EP0840002A2 - Système d'aération d'un réservoir pour véhicule à moteur à combustion - Google Patents

Système d'aération d'un réservoir pour véhicule à moteur à combustion Download PDF

Info

Publication number
EP0840002A2
EP0840002A2 EP97118297A EP97118297A EP0840002A2 EP 0840002 A2 EP0840002 A2 EP 0840002A2 EP 97118297 A EP97118297 A EP 97118297A EP 97118297 A EP97118297 A EP 97118297A EP 0840002 A2 EP0840002 A2 EP 0840002A2
Authority
EP
European Patent Office
Prior art keywords
line
tank ventilation
pump
ventilation system
valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP97118297A
Other languages
German (de)
English (en)
Other versions
EP0840002A3 (fr
Inventor
Werner Hennrich
Lothar Mauz
Henrik Weber
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
Daimler Benz AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG, Daimler Benz AG filed Critical DaimlerChrysler AG
Publication of EP0840002A2 publication Critical patent/EP0840002A2/fr
Publication of EP0840002A3 publication Critical patent/EP0840002A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • 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

Definitions

  • the invention relates to a tank ventilation system for a vehicle with an internal combustion engine according to the preamble of claim 1.
  • DE 43 12 720 A1 discloses a tank ventilation system for a vehicle with an internal combustion engine, in which a tank connection line leads from a tank to an adsorption filter, and from which in turn a tank ventilation line, in which a regeneration valve is arranged, leads to an intake line.
  • This internal combustion engine has a charger, whereby it can be achieved that, depending on the setting of the pressure control valves, an overpressure can be generated in the adsorption filter, and the adsorption filter is flushed and the fuel vapor is conveyed to the intake line.
  • This tank ventilation system has the disadvantage that its use can only be provided on vehicles with an internal combustion engine which have a charger so that part of the charging current can be conducted into the adsorption filter.
  • this arrangement is complex in terms of components, since an additional connecting line is provided between the charger and the adsorption filter.
  • tank ventilation systems are known in which a regeneration of the adsorption filter takes place due to a negative pressure in the intake manifold.
  • These tank ventilation systems are mainly used in internal combustion engines without exhaust gas turbochargers.
  • the negative pressure and thus the flushing of the adsorption filter is dependent on the position of a throttle valve and is therefore dependent on the load condition of the engine.
  • At full load almost no negative pressure is generated due to the lack of throttling.
  • the vacuum required for regeneration is missing.
  • only small amounts of fuel vapor can be regenerated in idle mode without influencing the exhaust gas values, the negative pressure being greatest in idle mode or in the lower load range.
  • the object of the invention is therefore to create a tank ventilation system for motor vehicles with internal combustion engines, in which a regeneration quantity proportional to the engine mass flow rate is supplied to the intake air in a simple manner.
  • the arrangement of a pump in a line section connected in parallel to the tank ventilation line enables the adsorption filter to be flushed independently of the load conditions of the internal combustion engine.
  • This parallel connection of the pump in a bypass line or a secondary line to the tank ventilation line enables the adsorption filter to be flushed, regardless of whether the internal combustion engine is equipped with or without an exhaust gas turbocharger.
  • the regeneration quantity can be set by the pump as a function of the load ranges, so that, in particular in the upper load range in which the degree of regeneration is greatest, a high volume flow can be discharged from the adsorption filter. This enables regeneration to take place as a function of the respective operating phases without the adsorption filter overflowing.
  • the tank ventilation system according to the invention fulfills the requirements for the emission limit values, which will become increasingly stringent in the future, since a larger regeneration quantity is made possible in particular in the full-load range, which decisively influence the exhaust gas limit values.
