Canister evaporative fuel adsorption amount measuring device

Abstract

To provide a canister evaporative fuel adsorption amount measuring device capable of more accurately measuring the mass of a canister (adsorbent), i.e., the amount of evaporative fuel adsorbed, even while the vehicle is running.SOLUTION: A canister evaporative fuel adsorption amount measuring device 5 comprises: a canister 70 having a cylindrical adsorbent 76 that is rotatably provided about an axis (rotational axis) 77 extending in the longitudinal direction of the vehicle and adsorbs evaporative fuel generated in a fuel tank 80; an electric motor 78 that rotates the adsorbent 76; and an ECU 50 that rotationally drives the electric motor 78 and calculates the moment of inertia of the adsorbent 76 based on the shaft torque and the angular acceleration derived from changes in the rotational speed of the axis (rotational axis) 77, and calculates the mass of the adsorbent 76 based on the moment of inertia of the adsorbent 76 and the radius of the adsorbent 76.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a canister vapor adsorption amount measuring device for measuring the amount of vapor adsorbed by a canister that adsorbs vapor generated in a fuel tank. [Background technology]

[0002] Conventionally, in order to prevent the release of evaporated fuel generated in a fuel tank into the environment (atmosphere), an evaporated fuel treatment device (evaporative purge system) has been widely used. This device temporarily adsorbs the evaporated fuel onto an adsorbent material in a canister, and then draws the adsorbed evaporated fuel into the engine's intake system under specified operating conditions, where it is combusted and treated.

[0003] For example, Patent Document 1 discloses a technology (vehicle control device) in which a strain gauge is provided for each layer of activated carbon in a canister, the weight of each layer of activated carbon is measured while the vehicle is parked, and purge control is performed while the vehicle is running according to the weight. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-275684 Summary of the Invention [Problem to be solved by the invention]

[0005] However, the technology (vehicle control device) disclosed in Patent Document 1 is significantly affected by vertical vibrations of the vehicle, and therefore cannot accurately (precisely) measure the weight of the canister (adsorbent), i.e., the amount of adsorbed fuel vapor, while the vehicle is moving.

[0006] The present invention has been made to solve the above problems, and aims to provide a canister evaporative fuel adsorption amount measuring device that can more accurately measure the mass of the canister (adsorbent), i.e., the amount of evaporative fuel adsorbed, even while the vehicle is running. [Means for solving the problem]

[0007] One aspect of the present invention provides a canister evaporative fuel adsorption amount measuring device that includes a canister having a cylindrical adsorbent that is rotatable around an axis and adsorbs evaporated fuel generated in a fuel tank, a rotary drive means for rotating the adsorbent, a rotation speed detection means for detecting the rotation speed of the axis, a torque detection means for detecting the axial torque of the axis, and a control unit that drives the rotary drive means to rotate and calculates the moment of inertia of the adsorbent based on the angular acceleration and axial torque obtained as a change in the rotation speed of the axis, and calculates the mass of the adsorbent based on the moment of inertia of the adsorbent and the radius of the adsorbent.

[0008] According to one aspect of the present invention, a cylindrical adsorbent for adsorbing fuel vapor generated in a fuel tank is rotatably mounted around an axis. As the rotary drive means is rotated (the adsorbent is rotated), the moment of inertia of the adsorbent is calculated based on the angular acceleration and axial torque obtained as a change in the rotation speed of the shaft. The mass of the adsorbent is then calculated based on the moment of inertia of the adsorbent and the radius of the adsorbent. Therefore, the measurement of the adsorbent mass is less susceptible to vehicle body vibrations, and the adsorbent mass, i.e., the amount of adsorbed fuel vapor, can be measured more accurately (with high precision) even when vehicle body vibrations occur while the vehicle is traveling. [Effects of the Invention]

[0009] According to the present invention, it is possible to more accurately measure the mass of the canister (adsorbent), i.e., the amount of adsorbed fuel vapor, even while the vehicle is running. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a diagram showing the configuration of an evaporated fuel treatment device to which a canister evaporated fuel adsorption amount measuring device according to an embodiment is applied, and an engine equipped with the evaporated fuel treatment device; [Figure 2] 1 is a diagram illustrating a configuration of a main part of a canister-evaporative fuel adsorption amount measuring device according to an embodiment of the present invention; [Figure 3] 4 is a flowchart showing the procedure of a canister mass measurement process (a process for measuring an amount of adsorbed evaporated fuel) performed by the device for measuring an amount of adsorbed evaporated fuel in a canister according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts will be designated by the same reference numerals. In addition, the same elements will be designated by the same reference numerals in each drawing, and redundant explanations will be omitted.

