JP2615939B2 - Self-diagnosis device in fuel evaporative gas diffusion prevention device - Google Patents
Self-diagnosis device in fuel evaporative gas diffusion prevention deviceInfo
- Publication number
- JP2615939B2 JP2615939B2 JP28733288A JP28733288A JP2615939B2 JP 2615939 B2 JP2615939 B2 JP 2615939B2 JP 28733288 A JP28733288 A JP 28733288A JP 28733288 A JP28733288 A JP 28733288A JP 2615939 B2 JP2615939 B2 JP 2615939B2
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- air
- fuel ratio
- evaporative gas
- tank
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- 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
- F02M25/0809—Judging failure of purge control system
Landscapes
- 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)
Description
【発明の詳細な説明】 ［産業上の利用分野］ この発明は燃料蒸発ガス拡散防止装置における自己診
断装置に関するものである。Description: TECHNICAL FIELD The present invention relates to a self-diagnosis device in a fuel evaporative gas diffusion prevention device.
［従来技術］ 従来から燃料タンク内の揮発燃料（燃料蒸発ガス）を
キャニスタに導きキャニスタ内の活性炭に吸着させ、さ
らに吸気管に導いて燃焼させる燃料蒸発ガス拡散防止装
置が広く知られている。又、この燃料蒸発ガス拡散防止
装置において、キャニスタから吸気管に導く量を制御す
る方法が、例えば、特開昭63−85237号公報に示されて
いる。[Prior Art] Conventionally, there has been widely known a fuel-evaporation-gas diffusion preventing device in which volatile fuel (fuel evaporative gas) in a fuel tank is guided to a canister, adsorbed on activated carbon in the canister, and further guided to an intake pipe for combustion. A method of controlling the amount of gas introduced from the canister to the intake pipe in the fuel evaporative gas diffusion preventing device is disclosed in, for example, JP-A-63-85237.
［発明が解決しようとする課題］ ところが、これらの装置では、燃料が正しく吸入・燃
焼されたことを検出することができないために、仮に燃
料蒸発ガスの導入通路に詰まり等が発生した場合には燃
料タンク内の圧力が異常に高くなったり、キャニスタに
設けられた安全弁を通じて燃料が大気中に大量に蒸発し
てしまう虞がある。[Problems to be Solved by the Invention] However, these devices cannot detect that the fuel has been properly sucked and burned. There is a possibility that the pressure in the fuel tank becomes abnormally high or that a large amount of fuel evaporates into the atmosphere through a safety valve provided in the canister.
この発明の目的は、燃料蒸発ガス拡散防止装置の異常
を判定し燃料蒸発ガスが正しく吸入・燃焼されたことを
検出することができる自己診断装置を提供することにあ
る。SUMMARY OF THE INVENTION It is an object of the present invention to provide a self-diagnosis device capable of judging abnormality of a fuel evaporative gas diffusion preventing device and detecting that fuel evaporative gas has been correctly sucked and burned.
［課題を解決するための手段］ この発明は、燃料タンクと連通し、当該燃料タンクの
燃料蒸発ガスを吸着する活性炭を収納したキャニスタ
と、前記キャニスタと内燃機関の吸気管とを連通する放
出通路と、前記放出通路中に設けられ、当該放出通路を
開閉する開閉手段と、内燃機関への混合気の空燃比を検
出する空燃比検出手段と、前記開閉手段を制御して前記
前記放出通路を開及び閉動作し、そのときの前記空燃比
検出手段による空燃比の変化により異常の有無を判定す
る判定手段と、前記判定手段にて異常有りと判定したと
き警告する警告手段とを備えた燃料蒸発ガス拡散防止装
置における自己診断装置をその要旨とするものである。Means for Solving the Problems The present invention relates to a canister that communicates with a fuel tank and stores activated carbon that adsorbs fuel evaporative gas from the fuel tank, and a discharge passage that communicates the canister with an intake pipe of an internal combustion engine. Opening / closing means provided in the discharge passage, for opening and closing the discharge passage, air-fuel ratio detection means for detecting an air-fuel ratio of the air-fuel mixture to the internal combustion engine, and controlling the opening / closing means to open the discharge passage. Opening and closing operations, fuel comprising: determining means for determining the presence or absence of an abnormality based on a change in the air-fuel ratio by the air-fuel ratio detecting means at that time; and warning means for warning when the determining means determines that there is an abnormality. The gist is a self-diagnosis device in the evaporative gas diffusion prevention device.
