JPS6394063A - Evaporated fuel treating device for engine - Google Patents
Evaporated fuel treating device for engineInfo
- Publication number
- JPS6394063A JPS6394063A JP23822686A JP23822686A JPS6394063A JP S6394063 A JPS6394063 A JP S6394063A JP 23822686 A JP23822686 A JP 23822686A JP 23822686 A JP23822686 A JP 23822686A JP S6394063 A JPS6394063 A JP S6394063A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- purge
- engine
- acceleration
- evaporated fuel
- 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.)
- Granted
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 95
- 230000001133 acceleration Effects 0.000 claims abstract description 48
- 238000010926 purge Methods 0.000 abstract description 49
- 238000002347 injection Methods 0.000 abstract description 15
- 239000007924 injection Substances 0.000 abstract description 15
- 238000001514 detection method Methods 0.000 description 6
- 238000004891 communication Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 5
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 230000008020 evaporation Effects 0.000 description 3
- 238000001704 evaporation Methods 0.000 description 3
- 239000002828 fuel tank Substances 0.000 description 3
- 230000003247 decreasing effect Effects 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 241001589086 Bellapiscis medius Species 0.000 description 1
- 239000003463 adsorbent Substances 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000007562 laser obscuration time method Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Landscapes
- Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
Abstract
Description
【発明の詳細な説明】
(産業上の利用分野)
本発明は、燃料タンク等から然発し・た蒸発燃料をエン
ジンに供給するようにしたエンジンの蒸発燃料処理装置
の改良に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an improvement in an engine vaporized fuel processing device that supplies vaporized fuel spontaneously emitted from a fuel tank or the like to the engine.
(従来の技術)
従来より、エンジンの蒸発燃料処理装置として、例えば
実開昭58−51049号公報に開示される如く、蒸発
燃料を捕集づ°る活性炭を内装するキャニスタと、該ギ
Vニスタからエンジンの吸気系に蒸発燃料を供給するパ
ージ通路とを備えて、エンジン運転の際には該蒸発燃料
を空気とともに吸気系ヘパージして蒸発燃料が大気中に
放出されるのを防止するようとするものがある。(Prior Art) Conventionally, as disclosed in Japanese Utility Model Application Publication No. 58-51049, a canister containing activated carbon for collecting evaporated fuel, and a canister containing activated carbon for collecting evaporated fuel have been conventionally used as an evaporative fuel processing device for an engine. A purge passage for supplying evaporated fuel from the engine to the intake system of the engine is provided, and during engine operation, the evaporated fuel is purged to the intake system together with air to prevent the evaporated fuel from being released into the atmosphere. There is something to do.
(発明が解決しようとする問題点〉
ところで、エンジンの加速運転時には空燃比変動が激し
いという問題があるが、上記公報のものではエンジンの
加速運転時にも蒸発燃料がパージされるため、加速運転
時の空燃比変動が蒸発燃料のパージにより助長され、そ
の結果、エミッション性能が悪化するという欠点がある
。(Problems to be Solved by the Invention) By the way, there is a problem that the air-fuel ratio fluctuates sharply when the engine is running at an accelerated speed, but in the above-mentioned publication, vaporized fuel is purged even when the engine is running at an accelerated speed. This has the disadvantage that air-fuel ratio fluctuations are exacerbated by the purge of evaporated fuel, resulting in deterioration of emission performance.
本発明は斯かる点に鑑みてなされたものであり、その目
的は、エンジンの加速運転時には吸気系への蒸発燃料の
パージを制限することにより、加速運転時における空燃
比変動が助長されるのを防止することにある。The present invention has been made in view of the above, and its purpose is to prevent air-fuel ratio fluctuations during acceleration by restricting the purge of evaporated fuel to the intake system during engine acceleration. The goal is to prevent
(問題点を解決するための手段)
上記目的を達成するため、本発明の解決手段は、第1図
に示すように、蒸発燃料を捕集する蒸発燃料捕集手段1
0と、該蒸発燃料捕集手段10の蒸発燃料を吸気系に供
給する蒸発燃料供給手段16とを備えたエンジンの蒸発
燃料処理装置を対象とする。そして、エンジンの加速運
転時を検出する加速運転時検出手段31と、該加速運転
時検出手段31の出力を受け、エンジンの加速運転時に
上記蒸発燃料供給手段16による蒸発燃料の供給量を制
限する制限手段32とを設ける構成としたものである。(Means for Solving the Problems) In order to achieve the above object, the solving means of the present invention is as shown in FIG.
