JPH10274106A - Fuel vapor recovering device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To recover and liquefy fuel vapor generated from a fuel tank of an automobile, and return the liquefied fuel to the fuel tank. SOLUTION: A fuel vapor recovering device comprises a canister 3; a membrane separating means 4 to separate fuel vapor G flowed in from the canister 3, into a fuel component G1 and an air component Ga by a separation membrane 4a; a condensing means 5 to liquefy the fuel component G1 separated by the membrane means 4; a route K5 (a return route) to interconnect the condensing means 5 and a fuel tank 2; and a route K3 returning the air component Ga separated by the membrane separating means 4 to the canister 3. The fuel vapor G generated from the fuel tank 2 is recovered and liquefied to return to the fuel tank 2.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel vapor recovery apparatus for recovering fuel vapor generated from a fuel tank of a vehicle or the like, liquefying the fuel vapor and returning the liquefied fuel vapor to a fuel tank.

[0002]

2. Description of the Related Art Conventionally, fuel vapor generated from a fuel tank of a vehicle or the like has been shown in FIG.
The fuel vapor recovery apparatus 100 shown in FIG. The fuel vapor recovery apparatus 100 stores, for example, fuel vapor G (vapor) generated due to a rise in the temperature of the fuel L inside the fuel tank 101 by adsorbing the activated carbon 103a of the canister 103 through the ventilation path 102 and storing the amount of the vapor. Using the suction negative pressure of the intake pipe Ea of the engine E so as not to exceed the adsorption capacity of the activated carbon 103a of the canister 103, and through the control valve 104 to the ventilation path 105.
a and 105b are introduced into the intake pipe Ea.

[0003] More specifically, the canister 10
The fuel vapor G adsorbed and stored in the activated carbon 103a in the canister 103 is purged together with air (gas) introduced into the canister 103 from an air opening hole (not shown) connected to the bottom of the fuel cell 3 and controlled. The amount of gas introduced into the intake pipe Ea is controlled by the valve 104, and the engine E
In the combustion chamber Eb.

[0004]

However, in such a fuel vapor recovery apparatus 100, the ventilation path 105
Although the amount of the air-fuel mixture introduced into the intake pipe Ea from the a and 105b is controlled by the control valve 104 into the intake pipe Ea, the fuel vapor G not measured accurately is not measured.
Since this is a mixture of (fuel component) and air, if this is added to the fuel component from the fuel injection valve that is accurately measured upstream of the intake pipe Ea, it is difficult to perform combustion at the set mixing ratio. Thus, there is a concern that problems such as a decrease in the operating characteristics of the engine E and an adverse effect on the exhaust gas component may occur.

[0005] As fuel consumption is required to be reduced in order to cope with recent environmental problems and resource saving, direct injection of fuel into a combustion chamber from conventional lean mixture combustion (around 20 mixture ratio) is performed. If the super-lean mixture ratio combustion (mixing ratio of about 40 to 50) is attempted, the above-described problem may occur more remarkably.

Further, in order to reduce fuel consumption, a system for stopping the engine when the vehicle stops at an intersection or the like, or an engine using fuel as a drive source of the vehicle (internal combustion engine)
In a hybrid system that includes both an electric motor and an electric motor, and selectively uses one or both of the engine and the electric motor according to the driving condition of the vehicle, despite the fact that fuel evaporates from the fuel tank, When the engine is stopped or running with an electric motor, it becomes impossible to scavenge (purge) the fuel vapor adsorbed and stored in the canister, and the generated fuel vapor may exceed the adsorption / storage amount of the canister. is there.

On the other hand, a conventional system for adsorbing and storing fuel vapor by a canister is premised on operation under a predetermined outside air temperature condition. Under severe operating conditions such as the above, the amount of fuel vapor evaporating from the fuel tank may exceed the adsorption / storage amount and the scavenging amount of the canister. It may have an adverse effect.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems of the prior art. It is an object of the present invention to recover and liquefy fuel vapor generated from a fuel tank and return it to the fuel tank. To improve the operating characteristics of the engine by reducing or eliminating the amount of fuel vapor introduced into the intake side, and to release fuel vapor to the atmosphere even when the amount of generated fuel vapor is high, such as at high temperatures. It is an object of the present invention to provide a fuel vapor recovery device without any trouble.