[0012] First, the configuration of the canister evaporated fuel adsorption amount measuring device 5 according to the embodiment will be described with reference to Figures 1 and 2. Figure 1 is a diagram showing the configuration of an evaporated fuel processing device 1 to which the canister evaporated fuel adsorption amount measuring device 5 is applied, and an engine 10 equipped with the evaporated fuel processing device 1. Figure 2 is a diagram showing a schematic configuration of the main parts of the canister evaporated fuel adsorption amount measuring device 5.

[0013] The engine 10 is, for example, a horizontally opposed four-cylinder gasoline engine. The engine 10 is a direct-injection engine that directly injects fuel into the cylinders. In the engine 10, air is drawn in through an air cleaner 16, throttled by an electronically controlled throttle valve (hereinafter simply referred to as a "throttle valve") 13 provided in an intake pipe 15, and then passes through an intake manifold 11 and is drawn into each cylinder formed in the engine 10. The amount of air drawn in through the air cleaner 16 (the amount of air drawn into the engine 10) is detected by an air flow meter 14 disposed between the air cleaner 16 and the throttle valve 13. A vacuum sensor 30 is disposed inside a collector (surge tank) that constitutes the intake manifold 11, and detects the pressure inside the intake manifold 11 (intake manifold pressure). The throttle valve 13 is also provided with a throttle opening sensor 31 that detects the opening of the throttle valve 13.

[0014] The cylinder head is formed with an intake port 22 and an exhaust port 23 for each cylinder (only one bank is shown in FIG. 1). Each intake port 22 and exhaust port 23 is provided with an intake valve 24 and an exhaust valve 25 that open and close the intake port 22 and exhaust port 23, respectively. A variable valve timing mechanism 26 is disposed between the intake cam pulley and an intake camshaft 28 that drives the intake valve 24. The variable valve timing mechanism 26 rotates the intake cam pulley and the intake camshaft 28 relative to each other, continuously changing the rotational phase (displacement angle) of the intake camshaft 28 with respect to the crankshaft 10a, thereby advancing or retarding the valve timing (opening / closing timing) of the intake valve 24. The variable valve timing mechanism 26 variably sets the opening and closing timing of the intake valve 24 according to the engine operating conditions.

[0015] Similarly, a variable valve timing mechanism 27 is disposed between the exhaust camshaft 29 and the exhaust cam pulley, which rotates the exhaust cam pulley and the exhaust camshaft 29 relative to each other to continuously change the rotational phase (displacement angle) of the exhaust camshaft 29 relative to the crankshaft 10a, thereby advancing or retarding the valve timing (opening / closing timing) of the exhaust valve 25. The variable valve timing mechanism 27 variably sets the opening / closing timing of the exhaust valve 25 according to the engine operating state.

[0016] An injector 12 that injects fuel into the cylinder is attached to each cylinder of the engine 10. The injector 12 injects fuel pressurized by a high-pressure fuel pump 60 directly into the combustion chamber of each cylinder.

[0017] The injectors 12 are connected to a delivery pipe (common rail) 61. The delivery pipe 61 distributes fuel pumped from a high-pressure fuel pump 60 through a fuel pipe 62 to each injector 12. The high-pressure fuel pump 60 pressurizes fuel drawn up from a fuel tank 80 by a feed pump (low-pressure fuel pump) 64 to a high pressure (for example, 8 to 13 MPa) depending on the operating state, and supplies the fuel to the delivery pipe 61. In this embodiment, a type of high-pressure fuel pump 60 driven by the camshaft 28 of the engine 10 is used as the high-pressure fuel pump 60.

[0018] The cylinder head of each cylinder is fitted with a spark plug 17 that ignites the air-fuel mixture, and an igniter-integrated coil 21 that applies high voltage to the spark plug 17. In each cylinder of the engine 10, the air-fuel mixture of intake air and fuel injected by the injector 12 is ignited by the spark plug 17 and combusted. Exhaust gas after combustion is discharged through an exhaust pipe 18.

[0019] An air-fuel ratio sensor 19A that outputs a signal corresponding to the oxygen concentration in the exhaust gas is attached to the exhaust pipe 18. A linear air-fuel ratio sensor (LAF sensor) that can linearly detect the exhaust air-fuel ratio is used as the air-fuel ratio sensor 19A. Note that an O2 sensor that detects the exhaust air-fuel ratio in an on-off manner may also be used as the air-fuel ratio sensor 19A.

