CN114981534A - Evaporative emission control system for vehicle - Google Patents
Evaporative emission control system for vehicle Download PDFInfo
- Publication number
- CN114981534A CN114981534A CN202180010121.2A CN202180010121A CN114981534A CN 114981534 A CN114981534 A CN 114981534A CN 202180010121 A CN202180010121 A CN 202180010121A CN 114981534 A CN114981534 A CN 114981534A
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- CN
- China
- Prior art keywords
- vehicle
- control system
- emission control
- evaporative emission
- evaporative
- Prior art date
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- 239000000446 fuel Substances 0.000 claims abstract description 66
- 238000010926 purge Methods 0.000 claims abstract description 59
- 239000002828 fuel tank Substances 0.000 claims description 16
- 238000001704 evaporation Methods 0.000 abstract description 2
- 230000008020 evaporation Effects 0.000 abstract description 2
- 238000013461 design Methods 0.000 description 5
- 229930195733 hydrocarbon Natural products 0.000 description 5
- 150000002430 hydrocarbons Chemical class 0.000 description 5
- 239000004215 Carbon black (E152) Substances 0.000 description 4
- 238000012423 maintenance Methods 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 239000000945 filler Substances 0.000 description 3
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000000746 purification Methods 0.000 description 2
- 239000003463 adsorbent Substances 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 238000004140 cleaning Methods 0.000 description 1
- 238000003795 desorption Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 239000002803 fossil fuel Substances 0.000 description 1
- 230000000977 initiatory effect Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000000465 moulding Methods 0.000 description 1
- 238000004806 packaging method and process Methods 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 238000013022 venting Methods 0.000 description 1
- 230000035899 viability Effects 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
- F02M25/089—Layout of the fuel vapour installation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
- B60K15/03—Fuel tanks
- B60K15/035—Fuel tanks characterised by venting means
- B60K15/03504—Fuel tanks characterised by venting means adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
- B60K15/03—Fuel tanks
- B60K15/035—Fuel tanks characterised by venting means
- B60K15/03519—Valve arrangements in the vent line
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
- B60K15/03—Fuel tanks
- B60K15/035—Fuel tanks characterised by venting means
- B60K15/03504—Fuel tanks characterised by venting means adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems
- B60K2015/03514—Fuel tanks characterised by venting means adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems with vapor recovery means
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
Abstract
The invention relates to a vehicle (100) equipped with an evaporative emission control system. The vaporized fuel is introduced through a vaporized fuel nozzle (111) located on a pipe outlet (106) of the intake system at a predetermined distance (Dx) from a throttle valve (201) of a throttle body (105). The evaporation fuel nozzle (111) has a predetermined inner diameter (Da). Thus, the present subject matter does not require any complex electronic control system to perform the purging operation.
Description
Technical Field
The present subject matter relates to a vehicle. More particularly, the present subject matter relates to an evaporative fuel emission control system.
Background
Over the past few years, the investment in fuel-efficient vehicles and the market viability of fuel-efficient vehicles are growing to a large extent due to the high cost of fossil fuels, while the need for environmental friendliness is leading to many innovations. Thus, there is a continuing challenge for automotive manufacturers to address emissions, including evaporative emissions, and avoid exhausting them into the atmosphere, within the minimum space/size of the vehicle and while reducing the cost and weight impact.
Drawings
Reference is made to the embodiments of the evaporated fuel emission control system for a vehicle described in detail with reference to the accompanying drawings. Throughout the drawings, the same numbers are used to reference like features and components.
Fig. 1 shows a rear view of a vehicle according to a preferred embodiment of the present invention.
Figure 2a shows a bottom cut-away view of the tube outlet in an assembled state according to a preferred embodiment of the invention.
Figure 2b shows a bottom cut-away view of the tube outlet in an assembled state according to an alternative embodiment of the invention.
