EP3559432B1 - Système de réservoir de carburant et procédé de contrôle de l'étanchéité d'un tel système de réservoir de carburant - Google Patents

Système de réservoir de carburant et procédé de contrôle de l'étanchéité d'un tel système de réservoir de carburant Download PDF

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Publication number
EP3559432B1
EP3559432B1 EP17822581.9A EP17822581A EP3559432B1 EP 3559432 B1 EP3559432 B1 EP 3559432B1 EP 17822581 A EP17822581 A EP 17822581A EP 3559432 B1 EP3559432 B1 EP 3559432B1
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EP
European Patent Office
Prior art keywords
compressor
fuel tank
tank system
air line
line
Prior art date
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Application number
EP17822581.9A
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German (de)
English (en)
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EP3559432A1 (fr
Inventor
Silke Weddig
Jens Wodausch
Florian Imbt
Matthias BÄTJE
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Volkswagen AG
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Volkswagen AG
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Publication of EP3559432A1 publication Critical patent/EP3559432A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
    • F02D41/0035—Controlling the purging of the canister as a function of the engine operating conditions to achieve a special effect, e.g. to warm up the catalyst
    • F02D41/0037—Controlling the purging of the canister as a function of the engine operating conditions to achieve a special effect, e.g. to warm up the catalyst for diagnosing the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/0809—Judging failure of purge control system
    • F02M25/0818—Judging failure of purge control system having means for pressurising the evaporative emission space
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust

Definitions

  • the invention relates to a fuel tank system for an internal combustion engine and a method for testing the tightness of such a fuel tank system.
  • Fuel tank systems for internal combustion engines of motor vehicles regularly have a vent line which makes it possible to relieve an increasing pressure in the fuel tank of the tank system as a result of, for example, fuel evaporating at high ambient temperatures. Due to emission regulations, as far as possible no fuel vapors may enter the environment. This is prevented by a fuel vapor filter, regularly in the form of an activated carbon filter, which absorbs the fuel vapors, is integrated into the ventilation line.
  • such tank systems are additionally provided with a purge air line which is connected on the one hand to the fuel vapor filter and on the other hand to the fresh gas line of the internal combustion engine.
  • a purge air line which is connected on the one hand to the fuel vapor filter and on the other hand to the fresh gas line of the internal combustion engine.
  • ambient air can temporarily be sucked in via an ambient opening of the fuel vapor filter by means of the negative pressure prevailing in the area of the opening of the scavenging air line in the fresh gas line, which air flows through the fuel vapor filter in the opposite direction to the flow direction in which the fuel vapors flow from the fuel tank into the fuel vapor filter and flushes it.
  • the fuel vapors from the fuel vapor filter are thus fed to the combustion chambers of the internal combustion engine of the internal combustion engine via the fresh gas line.
  • Such a tank system of an internal combustion engine of a motor vehicle is from DE 10 2004 030 909 A1 known.
  • the scavenging air line is emptied of any fuel vapors still present therein in order to prevent these fuel vapors from entering the fresh gas line the environment.
  • the compressor conveys the gases contained in the purge air line and the gases flowing in via the fresh gas line via the Fuel vapor filter and the ambient air line into the environment, the fuel vapor filter filtering out the fuel vapors.
  • a tank ventilation system for an internal combustion engine with a fuel tank, an activated carbon filter, a tank ventilation valve and at least one check valve is known.
  • a pressure sensor is arranged between the tank ventilation valve and the check valve.
  • a negative pressure is set between the tank ventilation valve and the check valve, which is lower than the ambient pressure.
  • the set pressure is changed by activating the tank ventilation valve.
  • the change in the pressure in the line between the tank ventilation valve and the check valve is measured by means of the pressure sensor and assigned to the activation of the tank ventilation valve.
  • the function of the tank ventilation line, the check valve and the tank ventilation valve is deduced from the correlation of the opening state of the tank ventilation valve and the change in the pressure in the line between the tank ventilation valve and the check valve.