The present invention is directed to an evaporative fuel processing device for an engine, which is equipped with a evaporative fuel supply means 16 for supplying evaporative fuel from the evaporative fuel collecting means 10 to an intake system. Then, an acceleration operation detection means 31 detects the acceleration operation of the engine, and the output of the acceleration operation detection means 31 is received to limit the amount of vaporized fuel supplied by the vaporized fuel supply means 16 during the acceleration operation of the engine. The configuration is such that a restriction means 32 is provided.
(作用)
以上の構成により、本発明で−は、蒸発燃料捕集手段1
0で捕集された蒸発燃料が蒸発燃料供給手段16によっ
て、エンジンの吸気系に供給されるが、エンジンの加速
運転時には、それが加速運転時検出手段31により検出
され、この加速運転時検出手段31の出力を受けた制限
手段32により上記蒸発燃料の供給mが制限される。し
たがって、加速運転時の空燃比の変動の助長が可及的に
防止される。(Function) With the above configuration, in the present invention, the evaporated fuel collecting means 1
The evaporated fuel collected at 0 is supplied to the intake system of the engine by the evaporated fuel supply means 16, and during acceleration operation of the engine, it is detected by the acceleration operation detection means 31. The supply m of the vaporized fuel is limited by the limiting means 32 which receives the output of the fuel vapor. Therefore, the promotion of fluctuations in the air-fuel ratio during accelerated driving is prevented as much as possible.
(実施例)
以下、本発明の実施例を第2図以下の図面に基づいて説
明する。(Example) Hereinafter, an example of the present invention will be described based on the drawings from FIG. 2 onwards.
第2図は、本発明に係るエンジンの蒸発燃料処理装置の
全体構成を示し、1はエンジン、2は一端が大気に連通
し、他端が上記エンジン1に間口して、吸気をエンジン
1に供給するための吸気通路であって、該吸気通路2に
は、上流端に吸入空気を清浄化するエアクリーナ3と、
該エアクリーナ3の下流側で吸入空気量を制御するスロ
ワ1−ル弁4と、該スロットル弁4下流側で吸入空気量
の変動を11!!iするサージタンク5と、さらにその
下流側で燃料をエンジン1に向って噴射供給する燃料噴
射弁6とが各々配設されている。FIG. 2 shows the overall configuration of the evaporative fuel processing system for an engine according to the present invention, in which 1 is the engine, 2 has one end communicating with the atmosphere, and the other end opening into the engine 1 to supply intake air to the engine 1. The intake passage 2 has an air cleaner 3 at its upstream end that cleans intake air;
A throttle valve 4 controls the amount of intake air on the downstream side of the air cleaner 3, and a throttle valve 4 controls fluctuations in the amount of intake air on the downstream side of the throttle valve 4. ! A surge tank 5 that injects fuel into the engine 1, and a fuel injection valve 6 that injects and supplies fuel toward the engine 1 are provided downstream of the surge tank 5.
