Patent Application
20210199073
The present invention relates to an engine generator and particularly to a protection structure of a canister in the engine generator.
In an engine generator, an engine, a generator, a muffler, an inverter, and the like are accommodated in a housing so as to reduce sound at time of operation and to protect the engine, the generator, the muffler, the inverter, and the like. The engine generator is desired to be lightweight and compact so as to be easily carried by being held by hand.
A canister that prevents an outflow of gasoline due to evaporation is connected to a fuel tank of the engine generator. A gas phase section in the fuel tank and the canister are connected to each other by a pipe, and volatilized gasoline is adsorbed by an activated carbon in the canister, to thereby prevent the outflow.
As described in Patent Literature 1, a configuration in which an adsorbent is accommodated in a lid of a fuel tank is known.
Japanese Patent Laid-Open No. 7-34985
However, in the configuration described in Patent Literature 1, the canister is provided in the lid of the fuel tank, and hence the capacity of the canister is limited, and it is difficult to improve the ability of collecting fuel by increasing the capacity of the canister.
Thus, a canister having a large capacity and connected to the fuel tank by a pipe is used more often than a simple canister provided in the lid of the fuel tank.
However, if the canister is connected to the fuel tank by a pipe, there is a fear that a large amount of fuel may flow into the canister through the pipe when the engine generator falls down.
In view of the abovementioned disadvantages of the related art, an object of an aspect of the present invention is to provide an engine generator that uses a canister with a large capacity and blocks excessive flow of fuel into the canister.
The entirety of Japanese Patent Application No. 2017-243061 filed on Dec. 19, 2017 is incorporated herein.
According to an aspect of the present invention, there is provided an engine generator including, in a housing: a generator; an engine for driving the generator; a fuel tank for storing fuel to be supplied to the engine; a canister for collecting the fuel evaporated in the fuel tank; and a pipe for causing the canister and an inside of the fuel tank to communicate with each other. In the engine generator, the pipe includes a pipe section provided in the fuel tank, the pipe section extends above a liquid surface of the fuel in the fuel tank in a state in which one side surface of the housing on a short-length side of the housing is placed downward, and the pipe section includes a portion that passes through a place above the liquid surface of the fuel in the fuel tank in a state in which an other side surface of the housing on the short-length side of the housing is placed downward.
According to an aspect of the present invention, the pipe for causing the canister and the inside of the fuel tank to communicate with each other may have an on-off valve provided in the pipe.
According to an aspect of the present invention, the on-off valve may be in coordination with an operating portion for turning the engine on and off.
According to an aspect of the present invention, the on-off valve and the operating portion may be coaxially located and be integrally provided.
According to the engine generator according to an aspect of the present invention, a part of the pipe extends above the liquid surface of the fuel in the fuel tank by the pipe layout, and hence the infiltration of the fuel to the canister can be prevented, and a mechanism for preventing the infiltration of the fuel to the canister with excellent sustainability can be obtained.
The space in the fuel tank can be used, and hence the space in the housing can be effectively used, and the capacity of the fuel tank can be increased.
A canister with a large capacity can be employed in the engine generator.
In an aspect of the invention, the pipe for causing the canister and the inside of the fuel tank to communicate with each other may have the on-off valve provided in the pipe.
According to the configuration, a configuration for preventing the infiltration of the fuel to the canister can be dually provided and the infiltration of the fuel to the canister can be reliably prevented.
In an aspect of the invention, the on-off valve may be in coordination with the operating portion for turning the engine on and off.
According to the configuration, when the engine generator is stopped or in a stored state, the infiltration of the fuel to the canister can be prevented. The on-off valve is closed by the operation of stopping the engine generator, and hence a case where the on-off valve is forgotten to be closed does not occur. A case where the on-off valve is forgotten to be opened can also be prevented when the engine generator is started.
In an aspect of the invention, the on-off valve and the operating portion may be coaxially located and be integrally provided.
