JP3633209B2 - Evaporative fuel processing apparatus in cylinder injection internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an evaporative fuel processing apparatus for processing evaporative fuel generated in a fuel supply system, and more particularly, to a stratified charge combustion operation of a direct injection internal combustion engine in which fuel is directly injected into a cylinder and spark ignition is performed by an ignition plug. The present invention relates to a technology that enables processing of evaporated fuel.
[0002]
[Prior art]
Conventionally, as a measure for regulating the amount of evaporated fuel generated from the fuel supply system into the atmosphere, the evaporated fuel is once adsorbed by an adsorbing means called a canister, and the evaporated fuel adsorbed by the canister is predetermined. 2. Description of the Related Art An evaporative fuel processing device is known that purges an intake system using intake negative pressure and performs processing in a combustion chamber while the engine is operating.
[0003]
By the way, in an in-cylinder injection internal combustion engine in which fuel is directly injected into a cylinder and spark ignition is performed by an ignition plug, when the evaporated fuel is processed during stratified combustion operation, the evaporated fuel is homogeneous and leaner than the flammable limit. Since it is sucked into the combustion chamber as an air-fuel mixture, the flame does not propagate to the evaporated fuel and is discharged into the atmosphere as HC without being burned. Therefore, conventionally, as shown in Japanese Patent Application Laid-Open No. 4-194354, it has been common to process the evaporated fuel only during the homogeneous combustion operation and not to perform the evaporated fuel processing during the stratified combustion operation.
[0004]
[Problems to be solved by the invention]
However, if the processing of the evaporated fuel is performed only during the homogeneous combustion operation, the absolute processing amount of the evaporated fuel is insufficient. For this reason, in order to ensure the same exhaust properties as the current internal combustion engine, it is necessary to increase the capacity of the canister and increase the amount of noble metal supported on the three-way catalyst interposed in the exhaust passage, which increases the cost. There was a bug that invited.
[0005]
Therefore, in view of the conventional problems as described above, the present invention forms a combustible mixture by mixing the fuel injected into the combustion chamber and the evaporated fuel during the stratified combustion operation of the direct injection internal combustion engine, It is an object of the present invention to provide an evaporative fuel processing device in a direct injection internal combustion engine that can process evaporated fuel even when the direct injection internal combustion engine is in a stratified combustion operation.
[0006]
[Means for Solving the Problems]
For this reason, the invention according to claim 1 is opposed to two intake valves provided for each cylinder, two independent intake ports provided corresponding to each intake valve, and the piston top surface of the combustion chamber. An ignition plug disposed substantially in the center of the wall; a fuel injection valve that directly injects fuel into the combustion chamber with the injection port facing the combustion chamber; and an intake passage that introduces intake air into the intake port into the intake port; The evaporative fuel processing in the in-cylinder injection internal combustion engine in which a cavity having an opening formed on the upper surface is formed at a position below the line connecting the fuel injection valve and the spark plug on the piston top surface An apparatus that temporarily adsorbs evaporated fuel generated in a fuel supply system; first purge means that purges the adsorbed evaporated fuel into the intake passage; and adsorbed evaporated fuel as the intake air Second par purged to port Means for determining whether the engine is in stratified charge combustion operation or homogeneous combustion operation, stroke determination means for determining whether the engine is in the initial stage of the intake stroke, Purge control means for controlling the first purge means and the second purge means. The purge control means is determined to be in the stratified combustion operation by the combustion state determination means, and the intake stroke is determined by the stroke determination means. When it is determined to be the initial stage, the evaporated fuel is purged to the intake port, and it is determined that the stratified combustion operation is being performed by the combustion state determining means, and it is determined by the stroke determining means to be from the middle stage to the later stage of the intake stroke. when the stops purging of evaporative fuel, when it is determined to be in the homogeneous combustion operation by the combustion state determining means, in order to purge the fuel vapor into the intake passage, and the first purge means And purge means was configured to respectively control.
[0007]
When it is determined that the engine is in the homogeneous combustion operation, the evaporated fuel adsorbed by the adsorption means is purged into the intake passage by the first purge means. That is, during the intake stroke of the engine, the evaporated fuel is sucked by the suction negative pressure generated in the intake passage, and the evaporated fuel is sucked into the combustion chamber together with the intake air. At substantially the same time, the fuel injected into the intake port is sucked into the combustion chamber together with the intake air and the evaporated fuel to form a combustible mixture. The combustible air-fuel mixture is spark-ignited by an ignition plug at a predetermined ignition timing, and the evaporated fuel is processed.
