KR101040965B1 - Canister preventing activated-carbon crumbs from flowing outward - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a canister applied to a vehicle to reduce the emission of fuel gas, and more particularly, to a canister having a fine powder leakage preventing structure such that activated carbon fine powder is not leaked to the fuel tank during rear collision.

The canister for preventing inflow of fine powder of the present invention is combined with the fuel tank 2 and the throttle tube 1, and in the canister 1 for adsorbing harmful components including fuel gas from the fuel gas generated in the fuel tank 2; In addition, the air gap 114 is formed at the upper end, and the tank port 11a is formed at the upper end of the air gap 114, and a purge port 11b is formed at one side of the tank port 11a and the tank port 11a is formed. The lower end is coupled to the lower end of the main body 11, the meshing coupling portion 11d is formed, the diffusion trap 20 is coupled to the lower end of the air gap 114, the diffusion trap 20 by ultrasonic welding. It is configured to have a coating filter 30 to be.

Canister, rear collision, activated carbon, differential

Description

Canister preventing activated-carbon crumbs from flowing outward

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a canister applied to a vehicle to reduce the emission of fuel gas, and more particularly, to a canister having a fine dust leakage prevention structure such that activated carbon fine powder is not introduced into a fuel tank during rear collision.

BACKGROUND ART In general, an automobile employs a device that stores fuel gas generated from a fuel tank and transfers the fuel gas back to the engine. Such a device is commonly referred to as canister.

Generally, fuel required for driving the engine is stored in the fuel tank. In the fuel tank, fuel gas is generated by vaporizing these fuels according to environmental factors such as ambient temperature. Since these fuel gases contain harmful components (HC, etc.), when they are released outside the vehicle, the air is polluted and fuel waste is caused.

The canister absorbs and stores the fuel gas generated from the fuel tank as internal activated carbon when the engine is stopped, and then transfers the stored fuel gas back to the engine when the engine is running to prevent air pollution and fuel loss. The canister 1 has applied for the invention disclosed in Korean Patent Laid-Open Publication Nos. 2004-9074, 2004-16053, 2003-89139, and 2001-36538.

FIG. 1 is a schematic diagram schematically showing a connection state between the canister 1 and the fuel tank 2.

As shown in the drawing, the inlet pipe 3 of the canister 1 communicates with the fuel tank 2. Fuel gas generated in the fuel tank 2 while the vehicle is turned off is introduced into the canister 1 through the inlet pipe 3 by the internal pressure in the fuel tank.

The canister 1 is filled with activated carbon for adsorbing fuel gas. The fuel gas introduced through the inlet pipe 3 is adsorbed to the activated carbon inside the canister 1. Of course, in this case, the remaining fuel gas which is not adsorbed on the activated carbon is discharged into the atmosphere through the discharge pipe 4 connected to the canister 1.

In addition, the canister (1) and the throttle tube (6) is communicated through the induction pipe (5), the induction pipe (5) to control the inflow of fuel gas from the canister (1) to the throttle tube (6). It is provided with a control valve (7). The control valve 7 is closed when the engine is stopped, and opened when the engine is started.

When the driver starts the vehicle and the engine is in operation, air is supplied to the engine through the throttle tube 6. In this state, the internal pressure of the throttle tube 6 is lower than the normal atmospheric pressure, so that outside air flows into the throttle tube 6 through the discharge tube 4, the canister 1, and the induction tube 5. At this time, the fuel gas adsorbed to the activated carbon in the canister 1 together with the inlet air is introduced into the throttle tube 6 to be supplied to the engine.

However, the canister 1 has the following problems.

When the sortie is applied to the rear or front of the vehicle while the vehicle is started, the canister 1 is damaged by the impact. If the canister 1 is damaged as described above, the portion coupled to the upper end of the canister 1, that is, the inlet pipe 3, remains. At this time, the fuel tank 2 is contracted by the impact and negative pressure is generated in the inlet pipe 3. At this time, activated carbon or activated carbon particles filled in the canister 1 flows into the fuel tank 2 and the fuel tank 2. There is a problem that leads to leakage of fuel by disturbing the function of the vent valve (8) provided in the).

In addition, there is a problem in that a huge cost is consumed because of dissatisfaction with domestic and North American conflict laws due to leakage of fuel.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has a technical object of providing a canister having a fine-grained leakage preventing structure such that activated carbon does not flow into a vent valve of a fuel tank when a canister breaks.