[0020] Further, an exhaust purification catalyst (CAT) 20 is disposed downstream of the air-fuel ratio sensor 19A. The exhaust purification catalyst 20 is a three-way catalyst that simultaneously oxidizes hydrocarbons (HC) and carbon monoxide (CO) in the exhaust gas and reduces nitrogen oxides (NOx), thereby purifying harmful gas components in the exhaust gas into harmless carbon dioxide (CO2), water vapor (H2O), and nitrogen (N2). Downstream of the exhaust purification catalyst 20, a rear (after CAT) O2 sensor 19B is provided that detects the exhaust air-fuel ratio on and off.

[0021] A purge pipe 72 is provided in the upper space of a fuel tank 80, which stores fuel to be supplied to the engine 10 (injector 12), and connects the upper space to the intake manifold 11 of the engine 10 via a canister 70. The purge pipe 72 sends evaporated fuel in the fuel tank 80 to the intake manifold 11 of the engine 10 via the canister 70. The purge pipe 72 is made up of a first purge pipe 72a that connects the fuel tank 80 to the canister 70, and a second purge pipe 72b that connects the canister 70 to the intake manifold 11.

[0022] The canister 70 has an adsorbent 76 such as activated carbon inside, which temporarily adsorbs evaporated fuel (fuel evaporative gas) generated in the fuel tank 80. The canister 70 is provided with an atmospheric port 71 for introducing outside air. The space above the canister 70 is connected to the intake manifold 11 through a second purge pipe 72b. A variable flow rate electromagnetic valve (hereinafter also referred to as a "purge solenoid valve") 73, the opening of which is adjusted by the ECU 50, is installed in the second purge pipe 72b (i.e., downstream of the canister 70).

[0023] When the purge solenoid valve 73 is opened and negative pressure in the intake manifold 11 acts on the second purge pipe 72b of the canister 70, air is introduced into the canister 70 from the atmospheric port 71, and the evaporated fuel adsorbed on activated carbon or the like in the canister 70 is desorbed. The desorbed evaporated fuel is drawn into the intake manifold 11 of the engine 10 through the second purge pipe 72b together with the air introduced from the atmospheric port 71. The evaporated fuel drawn into the intake manifold 11 is then combusted and disposed of in the cylinders of the engine 10.

[0024] The adsorbent 76 described above is formed in a cylindrical shape. The adsorbent 76 is provided so as to be rotatable (rotatable) about a shaft 77. The shaft (hereinafter also referred to as the "rotating shaft") 77 of the adsorbent 76 is disposed so as to extend horizontally in the front-to-rear direction of the vehicle. The shaft (rotating shaft) 77 is rotatably supported by, for example, a bearing (not shown). The shaft (rotating shaft) 77 is immovable in the front-to-rear, left-to-right, and up-and-down directions of the vehicle.

[0025] An electric motor 78 (corresponding to the rotary drive means described in the claims) for example is connected to the end of a shaft (rotary shaft) 77 of the adsorbent 76 to rotate the adsorbent 76. The rotation (drive) of the electric motor 78 is controlled by the ECU 50.

[0026] A rotation speed sensor 83 (corresponding to a rotation speed detection means described in the claims) that detects the rotation speed of the rotation shaft 77 (electric motor 78) is attached to the shaft (rotation shaft) 77 of the adsorbent 76. The rotation speed sensor 83 may be, for example, a rotary encoder, a magnetic pickup, an MR element, a Hall element, or the like. The rotation speed sensor 83 is connected to the ECU 50, and a detection signal from the rotation speed sensor 83 is output to the ECU 50.

[0027] A torque sensor 84 (corresponding to the torque detection means described in the claims) is attached to the shaft (rotating shaft) 77 of the adsorbent 76 to detect the shaft torque of the rotating shaft 77. As the torque sensor 84, for example, a torque meter of a strain gauge type, a phase difference type, a magnetostriction type, or the like can be used. Note that the output torque of the electric motor 78 (supply power or its target control value, etc.) may also be used as the shaft torque. The torque sensor 84 is connected to the ECU 50, and a detection signal from the torque sensor 84 is output to the ECU 50.

[0028] Furthermore, an HC sensor 81 that detects the concentration of evaporated fuel in the fuel tank 80 is attached to the upper space of the fuel tank 80. The HC sensor 81 may be, for example, a catalytic combustion type or one that utilizes changes in the speed of sound in the detected gas. The HC sensor 81 is connected to the ECU 50, and a detection signal from the HC sensor 81 is output to the ECU 50.