[0008]
On the other hand, when it is determined that the engine is in the stratified charge combustion operation and it is determined that the intake stroke is in the initial stage, the evaporated fuel adsorbed by the adsorption means is purged to the intake port by the second purge means. That is, in the initial stage of the intake stroke of the engine, the evaporated fuel is sucked by the suction negative pressure generated in the intake port, and the evaporated fuel is sucked into the combustion chamber together with the intake air and flows into the cavity formed in the piston top surface. To do. The vaporized fuel that has flowed into the cavity is prevented from being diffused and mixed into the surrounding area from the middle of the intake stroke to the latter half of the compression stroke. In the latter half of the compression stroke, fuel is injected into the cavity from the fuel injection valve, where fuel, fuel spray, and air are mixed to form a combustible air-fuel mixture and the action of the swirl flow generated in the combustion chamber The combustible air-fuel mixture is transferred to the lower side of the spark plug by a synergistic action of the guide action of the cavity side wall. The combustible air-fuel mixture is spark-ignited by an ignition plug at a predetermined ignition timing, and the evaporated fuel is processed. Further, when it is determined that the engine is in the stratified charge combustion operation and it is determined that the engine is in the middle stage to the latter stage of the intake stroke, the purge of the evaporated fuel is stopped.
[0009]
Therefore, even during the stratified charge combustion operation, the evaporative fuel can be processed, and the canister capacity and the catalyst precious metal are increased in order to ensure the exhaust property substantially equivalent to that of the internal combustion engine that injects the fuel into the conventional intake port. It becomes unnecessary.
According to a second aspect of the present invention, the combustion state determination means includes an operation state detection means for detecting an engine operation state, and the engine is in a stratified combustion operation based on the detected engine operation state, or is a homogeneous combustion Combustion determination means for determining whether the vehicle is in operation.
[0010]
In this way, it is indirectly determined whether the engine is in the stratified combustion operation or the homogeneous combustion operation based on the engine operation state. That is, when the evaporated fuel processing apparatus according to the present invention is configured, various existing sensor outputs can be used.
According to a third aspect of the present invention, the stroke determination means includes a crank angle detection means for detecting a crank angle of the engine, a determination means for determining whether or not the intake stroke is in the initial stage based on the detected crank angle, Constructed including.
[0011]
In this way, it is determined whether the intake stroke is in the initial stage based on the crank angle. That is, in an internal combustion engine equipped with an electronically controlled fuel injection device, a crank angle detection means such as an existing crank angle sensor can be used.
According to a fourth aspect of the present invention, the first purge means is configured such that a first opening and closing means for opening and closing the first communication path is interposed in a first communication path that connects the adsorption means and the intake passage. In addition, the second purge means is configured such that a second opening and closing means for opening and closing the second communication path is interposed in a second communication path that connects the adsorption means and the intake port.
[0012]
In this way, the first purge means and the second purge means can be realized with a very simple configuration.
According to a fifth aspect of the present invention, the second purge means is provided for at least one cylinder, and the second communication path is branched downstream of the second opening / closing means to provide two intakes for each cylinder. The purge control means is connected to each of the ports, and the purge control means performs control for operating the second opening / closing means to open the second communication path when purging the evaporated fuel to the intake port.
[0013]
In this way, the evaporated fuel adsorbed by the adsorbing means is purged to the two intake ports, respectively. Therefore, even if the suction negative pressure in the intake port is small, the amount of evaporated fuel sucked into the combustion chamber is increased, and the processing capability of the evaporated fuel is improved. Further, since the second purge means is provided for at least one cylinder, the purge control of the evaporated fuel in each cylinder can be performed precisely. For example, when the concentration of the combustible mixture varies among the cylinders Even so, it becomes possible to respond.
[0014]
According to a sixth aspect of the present invention, in the one having the swirl control valve for controlling the swirl flow in the combustion chamber at one of the intake ports, the second purge means is provided for at least one cylinder, The second communication path is connected to the downstream side of the swirl control valve of the one intake port, and the purge control means closes the swirl control valve and purges the second when the evaporated fuel is purged to the intake port. In order to open the communication path, the second opening / closing means is controlled to operate.