Detailed Description
Various features and embodiments of the invention will become apparent from the following further description thereof, set forth hereinafter. It is contemplated that the concepts of the present invention may be applied to any type of vehicle comprised of at least two wheels, including two, three or four wheel vehicles that employ similar configurations within the spirit and scope of the present invention.
Typically, hydrocarbon-based fuels are used primarily for transportation. Hydrocarbon-based fuels have a tendency to vaporize in the corresponding vessel at room temperature, and such emissions need to be purged to avoid excessive pressure development in the vessel. Such emissions are commonly referred to as evaporative emissions. Ideally, the fuel system should be completely shut down to prevent any vapor escape, but as will be apparent from the fact that extreme conditions such as high and low temperatures can affect the pressure within the fuel tank (typically the fuel tank headspace), venting and vacuum relief functions are required to limit positive and negative pressures within the fuel tank, respectively. Evaporative emissions necessarily exist under normal ambient conditions and over a range of temperatures from ambient temperature to the temperatures encountered under various operating conditions of the vehicle. Thus, evaporative emissions also increase the pollution of unburned and burned hydrocarbons. Manufacturers are constantly striving to reduce emissions levels to move towards environmentally friendly, green traffic solutions. The challenge is particularly significant for small multi-wheeled vehicles, where the impact on compactness, weight and cost becomes critical.
Typically, manufacturers seek to implement an evaporative emission control system in which canister assemblies are used to address these emissions to the extent practicable. The larger the size of the canister assembly, the more emissions are absorbed. Typically, the canister assembly is connected to the fuel tank via a vent tube. The canister is typically loaded with activated carbon. The char acts like a sponge to absorb and store fuel vapors. The vapor is stored in the canister until the engine is started, warmed, and driven. When the purge control valve is open, intake vacuum is allowed to draw fuel vapor into the engine. Thus, escape of fuel vapor is avoided.
Under normal circumstances, evaporative fuel emission control systems having canisters pose few problems known in the art. The most common problems with evaporative emission control systems having canisters are incorrect purge control, increased hose length, squeezing of the hose.
Thus, when vaporized fuel is introduced into the engine from the canister assembly, there is a problem of unintended action of the purge control valve during engine idle because conventionally, the vaporized fuel nozzle is located on or behind the throttle body, i.e., between the engine and the throttle body. This arrangement thus activates the purge control valve due to the suction pressure of the engine or the low throttle valve opening during idling. Purging is unintentional at idle and certain low throttle operating conditions, which helps to reduce overall emissions from the engine. Further, it is known that vehicles emit the highest amount of pollutants during cold starts when the catalytic converter does not reach the light-off temperature. Therefore, to control the unintended actions, the purge control valve requires a dedicated electronic control system that actuates the purge valve under all operating conditions. This results in additional control devices and complex and costly control of electronic components and the like.
In view of the foregoing aspects and the challenges involved in designing a compact vehicle configured with an evaporative emission control system, it would be desirable to provide an evaporative emission control system for a vehicle that is easy to assemble or disassemble with flexibility to overcome packaging limitations, meet layout requirements, and operate efficiently.
Accordingly, there is a challenge to design an effective evaporative emission control system that can satisfactorily accommodate all of the basic elements in a vehicle, including the canister assembly, the hose line and the purge control valve, without any adverse changes to the design and manufacturing settings of the vehicle, while overcoming the need for electronic control systems and other problems known in the art.
The present invention has been made in view of the above circumstances.
It is an aspect of the present invention to provide an evaporative emission control system that reduces part count and cost.
It is yet another aspect of the present invention to provide an evaporative emission control system that ensures efficient purge operation without using any electronics to control the purge control valve.
One aspect of the present invention is to have an evaporative emission control system that is easy to maintain.