[0029] In addition to the air flow meter 14, LAF sensor 19A, O2 sensor 19B, vacuum sensor 30, throttle opening sensor 31, and HC sensor 81, a cam angle sensor 32 for identifying the cylinders of the engine 10 is attached near the camshaft of the engine 10. A crank angle sensor 33 for detecting the rotational position of the crankshaft 10a is attached near the crankshaft 10a of the engine 10. A timing rotor 33a having 34 protrusions, with two teeth missing, formed at 10° intervals, is attached to the end of the crankshaft 10a. The crank angle sensor 33 detects the rotational position of the crankshaft 10a by detecting the presence or absence of the protrusions on the timing rotor 33a. The cam angle sensor 32 and the crank angle sensor 33 may be, for example, electromagnetic pickup types.

[0030] These sensors are connected to the ECU 50. Also connected to the ECU 50 are various sensors such as a water temperature sensor 34 that detects the temperature of the coolant for the engine 10, an oil temperature sensor 35 that detects the temperature of the lubricating oil, an accelerator operation amount sensor 36 that detects the amount of depression of the accelerator pedal, i.e., the operation amount of the accelerator pedal, and an intake air temperature sensor 37 that detects the temperature of the intake air. Furthermore, a roll sensor 85 (corresponding to the roll detection means recited in the claims) that detects the roll of the vehicle is also connected to the ECU 50. As the roll sensor 85, for example, a gyro sensor or a three-axis acceleration sensor can be used.

[0031] The ECU 50 is configured to include a microprocessor that performs calculations, an EEPROM that stores programs and the like for causing the microprocessor to execute various processes, a RAM that stores various data such as calculation results, a backup RAM in which the stored contents are maintained by a battery or the like, and an input / output I / F, etc. The ECU 50 also includes an injector driver that drives the injector 12, an output circuit that outputs an ignition signal, and a motor driver that drives the electronically controlled throttle valve 13 (electric motor 13a), etc. The ECU 50 also includes a driver that drives the purge solenoid valve 73, a driver that drives the electric motor 78, etc.

[0032] The ECU 50 identifies the cylinder from the output of the cam angle sensor 32 and determines the engine speed from the output of the crank angle sensor 33. The ECU 50 also acquires various information such as the intake air amount, intake pipe negative pressure, accelerator pedal operation amount, air-fuel ratio of the mixture, intake air temperature, evaporated fuel concentration, and water temperature and oil temperature of the engine 10 based on the detection signals input from the various sensors described above. The ECU 50 then comprehensively controls the engine 10 by controlling the fuel injection amount, ignition timing, and various devices such as the throttle valve 13, purge solenoid valve 73, and electric motor 78 based on the acquired information.

[0033] In particular, the ECU 50 has the function of measuring the mass of the canister 70 (the adsorbent 76), i.e., the amount of adsorbed fuel vapor, more accurately even while the vehicle is running. The ECU 50 realizes this function by executing a program stored in an EEPROM or the like by a microprocessor. The ECU 50 functions as a control unit as defined in the claims.

[0034] When the electric motor 78 (adsorbent 76) starts to rotate from a stopped state (i.e., when the rotation speed increases), the ECU 50 measures the mass of the adsorbent 76. After measuring the mass of the adsorbent 76, the ECU 50 stops the rotation (drive) of the electric motor 78 (adsorbent 76).

[0035] More specifically, first, the ECU 50 drives (rotates) the electric motor 78, which is in a stopped state, (rotates the adsorbent 76), and calculates the moment of inertia of the adsorbent 76 based on the angular acceleration obtained as a change in the rotation speed of the rotating shaft 77 (electric motor 78) and the shaft torque (output torque of the electric motor 78) at that time. More specifically, the ECU 50 calculates the moment of inertia I of the adsorbent 76 using the following equation (1): I=T / a (1) I is the moment of inertia of the adsorbent 76, T is the axial torque, and a is the angular acceleration.

[0036] Next, the ECU 50 calculates the mass of the adsorbent 76 based on the moment of inertia of the adsorbent 76 and the radius of the adsorbent 76. More specifically, the ECU 50 calculates the mass m of the adsorbent 76 using the following equation (2). m=I / r 2 ···(2) m is the mass of the adsorbent 76, and r is the radius of the adsorbent 76 (design value).

