CN113417765A - Positive pressure detection device and method and vehicle comprising positive pressure detection device - Google Patents
Positive pressure detection device and method and vehicle comprising positive pressure detection device Download PDFInfo
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- CN113417765A CN113417765A CN202110693465.XA CN202110693465A CN113417765A CN 113417765 A CN113417765 A CN 113417765A CN 202110693465 A CN202110693465 A CN 202110693465A CN 113417765 A CN113417765 A CN 113417765A
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- 238000001514 detection method Methods 0.000 title claims abstract description 40
- 238000000034 method Methods 0.000 title claims description 19
- 239000000446 fuel Substances 0.000 claims abstract description 157
- 238000003795 desorption Methods 0.000 claims abstract description 110
- 238000001179 sorption measurement Methods 0.000 claims abstract description 36
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims abstract description 35
- 239000002828 fuel tank Substances 0.000 claims abstract description 29
- 229910052799 carbon Inorganic materials 0.000 claims abstract description 24
- 238000004891 communication Methods 0.000 claims abstract description 17
- 238000007664 blowing Methods 0.000 claims abstract description 4
- 239000003921 oil Substances 0.000 claims description 25
- 230000008569 process Effects 0.000 claims description 14
- 238000002347 injection Methods 0.000 claims description 8
- 239000007924 injection Substances 0.000 claims description 8
- 230000001276 controlling effect Effects 0.000 claims description 7
- 239000003610 charcoal Substances 0.000 claims description 4
- 230000009471 action Effects 0.000 claims description 2
- 239000000295 fuel oil Substances 0.000 claims description 2
- 230000001105 regulatory effect Effects 0.000 claims description 2
- 238000002485 combustion reaction Methods 0.000 abstract description 11
- 239000007789 gas Substances 0.000 description 8
- 238000010926 purge Methods 0.000 description 8
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 6
- OKKJLVBELUTLKV-UHFFFAOYSA-N Methanol Chemical compound OC OKKJLVBELUTLKV-UHFFFAOYSA-N 0.000 description 6
- 229910052739 hydrogen Inorganic materials 0.000 description 6
- 239000001257 hydrogen Substances 0.000 description 6
- 239000003344 environmental pollutant Substances 0.000 description 4
- 231100000719 pollutant Toxicity 0.000 description 4
- 239000003502 gasoline Substances 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000002737 fuel gas Substances 0.000 description 2
- 230000000274 adsorptive effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000002950 deficient Effects 0.000 description 1
- 238000009792 diffusion process Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000003912 environmental pollution Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
- 238000007493 shaping process Methods 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 238000010998 test method Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Images
Classifications
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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
- F02M25/0854—Details of the absorption canister
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B77/00—Component parts, details or accessories, not otherwise provided for
- F02B77/08—Safety, indicating, or supervising devices
-
- 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
-
- 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
- F02M25/0809—Judging failure of purge control system
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
- Measuring Fluid Pressure (AREA)
Abstract
The invention provides a positive pressure detection device, a positive pressure detection method and a vehicle comprising the positive pressure detection device, belonging to the technical field of internal combustion engines, wherein the positive pressure detection device comprises: a fuel tank, a carbon canister, a positive pressure generator, an engine, a fuel vapor concentration detector, a self-circulation conduit, and a controller. The fuel tank is provided with an exhaust port and an oil outlet; the carbon canister is provided with an atmosphere communication port, an adsorption port and a desorption port, and the adsorption port is communicated with the exhaust port; the positive pressure generator is arranged on the atmosphere communication port, and the air blowing port is communicated with the atmosphere communication port; the engine is provided with an oil inlet and an air inlet, the oil inlet is communicated with the oil outlet, and the air inlet is provided with an air inlet pipeline; the fuel vapor concentration detector is arranged on the desorption pipeline; one end of the self-circulation pipeline is communicated with the desorption pipeline, and the other end of the self-circulation pipeline is communicated with the adsorption pipeline; the controller is electrically connected to the fuel vapor concentration detector and the positive pressure generator. The concentration can be detected without starting the engine.
Description
Technical Field
The invention relates to the technical field of internal combustion engines, in particular to a positive pressure detection device and method and a vehicle comprising the device.