The present subject matter relates to a vehicle configured with an evaporative emission control system in which a fuel tank is attached to a frame assembly. The fuel tank is connected to the canister assembly by a vent tube. Further, the canister assembly is connected to the engine through a purge control valve, wherein a purge tube connects the canister assembly to the engine. The purge tube includes a first purge tube and a second purge tube. A first purge line connects the canister assembly to the purge control valve and a second purge line connects the purge control valve to the engine. A purge tube is operatively connected to the tube outlet at a predetermined position between the air cleaner and the throttle body. Further, the purge tube is connected to the tube outlet through an evaporative fuel nozzle. In an alternative embodiment, the evaporative fuel nozzles are aligned in the direction of air flow in the tube outlets. In the present invention, vaporized fuel is introduced through a vaporized fuel nozzle in front of a throttle body on a pipe outlet of an intake system, and clean air from an air cleaner is sent to an engine from the pipe outlet.
The evaporative fuel nozzle is configured to have a predetermined inner diameter (Da) in a range of 0.8 millimeters to 2.5 millimeters. At the same time, the evaporated fuel nozzle is located on the tube outlet at a predetermined distance (Dx) in front of the throttle body. The predetermined distance (Dx) ranges from 40 mm to 80 mm. Thus, the predetermined distance (Dx) and inner diameter (Da) of the evaporated fuel nozzle together solve the problem of unintended action of the purge port during engine idling, as it is inherently counterintuitive to place the evaporated fuel nozzle in the vicinity of the engine without the use of dedicated electronics. According to one aspect of the present invention, the design is configured such that the suction pressure of the engine during idling does not activate the purge control valve without using any electronic device. Thus, maintenance time for assembling and disassembling the dedicated electronic control device of the purge control valve during maintenance is avoided. And thus is easy to maintain.
The foregoing and other advantages of the present subject matter will be described in more detail in the following description, taken in conjunction with the accompanying drawings.
Exemplary embodiments of the structure and layout of the evaporated fuel emission control system according to the present invention will be described in detail below with reference to the accompanying drawings. Various aspects of the different embodiments of the invention will become apparent from the description set forth below. Rather, the following description provides convenient illustrations for implementing exemplary embodiments of the invention. It should be noted that the terms "upper," "lower," "right," "left," "front," "rear," "forward," "downward," "upward," "top," "bottom," and similar terms are used herein based on the illustrated or upright position of the vehicle. Further, the vehicle longitudinal axis (YY ') refers to a front-rear axis with respect to the vehicle, and the vehicle lateral axis (XX') refers to a side-to-side or left-to-right axis with respect to the vehicle. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.
Fig. 1 shows a rear view of a vehicle (100). The power generated by the engine (108) is transmitted to the rear wheels (107) through a transmission system (not shown). The engine (108) is supported and mounted on the Frame Assembly (FA). A canister assembly (101) intended to catch and adsorb evaporated fuel is formed in a substantially cylindrical shape, incorporates an adsorbent for adsorbing evaporated fuel, and is arranged in a rear portion of the vehicle (100) in the lateral direction (XX'). The canister assembly (101) includes a discharge connection port (101c), an atmosphere introduction port (101d), a purge port (101a), and a vent port (101 b). The vent (101b) is positioned at a lower portion of a front end portion of the canister assembly (101). The front end portion has a purge port (101a) of the canister assembly (101), the purge port (101a) being further connected to purge pipes (104a, 104b) via a purge control valve (107) for supplying said evaporated fuel to an engine (108). The discharge connection port (101c) is provided at a lower position with respect to the atmospheric air introduction port (101 d). The discharge pipe (115) is configured to be connected to the discharge connection port (101 c). A drain pipe (115) hangs down and drains excess fluid components introduced into the canister assembly (101) to the exterior of the vehicle (100). The introduction of excess fluid into the canister assembly (101) may be due to the lifting of the vehicle (100) sideways. The discharge pipe (115) extends vertically facing the ground when viewed from the left side of the vehicle (100). An atmosphere introduction port (101d) is provided at the rear end of the canister assembly (101). An atmospheric air introduction pipe (116) is connected to the atmospheric air introduction port (101d) for introducing atmospheric air into the interior of the canister assembly (101) while desorbing the vaporized fuel and maintaining a pressure difference between the fuel tank (114) and the atmospheric air.