  • the use of the pump can ensure that an overflow of the adsorption filter is prevented, so that nuisance or danger to the occupants by fuel vapors can be avoided.
  • the configuration of the tank ventilation system according to the invention further enables a diagnosis with an on-board diagnosis system to be possible in different operating states by using a pump.
  • a pump when an on-board vapor recovery system (OVR system) is introduced, smaller adsorption filters can be used.
  • OVR system on-board vapor recovery system
  • the pump can also be used to extract the gases from the tank.
  • tank ventilation system can be provided or retrofitted in vehicles with secondary air injection, and the existing secondary air pump can also be used for the tank ventilation system.
  • a line section is provided parallel to the bypass line, which has a check valve. This can prevent the feed pump from delivering in a circuit.
  • the pump is provided in a bypass line which branches off at one end from the intake pipe and is coupled at the other end after the pump to the tank ventilation line via a suction nozzle.
  • a bypass line which branches off at one end from the intake pipe and is coupled at the other end after the pump to the tank ventilation line via a suction nozzle.
  • a shut-off valve is provided in the bypass line branching off the intake pipe upstream of the feed pump. In idle operation, this can ensure that the bypass in front of the throttle valve is absolutely tight in order to avoid influencing the idle control.
  • the shut-off valve can advantageously be controlled via a system control.
  • the pump is a secondary air pump of a secondary air injection.
  • the pump is arranged in a bypass line of a fresh air line leading to the adsorption filter.
  • This configuration makes it possible for the pump to build up a pressure in the adsorption filter, via which the regeneration quantity can in turn be conveyed in proportion to the engine mass flow.
  • this embodiment has the pressing principle.
  • a check valve is provided in the line section of the fresh air line parallel to the bypass line. This can ensure that the feed pump does not deliver in a circuit and, if necessary, fuel vapor can flow out of the adsorption filter when the pump is at a standstill.
  • the tank ventilation line has a line section running parallel to the intake pipe.
  • a pump wheel is arranged in the sections arranged parallel to one another, which are connected to one another via a common shaft.
  • This drive device can be designed according to the exhaust gas turbocharger principle. It can thereby be achieved in a simple manner that regeneration proportional to the throughput can take place, since the regeneration can take place depending on the air mass flow rate of the engine.
  • FIG. 1 shows a schematic representation of a tank ventilation system 11 which is based on the functional principle of active delivery by a pump and a regeneration valve.
  • a tank connection line 13 leads from a tank 12 to an adsorption filter 14, which is designed, for example, as an activated carbon filter.
  • This adsorption filter 14 has the task of absorbing and filtering the fuel flowing out of the tank so that the filtered air can escape to the outside via a fresh air line 16.
  • a tank ventilation line 17 leads to an intake pipe 18, which requests fresh air to the internal combustion engine.
  • the tank ventilation line 17 has a bypass line 19 downstream of the adsorption filter 14, in which a pump 21 is arranged.
  • a check valve 23 is provided in a parallel line section 22, which is part of the tank ventilation line 17.
  • the bypass line 19 and the line section 22 open downstream of the pump 21 and the check valve 23 into a common section of the tank ventilation line 17, in which a regeneration valve 24 is provided.
  • the feed pump is designed to be explosion-proof, since it sucks the regeneration amount in the adsorption filter 14 and delivers it into the suction pipe 18.
  • the pump 21 can be controlled relatively simply by the function on / off. Furthermore, a ramp-like start-up or a constant start-up can also be provided. In this embodiment it is essential that the pump 21 only has to work in the upper load ranges. This means that the control requirements are very low. So that the pump 21 does not deliver in a circuit, a check valve 26 must be provided in the line section 22. Furthermore, a shut-off valve 26 for the check valve 23 is advantageously arranged. This enables the regeneration valve in overrun mode 24 closed suddenly.
