CN110630410A - Carbon tank oil-gas desorption system for supercharged engine and vehicle - Google Patents
Carbon tank oil-gas desorption system for supercharged engine and vehicle Download PDFInfo
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- CN110630410A CN110630410A CN201810664194.3A CN201810664194A CN110630410A CN 110630410 A CN110630410 A CN 110630410A CN 201810664194 A CN201810664194 A CN 201810664194A CN 110630410 A CN110630410 A CN 110630410A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
Abstract
The utility model relates to a charcoal jar oil gas desorption system and vehicle for supercharged engine, wherein, charcoal jar oil gas desorption system includes first oil gas desorption route and second oil gas desorption route, first oil gas desorption route intercommunication charcoal jar (2) and intake manifold (6), second oil gas desorption route intercommunication the inlet end of charcoal jar (2) and booster (9), wherein, be provided with negative pressure on the second oil gas desorption route and inhale oil piece (43) to form for the negative pressure region of charcoal jar (2). Through above-mentioned technical scheme, the carbon canister oil gas desorption system that this disclosure provided can improve the desorption effect of oil gas in the carbon canister.
Description
Technical Field
The disclosure relates to the technical field of engines, in particular to a carbon canister oil-gas desorption system for a supercharged engine and a vehicle.
Background
Gasoline is generally used as fuel for fuel-powered vehicles, but since gasoline is a volatile liquid, fuel vapor (referred to as "oil gas") is filled in a fuel tank at normal temperature, and therefore, in order to prevent the fuel vapor from being volatilized into the atmosphere, the oil gas in the fuel tank needs to be introduced into an engine for combustion. Therefore, gasoline fueled vehicles are typically equipped with a canister to adsorb the hydrocarbons in the tank and discharge them to the engine for combustion under appropriate operating conditions. Wherein, the process of oil gas emission to the engine is called oil gas desorption.
In the prior art, oil gas desorption is usually realized by adopting a negative pressure flushing mode, and the working principle is that a carbon canister is connected with an engine intake manifold, and oil gas in the carbon canister is cleaned by utilizing pressure difference formed by negative pressure in the intake manifold. However, in the case of a supercharged engine, when the supercharger works, the pressure in the intake manifold rises rapidly with the increase of the supercharging efficiency of the supercharger, and when the pressure in the intake manifold is higher than the atmospheric pressure, the oil gas desorption in the canister cannot be carried out by the pressure difference. Therefore, the existing oil-gas desorption mode cannot meet the requirement of a supercharged engine. In recent years, with the increasing perfection and strictness of emission regulations, vehicle fuel evaporation control has become an important component of vehicle emission control, and therefore, how to improve the oil-gas desorption effect of a canister in a supercharged engine has become a research subject of attention.
Disclosure of Invention
The utility model aims at providing a carbon canister oil gas desorption system for supercharged engine to improve the desorption effect of oil gas in the carbon canister.
In order to realize above-mentioned purpose, this disclosure provides a charcoal jar oil gas desorption system for supercharged engine, including first oil gas desorption route and second oil gas desorption route, first oil gas desorption route intercommunication charcoal jar and air intake manifold, second oil gas desorption route intercommunication the inlet end of charcoal jar and booster, wherein, be provided with the negative pressure on the second oil gas desorption route and inhale the oil piece to form for the negative pressure region of charcoal jar.
Optionally, the negative pressure oil suction member is configured in a three-way pipe shape and comprises a main through pipe and a bypass pipe, a negative pressure generating structure is arranged at the joint of the main through pipe and the bypass pipe, the outlet of the main through pipe is communicated with the air inlet end of the supercharger, and the bypass pipe is communicated with the outlet of the carbon canister.
Alternatively, the negative pressure generating structure is configured as a tapered tube structure having a tube diameter gradually decreasing toward a direction of the outlet.
Optionally, the negative pressure suction piece is configured as a venturi tube.
Optionally, the canister oil-gas desorption system includes an electromagnetic valve, a first check valve, a second check valve, a first pipeline, a second pipeline, and a third pipeline, the canister is connected to the intake manifold through the first pipeline, the electromagnetic valve and the first check valve are sequentially disposed on the first pipeline along the flow direction of oil gas, the oil-gas flow path from the canister to the intake manifold sequentially passing through the electromagnetic valve and the first check valve along the first pipeline is the first oil-gas desorption passage, the bypass pipe is connected to the first pipeline between the electromagnetic valve and the first check valve through the second pipeline, one end of the third pipeline is connected to the first pipeline between the first check valve and the intake manifold, the other end of the third pipeline is communicated with the inlet end of the supercharger, the main through pipe and the second check valve are disposed on the third pipeline, and the second one-way valve is arranged at the downstream of the main through pipe, and an oil-gas flow path from the carbon tank to the supercharger sequentially through the electromagnetic valve, the bypass pipe, the outlet of the main through pipe and the second one-way valve is a second oil-gas desorption passage.