[0009]

According to the present invention, there is provided an inlet port for introducing fuel vapor from a fuel tank, an adsorbing means for adsorbing the inflowing fuel vapor, and the adsorbing means. A canister having a gas introduction port for introducing a gas for scavenging the fuel vapor adsorbed on the canister, an exhaust port for exhausting the scavenged fuel vapor, and a separation membrane for separating the fuel vapor flowing from the exhaust port of the canister into a fuel component. A membrane separation unit that separates the components into a fuel component discharge port and a gas component discharge port, and connects a gas component discharge port of the membrane separation unit with a gas introduction port of the canister. A scavenging circulation path formed by a condensing means for liquefying a membrane-separated fuel component introduced from a fuel component discharge port of the membrane separation means, The fuel that has been liquefied by serial condensation means, characterized in that it comprises a return path for returning to the fuel tank.

According to this configuration, after the fuel vapor from the fuel tank is introduced into the canister, it is separated into a fuel component and an air component by the separation membrane of the membrane separation means. The air component is returned to the canister again by the scavenging circulation path, and scavenges the fuel vapor adsorbed by the canister. Since the fuel component is liquefied by the condensing means and returned to the fuel tank by the return path, the generated fuel vapor is liquefied and returned to the fuel tank, so the fuel vapor is not supplied to the engine and burned, Also, the emission of fuel vapor to the atmosphere is prevented.

A fuel vapor recovery system includes a canister provided with an adsorbing means for temporarily storing fuel vapor from a fuel tank, and a supply path for supplying fuel vapor scavenged from inside the canister to an intake side of the engine. A fuel component that is disposed in the middle of the supply path and is supplied with fuel vapor discharged from a fuel component discharge port by a separation membrane;
Membrane separating means for separating into an air component discharged downstream of the supply path, a condensing means for liquefying a membrane-separated fuel component introduced from a fuel component discharge port of the membrane separating means, and the condensing means A return path for returning the fuel liquefied by the fuel tank to the fuel tank.

According to this configuration, the fuel vapor scavenged from the canister is supplied to the intake side of the engine via the supply path, and at this time, the fuel component is reduced by the membrane separation means, and the fuel vapor having a large air component is provided. Is supplied to the intake side of the engine. The fuel component is liquefied by the condensing means and returned to the fuel tank by a return path.

An inlet port for introducing the fuel vapor from the fuel tank; an adsorbing means for adsorbing the inflowing fuel vapor; a gas introducing port for scavenging the fuel vapor adsorbed by the adsorbing means; A canister having an exhaust port for exhausting, and a fuel vapor recovery device having a supply path for supplying fuel vapor scavenged from the exhaust port of the canister to the intake side of the engine, the fuel vapor recovery apparatus being connected in the middle of the supply path; Membrane separation means for separating the supplied fuel vapor into a fuel component discharged from a fuel component discharge port by a separation membrane and an air component discharged from a gas component discharge port, and a gas component discharge port of the membrane separation means. A scavenging circulation path formed by connecting the gas introduction port of the canister and a fuel component discharge port of the membrane separation means. A condensing means for liquefying membrane separation fuel component is characterized by and a return path for returning the liquefied fuel to the fuel tank by the condensing means.

According to this configuration, it is possible to select to supply the fuel vapor scavenged from the canister to the intake side of the engine via the supply path or to introduce the fuel vapor into the membrane separation means. The fuel vapor introduced into the membrane separation means is separated into a fuel component and an air component by the separation membrane.
The air component is returned to the canister again by the scavenging circulation path, and scavenges the fuel vapor adsorbed by the canister. The fuel component is liquefied by the condensing means and returned to the fuel tank by a return path.

A detecting means for detecting an amount of fuel vapor adsorbed by the canister; a fluid conveying means provided on a path downstream of the membrane separating means; and a fluid conveying means in accordance with a detection state of the detecting means. And control means for controlling the driving of the condensing means.

According to this, the fuel vapor recovery device can be appropriately driven according to the amount of fuel vapor accumulated in the canister.

A fuel vapor sensor provided at each of a gas introduction port and an exhaust port of the canister;
It is also preferable that the apparatus further comprises: a fluid transfer unit provided in a path on the downstream side of the membrane separation unit; and a control unit that controls driving of the fluid transfer unit and the condensation unit according to a detection state of the fuel vapor sensor. is there.