また、燃料タンク7の上部には、蒸発管8を通じて蒸発
した蒸発燃料を吸着する蒸発燃料捕集手段としてのキャ
ニスタ10が配置されている。該キャニスタ10は円筒
形状のケーシング10a内に吸着材10bが収納されて
なり、該ケーシング10a内の下部空間部は連通管13
を介してサイドフレーム14のf′A断面内(大気)に
連通し、ケーシング10a内の上部空間部には上記蒸発
管8と、蒸発燃料を吸気通路2に流通させるためのパー
ジ通路11とが連通接続している。そして、該パージ通
路11の他端は、上記吸気通路2のスロットル弁4下流
側近傍に開口するパージ供給口12に連通接続され、パ
ージ通路11の途中には、蒸発燃料の供給を調整するた
めのパージ弁15が介設されている。該パージ弁15は
、パージ通路11の中途部が開口する連通室15aと、
該連通¥15aへのパージ通路11の開口端11aを開
閉づるダイヤフラム15bと、該ダイヤフラム15bに
より連通室15aと区画された負圧室15Cと、該負圧
室15cに縮装されダイヤフラム15bを閉じる方向に
付勢するスプリング15dとを備えてなる。上記負圧室
15cは負圧導入通路18を介して、上記吸気通路2の
スロットル弁4直上流に開口する負圧取出口17 (V
Cホール)に連通されていて、スロットル弁4が所定開
度以上開かれたとき、つまりアイドル運転時を除く通常
運転時に負圧取出口17に発生する吸気負圧を負圧室1
5cに導入するようにしている。そして、上記負圧導入
通路18には三方弁よりなるパージ切換弁19が介設さ
れ、該パージ切換弁19の切換えにより上記パージ弁1
5の負圧室15cの圧力が大気圧と吸気通路2の吸気負
圧とに切換えられ、蒸発燃料のパージが調整される。ず
なわら、負圧室15cに吸気角EEが導入されていると
きには、この吸気負圧によりダイヤフラム15bがスプ
リング15dのf(勢力に抗して聞いて、蒸発燃料がパ
ージ通路11を介して、吸気通路2にパージされる。一
方、負圧室15cが大気に開放されると、スプリング1
5dの付勢力によりダイヤフラム15bが閉じられパー
ジ通路11がrJ1塞されて吸気通路2への蒸発燃料の
パージは行われない。Further, a canister 10 is arranged above the fuel tank 7 as a means for collecting evaporated fuel that adsorbs evaporated fuel that has evaporated through the evaporation tube 8 . The canister 10 has an adsorbent 10b housed in a cylindrical casing 10a, and a lower space inside the casing 10a is connected to a communication pipe 13.
The evaporation pipe 8 and the purge passage 11 for distributing the evaporated fuel to the intake passage 2 are in communication with the f'A cross section (atmosphere) of the side frame 14 through the casing 10a, and in the upper space inside the casing 10a are the evaporation pipe 8 and a purge passage 11 for circulating the evaporated fuel to the intake passage 2. There is a continuous connection. The other end of the purge passage 11 is connected to a purge supply port 12 that opens near the downstream side of the throttle valve 4 of the intake passage 2. A purge valve 15 is provided. The purge valve 15 includes a communication chamber 15a which is opened in the middle of the purge passage 11;
A diaphragm 15b that opens and closes the opening end 11a of the purge passage 11 to the communication ¥15a, a negative pressure chamber 15C separated from the communication chamber 15a by the diaphragm 15b, and a negative pressure chamber 15C that is compressed into the negative pressure chamber 15c and closes the diaphragm 15b. It is provided with a spring 15d that biases in the direction. The negative pressure chamber 15c is connected via a negative pressure introduction passage 18 to a negative pressure outlet 17 (V
C hole), and when the throttle valve 4 is opened to a predetermined opening degree or more, that is, during normal operation excluding idling operation, the intake negative pressure generated at the negative pressure outlet 17 is transferred to the negative pressure chamber 1.
I am trying to introduce it in 5c. A purge switching valve 19 consisting of a three-way valve is interposed in the negative pressure introduction passage 18, and when the purge switching valve 19 is switched, the purge valve 1
The pressure in the negative pressure chamber 15c of No. 5 is switched between atmospheric pressure and the intake negative pressure of the intake passage 2, and the purge of evaporated fuel is adjusted. However, when the intake angle EE is introduced into the negative pressure chamber 15c, the diaphragm 15b moves against the force of the spring 15d due to this intake negative pressure, and the evaporated fuel flows through the purge passage 11. is purged into the intake passage 2. On the other hand, when the negative pressure chamber 15c is opened to the atmosphere, the spring 1
The diaphragm 15b is closed by the biasing force 5d, the purge passage 11 is closed rJ1, and the evaporated fuel is not purged into the intake passage 2.