[0037] The determined mass m of the adsorbent 76 may be used as is for air-fuel ratio control, etc., or the mass of the adsorbent 76 in a state where no evaporated fuel is adsorbed may be subtracted from the mass m of the adsorbent 76 to determine the amount of adsorption of evaporated fuel, and this amount of adsorption of evaporated fuel may be used for air-fuel ratio control, etc. In this case, the mass of the adsorbent 76 in a state where no evaporated fuel is adsorbed may be measured and learned using the method described above, or a design value may be stored in memory as data.

[0038] Furthermore, in order to prevent measurement errors from occurring, it is preferable that the ECU 50 prohibits or stops measuring the mass of the adsorbent 76 when the vehicle roll (roll rate) reaches (is detected to be) a predetermined value or greater. The ECU 50 measures the mass of the canister 70 (adsorbent 76), i.e., measures the amount of adsorbed fuel vapor, for example, at regular intervals and / or in synchronization with the evaporative purge (processing).

[0039] Next, the operation of the canister evaporated fuel adsorption amount measuring device 5 will be described with reference to Fig. 3. Fig. 3 is a flowchart showing the procedure of canister mass measurement processing (evaporated fuel adsorption amount measuring processing) performed by the canister evaporated fuel adsorption amount measuring device 5. This processing is repeatedly executed at predetermined timings by the ECU 50.

[0040] In step S100, it is determined whether the roll (roll rate) of the vehicle is equal to or greater than a predetermined value. If the roll (roll rate) of the vehicle is equal to or greater than the predetermined value, the process temporarily exits without measuring the mass of the adsorbent 76. On the other hand, if the roll (roll rate) of the vehicle is less than the predetermined value, the process proceeds to step S102.

[0041] In step S102, the electric motor 78 (adsorbent 76) starts to rotate (drive). Then, the rotation speed of the electric motor 78 (adsorbent 76) increases. Subsequently, in step S104, the rotation speed of the rotating shaft 77 (electric motor 78) and the shaft torque of the rotating shaft 77 (output torque of the electric motor 78) are read.

[0042] Next, in step S106, the moment of inertia of the adsorbent 76 is calculated based on the angular acceleration obtained as a change in the rotation speed of the rotating shaft 77 (electric motor 78) and the axial torque (output torque of the electric motor 78). Note that the method for calculating the moment of inertia of the adsorbent 76 is as described above, and therefore a detailed description thereof will be omitted here.

[0043] Next, in step S108, the mass of the adsorbent 76 is calculated based on the moment of inertia of the adsorbent 76 calculated in step S106 and the radius of the adsorbent 76. Note that the method for calculating the mass of the adsorbent 76 is as described above, and therefore a detailed description thereof will be omitted here. Also, as described above, the amount of adsorption of evaporated fuel may be calculated by subtracting the mass of the adsorbent 76 when it is not adsorbing evaporated fuel from the calculated mass of the adsorbent 76.

[0044] After that (after the mass of the adsorbent 76 is measured), in step S110, the driving (rotation) of the electric motor 78 is stopped, and then the process temporarily exits from this process.

[0045] As described above in detail, according to this embodiment, the cylindrical adsorbent 76 that adsorbs evaporated fuel generated in the fuel tank 80 is rotatably mounted about the shaft (rotation shaft) 77. As the electric motor 78 is rotationally driven (the adsorbent 76 is rotated), the moment of inertia of the adsorbent 76 is calculated based on the angular acceleration and axial torque obtained as changes in the rotation speed of the shaft (rotation shaft) 77, and the mass of the adsorbent 76 is calculated based on the moment of inertia of the adsorbent 76 and the radius of the adsorbent 76. Therefore, the measurement of the mass of the adsorbent 76 is less susceptible to the influence of vehicle body vibrations. Therefore, even if vehicle body vibrations occur while the vehicle is traveling, the mass of the adsorbent 76, i.e., the amount of adsorbed evaporated fuel, can be measured more accurately (with high precision). As a result, the mass of the canister 70 (adsorbent 76), i.e., the amount of adsorbed evaporated fuel, can be measured more accurately (with high precision) even while the vehicle is traveling.

[0046] In particular, according to this embodiment, the axis (rotation axis) 77 of the adsorbent 76 is disposed so as to extend in the front-rear direction of the vehicle and is immovable in the front-rear, left-right, and up-down directions of the vehicle. Therefore, measurement of the mass of the adsorbent 76 is less susceptible to the influence of vibrations of the vehicle in the front-rear, up-down, and left-right directions. Furthermore, the frequency with which the adsorbent is influenced by roll is generally less than the frequency with which it is influenced by vibrations of the vehicle body in the front-rear, up-down, and left-right directions, and the degree of the influence of roll is smaller than the degree of the influence of vibrations of the vehicle body in the front-rear, up-down, and left-right directions. Therefore, the mass of the canister 70 (adsorbent 76), i.e., the amount of adsorbed fuel vapor, can be measured more accurately (with high precision) even while the vehicle is moving.

