RU2724621C2 - Inlet system (versions) with passive adsorption hydrocarbons trap - Google Patents

Abstract

FIELD: engine building.

SUBSTANCE: invention can be used in the internal combustion engines. Engine system comprises an air chamber. Air chamber comprises an air filter, a hydrocarbon trap, a detachable cover and inner reinforcement structures forming one or more cells, and a hydrocarbon trap material disposed within one or more cells. Cover defines the air flow channel boundaries. Air chamber comprises a layer attached above the cells. Invention discloses system (versions) for engine.

EFFECT: technical result consists in prevention of fuel vapors leakage through intake manifold at engine stops.

19 cl, 35 dwg

Description

Cross references to related applications

The present invention is a partial continuation of US patent application No. 13/456,615 entitled "Inlet system containing a passive adsorption hydrocarbon trap", filed April 26, 2012, claiming the priority of provisional patent application US No. 61 / 606,267, filed March 2, 2012, under the name “Inlet system containing a passive adsorption hydrocarbon trap”, the contents of which are hereby incorporated by reference in their entirety and for any purpose.

State of the art

Vapor emissions can be caused by leakage of fuel vapor from various systems, components, etc. in the engine or in other parts of the vehicle. For example, fuel injected into the intake manifold via a fuel injector may remain on the walls of the intake manifold after the engine is stopped and the combustion process. Consequently, fuel vapors may exit the intake system during engine shutdown. As a result, the amount of vapor emissions can be increased and, in some cases, exceed the requirements established by the state. Vapor emissions also have a negative impact on the environment. For example, such emissions can create fog when exposed to sunlight.

Accordingly, systems have been developed for absorbing fuel vapor in the intake ducts to reduce the amount of emitted fuel vapor. For example, US 2006/0054142 discloses an inlet system with a hydrocarbon trap to reduce the amount of fuel vapor located at the bottom of the inlet system. Fuel vapors can be adsorbed and removed from the hydrocarbon trap to reduce vapor emissions.

However, the developers realized some of the disadvantages of the intake system disclosed in US patent 2006/0054142. For example, a hydrocarbon trap is integrated into the channel body of the intake system, which increases the cost of production of the intake system and also reduces the possibility of incorporating a hydrocarbon trap. In addition, activated carbon is directly attached to the housing. The direct connection of activated carbon to the housing may result in the impossibility of simple dismantling, repair and / or replacement of the trap, and may increase production costs. In addition, activated carbon may have poor adhesion to the body. As a result, activated carbon can enter the intake system and pass into the engine located downstream, impairing engine performance. In addition, the housing may wear out due to the accumulated fuel in activated carbon. Moreover, the hydrocarbon trap must be located at the bottom of the intake system, which limits the location of the hydrocarbon trap.

In this regard, in one approach, the intake system in the engine is proposed. The air supply system comprises an inlet channel containing an air flow channel in fluid communication with at least one combustion chamber in the engine and a passive adsorption hydrocarbon trap located in the inlet, the passive adsorption hydrocarbon trap portion defining the boundary of the air flow channel and said passive adsorption hydrocarbon trap comprises a permeable layer connected to a substrate that is connected to the inlet and a hydrocarbon adsorbing layer is located between the permeable layer and the substrate.

Thus, the substrate can be reliably fixed in the inlet channel, helping to reduce the likelihood of wear of the inlet channel under the influence of fuel in the adsorbent layer and / or engine wear under the influence of hydrocarbons. In addition, in the event that the substrate is attached to the permeable layer, covering the hydrocarbon adsorbing layer, a passive adsorption hydrocarbon trap can be manufactured separately from the inlet channel. As a result, the passive adsorption hydrocarbon trap can be located in more different places, in contrast to the adsorption layer integrated in the inlet.

Moreover, if the hydrocarbon trap is manufactured separately from the inlet, the manufacturing cost can be reduced.

In some examples, the permeable layer and the inner wall of the inlet duct body can abut one another and can be arranged to form a continuous linear surface (i.e., without sharp angles, protrusions, steps or other discontinuities) defining the boundary of the air flow channel, whereby losses in the air flow channel are reduced. In addition, in some examples, the diameter of the cross-sectional area of the air flow channel may remain constant upon transition to a portion of the inlet channel containing a passive adsorption hydrocarbon trap connected thereto. As a result, losses in the air flow channels are further reduced, thereby maintaining the efficiency of the intake system.