しかして、上記パージ通路11およびパージ弁15によ
りキャニスタ10(蒸発燃料捕集手段)の蒸発燃料を吸
気系に供給する蒸発燃料供給手段16が構成されている
。The purge passage 11 and the purge valve 15 constitute a fuel vapor supply means 16 that supplies the fuel vapor in the canister 10 (fuel vapor collecting means) to the intake system.
尚、上記パージ通路11において、20はキャニスタ1
0で捕集した蒸発燃料が燃料タンク7へ逆流するのを防
ぐ逆止弁である。In addition, in the purge passage 11, 20 is the canister 1.
This is a check valve that prevents the evaporated fuel collected at 0 from flowing back into the fuel tank 7.
さらに、第2図において、21は吸気通路2のスロット
ル弁4の上流側かつエアクリーナ3の下1ffl!lで
吸入空気量を検出するエアフローセンサ、22はスロッ
トル弁4の開度を検出するスロットル弁開度センサ、2
3は上記負圧心入通路18の圧力(吸気通路2のスロッ
トル弁4下流の圧力)が所定値以下になるとオン作動す
る負圧スイッチであって、上記センサおよびスイッチ2
1〜23の各検出信号は水温センサSw T %エンジ
ン回転数センサSERの検出信号とともに、CPUやR
A M等を内aするコント0−ラ24に入力されていて
、該コントローラ24により上記燃料噴射弁6およびパ
ージ切換弁19が各々制御されて、エンジン1への燃料
噴射量と、吸入空気への蒸発燃料のパージとが各々1I
iI整される。Furthermore, in FIG. 2, 21 is 1ffl on the upstream side of the throttle valve 4 in the intake passage 2 and below the air cleaner 3! 1 is an air flow sensor that detects the amount of intake air; 22 is a throttle valve opening sensor that detects the opening of the throttle valve 4;
Reference numeral 3 denotes a negative pressure switch that is turned on when the pressure in the negative pressure center entry passage 18 (the pressure downstream of the throttle valve 4 in the intake passage 2) becomes a predetermined value or less;
Each of the detection signals 1 to 23 is sent to the CPU and R
The controller 24 controls the fuel injection valve 6 and the purge switching valve 19, respectively, and controls the amount of fuel injected into the engine 1 and the intake air. and 1I purge of evaporated fuel, respectively.
iI is adjusted.
第3図tよ上記コントローラ24の内部構成を示し、第
3図において、25はエンジン回転数センサSEPおよ
びエアフローセンサ21の信号を受けて基本燃料噴射パ
ルス幅τOを演算するパルス演算回路、26はスロット
ル弁開度センサ22の開度信号を受けて開度変化率を演
nし、該開度変化率の値から加速判定を行う加速判定回
路、27は該加速判定回路26の信号を受けて加速はに
応じた燃料I@錦パルスの加速増量率CACを演算する
加速増m演口回路、28は上記パルス演算回路25、加
速増量演算回路27等の信号を受けて最終燃料噴射パル
スτをτ−τ0X(1+CAC)に基づいて篩用する総
合演算回路であって、該総合演算回路28の信号は燃料
噴射弁6に出力され、燃料噴射弁6から上記燃料噴射パ
ルスτに応じた燃料を噴射するようになされている。ま
た、2つは上記加速増m演粋回路27の出力を受は加速
増量率CACの大きさに応じて蒸発燃料のパージを行う
べきかを判別し、蒸発燃料のパージを行うときには上記
パージ切換弁19を、パージ弁15の負圧室15cに吸
気負圧を導入するようt1j御する一方、パージを行わ
ないときには該負圧室15cを大気に開放するように制
御するパージ制御回路である。FIG. 3t shows the internal configuration of the controller 24. In FIG. 3, 25 is a pulse calculation circuit that receives signals from the engine rotation speed sensor SEP and the air flow sensor 21 and calculates the basic fuel injection pulse width τO, and 26 is a pulse calculation circuit. An acceleration determination circuit 27 receives the opening signal from the throttle valve opening sensor 22, calculates the opening change rate, and determines acceleration based on the value of the opening change rate. For acceleration, an acceleration increase m-port circuit calculates an acceleration increase