Background
In order to reduce the pollution of the automobile evaporative emissions to the atmospheric environment, the emission limits of the automobile are increasingly strict in China. Since fuels such as gasoline and methanol are volatile, a canister loaded with activated carbon powder is generally used to adsorb fuel vapor and prevent the volatilized fuel vapor from polluting the environment. When the engine runs, the adsorbed gas is desorbed from the activated carbon canister by the negative pressure of the engine and is sucked into the engine for combustion, thereby reducing the environmental pollution.
However, the carbon canister is used for adsorption, which has the following disadvantages: on one hand, with the popularization of hybrid electric vehicles and the application of technologies such as turbocharging and the like, the running time and negative pressure vacuum degree of an engine are reduced, and more activated carbon powder needs to be loaded in order to adsorb fuel vapor generated during filling, so that the concentration of the fuel vapor in air entering a combustion chamber is possibly higher; on the other hand, due to the requirement of environmental protection, the limit value of the automobile exhaust emission is required to be gradually tightened, so that the control requirement of the proportion of fuel and air entering the engine is more accurate. In addition, the desorption process can be completed by starting the engine, so that the fuel injection quantity of the engine during desorption cannot be accurately controlled. The three aspects all ensure that the desorption process of the activated carbon powder by the engine needs to be controlled more accurately, so that the problems of tail gas emission pollutant increase or engine fire and the like caused by deviation of an air-fuel ratio from an ideal ratio due to the fact that air mixed with fuel steam enters a combustion chamber to participate in combustion are solved. Accordingly, it is desirable to provide a positive pressure detection device, method, and vehicle incorporating the same.
Disclosure of Invention
In view of the above disadvantages of the prior art, the present invention provides a positive pressure detection device, a positive pressure detection method and a vehicle including the same, so as to improve the problem that the fuel vapor concentration in a canister can be detected only by using the canister desorption process to cause a high air-fuel ratio and starting the engine desorption process.
To achieve the above and other related objects, the present invention provides a positive pressure detecting apparatus, including: a fuel tank, a carbon canister, a positive pressure generator, an engine, a fuel vapor concentration detector, a self-circulation conduit, and a controller.
The fuel tank is provided with an exhaust port and an oil outlet;
the carbon canister is provided with an atmosphere communication port, an adsorption port and a desorption port, and the adsorption port is communicated with the exhaust port through an adsorption pipeline;
the positive pressure generator is arranged on the atmosphere communication port, an air blowing port of the positive pressure generator is communicated with the atmosphere communication port, and an air suction port of the positive pressure generator is communicated with the atmosphere;
an oil inlet and an air inlet are formed in the engine, the oil inlet is communicated with the oil outlet through a fuel input pipeline, an air inlet pipeline is communicated with the air inlet, and a desorption opening is communicated with the air inlet pipeline through a desorption pipeline;
the fuel vapor concentration detector is arranged on the desorption pipeline;
one end of the self-circulation pipeline is communicated with a desorption pipeline between the fuel vapor concentration detector and the air inlet pipeline, and the other end of the self-circulation pipeline is communicated with the adsorption pipeline;
the controller is electrically connected to the fuel vapor concentration detector and the positive pressure generator, respectively.
In an embodiment of the present invention, the oil inlet is provided on an oil rail of the engine.
In an embodiment of the present invention, a first throttle valve is installed on the adsorption pipeline, the first throttle valve is electrically connected to the controller, and the self-circulation pipeline is communicated with the adsorption pipeline between the adsorption port and the first throttle valve.
In an embodiment of the present invention, a second throttle valve is installed on the fuel input pipeline, and the second throttle valve is electrically connected to the controller.
In an embodiment of the present invention, a third throttle valve is installed on the desorption pipe between the fuel vapor concentration detector and the air intake pipe, the third throttle valve is electrically connected to the controller, and the self-circulation pipe is communicated with the desorption pipe between the fuel vapor concentration detector and the first throttle valve.
In an embodiment of the present invention, a fourth throttle valve is installed on the air intake duct, and the fourth throttle valve is electrically connected to the controller.
In an embodiment of the present invention, there is also provided a positive pressure detection method, including the following processes:
s1, when the engine does not start desorption, detecting the concentration of fuel vapor in the canister at a set time point;
s2, if the detected fuel vapor concentration reaches the desorption standard, desorbing the carbon canister according to a preset desorption strategy;
and S3, adjusting the initial fuel injection quantity of the engine according to the detected concentration of the fuel steam in the charcoal canister during desorption, and controlling the air-fuel ratio of the engine.
