JPH05223017A - In-cylinder injection type internal combustion engine - Google Patents

Abstract

(57) [Abstract] [Purpose] In a cylinder injection internal combustion engine, it is prevented that evaporated fuel supplied into an intake passage is discharged into the atmosphere. [Composition] During low engine load operation, the air-fuel mixture that occupies a part of the combustion chamber is burned under excess air, and when the engine load increases, a uniform air-fuel mixture is formed. Evaporative fuel is directly supplied from the fuel tank 17 into the intake duct 4.
When the vaporized fuel is supplied into the intake duct 4 during engine low load operation, the vaporized fuel diffuses into the excess air in the combustion chamber and is thus discharged into the exhaust manifold 8 without being burned. Therefore, in order to prevent the evaporated fuel from being discharged into the atmosphere, the operation of supplying the evaporated fuel into the intake duct 4 is stopped during the engine low load operation.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cylinder injection type internal combustion engine.

[0002]

2. Description of the Related Art During low engine load operation, an air-fuel mixture is formed in a limited region of a combustion chamber, and the other region is filled with air, and the air-fuel mixture is ignited by a spark plug. A cylinder injection type internal combustion engine in which the entire combustion chamber is filled with air-fuel mixture during operation is known (see Japanese Patent Application Laid-Open No. 2-169834).

[0003]

By the way, in an internal combustion engine, for example, evaporated fuel generated in, for example, a fuel tank is normally supplied into the intake passage, and a purge control device is provided for that purpose. However, when the fuel-air mixture is made to burn in the presence of a large amount of air during engine low load operation as in the above-mentioned cylinder injection type internal combustion engine, when evaporative fuel is supplied into the intake passage during engine low load operation, The evaporated fuel is dispersed in the air in the combustion chamber, and most of the evaporated fuel is discharged into the exhaust passage without being burned, which causes a problem that exhaust emission is deteriorated.

[0004]

In order to solve the above problems, according to the present invention, when the engine load is smaller than a predetermined set load, an air-fuel mixture is formed in a limited region in the combustion chamber. In an internal combustion engine that ignites this air-fuel mixture with a spark plug and fills the entire combustion chamber with the air-fuel mixture when the engine load is higher than the set load, the upper part of the fuel tank when the engine load becomes higher than the set load. An evaporative fuel supply control device is provided which communicates the space with the engine intake passage and supplies the evaporated fuel in the upper space of the fuel tank into the engine intake passage.

[0005]

When the vaporized fuel is supplied into the intake passage, the vaporized fuel is stopped from being supplied to the intake passage when the vaporized fuel is released into the atmosphere without being burned in the combustion chamber.

[0006]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring to FIG. 1, an engine body 1 has four cylinders 1.
It has a. Each cylinder 1a has a corresponding intake branch pipe 2
Is connected to a common surge tank 3, and the surge tank 3 is connected to an air cleaner 5 via an intake duct 4. A throttle valve 7 driven by a step motor 6 is arranged in the intake duct 4. The throttle valve 7 is closed to some extent only when the engine load is extremely low, and is kept fully open when the engine load is slightly higher.
On the other hand, each cylinder 1a is connected to a common exhaust manifold 8, and this exhaust manifold 8 is connected to a three-way catalytic converter 9. A temperature sensor 10 for detecting the temperature of the three-way catalyst is attached to the three-way catalyst converter 9. Further, a fuel injection valve 11 is attached to each cylinder 1 a, and these fuel injection valves 11 are controlled based on the output signal of the electronic control unit 30.

As shown in FIG. 1, the intake duct 4 is provided with a purge control device 12 for supplying evaporated fuel into the intake duct 4. The purge control device 12 includes a canister 14 having an activated carbon layer 13,
An evaporative fuel chamber 15 and an air chamber 16 are formed in the canisters 14 on both sides of each of the three. The evaporative fuel chamber 15 is connected to the upper space of the fuel tank 17 via the electromagnetic on-off valve V2 on the one hand, and on the other hand, the check valve 18 and the electromagnetic on-off valve which can flow only from the evaporative fuel chamber 15 into the intake duct 4. It is connected to the intake duct 4 downstream of the throttle valve 7 via V1. Further, the air chamber 16 is communicated with an air intake 19 which opens in the intake duct 4 upstream of the throttle valve 7 toward the upstream side of the intake air flow. Further, the upper space of the fuel tank 17 is connected to the intake duct 4 upstream of the throttle valve 7 and downstream of the air intake 19 via the electromagnetic opening / closing valve V3, and the pressure sensor 20 is provided in the upper space of the fuel tank 17.
Is installed.