The canister assembly (101) is connected to the fuel tank (114) via a breather tube (103). A vent pipe (103) for discharging evaporated fuel in the fuel tank (114) to the canister assembly (101) has one end connected to the fuel tank (114) and the other end connected to a vent hole (101b) of the canister assembly (101). The canister assembly (101) is connected to a tube outlet (106) by a purge tube (104). The purge pipe (104) includes a first purge pipe (104a) and a second purge pipe (104 b). A first purge pipe (104a) extends from an upper portion of a front end of the canister assembly (101) in a lateral direction (XX') from the purge port (101a) and is connected to a purge control valve (107). Further, a second purge pipe (104b) is connected from the purge control valve (107) to the pipe outlet (106) through an evaporated fuel nozzle (111). The evaporated fuel nozzle (111) is connected to a portion of the tube outlet (106) such that it slightly protrudes from a portion of the tube outlet (106). Evaporated fuel from the canister assembly (101) is supplied to the engine (108) via a purge control valve (107), the purge control valve (107) being opened by intake negative pressure of the throttle body (105). The throttle body (105) is operatively connected to the engine (108) through a duct inlet (113).
The throttle body (105) has a throttle valve (201) (shown in fig. 2), wherein; fuel and purified air are simultaneously supplied to the engine (108). Purified air is supplied from the air cleaner (102) via the duct outlet (106). The air cleaner (102) is supported to the Frame Assembly (FA) so as to be suspended above the engine (108). The duct outlet (106) extends downward from a rear portion on the air cleaner (102), curves toward the engine (108), and is joined to the throttle body (105) by a clamp (112). Further, a purge control valve (107) and a canister assembly (101) are positioned between the fuel tank (114) and the air cleaner (102).
The intake duct (110) is configured to extend in a lateral direction (XX') of the vehicle (100). The intake duct (110) has one end connected to the air cleaner (102) and the other end connected to a rear panel duct (not shown). Typically, the air inlet duct (110) is directed to a space between the air cleaner (102) and a rear panel (not shown). Filtered air from the air cleaner (102) passes through the duct outlet (106) to the throttle body (105). The filler pipe (109) is configured to have a fuel injection port (not shown). A fuel injection port (not shown) is connected to the fuel tank (114) through a filler pipe (109), and fuel from the fuel tank (114) is introduced from the filler pipe. Thus, during an intake event of the engine (108), and based on user input for throttle body (105) actuation, hydrocarbon fuel vapor from the canister assembly (101) is sent back to the engine (108) through the purge tube (104) leading to the tube outlet (106). The vaporized fuel is mixed with fuel injected through a fuel injector (not shown). The fuel is combusted with the air-fuel mixture in an engine (108). At this time, external air is introduced into the canister assembly (101) from the atmospheric air introduction pipe (116), thereby facilitating desorption of the vaporized fuel.
Fig. 2(a) shows a bottom side cutaway view of the tube outlet (106) assembled with the throttle body (105). The tube outlet (106) has a central axis C-C'. The central axis C-C' passes longitudinally through the center of the tube outlet (106). An imaginary plane A-A 'passes through the center of the throttle valve (201) such that it is substantially perpendicular to the central axis C-C' and intersects at a point P1. Further, an imaginary plane B-B 'passes longitudinally through the center of the evaporated fuel nozzle (111) such that it is perpendicular to the central axis C-C' and intersects at point P2. The plane B-B 'is substantially parallel to the imaginary plane A-A'. The imaginary plane B-B 'is positioned within a predetermined distance (Dx) from the imaginary plane A-A'. The predetermined distance (Dx) includes a range from 40 millimeters to 80 millimeters between the point P1 and the point P2.