Optionally, the canister oil-gas desorption system comprises a solenoid valve, a first integration, a fourth pipeline and a fifth pipeline, the first integration comprises a first one-way valve, a second one-way valve and the negative pressure oil suction piece, wherein the bypass pipe is connected to the first port of the first integration in parallel with the inlet end of the first one-way valve, the inlet of the main pipe is connected to the second port of the first integration in parallel with the outlet end of the first one-way valve, the outlet of the main pipe is connected to the third port of the first integration in series with the second one-way valve,
the electromagnetic valve and the first integration piece are sequentially arranged on a fourth pipeline along the flowing direction of oil gas, wherein the first interface and the second interface are connected to the fourth pipeline, the first interface is used as an oil gas inlet end, a fifth pipeline is communicated with the third interface and the inlet end of the supercharger, an oil gas flowing path from the carbon tank to the fourth pipeline sequentially passes through the electromagnetic valve and the first one-way valve to the air inlet manifold is a first oil gas desorption passage, and an oil gas flowing path from the carbon tank to the supercharger sequentially passes through the electromagnetic valve, the bypass pipe, the outlet of the main through pipe, the second one-way valve and the fifth pipeline is a second oil gas desorption passage.
Optionally, the canister oil-gas desorption system includes a first solenoid valve, a second solenoid valve, a first check valve, a second check valve, a sixth pipeline, a seventh pipeline and an eighth pipeline, the sixth pipeline and the seventh pipeline are connected to the canister in parallel, the sixth pipeline is connected to the intake manifold, the first solenoid valve and the first check valve are sequentially disposed on the sixth pipeline along the oil-gas flow direction, an oil-gas flow path from the canister to the intake manifold sequentially passing through the solenoid valve and the first check valve along the sixth pipeline is the first oil-gas desorption passage, the seventh pipeline is connected to the bypass pipe, the second solenoid valve and the second check valve are sequentially disposed on the seventh pipeline along the oil-gas flow direction, and one end of the eighth pipeline is connected to the sixth pipeline between the first check valve and the intake manifold, The other end of the main through pipe is communicated with the inlet end of the supercharger, the main through pipe is arranged on the third pipeline, and an oil-gas flow path from the carbon tank to the supercharger sequentially passes through the second electromagnetic valve, the second one-way valve, the bypass pipe and the outlet of the main through pipe is the second oil-gas desorption passage.
Optionally, the canister oil-gas desorption system includes a first solenoid valve, a second integrated piece, a ninth pipeline, a tenth pipeline and an eleventh pipeline, the second integrated piece includes a first check valve, a second check valve and the negative pressure oil suction piece, wherein an inlet end of the first check valve is connected to a fourth interface of the second integrated piece, an outlet end of the first check valve is connected to a fifth interface of the second integrated piece in parallel with an inlet of the main pipe, the bypass pipe is connected to a sixth interface of the second integrated piece, an outlet of the main pipe is connected to a seventh interface of the second integrated piece, the ninth pipeline and the tenth pipeline are connected to the canister in parallel, the ninth pipeline is connected to the intake manifold, and the first solenoid valve and the second integrated piece are sequentially disposed on the ninth pipeline along the flow direction of oil gas, the fourth interface and the fifth interface are connected to the ninth pipeline, the fourth interface is used as an oil-gas inlet end, the tenth pipeline is connected with the third interface, the second electromagnetic valve is arranged on the tenth pipeline, the eleventh pipeline is communicated with the seventh interface and the inlet end of the supercharger, an oil-gas flow path from the carbon tank to the intake manifold along the ninth pipeline sequentially through the first electromagnetic valve and the first one-way valve is the first oil-gas desorption passage, and an oil-gas flow path from the carbon tank to the supercharger sequentially through the second electromagnetic valve, the second one-way valve, the bypass pipe, the outlet of the main through pipe and the eleventh pipeline is the second desorption oil-gas passage.
Optionally, the flow rate of the first electromagnetic valve under the pressure of 20kPa to 70kPa is in the range of 60L/min to 150L/min.
Optionally, the flow rate of the first electromagnetic valve under the pressure of 20kPa to 70kPa is in the range of 80L/min to 120L/min.
Optionally, the deviation between the flow rates of the first solenoid valve at any two pressures in the pressure range of 20kPa to 70kPa is less than 5L/min.
Optionally, the second solenoid valve has a flow rate greater than 40L/min at pressures greater than 7 kPa.
Optionally, the flow rate of the second electromagnetic valve under the pressure of 1 kPa-3 kPa is not less than 40L/min.
Optionally, the cracking pressure of the second one-way valve is less than the cracking pressure of the first one-way valve.
Optionally, the second one-way valve requires an opening pressure of less than 5kPa at a flow rate of 0.1L/min.
Optionally, the second one-way valve requires an opening pressure of less than 1kPa at a flow rate of 0.1L/min.
On the basis of the technical scheme, the utility model also provides a vehicle, including supercharged engine, wherein, the vehicle includes foretell charcoal jar oil gas desorption system for supercharged engine.