According to the configuration, a mechanism including the on-off valve and the operating portion can be caused to be compact. As a result, a link and the like that cause the on-off valve and the operating portion to operate in coordination with each other is unnecessary, and the on-off valve in coordination with the operating portion can be provided with a minimum weight. Increase of an operation load of the operating portion due to the operation of the on-off valve can be suppressed. The on-off valve is directly operated by the operating portion, and hence the reliability in the operation of the on-off valve is increased.
[Overall Configuration]
The present invention is described in detail below with reference to the drawings.
First, an external appearance of an engine generator 1 is described with reference to
A length of the engine generator 1 in a front-rear direction is longer than a width of the engine generator 1 in a left-right direction. The front-rear direction of the engine generator 1 is a longitudinal direction, and the left-right direction of the engine generator 1 is a short-length direction.
The engine generator 1 includes an engine (not shown) and a generator (not shown) in a cover 10 that is a housing of the engine generator 1. Electric power is generated by driving the generator by the engine. As illustrated in
On an upper portion of the engine generator 1, a grip 25 is provided. The engine generator 1 can be easily carried around by the grip 25.
The cover 10 is formed by side covers 10a that cover side surfaces of the engine generator 1, a front cover 10c that covers a front surface of the engine generator 1, a rear cover 10d that covers a rear surface of the engine generator 1, and an under cover 10b that covers a lower portion of the engine generator 1.
On the under cover 10b, a plurality of legs 26 for mounting are provided. The engine generator 1 generates power in a state in which the legs 26 are mounted on a ground surface and the like.
Next, an inner portion of the engine generator 1 is described with reference to
A fuel tank 31 that stores fuel in the fuel tank 31 is provided in a front portion of the engine generator 1. An air cleaner case 33 is provided on a rear side of the fuel tank 31 and in a right side portion of the engine generator 1. An engine oil feeding port 34 is provided on a lower side of the air cleaner case 33.
A partition wall 32 is provided in a rear portion of the engine generator 1, and a muffler disposing space is divided by the partition wall 32 in the engine generator 1.
The engine and the generator (not shown) are disposed between the fuel tank 31 and the partition wall 32. A fan (not shown) is driven by the engine, and cooling air is generated in the engine generator 1.
A canister 36 is disposed in a right side portion of a lower portion of the engine generator 1. Fuel such as gasoline that has evaporated in the fuel tank 31 is adsorbed in the canister 36. The canister 36 is connected to the fuel tank 31 by a charging line 41, and is connected to the air cleaner case 33 by a hose 36b. As a result, the fuel and the like adsorbed in the canister 36 is discharged into the air cleaner case 33 when the engine generator 1 operates.
A fuel injection pump 35 is disposed in the right side portion of the lower portion of the engine generator 1 and on a rear side of the canister 36. The fuel injection pump 35 is connected to the fuel tank 31 by a fuel pipe 43. A fuel injection valve (not shown) is connected to the fuel injection pump 35 via a high-pressure pipe 35a.
A return hose 42 is connected to the fuel injection pump 35. By the return hose 42, fuel is returned to the fuel tank 31 from the fuel injection pump 35.
[Fuel Tank]
A protruding portion 31a protruding upward in a cylindrical shape is provided on an upper portion of the fuel tank 31, and a filler pipe 30a is installed on the protruding portion 31a. An inner diameter of the protruding portion 31a is larger than an outer diameter of the filler pipe 30a, and a space is formed on a side of a lower portion of the filler pipe 30a in the fuel tank 31.
An oil supply cap 30 is installed on an upper portion of the filler pipe 30a. On an inner peripheral surface of the filler pipe 30a, a line indicating an oil supply limit that is an upper limit of a fuel injection amount is displayed.
The charging line 41 of the canister 36 is connected to an upper charging line 41a in the fuel tank 31. The upper charging line 41a is provided in the fuel tank 31, and an upper end of the upper charging line 41a is located between the protruding portion 31a and the filler pipe 30a.
The return hose 42 is connected to an upper return hose 42a in the fuel tank 31. The upper return hose 42a is provided in the fuel tank 31, and an upper end of the upper return hose 42a is also located between the protruding portion 31a of the fuel tank 31 and the filler pipe 30a.