  • the DE 10 2012 218 933 A1 discloses a method for determining the loading of an activated carbon filter in a tank ventilation system, the tank ventilation system having at least one first valve between a fuel tank and the activated carbon filter and at least one second valve between the activated carbon filter and an intake pipe of an internal combustion engine. For this purpose, when the first valve is closed and when the second valve is closed, a volume of gas is applied to the activated carbon filter. Based on measured values that represent the pressure in the activated carbon filter, conclusions are drawn as to the loading status of the activated carbon filter.
  • the activated carbon filter can be charged with the gas volume by means of a compressor which is part of a known module for diagnosing tank leaks, which is arranged on the side of a ventilation opening of the activated carbon filter and is in fluid-conducting connection with the environment via a fresh air filter.
  • the DE 38 04 183 A1 describes a shaft seal for centrifugal pumps for pumping hot water, for example, which uses an internal circulation flow at a mechanical seal on the atmospheric side in order to ensure a constant removal of heat energy generated in a sealing chamber and of dirt or wear particles even without an external cooling device, which is adapted to changing operating conditions .
  • the WO 2012/025423 A1 discloses a diaphragm pump with a pumping chamber separated from a hydraulic chamber by means of a membrane, wherein the hydraulic chamber that can be filled with a working fluid can be subjected to a pulsating working fluid pressure and the hydraulic chamber is connected to a working fluid supply via a leakage valve.
  • the JP 2015-094329 A , the US 2015/0345411 A1 and the DE 198 29 423 A1 each disclose a tank ventilation system for an internal combustion engine, in which a bypass to a compressor integrated in a scavenging air line is provided.
  • the US 6,196,202 B1 describes a tank ventilation system in which a compressor integrated into a scavenging air line is designed in the form of a fan.
  • the invention is based on the object of specifying a fuel tank system for an internal combustion engine that is to be tested for leaks.
  • a fuel tank system for an internal combustion engine in particular for an internal combustion engine of a motor vehicle, is provided.
  • This comprises at least one fuel tank, a fuel vapor filter (preferably a sorption filter, in particular an activated carbon filter), which is in fluid-conducting connection with a surrounding mouth, a vent line leading from the fuel tank to the fuel vapor filter, a purge air line leading from the fuel vapor filter to a fresh gas line of the internal combustion engine, a Integrated into the purge air line, preferably driven by an electric motor Compressor (ie a device for conveying gases) and a shut-off valve integrated in the purge air line, which is arranged between an opening of the purge air line in the fresh gas line and the compressor.
  • a fuel vapor filter preferably a sorption filter, in particular an activated carbon filter
  • the compressor is a piston compressor (ie a compressor working according to the displacement principle, in which gas for conveyance is encapsulated, compressed and expelled again cyclically in a volume), because such a piston compressor has advantages with regard to the implementation of a preferably provided flushing functionality of the fuel tank system for the fuel vapor filter may have.
  • the compressor is designed in the form of a vane compressor.
  • a defined (i.e. deliberately provided and preferably also known with regard to the (pressure-dependent) height) gas permeability is implemented for the compressor when it is not in operation. Since a piston compressor provided according to the invention is typically designed in such a way that it has no relevant gas permeability when it is not in operation, the defined gas permeability provided according to the invention could be implemented, for example, by means of a compressor bypass, which can preferably be closed by means of a shut-off valve if necessary.
  • a “compressor bypass” is understood to mean an ambient line integrated into the compressor or arranged externally therefrom, via which a gas can flow (with the shut-off valve open) bypassing a pressure chamber in which a gas is compressed during operation of the compressor.
  • a defined gas permeability for a piston compressor by means of a compressor bypass
  • this is structurally designed and / or integrated into the fuel tank system (or arranged in it) so that it has a defined gas permeability when not in operation Has pressure chamber.
  • the compressor designed in the form of a vane compressor that its vanes are pressed against an inner wall of a housing of the vane compressor during operation (possibly exclusively) under centrifugal force, the design and / or arrangement of the vane compressor being provided such that at least one of the Vane is arranged spaced apart from the inner wall of the housing when not in operation in order to bring about the defined gas permeability of the vane compressor.
  • the arrangement of the at least one vane at a distance from the inner wall when the vane compressor is not in operation can be implemented exclusively subject to gravity.
  • a method for testing the tightness of (at least one section) of such a fuel tank system provides that a defined pneumatic pressure (for example by means of a defined pneumatic pressure (for example by means of a an active pressure increase or pressure decrease) and then, based on a determination of a change in this pressure, a distinction is made between adequate and insufficient tightness of at least this section.
  • a defined pneumatic pressure for example by means of a defined pneumatic pressure (for example by means of a an active pressure increase or pressure decrease) and then, based on a determination of a change in this pressure, a distinction is made between adequate and insufficient tightness of at least this section.
  • a “central” arrangement of the compressor in the section of the scavenging air line is understood to mean that a partial section of this section is provided on both sides of the compressor.
  • the section to be tested is "defined” against an inflow or outflow of a gas if an inflow / outflow is prevented as far as possible or to a reduced (compared to an open state) and at a known (possibly pressure-dependent) height is possible.
  • a distinction between sufficient and insufficient tightness can be made by a comparison with a defined limit value or limit value range (for example for the gradient of the pressure change) by which sufficient tightness is defined, whereby by exceeding or falling below the defined limit value or In the limit value range, insufficient tightness is signaled.
  • the defined gas permeability for the compressor due to the defined gas permeability for the compressor, when the method according to the invention is carried out, pressure generation and / or pressure determination (in each case) in one of the subsections of the section encompassing the compressor centrally can be sufficient because a defined pressure equalization can take place between the two subsections via the compressor , which can be included in the evaluation with regard to sufficient or insufficient tightness.
  • the defined gas permeability is at least 10 liters per minute.
  • shut-off valves limiting the section to be tested are as completely closed as possible when carrying out a method according to the invention.
  • a fuel tank system according to the invention can preferably also include at least one shut-off valve (integrated in an ambient air line) arranged between the fuel vapor filter and the surrounding mouth.
  • a shut-off valve integrated in an ambient air line
  • This enables essentially the entire fuel tank system to be separated, if necessary, by means of the shut-off valves with regard to an inflow or outflow of gas from or into the environment, so that a test of essentially the entire fuel tank system for sufficient or insufficient tightness as part of a method according to the invention is possible.
  • a fluid-conducting connection between the scavenging air line on the one hand and the vent line and thus also the fuel tank on the other hand can be provided via the fuel vapor filter.
  • An additional or even primary function of the compressor can be to ensure that the fuel vapor filter is flushed when there is no or too little pressure gradient between the ambient pressure and the pressure in the fresh gas line in the area of the opening of the scavenging air line, so that a suitably efficient design is preferred of the compressor is provided.
  • a determination of the pneumatic pressure in the (section of the) fuel tank system (s) to be tested for sufficient tightness can preferably be carried out by means of one or more pressure sensors, which can be arranged, for example, in the fuel tank and / or in the vent line and / or in the purge air line.
  • pressure sensors which can be arranged, for example, in the fuel tank and / or in the vent line and / or in the purge air line.
  • at least one pressure sensor is arranged in the two sub-sections of the section centrally surrounding the compressor.
  • the generation of the defined pneumatic pressure in at least the section of the scavenging air line that encompasses the compressor centrally can take place on the one hand by operating the compressor itself.
  • a pressure increase or a pressure decrease in a section of the purge air line connected to the pressure side or suction side of the compressor is generated by having a connector on the environment, for example via the opening of the scavenging air line in the fresh gas line or via the surrounding opening connected to the fuel vapor filter in the gas-conducting connection, (to increase pressure) ambient air is sucked into the fuel tank system or (to lower the pressure) a gas contained in the fuel tank system is discharged to the environment .
  • a gas-conducting connection of the fuel tank system or the section to be tested thereof with the previously used connection to the environment can be (partially or completely) interrupted, with the defined gas permeability then resulting for the compressor is realized according to the invention, a pressure equalization between the subsections of the section to be tested (or of the tank system as a whole) lying on the two sides of the compressor can be set. Then, on the basis of a change in the pressure in the section to be tested, a distinction can be made between sufficient and insufficient tightness.
  • the generation of a defined pneumatic pressure in at least the section of the scavenging air line that encompasses the compressor centrally can also be generated by means of a tank leak diagnosis module, for example by means of a tank leak diagnosis module, as shown in FIG DE 10 2012 218 933 A1 is described, take place, which is preferably arranged between the fuel vapor filter and the surrounding mouth and can furthermore preferably include a compressor and / or a shut-off valve.
  • a tank leak diagnosis module which is available on the market as a mass product and is therefore relatively inexpensive can be used in order to check at least a section, preferably essentially the entire fuel tank system, with regard to sufficient tightness.
  • the scavenging air line is branched, with a first opening into the fresh gas line upstream of a fresh gas compressor integrated into the fresh gas line and a second opening of the scavenging air line into the fresh gas line being arranged downstream of the fresh gas compressor.
  • the compressor can be integrated into the scavenging air line between the branch on the one hand and the first opening or the second opening on the other hand.
  • a shut-off valve is also integrated into the branch of the scavenging air line in which the compressor is not integrated.
  • Such a configuration of the fuel tank system can be particularly advantageous with regard to flushing the fuel vapor filter, which occurs on a pressure gradient in the flushing air line between the fuel vapor filter and one of the openings in the Fresh gas line (and thus possibly also without operation of the compressor integrated in the purge air line) is carried out.
  • shut-off valves of a fuel tank system can be configured to be active (controllable) or passive (i.e. independently actuating, for example in the form of a check valve).
  • the invention further relates to an internal combustion engine with a fuel tank system according to the invention, the internal combustion engine preferably comprising an internal combustion engine operated according to the Otto principle, because the fuels used to operate such internal combustion engines are relatively volatile (in particular compared to diesel fuel), which means that not only the there is a special need for tank ventilation but also for a leak test of the fuel tank system.
  • the term “fuel vapor filter” does not mean that it has to filter the volatile fuel in gaseous form. Rather, the fuel can already be (partially) condensed out again during the filtering.
  • the Fig. 1 shows an internal combustion engine with a fuel tank system.
  • This comprises a fuel tank 10, which is connected via a vent line 12 to a fuel vapor filter 14, which can be designed in particular in the form of an activated carbon filter or at least one comprising such a filter.
  • the fuel vapor filter 14 is also connected to a fresh gas line 18 of the internal combustion engine via a scavenging air line 16, the scavenging air line 16 running from a branch 20 in two branches 22, 24, of which a first branch 22 enters the fresh gas line 18 upstream (with respect to the direction of flow from Fresh gas in the fresh gas line 18 starting from a fresh gas inlet (not shown) to an internal combustion engine 26 of the internal combustion engine) of a fresh gas compressor 28 integrated in the fresh gas line 18 and the second branch 24 downstream of the fresh gas compressor 28 and in particular also downstream of a likewise downstream of the fresh gas compressor 28 into the fresh gas line 18 integrated throttle valve 54 opens.
  • the fresh gas compressor 28 is part of an exhaust gas turbocharger which further comprises an exhaust gas turbine 30 which is integrated into an exhaust gas line 32 of the internal combustion engine.
  • mixtures of fresh gas which consists entirely or essentially of ambient air, and, for example, injected directly into the combustion chambers 34, are in a known manner in a defined sequence in combustion chambers 34 of internal combustion engine 26, which are partially delimited by cylinders 34 of internal combustion engine 26 Fuel is burned, the pressure increases thus generated in the combustion chambers 34 being used to move pistons 38, which are guided in a longitudinally axially movable manner in the cylinders 36.
  • the side of the fuel vapor filter 14 of the fuel tank system facing away from the vent line 12 and the purge air line 16 is in gas-conducting connection via an ambient air line 42 with a (first) shut-off valve 44 integrated therein, including the ambient air line 42 a surrounding mouth 62 forms.
  • the first shut-off valve 44 can be controlled by means of a control device 48 (e.g. the engine control of the internal combustion engine), i.e. it can be actively opened or closed.
  • a tank leak diagnosis module 46 which is known in principle, can also be integrated into the ambient air line 42, in which case the first shut-off valve 44 can also be an integral part of the tank leak diagnosis module 46.