In another example, an example system includes an air chamber comprising an air filter, the air chamber comprising a hydrocarbon trap and a removable lid and internal reinforcing structures forming one or more cells; and a hydrocarbon trap material located within one or more cells, said cap defining the boundary of the air flow channel, and the air chamber comprises a layer connected above the cells. In another example, structural reinforcing elements may be located on another wall of the air chamber, thereby forming instead of or in addition to elements on the cell lid. Thus, the structural reinforcing elements used to reduce noise, vibration and smoothness of movement can instead be used to create efficient and cheap hydrocarbon traps in production.

It should be understood that the above brief description is presented only for acquaintance in a simplified form with a set of ideas that are more fully disclosed in the detailed description. It is not intended to identify key or mandatory features of the claimed scope of the invention, the scope of which is determined solely by the claims following the detailed description. In addition, the claimed scope of the invention is not limited to embodiments in which the disadvantages indicated above or in any part of this document are eliminated.

Brief Description of the Drawings

In FIG. 1 is a schematic illustration of an engine.

In FIG. 2 is a schematic illustration of a vehicle comprising a fuel supply system, an inlet system with a passive adsorption hydrocarbon trap, an exhaust system and an engine shown in FIG. 1.

In FIG. 3-5, a first embodiment of a passive adsorption hydrocarbon trap shown in FIG. 2.

In FIG. 6-9 show alternative embodiments of the passive adsorption hydrocarbon trap shown in FIG. 2.

In FIG. 10 shows an example of an inlet containing a passive adsorption hydrocarbon trap shown in FIG. 2.

In FIG. 11 shows a method for performing a passive adsorption hydrocarbon trap.

In FIG. 12 shows another example of an inlet containing a passive adsorption hydrocarbon trap shown in FIG. 2; and

In FIG. 13 shows another embodiment of a passive adsorption hydrocarbon trap shown in FIG. 2.

In FIG. 14 shows an example of an inlet and a passive adsorption hydrocarbon trap.

In FIG. 15 shows a passive adsorption hydrocarbon trap shown in FIG. fourteen.

In FIG. 16 shows another example of a disassembled passive adsorption hydrocarbon trap.

In FIG. 17 is another view of a passive adsorption hydrocarbon trap shown in FIG. sixteen.

In FIG. 18 shows an example of a pallet.

In FIG. 19 is an example of a passive adsorption hydrocarbon trap containing the sump shown in FIG. 18, unassembled.

In FIG. 20A and 20B show an example of a hydrocarbon bypass trap. FIG. 14-20V are made approximately in proportion.

In FIG. 21 illustrates an embodiment of a hydrocarbon bypass trap.

In FIG. 22 illustrates an embodiment of a cap for a bypass hydrocarbon trap.

In FIG. 23 illustrates an example of a groove of a weight.

In FIG. 24 shows a second example of a groove in a weight.

In FIG. 25 shows a removable cover for a hydrocarbon bypass trap.

In FIG. 26 shows a permeable layer of a hydrocarbon bypass trap.

In FIG. 27 shows a hydrocarbon absorbing material located in one or more cells of a hydrocarbon bypass trap.

In FIG. 28 shows triangular cells of a hydrocarbon bypass trap.

In FIG. 29 shows hexagonal cells of a hydrocarbon bypass trap.

In FIG. 30 shows square cells of a hydrocarbon bypass trap.

In FIG. 31 shows rectangular cells of a hydrocarbon bypass trap.

In FIG. 32 shows square cells of a hydrocarbon bypass trap.

In FIG. 33 shows hexagonal cells of a hydrocarbon bypass trap.

In FIG. 34 shows round cells of a hydrocarbon bypass trap.

FIG. from 24 to 34 are made approximately in proportion.

Detailed description

This application discloses a passive adsorption hydrocarbon trap connected to an inlet. The passive adsorption hydrocarbon trap comprises a hydrocarbon adsorbing layer located between the permeable layer and the substrate. The permeable layer can be connected to the substrate along the transverse and longitudinal edges of each of the layers, covering the hydrocarbon adsorbing layer. Thus, a passive adsorption hydrocarbon trap can be manufactured separately from the inlet, in contrast to being coated or immersed in the adsorption material. Thus, a passive adsorption hydrocarbon trap can be in the shape and size that are desirable to fit various arrangements in the intake system. Moreover, the cost of manufacturing a passive adsorption hydrocarbon trap can be reduced when it is manufactured separately from the inlet.

