165). At this time, if the OBD condition is satisfied (S165: YES), the control unit 40 determines whether or not the tank internal pressure is near the atmospheric pressure (step S166). If the OBD condition is not satisfied (S165: NO), this processing routine is terminated.
  • the control unit 40 confirms the remaining amount of fuel in the fuel tank FT from the liquid level sensor 30 (step S167). Further, the control unit 40 confirms the outside air temperature from the intake air temperature sensor (step S168) and confirms the temperature inside the tank from the temperature sensor 32 (step S169).
  • the control unit 40 returns the return fuel to the fuel tank FT, which is necessary to generate a positive pressure for performing a leak inspection in the fuel tank FT based on the remaining fuel amount, the outside air temperature, and the temperature inside the tank.
  • the amount is set (step S170).
  • the set amount of the return fuel is basically set based on the remaining amount of fuel, and is corrected by the outside air temperature and the temperature inside the tank. In other words, the smaller the remaining fuel amount, the smaller the set amount of return fuel is set, and when the temperature is high, the set amount of return fuel is corrected to decrease, and when the temperature is low, the set amount of return fuel is corrected. It is corrected so that the set amount of the amount increases.
  • step S171 the control unit 40 starts heating the fuel in the fuel tank FT (step S171). That is, as shown by the broken line in FIG. 16, the control unit 40 controls the drive of the fuel pump FP and starts returning the fuel heated by the high pressure pump 14 to the fuel tank FT via the return passage 13. As a result, the heated return fuel is introduced into the fuel tank FT, so that the fuel in the fuel tank FT is heated.
  • step S172 when the return fuel amount reaches the set amount, that is, when the set amount of return fuel is introduced (returned) into the fuel tank FT (step S172: YES), the control unit 40 stops the fuel pump FP. Then, the introduction of the return fuel into the fuel tank FT is stopped, and the heating of the fuel in the fuel tank FT is completed (step S173).
  • the control unit 40 closes the sealing valve 35 and the pressure change (positive differential pressure) of the tank internal pressure from the time when the fuel tank FT is closed is more than a certain value, that is, Whether or not a predetermined positive pressure (for example, 3 kPa) is generated in the fuel tank FT is determined based on the detected value of the pressure sensor 31 (step S174). At this time, if the pressure change is equal to or higher than a certain level (S174: YES), the control unit 40 executes a leak inspection in the fuel tank FT (step S175).
  • a predetermined positive pressure for example, 3 kPa
  • control unit 40 determines whether or not the tank internal pressure detected by the pressure sensor 31 is within the range of the determination value, and the evaporative fuel processing device 1C determines whether or not the leak in the fuel tank FT occurs. Judge the presence or absence. The presence or absence of this leak is determined by a known method.
  • control unit 40 closes the air release valve 27 and the purge control valve 23 (step S176), and turns on (opens) the blockade valve 35 (step S177).
  • the control unit 40 executes a leak inspection of each pipe of the canister 21, the purge passage 22, and the vapor passage 24 (step S178). That is, at regular intervals, the control unit 40 determines whether or not the tank internal pressure detected by the pressure sensor 31 is within the range of the determination value, and in the evaporated fuel processing device 1C, the canister 21 and the purge passage 22 and It is determined whether or not there is a leak in each pipe of the vapor passage 24. The presence or absence of this leak is determined by a known method.
  • the evaporative fuel treatment device 1C of the present embodiment even when the closed tank system is adopted, the same effect as that of the third embodiment can be obtained without heating the fuel in the fuel tank FT more than necessary. Obtainable.
  • the fifth embodiment has the same basic configuration as the first embodiment, but as shown in FIG. 19, a bypass passage 16 for returning fuel to the fuel tank FT without passing through the high-pressure pump 14 which is a heat receiving portion.
  • the difference is that a switching valve 17 for opening the bypass passage 16 is provided.
  • the switching valve 17 is an example of the "opening / closing valve" of the present disclosure, and is a three-way valve in the present embodiment.
  • a bypass passage 16 connecting the fuel passage 12 and the return passage 13 is provided in the fuel tank FT, and the bypass passage 16 is opened or shut off by the switching valve 17. Then, the pressure regulator 15 is arranged in the fuel tank FT via the switching valve 17.
  • the switching valve 17 is connected to the control unit 40, and the bypass passage 16 is opened or shut off by being ON / OFF controlled by the control unit 40.
  • the switching valve 17 is turned on and bypassed.
  • the passage 16 is opened, and the fuel supplied from the inside of the fuel tank FT to the fuel passage 12 by the fuel pump FP is returned to the fuel tank FT via the bypass passage 16.
  • the switching valve 17 is OFF, the bypass passage 16 is shut off, and the fuel supplied from the fuel tank FT to the fuel passage 12 by the fuel pump FP passes through the high pressure pump 14 and passes through the return passage 13. Is returned to the fuel tank FT.
  • the switching valve 17 is turned on by the control unit 40 and the bypass passage 16 is opened. As shown by the broken line, the fuel is returned into the fuel tank FT through the bypass passage 16 without passing through the high pressure pump 14. Therefore, it is possible to prevent the heated return fuel from being returned to the fuel tank FT. As a result, it is possible to prevent the fuel in the fuel tank FT from being heated more than necessary.
  • the pressure regulator 15, the bypass passage 16 and the switching valve 17 are arranged in the fuel tank FT, but the pressure adjusting device 15, the bypass passage 16 and the switching valve 17 are arranged in the fuel tank. It is not limited to within the FT. However, by arranging them in the fuel tank FT as in the present embodiment, these can be integrated with the fuel pump module, so that the assembly cost can be reduced.
  • the above-described embodiment is merely an example and does not limit the present disclosure in any way, and it goes without saying that various improvements and modifications can be made without departing from the gist thereof.
  • the engine system including the high pressure pump 14 is illustrated, but the present disclosure can be applied to the engine system not provided with the high pressure pump 14.
  • a delivery pipe 18 is provided, the fuel is heated by receiving heat from the engine ENG in the delivery pipe 18, and the heated fuel is passed through the return passage 13 to the fuel tank. Returned to FT (see dashed line in FIG. 20).
  • the delivery pipe 18 is an example of the “heat receiving portion from the internal combustion engine” of the present disclosure.
  • the device in which the delivery pipe 18 is provided is illustrated in the first embodiment, the delivery pipe 18 can also be provided in the second to fifth embodiments without providing the high pressure pump 14. ..
  • the pressure regulator 15 is provided near the engine ENG, but the pressure regulator 15 may be provided in the middle of the return passage 13. Therefore, for example, as shown in FIG. 21, it may be provided in the fuel tank FT as in the fifth embodiment. By doing so, the pressure regulator 15 can be integrated with the fuel pump module, so that the assembly cost can be reduced.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)