また前記燃料タンクのタンク内圧力を検出するタンク
内圧力検出手段を備え、前記判定手段は前記タンク内圧
力検出手段により検出されたタンク内圧力が所定圧力以
上のときに、前記開閉手段を制御してそのときの前記空
燃比検出手段による空燃比の変化により異常の有無を判
定してもよい。The fuel cell system further includes a tank pressure detecting means for detecting a tank pressure of the fuel tank, wherein the determining means controls the opening / closing means when the tank pressure detected by the tank pressure detecting means is equal to or higher than a predetermined pressure. The presence or absence of an abnormality may be determined based on a change in the air-fuel ratio by the air-fuel ratio detecting means at that time.
［作用］ 本発明の特許請求の範囲第１項の記載によると、判定
手段は、開閉手段を制御して放出通路を開及び閉動作
し、そのときの空燃比検出手段による空燃比の変化によ
り異常の有無を判定する。そして、判定手段にて異常有
りと判定したとき警告手段にて警告される。また本発明
の特許請求の範囲第２項の記載によると、判定手段はタ
ンク内圧力検出手段により検出されたタンク内圧力が所
定圧力以上のときに、開閉手段を制御してそのときの前
記空燃比検出手段による空燃比の変化により異常の有無
を判定する。[Operation] According to the first aspect of the present invention, the determining means controls the opening / closing means to open and close the discharge passage, and the determination means detects the change in the air-fuel ratio by the air-fuel ratio detecting means at that time. Determine the presence or absence of an abnormality. When the determining means determines that there is an abnormality, a warning is issued by the warning means. According to the second aspect of the present invention, the judging means controls the opening / closing means when the tank internal pressure detected by the tank internal pressure detecting means is equal to or higher than a predetermined pressure, and controls the empty space at that time. The presence or absence of an abnormality is determined based on a change in the air-fuel ratio by the fuel ratio detecting means.
［実施例］ 以下、この発明を具体化した一実施例を図面に従って
説明する。Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
車両には第１図に示す内燃機関としての多気筒エンジ
ン１が搭載され、このエンジン１には吸気管２（吸気
路）と排気管３が接続されている。吸気管２の各シリン
ダ吸気部には電磁式の燃料噴射弁４が設けられるととも
に、吸気管２にはスロットル弁５が設けられる。さら
に、排気管３には空燃比検出手段としてのO2センサ６が
設けられ、同センサ６は排気中の酸素濃度に応じた電圧
信号を出力する。A vehicle is equipped with a multi-cylinder engine 1 as an internal combustion engine shown in FIG. 1, and an intake pipe 2 (intake path) and an exhaust pipe 3 are connected to the engine 1. Each cylinder intake portion of the intake pipe 2 is provided with an electromagnetic fuel injection valve 4, and the intake pipe 2 is provided with a throttle valve 5. Further, the exhaust pipe 3 is provided with an O 2 sensor 6 as air-fuel ratio detecting means, and the sensor 6 outputs a voltage signal corresponding to the oxygen concentration in the exhaust gas.
前記燃料噴射弁４に燃料を供給する燃料供給系統は、
燃料タンク７の燃料が燃料ポンプ８にて燃料フィルタ９
を介して各噴射弁４へと圧送されるとともに、調圧弁10
にて各噴射弁４に供給される燃料が所定圧力に調整され
る。燃料タンク７の天井面にはタンク内圧力検出手段と
しての圧力センサ11が設けられている。この圧力センサ
11はタンク７内の燃料の蒸発圧力を検出する。A fuel supply system for supplying fuel to the fuel injection valve 4 includes:
The fuel in the fuel tank 7 is supplied to a fuel pump 8 by a fuel filter 9.