In an embodiment of the present invention, the preset desorption strategy includes adjusting a desorption pipeline to be gradually opened, and adjusting a fuel input pipeline of the engine to be gradually closed correspondingly at the same time; and then adjusting the desorption pipeline to be gradually closed, and correspondingly adjusting the fuel oil input pipeline of the engine to be gradually opened at the same time.
In an embodiment of the present invention, step S2 includes the following processes:
s21, judging whether the concentration of the fuel steam in the charcoal canister reaches a preset desorption standard, if so, desorbing, otherwise, keeping the original state;
s22, closing the adsorption pipeline, the positive pressure generator and the fuel vapor concentration detector, and opening the desorption pipeline, wherein the fuel vapor in the carbon tank enters the engine under the action of negative pressure in the air inlet pipeline;
and S23, regulating and controlling the opening degree of the fuel input pipeline and the desorption pipeline according to the preset desorption strategy and the current fuel steam concentration in the carbon canister.
In an embodiment of the present invention, there is also provided a vehicle including the positive pressure detection apparatus described in any one of the above.
In summary, the invention purges the fuel vapor in the canister through the positive pressure generator, detects the current fuel vapor concentration in the canister by using the fuel vapor concentration detector, and performs desorption according to the desorption strategy when the desorption standard is reached. The desorption process is accurately controlled, and pollutants discharged by tail gas are reduced.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a positive pressure detection device according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart of a positive pressure detection method according to an embodiment of the invention;
FIG. 3 is a flowchart illustrating step S1 according to an embodiment of the present invention;
FIG. 4 is a flowchart illustrating the step S2 according to an embodiment of the present invention;
fig. 5 is a graph showing a desorption strategy according to an embodiment of the present invention.
Element number description:
100. a fuel tank; 101. an exhaust port; 102. an oil outlet;
200. a canister; 201. an atmosphere communication port; 202. an adsorption port; 203. a desorption port; 204. an adsorption pipeline; 205. a first throttle valve; 206. an atmosphere communicating pipe;
300. a positive pressure generator;
400. an engine; 401. an oil inlet; 402. an air inlet; 403. a fuel input line; 404. a second throttle valve; 405. desorbing the pipeline; 406. a third throttle valve; 407. an oil rail; 408. an air intake duct; 409. a fourth throttle valve;
500. a fuel vapor concentration detector;
600. a self-circulating pipe;
700. and a controller.
Detailed Description
The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and effects of the present invention will be easily understood by those skilled in the art from the disclosure of the present specification. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention. It is to be noted that the features in the following embodiments and examples may be combined with each other without conflict. It is also to be understood that the terminology used in the examples is for the purpose of describing particular embodiments only, and is not intended to limit the scope of the present invention. Test methods in which specific conditions are not specified in the following examples are generally carried out under conventional conditions or under conditions recommended by the respective manufacturers.
Please refer to fig. 1 to 5. It should be understood that the structures, ratios, sizes, and the like shown in the drawings are only used for matching the disclosure of the present disclosure, and are not used for limiting the conditions of the present disclosure, so that the present disclosure is not limited to the technical essence, and any modifications of the structures, changes of the ratios, or adjustments of the sizes, can still fall within the scope of the present disclosure without affecting the function and the achievable purpose of the present disclosure. In addition, the terms "upper", "lower", "left", "right", "middle" and "one" used in the present specification are for clarity of description, and are not intended to limit the scope of the present invention, and the relative relationship between the terms and the terms is not to be construed as a scope of the present invention.
When numerical ranges are given in the examples, it is understood that both endpoints of each of the numerical ranges and any value therebetween can be selected unless the invention otherwise indicated. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs and the description of the present invention, and any methods, apparatuses, and materials similar or equivalent to those described in the examples of the present invention may be used to practice the present invention.
Referring to fig. 1, fig. 1 is a schematic structural diagram of a positive pressure detection device according to an embodiment of the invention. The invention provides a positive pressure detection device. The fuel vapor in the canister 200 is purged into the fuel tank 100 by the positive pressure generator 300, and the fuel vapor concentration in the canister 200 is detected by the fuel vapor concentration detector 500, and when a predetermined concentration is reached, desorption is performed according to a preset desorption strategy. The invention can detect the concentration of the fuel vapor in the activated carbon powder without starting the desorption process of the engine 400, thereby accurately controlling the desorption process, improving the desorption efficiency and greatly reducing the pollutants discharged by the tail gas.