  • the shut-off valve 26 is advantageously designed as a pressure limiting valve or a controlled opening valve.
  • this embodiment of the tank ventilation system 11 can also be used for internal combustion engines with a charger.
  • FIG. 2 shows pressure profiles of the tank ventilation system 11 described in FIG. 1 in different operating phases.
  • the respective sections of the horizontal axis of the diagram correspond to the component components and show which pressure profiles or pressure differences are present in the respective component sections.
  • the rightmost section which represents the pressure in the tank connection line 13
  • there is a vapor pressure which is basically present due to the volatilization of the fuel in fuel vapor and which can be greater or less depending on the temperature.
  • the course of the characteristic curve below the X axis means that there is negative pressure.
  • the suction pressure difference is very high in idle mode.
  • the duty cycle of the regeneration valve 24 is very low, as a result of which the pump 21 is at a standstill or idling, and the shut-off valve 26 in the line section 22 is open.
  • the lower part-load range it is Suction pressure difference still sufficient. This means that the duty cycle of the regeneration valve 26 is medium-sized and the pump 21 runs idle or stands still.
  • the shut-off valve 26 remains in the line section 22 in an open position.
  • the suction pressure difference is not sufficient in the upper part of the load range, as a result of which the duty cycle of the regeneration valve 26 becomes very large. This signal causes the pump 21 to be started up and provides the necessary delivery pressure.
  • the shut-off valve 26 in the line section 22 is closed at the same time. In full load operation the suction pressure difference is almost zero. This in turn means that the duty cycle of the regeneration valve 24 reaches a maximum value and the pump 21 is driven at the maximum output in order to produce the necessary delivery pressure for the regeneration.
  • the shut-off valve 26 remains closed. In overrun mode, the difference in suction pressure can be high, which in turn means that the duty cycle of the regeneration valve is almost or equal to zero.
  • the pump 21 is stopped or delivers in a circuit via the control, the shut-off valve 26 being open. The circulation in the circuit is only possible if a controllable shut-off valve 26 is provided.
  • FIG. 3 A further embodiment of the tank ventilation system 11 is shown in FIG. 3.
  • the bypass line 19 branches off from the intake pipe 18 and opens into the tank ventilation line 17 via a suction nozzle 31.
  • a shut-off valve 26 is provided between the pump 21 and the intake pipe 18.
  • the regeneration valve 24 is arranged between the suction nozzle 31 and the adsorption filter 14.
  • the pump 21 draws clean air from the intake tract in the regeneration mode and conveys it via the suction nozzle 31 into the tank ventilation line 17, for example according to the venturi principle when the air is open Regeneration valve 24 the desired regeneration amount is sucked due to negative pressure at the suction nozzle 31 from the adsorption filter 14 and fed into the suction pipe 18.
  • the pump 21 can be of simple design, in particular with regard to the tightness.
  • the air removed from the intake tract or intake pipe 18 is measured via the air flow meter 32, since otherwise a considerable amount of false air would be supplied to the engine and the mixture formation would no longer be correct for optimal combustion.
  • the closed shut-off valve 26 ensures that the bypass line 19 to the throttle valve 33 in the intake pipe 18 is closed in order to avoid influencing the idle regulation. This can be done, for example, by a controlled shut-off valve 26.
  • FIG. 4 shows a tank ventilation system 11 according to FIG. 3 in combination with a secondary air injection.
  • the shut-off valve 26 is connected downstream of the pump 21 in the bypass line 19.
  • the pump 21 also serves as a secondary air pump, which sucks in cleaned air from an air filter 34, which is detected by an air flow meter 32.
  • Another air flow meter 32 is provided in the intake pipe 18, which in turn is connected to the air filter 34.