[Switch Knob]
In a right side portion of the engine generator 1 on a front side of the engine generator 1, a subframe 39 is provided from the under cover 10b of the engine generator 1 to the grip 25. A starter grip 38 connected to the recoil starter is held by the subframe 39. In the subframe 39, a switch knob 37 is provided below the starter grip 38.
The switch knob 37 is an operating portion for turning the engine on and off.
The switch knob 37 is a rotary type, and can be switched between an “ON” position and “OFF” position. When the engine generator 1 is to be started, the switch knob 37 is turned to the “ON” position and the engine of the engine generator 1 is started by the starter grip 38. When the engine generator 1 is to be stopped, the switch knob 37 is turned to the “OFF” position.
In other words, the switch knob 37 is in the “ON” position when the engine generator 1 is in the operation state or an operation starting state, and the switch knob 37 is in the “OFF” position when the engine generator 1 is in a stop state.
A switch 37b is provided near the switch knob 37. The switch 37b is placed in an “ON” state when the switch knob 37 is in the “ON” position, and the switch 37b is placed in an “OFF” state when the switch knob 37 is in the “OFF” position. By the switch 37b, the positions of “ON” and “OFF” of the switch knob 37 can be recognized.
Both of the switch knob 37 and the switch 37b are mounted on the subframe 39, and the switching of the switch 37b between “ON” and “OFF” can be reliably performed by the operation of the switch knob 37.
[Pipes in Fuel Tank]
Next, a pipe structure in the fuel tank 31 is described with reference to
The fuel tank 31 has an upper portion and a lower portion that are formed by press-molding metal thin plates, and is formed by welding those portions.
Therefore, a joining peripheral portion 31r is provided in a central portion of the fuel tank 31 in an up-down direction. The upper portion and the lower portion of the fuel tank 31 are joined at the joining peripheral portion 31r, and have shapes protruding to the front, rear, left, and right at the joining peripheral portion 31r.
In a bottom portion in the fuel tank 31, a fuel supply port 31e connected to the fuel pipe 43 is provided. Fuel is supplied to the fuel injection pump 35 via the fuel supply port 31e.
A joint forming portion 31c is provided on a central portion of the fuel tank 31 in the up-down direction and on a right side portion of the fuel tank 31. The joint forming portion 31c is provided in a position that is substantially in the same height as the joining peripheral portion 31r, and is provided in a front portion of the fuel tank 31 so as to be adjacent to the joining peripheral portion 31r.
A lower end of the upper return hose 42a and a lower end of the upper charging line 41a are attached to a part of the joint forming portion 31c that is on an inner side of the fuel tank 31.
The upper return hose 42a extends from the joint forming portion 31c to the upper portion of the fuel tank 31. An upper end of the upper return hose 42a is located between the protruding portion 31a and the filler pipe 30a in the fuel tank 31.
The upper charging line 41a extends to the upper portion of the fuel tank 31 from the joint forming portion 31c via a left side (a side opposite to the joint forming portion 31c) of the fuel tank 31.
The upper charging line 41a is fixed to a stay 31b provided on a central portion of the fuel tank 31 in the left-right direction. As a result, the upper charging line 41a has a laid-down J-shape in plan view.
In other words, the upper charging line 41a has a configuration that extends from one side of an outer side portion of the fuel tank 31 to another side, forms a folded portion 41b on the other side, and returns to a place near the filler pipe 30a provided in the central portion in the fuel tank 31. In the fuel tank 31, the folded portion 41b is provided in the upper charging line 41a, and a U-shaped portion is provided in the pipe shape.
The joint forming portion 31c is provided so as to be adjacent to the joining peripheral portion 31r of the fuel tank 31, and hence the molding of the fuel tank 31 is easy. In the fuel tank 31, a connecting portion of the upper charging line 41a can be provided on the outer side portion of the fuel tank 31.
Next, prevention of infiltration of the fuel to the canister 36 by the disposing shape of the pipe of the upper charging line 41a is described with reference to
The upper charging line 41a is a pipe section provided in the fuel tank 31.
