Patent Application
20070157907
This application is based on Japanese Patent Applications No. 2005-108881 filed on Apr. 05, 2005, the disclosure of which is incorporated herein by reference.
The present invention relates to a gas density ratio detecting apparatus, a gas concentration detecting apparatus, and a fuel vapor treatment apparatus.
In a fuel vapor treatment apparatus, fuel vapor evaporated in a fuel tank is temporarily adsorbed by a canister. Negative pressure in an intake passage of an engine is introduced into the canister so that the fuel vapor is desorbed and purged into the intake passage. JP-6-101534A shows a fuel vapor treatment apparatus in which a fuel vapor concentration of an air-fuel mixture is detected to control a purge amount of fuel vapor. Density of the air fuel mixture is detected in a purge passage which is for introducing the air-fuel mixture into the intake passage, and density of air is detected in an atmosphere passage opened to atmosphere. The fuel vapor concentration is calculated based on a ratio between the density of the air-fuel mixture and the density of the air. An orifice is respectively provided in the purge passage and the atmosphere passage. The densities of the air-fuel mixture and the air are calculated based on a differential pressure between both ends of the orifice. Thus, the density ratio is affected by the tolerance of each orifice. Besides, the density of the air-fuel mixture is detected while the air-fuel mixture is purged into the intake passage. Thus, the density of air-fuel mixture cannot be detected in a situation that the purge is not performed after the engine is started, so that the fuel vapor is hardly purged by a large amount in a short period.
The inventors have studied the technology in which pressure in a measure-passage with an orifice is reduced by air pump to introduce the air and the air-fuel mixture in a different timing so that the differential pressure between both ends of the orifice or the amount of air passing through the orifice is measured. The density ratio between the air and the air-fuel mixture is calculated based on the above measured result. According to this technology, the density ration can be detected by operating the air pump before purging, and only one orifice is used to detect the density ratio so that the tolerance of the orifice hardly affect on the measured result. However, according to the inventors' study, in a case that an orifice 1000 of which inner diameter is constant along the center axis thereof as shown in
Generally, density ρ of gas flowing through an orifice and a differential pressure ΔP between both ends of orifice have a relationship expressed by the following equation (1) by use of an air flowrate Q at the orifice, a cross-section area A, and a flowrate coefficient α.
ρ=2·(α·A/Q)2·ΔP (1)
In a case that the air flowrate Q corresponds to the suction amount of the air pump, the air flowrate Q can be derived from a characteristic of pressure (P)—flowrate (Q) of the air pump. In order to calculate the ratio between air density ρAir and the air-fuel mixture density ρGas, it is necessary to obtain an air differential pressure ΔPAir, an air-fuel mixture differential pressure ΔPGas, and an air flowrate coefficient αAir and an air-fuel mixture flowrate coefficient αGas. When the coefficient αAir and the coefficient αGas are equal to each other, the ratio between the density ρAir and the density ρGas can be precisely calculated based on the measured differential pressures ΔPAir and ΔPGas. However, in the case that the orifice 1000 having a constant inner diameter is used, the inventors have found out that the coefficient αAir and the coefficient αGas are different from each other. Since the coefficient αAir and the coefficient αGas are physical value depending on the density ρAir and the density ρGas, the coefficients αAir and αGas cannot be measure beforehand in calculating the density ratio. Thus, it must be assumed that the coefficient αAir and the coefficient αGas are equal to each other in order to calculate the ratio between the density ρAir and the density ρGas, so that the accuracy of calculating the ratio between ρAir and ρGas may be deteriorated.
In a case that the air pump is controlled in such a manner that the differential pressure ΔPAir and the differential pressure ΔPGas become equal to each other, it is necessary to obtain the flowrate QAir of air, and the flowrate QGas of the air-fuel mixture, and the coefficients αAir, αGas at the orifice. If the coefficient αAir and the coefficient αGas were equal to each other, the ratio between the density ρAir and the density ρGas could be precisely calculated. However, as described above, the coefficient αAir and the coefficient αGas are different from each other in a case that the orifice 1000 is used.