[0015]
In this way, at the initial stage of the intake stroke, the evaporated fuel is purged from one intake port and sucked into the combustion chamber, and only air is sucked into the combustion chamber from the other intake port. Mix and flow into the cavity. Then, in the middle to late stage of the intake stroke, the swirl flow generated in the combustion chamber is strengthened by the swirl control valve, and the air-fuel mixture in the cavity is enveloped by this swirl flow, and diffusion outside the cavity is suppressed. Accordingly, the amount of evaporated fuel that has not finally formed a combustible mixture is reduced.
[0016]
According to a seventh aspect of the present invention, when the one of the intake ports is provided with a swirl control valve that controls the swirl flow in the combustion chamber, the second purge means is provided solely for the entire engine, The two communication paths branch downstream from the second opening / closing means and are connected to the downstream side of the swirl control valve of the one intake port in at least one cylinder, and the purge control means supplies the evaporated fuel to the intake port. When purging, the swirl control valve is closed and the second opening / closing means is controlled to open so as to open the second communication path.
[0017]
In this way, the second purge means need only be controlled for the entire engine .
[0019]
【The invention's effect】
As described above, according to the first aspect of the present invention, the evaporative fuel can be processed even during the stratified charge combustion operation, and the exhaust gas property is substantially the same as that of the internal combustion engine that injects the fuel into the conventional intake port. For securing, it is not necessary to increase the capacity of the canister and the catalyst precious metal, and it is possible to reduce the cost.
[0020]
According to invention of Claim 2 or 3, the addition of a new sensor becomes unnecessary and it can suppress an increase in cost.
According to the fourth aspect of the invention, the reliability of the evaporated fuel processing apparatus can be improved.
According to the fifth aspect of the present invention, the processing capability of the evaporated fuel is improved and, for example, even when there is a variation in the concentration of the combustible mixture between the cylinders, it is possible to cope with it.
[0021]
According to the sixth aspect of the present invention, the exhaust property can be improved.
According to the seventh aspect of the present invention, the control content can be simplified.
[0022]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 shows a system configuration common to the embodiments of the fuel vapor processing apparatus according to the present invention.
First, the configuration of a cylinder injection internal combustion engine (hereinafter referred to as “engine”) 10 will be described. A combustion chamber 13 having a predetermined volume is formed between the top surface of the piston 11 (hereinafter referred to as “piston top surface”) 11 a and the lower surface of the cylinder head 12. An intake port 15 that is opened and closed by an intake valve 14 and an exhaust valve are provided on the wall surface of the cylinder head 12 positioned above the combustion chamber 13, that is, the wall surface of the cylinder head combustion chamber 13 a formed at the lower part of the cylinder head 12. Two exhaust ports 17 opened and closed by 16 are formed in parallel.
[0023]
A fuel injection valve 18 that directly injects fuel into the combustion chamber 13 with the injection port facing the combustion chamber 13 is disposed between the intake ports 15 of the cylinder head 12. An ignition plug 19 for spark ignition of a combustible mixture of fuel and air is disposed at a substantially central portion of the wall surface of the cylinder head combustion chamber 13a.
On the piston top surface 11a, a substantially cylindrical cavity 20 having an opening 20a formed on the upper surface is formed at a position below the line connecting the fuel injection valve 18 and the spark plug 19.
[0024]
Then, air is sucked into the combustion chamber 13 of the engine 10 through the air cleaner 21, the intake duct 22, the intake collector 23, the intake port 15, and the intake valve 14. The intake duct 22 is provided with an electronically controlled throttle valve (hereinafter referred to as “electric throttle valve”) 24 that changes the opening area of the passage in the intake duct 22 and is controlled based on the engine operating state. The inflow air flow rate Q to the engine is controlled via 25. The intake duct 22 or the intake collector 23 forms an intake passage.