rate CAC of the fuel I@Nishiki pulse according to the acceleration, and 28 receives signals from the pulse calculation circuit 25, acceleration increase calculation circuit 27, etc., and calculates the final fuel injection pulse τ. It is a general calculation circuit that sieves based on τ-τ0X(1+CAC), and the signal of the general calculation circuit 28 is output to the fuel injection valve 6, and the fuel according to the fuel injection pulse τ is injected from the fuel injection valve 6. It is designed to be sprayed. The second part receives the output of the acceleration increase m calculation circuit 27 and determines whether to purge the evaporated fuel according to the magnitude of the acceleration increase rate CAC, and when purging the evaporated fuel, switches the purge. This is a purge control circuit that controls the valve 19 so as to introduce the intake negative pressure into the negative pressure chamber 15c of the purge valve 15, and to open the negative pressure chamber 15c to the atmosphere when purging is not performed.
次に、上記コントローラ24による燃料供給m制御およ
び蒸発燃料のパージ制御を第4図のフローチャートに基
づいて説明する。Next, the fuel supply m control and vaporized fuel purge control by the controller 24 will be explained based on the flowchart of FIG. 4.
第4図において、ステップS1でエンジン回転数、吸入
空気■およびスロトル弁4の開度TVOの信号値の読み
込みを行い、ステップS2で上記ステップS+で読み込
んだエンジン回転数および吸入空気量の条件に応じて燃
料の基本燃料パルス幅τOを演痒し、ステップS3で、
上記スロットル弁fff1度TVcl)変化*d TV
O/dl設定(iaAより大きいか否かを判別する。ス
テップS3での判定がd TVO/dt>AであるYE
Sのときには、加速運転中と判断して、ステップS4で
燃料噴射パルスの加速増量率CACを設定値Aに設定し
てステップS7に進む一方、ステップS3での判定がd
TVo/dt≦AであるNOの加速運転時でないとぎに
はステップS5に移行し1、ステップS5で加速増量率
CACが零か否かを判別し、加速増量率CACが零でな
いNoのときには加速後の定常運転への移行時と判断し
てステップS6で加速増量率CACを所定mΔAずつ徐
々に減少させる処理を行い、CAC=0のYESのとき
と共にステップS7に)[む。ステップS7では加速1
曽沿率CACがOか否かを判別し、CAC=OであるY
ESのときには、加速運転時でない定常運転時と判断し
て、ステップS8で上記パージ制御回路2つによって上
記パージ弁15を閉作動させるように上記パージ切換弁
1つを制御して蒸発燃料のパージを行う。一方、ステッ
プSアに+1′3りる判定がCAC≠0のNoである加
速運転時およびその直後のときにはステップS9に進ん
で、パージ制御回路2つにより上記パージ弁15を閉作
動させるようにパージ切換弁19を切換えて蒸発燃r1
のパージをカットする。そして、ステップS +oで上
記総合演算回路28により算出された燃料噴射パルス幅
(τO・(1+CAc)+でDA)でちって上記燃料噴
射弁6を駆動して、この燃料噴射パルス幅に応じて燃料
の噴射を行う。尚、ここで、τBAは燃料噴射パルスの
バラブリ補正弁である。In FIG. 4, in step S1, the signal values of the engine speed, intake air ■, and opening degree TVO of the throttle valve 4 are read, and in step S2, the conditions of the engine speed and intake air amount read in step S+ are applied. The basic fuel pulse width τO of the fuel is calculated accordingly, and in step S3,
Above throttle valve fff1 degree TVcl) change *d TV
O/dl setting (determine whether it is larger than iaA. YE if the determination in step S3 is dTVO/dt>A)
When S, it is determined that the acceleration operation is in progress, and the acceleration increase rate CAC of the fuel injection pulse is set to the set value A in step S4, and the process proceeds to step S7, while the determination in step S3 is d.