In FIG. 1 is a schematic illustration of an engine. In FIG. 2 is a schematic illustration of a vehicle containing the engine shown in FIG. 1, and an inlet system containing a passive adsorption hydrocarbon trap. In FIG. 3-5, a first embodiment of a passive adsorption hydrocarbon trap shown in FIG. 2. In FIG. 6-9 show alternative embodiments of the passive adsorption hydrocarbon trap shown in FIG. 2. In FIG. 10 shows an example of an inlet containing a passive adsorption hydrocarbon trap. In FIG. 11 shows a method for performing a passive adsorption hydrocarbon trap. In FIG. 12 shows another example of an inlet containing a passive adsorption hydrocarbon trap shown in FIG. 2, and in FIG. 13 shows another embodiment of a passive adsorption hydrocarbon trap shown in FIG. 2. In FIG. 20A and 20B show an alternative embodiment of a hydrocarbon trap. More specifically, they show a bypass trap of hydrocarbons. In FIG. 21 illustrates an embodiment of a hydrocarbon bypass trap.

In FIG. 1-20B show examples of designs and relative locations of various components. If the elements are shown in direct contact with each other or directly connected, then such elements can be mentioned as, respectively, directly contacting or directly connected in at least one example. Similarly, elements shown in contact with or close to each other can, respectively, touch or be located close to each other in at least one example. By way of example, components arranged in a tight contract with each other may be referred to as components located in a tight contract. As another example, elements located separately from each other, only with space and without other components between them, may be mentioned as such in at least one example.

As shown in FIG. 1, control of an internal combustion engine 10 comprising a plurality of cylinders, one of which is shown in FIG. 1, carries out an electronic engine controller 12. The engine 10 comprises a combustion chamber 30 and cylinder walls 32 with a piston 36 located within them and connected to the crankshaft 40. The combustion chamber 30 is shown in communication with the intake manifold 44 and exhaust manifold 48, respectively, through the intake valve 52 and exhaust valve 54. Each inlet and outlet valve may be driven by an intake valve cam 51 and an exhaust valve cam 53. Alternatively or additionally, one or more of the inlet and outlet valves may be controlled by an electromechanically controlled valve coil and a coil design. The position of the intake valve cam 51 can be detected by the intake valve cam sensor 55. The position of the exhaust cam 53 can be detected by the exhaust cam cam sensor 57.

A fuel injector 66 is shown disposed with fuel injection directly into the cylinder 30, which is known to those skilled in the art as direct injection. Additionally or alternatively, fuel may be injected into the inlet port, which is known to those skilled in the art as distributed injection. The fuel injector 66 delivers liquid fuel in proportion to the pulse width of the SHIVT fuel injection from the controller 12. The fuel is supplied to the fuel injector 66 by a fuel system (not shown) containing a fuel tank, a fuel pump, and a fuel rail (not shown). The fuel injector 66 is supplied with an operating current by the driver 68 depending on the signals of the controller 12. In addition, the intake manifold 44 is shown connected to an optional electronic throttle 62, which adjusts the position of the throttle valve 64 to control the air flow from the inlet discharge chamber 46. In other examples The engine 10 may comprise a turbocharger comprising a compressor located in the intake system and a turbine located in the exhaust system. The turbine can be connected to the compressor by a shaft. To provide higher fuel pressure values in the injectors 66, a two-stage high pressure fuel system can be used.

An ignition system 88 without a distributor provides an ignition spark in the combustion chamber 30 through the spark plug 92 in response to a signal from the controller 12. However, in other examples, the engine 10 may not include the ignition system 88 and compression ignition may be used. A universal exhaust gas oxygen sensor 126 (UEGO) is shown connected to the exhaust manifold 48 upstream of the catalytic converter 70. Alternatively, the VHF sensor 126 may be replaced by a two-position exhaust gas oxygen sensor.

In one example, converter 70 may comprise several catalytic units. In another example, several emission reduction devices may be used, each of which contains several units. In one example, converter 70 may be a three component catalytic converter.