[0047] Furthermore, according to this embodiment, when the roll (roll rate) of the vehicle reaches (is detected to be) a predetermined value or more, the measurement of the mass of the adsorbent 76 is prohibited or stopped. Therefore, the influence of the roll of the vehicle can be eliminated, and measurement errors caused by the roll can be prevented.

[0048] According to this embodiment, the electric motor 78 (adsorbent 76) starts rotating from a stopped state, and as the rotation speed increases, the mass of the adsorbent 76 is measured, and after the mass of the adsorbent 76 is measured, the rotation (driving) of the electric motor 78 is stopped. Therefore, the mass of the adsorbent 76 can be obtained in a relatively short time. Furthermore, unnecessary energy consumption can be reduced.

[0049] Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments and various modifications are possible. For example, in the above embodiments, the shaft (rotating shaft) 77 of the adsorbent 76 is disposed in the longitudinal direction of the vehicle. However, the shaft (rotating shaft) 77 of the adsorbent 76 may be disposed, for example, in the transverse direction of the vehicle or in the vertical direction of the vehicle. Note that, when the shaft (rotating shaft) 77 is disposed in the transverse direction of the vehicle, it is preferable to prohibit or stop the mass measurement of the adsorbent 76 when the pitch rate of the vehicle is equal to or greater than a predetermined value (when detected). Similarly, when the shaft (rotating shaft) 77 is disposed in the vertical direction of the vehicle, it is preferable to prohibit or stop the mass measurement of the adsorbent 76 when the yaw rate of the vehicle is equal to or greater than a predetermined value (when detected).

[0050] Furthermore, the above-described means (sensors) and methods for detecting the rotation speed and shaft torque of the rotary shaft 77 are merely examples, and are not limited to the above-described embodiment.

[0051] In the above embodiment, the present invention is applied to a direct injection engine, but can also be applied to a port injection engine. Similarly, in the above embodiment, the present invention is applied to a gasoline engine vehicle, but can also be applied to a HEV (hybrid electric vehicle) or a PHEV (plug-in hybrid electric vehicle). [Explanation of symbols]

[0052] 1. Fuel vapor treatment device 5. Canister fuel vapor adsorption amount measuring device 10 Engine 19A LAF sensor 19B O2 sensor 50 ECU 70 canisters 71 Atmospheric port 72 Purge piping 72a First purge pipe 72b Second purge pipe 73 Variable flow solenoid valve (purge solenoid valve) 76 Adsorbent 77 Axis (rotation axis) 78 Electric Motor 80 Fuel Tank 81 HC sensor 83 RPM sensor 84 Torque sensor 85 Roll sensor

Claims

1. a canister that is rotatable about an axis and has a cylindrical adsorbent that adsorbs evaporated fuel generated in a fuel tank; A rotary drive means for rotating the adsorbent; A rotation speed detection means for detecting the rotation speed of the shaft; a torque detection means for detecting a shaft torque of the shaft; a control unit that drives the rotary drive means to rotate, calculates a moment of inertia of the adsorbent based on angular acceleration and axial torque obtained as a change in the rotation speed of the shaft, and calculates a mass of the adsorbent based on the moment of inertia of the adsorbent and a radius of the adsorbent.

2. 2. The device for measuring the amount of adsorbed evaporated fuel in a canister according to claim 1, wherein the shaft is disposed so as to extend in the front-rear direction of the vehicle and is immovable in the front-rear, left-right and up-down directions of the vehicle.

3. A roll detection means for detecting a roll of the vehicle is provided, 3. The device for measuring the amount of adsorbed evaporated fuel in a canister according to claim 2, wherein the control unit stops measuring the mass of the adsorbent when the roll of the vehicle reaches or exceeds a predetermined value.

4. 4. The canister evaporative fuel adsorption amount measuring device according to claim 3, wherein the control unit measures the mass of the adsorbent after the rotary drive means starts rotating from a stopped state, and stops the rotation of the rotary drive means after measuring the mass of the adsorbent.

5. the adsorbent is activated carbon; 5. The apparatus for measuring the amount of adsorbed evaporated fuel in a canister according to claim 4, wherein said rotation drive means is an electric motor.

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