  • the fuel tank 10 is partially filled with liquid fuel, some of this fuel being vaporized, so that fuel is also present in the fuel tank 10 in a gaseous state.
  • Such evaporation of fuel in the fuel tank 10 is intensified by a relatively high temperature of the fuel, which is the case in particular at comparatively high ambient temperatures.
  • the possibility of at least partial pressure equalization with the ambient pressure via the vent line 12 and the fuel vapor filter 14 and via the ambient air line 42 is provided, whereby the fuel vapor filter 14 prevents that such a pressure equalization leads to an escape of fuel vapors into the environment.
  • Such a venting of the fuel tank 10 leads to an increasing saturation of the fuel vapor filter 14, which in turn requires it to be regenerated at regular intervals.
  • the fuel vapor filter 14 is flushed in that ambient air is sucked in via the ambient air line 42 and the first, then opened shut-off valve 44 integrated therein.
  • This ambient air flows through the fuel vapor filter 14 in the opposite flow direction compared to the flow when venting the fuel tank 10, whereby in the Fuel molecules absorbed by the fuel vapor filter 10 are carried along by the ambient air and introduced into the fresh gas line 18 via the scavenging air line 16, so that this fuel is fed to combustion in the combustion chambers 34 of the internal combustion engine 26.
  • Such a flushing of the fuel vapor filter 14 is only provided temporarily and always during the operation of the internal combustion engine 26, because only then can the fuel introduced into the fresh gas line 18 by flushing the fuel vapor filter 14 also be safely fed to combustion in the combustion chambers 34.
  • a check valve 56 is therefore integrated, by means of which this branch 24 of the scavenging air line 16 is automatically kept closed when there is an overpressure in the area of the second opening 52 compared to the section on the other side of the check valve 56 of the second branch 24 of the scavenging air line 16 is present.
  • a (second) shut-off valve 58 which can be actively controlled by means of the control device 48, is integrated into the second branch 24 of the scavenging air line 16 upstream (with respect to the direction of flow when flushing the fuel vapor filter 14).
  • shut-off valve 58 In principle, there is the possibility of dispensing with the check valve 56 as a result of the arrangement of this shut-off valve 58, provided that the shut-off valve 58 is designed to be sufficiently overpressure-resistant (ie this must be at least temporarily occurring excess pressures on the side of the charge air line of the fresh gas line 18 keep it sufficiently tight).
  • the first branch of the purge air line 22 opens into a section of the fresh gas line 18 located upstream of the fresh gas compressor 28, a (third) shut-off valve 60 being integrated into the section of this branch 22 of the purge air line 16 between the fresh gas compressor 28 and this (first) opening 50, which is arranged as close as possible to the first mouth 50 or preferably integrated into it.
  • the pressure of the fresh gas (when the fresh gas compressor 28 is in operation) is lower than in the charge air line, so that with regard to this first opening 50 of the purge air line 16 a sufficient pressure gradient is relatively often compared to (and starting from) the ambient pressure present at the ambient mouth 62 can be present.
  • the fuel tank system of the internal combustion engine therefore also includes a compressor 64, also referred to as a "flushing pump", which is designed in the form of a piston compressor and, for example, as a vane compressor according to FIG the Fig. 2 and 3 can be formed.
  • a compressor 64 By operating this compressor 64, ambient air can be actively sucked in via the ambient opening 62, which then flows through the fuel vapor filter 14 to flush it and which is conveyed via the compressor 64 to the first opening 50 of the flushing air line 16.
  • the second shut-off valve 58 integrated into the second branch 52 of the purge air line 16 and then kept closed, but at least the automatically closing check valve 56 prevents fresh gas from being sucked in via the second opening 52 from the charge air path of the fresh gas line 18.
  • the fresh gas also passes from the fuel vapor filter 14 into the vent line 12 as well as in the fuel tank 10 connected to the vent line 12, which, with the exception of the connection to the vent line 12, should be gas-tight. In this way, a pressure increase is generated in those sections of the fuel tank system into which the fresh gas is conveyed by means of the compressor 64. Then the (third) shut-off valve 60 integrated in the first branch 22 of the scavenging air line 16 in the area of the first opening 50 is also closed and operation of the compressor 64 is ended.
  • one or more pressure sensors 66 can be used to determine the time profile of the pressure in the fuel tank system over a defined test period with shut-off valves 44, 58 and 60 still kept closed and, if the measured pressure changes within the test period, a comparison of a gradient derived therefrom can be made Change in pressure with a defined limit value or limit value range for this gradient can be made in order to distinguish between sufficient and insufficient tightness.
  • a sufficient tightness does not have to correspond to an essentially complete tightness. Rather, insufficient tightness can only be assumed if a detected leak is greater than a leak that would occur under the same or comparable conditions of the fuel tank system due to a reference leakage opening with a size of, for example, 0.5 mm.
  • this overpressure can also be realized by means of a compressor 72 integrated in the tank leak diagnosis module 46, this compressor 72, for example, via the opened first shut-off valve 44 being ambient air can suck in and convey into the downstream of the tank leak diagnosis module 46 sections of the fuel tank system.
  • the compressor 64 is designed in the form of a vane compressor and comprises a housing 74 which forms a pressure chamber 76 of circular cross-section as well as a gas inlet 78 and a gas outlet 80.
  • a rotor 82 is rotatably mounted eccentrically within the pressure chamber 76.
  • the rotor 82 comprises a base body 84, which forms a receiving slot which is aligned radially with respect to an axis of rotation of the rotor 82 and in which two blades 86 of the rotor 82 are mounted so as to be radially displaceable.
  • the eccentric arrangement of the rotor 82 within the pressure chamber 76 is selected such that the base body 84 of the rotor 82 permanently defines the inner wall of the housing 74 delimiting the pressure chamber 76 in a section located between the gas inlet 78 and the gas outlet 80, ie in any rotational orientation of the rotor 82, easily contacted, whereby a sickle shape of the pressure chamber 76 results.
  • the pressure chamber 76 is separated by means of the vanes 86 into a total of three pressure chambers, the sizes of which change cyclically between approximately zero and a maximum value.
  • the direction of rotation of the rotor 82 is selected in such a way that the pressure chamber connected to the gas inlet 78 increases, while the pressure chamber connected to the gas outlet 80 decreases, whereby gas is cyclically sucked in via the gas inlet 78 and compressed gas via the gas outlet 80 is ejected.
  • the blades 86 are subjected to tension by means of a spring element 88, with the centrifugal forces acting on the blades 86 resulting from the rotation of the rotor 82 leading to radially outward displacements of the blades 86 within the receiving slot until the Vane 86 contact the inner wall of the housing 74 with the respective outer end, whereby the pressure chambers are essentially completely separated from one another.
  • This displacement of the wings 86 radially outwards leads to a tensile loading of the spring element 88, which is thereby pretensioned.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Examining Or Testing Airtightness (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)

Claims (12)

  1. Système de réservoir de carburant comprenant
    - un réservoir de carburant (10),
    - un filtre à vapeurs de carburant (14), qui est en communication fluidique avec une embouchure vers l'environnement (62),
    - une conduite de dégazage (12) conduisant du réservoir de carburant (10) au filtre à vapeurs de carburant (14),
    - une conduite d'air de rinçage (16) conduisant du filtre à vapeurs de carburant (14) à une ligne de gaz frais (18) du moteur à combustion interne,
    - un compresseur (64) intégré dans la conduite d'air de rinçage (16) et
    - une vanne d'arrêt (60) intégrée dans la conduite d'air de rinçage (16), qui est disposée entre une embouchure (50) de la conduite d'air de rinçage (16) dans la ligne de gaz frais (18) et le compresseur (64),
    une perméabilité au gaz définie étant réalisée pour le compresseur (64) lors du non-fonctionnement de celui-ci, le compresseur (64) étant un compresseur alternatif sous la forme d'un compresseur à palettes, dont les palettes (86) sont pressées durant le fonctionnement par une contrainte de force centrifuge contre une paroi intérieure d'un boîtier (74) du compresseur à palettes, la conception et/ou la disposition du compresseur à palettes étant telles qu'au moins une des palettes (86) est disposée espacée de la paroi intérieure lors du non-fonctionnement du compresseur à palettes, afin de réaliser une perméabilité au gaz définie du compresseur (64).
  2. Système de réservoir de carburant selon la revendication 1, caractérisé en ce que la disposition espacée de la paroi intérieure de l'au moins une palette lors du non-fonctionnement du compresseur à palettes est réalisée exclusivement par contrainte de force de gravité ou qu'une, plusieurs ou la totalité des palettes sont sollicitées au moyen d'un ou plusieurs éléments ressorts de telle façon dans la direction d'une disposition espacée de la paroi intérieure que cette sollicitation par le ou les éléments ressorts est surcompensée en raison de la force centrifuge lors du fonctionnement du compresseur à palettes.
  3. Système de réservoir de carburant selon l'une quelconque des revendications précédentes, caractérisé par un ou plusieurs capteurs de pression (66) disposés dans le réservoir de carburant (10) et/ou dans la conduite de dégazage (12) et/ou dans la conduite d'air de rinçage (16).
  4. Système de réservoir de carburant selon l'une quelconque des revendications précédentes, caractérisé par un module de diagnostic de fuite de réservoir (46).
  5. Système de réservoir de carburant selon la revendication 4, caractérisé en ce que le module de diagnostic de fuite de réservoir (46) comprend un compresseur (72).
  6. Système de réservoir de carburant selon la revendication 4 ou 5, caractérisé en ce que le module de diagnostic de fuite de réservoir (46) est disposé entre le filtre à vapeurs de carburant (14) et l'embouchure vers l'environnement (68).
  7. Système de réservoir de carburant selon l'une quelconque des revendications précédentes, caractérisé par une vanne d'arrêt (44) disposée entre le filtre à vapeurs de carburant (14) et l'embouchure vers l'environnement (68).
  8. Système de réservoir de carburant selon l'une quelconque des revendications précédentes, caractérisé en ce que la conduite d'air de rinçage (16) est divisée, une première embouchure (50) étant disposée dans la ligne de gaz frais (18) en amont d'un compresseur de gaz frais (28) intégré dans la ligne de gaz frais (18) et une deuxième embouchure (52) de la conduite d'air de rinçage (16) étant disposée dans la ligne de gaz frais (18) en aval du compresseur de gaz frais (28).
  9. Système de réservoir de carburant selon la revendication 8,
    caractérisé en ce que le compresseur (64) est intégré dans la conduite d'air de rinçage (16) entre la bifurcation (20) d'un côté et la première embouchure (50) ou la deuxième embouchure (52) d'un autre côté.
  10. Procédé de contrôle de l'étanchéité d'un système de réservoir de carburant selon l'une quelconque des revendications précédentes, caractérisé en ce que, dans au moins une section de la conduite d'air de rinçage (16) comprenant centralement le compresseur (64), laquelle est fermée de manière définie contre une entrée et sortie d'un gaz, une pression pneumatique définie est générée et qu'il est ensuite différencié au moyen d'une modification de cette pression entre une étanchéité suffisante et non suffisante de cette section.
  11. Procédé selon la revendication 10 caractérisé en ce que la pression pneumatique définie est générée au moyen du compresseur (64).
  12. Procédé selon la revendication 10 pour le contrôle de l'étanchéité d'un système de réservoir de carburant selon la revendication 5 ou selon l'une quelconque des revendications dépendant de la revendication 5, caractérisé en ce que la pression pneumatique définie est générée au moyen du compresseur (72) du module de diagnostic de fuite de réservoir (46).
EP17822581.9A 2016-12-20 2017-12-11 Système de réservoir de carburant et procédé de contrôle de l'étanchéité d'un tel système de réservoir de carburant Active EP3559432B1 (fr)

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DE102016225512.6A DE102016225512A1 (de) 2016-12-20 2016-12-20 Kraftstofftanksystem und Verfahren zur Prüfung der Dichtheit eines solchen Kraftstofftanksystems
PCT/EP2017/082117 WO2018114408A1 (fr) 2016-12-20 2017-12-11 Système de réservoir de carburant et procédé de contrôle de l'étanchéité d'un tel système de réservoir de carburant

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