To each injection valve 4 through a pressure control valve 10
The fuel supplied to each injection valve 4 is adjusted to a predetermined pressure. A pressure sensor 11 is provided on the ceiling surface of the fuel tank 7 as pressure detection means in the tank. This pressure sensor
Numeral 11 detects the evaporation pressure of the fuel in the tank 7.
その燃料タンク７の天井部と吸気系のサージタンク12
とはパージ管13にて連通され、そのパージ管13の途中に
は活性炭を収納したキャニスタ14が配設されている。そ
して、燃料タンク７の燃料蒸発ガスがキャニスタ14内の
活性炭に吸着される。又、キャニスタ14には安全弁18が
設けられ、燃料蒸発ガスが所定圧力以上になったときに
は該安全弁18が開き燃料蒸発ガスを大気中に排出するよ
うになっている。The ceiling of the fuel tank 7 and the surge tank 12 of the intake system
Is communicated with a purge pipe 13, and a canister 14 containing activated carbon is arranged in the middle of the purge pipe 13. Then, the fuel evaporation gas in the fuel tank 7 is adsorbed on the activated carbon in the canister 14. Further, a safety valve 18 is provided in the canister 14, and the safety valve 18 is opened when the fuel evaporative gas becomes higher than a predetermined pressure to discharge the fuel evaporative gas to the atmosphere.
パージ管13はキャニスタ14よりもサージタンク12側を
放出通路13aとし、この放出通路13a途中にパージ用電磁
弁（以下、パージ弁という）15を設けている。The purge pipe 13 has a discharge passage 13a closer to the surge tank 12 than the canister 14, and a purge solenoid valve (hereinafter, purge valve) 15 is provided in the discharge passage 13a.
このパージ弁15は、バネ（図示略）により常には弁体
15aがシート部15bを開く方向に付勢されているが、コイ
ル15cを励磁することにより弁体15aがシート部15bを閉
じるようになっている。従って、パージ弁15の消磁によ
り放出通路13aが開き、パージ弁15の励磁により放出通
路13aが閉じるようになっている。This purge valve 15 is always a valve body by a spring (not shown).
The valve 15a is biased in a direction to open the seat 15b, but the valve 15a closes the seat 15b by exciting the coil 15c. Therefore, the release passage 13a is opened by the demagnetization of the purge valve 15, and the release passage 13a is closed by the excitation of the purge valve 15.
マイクロコンピュータを内蔵した判定手段としての制
御回路16はスロットル弁５の開度を検出するスロットル
センサ（図示略）からのスロットル開度信号と、エンジ
ン１の回転数を検出する回転数センサ（図示略）からの
エンジン回転数信号と、吸入空気量を検出する吸気量セ
ンサ（図示略）からの吸入空気量信号と、エンジン冷却
水の温度を検出する水温センサ（図示略）からの冷却水
温信号と、吸入空気温度を検出する吸気温センサ（図示
略）からの吸気温信号を入力する。そして、制御回路16
はこれらの信号からスロットル弁５の開度、エンジン回
転数、吸気量、エンジン冷却水の温度、吸気温を検知す
る。A control circuit 16 as a judging means incorporating a microcomputer includes a throttle opening signal from a throttle sensor (not shown) for detecting the opening of the throttle valve 5 and a rotation speed sensor (not shown) for detecting the rotation speed of the engine 1. ), An intake air amount signal from an intake air amount sensor (not shown) for detecting an intake air amount, and a cooling water temperature signal from a water temperature sensor (not shown) for detecting the temperature of engine cooling water. And an intake air temperature signal from an intake air temperature sensor (not shown) for detecting the intake air temperature. Then, the control circuit 16
Detects the opening of the throttle valve 5, the engine speed, the intake air amount, the temperature of the engine cooling water, and the intake air temperature from these signals.
又、制御回路16は前記O2センサ６からの信号を入力す
る（第２図参照）。又、制御回路16はエンジン回転数と
吸気量により基本噴射時間を求め、基本噴射時間に対し
フィードバック補正係数FAF等による補正を行い最終噴
射時間を求め、前記燃料噴射弁４による所定の噴射タイ
ミングでの燃料噴射を行なわせる。The control circuit 16 inputs a signal from the O 2 sensor 6 (see FIG. 2). Further, the control circuit 16 obtains a basic injection time from the engine speed and the intake air amount, corrects the basic injection time by a feedback correction coefficient FAF or the like to obtain a final injection time, and obtains a final injection time at a predetermined injection timing by the fuel injection valve 4. Is performed.