Through above-mentioned technical scheme, this carbon canister oil gas desorption system for supercharged engine that this disclosure provided provides two desorption passageways for the oil gas in the carbon canister, first oil gas desorption passageway and second oil gas desorption passageway promptly, when the booster is out of work or the rotational speed is lower, pressure in the air intake manifold is less than atmospheric pressure, be less than the pressure in the carbon canister promptly, under this condition, adsorbed oil gas by evaporating in the fuel tank in the carbon canister can wash through the pressure differential between air intake manifold and the carbon canister, realize the oil gas desorption, the oil gas gets into air intake manifold along first passageway from the carbon canister. After the supercharger reaches a certain rotating speed, the pressure in the intake manifold is no longer lower than the atmospheric pressure, in this case, a negative pressure area relative to the carbon canister can be formed through the negative pressure oil suction member, namely, the pressure at the negative pressure oil suction member is smaller than the pressure in the carbon canister, so that a pressure difference is formed between the carbon canister and the negative pressure oil suction member, in this case, oil gas evaporated from the fuel tank and adsorbed in the carbon canister can be flushed through the pressure difference, so that oil gas desorption in the carbon canister is realized, and the desorbed oil gas can enter the intake manifold through the throttle valve after being cooled by the intercooler together with air through the air inlet end of the supercharger, and finally is sent to the combustion chamber for combustion. In other words, this disclosure provides a canister oil gas desorption system under the high-speed rotatory condition of booster, realizes the oil gas desorption of canister through making the negative pressure to improve the oil gas desorption effect among the supercharged engine, this can guarantee to carry out the canister oil gas desorption as far as possible fully under the prerequisite of guaranteeing other functions when the engine operation, in order to reach the evaporation emission control requirement, not only can improve fuel utilization ratio, can also reduce the pollution of emission to the environment. The vehicle provided by the disclosure comprises the canister oil-gas desorption system for the supercharged engine, so that the advantages are also achieved, and the repeated description is omitted.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a simplified schematic diagram of a first embodiment of the present disclosure;
FIG. 2 is a simplified schematic diagram of a first embodiment of the present disclosure, wherein a first hydrocarbon desorption passage is identified;
FIG. 3 is a simplified schematic diagram of the first embodiment of the present disclosure, wherein a second hydrocarbon desorption passage is indicated;
FIG. 4 is a simplified schematic diagram of a second embodiment of the present disclosure;
FIG. 5 is a simplified schematic diagram of a second embodiment of the present disclosure, wherein a first hydrocarbon desorption passage is identified;
FIG. 6 is a simplified schematic diagram of a second embodiment of the present disclosure, wherein a second hydrocarbon desorption passage is indicated;
FIG. 7 is a simplified schematic diagram of a third embodiment of the present disclosure;
FIG. 8 is a simplified schematic diagram of a third embodiment of the present disclosure, wherein a first hydrocarbon desorption passage is identified;
FIG. 9 is a simplified schematic diagram of a third embodiment of the present disclosure, with a second hydrocarbon desorption passage indicated;
FIG. 10 is a simplified schematic diagram of a fourth embodiment of the present disclosure;
FIG. 11 is a simplified schematic diagram of a fourth embodiment of the present disclosure, wherein a first hydrocarbon desorption passage is identified;
fig. 12 is a simplified schematic diagram of a fourth embodiment of the present disclosure, with a second hydrocarbon desorption passage indicated.
Description of the reference numerals
1-fuel tank, 2-canister, 3-solenoid valve, 31-first solenoid valve, 32-second solenoid valve, 401-first integrated piece, 402-second integrated piece, 41-first one-way valve, 42-second one-way valve, 43-negative pressure oil suction piece, 431-main through pipe, 432-bypass pipe, 433-negative pressure generation structure, 5-engine, 6-intake manifold, 7-throttle valve, 8-intercooler, 9-supercharger, 10-air cleaner, 109-air supply pipeline, A-first pipeline, B-second pipeline, C-third pipeline, D-fourth pipeline, E-fifth pipeline, F-sixth pipeline, G-seventh pipeline, H-eighth pipeline, J-ninth pipeline, K-tenth pipeline, L-eleventh pipeline.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
In the present disclosure, unless stated to the contrary, terms of orientation such as "upstream and downstream" are generally used with reference to the direction of fluid flow, i.e., fluid flow from upstream to downstream. In addition, the use of the terms first, second, etc. are used only to distinguish one element from another and are not to be construed as having sequence or importance.
According to the specific embodiment of this disclosure, a charcoal canister oil gas desorption system for supercharged engine is provided, charcoal canister oil gas desorption system includes first oil gas desorption route and second oil gas desorption route, first oil gas desorption route intercommunication charcoal jar 2 and intake manifold 6, second oil gas desorption route intercommunication charcoal jar 2 and booster 9's inlet end, wherein, be provided with negative pressure oil absorption piece 43 on the second oil gas desorption route to form for the negative pressure region of charcoal jar 2.