As described above, the air intake port 19 is open toward the upstream side of the intake air flow, so that the air intake port 19 is open.
Dynamic pressure acts on. Therefore, when the engine is operating, the pressure in the canister 14 is slightly higher than the atmospheric pressure. on the other hand,
When the electromagnetic opening / closing valve V2 opens, and the pressure in the upper space of the fuel tank 17 is higher than the pressure in the canister 14 at this time, the evaporated fuel generated in the fuel tank 17 is evaporated fuel chamber 15 through the electromagnetic opening / closing valve V2. Then, the evaporated fuel is adsorbed by the activated carbon in the activated carbon layer 13. Solenoid open / close valve V
When 1 opens, the air that has flowed into the air intake 19 is sent into the air chamber 16, and this air then flows into the activated carbon layer 13
Sent in. At this time, the fuel adsorbed on the activated carbon is desorbed, and thus the air containing the fuel component flows out into the evaporated fuel chamber 15. Next, the air containing the fuel component is supplied into the intake duct 4 via the check valve 18 and the electromagnetic opening / closing valve V1. As described above, in the embodiment shown in FIG. 1, the throttle valve 7 is held in the fully open state except when operating at a very low load. Thus, even when the throttle valve 7 is in the fully open state, the evaporated fuel is sucked into the intake duct. 4, the dynamic pressure acts on the air intake 19 so that the air can be supplied into the air intake 4.

On the other hand, when the electromagnetic opening / closing valve V3 is opened and the pressure in the upper space of the fuel tank 17 is higher than the atmospheric pressure at this time, the evaporated fuel generated in the fuel tank 17 is the electromagnetic opening / closing valve V3.
It is supplied into the intake duct 4 via In the embodiment according to the present invention, the solenoid opening / closing valve V3 is opened when the pressure in the upper space of the fuel tank 17 becomes higher than the set pressure Po which is slightly higher than the atmospheric pressure, rather than the atmospheric pressure.

The electronic control unit 30 comprises a digital computer, and a RAM (random access memory) 32 and a ROM connected to each other via a bidirectional bus 31.
A (read only memory) 33, a CPU (microprocessor) 34, an input port 35 and an output port 36 are provided. The temperature sensor 10 generates an output voltage proportional to the temperature of the three-way catalyst, and this output voltage is input to the input port 35 via the AD converter 37. The pressure sensor 20 generates an output voltage proportional to the pressure in the upper space of the fuel tank 17, and this output voltage is input to the input port 35 via the AD converter 38. The accelerator pedal 21 is connected to a load sensor 22 that generates an output voltage proportional to the depression amount of the accelerator pedal 21, and the output voltage of the load sensor 22 is AD.
It is input to the input port 35 via the converter 39. Further, the input port 35 is connected to a rotation speed sensor 23 that generates an output pulse representing the engine rotation speed. Further, an atmospheric pressure sensor 24 that generates an output voltage proportional to the atmospheric pressure is connected to the input port 35 via an AD converter 40. On the other hand, the output port 36 is connected to the step motor 6, each fuel injection valve 11, and each electromagnetic on-off valve V1, V2, V3 via the corresponding drive circuit 41.

2 and 3 show the structure of the combustion chamber of each cylinder 1a. 2 and 3, 50 is a cylinder block, 51 is a piston that reciprocates in the cylinder block 50, 52 is a cylinder head fixed on the cylinder block 50, and 53 is between the piston 51 and the cylinder head 52. The combustion chambers formed are shown respectively. Although not shown in the drawing, an intake valve and an exhaust valve are arranged on the inner wall surface of the cylinder head 52, and the intake port is the combustion chamber 5
The air that has flowed into the inside of the cylinder 3 is configured to generate a swirling flow around the cylinder axis. As shown in FIG. 2, the spark plug 54 is arranged in the center of the inner wall surface of the cylinder head 52, and the fuel injection valve 11 is arranged in the peripheral portion of the inner wall surface of the cylinder head 52. As shown in FIGS. 2 and 3, on the top surface of the piston 51, a shallow dish portion 55 having a substantially circular contour shape that extends from below the fuel injection valve 11 to below the spark plug 54 is formed. A basin portion 56 having a substantially hemispherical shape is formed at the center of 55. Also, the spark plug 54
A concave portion 57 having a substantially spherical shape is formed at a connecting portion between the lower shallow dish portion 55 and the deep dish portion 56.