Controller 12 is shown in FIG. 1 as a conventional microcomputer, comprising: a microprocessor device 102, input / output ports 104, read-only memory 106, random access memory 108, non-volatile memory 110, and a data bus of a known type. The controller 12 is shown receiving various signals, in addition to the signals described above, of the sensors connected to the engine 10, including: the temperature of the coolant of the engine TOZH (ECT) from the temperature sensor 112 connected to the cooling sleeve 114; a position sensor 134 connected to the accelerator pedal 130 for detecting the position of the accelerator pedal controlled by the driver’s foot 132; knock sensor for detecting ignition of residual gases (not shown); readings of the air pressure in the manifold of the engine DVK (MAP) from the pressure sensor 122 connected to the intake manifold 44; engine position from Hall sensor 118 evaluating the position of the crankshaft 40; measuring the mass of air entering the engine from the sensor 120 (for example, a hot-wire anemometer); and throttle position from sensor 58. Barometric pressure can also be measured (sensor not shown) for processing by controller 12. In a preferred aspect of the present invention, the engine position sensor 118 generates a predetermined number of pulses for each revolution of the crankshaft at an equal interval from which it can The engine speed (RPM) must be determined.

In some examples, in a hybrid vehicle, an engine may be coupled to an electric motor / battery system. A hybrid vehicle may have a parallel configuration, a sequential configuration, or variations or combinations thereof. In addition, in some examples, other propulsion configurations, such as a diesel engine, may be used.

During operation, each of the cylinders of the engine 10 typically undergoes a four-cycle cycle: this cycle contains an intake cycle, a compression cycle, an expansion cycle, and an exhaust cycle. During the intake stroke, the exhaust valve 54 usually closes and the intake valve 52 opens. Through the intake manifold 44, air enters the combustion chamber 30 and the piston 36 moves toward the bottom of the cylinder with an increase in the volume of the combustion chamber 30. The position in which the piston 36 is located near the lower point of the cylinder and at the end of its stroke (that is, with the largest volume of the combustion chamber 30), is generally known to those skilled in the art as BDC. During the compression stroke, the inlet valve 52 and the exhaust valve 54 are closed. The piston 36 moves toward the cylinder head with air compression in the combustion chamber 30. The position in which the piston 36 is at the end of its stroke closest to the cylinder head (for example, with the smallest volume of the combustion chamber 30), is generally known to those skilled in the art as TDC. In the process, which is hereinafter referred to as compression, fuel enters the combustion chamber. In a process which is hereinafter referred to as ignition, ignition of the injected fuel is carried out by means of known ignition means, such as spark plug 92, resulting in combustion. Additionally, or alternatively, compression may be used to ignite the air-fuel mixture. During the expansion stroke, expanding gases push the piston 36 back to the BDC. The crankshaft 40 converts the movement of the piston into the torque of the rotating shaft. Finally, during the exhaust stroke, the exhaust valve 54 opens to release the burnt air-fuel mixture to the exhaust manifold 48, and the piston returns to TDC (TDC). It should be noted that the above is only an example, and that the moments of opening and / or closing of the inlet and outlet valves can be changed, for example, to provide positive or negative valve closure, late closing of the inlet valve, or various other examples.

In FIG. 2 illustrates a vehicle 200 comprising an engine 10. The vehicle 200 further comprises an intake system 202 configured to supply air to the combustion chambers of the engine 10. Thus, the intake system 202 can draw air from the environment and supply air to the engine 10. Arrow 203 indicates the direction of air flow from the intake system 202 to the engine 10. The intake system 202 may include various components, such as an inductor 62, an intake manifold 44, and an intake duct 42 shown in FIG. 1.

The vehicle 200 further comprises an exhaust system 204 configured to receive exhaust gas from the engine 10. The exhaust system 204 may include an exhaust manifold 48 and an emission control device 70 shown in FIG. 1. It should be understood that the exhaust system 204 may receive exhaust gases from the engine 10 and discharge the exhaust gas into the environment. Arrow 205 indicates the direction of exhaust gas flow from engine 10 to exhaust system 204.

Vehicle 200 further comprises a fuel supply system 206 comprising a fuel tank 208 containing fuel 210, such as gasoline, diesel, biodiesel, alcohol (e.g., ethanol, methanol), or combinations thereof. Fuel tank 208 can also accommodate fuel vapor 212.

The fuel supply system 206 further comprises a fuel pump 214 with a suction pipe 216 protruding into the fuel tank 208. In the shown example, the fuel pump 214 is located outside the fuel tank 208. However, in other examples, the fuel pump 214 may be located in the fuel tank 208.