In
In other words, in
In
As illustrated in
In the upper charging line 41a connected to the canister 36, a section located on a side portion of the fuel tank 31 is located in a place higher than the liquid surface of the fuel when the left or the right side surface is placed upward.
In other words, when one side surface (the left or the right side surface) of the engine generator 1 is placed downward, a pipe that connects the fuel tank 31 and the canister 36 to each other is in a place, which is on the other side surface side (the right or the left side) and is higher than the liquid surface of the fuel.
As a result, even when the engine generator 1 is in a state in which a side surface is placed upward, the fuel in the fuel tank 31 does not infiltrate to the canister 36 via the upper charging line 41a.
In the fuel tank 31, one end of the upper charging line 41a is provided so as to be above the two-dot chain line L that is the liquid surface of the fuel when the engine generator 1 is laid down in the short-length direction of the engine generator 1, and the upper charging line 41a passes through a place above the two-dot chain line L on the opposite side.
Therefore, by the pipe layout of the upper charging line 41a, the infiltration of the fuel in a liquid state to the canister 36 can be suppressed while minimizing the entire length of the upper charging line 41a.
Note that the configuration in which the upper charging line 41a is disposed in left-right direction of the engine generator 1 has been described. However, the infiltration of the fuel in the liquid state can be prevented by disposing the upper charging line 41a diagonally across the fuel tank 31, for example, from a right front portion to a left rear portion in the fuel tank 31.
The upper charging line 41a is held by the stay 31b in the fuel tank 31, and hence a case where the configuration of the pipe changes by coming into contact with an obstacle and the like does not occur. The inside of the fuel tank 31 is used instead of a place above the fuel tank 31, and hence a space in the upper portion of the fuel tank 31 can be effectively used.
For example, when the upper charging line 41a is extended from an upper surface of the fuel tank 31 to the filler pipe 30a, a space for the pipe is necessary between the upper surface of the fuel tank 31 and an inner surface of the cover 10.
However, by providing the upper charging line 41a in the fuel tank 31, the space necessary for the pipe can be used as the space for the fuel tank 31.
Next, a plurality of pipes connected to the fuel tank 31 are described with reference to
An outer side surface of the fuel tank 31 faces downward at a section that forms the joint forming portion 31c. In the joint forming portion 31c, a joint 31d and a joint 31f extend downward. An upper end of the charging line 41 and an upper end of the return hose 42 are connected to the joint 31d and the joint 31f.
A lower end side of the charging line 41 is connected to the canister 36 via a valve 50 described below that is integrally formed with the switch knob 37, and a hose 41c. As a result, fuel evaporated in the fuel tank 31 can be collected by the canister 36. In other words, a pipe that causes the canister 36 and the inside of the fuel tank 31 to communicate with each other is formed by the upper charging line 41a, the charging line 41, and the hose 41c.
The return hose 42 is connected to the fuel injection pump 35. The fuel pipe 43 is connected to the fuel injection pump 35 via a strainer 43b. As a result, excessive fuel in the fuel injection pump 35 can be returned to the fuel tank 31.
[Valve for Canister]
Next, the valve 50 for the canister 36 that opens and closes a path between the fuel tank 31 and the canister 36 is described with reference to
The valve 50 is an on-off valve, and is a valve that opens and closes by a rotary operation of a ball valve and the like. As the valve 50, a valve commonly used as a fuel valve can be used.
The starter grip 38, the switch knob 37, and the switch 37b are held on an outer side surface of the subframe 39 that is a surface that faces the outside of the engine generator 1 in an exposed manner. Note that the starter grip 38 and the switch knob 37 are exposed be on the outside of the engine generator 1 than the cover 10, and the switch 37b is held between the subframe 39 and the cover 10.
As a result, the switch 37b can be disposed in a place in the engine generator 1 that is not easily affected. The switch 37b is disposed on the subframe 39 together with the switch knob 37, and hence reliability of a response of the switch 37b with respect to the switch knob 37 can be improved.
The valve 50 is provided in an exposed manner on an inner side surface of the subframe 39 that is a surface facing the inside of the engine generator 1.