Referring to fig. 1, in an embodiment of the present invention, the positive pressure detection apparatus includes a fuel tank 100, a canister 200, a positive pressure generator 300, an engine 400, a fuel vapor concentration detector 500, a self-circulation pipe 600, and a controller 700.
The fuel tank 100 is used for storing fuel required for combustion in the engine 400, and is provided with a vent 101 and an outlet port 102. The fuel stored in the fuel tank 100 is a volatile liquid, which may be gasoline, methanol, etc., and the fuel vapor generated by the volatilization enters the canister 200 through the vent 101 to be adsorbed, thereby preventing the fuel vapor from volatilizing into the atmosphere to pollute the air.
The canister 200 is installed between the fuel tank 100 and the engine 400, and filled with highly adsorptive activated carbon particles for adsorbing fuel vapor volatilized in the fuel tank 100. The canister 200 is provided with an atmosphere communication port 201, an adsorption port 202, and a desorption port 203, wherein the adsorption port 202 is communicated with the exhaust port 101 via an adsorption pipe 204, and the atmosphere communication port 201 is communicated with the atmosphere via an atmosphere communication pipe 206.
The positive pressure generator 300 is attached to the atmosphere communication port 201. An air blowing port (not shown in the figure) of the positive pressure generator 300 communicates with the atmosphere communication port 201, and an air suction port (not shown in the figure) of the positive pressure generator 300 communicates with the atmosphere. The positive pressure generator 300 is installed on the side of the atmosphere connection pipe 206 near the atmosphere connection port 201, and generates a positive gas flow to purge the canister 200.
The engine 400 is provided with an oil inlet 401 and an air inlet 402, the oil inlet 401 is communicated with the oil outlet 102 through a fuel input pipeline 403, the air inlet 402 is communicated with an air inlet pipeline 408, and the desorption port 203 is communicated with the air inlet pipeline 408 through a desorption pipeline 405 and is communicated with the air inlet 402. Fuel in the fuel tank 100 is sucked into the engine 400 through the fuel inlet pipe 403.
The above-described fuel vapor concentration detector 500 is mounted on the desorption pipe 405, thereby facilitating detection of the fuel vapor concentration in the canister 200. In one embodiment of the present invention, the fuel vapor concentration in the present invention means: the fuel vapor concentration detector 500 detects the ratio of carbon and hydrogen in the canister 200 to the fuel vapor flowing out, that is, the ratio of carbon and hydrogen in the canister 200 to the fuel vapor in the canister 200.
The self-circulation line 600 is in communication with the adsorption line 204 and the desorption line 405. One end of the self-circulation pipe 600 is communicated with the desorption pipe 405 between the fuel vapor concentration detector 500 and the air inlet pipe 408, and the other end of the self-circulation pipe 600 is communicated with the adsorption pipe 204. Thereby allowing communication of fuel vapors from the canister 200 to the fuel tank 100 and engine 400.
The controller 700 is electrically connected to the fuel vapor concentration detector 500 and the positive pressure generator 300, and controls the fuel vapor concentration detector 500 and the positive pressure generator 300 to be turned on or off according to desorption requirements.
In order to realize automatic Control of each element in the positive pressure detection device, in an embodiment of the present invention, the controller 700 is an Electronic Control Unit (ECU) and includes a microprocessor, a memory, an input/output interface, an analog-to-digital converter, and a large-scale integrated circuit such as a shaping circuit and a driving circuit, and the work efficiency of the engine 400 is effectively improved by optimizing data such as ignition and oil injection of the engine 400.
In an embodiment of the present invention, the oil inlet 401 is opened on an oil rail 407 of the engine 400. Fuel is drawn from tank 100 through fuel inlet conduit 403 and stored in the interior cavity of fuel rail 407 to provide a fuel supply for combustion by engine 400. An oil quantity limiting valve (not shown in the figure) may be further installed on the oil rail 407, and is used for limiting the oil injection quantity of each cylinder, so that the oil injection quantity of each cylinder is kept consistent.