The fuel supply system 206 includes a fuel channel 218 providing a fluid connection between the fuel pump 214 and the engine 10. An arrow 220 indicates the direction of fuel flow to the engine 10. The fuel supply system 206 may further comprise valves for controlling the amount of fuel supplied to the engine 10. It should be understood that the fuel supply system 206 may include additional components not shown, such as injectors (e.g., direct injection injectors, multi-injection injectors), a high pressure fuel pump, a fuel rail, and so on.

The inlet system 202 comprises at least one inlet channel 222. The inlet channel 222 may include a passive adsorption hydrocarbon trap 224. In some examples, passive adsorption hydrocarbon trap 224 may be located upstream of throttle valve 62 shown in FIG. 1. However, other possibilities for locating a passive adsorption hydrocarbon trap are also provided. For example, a passive adsorption hydrocarbon trap 224 may be located within the intake manifold 44 shown in FIG. 1. Returning to FIG. 2, in which a passive adsorption hydrocarbon trap 224 is configured to adsorb fuel vapor. Thus, a passive adsorption hydrocarbon trap 224 can reduce emissions coming out of the intake system 202 when no combustion occurs in the engine 10. In more detail, the passive adsorption hydrocarbon trap 224 is described later in this application.

The inlet channel 222 is in fluid communication with the combustion chamber 30 shown in FIG. 1. The intake system 202 may further comprise an intake manifold 44 shown in FIG. 1, the inductor 62 shown in FIG. 1 and the intake valve 52 shown in FIG. 1. In some examples, the inlet channel 222 may be located upstream of the throttle 62.

It should be understood that the controller 12 can control the fuel pump 214. However, in other examples, the built-in controller can control the fuel pump 214.

In FIG. 3-5, various views of a first embodiment of a passive adsorption hydrocarbon trap 224 shown in FIG. 2. In FIG. 3 shows a top view of a passive adsorption hydrocarbon trap 224. A permeable layer 300 is shown. More specifically, a first side 302 of the permeable layer 300 is indicated. The passive adsorption hydrocarbon trap 224 may comprise additional layers located below the permeable layer 300. In particular, the passive adsorption hydrocarbon trap 224 may include a substrate 406 shown as a tray. shown in FIG. 4, described in more detail later in this application. The permeable layer 300 may be connected to the substrate along the transverse and longitudinal edges of the permeable layer and the substrate. Line 304 indicates the location of the joints between the permeable layer 300 and the substrate. It should be understood that such a connection may be on the second side of the permeable layer 300. In addition, in some examples, the permeable layer 300 may be connected to the substrate by additional connections indicated by lines 306. Compounds 306 may extend between portions of the hydrocarbon adsorbing layer 400 shown in FIG. 5, and discussed in more detail later in this application. Section plane 308 defines the cross section shown in FIG. 4. This joint may be an adhesive joint, a sewn joint and / or a welding joint. More specifically, this connection can be a connection using sprayed adhesive, sewing, thermal bonding, a connection with thermal deformation and / or welding (for example, ultrasonic welding, welding with a heated tool, infrared (IR) welding). The adhesive joint may comprise a cool joint of the permeable layer to the substrate. The sewing connection may include seams made by thread. The welding joint may include welding performed by heating and / or under pressure. It should be understood that in some embodiments, a portion of the compounds 306 may be formed by one type of bonding technology, while another portion of the compounds may be formed by another bonding technology.

In FIG. 4 is a cross-sectional view of the passive adsorption hydrocarbon trap 224 shown in FIG. 3. More specifically, the hydrocarbon adsorbing layer 400 is shown located below the permeable layer 300. In other examples, the passive adsorption hydrocarbon trap 224 may comprise a plurality of hydrocarbon adsorbing layers.

The permeable layer 300 provides air exchange allowing hydrocarbons to be adsorbed / desorbed in the hydrocarbon adsorbing layer 400. The permeable layer 300 also partially covers the hydrocarbon adsorbing layer 400 to reduce the likelihood of contamination of the intake system 202 shown in FIG. 1. The permeable layer 300 further restricts the movement of the hydrocarbon adsorbing layer 400 to reduce the likelihood of these layers coming together.