According to this configuration, when the accumulated amount of the fuel vapor in the canister is substantially satisfied, the fuel vapor starts flowing out to the gas introduction port, and when this fuel vapor is detected by the fuel vapor sensor of the gas introduction port, the control is performed. The means initiates the actuation of the fluid conveying means and the condensing means. Further, when the fuel component concentration of the fuel vapor flowing out from the exhaust port of the canister decreases, the fuel vapor sensor of the exhaust port does not detect the fuel vapor, and the control means performs the fluid conveyance means and the condensing means based on the detection information. By controlling the driving of the fuel vapor recovery device, the driving of the fuel vapor recovery device can be automatically controlled.

It is also effective that the condensing means includes a heat absorbing member connected to a semiconductor element utilizing the Peltier effect, and the heat absorbing member is brought into contact with the fuel component separated by the membrane. is there.

[0020] This allows the fuel component to come into contact with the low-temperature heat absorbing member to be liquefied, and the condensing means to be made compact, so that the mountability on the vehicle can be improved.

Further, there is provided an operating state detecting means for detecting an operating state of the engine, and the control means controls the driving of the fluid conveying means and the condensing means in accordance with the operating state of the engine detected by the operating state detecting means. It is also preferred to do so.

Therefore, when the engine is stopped, idling, or running at low speed, the amount of fuel vapor from the canister is liquefied and returned to the fuel tank to increase the amount of fuel vapor supplied to the intake side of the engine. Or control the fuel vapor recovery device to be appropriate in accordance with the operating state of the engine, such as setting the amount of fuel vapor to be supplied to the intake side of the engine during high-speed operation of the engine. Can be.

[0023]

BEST MODE FOR CARRYING OUT THE INVENTION

(Embodiment 1) The present invention will be described below based on the illustrated embodiment. The fuel vapor recovery device 1 according to the first embodiment of the present invention liquefies fuel vapor G generated from a fuel tank 2 provided in an automobile or the like using gasoline or light oil as fuel L, and returns it to the fuel tank 2 again. The main components as shown in FIG. 1 include a canister 3, a membrane separation unit 4, and a condensation unit 5.
It has.

First, a description will be given of these configurations and the connection between the configurations. The canister 3 has an inflow port 3b connected to a path K1 for introducing the fuel vapor G from the fuel tank 2 into the container 3a, an activated carbon 3c as an adsorbing means for adsorbing the inflowed fuel vapor G, and is adsorbed by the activated carbon 3c. A gas introduction port 3d for introducing a gas for scavenging the fuel vapor G (in the embodiment, the easiest air is used as the gas, but an inert gas may be used).
And an exhaust port 3e for exhausting the fuel vapor G scavenged inside the container 3a.

The membrane separating means 4 separates the fuel vapor G flowing from the exhaust port 3e of the canister 3 through the path K2 into the fuel component Gl (high-concentration fuel vapor) and the air component Ga (most of the fuel component) by the separation membrane 4a. ) And each component can be discharged from the fuel component discharge port 4b and the gas component discharge port 4c.

The gas component discharge port 4c of the membrane separation means 4 and the gas inlet port 3d of the canister 3 are connected by a path K3, and the air component Ga is returned to the canister 3. Accordingly, a scavenging circulation path KR is formed from the canister 3 to the membrane separation means 4 via the path K2 and returns from the gas component discharge port 4c of the membrane separation means 4 to the canister 3 via the path K3.

The condensing means 5 liquefies the membrane-separated fuel component Gl introduced from the fuel component discharge port 4b of the membrane separating means 4 through a path K4a, a pump 6 as a fluid conveying means, and a path K4b. A semiconductor element 5a utilizing the Peltier effect and a heat absorbing fin 5b as a heat absorbing member connected to the semiconductor element 5a.
Is cooled and condensed and liquefied to form a liquid fuel L (gasoline or light oil).

Then, the fuel L liquefied by the condensing means 5 is returned to the fuel tank 2 through a path K5 as a return path.

The gas introduction port 3d of the canister 3
And H near the exhaust port 3e for detecting HC (hydrocarbon) contained in fuel vapor G as a fuel vapor sensor.
C sensors 7a and 7b are provided.