[0025]
Next, the configuration of the evaporated fuel processing apparatus 30 will be described. The evaporated fuel accumulated in the upper space of the fuel tank 31 is guided to the canister 33 (adsorbing means) through the evaporated fuel passage 32 while the engine 10 is stopped, and temporarily is absorbed by the adsorbent 33 a such as activated carbon in the canister 33. Adsorbed. The upper space of the canister 33 communicates with the intake collector 23 via the purge passage 34 (first communication passage) and also communicates with the intake port 14 via the purge passage 35 (second communication passage). The purge passage 34 is provided with an electronically controlled purge valve 36 (first opening / closing means) that opens and closes the purge passage 34. The purge passage 35 has an electronically controlled intake port purge valve that opens and closes the purge passage 35. 37 (second opening / closing means) is interposed.
[0026]
The first purge means includes the purge passage 34 and the purge valve 36, and the second purge means includes the purge passage 35 and the intake port purge valve 37.
Then, as will be described later, by controlling the purge valve 36 and the intake port purge valve 37, it is alternatively switched between purging the evaporated fuel adsorbed by the canister 33 to the intake collector 23 or the intake port 15.
[0027]
Here, a control system of the evaporated fuel processing apparatus 30 having such a configuration will be described.
A control unit 40 with a built-in microcomputer includes a potentiometer type accelerator pedal sensor 41 for detecting an opening degree of an accelerator pedal (hereinafter referred to as “accelerator opening degree”) θ, an engine speed _Ne and a crank angle (piston position). a crank angle sensor 42 for detecting a signal such as a water temperature sensor 43 for detecting the cooling water temperature T _w representing the engine temperature is input.
[0028]
The operation state detection means is configured including the accelerator pedal sensor 41, the crank angle sensor 42, and the water temperature sensor 43, and the crank angle sensor 42 has a function as the crank angle detection means. The control unit 40 also functions as a combustion state determination unit, a combustion determination unit, a stroke determination unit, a determination unit, and a purge control unit.
[0029]
Control unit 40, accelerator opening input theta, engine speed N _e, based on the crank angle signal and the coolant temperature T _w and the like, the fuel injection valve 18, electronically controlled actuator 25 that drives the throttle valve 24, the purge valve 36 and the intake port purge valve 37 are controlled.
FIGS. 2-4 shows 1st Embodiment of the evaporative fuel processing apparatus 30 which concerns on this invention. In the figure, only the configuration for one cylinder is shown.
[0030]
That is, in the first embodiment, the purge passage 35 that communicates the canister 33 and the intake port 15 is provided for each of at least one cylinder. Each purge passage 35 is branched downstream of the intake port purge valve 37 and connected to each intake port 15.
Next, the operation of the first embodiment having such a configuration will be described with reference to the flowchart of FIG.
[0031]
In step 1 (abbreviated as “S1” in the figure, the same applies hereinafter), the output signals of the accelerator pedal sensor 41, the crank angle sensor 42, and the water temperature sensor 43 are read.
In step 2, it is determined whether the engine 10 is in a stratified combustion operation or a homogeneous combustion operation based on the read output signal. Specifically, the software on the control unit 40, accelerator opening theta, based on the engine rotational speed N _e, determines the combustion state by referring to a map. When it is determined that the homogeneous combustion operation is being performed, the process proceeds to step 3, and when it is determined that the stratified combustion operation is being performed, the process proceeds to step 4.
[0032]
In step 3, the evaporated fuel treatment is performed when the engine 10 is operating at a high load, that is, during the homogeneous combustion operation.
When it is determined that the engine 10 is in the intake stroke based on the detected crank angle, the purge valve 36 is activated, while the intake port purge valve 37 is deactivated, and is generated in the intake collector 23 during the intake stroke. The evaporative fuel adsorbed by the canister 33 is purged only from the intake collector 23 by the negative suction pressure. The purged evaporated fuel flows into the combustion chamber 13 together with the intake air, and is mixed with fuel injected into the combustion chamber 13 during the intake stroke to become a combustible air-fuel mixture. At a predetermined ignition timing, the spark plug 19 Is ignited by a spark. Such evaporative fuel processing is the same as evaporative fuel in an internal combustion engine that injects fuel into a conventional intake port.
[0033]
In step 4, the evaporated fuel treatment is performed when the engine 10 is operating at a low load, that is, during the stratified charge combustion operation. The details of the evaporative fuel processing will be described in time series as follows.