Through above-mentioned technical scheme, this carbon canister oil gas desorption system for supercharged engine that this disclosure provided provides two desorption passageways for the oil gas in carbon canister 2, first oil gas desorption passageway and second oil gas desorption passageway promptly, when booster 9 is out of work or the rotational speed is lower, pressure in intake manifold 6 is less than atmospheric pressure, be less than the pressure in carbon canister 2 promptly, under this condition, adsorbed oil gas by the evaporation in the fuel tank 1 among the carbon canister 6 can wash through the pressure differential between intake manifold 6 and the carbon canister 2, realize the oil gas desorption, oil gas gets into in intake manifold 6 from carbon canister 2 along first passageway. After the supercharger 9 reaches a certain rotation speed, the pressure in the intake manifold 6 is no longer lower than the atmospheric pressure, in this case, a negative pressure area with respect to the canister 2 is formed by the negative pressure oil suction member 43, that is, the pressure at the negative pressure oil suction member 43 is smaller than the pressure in the canister 2, so that a pressure difference is formed between the canister 2 and the negative pressure oil suction member 43, in this case, the oil gas evaporated from the fuel tank 1 adsorbed in the canister 2 can be flushed by the pressure difference, so that the oil gas desorbed in the canister 2 is realized, and the desorbed oil gas can enter the intake manifold 6 through the throttle valve 7 after the air filtered by the air filter 10 is cooled by the intercooler through the intake end of the supercharger 9, and finally is sent to the combustion chamber for combustion. In other words, this disclosure provides a canister oil gas desorption system under the high-speed rotatory condition of booster, realizes the oil gas desorption of canister through making the negative pressure to improve the oil gas desorption effect among the supercharged engine, this can guarantee to carry out the canister oil gas desorption as far as possible fully under the prerequisite of guaranteeing other functions when the engine operation, in order to reach the evaporation emission control requirement, not only can improve fuel utilization ratio, can also reduce the pollution of emission to the environment.
In the specific embodiment provided by the present disclosure, the negative pressure oil absorption member 43 may be configured in any suitable manner. Alternatively, referring to fig. 1 to 12, the negative pressure oil suction member 43 is configured in a three-way pipe shape, and includes a main through pipe 431 and a bypass pipe 432, a negative pressure generating structure 433 is disposed in the main through pipe 431 at a connection with the bypass pipe 432, an outlet of the main through pipe 431 is communicated with the air inlet end of the supercharger 9, and the bypass pipe 432 is communicated with an outlet of the canister 2.
In the specific embodiment provided by the present disclosure, the negative pressure generating structure 433 can utilize the venturi effect, that is, when the restricted fluid passes through the reduced flow section, the fluid has an increased flow velocity, and the flow velocity is inversely proportional to the flow section. While it is known from bernoulli's law that an increase in flow velocity is accompanied by a decrease in fluid pressure, a common venturi phenomenon. Colloquially, this effect is the creation of low pressure in the vicinity of a high velocity flowing fluid, thereby creating an adsorption effect. Depending on this effect, the negative pressure generating structure 433 may be constructed. Alternatively, the negative pressure generating structure 433 may be configured as a tapered tube structure having a gradually decreasing tube diameter toward the direction of the outlet, as shown in fig. 1 to 12. Alternatively (not shown), the suction piece 43 may be configured as a venturi tube with a bypass tube connected at the throat (i.e., the narrowest portion of the main tube) of the main tube.
Four embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings.
Fig. 1 to 3 show a first embodiment of the present disclosure. Referring to fig. 1 to 3, the canister oil-gas desorption system includes an electromagnetic valve 3, a first check valve 41, a second check valve 42, a first pipeline a, a second pipeline B, and a third pipeline C, the canister 2 is connected to the intake manifold 6 through the first pipeline a, the electromagnetic valve 3 and the first check valve 41 are sequentially arranged on the first pipeline a along the flow direction of oil-gas, and the canister 2 follows the first pipeline a to sequentially pass through the electromagnetic valve 3 and the first check valve 41 to the oil-gas flow path of the intake manifold 6 is the first oil-gas desorption passage, which is indicated by a solid arrow in fig. 2.
The bypass pipe 432 is connected to the first pipe a between the solenoid valve 3 and the first check valve 41 through the second pipe B, the third pipe C has one end connected to the first pipe a between the first check valve 41 and the intake manifold 6 and the other end communicating with the inlet end of the supercharger 9 (for example, the third pipe C connected to the feed pipe 109 between the supercharger 9 and the air cleaner 10), the main pipe 431 and the second check valve 42 are provided on the third pipe C, and the second check valve 42 is provided downstream of the main pipe 431, and the oil and gas flow path from the canister 2 to the supercharger 9 sequentially through the solenoid valve 3, the bypass pipe 432, the outlet of the main pipe 431, the second check valve 42 is the second oil and gas desorption passage, as indicated by the solid arrows in fig. 3.
In the second oil-gas desorption passage, a part of the gas in the intake manifold 6 (the flow direction is shown as an open arrow) enters the third pipeline C along the first pipeline a, when the gas passes through the negative pressure generating structure 433 of the main pipe 431, negative pressure is generated under the action of the venturi effect, and the negative pressure acts on the carbon canister 2 through the bypass pipe 432 to realize oil-gas desorption in the carbon canister 2, so that the oil-gas in the carbon canister 2 can flow along the second oil-gas desorption passage and reach the intake manifold 6. Here, since the air flow passing through the main pipe 431 and the second check valve 42 is the air flow entering the intake manifold 6, which has been cooled by the intercooler 8, it is possible to reduce the requirement for the heat resistance of the negative pressure oil suction member 43 and the corresponding pipe, and to reduce the cost.