  • a line 36 branches off from the bypass line 19 and leads to the exhaust system (not shown).
  • shut-off valve 26 of the bypass line 19 and a shut-off valve 27 of the line 36 work analogously to the time diagram also shown in FIG. 4. This means that in the cold start phase the pump 21 is responsible for blowing air into the exhaust system. The shut-off valve 26 is closed and the shut-off valve 27 is open. Through this embodiment it can be ensured that clean air and not unburned fuel vapors get into the exhaust system. This configuration is also possible because no regeneration is provided in the cold start phase.
  • shut-off valve 27 is closed and the shut-off valve 26 is opened.
  • the shut-off valve 26 is activated, as described in the individual operating phases for FIG. 3.
  • FIG. 5 shows a further alternative embodiment of a tank ventilation system 11.
  • This embodiment like the embodiment according to FIGS. 3 and 4, has a pump 21 which pumps fresh air. It is provided that a bypass line 19 with the pump 21 is arranged in a fresh air line 16 leading to the adsorption filter 14. A line section 22 is provided parallel to the bypass line 19 and has the check valve 23. Furthermore, a check valve 23 is provided in the tank connection line 13 between the adsorption filter 14 and the tank 12, so that the fuel vapor cannot be pushed back into the tank 12 or can escape into the open via a tank nozzle. This can also prevent the tank 12 from being pressurized.
  • This embodiment can also be provided in combination with the secondary air injection, in which the pump 21 can also be designed as a secondary air pump.
  • FIG. 6 A further alternative embodiment of a tank ventilation line 11 is provided in FIG. 6.
  • This embodiment has a tank ventilation line 17 which, downstream of the regeneration valve 24, has a line section 46 which runs parallel to the intake pipe 18. Between the two in parallel Running sections of the tank ventilation line 17 and the intake pipe 18, a drive device 47 is provided, the operation of which is based on an exhaust gas turbocharger.
  • a turbine 48 is advantageously arranged in the intake pipe 18 and a compressor 49 is advantageously arranged in the line section 46. This can make it possible for the delivery rate of the regeneration quantity to be dependent on the air mass flow rate of the engine. A throughput-proportional regeneration can thus be made possible.
  • the arrangement of the drive device 47 can be provided upstream or downstream of the throttle valve 33 in the intake pipe, an arrangement close to the engine being advantageously provided because of the losses in the intake pipe 18.
  • This alternative embodiment has the particular advantage that there are no sealing problems here, since the drive device 47 has no connection to the outside.
  • the control is carried out automatically by the air mass flow rate, which is determined by the operating phases of the engine.
  • the tank ventilation system 11 according to FIGS. 1 and 2 is integrated in an OVR system (on-board vapor recovery system).
  • OVR system on-board vapor recovery system
  • the gases must also be absorbed when the fuel tank 12 is refueled.
  • the tank ventilation system 11 according to FIG. 1 is modified such that a shut-off valve 26 is provided in the fresh air line 16, and a shut-off valve 26 is again provided upstream of the regeneration valve 24 after the pump 21.
  • the pump 21 can suck the gases out of the tank 12 via the adsorption filter 14.
  • the shut-off valve 26 arranged in the fresh air line 16 is closed.
  • the fuel vapors are thus filtered via the adsorption filter 14 and downstream of the pump 21 Shut-off valve 26, which is open in this operating phase, is discharged into the open. This can ensure that the tank ventilation system is uncoupled from the intake pipe 18 and that no fuel vapors get into the intake pipe 18 when the adsorption filter 14 overflows.
  • the adsorption filter 14 is of sufficient size so that it does not overflow and gases or fuel vapors can escape into the open.
  • the various embodiments of the tank ventilation systems 11 all have in common that a pump 21 is arranged in a bypass line 19, which enables the adsorption filter 14 to be flushed in order to regenerate it.
  • the pump 21 can work according to the functional principle of suction or delivery. Other alternative embodiments and arrangements that work according to these functional principles are also conceivable.