又、制御回路16は前記圧力センサ11からの信号を入力
する。さらに、制御回路16は前記パージ弁15と接続さ
れ、該パージ弁15を開閉制御する。又、車両のインスト
ルメントパネルには警告手段としての警告ランプ17が設
けられ、制御回路16と接続されている。Further, the control circuit 16 inputs a signal from the pressure sensor 11. Further, the control circuit 16 is connected to the purge valve 15, and controls the opening and closing of the purge valve 15. A warning lamp 17 as warning means is provided on the instrument panel of the vehicle, and is connected to the control circuit 16.
次に、このように構成した制御回路16の動作を説明す
る。Next, the operation of the control circuit 16 thus configured will be described.
まず、空燃比のフィードバック制御を第３図に基づい
て説明すると、第２図に示すように、制御回路16はO2セ
ンサ６の出力電圧と比較電圧Vrefとを比較して混合気の
リッチ・リーンの判定を行う。そして、制御回路16はス
テップ100で、フィードバック制御のための条件が成立
しているか否かを判断する。これは、エンジン水温が40
℃以上で、かつスロットル開度が70゜以下であるときに
その条件が揃ったと判断する。制御回路16はその条件が
成立しないと、ステップ101でフィードバック補正係数F
AF＝1.0を設定する。First is explained with reference to the feedback control of the air-fuel ratio in FIG. 3, as shown in FIG. 2, the control circuit 16 is rich of the mixture by comparing the comparison voltage Vref and the output voltage of the O 2 sensor 6 Perform a lean decision. Then, in step 100, the control circuit 16 determines whether or not a condition for feedback control is satisfied. This means that the engine water temperature is 40
It is judged that the condition is satisfied when the temperature is at least ℃ and the throttle opening is at most 70 °. If the condition is not satisfied, the control circuit 16 determines in step 101 that the feedback correction coefficient F
Set AF = 1.0.
そして、制御回路16はO2センサ６からの信号によりス
テップ102で空燃比がリッチであるか否かを判断して、
リッチの場合はステップ103で前回の検出結果と比較し
リーンからリッチに反転したか否かを判断する。制御回
路16はリーンからリッチに反転すると、ステップ104で
フィードバック補正係数FAF−α（αはスキップ量）を
新たなフィードバック補正係数FAFとするとともに、リ
ーンからリッチに反転がないとステップ105でフィード
バック補正係数FAF−β（βは積分量，α≫β）を新た
なフィードバック補正係数FAFとする。Then, the control circuit 16 determines whether or not the air-fuel ratio is rich in step 102 based on the signal from the O 2 sensor 6,
In the case of rich, in step 103, it is compared with the previous detection result to determine whether or not the lean has been inverted to rich. When the control circuit 16 inverts from lean to rich, the feedback correction coefficient FAF-α (α is the skip amount) is used as a new feedback correction coefficient FAF in step 104, and when there is no inversion from lean to rich, feedback correction is performed in step 105. The coefficient FAF-β (β is an integral amount, α≫β) is set as a new feedback correction coefficient FAF.
又、制御回路16は前記ステップ102において、リーン
の場合はステップ106で前回の検出結果と比較してリッ
チからリーンに反転したか否かを判断する。制御回路16
はリッチからリーンに反転すると、ステップ107でフィ
ードバック補正係数FAF＋α（αはスキップ量）を新た
なフィードバック補正係数FAFとするとともに、リッチ
からリーンに反転がないとステップ108でフィードバッ
ク補正係数FAF＋β（βは積分量）を新たなフィードバ
ック補正係数FAFとする。Further, in step 102, in the case of lean, in step 102, the control circuit 16 determines in step 106 whether or not the state has been inverted from rich to lean by comparing with the previous detection result. Control circuit 16
Is inverted from rich to lean, the feedback correction coefficient FAF + α (α is the skip amount) is set as a new feedback correction coefficient FAF in step 107, and if there is no inversion from rich to lean, the feedback correction coefficient FAF + β (β is Integral amount) as a new feedback correction coefficient FAF.