(1) When it is determined that the engine 10 is in the initial stage of the intake stroke based on the detected crank angle, the purge valve 36 is deactivated as shown in FIG. 2, while the intake port purge valve 37 is activated, The evaporative fuel adsorbed by the canister 33 is purged only from the intake port 15 by the intake negative pressure generated at the intake port 15 during the intake stroke. In this case, as shown in FIG. 6, the operation of the intake port purge valve 37 is started when the intake valve 14 starts to be lifted in the vicinity of the top dead center (TDC), and the operation is continued for a predetermined time (predetermined crank angle). The purged evaporated fuel is sucked into the combustion chamber 13 together with the intake air, and flows into the cavity 20 of the piston 11.
[0034]
(2) From the middle to the late stage of the intake stroke, as shown in FIG. 3, the intake port purge valve 37 is inoperative and only air is sucked into the combustion chamber 13. At this time, the evaporative fuel that has flowed into the cavity 20 has a relatively slow piston speed, so that diffusion and mixing out of the cavity 20 are suppressed.
(3) when the engine 10 based on the detected crank angle is determined to be in the compression stroke later, as shown in FIG. 4, it is jetted from the fuel injection valve 18 to the fuel in cavity 20. The injected fuel is mixed with the evaporated fuel in the cavity 20 to form a combustible air-fuel mixture, and combustible mixing is performed by the synergistic effect of the action of the swirl flow generated in the combustion chamber 13 and the guide action of the side wall of the cavity 20. The air is transferred to the lower side of the spark plug 19 and is sparked by the spark plug 19 at a predetermined ignition timing.
[0035]
That is, during the stratified charge combustion operation, the evaporated fuel that is diluted from the flammability limit is trapped in the cavity 20 at the early stage of the intake stroke, and this state is maintained until the later stage of the compression stroke. The evaporated fuel is mixed with fuel injected into the cavity 20 in the latter half of the compression stroke to form a combustible air-fuel mixture, and is sparked by the spark plug 19.
Therefore, according to such a configuration, the evaporative fuel can be processed even during the stratified combustion operation, and the canister capacity can be ensured to ensure the exhaust property substantially equivalent to that of the internal combustion engine that injects the fuel into the conventional intake port. In addition, it is not necessary to increase the catalyst noble metal, and the cost can be reduced.
[0036]
7 to 9 show a second embodiment of the evaporated fuel processing apparatus 30 according to the present invention. In the figure, as in the first embodiment, only the configuration for one cylinder is shown.
That is, in the second embodiment, similarly to the first embodiment, the purge passage 35 that communicates the canister 33 and the intake port 15 is provided for each of at least one cylinder. Each purge passage 35 is connected to one intake port 15. In addition, a swirl control valve 38 (swirl control valve) that controls the swirl flow in the combustion chamber 13 is interposed in one intake port 15 to which the purge passage 35 is connected, upstream of the connection portion with the purge passage 35. Is done.
[0037]
Next, the operation of the second embodiment having such a configuration will be described.
That is, in the second embodiment, in addition to the first embodiment, control for closing the swirl control valve 38 is added when the engine 10 is performing the stratified combustion operation.
Therefore, the evaporated fuel is effectively held in the cavity 20 from the middle to the late stage of the intake stroke during the stratified combustion operation, and the formation of the combustible air-fuel mixture is facilitated compared to the first embodiment, There is an effect that the exhaust property is further improved. Since other operations and effects are the same as those in the first embodiment, description thereof will be omitted.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram common to each embodiment of the present invention. FIG. 2 shows an initial stage of an intake stroke according to the first embodiment, wherein (a) is a top view and (b) is a side view. Fig. 4 shows the middle to late intake stroke of the first embodiment, (a) is a top view, (b) is a side view. Fig. 4 shows the latter stage of the compression stroke of the first embodiment, and (a) is a top view. Fig. 5 (b) is a side view. Fig. 5 is a flow chart showing the control contents of the above. Fig. 6 is a diagram showing the timing of purging the evaporated fuel. FIG. 8A is a top view, FIG. 8B is a side view, and FIG. 8A shows the middle to late intake stroke of the second embodiment. FIG. 9A is a top view, and FIG. ] Shows the latter stage of the compression stroke of the second embodiment, (a) is a top view, (b) is a side view [Explanation of symbols]
10 In-cylinder injection internal combustion engine 11 Piston 11a Piston top surface 12 Cylinder head 13 Combustion chamber 13a Cylinder head combustion chamber 14 Intake valve 15 Intake port 18 Fuel injection valve 19 Spark plug 20 Cavity 20a Opening 22 Intake duct 23 Intake collector 30 Evaporation Fuel processor 31 Fuel tank 33 Canister 34 Purge passage 35 Purge passage 36 Purge valve 37 Intake port purge valve 38 Swirl control valve 40 Control unit 41 Accelerator pedal sensor 42 Crank angle sensor 43 Water temperature sensor