If TVo/dt≦A (NO), which is not the acceleration operation, the process moves to step S51, and in step S5 it is determined whether the acceleration increase rate CAC is zero, and if the acceleration increase rate CAC is not zero (No), the operation is accelerated. Determining that it is time to transition to a later steady state operation, the acceleration increase rate CAC is gradually decreased by a predetermined mΔA in step S6, and when CAC=0 (YES), the process proceeds to step S7). In step S7, acceleration 1
Determine whether or not the so-correspondence ratio CAC is O, and determine whether CAC=O.
In the case of ES, it is determined that the operation is not in acceleration operation but in steady operation, and in step S8, the two purge control circuits control one of the purge switching valves to close the purge valve 15 to purge the evaporated fuel. I do. On the other hand, during acceleration operation where the determination of +1'3 in step SA is No, CAC≠0, and immediately after that, the process proceeds to step S9, and the two purge control circuits close the purge valve 15. Switch the purge switching valve 19 to evaporated fuel r1
Cut the purge. Then, in step S+o, the fuel injection valve 6 is driven with the fuel injection pulse width (DA at τO·(1+CAc)+) calculated by the general calculation circuit 28, and the fuel injection valve 6 is driven according to the fuel injection pulse width. Perform fuel injection. Note that here, τBA is a fuel injection pulse variation correction valve.
以上のフローにおいて、ステップS3によりエンジンの
加速運転時を検出する加速運転時検出手段31が構成さ
れ、ステップS9により該加速運転時検出手段31の出
力を受け、エンジンの加速運転時に蒸発燃料供給手段1
6による蒸発燃料の供給0を制限づる制限手段32が構
成されている。In the above flow, step S3 configures an acceleration operation detecting means 31 for detecting the acceleration operation of the engine, and step S9 receives the output of the acceleration operation detection means 31, and receives the output of the acceleration operation detecting means 31, and receives the output of the acceleration operation detecting means 31 in step S9. 1
A limiting means 32 for limiting the supply of evaporated fuel by 6 is configured.
したがって、上記実施例では、第5図に示ずように、エ
ンジンの加速運転時、蒸発燃料のパージがカットされる
ので、空燃比変動の激しい加速運転時に蒸発撚ネ31の
パージによる空燃比変動の助長が有効に防止される。Therefore, in the above embodiment, as shown in FIG. 5, the purging of the evaporative fuel is cut off during acceleration operation of the engine, so that the air-fuel ratio fluctuates due to the purge of the evaporative twister 31 during acceleration operation where air-fuel ratio fluctuations are large. The promotion of this is effectively prevented.
さらに、加速後の定常運転への移行時(第5図における
加速運転終了後の所定時間t1又はjz)には、加速取
置率CACを漸次減少させながら蒸発燃料のパージカッ
トが行われる。よって、加速運転終了直後の加速増量時
にも空燃比変動の助長が確実に防止される。Furthermore, at the time of transition to steady operation after acceleration (predetermined time t1 or jz after the end of acceleration operation in FIG. 5), a purge cut of evaporated fuel is performed while gradually decreasing the acceleration reserve rate CAC. Therefore, the increase in air-fuel ratio fluctuation is reliably prevented even when the acceleration amount is increased immediately after the end of acceleration operation.
尚、制限手段32として、上記実施例では蒸発燃料のパ
ージをカットするようにしたが、パージ量を減少させる
ようにしてもよく、またその構造も、種々の開閉弁、流
R調整弁等を使用することができる。In the above embodiment, the restricting means 32 cuts off the purge of vaporized fuel, but it may also reduce the purge amount, and its structure may include various on-off valves, flow R adjustment valves, etc. can be used.