The operation of the fuel vapor recovery apparatus 1 having such a configuration will be described below. First, the fuel tank 2 is caused by a phenomenon such as an increase in the temperature of the fuel L inside the fuel tank 2.
The fuel vapor G generated inside is introduced into the canister 3 through the path K1, and is adsorbed on the activated carbon 3c.

Further, when the generation of the fuel vapor G continues and exceeds the adsorbed amount of the activated carbon 3c, the fuel vapor G introduced into the canister 3 overflows from the activated carbon 3c and the gas provided at the lower part of the container 3a of the canister 3 It enters the introduction port 3d.

When the fuel vapor G is detected by the HC sensor 7a, the pump 6 and the semiconductor element 5a are started by control means (not shown).

When the pump 6 is started, a predetermined amount of air is sucked from the gas introduction port 3d through the passage K3a by the negative pressure generated on the fuel component Gl side of the separation membrane 4a of the membrane separation means 4, and the inside of the canister 3 While passing through the path K2 while scavenging the fuel vapor G adsorbed on the activated carbon 3c.
Flows into.

Then, the separation membrane 4a separates the fuel component Gl that passes through the separation membrane 4a and the air component Ga that does not pass through the separation membrane 4a.

The air component Ga is returned from the gas component discharge port 4c to the canister 3 via the path K3, and is again used for scavenging the fuel vapor G adsorbed on the activated carbon 3c inside the canister 3. Therefore, the fuel vapor G scavenged by the canister 3 circulates through the scavenging circulation path KR while the membrane separation means 4
Separates the fuel component Gl.

On the other hand, the fuel component Gl that has passed through the separation membrane 4a
Is introduced into the condensing means 5 through the paths K4a and K4b, and is cooled and condensed and liquefied by contacting the low-temperature endothermic fins 5b to become a liquid fuel L (gasoline or light oil). Then, the fuel L returns to the fuel tank 2 via the path K5 and is collected.

This cycle is repeated to scavenge the fuel vapor G adsorbed on the activated carbon 3c inside the canister 3,
When the fuel vapor G adsorbed on the activated carbon 3c is recovered, the concentration of the fuel vapor G in the path K2 decreases,
When the sensor 7b detects a decrease in the concentration of the fuel vapor G, the control means determines that the amount of the fuel vapor G adsorbed on the activated carbon 3c has also decreased, and stops the operation of the pump 6 and the semiconductor element 5a.

As described above, the fuel vapor G is liquefied and returned to the fuel tank 2 by automatically operating the fuel vapor recovery device 1 appropriately in accordance with the state of generation of the fuel vapor G from the fuel tank 2. The recovered fuel vapor is not directly burned by the engine, does not affect the operating characteristics of the engine, and prevents the release of the fuel vapor to the atmosphere.

When it is necessary to set the flow direction of the fluid such as the fuel vapor G passing in each path to a predetermined direction, a check valve or the like may be interposed as appropriate in the middle of the paths. It is possible.

FIG. 2 is a circuit diagram schematically showing the connection between the components of the fuel vapor recovery device 1 and the control means C1. 2, the same components as those described with reference to FIG. 1 are denoted by the same reference numerals. 11a
Reference numerals 11b and 11b denote switches for supplying a current from the battery 12 to the pump 6 and the semiconductor element 5a, and are turned on / off by signal paths 13a and 13b from the control means C1. Reference numeral 14 denotes an alarm lamp that lights when an abnormality occurs in the fuel vapor recovery device 1.

It should be noted that the control means C1 may be constituted by an electric circuit, may be provided with a CPU or a memory, and may be configured to process inputted information by software without any problem. It is also possible to adopt a configuration that is integrated into an attached engine control device.

The HC sensor 7a detects the concentration of the fuel vapor G overflowed inside the canister 3, and sends a detection signal to the control means C1. The control means C1 determines whether to operate the fuel vapor recovery device 1 according to the input detection signal, and when it is operated, the switches 11a and 11b are turned on by the signal paths 13a and 13b, and the pump 6 and the semiconductor element 5a are driven. Is done.