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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)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Processes For Solid Components From Exhaust (AREA)
EP97118297A 1996-11-04 1997-10-22 Système d'aération d'un réservoir pour véhicule à moteur à combustion Withdrawn EP0840002A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19645382 1996-11-04
DE19645382A DE19645382C2 (de) 1996-11-04 1996-11-04 Tankentlüftungsanlage für ein Fahrzeug mit Verbrennungsmotor

Publications (2)

Publication Number Publication Date
EP0840002A2 true EP0840002A2 (fr) 1998-05-06
EP0840002A3 EP0840002A3 (fr) 1998-10-07

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EP97118297A Withdrawn EP0840002A3 (fr) 1996-11-04 1997-10-22 Système d'aération d'un réservoir pour véhicule à moteur à combustion

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US (1) US5918580A (fr)
EP (1) EP0840002A3 (fr)
DE (1) DE19645382C2 (fr)

Cited By (4)

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WO1999006688A1 (fr) * 1997-07-28 1999-02-11 Siemens Canada Limited Systeme de controle de l'evaporation du carburant pour systemes d'admission de moteur a faibles depressions
WO2001073283A1 (fr) * 2000-03-24 2001-10-04 Robert Bosch Gmbh Systeme de ventilation de reservoir d'automobile et procede permettant de l'actionner
WO2010097067A1 (fr) * 2009-02-25 2010-09-02 Iav Gmbh Dispositif d'aération de réservoir
CN102305151A (zh) * 2011-08-03 2012-01-04 天津大学 一种高效的内燃机余热能回收系统

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DE10060350A1 (de) * 2000-12-04 2002-06-06 Mahle Filtersysteme Gmbh Be- und Entlüftungseinrichtung des Kraftstoff-Tankes eines Verbrennungsmotors
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DE102007040913A1 (de) 2007-08-30 2009-03-05 Bayerische Motoren Werke Aktiengesellschaft Tankentlüftungssystem eines Kraftfahrzeugs
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JP5485681B2 (ja) * 2009-12-23 2014-05-07 愛三工業株式会社 内燃機関の蒸発燃料処理装置
DE102010025561B4 (de) * 2010-06-30 2013-11-28 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Vorrichtung zur Tankentlüftung
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US9388774B2 (en) * 2013-03-01 2016-07-12 Discovery Technology International, Inc. Precision purge valve system with pressure assistance
US9359978B2 (en) * 2014-03-25 2016-06-07 Continental Automotive Systems, Inc. Turbo purge module hose detection and blow off prevention check valve
JP6040962B2 (ja) * 2014-06-03 2016-12-07 株式会社デンソー 蒸発燃料処理装置
US9605610B2 (en) 2014-06-10 2017-03-28 Ford Global Technologies, Llc System and methods for purging a fuel vapor canister
US9624853B2 (en) 2015-03-12 2017-04-18 Ford Global Technologies, Llc System and methods for purging a fuel vapor canister
US10344715B2 (en) * 2015-12-01 2019-07-09 GM Global Technology Operations LLC Purge pressure sensor offset and diagnostic systems and methods
US10267247B2 (en) 2015-12-01 2019-04-23 GM Global Technology Operations LLC Purge pump control systems and methods
US10190515B2 (en) 2015-12-01 2019-01-29 GM Global Technology Operations LLC Fuel vapor flow estimation systems and methods
JP6668145B2 (ja) * 2016-03-30 2020-03-18 愛三工業株式会社 蒸発燃料処理装置
US11181103B2 (en) * 2018-06-19 2021-11-23 Waters Technologies Corporation Multi-stage displacement pump
DE102018212149A1 (de) 2018-07-20 2020-01-23 Volkswagen Aktiengesellschaft Brennkraftmaschine mit einer in einem fluidführenden, fluidal mit einer Tankentlüftungsleitung verbundenen Bauteil vorgesehene Venturidüse
DE102019219937B4 (de) * 2019-12-18 2023-05-17 Volkswagen Aktiengesellschaft Brennkraftmaschine mit einer in einem fluidführenden, fluidal mit einer Tankentlüftungsleitung verbundenen Bauteil vorgesehenen Venturidüse

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999006688A1 (fr) * 1997-07-28 1999-02-11 Siemens Canada Limited Systeme de controle de l'evaporation du carburant pour systemes d'admission de moteur a faibles depressions
US6196202B1 (en) 1997-07-28 2001-03-06 Siemens Canada Limited Evaporative emission system for low engine intake system vacuums
WO2001073283A1 (fr) * 2000-03-24 2001-10-04 Robert Bosch Gmbh Systeme de ventilation de reservoir d'automobile et procede permettant de l'actionner
WO2010097067A1 (fr) * 2009-02-25 2010-09-02 Iav Gmbh Dispositif d'aération de réservoir
US8555862B2 (en) 2009-02-25 2013-10-15 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Apparatus for tank ventilation
CN102305151A (zh) * 2011-08-03 2012-01-04 天津大学 一种高效的内燃机余热能回收系统

Also Published As

Publication number Publication date
EP0840002A3 (fr) 1998-10-07
US5918580A (en) 1999-07-06
DE19645382A1 (de) 1998-05-14
DE19645382C2 (de) 1998-10-08

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