FIG. 4 shows a combustion method during engine low load operation, FIG. 5 shows a combustion method during engine medium load operation, and FIG. 6 shows a fuel injection amount Q and engine load, for example, the accelerator pedal 21. It shows the relationship with the depression amount L of. In FIG. 6, the depression amount L of the accelerator pedal 21 is L
_During engine low load operation smaller than ₁ , as shown in FIGS. 4 (A) and 4 (B), fuel injection F toward the peripheral wall surface of the basin portion 56 at the end of the compression stroke, gasoline injection in the embodiment shown in FIG. Done. The fuel injection amount Q at this time increases as the depression amount L of the accelerator pedal 21 increases as shown in FIG. The fuel injected toward the peripheral wall surface of the basin portion 56 is diffused while being vaporized by the swirling flow S, and as a result, as shown in FIG. Is formed. At this time, the inside of the combustion chamber 53 other than the recess 57 and the basin 56 is filled with air. Next, the air-fuel mixture G is ignited by the spark plug 54.

On the other hand, in FIG. 6, during the engine medium load operation in which the depression amount L of the accelerator pedal 21 is between L ₁ and L ₂ , the fuel injection is carried out separately in the initial stage of the intake stroke and the final stage of the compression stroke. That is, first, FIG. 5 (A) and (B)
As shown in, the fuel injection F is performed toward the shallow dish portion 55 in the early stage of the intake stroke, and the injected fuel forms a lean air-fuel mixture in the entire combustion chamber 53. Next, as shown in FIG. 5 (C), fuel injection F is performed toward the peripheral wall surface of the basin portion 56 at the end of the compression stroke, and as shown in FIG. An ignitable air-fuel mixture G is formed in the dish 56. The air-fuel mixture G is ignited by the ignition plug 54, and the lean air-fuel mixture in the entire combustion chamber 53 is ignited by the ignition fire. In this case, it suffices if the fuel injected at the end of the compression stroke produces a spark, and therefore, as shown in FIG. 6, the fuel injection amount at the end of the compression stroke is irrespective of the depression amount L of the accelerator pedal 21 during engine medium load operation. Is kept constant.
On the other hand, the fuel injection amount at the beginning of the intake stroke increases as the depression amount L of the accelerator pedal 21 increases.

In FIG. 6, when the amount of depression L of the accelerator pedal 21 is larger than L _{2 and the} engine is operating under a high load, FIG.
As shown in (A) and (B), the fuel is injected toward the shallow dish portion 55 only once in the early stage of the intake stroke, whereby a uniform air-fuel mixture is formed in the combustion chamber 53. At this time, the fuel injection amount at the beginning of the intake stroke increases as the depression amount L of the accelerator pedal 21 increases as shown in FIG.

By the way, when the evaporated fuel is supplied into the intake duct 4 during the engine medium load operation or the engine high load operation, the evaporated fuel is injected into the combustion chamber 5 together with the fuel injected in the early stage of the intake stroke.
3 forms an air-fuel mixture that occupies the entire inside of the fuel cell 3, so that the evaporated fuel is burned in the combustion chamber 53 together with the injected fuel. On the other hand, as shown in FIG. 4, when the evaporated fuel is supplied into the intake duct 4 during engine low load operation in which the air-fuel mixture G is burned in the presence of a large amount of air, almost all the evaporated fuel burns. It diffuses into the air in the chamber 53. However, since the air in which the vaporized fuel has diffused is extremely lean, the ignition flame does not propagate, and thus the vaporized fuel that has diffused in the air is discharged into the exhaust manifold 8 without being burnt, and thus the exhaust emission. Will be worse.