In an embodiment of the present invention, the adsorption pipe 204 is installed with a first throttle valve 205, the first throttle valve 205 is electrically connected to the controller 700, and the self-circulation pipe 600 is connected to the adsorption pipe 204 between the adsorption port 202 and the first throttle valve 205. The desorption pipe 405 is provided with a third throttle valve 406, the third throttle valve 406 is electrically connected with the controller 700, and the self-circulation pipe 600 is communicated with the desorption pipe 405 between the fuel vapor concentration detector 500 and the third throttle valve 406. When the fuel vapor concentration in the canister 200 needs to be detected, the controller 700 opens the first throttle valve 205, the positive pressure generator 300, and the fuel vapor concentration detector 500, closes the third throttle valve 406, and keeps the second throttle valve 404 and the fourth throttle valve 409 unchanged, so that the fuel vapor in the canister 200 flows through the desorption pipe 405, the self-circulation pipe 600, and the adsorption pipe 204 in sequence and enters the fuel tank 100 under the purging of the positive pressure generator 300 by the forward gas flow, and at this time, the fuel vapor concentration detector 500 can be used to detect the fuel vapor concentration in the canister 200. When the detected concentration value reaches the desorption level and desorption is required, the controller 700 closes the first throttle valve 205, the positive pressure generator 300 and the fuel vapor concentration detector 500 so that the fuel vapor in the canister 200 and the fuel tank 100 cannot be communicated with each other. And the third throttle valve 406 is opened, the second throttle valve 404 and the fourth throttle valve 409 are in an open state because the desorption is performed after the engine 400 is started. The fuel vapor stored in the canister 200 is introduced into the intake port 402 of the engine 400 through the third throttle valve 406 by negative pressure in the intake pipe 408. This effectively prevents the fuel vapor remaining in the fuel tank 100 from flowing into the canister 200, and improves the desorption efficiency. Meanwhile, the situation that the fuel tank 100 is deflated due to negative pressure can be effectively avoided. By closing the first throttle valve 205, fuel vapor within the fuel tank 100 may be prevented from entering the canister 200 through the adsorption line 204. In addition, in order to improve the situation that the engine 400 desorbs for multiple times, in an embodiment of the present invention, when the engine 400 does not start desorption, because the third throttle valve 406 is closed, when the desorption condition is not reached, the engine 400 does not need to desorb the canister 200 too often too early, and the desorption efficiency is improved. When the engine 400 starts desorption, the controller 700 opens the third throttle valve 406, and controls the opening degree of the third throttle valve 406 to be gradually adjusted to the maximum and then gradually adjusted to be closed according to a preset desorption strategy.
To ensure that the air/fuel ratio of engine 400 is controlled to an ideal state, in one embodiment of the present invention, a second throttle valve 404 is installed on fuel input pipe 403, and second throttle valve 404 is electrically connected to controller 700. When the engine 400 is started but not being desorbed, the controller 700 may keep the second throttle valve 404 open and fuel in the fuel tank 100 is drawn into the fuel rail 407 through the fuel inlet pipe 403. After desorption is started, according to a preset desorption strategy, when the opening degree of the third throttle valve 406 is controlled to be gradually adjusted to the maximum and then gradually adjusted to be reduced to be closed, the controller 700 correspondingly controls the second throttle valve 404 to gradually adjust the opening degree to the minimum and then gradually adjust the opening degree to be in a normal state, so that the engine 400 keeps stable fuel gas input.
In an embodiment of the present invention, the state where the engine 400 is not desorbed further includes a state where the engine 400 is not started, and the fuel tank 100 does not have to be supplied to the engine 400, and therefore, the controller 700 may control the second throttle valve 404 to be maintained in the closed state, the first throttle valve 205 to be maintained in the open state, and the third throttle valve 406 to be maintained in the closed state, so that the fuel gas in the fuel tank 100 may be introduced into the canister 200.
In an embodiment of the present invention, the intake duct 408 is provided with a fourth throttle valve 409, and the fourth throttle valve 409 is electrically connected to the controller 700. A fourth throttle valve 409 is installed on the intake pipe 408 on a side of the desorption pipe 405 away from the intake port 402, and the fourth throttle valve 409 is connected to the controller 700 by an electric wire. Atmospheric air is introduced into the engine 400 through the intake duct 408, and air supply is constantly provided for the combustion of gasoline or diesel in the engine 400.
Referring to fig. 1 and fig. 2, fig. 2 is a schematic flow chart of a positive pressure detection method according to an embodiment of the present invention, and in an embodiment of the present invention, a positive pressure detection method is further provided, including the following steps:
s1, when the desorption of the engine 400 is not started, the fuel vapor concentration in the canister 200 is detected at a set point.