(発明の効果)
以上説明したように、エンジンの吸入空気に蒸発燃料を
パージづるエンジンの蒸発燃料処理装置において、加速
運転時には蒸発燃料のパージを制限するようにしたので
、加速運転時における空燃比の変動が、蒸発燃料のパー
ジによってさらに助長されるのを有効に防止することが
できる。(Effects of the Invention) As explained above, in an engine vapor fuel processing device that purges vapor fuel into the intake air of the engine, the purging of vapor fuel is limited during acceleration operation, so that the air-fuel ratio during acceleration operation is reduced. It is possible to effectively prevent fluctuations in the fuel temperature from being further exacerbated by purging of evaporated fuel.
第1図は本発明の構成を示すブロック図である。
第2図〜第5図は本発明の実施例を示し、第2図はその
仝体構成図、第3図はコントローラ内部構成を示すブロ
ック図、第4図はコントローラによる制御手順を示すフ
ローチャー1−図、第5図は作fll説明図である。
10・・・キャニスタ(蒸発燃料供給手段)、16・・
・蒸発燃料供給手段、31・・・加速運転時検出手段、
32・・・制限手段。
第1図
第4図FIG. 1 is a block diagram showing the configuration of the present invention. 2 to 5 show an embodiment of the present invention, FIG. 2 is a block diagram of the body, FIG. 3 is a block diagram showing the internal configuration of the controller, and FIG. 4 is a flowchart showing the control procedure by the controller. Figure 1 and Figure 5 are full explanatory diagrams. 10... Canister (evaporated fuel supply means), 16...
- Evaporated fuel supply means, 31... acceleration operation detection means,
32...Restriction means. Figure 1 Figure 4
Claims (1)
燃料捕集手段の蒸発燃料を吸気系に供給する蒸発燃料供
給手段とを備えるとともに、エンジンの加速運転時を検
出する加速運転時検出手段と、該加速運転時検出手段の
出力を受け、エンジンの加速運転時に上記蒸発燃料供給
手段による蒸発燃料の供給量を制限する制限手段とを備
えたことを特徴とするエンジンの蒸発燃料処理装置。(1) Acceleration operation that includes a fuel vapor collection means that collects fuel vapor and a fuel vapor supply means that supplies the fuel vapor from the fuel vapor collection means to the intake system, and detects when the engine is being accelerated. An evaporative fuel for an engine, characterized in that it is equipped with: a time detecting means; and a limiting means that receives the output of the accelerating operation detecting means and limits the amount of evaporative fuel supplied by the evaporative fuel supply means during accelerating operation of the engine. Processing equipment.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP61238226A JPH0799124B2 (en) | 1986-10-07 | 1986-10-07 | Evaporative fuel processor for engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP61238226A JPH0799124B2 (en) | 1986-10-07 | 1986-10-07 | Evaporative fuel processor for engine |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS6394063A true JPS6394063A (en) | 1988-04-25 |
JPH0799124B2 JPH0799124B2 (en) | 1995-10-25 |
Family
ID=17027021
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP61238226A Expired - Lifetime JPH0799124B2 (en) | 1986-10-07 | 1986-10-07 | Evaporative fuel processor for engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH0799124B2 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5386811A (en) * | 1992-09-18 | 1995-02-07 | Regie Nationale Des Usines Renault | Device for recovery of fuel vapors |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS50102733A (en) * | 1974-01-25 | 1975-08-14 | ||
JPS5654375U (en) * | 1979-09-29 | 1981-05-12 |
-
1986
- 1986-10-07 JP JP61238226A patent/JPH0799124B2/en not_active Expired - Lifetime
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS50102733A (en) * | 1974-01-25 | 1975-08-14 | ||
JPS5654375U (en) * | 1979-09-29 | 1981-05-12 |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5386811A (en) * | 1992-09-18 | 1995-02-07 | Regie Nationale Des Usines Renault | Device for recovery of fuel vapors |
Also Published As
Publication number | Publication date |
---|---|
JPH0799124B2 (en) | 1995-10-25 |
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