Claims (7)

Two intake valves provided for each cylinder, two independent intake ports provided corresponding to each intake valve, and an ignition plug provided substantially at the center of the wall facing the piston top surface of the combustion chamber A fuel injection valve that directly injects fuel into the combustion chamber with the injection hole facing the combustion chamber, and an intake passage that introduces intake air into the intake port into the intake port, and the piston top surface An evaporative fuel processing apparatus in a cylinder injection internal combustion engine in which a cavity having an opening formed on the upper surface is formed at a position below a line connecting the fuel injection valve and the spark plug,
An adsorbing means for temporarily adsorbing the evaporated fuel generated in the fuel supply system, a first purging means for purging the adsorbed evaporated fuel into the intake passage, and a first purging of the adsorbed evaporated fuel into the intake port. 2 purge means, combustion state determination means for determining whether the engine is in stratified combustion operation or homogeneous combustion operation, and stroke determination means for determining whether the engine is in the initial stage of the intake stroke Purge control means for controlling the first purge means and the second purge means,
It said purge control means is determined to be in the stratified charge combustion operation by the combustion state determining means, and, when it is determined that the intake stroke initial by stroke determining means, purged evaporative fuel into the intake port, the combustion state When it is determined that the stratified charge combustion operation is being performed by the determination means, and when it is determined by the stroke determination means that the intake stroke is from the middle to the later stage, the purge of the evaporated fuel is stopped, and the homogeneous combustion operation is being performed by the combustion state determination means When it is determined, the first purge means and the second purge means are controlled to purge the evaporated fuel into the intake passage, respectively. Fuel processor. The combustion state determining means is an operating state detecting means for detecting an engine operating state, and determines whether the engine is in a stratified combustion operation or a homogeneous combustion operation based on the detected engine operating state. The evaporative fuel processing apparatus in a direct injection type internal combustion engine of Claim 1 comprised including a combustion judgment means. The stroke determination means includes: crank angle detection means for detecting a crank angle of the engine; and determination means for determining whether or not an intake stroke is in the initial stage based on the detected crank angle. The evaporative fuel processing apparatus in the cylinder injection internal combustion engine of 1 or 2. The first purge means is configured such that a first opening / closing means for opening / closing the first communication path is interposed in a first communication path communicating the suction means and the intake passage. 4. The structure according to claim 1, wherein a second opening / closing means for opening / closing the second communication path is interposed in a second communication path communicating the suction means and the intake port. An evaporative fuel processing apparatus in a direct injection internal combustion engine. The second purge means is provided for at least one cylinder, and the second communication path is branched downstream of the second opening / closing means and is connected to two intake ports of each cylinder, respectively. The in-cylinder injection internal combustion engine according to claim 4, wherein the control means is configured to control the second opening / closing means to operate so as to open the second communication passage when the evaporated fuel is purged to the intake port. evaporative fuel processing apparatus according. In one of the intake ports provided with a swirl control valve that controls the swirl flow in the combustion chamber,
The second purge means is provided for at least one cylinder, the second communication passage is connected to a downstream side of a swirl control valve of the one intake port, and the purge control means sucks evaporated fuel. 5. The direct injection internal combustion engine according to claim 4, wherein when the port is purged, the swirl control valve is closed and the second opening / closing means is controlled so as to open the second communication passage. 6. evaporative fuel processing apparatus according. In one of the intake ports provided with a swirl control valve that controls the swirl flow in the combustion chamber,
The second purge means is provided only for the entire engine, and the second communication path branches downstream of the second opening / closing means, and the swirl control valve of the one intake port in at least one cylinder is provided. Connected to the downstream side, the purge control means controls the second opening and closing means to close the swirl control valve and open the second communication passage when purging the evaporated fuel to the intake port. The evaporative fuel processing apparatus in the cylinder injection type internal combustion engine of Claim 4 which is a structure which performs this.

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