Fig. 4 to 6 show a second embodiment of the present disclosure. Referring to fig. 4 to 6, the canister hydrocarbon desorption system includes a solenoid valve 3, a first manifold 401, a fourth pipeline D and a fifth pipeline E, the first manifold 401 includes a first check valve 41, a second check valve 42 and the negative pressure oil suction member 43, wherein the bypass pipe 432 is connected to a first port of the first manifold 401 in parallel with an inlet end of the first check valve 41, an inlet of the main pipe 431 is connected to a second port of the first manifold 401 in parallel with an outlet end of the first check valve 41, an outlet of the main pipe 431 is connected to a third port of the first manifold 401 in series with the second check valve 42, the solenoid valve 3 and the first manifold 401 are sequentially disposed on the fourth pipeline D in a flow direction of hydrocarbon, wherein the first port and the second port are connected to the fourth pipeline D, the first port serves as an oil-gas inlet port, and the fifth pipeline E communicates the third port with the inlet port of the supercharger 9 (for example, the fifth pipeline E may connect the third port with the air feed pipeline 109 between the supercharger 9 and the air cleaner 10).
Thus, the hydrocarbon flow path from the canister 2 to the intake manifold 6 along the fourth line D sequentially via the solenoid valve 3 and the first check valve 41 becomes the first hydrocarbon desorption passage, as shown in fig. 5.
An oil-gas flow path from the canister 2 to the supercharger 9 sequentially through the solenoid valve 3, the bypass pipe 432, the outlet of the main pipe 431, the second check valve 42, and the fifth pipeline E is the second oil-gas desorption passage, as shown in fig. 6.
The first check valve 41, the second check valve 42 and the negative pressure oil absorption piece 43 are integrated into a whole, namely the first integrated piece 401, so that the compactness of the structure can be greatly improved, the number of parts and the cost of the parts can be effectively reduced, the assembly time is shortened, and the production cycle is improved.
In the second oil-gas desorption passage, a part of the gas in the intake manifold 6 (the flow direction is shown as an open arrow) enters the fifth pipeline E along the fourth pipeline D, when the gas passes through the negative pressure generating structure 433 of the main pipe 431, negative pressure is generated under the action of the venturi effect, and the negative pressure acts on the carbon canister 2 through the bypass pipe 432 to realize oil-gas desorption in the carbon canister 2, so that the oil-gas in the carbon canister 2 can flow along the second oil-gas desorption passage and reach the intake manifold 6. Here, since the air flow passing through the main pipe 431 and the second check valve 42 is the air flow entering the intake manifold 6, which has been cooled by the intercooler 8, it is possible to reduce the requirement for the heat resistance of the negative pressure oil suction member 43 and the corresponding pipe, and to reduce the cost.
Fig. 7 to 9 show a third embodiment of the present disclosure. Referring to fig. 7 to 9, the canister oil-gas desorption system includes a first solenoid valve 31, a second solenoid valve 32, a first check valve 41, a second check valve 42, a sixth pipeline F, a seventh pipeline G and an eighth pipeline H, the sixth pipeline F and the seventh pipeline G are connected in parallel to the canister 2, the sixth pipeline F is connected to the intake manifold 6, the first solenoid valve 31 and the first check valve 41 are sequentially disposed on the sixth pipeline F along the flow direction of oil-gas, and the oil-gas flow path from the canister 2 to the intake manifold 6 sequentially passing through the solenoid valve 3 and the first check valve 41 along the sixth pipeline F is the first oil-gas desorption passage, which is indicated by a solid arrow in fig. 8.
The seventh pipe G is connected to the bypass pipe 432, the second solenoid valve 32 and the second check valve 42 are sequentially disposed on the seventh pipe G in the oil-gas flow direction, one end of the eighth pipe H is connected to the sixth pipe F between the first check valve 41 and the intake manifold 6, the other end of the eighth pipe H communicates with the inlet end of the supercharger 9 (for example, the other end of the eighth pipe H may be connected to the air feed pipe 109 between the supercharger 9 and the air cleaner 10), the main pipe 431 is disposed on the third pipe C, and an oil-gas flow path from the canister 2 to the supercharger 9 sequentially through the second solenoid valve 32, the second check valve 42, the bypass pipe 432, and the outlet of the main pipe 431 is the second oil-gas desorption passage.
In the second oil-gas desorption passage, a part of the gas in the intake manifold 6 (the flow direction is shown as an open arrow) enters the eighth pipeline H along the sixth pipeline F, when the gas passes through the negative pressure generating structure 433 of the main pipe 431, negative pressure is generated under the action of the venturi effect, and the negative pressure acts on the carbon canister 2 through the bypass pipe 432 to realize oil-gas desorption in the carbon canister 2, so that the oil-gas in the carbon canister 2 can flow along the second oil-gas desorption passage and reach the intake manifold 6. Here, since the air flow passing through the main pipe 431 and the second check valve 42 is the air flow entering the intake manifold 6, which has been cooled by the intercooler 8, it is possible to reduce the requirement for the heat resistance of the negative pressure oil suction member 43 and the corresponding pipe, and to reduce the cost.