On the other hand, in the case where the catalytic converter 9 is provided as in the embodiment shown in FIG. 1, even if the evaporated fuel is discharged into the exhaust manifold 8 as described above, this evaporated fuel remains in the catalytic converter 9. Since it is oxidized, exhaust emission does not deteriorate. However, as shown in FIG. 7, the degree to which the evaporated fuel can be oxidized, that is, the purification rate of the exhaust gas by the three-way catalytic converter 9 does not become high unless the catalyst temperature T becomes higher than a certain level. That is, in FIG. 7, the catalyst temperature T at which the purification rate of the exhaust gas becomes about 80% is called the allowable minimum catalyst temperature T ₀ , and the catalyst temperature T
If is equal to or higher than the allowable minimum catalyst temperature T ₀ , the evaporated fuel can be sufficiently oxidized, but the catalyst temperature T is the allowable minimum catalyst temperature T _0.
If it is below, the evaporated fuel will not be sufficiently oxidized.

Therefore, as shown in FIG. 1, the catalytic converter 9
Even when the engine is equipped with the engine, the catalyst temperature T is equal to or lower than the allowable minimum catalyst temperature T ₀ during engine low load operation in which the air-fuel mixture G is burned in the presence of a large amount of air as shown in FIG. When the evaporated fuel is sometimes supplied into the intake duct 4, the evaporated fuel is released into the atmosphere without being sufficiently oxidized in the catalytic converter 9.
On the other hand, even when the engine load is low, if the catalyst temperature T is equal to or higher than the allowable minimum catalyst temperature T ₀ , even if the evaporated fuel is supplied into the intake duct 4, the evaporated fuel is sufficiently oxidized in the catalytic converter 9. Will be Further, when the evaporated fuel is supplied into the intake duct 4 during the engine medium load operation and the engine high load operation in which the injection is performed in the early stage of the intake stroke, the evaporated fuel is burned in the combustion chamber 53, so the catalyst temperature T However, the evaporated fuel is never released to the atmosphere. Therefore, in the embodiment according to the present invention, in order to prevent the vaporized fuel from being released into the atmosphere without being sufficiently oxidized, only when the engine temperature is low and the catalyst temperature T is equal to or lower than the allowable minimum catalyst temperature T _0. The supply of the evaporated fuel into the intake duct 4 is stopped.

When the engine exhaust passage does not have a catalytic converter, if the evaporated fuel is supplied into the intake duct 4 during engine low load operation, the evaporated fuel is released to the atmosphere. During operation, the supply of vaporized fuel into the intake duct 4 is stopped. By the way, as shown in FIG. 1, in the embodiment according to the present invention, when the electromagnetic opening / closing valve V1 is opened, the evaporated fuel adsorbed in the activated carbon layer 13 of the canister 14 is supplied into the intake duct 4 and the electromagnetic opening / closing valve V3 is opened. When the valve is opened, the evaporated fuel generated in the fuel tank 17 is supplied into the intake duct 4. Canister 14
From the fuel tank 17 and the evaporated fuel from the intake duct 4
The reason for making it possible to supply it inside is as follows.

That is, generally, all the vaporized fuel generated in the fuel tank 17 is once converted into the activated carbon layer 1 of the canister 14.
The vaporized fuel that is adsorbed in the activated carbon layer 13 and then adsorbed in the activated carbon layer 13 is sequentially supplied into the intake duct 4. However, in the embodiment according to the present invention, particularly when the catalytic converter is not provided, the supply of the evaporated fuel is stopped every time the engine is in the low load operation state, so that there is an opportunity to supply the evaporated fuel into the intake duct 4. Less. When the opportunity to supply the evaporated fuel decreases as described above, the amount of the evaporated fuel adsorbed in the activated carbon layer 13 increases, and the adsorption capacity of the activated carbon layer 13 is finally saturated. Activated carbon layer 13
When the adsorption capacity of is saturated, the fuel vapor flows out from the air intake 19 and is released into the outside air when the engine is stopped. Therefore, it is necessary to prevent the adsorption capacity of the activated carbon layer 13 from being saturated,
For that purpose, the capacity of the canister 14 must be increased.

However, it is difficult to mount the canister 14 in a large size. Therefore, the fuel vapor generated in the fuel tank 17 is directly supplied into the intake duct 4 so that the canister 14 can be downsized. That is,
If the evaporated fuel generated in the fuel tank 17 is directly supplied to the intake duct 4, the amount of the evaporated fuel adsorbed in the activated carbon layer 13 is reduced, so that the canister 14 can be downsized.