And S2, if the detected fuel vapor concentration reaches the desorption standard, desorbing the carbon canister 200 according to a preset desorption strategy.
And S3, adjusting the initial fuel injection quantity of the engine 400 according to the detected concentration of the fuel vapor in the carbon canister 200 during desorption, and controlling the air-fuel ratio of the engine 400.
Referring to fig. 1 and 3, fig. 3 is a schematic flowchart illustrating the process of step S1 according to an embodiment of the present invention, wherein step S1 includes the following steps:
and S11, when the engine 400 is not started to be desorbed, judging the current working condition of the engine 400, if the engine 400 is not started, keeping the second throttle valve 404 and the fourth throttle valve 409 in a closed state by the controller 700, otherwise, keeping the second throttle valve 404 and the fourth throttle valve 409 in an open state by the controller 700.
In this step, since the engine 400 is not started to desorb the purge gas includes two different situations, i.e., the engine 400 is not started and the engine 400 is started but the canister 200 is not purged, in an embodiment of the present invention, the current operating condition of the engine 400 is determined according to the on-off state of the engine 400. If the engine 400 is not started, fuel does not have to be drawn from the fuel tank 100 while the outside atmosphere does not enter the engine 400 via the intake duct 408, so the controller 700 maintains the second throttle valve 404 and the fourth throttle valve 409 in the closed state. If engine 400 has started but canister 200 has not been desorbed, controller 700 maintains the open state of second throttle valve 404 and fourth throttle valve 409. The engine 400 draws fuel from the fuel tank 100, and the outside air enters the engine 400 through the intake duct 408, mixes with the fuel, and is combusted in the engine 400.
S12, when the fuel vapor concentration in the canister 200 is detected at the set point, the controller 700 closes the third throttle valve 406, opens the positive pressure generator 300, the fuel vapor concentration detector 500, and the first throttle valve 205, and generates a forward flow to purge the canister 200 of fuel vapor.
To facilitate detection of the current concentration of fuel vapor in the canister 200, in an embodiment of the present invention, the controller 700 opens the positive pressure generator 300 and the fuel vapor concentration detector 500 and closes the third throttle valve 406 while keeping the states of the second throttle valve 404 and the fourth throttle valve 409 unchanged, the positive pressure generator 300 generates a forward flow to purge the fuel vapor in the canister 200, and the fuel vapor concentration detector 500 detects the concentration contents of carbon and hydrogen in the fuel vapor flowing through in time and feeds back the current concentration to the controller 700 when the fuel vapor flows through the desorption pipe 405. While closing the first throttle valve 205 in order to avoid fuel vapor entering the intake conduit 408 and eventually entering the engine 400 causing premature desorption.
It should be noted that, in an embodiment of the present invention, the set time point refers to that the engine 400 detects the concentrations of carbon and hydrogen in the fuel vapor through the controller 700 according to its operating condition. When the engine 400 is in a preferred operating state, for example, it is not operating in a water-deficient state, information for detecting the fuel vapor concentration in the canister 200 is sent to the controller 700, and the controller 700 opens the fuel vapor concentration detector 500, the positive pressure generator 300, the first throttle valve 205, and closes the third throttle valve 406 to detect the fuel vapor concentration in the canister 200. After the detection is completed, the controller 700 controls the positive pressure generator 300 and the fuel vapor concentration detector 500 to be turned off, and performs the detection again at a proper timing.
S13, the fuel vapor in the canister 200 passes through the desorption line 405, the self-circulation line 600, and the adsorption line 204 in this order, and enters the fuel tank 100.
In an embodiment of the present invention, during the detection of the concentration of the fuel vapor, since the third throttle valve 406 is closed and the first throttle valve 205 is in the open state, under the positive flow purging, the fuel vapor in the canister 200 flows through the desorption line 405, the self-circulation line 600, and the adsorption line 204 in sequence, and is finally stored in the fuel tank 100, and after the detection process is finished, the fuel vapor enters the canister 200 again from the exhaust port 101 of the fuel tank 100.
Referring to fig. 1 and 4, fig. 4 is a schematic flowchart of step S2 according to an embodiment of the present invention, and step S2 includes the following steps:
and S21, judging whether the fuel vapor concentration in the carbon canister 200 reaches a preset desorption standard, if so, desorbing, and otherwise, keeping the original state.