Fig. 10 to 12 show a fourth embodiment of the present disclosure. Referring to fig. 10 to 12, the canister oil and gas desorption system includes a first solenoid valve 31, a second solenoid valve 32, a second manifold 402, a ninth pipeline J, a tenth pipeline K, and an eleventh pipeline L, the second manifold 402 includes a first check valve 41, a second check valve 42, and the negative pressure oil suction member 43, wherein an inlet end of the first check valve 41 is connected to a fourth port of the second manifold 402, an outlet end of the first check valve 41 is connected to a fifth port of the second manifold 402 in parallel with an inlet of the main pipe 431, the bypass pipe 432 is connected to a sixth port of the second manifold 402, an outlet of the main pipe 431 is connected to a seventh port of the second manifold 402, the ninth pipeline J and the tenth pipeline K are connected to the canister 2 in parallel, the ninth pipeline J is connected to the intake manifold 6, the first solenoid valve 31 and the second manifold 402 are sequentially disposed on the ninth pipeline J in the oil-gas flowing direction, wherein the fourth port and the fifth port are connected to the ninth pipeline J, the fourth port serves as an oil-gas inlet, the tenth pipeline K is connected to the third port, the second solenoid valve 32 is disposed on the tenth pipeline K, and the eleventh pipeline L communicates the seventh port and the inlet end of the supercharger 9 (for example, the eleventh pipeline L may be connected to the air supply pipeline 109 between the supercharger 9 and the air cleaner 10).
Thus, the oil and gas flow path from the canister 2 along the ninth pipeline J sequentially through the first solenoid valve 31, the first check valve 41 and the intake manifold 6 is the first oil and gas desorption passage, which is indicated by the solid arrows in fig. 11.
An oil-gas flow path from the canister 2 to the supercharger 9 sequentially through the two solenoid valves 3, the second check valve 42, the bypass pipe 432, the outlet of the main pipe 431, and the eleventh pipeline L is the second oil-gas desorption passage, which is indicated by a solid arrow in fig. 12.
The first one-way valve 41, the second one-way valve 42 and the negative pressure oil absorption piece 43 are integrated into a whole, namely the second integrated piece 402, so that the compactness of the structure can be greatly improved, the number of parts and the cost of the parts can be effectively reduced, the assembly time is shortened, and the production cycle is improved.
In the second hydrocarbon desorption passage, a part of the gas in the intake manifold 6 (the flow direction is shown as an open arrow) enters the eleventh pipeline L along the ninth pipeline J, and when the gas passes through the negative pressure generating structure 433 of the main pipe 431, negative pressure is generated under the action of the venturi effect, and the negative pressure acts on the canister 2 through the bypass pipe 432 to realize hydrocarbon desorption in the canister 2, so that the hydrocarbon in the canister 2 can flow along the second hydrocarbon desorption passage and reach the intake manifold 6. Here, since the air flow passing through the main pipe 431 and the second check valve 42 is the air flow entering the intake manifold 6, which has been cooled by the intercooler 8, it is possible to reduce the requirement for the heat resistance of the negative pressure oil suction member 43 and the corresponding pipe, and to reduce the cost.
In the four embodiments provided by the present disclosure, the second oil-gas desorption passage depending on the negative pressure desorption at the intake manifold 6 is communicated between the throttle valve 7 and the combustion chamber of the engine 5, so that the flow rate in each pipeline in the second oil-gas desorption passage needs to be controlled to avoid the deviation between the actual intake flow rate and the required intake flow rate, and the flow rate in the corresponding pipeline is generally controlled by using the pipe diameter of the desorption pipeline, that is, the pipe diameter of the corresponding pipeline cannot be too large, for example, the pipe diameter of the corresponding pipeline may be greater than or equal to 8 mm, and preferably greater than or equal to 12 mm, so as to ensure a lower pressure drop, which is favorable for oil-gas desorption of the canister at low negative pressure.
In the four embodiments provided by the present disclosure, the control unit ECU of the engine 5 monitors the pressure in the intake manifold 6 to adjust the opening degrees of the electromagnetic valve 3, the first electromagnetic valve 31, and the second electromagnetic valve 32, so as to ensure that canister desorption is performed as much as possible while ensuring other functions when the engine of the vehicle is running, thereby effectively improving the fuel utilization and reducing the environmental pollution. And because in the charcoal jar oil gas desorption system that this disclosure provided, the oil gas desorption under the big negative pressure condition of first oil gas desorption route mainly used, the oil gas desorption under the little negative pressure condition of second oil gas desorption route mainly used, consequently, in order to guarantee that the homoenergetic under the fluid flow of difference can obtain better oil gas desorption effect, in the embodiment that this disclosure provided, corresponding solenoid valve and check valve can adopt the part that has different characteristic parameters on first oil gas desorption route and the second oil gas desorption route. For example, the first solenoid valve 31 may be a pneumatic solenoid valve of a corresponding type having a low flow rate and high accuracy characteristic, and the second solenoid valve 32 may be a pneumatic solenoid valve of a corresponding type having a high flow rate and high stability characteristic.
Alternatively, in the third and fourth embodiments provided by the present disclosure, the flow rate of the first solenoid valve 31 under the pressure of 20kPa to 70kPa may range from 60L/min to 150L/min; alternatively, the flow rate of the first solenoid valve 31 under the pressure of 20kPa to 70kPa may be in the range of 80L/min to 120L/min.
Alternatively, in the third and fourth embodiments provided by the present disclosure, the deviation between the flow rates of the first solenoid valve 31 at any two pressures in the pressure range of 20kPa to 70kPa is less than 5L/min.