Further, the evaporated fuel nozzle (111) is adapted to have a predetermined inner diameter that allows the evaporated fuel to be injected into the tube outlet (106). The predetermined inner diameter (Da) includes a range from 0.8 mm to 2.5 mm. An evaporative fuel nozzle (111) integral with the tube outlet (106) is activated by engine suction pressure during operation of the engine (108) only when the throttle body (105) is actuated based on input from a user of the vehicle (100).
FIG. 2(b) shows a bottom side cutaway view of the tube outlet (106) assembled with the throttle body (105) according to an alternative embodiment. The tube outlet (106) has a central axis C-C'. The central axis C-C' passes longitudinally through the center of the tube outlet (106). An imaginary plane A-A 'passes through the center of the throttle valve (201) such that it is substantially perpendicular to the central axis C-C' and intersects at a point P1. Further, an imaginary plane B-B 'passes longitudinally through the center of the evaporated fuel nozzle (111) such that it passes through the central axis C-C' and intersects at point P2. The evaporated fuel nozzle (111) is inclined with respect to the tube outlet (106) to introduce evaporated fuel in the air flow direction in the tube outlet (106). The imaginary plane B-B 'is positioned within a predetermined distance (Dx) from the imaginary plane A-A'. The predetermined distance (Dx) includes a range from 40 millimeters to 80 millimeters between the point P1 and the point P2.
If the evaporated fuel nozzle (111) is positioned outside a predetermined range, uncontrolled emissions will result. Positioning the evaporated fuel nozzle outside the maximum distance results in a lower suction pressure, initiating a purge operation at the end of the canister assembly (101), so that no purge occurs even at the desired stage, resulting in more loading of the canister assembly (101). The inner diameter of the pipe outlet (106) close to the throttle body (105) is smaller than the inner diameter of the pipe outlet (106) far from the throttle body (105) because the pipe outlet (106) is configured to have a varying cross section. In other words, the tube outlet (106) is configured to have a conical shape. Furthermore, when the evaporated fuel nozzle (111) is positioned at a distance less than the minimum distance, negative manufacturability issues may result. Since the evaporative fuel nozzle is integrally formed with the tube outlet, locating the evaporative fuel nozzle at the extreme end of the tube outlet during the molding process requires complex manufacturing process controls. In addition to the above, unintended purging may occur during idle and other specific low throttle operating points due to higher hydrocarbon emissions from the engine as a result of engine intake pressure. Therefore, to avoid frequent purging operations, separate electronics are required, but at a high cost. Thus, the present invention positions the vaporized fuel nozzle with a predetermined diameter within a predetermined range to avoid unintended purging during idle and low throttle operating points.
The present subject matter does not require any complex electronic control systems to control the purging operation, which reduces cost and complexity of design. In addition, maintenance time for disassembling and assembling the electronic control device when the purge control valve is maintained is eliminated. Thus, costs, complexity of design, weight and maintenance time are reduced, which is particularly important for small multi-wheeled vehicles, where the impact on compactness, weight and cost becomes crucial.
While the invention has been shown and described with reference to the foregoing preferred embodiments, it will be apparent to those skilled in the art that changes in form, connection and details may be made therein without departing from the spirit and scope of the invention.