By the operation of the fuel vapor recovery device 1, the fuel vapor G adsorbed on the activated carbon 3c of the canister 3 is scavenged, and the fuel vapor G is liquefied by the membrane separating means 4 and the condensing means 5 and the fuel gas is transferred to the fuel tank 2. Recovery is performed.

When the HC sensor 7b detects a decrease in the concentration of the fuel vapor G in the path 2, the control means C1 determines that the operation of the apparatus is stopped, and switches 11a through the signal paths 13a and 13b. , 11b are turned off to stop driving the pump 6 and the semiconductor element 5a.

A means for measuring the time from the start of the operation of the fuel vapor recovery apparatus 1 to the end of the operation is provided inside the control means C1, so that the fuel vapor recovery apparatus can be operated even if a predetermined time has elapsed since the start of the operation. If the operation of 1 does not end,
An alarm lamp 1 provided in the driver's seat, etc., when it is determined that the device is abnormal
It is also possible to light 4.

Further, instead of the HC sensor, as a detecting means for detecting the amount of fuel vapor adsorbed by the canister 3, a load sensor for detecting the weight of the fuel vapor G accumulated in the activated carbon 3c, and an electric conductivity of the activated carbon 3c. It is also possible to provide a resistance sensor that measures the change and detects the amount of the accumulated fuel vapor G, and the operation of the fuel vapor recovery device 1 can be controlled by these sensors.

In this case, for example, when the amount of fuel vapor G accumulated by the activated carbon 3c reaches 70% of the maximum accumulation amount, the operation of the apparatus is started, and when the amount of fuel vapor G decreases to 20% of the maximum accumulation amount, the operation of the apparatus is stopped. It is also possible to control as follows.

(Embodiment 2) FIG. 3 is a view for explaining a fuel vapor recovery apparatus 21 according to a second embodiment. In this figure, components similar to those described with reference to FIG. 1 according to the first embodiment are denoted by the same reference numerals.

The fuel vapor recovery device 21 is provided with a valve 22 (three-way valve) in the middle of the path K2.
Branch into a path K2a and a path K2b. Then, the fuel vapor G can be selectively passed through any of the paths.

The path K2a is provided with the ventilation path 105a of the fuel vapor recovery apparatus 100 in the prior art described with reference to FIG.
Similarly, the fuel vapor G scavenged from the canister 3 is supplied to the intake pipe Ea of the engine E. Therefore, the fuel vapor G flowing through this path K2a is supplied to the intake pipe E similarly to the prior art.
The fuel is combusted in the combustion chamber Eb of the engine E by the suction negative pressure a. Incidentally, a control valve (not shown) may be provided in the middle of the path K2a to control the amount of gas introduced into the intake pipe Ea.

As described in the first embodiment, the fuel vapor G introduced into the membrane separation means 4 through the path K2b is converted into the fuel component Gl that has passed through the separation membrane 4a by the condensation means 5 to be liquefied. And returned to the fuel tank 2 to be collected and separated by the separation membrane 4a.
The air component Ga that does not permeate the gas is returned from the gas component discharge port 4c to the canister 3 via the path K3, and is again used for scavenging the fuel vapor G adsorbed on the activated carbon 3c inside the canister 3.

FIG. 4 is a circuit diagram schematically showing the connection between the components of the fuel vapor recovery device 21 and the control means C2. 4, the same components as those described with reference to FIGS. 2 and 3 are denoted by the same reference numerals.

The control means C2 includes a rotational speed detecting device 2 as operating state detecting means for detecting the operating state of the engine E.
3 is input. Then, on / off control of the solenoid 24 for switching the valve 22 is performed by the signal path 13c and the switch 11c.

In the second embodiment, the HC sensor 7a,
7b controls the operation of the fuel vapor recovery device 21 based on the accumulated amount of the fuel vapor G inside the canister 3, and the engine E
The operation of the fuel vapor recovery device 21 is controlled according to the operating state of the fuel vapor recovery device 21.

As an example of the control, when the rotation speed is lower than a predetermined rotation (for example, 2000 rotations), the path K2a
To prevent fuel vapor from being supplied to the intake pipe Ea from the path K2a, and to open the path K2b to liquefy the fuel vapor G by the membrane separating means 4 and the condensing means 5 and recover it to the fuel tank 2. To do.