In order to reduce the number of times that the engine 400 starts desorption and improve the operating efficiency, in an embodiment of the present invention, desorption is performed by determining whether the fuel vapor concentration in the canister 200 has reached a predetermined desorption standard, and if the fuel vapor concentration in the canister 200 has reached the desorption standard. In an embodiment of the present invention, the desorption standard may be set to 40% by taking all the factors into consideration. When the fuel vapor concentration detector 500 detects that the carbon to hydrogen ratio in the canister 200 exceeds 40%, the canister 200 is desorbed.
If the fuel vapor concentration does not reach the preset desorption level, the controller 700 turns off the positive pressure generator 300 and the fuel vapor concentration detector 500, and the canister 200 returns to the adsorption state. Due to the diffusion movement of molecules, the fuel vapor stored in the fuel tank 100 is diffused into the carbon canister 200 through the adsorption pipeline 204, and after carbon and hydrogen in the fuel vapor are adsorbed by the activated carbon in the carbon canister 200, the adsorbed fuel vapor is discharged into the atmosphere through the atmosphere communicating pipe 206, so that the atmospheric pollution is effectively avoided.
S22, the controller 700 closes the first throttle valve 205, the positive pressure generator 300, and the fuel vapor concentration detector 500, and opens the third throttle valve 406, and fuel vapor in the canister 200 enters the engine 400.
In one embodiment of the present invention, desorption is initiated when the concentration of fuel vapor in the canister 200 reaches a desorption level. The controller 700 closes the first throttle valve 205 and the positive pressure generator 300 and opens the third throttle valve 406, and the second throttle valve 404 and the fourth throttle valve 409 are in an open state because desorption is performed after the engine 400 is operated. After the atmosphere flows into the air inlet pipe 408, the generated negative pressure drives the fuel vapor in the carbon canister 200 to enter the air inlet pipe 408 through the desorption pipe 405 and finally enter the engine 400, so as to provide a certain fuel supply for the combustion of the engine 400.
S23, the controller 700 regulates the degree of opening of the second throttle valve 404 and the third throttle valve 406 according to the preset desorption strategy and the current fuel vapor concentration in the canister 200.
Referring to fig. 1, 4 and 5, fig. 5 is a graph of a desorption strategy according to an embodiment of the present invention, in which the desorption strategy is a graph of a preset flow rate versus time according to a flow rate of fuel vapor flowing through the desorption pipe 405. In fig. 5, Q is the flow rate of fuel vapor through the desorption conduit 405, and t is the corresponding time, and the percentage is the concentration of fuel vapor in the canister 200. According to the current fuel vapor concentration, in combination with the desorption strategy, the controller 700 gradually opens the third throttle valve 406 to a maximum value, then gradually decreases the third throttle valve 406 until it is closed, and simultaneously correspondingly gradually decreases the second throttle valve 404 to close, and then gradually opens the second throttle valve 404 to an initial value. The fuel vapor flowing through the third throttle valve 406 is allowed to steadily rise to the maximum operating flow for a short period of time and slowly fall to a zero value. While fuel tank 100 is lowered to supply fuel to engine 400 as fuel vapor increases in intake port 402, so that the air-fuel ratio is maintained at a desired state. Therefore, the desorption with a large ratio can be rapidly completed, the running time of large flow is reduced, and the noise during desorption is reduced. It should be noted that, in order to make the image clear, the figure only schematically shows a plurality of curves of the relation between the flow and the time, and when in actual engineering application, as long as the concentration of the fuel vapor is greater than the preset desorption standard, the corresponding curves can be checked.
In an embodiment of the present invention, the initial fuel injection amount is adjusted according to the concentration of the fuel vapor, so that the ratio of air to fuel in the engine 400 is maintained in an ideal state. Preferably, in an embodiment of the present invention, the air-fuel ratio of the engine 400 is 14.7:1, which can achieve an optimal combustion state and reduce exhaust emissions.
In an embodiment of the present invention, there is further provided a vehicle, wherein any one of the positive pressure detection apparatuses described above is mounted on the vehicle, and the positive pressure detection method described above can be used for the positive pressure detection apparatus.