When the evaporated fuel in the fuel tank 17 is directly supplied into the intake duct 4 as described above, the evaporated fuel in the fuel tank 17 is supplied to the throttle valve 7.
When the air is supplied to the intake duct 4 on the downstream side, the negative pressure on the downstream side of the throttle valve 7 largely changes depending on the opening degree of the throttle valve 7, so that the amount of evaporated fuel supplied to the intake duct 4 is reduced. It changes greatly with the opening degree of 4. However, when the supply amount of the evaporated fuel changes greatly depending on the opening degree of the throttle valve 4 as described above, the air-fuel ratio of the air-fuel mixture supplied into the engine cylinder fluctuates greatly when the opening degree of the throttle valve 4 changes. Cause problems. Therefore, in order to prevent the air-fuel ratio from fluctuating greatly depending on the opening degree of the throttle valve 4 in this way, in the embodiment according to the present invention, the fuel vapor in the fuel tank 17 is supplied to the intake duct 4 upstream of the throttle valve 7. I am trying to do it.

However, when the evaporated fuel in the fuel tank 17 is thus supplied into the intake duct 4 upstream of the throttle valve 7, the amount of evaporated fuel supplied is the same as that of the fuel tank 1.
7 becomes higher as the pressure in the upper space in 7 becomes higher. Therefore, when the electromagnetic opening / closing valve V3 is fully opened when the pressure in the upper space in the fuel tank 17 is high, a large amount of evaporated fuel is supplied to the intake duct 4 so that the air becomes empty. The fuel ratio will fluctuate drastically. Therefore, in the embodiment according to the present invention, the opening amount of the electromagnetic opening / closing valve V3 is decreased as the pressure in the upper space in the fuel tank 17 is increased in order to prevent the air-fuel ratio from fluctuating greatly. There is. In the embodiment shown in FIG. 1, the valve opening time ratio of the solenoid opening / closing valve V3, that is, the duty ratio DU
The TY is controlled, and as shown in FIG. 8, the duty ratio DUTY is reduced as the pressure Pt in the upper space of the fuel tank 17 increases. The relationship between the pressure Pt and the duty ratio DUTY shown in FIG.
It is stored in M33.

Next, the routine for executing the supply control of the evaporated fuel will be described with reference to FIG. Referring to FIG. 9, first, at step 60, the fuel injection amount Q is calculated. This fuel injection amount Q is stored in advance in the ROM 33 as a function of the engine speed N and the depression amount L of the accelerator pedal 21, as shown in FIG. Next, at step 61, the depression amount L of the accelerator pedal 21 is L ₁
Is smaller than that, that is, whether or not it is during low load operation. When L <L _1, the routine proceeds to step 63, where the injection is performed at the end of the compression stroke, and then the routine proceeds to step 66.
On the other hand, when L ≧ L _1, the routine proceeds to step 62, where L <L
It is determined whether or not it is _2, that is, whether or not it is during medium load operation. When L <L ₂ , the routine proceeds to step 64, where injection is performed at the beginning of the intake stroke and the end of the compression stroke, and then at step 7
Go to 2. On the other hand, when L ≧ L ₂ , that is, during high load operation, the routine proceeds to step 65, where the injection is performed at the beginning of the intake stroke, and then the routine proceeds to step 72.

On the other hand, at step 66, it is judged based on the output signal of the temperature sensor 10 whether the catalyst temperature T is higher than the allowable minimum catalyst temperature T ₀ . When T ≧ T _0, the routine proceeds to step 72, and when T <T ₀ , the routine proceeds to step 67. Therefore, the process proceeds to step 67 only when L <L ₁ and T <T ₀ . In step 67, it is determined whether the pressure Pt in the upper space of the fuel tank 17 is higher than the atmospheric pressure Pa based on the output signals of the pressure sensor 20 and the atmospheric pressure sensor 24. When Pt> Pa, the routine proceeds to step 68, where the electromagnetic opening / closing valve V2 is opened.
Then, it proceeds to step 70. On the other hand, when Pt ≦ Pa, the routine proceeds to step 69, where the electromagnetic on-off valve V2 is closed, and then the routine proceeds to step 70. When the electromagnetic opening / closing valve V2 is opened, the evaporated fuel in the fuel tank 17 is supplied into the canister 14 and adsorbed on the activated carbon layer 13.