When the number of rotations is a predetermined number (for example, 2000
If the rotation speed is higher than (rotation), the path K2b is cut off and the fuel vapor G is liquefied by the membrane separation means 4 and the condensing means 5 and collected in the fuel tank 2, but the path K2a is opened and the path is connected to the intake pipe Ea. The fuel vapor from K2a is supplied and burned.

By performing such control, the route K
When the supply of the fuel vapor from 2a does not cause a decrease in the operation stability of the engine E or a deterioration in the exhaust gas components, the canister 3 can be quickly scavenged by actively burning the fuel vapor G at a predetermined rotation or more. In addition, the driving time of the pump 6 and the semiconductor element 5a can be reduced, and the power consumption can be reduced, which is effective against the consumption of the battery 12 and the rising of the battery.

It should be noted that the fuel vapor recovery apparatus 21 may be configured without the canister 3 and the path K2 may be directly connected to the fuel tank 2. In this case, the fuel generated from the fuel tank 2 while the engine is stopped. The vapor G is processed by liquefaction by the membrane separation means 4 and the condensation means 5 and recovery in the fuel tank 2, and it is necessary to consider the consumption of the battery 12.

In the above description, the valve 22 selectively communicates either the path K2a or the path K2b. However, the path K2a always communicates with the path K2, It is also possible to use a configuration that allows the passage K2b to communicate only when the condensing means 5 is driven.

(Embodiment 3) FIG. 5 is a view for explaining a fuel vapor recovery apparatus 31 according to a third embodiment. In this figure, components similar to those described with reference to FIG. 1 according to the first embodiment are denoted by the same reference numerals.

In the fuel vapor recovery device 31, the gas component discharge port 4c of the membrane separation means 4 and the intake pipe Ea of the engine E are connected by a path K32.

Further, in this embodiment, the HC sensor is not provided, and the pump 6 and the condensing means 5 which require a power supply are always driven when the engine E is operating.

The fuel vapor supplied from the passage K32 to the intake pipe Ea is the one in which the fuel component Gl is separated by the separation membrane 4a, and therefore contains a small amount of the fuel component Gl and a large amount of the air component Ga. In addition, the influence on the operation of the engine E and the exhaust gas component is small.

[0064]

According to the present invention described above, the fuel vapor generated from the fuel tank can be liquefied and returned to the fuel tank for recovery. Therefore, the influence of the recovered fuel vapor on the air-fuel mixture on the intake side of the engine is reduced or eliminated, and a decrease in the operating characteristics of the engine can be prevented.

Further, even when the amount of fuel vapor generated from the fuel tank is larger than the scavenging amount of the canister at the time of low-speed operation of the engine or the like, it is possible to liquefy and collect the fuel vapor without releasing it to the atmosphere. it can.

By providing a detecting means for detecting the amount of fuel vapor adsorbed by the canister or a fuel vapor sensor, a fluid conveying means, and a control means, the fuel vapor recovery device can be appropriately driven in accordance with the amount of generated fuel vapor. it can.

Further, by bringing the heat absorbing member connected to the semiconductor element utilizing the Peltier effect into contact with the fuel component separated by the membrane, the fuel component comes into contact with the heat absorbing member having a low temperature to be liquefied. The condensing means can be made compact, and the mountability on a vehicle can be improved.

Further, the control means controls the driving of the fuel vapor recovery device appropriately in accordance with the operating state of the engine detected by the operating state detecting means, thereby reducing the power consumption by the intermittent operation of the fuel vapor recovery device. Also, it is possible to shorten the scavenging time of the canister.

[Brief description of the drawings]

FIG. 1 is a configuration explanatory view of a fuel vapor recovery device according to a first embodiment.

FIG. 2 is an explanatory diagram of a circuit configuration of a control unit of the fuel vapor recovery device according to the first embodiment.

FIG. 3 is a configuration explanatory view of a fuel vapor recovery device according to a second embodiment.

FIG. 4 is an explanatory diagram of a circuit configuration of control means of a fuel vapor recovery device according to a second embodiment.

FIG. 5 is a configuration explanatory view of a fuel vapor recovery device according to a third embodiment.