The present invention is made in view of the above matters, and it is an object of the present invention to provide a gas density ratio detecting apparatus which precisely detects a density ratio between plural kinds of gases, and an orifice which is used in the gas density ratio detector.
It is the other object of the present invention to provide a gas concentration detecting apparatus and a fuel vapor treatment apparatus which are provided with a gas density ratio detecting apparatus detecting a density ratio between plural kinds of gases.
According to the present invention, plural kinds of gases are introduced into a measure-passage which is provided with an orifice therein. The orifice has a separation-restricting means which restricts a separation of gases from an inner surface of the measure-passage downstream of the orifice. By means of the separation-restricting means, the flowrate coefficient α in the above equation (1) does not depend on the kind of gases and the density, so that the ratio of the flowrate coefficient α between plural kinds of gases substantially becomes 1. Thus, the density ratio of the gases can be precisely detected based on the air flowrate at the orifice or the differential pressure between both ends of the orifice, which is measured with respect to plural kinds of gases in a condition where the measure-passage is decompressed.
The orifice is a restrictor of which length is shorter than a cross sectional length thereof as defined in Japanese Industrial Standard (JIS-B).
The above and other objects, features, and advantages of the present invention will become more apparent from the following detailed description made with reference to the accompanying drawings, in which like parts are designated by like reference number and in which:
Embodiments of the present invention will be described hereinafter with reference to the drawings.
The engine 1 is a gasoline engine that develops power by the use of gasoline fuel received in a fuel tank 2. The intake passage 3 of the engine 1 is provided with, for example, a fuel injection device 4 for controlling the quantity of fuel injection, a throttle valve 5 for controlling the quantity of intake air, an air flow sensor 6 for detecting the quantity of intake air, an intake pressure sensor 7 for detecting an intake pressure, and the like. Moreover, the discharge passage 8 of the engine 1 is provided with, for example, an air-fuel ratio sensor 9 for detecting an air ratio.
The fuel vapor treatment apparatus 10 processes fuel vapor generated in the fuel tank 2 and supplies it to the engine 1. The fuel vapor treatment apparatus 10 is provided with a canister 11, a pump 12, a differential pressure sensor 18, multiple passages 20 to 30, multiple valves 32 to 36, and an electronic control unit (ECU) 38.
The canister 11 has a case 42 partitioned by a partition wall 43 to form two adsorption parts 44, 45. The respective adsorption parts 44, 45 are packed with adsorptive agents 46, 47 made of activated carbon or the like.
The main adsorption part 44 is provided with an introduction passage 20 connecting with the inside of the fuel tank 2. Hence, fuel vapor generated in the fuel tank 2 flows into the main adsorption part 44 through the introduction passage 20 and is adsorbed by the adsorptive agent 46 in the main adsorption part 44 in such a way as to be desorbed. The main adsorption part 44 is further connected with the intake passage 3 through a purge passage 21. Here, a purge controlling valve 32 made of an electromagnetically driven type two-way valve is provided at the end of the intake passage side of the purge passage 21. The purge controlling valve 32 is opened or closed to control the connection of the purge passage 21 and the intake passage 3. With this, in a state where the purge controlling valve 32 is opened, a negative pressure developed on the downstream side of the throttle valve 5 of the intake passage 3 is applied to the main adsorption part 44 through the purge passage 21. Therefore, when the negative pressure is applied to the main adsorption part 44, fuel vapor is desorbed from the adsorptive agent 46 in the main adsorption part 44 and the desorbed fuel vapor is mixed with air and is introduced into the purge passage 21, whereby fuel vapor in the air-fuel mixture is purged to the intake passage 3. In this regard, the fuel vapor purged into the intake passage 3 through the purge passage 21 is combusted in the engine 1 along with fuel injected from the fuel injection device 4.
The main adsorption part 44 connects with a subordinate adsorption part 45 via a space 48 at the inside bottom of the case 42. The fuel vapor desorbed from one of the main adsorption part 44 and the subordinate adsorption part 45 remains in the space 48, and then is adsorbed by the other adsorption part.
A passage changing valve 33 made of an electromagnetically driven type three-way valve is connected to a branch passage 22 branched from the purge passage 21 between the main adsorption part 44 and the purge controlling valve 32. Furthermore, the passage changing valve 33 is connected to a first atmosphere passage 23 opened to the atmosphere, and to the measure-passage 24. The passage changing valve 33 is connected to one end 24a of the measure-passage 24. The passage changing valve 33 is constructed in such a manner as to change a passage connecting with the measure-passage 24 between the first atmosphere passage 23 and the branch passage 22 of the purge passage 21. Thus, when the first atmosphere passage 23 is connected to the measure-passage 24, the air can flow into the measure-passage 24 from the one end 24a thereof. When the branch passage 22 is connected to the measure-passage 24, air-fuel mixture including the fuel vapor in the purge passage 21 can flow into the measure-passage 24 from the one end 24a.
The pump 12 is constructed of an electrically driven type vane pump. A suction port of the pump 12 is connected to the other end 24b of the measure-passage 24, and a discharge port of the pump 12 is connected to a first discharge passage 25. When the pump 12 is operated, the measure-passage 24 is decompressed to cause a flow of gases from the purge passage 22 and the first atmosphere passage 23 into the measure passage 24. The gases flow in the passage 24 from the one end 24a toward the other end 24b of the passage 24. The one end 24a of the passage 24 is referred to as an upstream end, and the other end 24b of the passage 24 is referred to as a downstream end hereinafter. The pump 12 discharges the gases into the first discharge passage 25.
An orifice 14 restricting a flow passage area of the measure-passage 24 is provided in the measure-passage 24 between the passage changing valve 33 and the pump 12. As shown in
As shown in
A passage opening/closing valve 34 made of an electromagnetically driven type two-way valve is provided in the measure-passage 24 between the branch point of the downstream-pressure-introducing passage 27 and the orifice 14. The passage opening/closing valve 34 opens/closes the measure-passage 24. When the passage opening/closing valve 34 closes the measure-passage 24, the differential pressure detected by the differential pressure sensor 18 is substantially equal to a shutoff pressure of the pump 12.
A discharge switching valve 35 made of an electromagnetically driven type three-way valve is provided in the first discharge passage 25 which is connected to the discharge port of the pump 12. The discharge switching valve 35 is connected to a second atmosphere passage 28 open to the atmosphere. Moreover, the discharge switching valve 35 is connected to a second discharge passage 29 connecting with the subordinate adsorption part 45 of the canister 11. The discharge switching valve 35 connected in such a manner as to select a passage connecting with the first discharge passage 25 between the second atmosphere passage 28 and the second discharge passage 29. Therefore, in the first state where the second atmosphere passage 28 connects with the first discharge passage 25, gas discharged from the pump 12 is dissipated to the atmosphere through the second atmosphere passage 28. Moreover, in the second state where the second discharge passage 29 connects with the first discharge passage 25, gas discharged from the pump 12 can flow into the subordinate adsorption part 45 through the second discharge passage 29.
A canister-close valve 36 made of an electromagnetically driven type two-way valve is provided in a third atmosphere passage 30 opened to atmosphere. The third atmosphere passage 30 is connected with the subordinate adsorption part 45 through the second discharge passage 29. When the canister-close valve 36 is closed, the subordinate adsorption part 45 is opened to atmosphere.
The ECU 38 is mainly constructed of a microcomputer having a CPU and a memory and is electrically connected to the pump 12, the differential pressure sensor 18, and the valves 32 to 36 of the fuel vapor treatment apparatus 10 and the respective elements 4 to 7 and 9 of the engine 1. The ECU 38 controls the respective operations of the pump 12 and the valves 32 to 36 on the basis of the detection results of the respective sensors 18, 6, 7, 9, the temperature of cooling water of the engine 1, the temperature of working oil of a vehicle, the number of revolutions of the engine 1, the accelerator position of the vehicle, the ON/OFF state of an ignition switch, and the like. Moreover, the ECU 38 of this embodiment has also the functions of controlling the engine 1, such as the quantity of fuel injection of the fuel injection device 4, the opening of the throttle valve 5, the ignition timing of the engine 1, and the like.
Referring to
First, in step S101, ECU 38 determines whether or not concentration measurement conditions are established. Here, the satisfaction of the concentration measurement conditions means that the physical quantities expressing the state of a vehicle, for example, the temperature of cooling water of the engine 1, the temperature of working oil of a vehicle, the number of revolutions of the engine is within specific ranges. Such concentration measurement conditions are previously set such that they are satisfied just after the engine 1 is started and are stored in the memory of the ECU 38.
When it is determined that step S101 is affirmative, the routine proceeds to step S102 where concentration measurement processing is carried out. When the concentration of fuel vapor in the purge passage 21 is measured by this concentration measurement processing in a state where the purge controlling valve 32 is closed, the routine proceeds to step S103 where it is determined by the ECU 38 whether or not purge conditions are established. Here, the satisfaction of the purge conditions means that the physical quantities expressing the state of a vehicle, for example, the temperature of cooling water of the engine 1, the temperature of working oil of the vehicle, the number of revolutions of the engine are within specific ranges different from those of the above-mentioned concentration measurement conditions. Such purge conditions are previously set such that they are satisfied, for example, when the temperature of cooling water of the engine 1 becomes higher than a specific value and hence the warm-up of the engine 1 is completed and are stored in the memory of the ECU 38.
When it is determined that step S103 is affirmative, the routine proceeds to step S104 where purge processing is carried out. When fuel vapor is purged from the purge passage 21 into the intake passage 3 in a state where the purge controlling valve 32 is opened and purge stop conditions are satisfied, the routine proceeds to step S105. Here, the satisfaction of the purge stop conditions means that the physical quantities expressing the state of the vehicle, for example, the number of revolutions of the engine 1 and acceleration position are within specific ranges different from those of the above-mentioned concentration measurement conditions and the above-mentioned purge conditions. Such purge stop conditions are previously set such that they are satisfied, for example, when the acceleration position is made smaller than a specific value to decrease the speed of the vehicle, and are stored in the memory of the ECU 38.
Moreover, when it is determined that step S103 is negative, the routine proceeds directly to step S105.
In step S105, it is determined whether or not a set time elapses from the time when the concentration measurement processing in step S102 is finished. When it is determined that this step S105 is affirmative, the routine returns to step S101, whereas when it is determined that this step S105 is negative, the routine returns to step S103. Here, the above-mentioned set time to be the determination criterion in step S105 is previously set in consideration of secular changes in the concentration of fuel vapor and the required accuracy of the concentration and is stored in the memory of the ECU 38.
While following processing steps S102 to S105 when it is determined that step S101 is affirmative has been described, following processing step S106 when it is determined that step S101 is negative will be described.
In step S106, it is determined whether or not the ignition switch is turned off. When it is determined that this step S106 is negative, the routine returns to step S101. Meanwhile, when it is determined that this step S106 is affirmative, the main operation is finished.
The above-mentioned concentration measurement processing in step S102 will be described in more detail.
In a case that the density of Hydrocarbon is represented by ρHC and the density of air in the first atmosphere passage 23 is represented by ρAIR, the fuel vapor concentration D of the air-fuel mixture in the purge passage 21 and the density ρGAS of the air-fuel mixture have a relationship expressed by the following equation (2).
D=100·ρAIR·(1−ρGAS/ρAIR)/(ρAIR−ρHC) (2)
In order to calculate the concentration D based on the equation (2), the ratio between ρAIR and ρGAS is necessary. The way of calculating the ratio between ρAIR and ρGAS is described hereinafter.
As shown in
ρGAS/ρAIR={(αGas/αAir)·(QAir/QGas)}2·ΔPGas/ΔPAir (3)
In this embodiment, the pressure loss becomes negligible small at downstream of the orifice 14 in the measure-passage 24. Thus, it can be assumed that the suction pressure P of the pump 12 and the differential pressure ΔP between both ends of the orifice 14 are equal to each other. It can be assumed that the suction amount Q of the pump 12 and air amount Q flowing through the orifice 14 are equal to each other. In the pump 12, such as vane pump, since the internal leak amount varies according to the load of the pump and the viscosity of the gas, the characteristic curves SpAir and SpGas with respect to the suction pressure P and the suction amount Q (refer to
QAir=Q0·(1−ΔPAir/PtAir) (4)
QGas=Q0·(1−ΔPGas/PtGas) (5)
Thus, the equation (3) can be transformed into the following equation (6) by use of the equations (4) and (5).
ρGAS/ρAIR={(αGas/αAir)·(1−ΔPAir/PtAir)/(1−ΔPGas/PtGas)}2·ΔPGas/ΔPAir (6)
In the equation (6), the flowrate coefficients αAir and αGas do not becomes equal to each other when the orifice has a constant inner diameter as shown in
The flowrate coefficient a in the measure-passage 24 can be expressed by the equation (7) by use of a speed coefficient Cv and a contraction coefficient Cc of the gas, and a restriction area ratio “m”. As shown in
α=Cv·Cc/(1−Cc2·m2)1/2 (7)
In the above equation (7), the speed coefficient Cv corresponds to a loss coefficient which depends on a friction between the gas and the inner surface of the orifice. In this embodiment, since the axial length of the orifice 14 is shorter than the inner diameter, the speed coefficient Cv can be assumed 1 substantially.
Besides, in the above equation (7), the contraction coefficient Cc represents a degree of loss which is caused by the gas separation from the inner surface 24c of the measure-passage 24 downstream of the orifice 14. The contraction coefficient Cc depends on the dynamic viscosity of the gas. In a comparative example shown in
As described above, the coefficients αGas and αAir depend on the ratio “m” between the flow passage area Am of the measure-passage 24 and the cross sectional area A0 of the upstream end 14c of the orifice 14. That is, the ratio “m” is a constant value (=1/(1−m2)1/2) without respect to kinds and densities of gases. As shown in
ρGAS/ρAIR={(1−ΔPAir/PtAir)/(1−ΔPGas/PtGas)}2·ΔPGas/ΔPAir (6)
Therefore, it is understood that the density ratio between ρGAS and ρAIR is calculated based on the equation (6), and then the differential pressures ΔPAir ΔPGas and shutoff pressures PtAir and PtGas are measured in order to calculate the fuel vapor concentration D. Referring to
In step S201, each of the valves 32 to 36 is maintained at a position as well as the position before the concentration detecting process is started, and the pump 12 is started. The measure-passage 24 connected with the first atmosphere passage 23 is decompressed, so that the air flows into the measure-passage 24 from the atmosphere passage 23. The vale measured by the differential pressure sensor 18 varies to a predetermined value, which is stable. The stable measured vale of the differential pressure is stored in a memory of the ECU 38 as the differential pressure ΔPAir with the air flowing.
In step 202, while the pump 12 is driven, the passage opening/closing valve 34 is closed. Since the measure-passage 24 is closed and the pump 12 is brought into a shutoff condition, the value measured by the differential pressure sensor 18 varies to the stable predetermined value. Here, the stable measured value is stored in the memory of the ECU 38 as the shutoff pressure PtAir of the pump 12.
In step S203, while the pump 12 is driven, the passage changing valve 33 and the discharge switching valve 35 are brought into the second condition, and the passage opening/closing valve 34 are opened. The measure-passage 24 is decompressed, so that air-fuel mixture is flows into the passage 24 from the passages 21 and 22. The value measured by the differential pressure sensor 18 varies to a stable predetermined value. Here, the stable measured value is stored in the memory of the ECU 38 as the differential pressure ΔPGas with the air-fuel mixture flowing.
In step S204, while the pump 12 is driven, the passage opening/closing valve 34 is closed. The measure-passage 24 is closed and the pump 12 is brought into a shutoff condition. The differential pressure detected by the sensor 18 varies to the predetermined value which is stable. This measured deferential pressure is stored in a memory of the ECU 38 as the shutoff pressure PtGas of the pump 12.
In step S205, a CPU of the ECU 38 reads the differential pressures ΔPAir and ΔPGas, the shutoff pressures PtAir and PtGas, and the equations (2) and (8) which have been stored in the memory. The differential pressures ΔPAir and ΔPGas, the shutoff pressures PtAir and PtGas are substituted into the equation (8) to obtain the density ratio between ρAir and ρGas. The density ratio is substituted into the equation (2) to calculate the fuel vapor concentration D. This fuel vapor concentration D is stored in the memory.
Referring to
In step S301, the CPU of the ECU 38 reads the fuel vapor concentration D stored in step S205. The opening degree of the purge control valve 32 is established according to a physical quantity indicative of vehicle condition, such as accelerator position, and the fuel vapor concentration D.
In step S302, the purge controlling valve 32 is opened in a preset value established in step S301. The negative pressure is introduced into the canister 11, so that the fuel vapor is desorbed from the main adsorption part 44 to be purged into the intake passage 33 according to the opening degree of the purge controlling valve 32. When the purge stop condition is established, the processing of step S302 ends.
In the first embodiment, as described above, since the orifice 14 has the diameter-changing portion 16, the gas does not separate from an inner surface 24c of the measure-passage 24 downstream of the orifice 14. Thus, the density ratio between ρAir and ρGas can be accurately calculated to calculate the fuel vapor concentration D, whereby the accuracy of the purge controlling is also enhanced.
Referring to
The diameter-changing portion 104 can be made by punching a plate 100′ with a punch 110 as shown in
Referring to
In the case that a diaphragm pump is used as the pump 12, the P-Q characteristic curve Sp is defined without respect to viscosity of the intake air, as shown in
QAir=K·(ΔPAir−Pt) (9)
QGas=K·(ΔPGas−Pt) (10)
K=−Q0/Pt (11)
The equation (3) can be transformed into a following equation (12) by use of the equations (9) and (10).
ρGAS/ρAIR={(αGas/αAir)·(ΔPAir−Pt)/(ΔPGas−Pt)}2·ΔPGas /ΔPAir (12)
In the equation (12), αGas is equal to αAir, the density ratio is finally expressed by the following equation (13).
ρGAS/ρAIR={(ΔPAir−Pt)/(ΔPGas−Pt)}2·ΔPGas/ΔPAir (13)
It is understood that the fuel vapor concentration D can be calculated based on the equation (2) only by measuring the differential pressures ΔPAir and ΔPGas, and the shutoff pressure Pt. In the concentration detecting process of the third embodiment, the measured value by the differential pressure sensor 18 is stored as a shutoff pressure Pt in step S202, and the procedure in step 204 is skipped. In step S205, the differential pressures ΔPAir, ΔPGas and the shutoff pressure Pt are substituted into the equation (13) to obtain the density ratio between ρGAS and ρAIR, and then the fuel vapor concentration D is calculated.
In the third embodiment, since the density ratio between ρGAS and ρAIR can be calculated based on the equation (13) which does not depend on the flowrate coefficients αAir and αGas, the fuel vapor concentration D can be accurately calculated.
Before shipping the fuel vapor treatment apparatus 10, the shutoff pressure Pt can be measured and be stored in the memory beforehand, and the processing in step S202 can be skipped in the concentration detecting process. In this case, the opening/closing valve 34 is unnecessary.
Referring to
In the case that an ideal positive-displacement pump is used as the pump 12, the flowrate Q is constant as show by the P-Q characteristic line Spmp without respect to kinds of the intake air. Thus, the equation (3) can be transformed into the equation (14). The density ratio can be expressed by the following equation (15).
ρGAS/ρAIR=(αGas/αAir)2·ΔPGas/ΔPAir (14)
ρGAS/ρAIR=ΔPGas/ΔPAir (15)
It is understood that the fuel vapor concentration D can be calculated based on the equations (2) and (15) only by measuring the differential pressures ΔPAir and ΔPGas. In the fourth embodiment, the opening/closing valve 34 is unnecessary and steps S202 and S204 are skipped. In step S205, the differential pressures ΔPAir, ΔPGas are substituted into the equation (15) to obtain the density ratio between ρGAS and ρAIR, and then the fuel vapor concentration D is calculated.
Also in the fourth embodiment, since the density ratio between ρGAS and ρAIR can be calculated based on the equation (15) which does not depend on the flowrate coefficients αAir and αGas, the fuel vapor concentration D can be accurately calculated.
Referring to
In the fifth embodiment, the concentration detecting process in step S102 is different from the first embodiment. In the case that the differential pressure ΔPAir of the air is equal to the differential pressure ΔPAir of the air-fuel mixture by adjusting the intake air flowrate of the pump 12, the equation (3) can be transformed into the equation (16). The density ratio can be expressed by the following equation (17).
ρGAS/ρAIR={(αGas/αAir)·(QAir/QGas)}2 (16)
ρGAS/ρAIR=(QAir/QGas)2 (17)
It is understood that the fuel vapor concentration D can be calculated based on the equations (2) and (17) only by measuring the air flowrate QAir and QGas. Referring to
In step S401, the pump 12 is drive in such a manner that the differential pressure detected by the differential pressure sensor 18 becomes the specific value ΔPc, and the position of each valve 32, 33, 35, 36 is maintained at the position before the concentration detecting processing. The measure-passage 24 is decompressed to introduce the air from the passage 23 into the passage 24. The differential pressure detected by the sensor 18 is maintained as the specific value ΔPc. The air flowrate measured by the flowrate sensor 200 varies to a predetermined value which is stable. This measured value is stored in the memory of the ECU 38 as the flowrate QAir of the air passing through the orifice 14.
In step S402, while the pump 12 is driven, the passage switching valve 33 and the discharge switching valve 35 are brought into the second condition. Thereby, the measure-passage 24 is decompressed, so that the air-fuel mixture flows into the passage 24 from the passages 21 and 22, and the differential pressure is maintained at specific value ΔPc. The flowrate measured by the flowrate sensor 200 is varied to a predetermined value, and then becomes stable. The measured flowrate is stored in the memory of the ECU 38 as the flowrate QGas of the air-fuel mixture passing through the orifice 14.
In step S403, the CPU of the ECU 38 reads the flowrate QAir, QGas stored in step S401 and step S402 and the equations (17) and (2). In step S403, the flowrate QAir and QGas are substituted into the equation (17) to calculate the density ratio, which is substituted into the equation (2) to calculate the fuel vapor concentration D.
(Modification)
In the first to fifth embodiments, the upstream-pressure-introducing passage 26 can be taken out. The differential pressure sensor 18 can detects a differential pressure between an atmospheric pressure and a pressure in the downstream-pressure-introducing passage 27. In this case, the differential pressure measured by the differential pressure sensor 18 is equal to a differential pressure between both ends of the orifice 14 with the passage opening/closing valve 34 opened.
Absolute pressure sensors can be respectively provided in the introducing passages 26, 27 to detect the differential pressure.
In the first, and the third to fifth embodiments, the diameter-changing portion 16 can be made from the downstream end 14a to the upstream end 14c. In the second embodiment, the diameter-changing portion 104 can be made from the downstream end 102a to the upstream end.
In the above embodiments, the present invention is applied to the fuel vapor treatment apparatus 10 which detects the fuel vapor concentration D. The present invention can be applied to the other apparatus which detects a concentration of specific gases.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2005-108881 | Apr 2005 | JP | national |