The hydrocarbon adsorbing layer 400 comprises a first portion 402 separated from the second portion 404. Thus, the first portion 402 is not in contact with the second portion 404. The hydrocarbon adsorbing layer 400 contains additional portions not shown in FIG. 4. The passive adsorption hydrocarbon trap 224 further comprises a substrate 406, shown as a tray. In some examples, this pallet can be quite rigid. That is, the pallet can be substantially more rigid than the elastomeric material. In one example, the pallet can be slide-mounted and can slide laterally and / or longitudinally into a corresponding recessed cavity. Substrate 406 is configured to contain a hydrocarbon adsorbing layer 400. Thus, the substrate 406 partially covers the hydrocarbon adsorbing layer 400. In addition, the hydrocarbon adsorbing layer 400 is disposed between the substrate 406 and the permeable layer 300. The substrate 406 can be connected to the permeable layer 300. Thus, the permeable layer 300 and the substrate 406 can cover the hydrocarbon adsorbing layer 400. As can be seen, the substrate 406 is in contact with the hydrocarbon adsorbing layer 400 and comprises a region 408 extending between the first region 402 and the second region 404.

However, in other examples, the substrate 406 may not contain a region 408 and the walls 410 may be located away from the hydrocarbon adsorbing layer 400. Such separation of the hydrocarbon adsorbing layer 400 into regions increases the surface area of the hydrocarbon adsorbing layer, thereby improving the adsorption and desorption characteristics of the hydrocarbon adsorbing layer. In addition, this separation of the hydrocarbon adsorbing layer 400 into regions provides air gaps between the regions of the hydrocarbon adsorbing layer 400, which reduces the passage of hydrocarbons through the hydrocarbon trap 224. In such an example, the substrate 406 may be connected to a permeable layer 300 to encompass a hydrocarbon adsorbing layer 400. More specifically, the substrate and the permeable layer can be connected to each other along the respective transverse and longitudinal edges. The transverse axis and the longitudinal axis are shown in FIG. 5. Also shown is a joint 304 between the permeable layer 300 and the substrate 406.

In some examples, the permeable layer 300 may comprise a foamy material (eg, open-cell foam), a permeable material (eg, non-woven polyester) and / or a thermocarbonized non-woven membrane. In some examples, the substrate 406 may comprise a polymeric material, a resin, such as polyethylene. In addition, in some examples, the hydrocarbon adsorbing layer 400 may contain activated carbon.

The permeable layer 300 may be bonded to the substrate 406 by means of adhesives (e.g., sprayed adhesive), crosslinking, thermal bonding, thermal deformation and / or welding (e.g., ultrasonic welding, heated tool welding, infrared (IR) welding). In addition, the hydrocarbon adsorbing layer 400 may be connected to the permeable layer and / or substrate 406 by means of adhesives (e.g., sprayed adhesive), crosslinking, thermal bonding, thermal deformation and / or welding (e.g., ultrasonic welding, hot welding) tool, IR welding). Adhesive bonding of the hydrocarbon adsorbing layer 400 to the substrate 406 and / or the permeable layer can reduce the relative motion of the hydrocarbon adsorbing layer 400, reducing abrasion of the loose hydrocarbon adsorbing layer. In addition, it should be understood that the passive adsorption hydrocarbon trap 224 may have a shape and / or size corresponding to various inlet configurations without compromising the functionality of the hydrocarbon trap. In addition, if the aforementioned layers in the hydrocarbon trap 224 are connected by means of adhesives, crosslinking, thermal bonding, thermal deformation and / or welding, the hydrocarbon trap can be manufactured separately from the inlet channel 222 shown in FIG. 2, in which this trap is located. Thus, the cost of production can be reduced due to the possibility of dividing the production process into separate stages. Section plane 414 shown in FIG. 4 defines the cross section shown in FIG. five.

In FIG. 5 is another cross-sectional view of the passive adsorption hydrocarbon trap 224 shown in FIG. 3. As can be seen, the hydrocarbon adsorbing layer 400 contains additional sites. More specifically, six additional sections 500 are shown. The sections 500 may have the same size and / or configuration with the first and / or second section (402 and 404). Sites 500 are located in the longitudinal direction behind the first and second sections (402 and 404). The longitudinal axis and the transverse axis are for reference. Also in FIG. 5 shows the compounds (304 and 306). It should be understood that compounds 306 divide the hydrocarbon adsorbing layer 400 into sections. Thus, the mobility of portions of the hydrocarbon adsorbing layer 400 can be reduced.