FIG. 6 is a configuration explanatory view of a conventional fuel vapor recovery device.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Fuel vapor recovery apparatus 2 Fuel tank 3 Canister 3a Container 3b Inflow port 3c Activated carbon (adsorption means) 3d Gas introduction port 3e Exhaust port 4 Membrane separation means 4a Separation membrane 4b Fuel component discharge port 4c Gas component discharge port 5 Condensing means 5a Semiconductor Element 5b Heat absorbing fin (heat absorbing member) 6 Pump (fluid transfer means) 7a, 7b HC sensor (fuel vapor sensor) 11a, 11b Switch 12 Battery 13a, 13b Signal path 14 Alarm lamp C1 Control means G Fuel vapor K1, K2 K3, K4a, K4b, K5 path KR exhaust circulation path L fuel

Claims (7)

[Claims] 1. An inflow port for introducing fuel vapor from a fuel tank, an adsorbing means for adsorbing the inflowing fuel vapor,
A gas introduction port for introducing a gas for scavenging the fuel vapor adsorbed by the adsorption means, a canister having an exhaust port for exhausting the scavenged fuel vapor, and a separation membrane for separating the fuel vapor flowing from the exhaust port of the canister. Membrane separation means for separating a fuel component and an air component from each other and discharging each component from a fuel component discharge port and a gas component discharge port, and a gas component discharge port of the membrane separation means and a gas introduction port of the canister. A scavenging circulation path formed by connecting the fuel tank, a condensing means for liquefying a membrane-separated fuel component introduced from a fuel component discharge port of the membrane separating means, and a fuel tank for liquefying the fuel liquefied by the condensing means. And a return path for returning the fuel vapor to the fuel vapor recovery device. 2. A fuel vapor recovery system comprising: a canister having an adsorbing means for temporarily storing fuel vapor from a fuel tank; and a supply path for supplying fuel vapor scavenged from inside the canister to an intake side of an engine. In the apparatus, a membrane is disposed in the middle of the supply path and separates supplied fuel vapor into a fuel component discharged from a fuel component discharge port by a separation membrane and an air component discharged downstream of the supply path. Separating means, condensing means for liquefying the membrane-separated fuel component introduced from the fuel component discharge port of the membrane separating means, and a return path for returning the fuel liquefied by the condensing means to the fuel tank. A fuel vapor recovery device, comprising: 3. An inflow port for introducing fuel vapor from a fuel tank, an adsorbing means for adsorbing the inflowing fuel vapor,
A gas introduction port for scavenging the fuel vapor adsorbed by the adsorption means, a canister having an exhaust port for exhausting the scavenged fuel vapor, and a fuel vapor scavenged from the exhaust port of the canister to an intake side of the engine. A fuel vapor recovery device having a supply path for supplying, a fuel component connected in the middle of the supply path and discharging supplied fuel vapor from a fuel component discharge port by a separation membrane, and discharging from a gas component discharge port. Membrane separation means for separating the air component to be separated into the air component, a scavenging circulation path formed by connecting a gas component discharge port of the membrane separation means and a gas introduction port of the canister, and a fuel component of the membrane separation means. A condensing means for liquefying a membrane-separated fuel component introduced from an exhaust port; and a fuel tank for liquefying the fuel liquefied by the condensing means. Fuel vapor recovery system, characterized in that it comprises a return path for returning to the click, the. 4. A detecting means for detecting an amount of fuel vapor adsorbed by the canister; a fluid conveying means provided on a path downstream of the membrane separating means; and the fluid conveying means according to a detection state of the detecting means. The fuel vapor recovery device according to any one of claims 1 to 3, further comprising: and control means for controlling driving of the condensation means. 5. A fuel vapor sensor provided at each of a gas introduction port and an exhaust port of the canister; a fluid conveying means provided at a downstream side of the membrane separation means; and a detection state of the fuel vapor sensor. The fuel vapor recovery device according to claim 1, further comprising: a control unit configured to control driving of the fluid transporting unit and the condensing unit according to the following. 6. The condensing means includes a heat absorbing member connected to a semiconductor element utilizing the Peltier effect, and bringing the heat absorbing member into contact with the membrane-separated fuel component. 3. The fuel vapor recovery device according to claim 1. 7. An operating state detecting means for detecting an operating state of the engine, wherein the control means controls the driving of the fluid transfer means and the condensing means according to the operating state of the engine detected by the operating state detecting means. The fuel vapor recovery device according to any one of claims 4 to 6, wherein: