EP2220358B1 - Fuel vapor storage and recovery apparatus - Google Patents
Fuel vapor storage and recovery apparatus Download PDFInfo
- Publication number
- EP2220358B1 EP2220358B1 EP08707052.0A EP08707052A EP2220358B1 EP 2220358 B1 EP2220358 B1 EP 2220358B1 EP 08707052 A EP08707052 A EP 08707052A EP 2220358 B1 EP2220358 B1 EP 2220358B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vapor storage
- fuel vapor
- purge
- storage device
- fuel
- 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.)
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- 239000000446 fuel Substances 0.000 title claims description 78
- 238000011084 recovery Methods 0.000 title claims description 19
- 238000010926 purge Methods 0.000 claims description 74
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims description 70
- 229910052799 carbon Inorganic materials 0.000 claims description 64
- 238000010438 heat treatment Methods 0.000 claims description 17
- 239000002250 absorbent Substances 0.000 claims description 9
- 230000002745 absorbent Effects 0.000 claims description 9
- 238000009792 diffusion process Methods 0.000 claims description 9
- 238000011144 upstream manufacturing Methods 0.000 claims description 9
- 230000004888 barrier function Effects 0.000 claims description 7
- 230000005855 radiation Effects 0.000 claims description 5
- 238000005485 electric heating Methods 0.000 claims description 4
- 239000000463 material Substances 0.000 claims description 3
- 239000000919 ceramic Substances 0.000 claims description 2
- 238000002485 combustion reaction Methods 0.000 description 15
- 229930195733 hydrocarbon Natural products 0.000 description 14
- 150000002430 hydrocarbons Chemical class 0.000 description 14
- 239000002828 fuel tank Substances 0.000 description 11
- LFQSCWFLJHTTHZ-UHFFFAOYSA-N Ethanol Chemical compound CCO LFQSCWFLJHTTHZ-UHFFFAOYSA-N 0.000 description 6
- 239000004215 Carbon black (E152) Substances 0.000 description 5
- 239000002594 sorbent Substances 0.000 description 4
- 238000009413 insulation Methods 0.000 description 3
- 230000009467 reduction Effects 0.000 description 2
- 230000029058 respiratory gaseous exchange Effects 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 239000003463 adsorbent Substances 0.000 description 1
- 239000003245 coal Substances 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 239000003502 gasoline Substances 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical class C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 1
- 239000011148 porous material Substances 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
- 238000000638 solvent extraction Methods 0.000 description 1
- 238000013022 venting Methods 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
- 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
- F02M2025/0881—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 with means to heat or cool the canister
Definitions
- the present invention relates to a fuel vapor storage and recovery apparatus for the reduction of evaporative emissions from motor vehicles.
- Fuel vapor storage and recovery apparatuses including a fuel vapor storage canister are well known in the art since years.
- the gasoline fuel used in many internal combustion engines is quite volatile.
- Evaporative emissions of fuel vapor from a vehicle having an internal combustion engine occur principally due to venting of fuel tanks of the vehicle. When the vehicle is parked changes in temperature or pressure cause air laden with hydrocarbons escape from the fuel tank. Some of the fuel inevitably evaporates into the air within the tank and thus takes the form of a vapor. If the air emitted from the fuel tank were allowed to flow untreated into the atmosphere it would inevitably carry with it this fuel vapor. There are governmental regulations as to how much fuel vapor may be emitted from the fuel system of a vehicle.
- the fuel tank of a car is vented through a conduit to a canister containing suitable fuel absorbent materials such as activated carbon.
- suitable fuel absorbent materials such as activated carbon.
- High surface area activated carbon granules are widely used and temporarily absorb the fuel vapor.
- a fuel vapor storage and recovery system including a fuel vapor storage canister has to cope with fuel vapor emissions while the vehicle is shut down for an extended period and when the vehicle is being refuelled, and vapor laden air is being displaced from the fuel tank (refuelling emissions).
- the carbon canister Due to the nature of the absorbent within the carbon canister it is clear that the carbon canister has a restricted filling capacity. It is generally desirable to have a carbon canister with a high carbon working capacity, however, it is also desirable to have a carbon canister with a relatively low volume for design purposes.
- a certain negative pressure is applied to the interior of the canister from an intake system of the engine through a fuel vapor outlet port of the carbon canister. With this atmospheric air is let into the canister to the atmospheric air inlet port to pick up the trapped fuel vapors and carry the same to an intake manifold of the intake system of the engine through the fuel vapor outlet port.
- this canister purging mode the fuel vapors stored within the carbon canister are burnt in the internal combustion engine.
- Ethanol is a highly volatile fuel which has a comparatively high vapor pressure.
- E10 fuel (10% ethanol) has the highest vapor generation currently in the market. That means that the fuel vapor uptake of the carbon canister from the fuel tank is extremely high.
- E10 fuel 10% ethanol
- the fuel vapor uptake of the carbon canister from the fuel tank is extremely high.
- the fuel vapor capacity of an ordinary carbon canister is exhausted relatively fast.
- the bleed emissions of a fully loaded carbon canister normally then increase to an extent which is beyond the emission values given by law.
- US 6,230,693 B1 discloses an evaporative emission control system for reducing the amount of fuel vapor emitted from a vehicle by providing an auxiliary canister which operates with a storage canister of the evaporative emission control system.
- the storage canister contains a first sorbent material and has a vent port in communication therewith.
- the auxiliary canister comprises an enclosure, first and second passages, a heater and a connector. Inside the enclosure a second sorbent material is in total contact with the heater.
- the heater can be used to heat the second sorbent material and the passing purge air. This enables the second and first sorbent material to more readily release the fuel vapor they absorbed during the previous storage phase of operation so that they can be burnt during combustion.
- the storage canister of the evaporative emission control system comprises two fuel vapor storage compartments side by side connected by a flow passage.
- the partitioning of the canister actually means a flow restriction. Because the driving pressure of the flow through the canister is very low it is an important design consideration that flow restrictions be kept to a minimum.
- An evaporator emission control system including a fuel vapor storage and recovery apparatus according to the preamble of claim 1 is for instance known from US 2007/0266997 A .
- Another fuel vapor storage and recovery apparatus is disclosed in EP 1 906 001 A2 .
- the storage canister disclosed in US 200770266997 A also includes two fuel vapor storage compartments side by side connected by a flow passage. As this has been explained before, this design causes relatively high flow restrictions.
- a fuel vapor storage and recovery apparatus including a fuel vapor storage canister, said fuel vapor canister comprising at least first and second vapor storage compartments comprising an absorbent material, at least a vapor inlet port, an atmospheric vent port and a purge port, the fuel vapor storage canister defining an air flow path between said vapor inlet port and said atmospheric vent port and between said atmospheric vent port and said purge port, wherein said first and second vapor storage compartments in flow direction are separated from each other by an air gap diffusion barrier.
- At least said first and second vapor storage compartments are arranged in concentric relationship.
- the term "concentric" in the sense of the present application does not necessarily mean that the fuel vapor storage compartments have a circular cross-section. These compartments may also have a rectangular cross-section. In one embodiment of the invention the fuel vapor storage device may comprise at least some vapor storage compartments which are arranged side by side.
- the fuel vapor storage device is characterized by a third vapor storage compartment arranged in concentric relationship to said first and second vapor storage compartments.
- Said third vapor storage compartment may comprise porous monolithic carbon as absorbent.
- the third vapor storage compartment as well as the first and second vapor storage compartments may be filled or packed with granular activated coal.
- the vapor storage compartments are integrated in a common canister housing, thus fulfilling the need for a compact design having little space requirements.
- Each vapor storage compartment may have a circular cross-sectional area, the cross-sectional area of the downstream compartment, whiled regarding an air flow from the atmospheric vent port towards the purge port, being preferably larger than the cross-sectional area of the upstream vapor storage compartment, in order to eliminate dead zones in the vapor storage beds. Due to this design of the vapor storage compartments the purging gas may effectively flow through the entire carbon bed, thus improving the purge removal rate during the purge mode which also leads to a significant reduction of bleed emissions.
- At least one flow diverter is provided, the flow diverter defining an extended air gap diffusion barrier. Due to the presence of such flow diverter the length of the air path of the diffusion barrier is multiplied, i.e. at least doubled.
- the flow diverter may be in the form of a cup-shaped insert at least partially surrounding one vapor storage bed within one vapor storage compartment.
- the fuel vapor storage device comprises a purge heater which is activated during purging which leads to a significant improvement of the purge removal rate during operation of the internal combustion engine.
- the purge heater may be located in the purge heater compartment directly communicating with said purge port.
- the purge heater compartment is located at the upstream end of the airflow during the purging cycle, however, alternatively the purge heater compartment may be located in any one of the fuel storage beds.
- the purge heater compartment is at least concentrically surrounded by a vapor storage bed in a non-insulated fashion, thus allowing heat radiation into the surrounding vapor storage bed.
- a higher temperature enables complete purging of hydrocarbons from the carbon bed and thus increases the capacity of the volume to prevent fuel vapor breakthrough during a fuel vapor storage cycle.
- an equal temperature distribution through the carbon bed improves the purging results remarkably.
- non-insulated is meant that the purge heater or purge heater elements are not in direct contact with the carbon bed, however, the purge heater is not shielded against the surrounding carbon bed.
- the purge heater compartment can, for instance, comprise a cage-like structure allowing heat radiation into the surrounding carbon bed.
- the purge heater may comprise one or more electric heating elements which are connected to the source of electric energy, such as for instance the battery of the car.
- the purge heater may, for instance, comprise electrically conductive ceramic as heating elements.
- the purge heater may comprise electrically conductive carbon, preferably porous monolithic carbon.
- electrically conductive carbon preferably porous monolithic carbon.
- porous monolithic carbon is, for instance, disclosed in US 2007-0056954 A1 .
- These monolithic carbon heating elements have a channel structure allowing air flow through the heating elements and thus allowing an enhanced heat transfer directly through the purging air sucked from the atmosphere.
- FIG. 1 A fuel vapor storage and recovery apparatus 1 is illustrated in Fig. 1 .
- the illustration is schematic and the components are not drawn to scale.
- the fuel vapor storage and recovery apparatus 1 comprises a vapor inlet port 3 connected to a fuel tank (not shown), a vent port 4 communicating with the atmosphere and a purge port 5 connected to an internal combustion engine of a motor vehicle (also not shown).
- the carbon canister 2 is packed with an adsorbent in the form of granulated activated carbon.
- the carbon canister 2 is connected via vapor inlet port 3 to the fuel tank of the motor vehicle and via vent port 4 to the atmosphere.
- arrows 6 indicate the air flow during purging of the carbon canister.
- the terms “downstream” and “upstream” hereinafter always refer to the airflow during purging of the carbon canister 2.
- the carbon canister 2 comprises first 7, second 8 and third 9 vapor storage compartments.
- the first vapor storage compartment 7 is with regard to the airflow during upload of hydrocarbons to the carbon canister 2 the vapor storage compartment next to the vapor inlet port 3 and is also the biggest vapor storage compartment.
- the vapor storage compartment 7, 8, 9 have a circular crosssectional area and are arranged in concentric relationship to each other.
- the first vapor storage compartment 7 surrounds the vapor storage compartments 8 and 9.
- a purge heater compartment 10 which has also a cylindrical shape, i.e. a circular crosssection.
- the purge heater compartment 10 encloses four electric heating elements 11 which are electrically connected in series with a source of electric energy, for instance through the battery of the vehicle. It is to be understood that any electric heating element is suitable for this purpose.
- the heating element could for instance be a PTC thirmistor, an NTC thirmistor or for example an electrically conductive carbon heating element.
- the heating elements may be of cylindrical shape and comprise an electrically conductive porous carbon monolith, such as for instance, a synthetic carbon monolith generally disclosed in US 2007-0056954 A1 .
- Each heating element 11 provides continuous longitudinal channels (not shown) allowing an airflow in longitudinal direction through each heating element. The heating elements 11 are only activated during the purging operation of the fuel vapor storage and recovery apparatus 1.
- the purge heater compartment 10 has at its upstream face two inlet openings 12 allowing atmospheric air to be drawn into the purge heater compartment 10.
- the purge heater compartment 10 has a relatively thin-walled surrounding wall 13 which is designed such that heat radiation from the resistive heating element 11 may be transferred into the surrounding carbon bed of the first vapor storage compartment 7.
- the heating elements 11 directly transfer heat to the atmospheric air drawn into the purge heater compartment 10.
- the purge heater compartment 11 is in alignment with the third vapor storage compartment 9
- the third vapor storage compartment 9 is at its downstream end in alignment with the second vapor storage compartment 8
- the purge heater compartment 11 and the third and second vapor storage compartments 9 and 8 being concentrically surrounded by the first vapor storage compartment 7.
- first and second vapor storage compartments 7 and 8 are packed or stuffed with activated carbon in granular form, whereas the third vapor storage compartment 9 may contain a monolithic porous carbon element.
- first and second air gaps 14a and 14b as diffusion barriers are provided.
- the air gap 14a forming the transition from the third vapor storage compartment 9 to the second vapor storage compartment 8 is according to the differences in diameter of the third vapor storage compartment 9 and the second vapor storage compartment 8 funnel shaped.
- the first vapor storage compartment 3 has over its entire length a constant diameter which is smaller than the diameter of the second vapor storage compartment 8.
- the second vapor storage compartment 8 has over its entire length a constant diameter.
- the carbon bed within the second vapor storage compartment 8 is partly enclosed and held by a cup-shaped insert 15 which defines a U-turn flow path for the purging air as is indicated by the arrows in Fig. 1 . Due to this design the air path length amounts to double the length of the second vapor storage compartment 8.
- the insert 15 functions as an airflow diverter for the purging air.
- compartments of the carbon canister 2 can best be taken from the exploded view of Fig. 2 .
- a ring shaped channel 18 defines the transition into the first vapor storage compartment 7.
- flow openings 19 are provided which are designed such that the air flow of purge air is directed readily into the upstream end of the first vapor storage compartment 7.
- the fuel vapor storage and recovery apparatus 1 During running cycles of the internal combustion engine of the vehicle the fuel vapor storage and recovery apparatus 1 according to the invention is set to purge mode. Atmospheric air is drawn from the internal combustion engine of the vehicle from the vent port 4 via inlet opening 12 into the purge heater compartment 10.
- the heating elements 11 are electrically connected to the battery of the vehicle during purging. The air flows through and around the heating elements 11 thereby being heated up to a temperature below 150°C. At the same time radiation heat emitted by the heating elements 11 heats up the surrounding carbon bed of the first vapor storage compartment 7.
- This air flow, as indicated by the arrows in Fig. 1 within the extended air gap 14b makes a U-turn and at the very end of the air gap 14b flows into and through the carbon bed of the first vapor storage compartment 7 and is finally drawn through the purge port 5 to a purging line leading to the internal combustion engine.
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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)
Description
- The present invention relates to a fuel vapor storage and recovery apparatus for the reduction of evaporative emissions from motor vehicles. Fuel vapor storage and recovery apparatuses including a fuel vapor storage canister are well known in the art since years. The gasoline fuel used in many internal combustion engines is quite volatile. Evaporative emissions of fuel vapor from a vehicle having an internal combustion engine occur principally due to venting of fuel tanks of the vehicle. When the vehicle is parked changes in temperature or pressure cause air laden with hydrocarbons escape from the fuel tank. Some of the fuel inevitably evaporates into the air within the tank and thus takes the form of a vapor. If the air emitted from the fuel tank were allowed to flow untreated into the atmosphere it would inevitably carry with it this fuel vapor. There are governmental regulations as to how much fuel vapor may be emitted from the fuel system of a vehicle.
- Normally, to prevent fuel vapor loss into the atmosphere the fuel tank of a car is vented through a conduit to a canister containing suitable fuel absorbent materials such as activated carbon. High surface area activated carbon granules are widely used and temporarily absorb the fuel vapor.
- A fuel vapor storage and recovery system including a fuel vapor storage canister (so-called carbon canister) has to cope with fuel vapor emissions while the vehicle is shut down for an extended period and when the vehicle is being refuelled, and vapor laden air is being displaced from the fuel tank (refuelling emissions).
- In fuel recovery systems for the European market normally refuelling emissions do not play an important role since these refuelling emissions are generally not discharged through the carbon canister. However, in integrated fuel vapor storage and recovery systems for the North American market also these refuelling emissions are discharged through the carbon canister.
- Due to the nature of the absorbent within the carbon canister it is clear that the carbon canister has a restricted filling capacity. It is generally desirable to have a carbon canister with a high carbon working capacity, however, it is also desirable to have a carbon canister with a relatively low volume for design purposes. In order to guarantee always sufficient carbon working capacity of the carbon canister typically under operation of the internal combustion engine a certain negative pressure is applied to the interior of the canister from an intake system of the engine through a fuel vapor outlet port of the carbon canister. With this atmospheric air is let into the canister to the atmospheric air inlet port to pick up the trapped fuel vapors and carry the same to an intake manifold of the intake system of the engine through the fuel vapor outlet port. During this canister purging mode the fuel vapors stored within the carbon canister are burnt in the internal combustion engine.
- Although modern fuel vapor storage and recovery systems are quite effective there is still a residual emission of hydrocarbons let into the atmosphere. These so-called "bleed emissions" (diurnal breathing loss/DBL) are driven by diffusion in particular when there are high hydrocarbon concentration gradients between the atmospheric vent port of the carbon canister and the absorbent. Bleed emissions can be remarkably reduced when it is possible to reduce the hydrocarbon concentration gradient. It is quite clear that this can be achieved by increasing the working capacity of the carbon canister.
- However, it should also be clear that only a certain percentage of the hydrocarbons stored in the carbon canister can effectively be purged or discharged during the purging mode. This can be an issue for cars where only a limited time for purging is available, for instance in electro hybrid cars where the operation mode of the internal combustion engine is relatively short.
- Another issue arises with the use of so-called flexi fuels which comprise a considerable amount of ethanol. Ethanol is a highly volatile fuel which has a comparatively high vapor pressure. For instance, the so-called E10 fuel (10% ethanol) has the highest vapor generation currently in the market. That means that the fuel vapor uptake of the carbon canister from the fuel tank is extremely high. On the other hand, during normal purging modes of a conventional carbon canister only a certain percentage of the fuel vapor uptake may be discharged. As a result the fuel vapor capacity of an ordinary carbon canister is exhausted relatively fast. The bleed emissions of a fully loaded carbon canister normally then increase to an extent which is beyond the emission values given by law.
- In order to improve the purge removal rate during the purging mode few vapor storage and recovery devices have been proposed which use so-called purge heaters. By heating the atmospheric air which is led into the canister through the atmospheric air inlet port the efficiency of removing the hydrocarbons trapped in the micropores of the absorbent is enhanced remarkably.
- For instance,
US 6,230,693 B1 discloses an evaporative emission control system for reducing the amount of fuel vapor emitted from a vehicle by providing an auxiliary canister which operates with a storage canister of the evaporative emission control system. The storage canister contains a first sorbent material and has a vent port in communication therewith. The auxiliary canister comprises an enclosure, first and second passages, a heater and a connector. Inside the enclosure a second sorbent material is in total contact with the heater. During a regenerative phase of operation of the control system the heater can be used to heat the second sorbent material and the passing purge air. This enables the second and first sorbent material to more readily release the fuel vapor they absorbed during the previous storage phase of operation so that they can be burnt during combustion. - Moreover, the storage canister of the evaporative emission control system according to
US 6,230,693 comprises two fuel vapor storage compartments side by side connected by a flow passage. In particular the partitioning of the canister actually means a flow restriction. Because the driving pressure of the flow through the canister is very low it is an important design consideration that flow restrictions be kept to a minimum. - An evaporator emission control system including a fuel vapor storage and recovery apparatus according to the preamble of
claim 1 is for instance known fromUS 2007/0266997 A . Another fuel vapor storage and recovery apparatus is disclosed inEP 1 906 001 A2 - The storage canister disclosed in
US 200770266997 A - The same applies to the carbon canister disclosed in
EP 1 906 001 A2 - It is therefore an object to provide a fuel vapor storage and recovery apparatus including a fuel vapor storage canister which is improved with regard to the so-called bleed emissions and has relatively low flow restrictions.
- These and other objects are achieved by a fuel vapor storage and recovery apparatus including a fuel vapor storage canister, said fuel vapor canister comprising at least first and second vapor storage compartments comprising an absorbent material, at least a vapor inlet port, an atmospheric vent port and a purge port, the fuel vapor storage canister defining an air flow path between said vapor inlet port and said atmospheric vent port and between said atmospheric vent port and said purge port, wherein said first and second vapor storage compartments in flow direction are separated from each other by an air gap diffusion barrier.
- In particular by providing an air gap insulation between several vapor storage compartments or several vapor storage beds the hydrocarbon diffusion towards a lower concentration of hydrocarbons, i.e. towards the atmosphere, is significantly slowed down, thus significantly reducing the diurnal breathing losses.
- In the fuel vapor storage device according to the invention at least said first and second vapor storage compartments are arranged in concentric relationship.
- The term "concentric" in the sense of the present application does not necessarily mean that the fuel vapor storage compartments have a circular cross-section. These compartments may also have a rectangular cross-section. In one embodiment of the invention the fuel vapor storage device may comprise at least some vapor storage compartments which are arranged side by side.
- The fuel vapor storage device according to a preferred embodiment of the invention is characterized by a third vapor storage compartment arranged in concentric relationship to said first and second vapor storage compartments. Said third vapor storage compartment may comprise porous monolithic carbon as absorbent. For a person skilled in the art it will be readily apparent that the third vapor storage compartment as well as the first and second vapor storage compartments, may be filled or packed with granular activated coal.
- In a preferred embodiment of the fuel vapor storage device according to the invention the vapor storage compartments are integrated in a common canister housing, thus fulfilling the need for a compact design having little space requirements.
- Each vapor storage compartment may have a circular cross-sectional area, the cross-sectional area of the downstream compartment, whiled regarding an air flow from the atmospheric vent port towards the purge port, being preferably larger than the cross-sectional area of the upstream vapor storage compartment, in order to eliminate dead zones in the vapor storage beds. Due to this design of the vapor storage compartments the purging gas may effectively flow through the entire carbon bed, thus improving the purge removal rate during the purge mode which also leads to a significant reduction of bleed emissions.
- In this respect it is advantageous when the cross-sectional area of each vapor storage compartment at its downstream end, while regarding an air flow from the atmospheric vent port towards the purge port, is larger or equal to its cross-sectional area at its upstream end.
- In one embodiment of the fuel vapor storage device according to the invention at least one flow diverter is provided, the flow diverter defining an extended air gap diffusion barrier. Due to the presence of such flow diverter the length of the air path of the diffusion barrier is multiplied, i.e. at least doubled.
- The flow diverter may be in the form of a cup-shaped insert at least partially surrounding one vapor storage bed within one vapor storage compartment.
- In one embodiment the fuel vapor storage device according to the invention comprises a purge heater which is activated during purging which leads to a significant improvement of the purge removal rate during operation of the internal combustion engine.
- The purge heater may be located in the purge heater compartment directly communicating with said purge port.
- It should be appreciated that advantageously the purge heater compartment is located at the upstream end of the airflow during the purging cycle, however, alternatively the purge heater compartment may be located in any one of the fuel storage beds.
- In order to enhance the heat transfer from the purge heater into the carbon bed it is advantageous when the purge heater compartment is at least concentrically surrounded by a vapor storage bed in a non-insulated fashion, thus allowing heat radiation into the surrounding vapor storage bed. As is mentioned in the very beginning of the present application a higher temperature enables complete purging of hydrocarbons from the carbon bed and thus increases the capacity of the volume to prevent fuel vapor breakthrough during a fuel vapor storage cycle. In this context it should be mentioned that an equal temperature distribution through the carbon bed improves the purging results remarkably.
- By "non-insulated" is meant that the purge heater or purge heater elements are not in direct contact with the carbon bed, however, the purge heater is not shielded against the surrounding carbon bed. The purge heater compartment can, for instance, comprise a cage-like structure allowing heat radiation into the surrounding carbon bed.
- The purge heater may comprise one or more electric heating elements which are connected to the source of electric energy, such as for instance the battery of the car.
- The purge heater may, for instance, comprise electrically conductive ceramic as heating elements.
- Alternatively, the purge heater may comprise electrically conductive carbon, preferably porous monolithic carbon. Such porous monolithic carbon is, for instance, disclosed in
US 2007-0056954 A1 . These monolithic carbon heating elements have a channel structure allowing air flow through the heating elements and thus allowing an enhanced heat transfer directly through the purging air sucked from the atmosphere. - The invention will hereinafter be described by way of example with reference to the accompanying drawings, in which:
-
Fig. 1 shows a crosssectional view through a carbon canister according to the invention and -
Fig. 2 shows an exploded diagrammatic view of the compartments of the carbon canister. - A fuel vapor storage and
recovery apparatus 1 is illustrated inFig. 1 . The illustration is schematic and the components are not drawn to scale. - The fuel vapor storage and
recovery apparatus 1 comprises avapor inlet port 3 connected to a fuel tank (not shown), avent port 4 communicating with the atmosphere and apurge port 5 connected to an internal combustion engine of a motor vehicle (also not shown). Thecarbon canister 2 is packed with an adsorbent in the form of granulated activated carbon. - During shut-off the engine of the motor vehicle the
carbon canister 2 is connected viavapor inlet port 3 to the fuel tank of the motor vehicle and viavent port 4 to the atmosphere. - As explained in the very beginning of this application, during shut-off of the car the fuel within the fuel tank evaporates into the air space above the maximum filling level of the fuel tank. This vapor laden air flows via
vapor inlet port 3 into thecarbon canister 2. During refuelling of the car, where normally the internal combustion engine is also shut off, in integrated systems the fuel being pumped into the fuel tank causes an air flow through thevapor inlet port 3 the flow rate of which corresponds to the flow rate of refuelling. Accordingly, hydrocarbon laden air is pumped with a flow rate of up to 60 l/min into the carbon bed of the carbon canister. The activated carbons within the carbon canister absorb the hydrocarbons, hydrocarbon molecules being trapped within the internal pore structure of the carbon. More or less cleaned air will be discharged from thevent port 4. - During engine running cycles of the car a flow path between the
vent port 4 and thepurge port 5 will be established. The internal combustion engine sucks a certain amount of air to be burnt within the cylinders of the internal combustion engine from the atmosphere viavent port 4 through thecarbon canister 2 into thepurge port 5, thereby purging the absorbent of thecarbon canister 2. - In the
drawings arrows 6 indicate the air flow during purging of the carbon canister. The terms "downstream" and "upstream" hereinafter always refer to the airflow during purging of thecarbon canister 2. - The
carbon canister 2 comprises first 7, second 8 and third 9 vapor storage compartments. The firstvapor storage compartment 7 is with regard to the airflow during upload of hydrocarbons to thecarbon canister 2 the vapor storage compartment next to thevapor inlet port 3 and is also the biggest vapor storage compartment. - It will be readily apparent from
Fig. 1 that thevapor storage compartment vapor storage compartment 7 surrounds thevapor storage compartments vent port 4 at the upstream side of the thirdvapor storage compartment 9 there is arranged apurge heater compartment 10 which has also a cylindrical shape, i.e. a circular crosssection. Thepurge heater compartment 10 encloses fourelectric heating elements 11 which are electrically connected in series with a source of electric energy, for instance through the battery of the vehicle. It is to be understood that any electric heating element is suitable for this purpose. The heating element could for instance be a PTC thirmistor, an NTC thirmistor or for example an electrically conductive carbon heating element. - The heating elements may be of cylindrical shape and comprise an electrically conductive porous carbon monolith, such as for instance, a synthetic carbon monolith generally disclosed in
US 2007-0056954 A1 . Eachheating element 11 provides continuous longitudinal channels (not shown) allowing an airflow in longitudinal direction through each heating element. Theheating elements 11 are only activated during the purging operation of the fuel vapor storage andrecovery apparatus 1. - The
purge heater compartment 10 has at its upstream face twoinlet openings 12 allowing atmospheric air to be drawn into thepurge heater compartment 10. Thepurge heater compartment 10 has a relatively thin-walled surrounding wall 13 which is designed such that heat radiation from theresistive heating element 11 may be transferred into the surrounding carbon bed of the firstvapor storage compartment 7. - However, in the first place the
heating elements 11 directly transfer heat to the atmospheric air drawn into thepurge heater compartment 10. At its downstream end thepurge heater compartment 11 is in alignment with the thirdvapor storage compartment 9, whereas the thirdvapor storage compartment 9 is at its downstream end in alignment with the secondvapor storage compartment 8, thepurge heater compartment 11 and the third and secondvapor storage compartments vapor storage compartment 7. - It should be noted that first and second
vapor storage compartments vapor storage compartment 9 may contain a monolithic porous carbon element. - Between the third
vapor storage compartment 9 and the secondvapor storage compartment 8, as well as between the secondvapor storage compartment 8 and the firstvapor storage compartment 7 first andsecond air gaps - The
air gap 14a forming the transition from the thirdvapor storage compartment 9 to the secondvapor storage compartment 8 is according to the differences in diameter of the thirdvapor storage compartment 9 and the secondvapor storage compartment 8 funnel shaped. The firstvapor storage compartment 3 has over its entire length a constant diameter which is smaller than the diameter of the secondvapor storage compartment 8. Also the secondvapor storage compartment 8 has over its entire length a constant diameter. - The carbon bed within the second
vapor storage compartment 8 is partly enclosed and held by a cup-shapedinsert 15 which defines a U-turn flow path for the purging air as is indicated by the arrows inFig. 1 . Due to this design the air path length amounts to double the length of the secondvapor storage compartment 8. Theinsert 15 functions as an airflow diverter for the purging air. - The dimensions of compartments of the
carbon canister 2 can best be taken from the exploded view ofFig. 2 . - Again, with reference to
Fig. 1 it can be seen that between abottom lid 16 of thecarbon canister 2 and theinsert 15 aninsulation element 17 is provided. - Moreover, at the downstream end of the
air gap 14 a ring shapedchannel 18 defines the transition into the firstvapor storage compartment 7. In this ring shapedchannel 18flow openings 19 are provided which are designed such that the air flow of purge air is directed readily into the upstream end of the firstvapor storage compartment 7. - During running cycles of the internal combustion engine of the vehicle the fuel vapor storage and
recovery apparatus 1 according to the invention is set to purge mode. Atmospheric air is drawn from the internal combustion engine of the vehicle from thevent port 4 via inlet opening 12 into thepurge heater compartment 10. Theheating elements 11 are electrically connected to the battery of the vehicle during purging. The air flows through and around theheating elements 11 thereby being heated up to a temperature below 150°C. At the same time radiation heat emitted by theheating elements 11 heats up the surrounding carbon bed of the firstvapor storage compartment 7. Heated air flows through the thirdvapor storage compartment 9, theair gap 14a into the secondvapor storage compartment 8 through abottom grid 20 at the downstream end of the carbon bed withinvapor storage compartment 8 and is then diverted into upward direction by the cup-shapedinsert 15 in the extended andelongated air gap 14b. On its way the atmospheric air will be loaded by the hydrocarbons stored in the carbon beds. This air flow, as indicated by the arrows inFig. 1 within theextended air gap 14b makes a U-turn and at the very end of theair gap 14b flows into and through the carbon bed of the firstvapor storage compartment 7 and is finally drawn through thepurge port 5 to a purging line leading to the internal combustion engine. - During shut-off of the internal combustion engine the fuel vapor emissions entering the carbon canister through the
vapor inlet port 3 will be directed into the other direction towards thevent port 4, theair gaps - Reference numbers:
- 1
- Fuel vapor storage and recovery apparatus
- 2
- Carbon canister
- 3
- Vapor inlet port
- 4
- Vent port
- 5
- Purge port
- 6
- Arrows
- 7
- First vapor storage compartment
- 8
- Second vapor storage compartment
- 9
- Third vapor storage compartment
- 10
- Purge heater compartment
- 11
- Heating elements
- 12
- Inlet openings
- 13
- Wall
- 14a,b
- Air gaps
- 15
- Insert
- 16
- Bottom lid
- 17
- Insulation element
- 18
- Ring-shaped channel
- 19
- Flow openings
- 20
- Bottom grid
Claims (15)
- A fuel vapor storage and recovery apparatus (1) including a fuel vapor storage canister, said fuel vapor storage canister comprising at least first and second vapor storage compartments (7,8), filled with an absorbent material, at least a vapor inlet port (3) and an atmospheric vent port (4) and