The canister for preventing inflow of fine powder according to the first aspect of the present invention is coupled to a fuel tank and a throttle tube, and an air gap is formed at an upper end of the canister for adsorbing harmful components including fuel gas from the fuel gas generated in the fuel tank. In addition, a tank port is formed at the top of the air gap, a purge port is formed at one side of the tank port, and a lower end of the tank port is a main body in which a meshing coupling part is formed, and a diffusion trap coupled to the bottom of the air gap by ultrasonic welding. Characterized in that it comprises a coating filter coupled to the lower end of the flow trap by ultrasonic welding.

The canister for preventing inflow of fine powder according to the second aspect of the present invention is combined with a fuel tank and a throttle tube, and an air gap is formed at an upper end of the canister for adsorbing harmful components including fuel gas from fuel gas generated in the fuel tank. In addition, a tank port is formed at the top of the air gap, and a purge port is formed at one side of the tank port, and a lower end of the tank port is formed with a meshing coupling part, a diffusion trap coupled through ultrasonic welding at the bottom of the air gap, and meshing. Sponge is coupled to the coupling portion, meshing is characterized in that it comprises a mesh ring coupled to the coupling portion to secure the sponge.

In addition, the interruption of the meshing is characterized in that the mesh is formed.

The canister for preventing inflow of fine powder according to a third point of the present invention is combined with a fuel tank and a throttle tube, and an air gap is formed at an upper end of the canister for adsorbing harmful components including fuel gas from the fuel gas generated in the fuel tank. In addition, a tank port is formed at the top of the air gap, a purge port is formed at one side of the tank port, and a lower end of the tank port is a main body formed with a meshing coupling portion, a diffusion trap coupled through ultrasonic welding at the bottom of the air gap, and diffusion. A coating filter coupled to the bottom of the trap by ultrasonic fusion, sponge coupled to the meshing coupling portion, meshing coupling portion is characterized in that it comprises a meshing to fix the sponge.

According to the present invention described above, it is possible to provide a canister for preventing inflow of fine particles such that activated carbon filled in the canister does not flow into the inflow pipe and the induction pipe when the canister is damaged by the collision of the vehicle.

Hereinafter, embodiments according to the present invention will be described with reference to the drawings. However, the embodiments described below exemplarily illustrate one preferred embodiment of the present invention, and the examples are not intended to limit the scope of the present invention. The present invention can be carried out in various modifications without departing from the spirit thereof.

Figure 2 is a perspective view of the canister for preventing inflow of fine powder according to an embodiment of the present invention, Figure 3 is an exploded perspective view of the canister shown in Figure 2, Figure 4 is a front sectional view of the canister.

The canister 1 is composed of a canister body 11 and a gap plate 12 coupled to the lower portion of the body 11, and the fuel gas reducing device 10 and the diffusion trap (inside the body 11). Diffusion Trap (20), coating filter (30), support filter (40), activated carbon (50), strainer (60) and elastic member (70) are provided.

The canister main body 11 has a trapezoidal shape in which a lower part is opened and the width becomes narrower from the lower part to the upper part.

The interior of the canister body 11 is provided with a vertical sidewall 111 for separating the internal space into two spaces, that is, the first space 112 and the second space 113 along the vertical direction. Above the first space 112, a tank port 11a for introducing fuel gas generated from the fuel tank 2 and a purge port for discharging the fuel gas therein to the induction pipe 5 in FIG. 11b) is provided, and an air port 11c for suctioning and discharging air is provided in the upper center portion of the second space 113.

In the above, the mesh ring coupling portion 11d is formed at the lower end of the tank port 11a, and the fixed ring coupling portion 11e is formed at the lower end of the purge port 11b.

Sponge 32 is inserted into the meshing coupling portion 11d and meshing 31 is press-fitted at the lower end thereof so that the sponge 32 and the meshing 31 are fixed to the meshing coupling portion 11d. . A mesh 31a is formed at the interruption of the meshing 31. The mesh 31a is formed to prevent the activated carbon 50 from leaking into the tank port 11a when the canister 1 is damaged.

A purge filter 33 is inserted and coupled to the fixing ring coupling part 11e, and a filter fixing ring 34 for fixing the purge filter 33 is press-fitted. Therefore, the purge filter 33 is fixed to the fixing ring coupling portion 11e by the filter fixing ring 34.

The canister 1 by the sponge 32 and the mesh ring 31 and the fixing ring coupling portion 11e provided in the meshing coupling portion 11d and the filter fixing ring 34 provided in the meshing coupling portion 11d. When the breakage of the activated carbon provided therein is prevented to leak to the tank port (11a) and the purge port (11b).

An air gap 114 is formed at an upper end of the main body 11 corresponding to the first space 112, and a diffusion trap 20 is provided below the air gap 114.

The diffusion trap 20 is formed of a rectangular block with an open top, and a plurality of holes 20a are formed in the bottom surface. In addition, at a position corresponding to the purge port 11b on the bottom surface, a coupling hole 21 through which the fixing ring coupling portion 11e is coupled is formed, and a fixing hole for mounting the coating filter 30 at the bottom thereof. 22).

In the above, the diffusion trap 20 is integrally coupled to the edge gap 114 by ultrasonic fusion, which is coupled to the bottom of the air gap 114 when the canister 1 breaks. This is for preventing the activated carbon 50 from flowing out to the tank port 11a and the purge port 11b.

A hole 30a is formed at one side of the coating filter 30, and the fixing ring coupling part 11e is inserted into the hole 30a. In the above, the coating filter 30 is integrally coupled to the bottom of the diffusion trap 20 through ultrasonic welding. The coating filter 30 is for preventing the activated carbon 50 filled in the first space 112 from leaking to the outside.

In addition, the air gap 114 and the diffusion trap 20 are intended to allow the fuel gas introduced through the tank port 11a to pass through the activated carbon 50 layer over a wide range as much as possible.

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In addition, a second support filter 42 is provided below the first space 112, and the activated carbon 50 is filled in a space between the coating filter and the second support filters 30 and 42. Here, for example, 13 GRADE is used as the activated carbon 50. The second support filter 42 is to prevent the activated carbon 50 filled in the first space 112 from flowing into the burr plate 12.

A third support filter 43 is installed below the second space 113 to prevent the inflow into the gap plate 12 of the activated carbon 50. In addition, a strainer 60 is installed below the second and third support filters 42 and 43 to fully support the activated carbon 50 filled in the first and second spaces 112 and 113. The strainer 60 is elastically supported by the tension plate 12 by the elastic member 70.

The second space 113 is divided into a plurality of spaces by the third to sixth support filters 43 to 46. Here, for example, 13 GRADE of activated carbon 50 is filled between the third and fourth support filters 43 and 44, and, for example, 11 GRADE of activated carbon 50 between the fourth and fifth support filters 44 and 45. This is filled. The fuel gas reducing device 10 is mounted between the fifth and sixth support filters 45 and 46.

In addition, the sixth support filter 46 is installed to be spaced apart from the air port 11c by an air gap 115 formed at the upper end of the main body 11. This is to allow the intake and discharge of the air through the air port 11c to be carried out more easily.

The fuel gas reducing device includes a fuel gas reducing block 110 and a bracket 120 for accommodating the fuel gas reducing block 110.

The fuel gas reduction block 110 is provided with a window (110a) that allows the passage of gas on both sides. These windows 110a are provided in a direction perpendicular to the traveling direction of the fuel gas in the main body 11, that is, the traveling path of the fuel gas flowing from the tank port 11a and discharged to the air port 11c. In addition, 5-9 grades of activated carbon 50 are filled in the fuel gas reduction block 110.

In addition, the outside air introduced through the air port 11c flows through the space between the fuel gas reduction block 110 and the other inner wall of the main body 11 through the sixth support filter 46 to reduce fuel gas. The air flowing into the fuel gas reduction block 110 through the other side window 110a of the block 110, and then the air discharged through the one side window 110a of the fuel gas reduction block 110 is the fuel gas reduction block 110. It moves downward through the space between the inner wall of one side of the main body 11 and proceeds through the fifth support filter 45.

Next, the operation of the device having the above configuration will be described with reference to FIGS. 5 and 6. 5 is an opening diagram of a state in which the canister and the fuel tank are coupled, and FIG. 6 is a state diagram illustrating a damaged state of the canister.

As described in FIG. 1, the liquid fuel stored in the fuel tank 2 is vaporized into fuel gas under the influence of the ambient temperature while the engine is stopped. When the fuel gas is generated, the pneumatic pressure in the fuel tank 2 rises, and the fuel port vaporized by the pneumatic pressure gas tank port 11a of the canister 1 through the inlet pipe 3 connected to the fuel tank 2. Flows into.

The fuel gas introduced into the tank port 11a moves downward through the first space 112 inside the canister 1 like the normal canister, and then the second support filter 42 and the gap plate 12 are moved. Into the second space 113 through the internal space and the third support filter 43 is moved to the fuel gas reducing device 10 side.

In addition, the fuel gas moved to the fuel gas reducing device 10 is discharged to the outside through the air gas 11c through the fuel gas reducing device 10.

Subsequently, when the driver starts the vehicle and the engine is driven, the air pressure of the throttle tube 6 is lowered, and the control valve 7 is opened. As shown in FIG. After entering the canister 1 through the air port 11c and then into the throttle tube 6 through the purge port 11b and the induction pipe 5, it is supplied to the engine.

In this state, the flow of air in the canister 1 proceeds in the reverse direction to the above-described process. That is, the air introduced through the air port 11c passes through the second space 113 and the inner space of the gap plate 12 and the first space 112 through the fuel gas reducing device 10 to purge the port. It is discharged to 11b.

In addition, when a collision and other physical shocks of the vehicle are applied to the rear or side and rear surfaces of the vehicle while the vehicle is turned on as described above, the canister 1 is damaged as shown in FIG. 6.

When the canister 1 is broken as described above, the activated carbon 50 provided in the canister 1 is broken like the canister 1, thereby forming activated carbon fine powder and activated carbon granules.

At this time, the diffusion trap 20 remains in a state where the bottom of the air gap 114 of the damaged canister, that is, the tank port 11a and the purge port 11b are formed. This is because the diffusion trap 20 is fixed to the air gap 114 because the diffusion trap 20 is integrally coupled with the air gap 114 through ultrasonic welding.

In addition, the coating filter 30 is in a state where the coating filter 30 is tightly fixed to the lower side of the diffusion trap 20. This is because the coating filter 30 is tightly fixed to the lower end of the diffusion trap 20 because it is coupled to the diffusion trap 20 by ultrasonic fusion.

In this case, the sponge 32 and the mesh ring 31 are fixedly coupled to the meshing coupling portion 11d, and the purge filter 33 is fixed to the fixing ring coupling portion 11e by the filter fixing ring 34. It is fixed.

Therefore, in the state in which the canister 1 is broken as shown in the drawing, suction force is generated in the tank port 11a due to the negative pressure generated by the contraction of the engine tank 2.

As a result, the activated carbon fine particles and granules provided in the damaged canister 1 are sucked into the tank port 11a. At this time, the coating filter 30 coupled to the lower end of the diffusion trap 20 is primarily used. Activated carbon fines and grains are blocked, and activated carbon fines and grains introduced into the tank port 11a are secondarily blocked by the meshing 31 and the sponge 32 coupled to the meshing coupling portion 11d.

Therefore, when the canister 1 is damaged due to the impact of the rear and side collision, the activated valve fine powder and the grains are not leaked to the tank port 11a, so that the vent valve 2 of the fuel tank 2 does not operate abnormally. As a result, fuel leakage of the fuel tank 2 does not occur.

The embodiment according to the present invention has been described above. However, the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the technical concept of the present invention.

1 is a schematic diagram illustrating a connection between a canister and a fuel tank.

Figure 2 is a perspective view of the canister for preventing inflow of fine powder according to an embodiment of the present invention.

3 is an exploded perspective view of the canister shown in FIG. 2;

4 is a front sectional view of the canister;

5 is an opening view of a state in which a canister and a fuel tank are combined;

Figure 6 is a state diagram showing a broken state of the canister.

Claims (5)

In the canister coupled to the fuel tank and the throttle tube, for absorbing harmful components including fuel gas from the fuel gas generated in the fuel tank, The air gap is formed at the top and the tank port is formed at the top of the air gap, the purge port is formed on one side of the tank port, the lower end of the tank port is formed with a meshing coupling portion, A diffusion trap coupled to the bottom of the air gap by ultrasonic welding, A canister having a differential leakage preventing structure, characterized in that it comprises a coating filter coupled to the lower end of the diffusion trap by ultrasonic welding. In the canister coupled to the fuel tank and the throttle tube, for absorbing harmful components including fuel gas from the fuel gas generated in the fuel tank, The air gap is formed at the top and the tank port is formed at the top of the air gap, the purge port is formed on one side of the tank port, the lower end of the tank port is formed with a meshing coupling portion, A diffusion trap coupled to the bottom of the air gap by ultrasonic welding, A sponge bonded to the meshing joint, Canister having a fine-grained spill prevention structure, characterized in that it comprises a meshing coupled to the meshing coupling portion to secure the sponge. 3. The method of claim 2, The canister having a differential outflow prevention structure, characterized in that the mesh is formed in the interruption of the meshing. In the canister coupled to the fuel tank and the throttle tube, for absorbing harmful components including fuel gas from the fuel gas generated in the fuel tank, The air gap is formed at the top and the tank port is formed at the top of the air gap, the purge port is formed on one side of the tank port, the lower end of the tank port is formed with a meshing coupling portion, A diffusion trap coupled to the bottom of the air gap by ultrasonic welding, Coating filter coupled to the bottom of the diffusion trap by ultrasonic welding, A sponge bonded to the meshing joint, Canister having a fine-grained spill prevention structure, characterized in that it comprises a meshing coupled to the meshing coupling portion to secure the sponge. The method of claim 4, wherein The canister having a differential outflow prevention structure, characterized in that the mesh is formed in the interruption of the meshing.

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