従って、このステップ102〜108の処理によりリッチと
リーンとの間で反転があると燃料噴射量を増減すべくフ
ィードバック補正係数FAFを階段状に変化（スキップ）
させるとともに、リッチ又はリーンのときにはフィード
バック補正係数FAFを徐々に増減させる。Therefore, if there is a reversal between rich and lean due to the processing of steps 102 to 108, the feedback correction coefficient FAF is changed stepwise so as to increase or decrease the fuel injection amount (skip).
And at the time of rich or lean, the feedback correction coefficient FAF is gradually increased or decreased.
又、制御回路16はステップ109で圧力センサ11により
燃料タンク７内のタンク内圧力が所定の圧力より大き
く、かつパージ弁15を開放させているか否かを判断す
る。そして、制御回路16は、その条件を満たしていない
と、ステップ110でフィードバック補正係数FAFが0.8≦F
AF≦1.2の範囲内に入るようにガードし、又、ステップ1
09の条件を満たしているときにはパージ中には空燃比が
リッチとなるので、スキップ111で下限値を変更してフ
ィードバック補正係数FAFが0.7≦FAF≦1.2の範囲内に入
るようにガードする。In step 109, the control circuit 16 determines whether the pressure in the fuel tank 7 is higher than a predetermined pressure and whether the purge valve 15 is opened by the pressure sensor 11. If the condition is not satisfied, the control circuit 16 determines in step 110 that the feedback correction coefficient FAF is 0.8 ≦ F
Guard so that it is within the range of AF ≤ 1.2.
When the condition of 09 is satisfied, the air-fuel ratio becomes rich during the purge. Therefore, the lower limit is changed in skip 111 to guard the feedback correction coefficient FAF so as to fall within the range of 0.7 ≦ FAF ≦ 1.2.
第４図に示すように、制御回路16はステップ200で内
蔵したタイマによる時間が０〜４秒の間はステップ300
で異常判定ルーチンを実行し、タイマによる時間が４〜
30秒の間はステップ400でパージ弁15を開放しキャニス
タ14とエンジン１の吸気系とを連通状態にする。即ち、
30秒のうち０〜４秒の間は異常判定ルーチンを実行し、
４〜30秒をキャニスタ14とエンジン１の吸気系とを連通
状態にする動作を繰返し行なっている。As shown in FIG. 4, the control circuit 16 returns to step 300 when the time set by the timer built in step 200 is 0 to 4 seconds.
To execute the abnormality determination routine, and the timer
During the period of 30 seconds, the purge valve 15 is opened in step 400 to make the canister 14 and the intake system of the engine 1 in communication. That is,
The abnormality determination routine is executed for 0 to 4 seconds out of 30 seconds,
The operation of making the canister 14 and the intake system of the engine 1 communicate with each other is repeated for 4 to 30 seconds.
異常判定ルーチンを第５図に基づいて詳細に説明する
と、制御回路16はステップ301で圧力センサ11により燃
料タンク７内のタンク内圧力が所定の圧力より大きいか
否かを判断し、大きいとステップ302でパージ弁15を閉
じ、燃料蒸発ガスの吸気系への排出を停止させる。そし
て、制御回路16はステップ303で判定条件が成立してい
るか否かを判定する。これは、そのときのフィードバッ
ク補正係数FAFが所定の範囲内に入っているとき判定条
件が揃ったと判断する。The abnormality determination routine will be described in detail with reference to FIG. 5. In step 301, the control circuit 16 determines whether or not the pressure in the fuel tank 7 is higher than a predetermined pressure by the pressure sensor 11 in step 301. At 302, the purge valve 15 is closed, and the discharge of the fuel evaporative gas to the intake system is stopped. Then, the control circuit 16 determines in Step 303 whether the determination condition is satisfied. In this case, when the feedback correction coefficient FAF at that time falls within a predetermined range, it is determined that the determination conditions are satisfied.