a purge port (5), said fuel vapor storage canister defining an air flow path between said vapor inlet port (3)and said atmospheric vent port (4) and between said atmospheric vent port (4) and said purge port (5), wherein
said first and second vapor storage compartments (7,8) in flow direction are separated from each other by an air gap (14a, 14b) diffusion barrier,
characterized in that
at least said first and second vapor storage compartments (7,8) are arranged in concentric relationship. - The fuel vapor storage device according to claim 1
characterized in that
the fuel vapor storage canister comprises at least some vapor storage compartments arranged side by side. - The fuel vapor storage device according to any one of claims 1 or 2
characterized by
a third vapor storage compartment (9) arranged in concentric relationship to said first and second (7,8) vapor storage compartments. - The fuel vapor storage and recovery apparatus according to any one of claims 1 to 3
characterized in that
the third vapor storage compartment (9) comprises porous monolithic carbon as an absorbent. - The fuel vapor storage device according to any one of claims 1 to 4
characterized in that
the vapor storage compartments (7,8.9) are integrated in a common canister housing. - The fuel vapor storage device according to any one of claims 1 to 5
characterized in that
each vapor storage compartment (7,8,9) has a circular cross-sectional area, the cross-sectional area of the downstream compartment, while regarding an air flow from the atmospheric vent port (4) towards the purge port (5), being larger than the cross-sectional area of the upstream vapor storage compartments. - The fuel vapor storage device according to any one of claims 1 to 6
characterized in that
the cross-sectional area of each vapor storage compartment at its downstream end, while regarding an air flow from the atmospheric vent port (4) towards the purge port (5), is larger or equal to the cross-sectional area at its upstream end. - The fuel vapor storage device according to any one of claims 1 to 7
characterized by
at least one flow-diverter defining an extended air gap diffusion barrier. - The fuel vapor storage device according to claim 8,
characterized in that
the flow-diverter is in the form of a cup-shaped insert (15) at least partially surrounding one vapor storage bed. - The fuel vapor storage device according to any one of claims 1 to 9
characterized in that
it comprises a purge heater which is activated during purging. - The fuel vapor storage device according to claim 10,
characterized in that
the purge heater is located in a purge heater compartment (10) directly communicating with said purge port (5). - The fuel vapor storage device according to any one of claims 10 or 11
characterized in that
the purge heater compartment (10) is at least concentrically surrounded by a vapor storage bed in a non-insulated fashion, thus allowing heat radiation into the surrounding vapor storage bed. - The fuel vapor storage device according to any one of claims 10 to 12
characterized in that
the purge heater comprises one or more electric heating elements (11) which are connected to a source of electric energy. - The fuel vapor storage device according to any one of claims 10 to 13
characterized in that
the purge heater comprises electrically conductive ceramic as heating elements (11). - The fuel vapor storage device according to any one of claims 10 to 14
characterized in that
the purge heater comprises electrically conductive carbon, preferably porous monolithic carbon.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP08707052.0A EP2220358B1 (en) | 2007-12-20 | 2008-01-16 | Fuel vapor storage and recovery apparatus |
PL08707052T PL2220358T3 (en) | 2007-12-20 | 2008-01-16 | Fuel vapor storage and recovery apparatus |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/EP2007/011279 WO2009080075A2 (en) | 2007-12-20 | 2007-12-20 | Fuel vapor storage and recovery apparatus |
EP08707052.0A EP2220358B1 (en) | 2007-12-20 | 2008-01-16 | Fuel vapor storage and recovery apparatus |
PCT/EP2008/000266 WO2009080127A1 (en) | 2007-12-20 | 2008-01-16 | Fuel vapor storage and recovery apparatus |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2220358A1 EP2220358A1 (en) | 2010-08-25 |
EP2220358B1 true EP2220358B1 (en) | 2013-09-04 |
Family
ID=42352324
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP08707052.0A Active EP2220358B1 (en) | 2007-12-20 | 2008-01-16 | Fuel vapor storage and recovery apparatus |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP2220358B1 (en) |
PL (1) | PL2220358T3 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102016213722A1 (en) | 2016-07-26 | 2018-02-01 | Kautex Textron Gmbh & Co. Kg | Heatable fuel vapor storage and retention device |
-
2008
- 2008-01-16 PL PL08707052T patent/PL2220358T3/en unknown
- 2008-01-16 EP EP08707052.0A patent/EP2220358B1/en active Active
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102016213722A1 (en) | 2016-07-26 | 2018-02-01 | Kautex Textron Gmbh & Co. Kg | Heatable fuel vapor storage and retention device |
WO2018019517A1 (en) | 2016-07-26 | 2018-02-01 | Kautex Textron Gmbh & Co. Kg | Heatable fuel vapor storage and retention device |
Also Published As
Publication number | Publication date |
---|---|
EP2220358A1 (en) | 2010-08-25 |
PL2220358T3 (en) | 2014-03-31 |
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