List of reference numerals:
longitudinal axis (YY)
Transverse axis (XX)
Frame component (F)
Central axis (C-C')
Imaginary plane A-A'
Imaginary plane B-B'
Inside diameter (Da)
Vehicle (100)
Front part (F)
Rear part (R)
Canister component (101)
Purification port (101a)
Vent (101b)
Discharge port (101c)
Air inlet (101d)
Air filter (102)
Vent pipe (103)
Purifying tube (104a, 104b)
First cleaning pipe (104a)
Second purifying tube (104b)
Throttle valve main body (105)
Pipe outlet (106)
Purification control valve (107)
Engine (108)
Charging pipe (109)
Inlet pipe (110)
Evaporation fuel nozzle (111)
Clamp (112)
Pipe inlet (113)
Fuel tank (114)
Discharge pipe (115)
Atmosphere introducing pipe (116)
Throttle valve (201)
Claims (15)
1. An evaporative emission control system for a vehicle (100), the vehicle (100) comprising:
a Frame Assembly (FA) extending from the front portion (F) to the rear portion (R) along a vehicle longitudinal axis (YY);
a fuel tank (114) supported on the Frame Assembly (FA);
an engine (108) supported on the Frame Assembly (FA),
the engine (108) comprising a cylinder head connected to a throttle body (105),
the throttle body (105) being connected to an air cleaner (102) through a duct outlet (106), the air cleaner (102) being supported by the Frame Assembly (FA);
a purge tube (104), the purge tube (104) providing a passage for vaporized fuel from the canister assembly (101) through a purge control valve (107) to a tube outlet (106);
wherein the purge tube (104) is operatively connected to the tube outlet (106) at a predetermined position between the air cleaner (102) and the throttle body (105).
2. The evaporative emission control system for a vehicle (100) as claimed in claim 1, the purge tube (104) being connected to the tube outlet (106) by an evaporative fuel nozzle (111).
3. An evaporative emission control system for a vehicle (100), the vehicle comprising:
a frame assembly extending from the front portion (FA) to the rear portion (R) along a vehicle longitudinal axis (YY);
a fuel tank (114) supported on the Frame Assembly (FA);
an engine (108) supported on the Frame Assembly (FA), the engine (108) including a crankcase and a cylinder head, the cylinder head being connected to the throttle body (105),
the throttle body (105) being connected to an air cleaner (102) by a duct outlet (106), the air cleaner (102) being supported by the Frame Assembly (FA);
a purge tube (104), the purge tube (104) providing a passage for vaporized fuel from the canister assembly (101) through a purge control valve (107) to a tube outlet (106);
wherein the purge tube (104) is operatively connected to the tube outlet (106) at a predetermined position between the air cleaner (102) and the throttle body (105) through an evaporative fuel nozzle (111),
wherein the evaporated fuel nozzle (111) is inclined with respect to the tube outlet (106) to introduce evaporated fuel in a direction of air flow in the tube outlet (106).
4. Evaporative emission control system for a vehicle (100), according to claim 2 or claim 3, the evaporative fuel nozzle (111) being configured with a predetermined internal diameter (Da).
5. Evaporative emission control system for a vehicle (100), according to claim 4, the predetermined diameter (Da) being in the range of 0.8 to 2.5 mm.
6. The evaporative emission control system for a vehicle (100) as set forth in claim 1 or claim 3, wherein the tube outlet (106) has a central axis C-C' that passes longitudinally through the center of the tube outlet (106).
7. The evaporative emission control system for a vehicle (100) as claimed in claim 1 or claim 3, the throttle body (105) configured with a throttle valve (201).
8. The evaporative emission control system for a vehicle (100) as set forth in claim 7, wherein the throttle valve (201) has an imaginary plane A-A'.
9. The evaporative emission control system for a vehicle (100) as set forth in claim 8, the imaginary plane a-a ' passing through a center of the throttle valve (201) such that the imaginary plane a-a ' is substantially perpendicular to the central axis C-C ' and intersects at a point P1.
10. The evaporative emission control system for a vehicle (100) as claimed in claim 2 or claim 3, the evaporative fuel nozzle (111) having an imaginary plane B-B'.
11. The evaporative emission control system for a vehicle (100) as set forth in claim 10, the imaginary plane B-B ' passing longitudinally through the center of the evaporative fuel nozzle (111) such that the imaginary plane B-B ' passes through the central axis C-C ' and intersects at a point P2.