The valve 50 is fixed to the inner side surface of the subframe 39, and is integrally provided with the switch knob 37. The valve 50 is a rotary on-off valve, and has the same center of rotation as a rotation center of the switch knob 37. The valve 50 is connected to an end portion of the switch knob 37 inserted in the subframe 39, and opens and closes the path to the canister 36 in coordination with an operation of the switch knob 37.
When the switch knob 37 is in the “ON” position, the valve 50 opens the path connecting the charging line 41 and the canister 36 to each other. When the switch knob 37 is in the “OFF” position, the valve 50 closes the path connecting the charging line 41 and the canister 36 to each other.
The switch knob 37 and the valve 50 are coaxially provided and integrally rotate. Therefore, the valve 50 can be operated without using a linkage mechanism and the like. A rotary axis of the switch knob 37 and a rotary axis of the valve 50 are coaxially provided. As a result, the rotary operation of the valve 50 can be performed by the rotary operation of the switch knob 37.
In other words, when the switch knob 37 is in the “ON” position, the engine generator 1 is in an operating state or an operable state, and the path of the charging line 41 to the canister 36 is opened.
When the switch knob 37 is in the “OFF” position, the engine generator 1 is in a stop state, and the path of the charging line 41 to the canister 36 is closed.
By the switch knob 37, ON/OFF of the engine generator 1 and the opening and closing of the communication between the fuel tank 31 and the canister 36 are performed. As a result, the number of parts can be reduced and the weight of the engine generator 1 can be reduced as compared to a case where the operations are performed by different members. The load according to the operations can be reduced, and the operation of the switch knob 37 can be easily and smoothly performed as compared to a case where the operations are performed by different members.
As described above, the valve 50 is opened and closed in coordination with the operation of the switch knob 37, and can reliably open and close the path between the fuel tank 31 and the canister 36 in accordance with the operation state of the engine generator 1.
As a result, when the switch knob 37 is in the “OFF” position, the flow of the fuel to the canister 36 is blocked even if the fuel flows into the charging line 41 from the fuel tank 31.
The subframe 39 is connected to the cover of the lower portion on which the engine and the generator of the engine generator 1 are mounted and the grip 25 used when the engine generator 1 is lifted up. In the engine generator 1, the subframe 39 has end portions in the up-down direction that are connected to highly-rigid members, and hence the subframe 39 itself is not easily deformed.
The valve 50 that opens and closes the path to the canister 36 is provided on the subframe 39 as above, and hence relative positions of the fuel tank 31 and the valve 50 do not easily change, and the charging line 41 is not easily affected when the engine generator 1 receives an impact.
The canister 36 is mounted on the lower portion of the engine generator 1. The strainer 43b is also mounted on the subframe 39, and the fuel injection pump 35 is also mounted on the lower portion of the engine generator 1.
The joint 31f is provided on a lower surface of the fuel tank 31, and the valve 50 is provided below the joint 31f. The valve 50 is provided between the joint 31f to which the charging line 41 is connected and the canister 36. Therefore, the charging line 41 does not necessarily need to be largely bent, and the length of the charging line 41 can be reduced. A space under the fuel tank 31 can be efficiently used.
As described above, the infiltration of the fuel to the canister 36 is prevented by the shape of the upper charging line 41a disposed in the fuel tank 31 and the valve 50 provided between the fuel tank 31 and the canister 36.
Even when the engine generator 1 falls down in a state in which the fuel is provided to the oil supply limit, the infiltration of the fuel to the canister 36 does not easily occur due to the shape of the upper charging line 41a. Even when the engine generator 1 falls down during transportation, the outflow of the fuel can be prevented by the valve 50.
The abovementioned embodiment merely describes one aspect of the present invention, and any modification and application can be made without departing from the gist of the present invention.
In the abovementioned embodiment, an example of a mobile engine generator has been described as the engine generator, but the present invention is not limited to the mobile engine generator and can be applied to an engine generator including a canister connected to a fuel tank by a pipe.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2017-243061 | Dec 2017 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2018/029213 | 8/3/2018 | WO | 00 |