制御回路16はステップ304でO2センサ６が正常に作動
しているか否かを判断する。これは、第２図に示したよ
うにO2センサ６の出力信号の電圧値が境界電圧V1,V2を
クロスして変化していることを確認することにより行な
われる。Control circuit 16 determines whether the O 2 sensor 6 is operating normally in step 304. This is done by confirming that the voltage value of the output signal of the O 2 sensor 6 as shown in Figure 2 has changed to cross the boundary voltages V1, V2.
制御回路16は前記ステップ304でO2センサ６が正常に
作動していることを確認後、ステップ305でパージ弁15
を開放したときのフィードバック補正係数FAFのスキッ
プ処理直前の値の過去６回分の平均値▲▼と、
パージ弁15を閉じたときのフィードバック補正係数FAF
のスキップ処理直前の値の過去６回分の平均値▲
▼とを比較（両者の差（▲▼−▲
▼）が所定値以上か未満か）することによりパージ弁15
の開放状態からパージ弁15が閉じたことにより空燃比が
リーンになったか否かを判断する。The control circuit 16 confirms that the O 2 sensor 6 is operating normally in step 304, and then in step 305 the purge valve 15
The average value of the past six times of the value immediately before the skip processing of the feedback correction coefficient FAF when
Feedback correction coefficient FAF when purge valve 15 is closed
Average of the last 6 values of the value immediately before skip processing
Compare with ▼ (difference between both (▲ ▼-▲
▼) is greater than or less than a predetermined value).
It is determined whether or not the air-fuel ratio has become lean due to the closing of the purge valve 15 from the open state.
即ち、パージ弁15を開けキャニスタ14の活性炭に吸着
された燃料蒸発ガスを吸気管２内へ供給している状態か
ら、パージ弁15を閉じ燃料蒸発ガスの吸気管２内への供
給を停止した時に、燃料蒸発ガス拡散防止装置が正常な
らば、第６図に示すように空燃比（FAF）はリーンとな
る。しかし、パージ管13の詰まりにより燃料蒸発ガス拡
散防止装置に異常があると、第２図に示すように、パー
ジ弁15を閉じ燃料蒸発ガスの吸気管２内への供給は停止
した時に、空燃比（FAF）はリーンとはならない。That is, from the state where the purge valve 15 is opened to supply the fuel evaporative gas adsorbed to the activated carbon of the canister 14 into the intake pipe 2, the purge valve 15 is closed to stop the supply of the fuel evaporative gas into the intake pipe 2. At this time, if the fuel evaporative gas diffusion preventing device is normal, the air-fuel ratio (FAF) becomes lean as shown in FIG. However, if there is an abnormality in the fuel evaporative gas diffusion preventing device due to the clogging of the purge pipe 13, as shown in FIG. 2, when the purge valve 15 is closed and the supply of the fuel evaporative gas into the intake pipe 2 is stopped, the air becomes empty. Fuel ratio (FAF) is not lean.
そして、前記ステップ305で制御回路16はリーンにな
らず異常有りと判断すると、ステップ306で警告ランプ1
7を点灯させ乗員に知らせる。又、その異常の警告によ
りパージ管13の詰まり等の燃料蒸発ガス拡散防止装置の
異常原因が取除かれると、ステップ305で制御回路16は
リーンと判定し、ステップ307で警告ランプ17を消灯さ
せる。尚、警告ランプ17による警告の開始・終了は適当
なディレーを設けてもよい。If the control circuit 16 determines in step 305 that there is an abnormality without leaning, the warning lamp 1 is determined in step 306.
Light 7 to notify the crew. Further, when the cause of the abnormality of the fuel evaporative gas diffusion prevention device such as the clogging of the purge pipe 13 is removed by the warning of the abnormality, the control circuit 16 determines that the operation is lean in step 305 and turns off the warning lamp 17 in step 307. . The start and end of the warning by the warning lamp 17 may be provided with an appropriate delay.