12. The evaporative emission control system for a vehicle (100) as set forth in claim 11, the imaginary plane B-B 'being substantially parallel to the imaginary plane a-a'.
13. The evaporative emission control system for a vehicle (100) as set forth in claim 12, the imaginary plane B-B 'being positioned within a predetermined distance (Dx) from the imaginary plane a-a'.
14. The evaporative emission control system for a vehicle (100) as set forth in claim 13, the predetermined distance (Dx) comprising a range from 40 millimeters to 80 millimeters between point P1 and point P2.
15. The evaporative emission control system for a vehicle (100) as claimed in claim 2 or claim 3, wherein the evaporative fuel nozzle (111) is integrally formed on the tube outlet (106).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| IN202041004737 | 2020-02-03 | ||
| IN202041004737 | 2020-02-03 | ||
| PCT/IN2021/050107 WO2021156887A1 (en) | 2020-02-03 | 2021-02-03 | Evaporative emission control system for a vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114981534A true CN114981534A (en) | 2022-08-30 |
Family
ID=77199830
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202180010121.2A Pending CN114981534A (en) | 2020-02-03 | 2021-02-03 | Evaporative emission control system for vehicle |
Country Status (4)
| Country | Link |
|---|---|
| CN (1) | CN114981534A (en) |
| MX (1) | MX2022008326A (en) |
| PE (1) | PE20221602A1 (en) |
| WO (1) | WO2021156887A1 (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2771779A1 (en) * | 1997-11-28 | 1999-06-04 | Renault | Regenerative adsorption system for vehicle fuel tank venting |
| US20010047797A1 (en) * | 2000-05-31 | 2001-12-06 | Hiroyuki Takano | Throttle valve control apparatus |
| US20140060955A1 (en) * | 2012-09-05 | 2014-03-06 | Honda Motor Co., Ltd. | Canister arrangement structure of straddle type vehicle |
| US20170211517A1 (en) * | 2016-01-22 | 2017-07-27 | Ford Global Technologies, Llc | System and methods for controlling fuel vapor canister purge operations |
| US20170292475A1 (en) * | 2016-04-06 | 2017-10-12 | Ford Global Technologies, Llc | Systems and methods for opportunistic vehicle evaporative emissions test diagnostic |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5715839B2 (en) * | 2011-01-31 | 2015-05-13 | 本田技研工業株式会社 | Saddle riding |
| CN105593112B (en) * | 2013-06-28 | 2018-07-24 | 本田技研工业株式会社 | The harness arrangement of saddle-ride type vehicle |
-
2021
- 2021-02-03 MX MX2022008326A patent/MX2022008326A/en unknown
- 2021-02-03 PE PE2022001540A patent/PE20221602A1/en unknown
- 2021-02-03 CN CN202180010121.2A patent/CN114981534A/en active Pending
- 2021-02-03 WO PCT/IN2021/050107 patent/WO2021156887A1/en active Application Filing
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2771779A1 (en) * | 1997-11-28 | 1999-06-04 | Renault | Regenerative adsorption system for vehicle fuel tank venting |
| US20010047797A1 (en) * | 2000-05-31 | 2001-12-06 | Hiroyuki Takano | Throttle valve control apparatus |
| US20140060955A1 (en) * | 2012-09-05 | 2014-03-06 | Honda Motor Co., Ltd. | Canister arrangement structure of straddle type vehicle |
| US20170211517A1 (en) * | 2016-01-22 | 2017-07-27 | Ford Global Technologies, Llc | System and methods for controlling fuel vapor canister purge operations |
| US20170292475A1 (en) * | 2016-04-06 | 2017-10-12 | Ford Global Technologies, Llc | Systems and methods for opportunistic vehicle evaporative emissions test diagnostic |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2021156887A1 (en) | 2021-08-12 |
| PE20221602A1 (en) | 2022-10-10 |
| MX2022008326A (en) | 2022-08-08 |
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