At step 70, the electromagnetic opening / closing valve V1 is closed, and then at step 71, the electromagnetic opening / closing valve V3 is closed. Therefore, when L <L ₁ and T <T ₀ , both the supply operation of the evaporated fuel from the canister 14 and the supply operation of the evaporated fuel from the fuel tank 17 are stopped. On the other hand, at step 72, the pressure Pt in the upper space of the fuel tank 17 is set to P ₀ (P ₀ >).
It is determined whether it is higher than Pa). When Pt> Pa, the routine proceeds to step 73, where the duty ratio DUTY is calculated based on the pressure Pt in the upper space of the fuel tank 17 from the relationship shown in FIG. 8, and then, at step 74, the solenoid opening / closing valve V3 is calculated in accordance with the calculated duty ratio DUTY. Valve opening control is performed. Next, at step 75, the electromagnetic opening / closing valve 75 is closed, and then at step 76, the electromagnetic opening / closing valve V1 is opened. Therefore, at this time, the evaporated fuel is supplied from both the canister 14 and the fuel tank 17 into the intake duct 4.

On the other hand, when it is judged at step 72 that Pt ≦ P ₀ , the routine proceeds to step 77, where the electromagnetic on-off valve V3 is closed. Next, at step 78, the electromagnetic opening / closing valve V2 is opened, and then at step 76.
Proceed to. Therefore, at this time, the evaporated fuel is supplied into the intake duct 4 only from the canister 14, and the evaporated fuel in the fuel tank 17 is sent to the canister 14 to activate the activated carbon layer 1.
Adsorbed on 3.

If the catalytic converter is not provided, step 66 is eliminated in the routine of FIG. Therefore, in this case, the supply of the evaporated fuel is stopped when L <L ₁ and the evaporated fuel is supplied into the intake duct 4 when L ≧ L ₂ . In the above-described embodiments, each cylinder has one fuel injection valve 11. However, in addition to the fuel injection valve 11, an additional fuel injection valve is provided in each intake port of each cylinder so that the fuel injection valve 11 injects fuel only at the end of the compression stroke and the fuel injection valve provided in the intake port enters the intake port. Alternatively, fuel corresponding to the intake stroke injection shown in FIG. 6 may be injected.

[0028]

EFFECTS OF THE INVENTION Even in a cylinder injection type internal combustion engine in which the evaporated fuel supplied into the intake passage is discharged without being burned into the exhaust passage when the engine load is low, the action of discharging harmful components to the atmosphere Can be suppressed.

[Brief description of drawings]

FIG. 1 is an overall view of an internal combustion engine.

FIG. 2 is a side sectional view of a combustion chamber.

FIG. 3 is a plan view of the top surface of the piston.

FIG. 4 is a diagram for explaining a combustion method during low load operation.

FIG. 5 is a diagram for explaining a combustion method during medium load operation.

FIG. 6 is a diagram showing a fuel injection amount.

FIG. 7 is a diagram showing an exhaust gas purification rate by a catalyst.

FIG. 8 is a diagram showing the relationship between the pressure Pt in the upper space of the fuel tank and the duty ratio DUTY.

FIG. 9 is a flowchart for executing a main routine.

FIG. 10 is a diagram showing a fuel injection amount.

[Explanation of symbols]

 4 ... Intake duct 14 ... Canister 17 ... Fuel tank V1, V2, V3 ... Electromagnetic on-off valve

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification number Office reference number FI technical display location F02M 25/08 K 7114-3G 37/00 301 E 7049-3G

Claims (1)

[Claims] 1. When the engine load is smaller than a predetermined set load, an air-fuel mixture is formed in a limited region in the combustion chamber and the air-fuel mixture is ignited by a spark plug, and the engine load is lower than the set load. In an internal combustion engine in which the entire combustion chamber is filled with an air-fuel mixture when it is large, the upper space of the fuel tank is communicated with the intake passage of the engine when the engine load becomes higher than the above-mentioned set load. In-cylinder injection type internal combustion engine equipped with an evaporated fuel supply control device that supplies the evaporated fuel of 1. to the engine intake passage.