In summary, the present invention purges the fuel vapor in the canister through the positive pressure generator, uses the fuel vapor concentration detector to detect the fuel vapor concentration in the canister, and when the desorption standard is reached, the desorption is performed according to the desorption strategy. By accurately controlling the desorption process, the desorption efficiency of the activated carbon powder is improved, and the pollutants discharged by tail gas are reduced. Therefore, the invention effectively overcomes some practical problems in the prior art, thereby having high utilization value and use significance.
The foregoing embodiments are merely illustrative of the principles and utilities of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or change the above-mentioned embodiments without departing from the spirit and scope of the present invention. Accordingly, it is intended that all equivalent modifications or changes which can be made by those skilled in the art without departing from the spirit and technical spirit of the present invention be covered by the claims of the present invention.
Claims (10)
1. A positive pressure detection device, comprising:
the fuel tank is provided with an exhaust port and an oil outlet;
the carbon tank is provided with an atmosphere communication port, an adsorption port and a desorption port, and the adsorption port is communicated with the exhaust port through an adsorption pipeline;
the positive pressure generator is arranged on the atmosphere communication port, an air blowing port of the positive pressure generator is communicated with the atmosphere communication port, and an air suction port of the positive pressure generator is communicated with the atmosphere;
the engine is provided with an oil inlet and an air inlet, the oil inlet is communicated with the oil outlet through a fuel input pipeline, the air inlet is communicated with an air inlet pipeline, and the desorption port is communicated with the air inlet pipeline through a desorption pipeline;
a fuel vapor concentration detector mounted on the desorption pipe;
one end of the self-circulation pipeline is communicated with the desorption pipeline between the fuel vapor concentration detector and the air inlet pipeline, and the other end of the self-circulation pipeline is communicated with the adsorption pipeline;
and the controller is respectively electrically connected with the fuel vapor concentration detector and the positive pressure generator.
2. The positive pressure detection device of claim 1, wherein the oil inlet is open on an oil rail of the engine.
3. The positive pressure detecting device according to claim 1, wherein a first throttle valve is installed on the adsorption pipeline, the first throttle valve is electrically connected to the controller, and the self-circulation pipeline is communicated with the adsorption pipeline between the adsorption port and the first throttle valve.
4. The positive pressure detection device of claim 1, wherein a second throttle valve is mounted on the fuel input line, and the second throttle valve is electrically connected to the controller.
5. The positive pressure detection device according to claim 1, wherein a third throttle valve is installed in a desorption pipe between the fuel vapor concentration detector and the intake pipe, the third throttle valve is electrically connected to the controller, and the self-circulation pipe is communicated with the desorption pipe between the fuel vapor concentration detector and the third throttle valve.
6. The positive pressure detection device according to claim 1, wherein a fourth throttle valve is installed on the intake duct, and the fourth throttle valve is electrically connected to the controller.
7. A positive pressure detection method is characterized by comprising the following processes:
s1, when the engine does not start desorption, detecting the concentration of fuel vapor in the canister at a set time point;
s2, if the detected fuel vapor concentration reaches the desorption standard, desorbing the carbon canister according to a preset desorption strategy;
and S3, adjusting the initial fuel injection quantity of the engine according to the detected concentration of the fuel steam in the charcoal canister during desorption, and controlling the air-fuel ratio of the engine.
8. The positive pressure detection method according to claim 7, wherein the preset desorption strategy comprises adjusting a desorption pipeline to be gradually opened and correspondingly adjusting a fuel input pipeline of the engine to be gradually closed at the same time; and then adjusting the desorption pipeline to be gradually closed, and correspondingly adjusting the fuel oil input pipeline of the engine to be gradually opened at the same time.
9. The positive pressure detection method according to claim 7, wherein step S2 includes the following processes:
s21, judging whether the concentration of the fuel steam in the charcoal canister reaches a preset desorption standard, if so, desorbing, otherwise, keeping the original state;
s22, closing the adsorption pipeline, the positive pressure generator and the fuel vapor concentration detector, and opening the desorption pipeline, wherein the fuel vapor in the carbon tank enters the engine under the action of negative pressure in the air inlet pipeline;
and S23, regulating and controlling the opening degree of the fuel input pipeline and the desorption pipeline according to the preset desorption strategy and the current fuel steam concentration in the carbon canister.
10. A vehicle characterized in that it comprises a positive pressure detection device according to claims 1-6.
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| US5617832A (en) * | 1995-06-05 | 1997-04-08 | Honda Giken Kogyo Kabushiki Kaisha | Evaporative fuel-processing system for internal combustion engines |
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