Alternatively, in the third and fourth embodiments provided by the present disclosure, the flow rate of the second solenoid valve 32 is greater than 40L/min at pressures greater than 7 kPa.
Alternatively, in the third and fourth embodiments provided by the present disclosure, the flow rate of the second solenoid valve 32 at a pressure of 1kPa to 3kPa is not less than 40L/min.
Alternatively, in the first to fourth embodiments provided in the present disclosure, the cracking pressure of the second check valve 42 is smaller than the cracking pressure of the first check valve 41.
Alternatively, in the first to fourth embodiments provided in the present disclosure, the opening pressure of the second check valve 42 required at the flow rate of 0.1L/min is less than 5 kPa.
Alternatively, in the first to fourth embodiments provided by the present disclosure, the opening pressure of the second check valve 42 required at the flow rate of 0.1L/min is less than 1 kPa.
On the basis of the technical scheme, the present disclosure also provides a vehicle, which includes a supercharged engine (mechanically supercharged and/or turbocharged), wherein the vehicle includes the above-mentioned canister oil gas desorption system for a supercharged engine.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (17)
1. The utility model provides a charcoal jar oil gas desorption system for supercharged engine, a serial communication port, charcoal jar oil gas desorption system includes first oil gas desorption route and second oil gas desorption route, first oil gas desorption route intercommunication charcoal jar (2) and intake manifold (6), second oil gas desorption route intercommunication the inlet end of charcoal jar (2) and booster (9), wherein, be provided with negative pressure oil absorption piece (43) on the second oil gas desorption route to form for the negative pressure region of charcoal jar (2).
2. The canister oil-gas desorption system as claimed in claim 1, wherein the negative pressure oil suction member (43) is configured in a three-way pipe shape and comprises a main through pipe (431) and a bypass pipe (432), a negative pressure generating structure (433) is arranged in the main through pipe (431) at the connection with the bypass pipe (432), the outlet of the main through pipe (431) is communicated with the air inlet end of the supercharger (9), and the bypass pipe (432) is communicated with the outlet of the canister (2).
3. The canister hydrocarbon desorption system of claim 2 wherein the negative pressure generating structure (433) is configured as a conical tube structure with a decreasing tube diameter towards the outlet.
4. The canister hydrocarbon desorption system of claim 2 wherein the negative pressure suction piece (43) is configured as a venturi tube.
5. The canister hydrocarbon desorption system according to claim 2, which comprises a solenoid valve (3), a first check valve (41), a second check valve (42), a first pipeline (A), a second pipeline (B) and a third pipeline (C),
the carbon tank (2) is connected with the air inlet manifold (6) through the first pipeline (A), the electromagnetic valve (3) and the first one-way valve (41) are sequentially arranged on the first pipeline (A) along the flow direction of oil gas, the oil gas flow path from the carbon tank (2) and along the first pipeline (A) sequentially passing through the electromagnetic valve (3) and the first one-way valve (41) to the air inlet manifold (6) is the first oil gas desorption passage,
the bypass pipe (432) being connected to the first pipe (A) between the solenoid valve (3) and the first check valve (41) through the second pipe (B), one end of the third pipeline (C) is connected to the first pipeline (A) between the first check valve (41) and the intake manifold (6), and the other end of the third pipeline is communicated with the inlet end of the supercharger (9), the main duct (431) and the second non-return valve (42) are arranged on the third duct (C), and the second check valve (42) is arranged at the downstream of the main through pipe (431), and an oil-gas flow path from the carbon tank (2) to the supercharger (9) sequentially passes through the electromagnetic valve (3), the bypass pipe (432), the outlet of the main through pipe (431) and the second check valve (42) is a second oil-gas desorption passage.
6. The canister hydrocarbon desorption system of claim 2, which comprises a solenoid valve (3), a first manifold (401), a fourth pipeline (D) and a fifth pipeline (E), wherein the first manifold (401) comprises a first check valve (41), a second check valve (42) and the negative pressure oil suction member (43), wherein the bypass pipe (432) is connected to the first port of the first manifold (401) in parallel with the inlet end of the first check valve (41), the inlet of the main pipe (431) is connected to the second port of the first manifold (401) in parallel with the outlet end of the first check valve (41), and the outlet of the main pipe (431) is connected to the third port of the first manifold (401) in series with the second check valve (42),
the electromagnetic valve (3) and the first integrated part (401) are sequentially arranged on the fourth pipeline (D) along the flowing direction of oil gas, wherein the first interface and the second interface are connected to the fourth pipeline (D), the first interface is used as an oil gas inlet end, the fifth pipeline (E) is communicated with the third interface and the inlet end of the supercharger (9),
an oil gas flow path from the carbon tank (2) to the intake manifold (6) along the fourth pipeline (D) sequentially through the electromagnetic valve (3) and the first check valve (41) is the first oil gas desorption passage,
and an oil-gas flow path from the carbon tank (2) to the supercharger (9) sequentially through the electromagnetic valve (3), the bypass pipe (432), an outlet of the main through pipe (431), the second one-way valve (42) and the fifth pipeline (E) is a second oil-gas desorption passage.