このように本実施例によれば、圧力センサ11により燃
料タンク７内のタンク内圧力を検出し、所定圧力以上の
ときに、充分な量の燃料が蒸発していると判断してパー
ジ弁15を制御して放出通路13aを開及び閉動作し、その
ときのO2センサ６による空燃比（FAF）の変化により異
常の有無を判定するようにした。従って、放出通路13a
の詰まり等の異常を確実に検出して燃料が正しく吸入・
燃焼されたことを確認することができる。つまり、燃料
タンク７内の圧力が異常に高くなったり、キャニスタ14
に設けられた安全弁18を通じて燃料が大気中に大量に蒸
発してしまうことを未然に防止することができる。As described above, according to this embodiment, the pressure sensor 11 detects the tank internal pressure in the fuel tank 7, and when the pressure is equal to or higher than the predetermined pressure, it is determined that a sufficient amount of fuel has been evaporated, and the purge valve 15 Is controlled to open and close the discharge passage 13a, and the presence or absence of an abnormality is determined based on a change in the air-fuel ratio (FAF) by the O 2 sensor 6 at that time. Therefore, the discharge passage 13a
Abnormalities such as clogging of fuel are reliably detected and fuel is
It can be confirmed that it was burned. That is, the pressure inside the fuel tank 7 becomes abnormally high, or the canister 14
It is possible to prevent a large amount of fuel from evaporating into the atmosphere through the safety valve 18 provided in the vehicle.
［発明の効果］ 以上詳述したようにこの発明によれば、燃料蒸発ガス
拡散防止装置の異常を判定し燃料蒸発ガスが正しく吸入
・燃焼されたことを検出することができる優れた効果を
発揮する。[Effects of the Invention] As described above in detail, according to the present invention, an excellent effect of judging an abnormality of the fuel evaporative gas diffusion preventing device and detecting that the fuel evaporative gas is correctly sucked and burned is exhibited. I do.
第１図は実施例のエンジン回りの構成を示す図、第２図
は各種処理を示すタイムチャート、第３図は実施例の作
用を説明するためのフローチャート、第４図は実施例の
作用を説明するためのフローチャート、第５図は実施例
の作用を説明するためのフローチャート、第６図は各種
処理を示すタイムチャートである。 ２は吸気管、６は空燃比検出手段としてのO2センサ、７
は燃料タンク、11はタンク内圧力検出手段としての圧力
センサ、13aは放出通路、14はキャニスタ、15は開閉手
段としてのパージ弁、16は判定手段としての制御回路、
17は警告手段としての警告ランプ。FIG. 1 is a diagram showing the configuration around the engine of the embodiment, FIG. 2 is a time chart showing various processes, FIG. 3 is a flowchart for explaining the operation of the embodiment, and FIG. 4 is an operation of the embodiment. FIG. 5 is a flowchart for explaining the operation of the embodiment, and FIG. 6 is a time chart showing various processes. 2 is an intake pipe, 6 is an O 2 sensor as air-fuel ratio detecting means, 7
Is a fuel tank, 11 is a pressure sensor as tank pressure detecting means, 13a is a release passage, 14 is a canister, 15 is a purge valve as opening / closing means, 16 is a control circuit as determining means,
17 is a warning lamp as a warning means.
フロントページの続き (72)発明者 野村 肇 愛知県刈谷市昭和町１丁目１番地 日本 電装株式会社内 (72)発明者 小林 昭雄 愛知県刈谷市昭和町１丁目１番地 日本 電装株式会社内 (72)発明者 近藤 利雄 愛知県刈谷市昭和町１丁目１番地 日本 電装株式会社内Continuing from the front page (72) Inventor Hajime Nomura 1-1-1, Showa-cho, Kariya-shi, Aichi Japan Inside Denso Co., Ltd. (72) Inventor Akio Kobayashi 1-1-1, Showa-cho, Kariya-shi, Aichi Japan Nihon Denso Co., Ltd. (72 Inventor Toshio Kondo 1-1-1, Showa-cho, Kariya-shi, Aichi Japan Inside Denso Co., Ltd.