Abstract

L'invention concerne un dispositif de traitement de combustible vaporisé dans lequel un passage de combustible ou un passage de retour est pourvu d'une partie de réception de chaleur pour la chaleur provenant d'un moteur à combustion interne, et une unité de commande amène une pompe à combustible à être actionnée après que le moteur à combustion interne a été chauffé, ce qui permet de renvoyer le combustible chauffé par la partie de réception de chaleur à un réservoir de combustible par l'intermédiaire du passage de retour, et l'unité de commande effectue une détection de fuite sur la base d'un changement dans une valeur de pression détectée par un capteur de pression après le chauffage du combustible à l'intérieur du réservoir de combustible et la génération d'une différence de pression à l'intérieur du réservoir de combustible.
PCT/JP2020/027100 2019-08-30 2020-07-10 Dispositif de traitement de combustible vaporisé WO2021039152A1 (fr)

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JPH11218457A (ja) * 1998-01-30 1999-08-10 Mazda Motor Corp 燃料タンク内圧センサの故障検出装置
JP2003035215A (ja) * 2001-07-25 2003-02-07 Denso Corp 燃料温度推定装置及び異常診断装置
JP2003056416A (ja) * 2001-08-09 2003-02-26 Denso Corp エバポガスパージシステムのリーク診断装置
JP2009275685A (ja) * 2008-05-19 2009-11-26 Toyota Motor Corp 車両の故障診断装置
JP2010133363A (ja) * 2008-12-05 2010-06-17 Honda Motor Co Ltd 蒸発燃料処理系のリーク判定装置
JP2015516065A (ja) * 2012-05-04 2015-06-04 イナジー・オートモーティブ・システムズ・リサーチ・（ソシエテ・アノニム） 燃料システムの漏出を検出するための方法及びシステム
JP2013137035A (ja) * 2013-04-08 2013-07-11 Toyota Motor Corp エバポ系リーク診断装置

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