7. The canister hydrocarbon desorption system according to claim 2, comprising a first solenoid valve (31), a second solenoid valve (32), a first check valve (41), a second check valve (42), a sixth pipeline (F), a seventh pipeline (G) and an eighth pipeline (H), the sixth pipeline (F) and the seventh pipeline (G) being connected in parallel to the canister (2),
the sixth pipeline (F) is connected with the air inlet manifold (6), the first electromagnetic valve (31) and the first one-way valve (41) are sequentially arranged on the sixth pipeline (F) along the flow direction of oil gas, an oil gas flow path from the carbon tank (2) and along the sixth pipeline (F) to the air inlet manifold (6) sequentially passes through the electromagnetic valve (3) and the first one-way valve (41) is the first oil gas desorption passage,
the seventh pipeline (G) is connected to the bypass pipe (432), the second electromagnetic valve (32) and the second one-way valve (42) are sequentially arranged on the seventh pipeline (G) along the flow direction of oil gas, one end of the eighth pipeline (H) is connected to the sixth pipeline (F) between the first one-way valve (41) and the intake manifold (6), the other end of the eighth pipeline is communicated with the inlet end of the supercharger (9), the main through pipe (431) is arranged on the third pipeline (C), and an oil gas flow path from the carbon tank (2) to the supercharger (9) sequentially passes through the second electromagnetic valve (32), the second one-way valve (42), the bypass pipe (432) and the outlet of the main through pipe (431) is a second oil gas desorption passage.
8. The canister hydrocarbon desorption system of claim 2, which comprises a first solenoid valve (31), a second solenoid valve (32), a second manifold (402), a ninth pipeline (J), a tenth pipeline (K) and an eleventh pipeline (L), wherein the second manifold (402) comprises a first check valve (41), a second check valve (42) and the negative pressure oil suction member (43), wherein an inlet end of the first check valve (41) is connected with a fourth interface of the second manifold (402), an outlet end of the first check valve (41) is connected with a fifth interface of the second manifold (402) in parallel with an inlet of the main through pipe (431), the bypass pipe (432) is connected with a sixth interface of the second manifold (402), and an outlet of the main through pipe (431) is connected with a seventh interface of the second manifold (402),
the ninth pipeline (J) and the tenth pipeline (K) are connected to the canister (2) in parallel, the ninth pipeline (J) is connected to the intake manifold (6), the first solenoid valve (31) and the second manifold (402) are sequentially arranged on the ninth pipeline (J) along the flow direction of oil gas, wherein the fourth port and the fifth port are connected to the ninth pipeline (J), the fourth port is used as an oil gas inlet end, the tenth pipeline (K) is connected to the third port, the second solenoid valve (32) is arranged on the tenth pipeline (K), and the eleventh pipeline (L) communicates the seventh port and the inlet end of the supercharger (9),
an oil gas flow path from the carbon tank (2) to the intake manifold (6) along the ninth pipeline (J) sequentially through the first electromagnetic valve (31) and the first one-way valve (41) is the first oil gas desorption passage,
an oil gas flow path from the carbon tank (2) to the supercharger (9) sequentially through the two solenoid valves (3), the second one-way valve (42), the bypass pipe (432), an outlet of the main through pipe (431), and the eleventh pipeline (L) is the second oil gas desorption passage.
9. The canister hydrocarbon desorption system according to claim 7 or 8, wherein the flow rate of the first solenoid valve (31) is in the range of 60L/min to 150L/min at a pressure of 20kPa to 70 kPa.
10. The canister hydrocarbon desorption system according to claim 9, wherein the flow rate of the first solenoid valve (31) is in the range of 80L/min to 120L/min at a pressure of 20kPa to 70 kPa.
11. The canister hydrocarbon desorption system according to claim 7 or 8, wherein the deviation between the flow rates of the first solenoid valve (31) at any two pressures in the pressure range of 20kPa to 70kPa is less than 5L/min.
12. The canister hydrocarbon desorption system according to claim 7 or 8 wherein the flow rate of the second solenoid valve (32) is greater than 40L/min at a pressure greater than 7 kPa.
13. The canister hydrocarbon desorption system according to claim 7 or 8, wherein the flow rate of the second solenoid valve (32) is not less than 40L/min at a pressure of 1kPa to 3 kPa.
14. The canister hydrocarbon desorption system according to any one of the claims 5 to 8 wherein the cracking pressure of the second check valve (42) is lower than the cracking pressure of the first check valve (41).
15. The canister hydrocarbon desorption system according to any one of the claims 5 to 8 wherein the required cracking pressure of the second check valve (42) at a flow rate of 0.1L/min is less than 5 kPa.
16. The canister hydrocarbon desorption system according to any one of the claims 5 to 8 wherein the required cracking pressure of the second check valve (42) at a flow rate of 0.1L/min is less than 1 kPa.
17. A vehicle comprising a supercharged engine, characterized in that it comprises a canister hydrocarbon desorption system for a supercharged engine as claimed in any one of claims 1-16.
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| CN201810664194.3A CN110630410B (en) | 2018-06-25 | 2018-06-25 | Carbon tank oil-gas desorption system for supercharged engine and vehicle |
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| CN201810664194.3A CN110630410B (en) | 2018-06-25 | 2018-06-25 | Carbon tank oil-gas desorption system for supercharged engine and vehicle |
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