Claims (2)
料蒸発ガスを吸着する活性炭を収納したキャニスタと、 前記キャニスタと内燃機関の吸気路とを連通する放出通
路と、 前記放出通路中に設けられ、当該放出通路を開閉する開
閉手段と、 内燃機関へ混合気の空燃比を検出する空燃比検出手段
と、 前記開閉手段を制御して前記前記放出通路を開及び閉動
作し、そのときの前記空燃比検出手段による空燃比の変
化により異常の有無を判定する判定手段と、 前記判定手段にて異常有りと判定したとき警告する警告
手段と を備えた燃料蒸発ガス拡散防止装置における自己診断装
置。1. A canister communicating with a fuel tank and containing activated carbon for adsorbing fuel evaporative gas from the fuel tank, a discharge passage communicating the canister with an intake passage of an internal combustion engine, and a discharge passage provided in the discharge passage. Opening and closing means for opening and closing the release passage; air-fuel ratio detection means for detecting the air-fuel ratio of the air-fuel mixture to the internal combustion engine; and controlling the opening and closing means to open and close the release passage. A self-diagnosis device for a fuel evaporative gas diffusion prevention device, comprising: a determination unit that determines the presence or absence of an abnormality based on a change in air-fuel ratio by the air-fuel ratio detection unit; and a warning unit that warns when the determination unit determines that there is an abnormality. .
タンク内圧力検出手段を備え、 前記判定手段は前記タンク内圧力検出手段により検出さ
れたタンク内圧力が所定圧力以上のときに、前記開閉手
段を制御してそのときの前記空燃比検出手段による空燃
比の変化により異常の有無を判定する特許請求の範囲第
１項に記載の燃料蒸発ガス拡散防止装置における自己診
断装置。2. The apparatus according to claim 2, further comprising a tank pressure detecting means for detecting a tank pressure of the fuel tank, wherein the judging means opens and closes when the tank pressure detected by the tank pressure detecting means is equal to or higher than a predetermined pressure. 2. A self-diagnosis device in a fuel evaporative gas diffusion prevention device according to claim 1, wherein said means controls the means and judges the presence or absence of an abnormality based on a change in the air-fuel ratio by said air-fuel ratio detection means at that time.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28733288A JP2615939B2 (en) | 1988-11-14 | 1988-11-14 | Self-diagnosis device in fuel evaporative gas diffusion prevention device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28733288A JP2615939B2 (en) | 1988-11-14 | 1988-11-14 | Self-diagnosis device in fuel evaporative gas diffusion prevention device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02136558A JPH02136558A (en) | 1990-05-25 |
| JP2615939B2 true JP2615939B2 (en) | 1997-06-04 |
Family
ID=17715997
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP28733288A Expired - Fee Related JP2615939B2 (en) | 1988-11-14 | 1988-11-14 | Self-diagnosis device in fuel evaporative gas diffusion prevention device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2615939B2 (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5203870A (en) * | 1990-06-28 | 1993-04-20 | Toyota Jidosha Kabushiki Kaisha | Method and apparatus for detecting abnormal state of evaporative emission-control system |
| US5230319A (en) * | 1990-10-05 | 1993-07-27 | Toyota Jidosha Kabushiki Kaisha | Apparatus for detecting malfunction in evaporated fuel purge system |
| US5284050A (en) * | 1991-04-08 | 1994-02-08 | Nippondenso Co., Ltd. | Self-diagnosis apparatus in system for prevention of scattering of fuel evaporation gas |
| JPH04309816A (en) * | 1991-04-08 | 1992-11-02 | Nippondenso Co Ltd | Flow rate detector for vaporized fuel gas |
| JP3089687B2 (en) * | 1991-04-12 | 2000-09-18 | 株式会社デンソー | Fuel evaporative gas state detector |
| JP3407313B2 (en) * | 1991-09-02 | 2003-05-19 | 株式会社デンソー | Control device for internal combustion engine |
| JP2750644B2 (en) * | 1992-03-27 | 1998-05-13 | 本田技研工業株式会社 | Failure diagnosis device for evaporative fuel suppression device |
| DE102008000759A1 (en) | 2008-03-19 | 2009-09-24 | Robert Bosch Gmbh | Method and device for testing the functionality of a tank ventilation valve |
| CN112412667B (en) * | 2020-12-04 | 2021-11-19 | 安徽江淮汽车集团股份有限公司 | Low desorption pipeline diagnosis method, diagnosis terminal, vehicle and storage medium |
-
1988
- 1988-11-14 JP JP28733288A patent/JP2615939B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH02136558A (en) | 1990-05-25 |
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