In FIG. 6 shows another cross-sectional embodiment of the passive adsorption hydrocarbon trap 224 of FIG. 2. The passive adsorption hydrocarbon trap 224 of FIG. 6, contains a permeable layer 300, a hydrocarbon adsorbing layer 400, and a substrate 406. In such an example, the permeable layer 300 can be connected to the substrate by crosslinking, adhesives (e.g., sprayed adhesive), welding (e.g., ultrasonic welding, hot welding) tool, IR welding), joints with thermal deformation and / or thermal bonding (e.g. thermal bonding). More specifically, the layers can be joined along the transverse and longitudinal edges to encompass a hydrocarbon adsorbing layer 400. The substrate may be impermeable and may contain a polymeric material such as nylon, polypropylene and so on. In addition, the permeable layer 300 may be connected to the substrate 406 and / or the permeable layer by means of adhesives (e.g., sprayed adhesive), stitching, thermal bonding, thermal deformation and / or welding (e.g., ultrasonic welding, hot tool welding, IR welding).

In FIG. 7 shows another cross-sectional embodiment of the passive adsorption hydrocarbon trap 224 of FIG. 2. As can be seen, the hydrocarbon adsorbing layer 400 is located between the permeable layer 300 and the substrate 406. The substrate 406 shown in FIG. 7 may be made of materials similar to the material of the permeable layer 300, such as open-cell foam, non-woven polyester and / or other permeable materials. The substrate 406 shown in FIG. 7 may be connected to the first permeable layer 300 by means of adhesives (e.g., sprayed adhesive), stitching, heat bonding, thermal deformation and / or welding (e.g., ultrasonic welding, heated tool welding, IR welding).

In FIG. 8 shows another cross-sectional embodiment of the passive adsorption hydrocarbon trap 224 of FIG. 2. As you can see, the hydrocarbon trap contains a layer 400 adsorbing hydrocarbons located above the permeable layer 300 and connected with it. It should be understood that the permeable layer 300 may be connected to the housing of the inlet channel 222 shown in FIG. 2. Thus, in some examples, the inlet duct housing 222 and the permeable layer 300 may span a hydrocarbon adsorbing layer 400. Moreover, in some examples, the permeable layer 300 may be the substrate 406 of FIG. 4, FIG. 6 or FIG. 7.

In FIG. 9 shows another cross-sectional embodiment of the passive adsorption hydrocarbon trap 224 of FIG. 2. The passive adsorption hydrocarbon trap 224 comprises a permeable layer 300 and a hydrocarbon adsorbing layer 400. In some examples, the permeable layer 300 may comprise a thermocarbonized non-woven membrane. The passive adsorption hydrocarbon trap 224 may also contain a tray 406 in the form of a tray. The pallet may be connected to the permeable layer 300. In addition, in some examples, the pallet may contain impermeable material.

In FIG. 10 shows an example of an inlet channel 222 with a housing 1000. The housing 1000 comprises a passive adsorption hydrocarbon trap 224. The inlet channel 222 also includes an air flow channel 1002. The boundaries of the air flow channel 1002 are determined by the body and the outer layer of the passive adsorption hydrocarbon trap 224 (for example, the permeable layer 300 shown in FIGS. 3, 6, 7, 8, and 9).

As can be seen, the passive adsorption hydrocarbon trap 224 is connected to the housing 1000. More specifically, the substrate 406 shown in FIG. 3-9 can be connected to the housing 1000. In addition, the passive adsorption hydrocarbon trap 224 has a shape and size that allows a continuous surface 1004 to form with the housing 1000 of the intake duct 222. Thus, losses in the intake system 202 can be reduced. however, other shapes and sizes of the passive adsorption hydrocarbon trap 224 are provided.

In addition, in the example shown, the diameter of the cross-sectional region 1006 of the air flow channel 1002 remains almost constant upon transition to the inlet channel section 1008 1008 containing the passive adsorption hydrocarbon trap 224 connected thereto. In this way, losses in the intake system can be reduced. However, alternative configuration options are provided. For example, the diameter of the cross-sectional area of the air flow channel 1002 may decrease in the portion 1008. In such an example, the diameter of the cross-sectional area of the housing 1000 may remain substantially constant in the portion of the inlet channel containing the passive adsorption hydrocarbon trap 224 connected thereto.

In addition, the passive adsorption hydrocarbon trap 224 is located at a distance from the bottom 1010 of the air flow channel 1002. More specifically, the passive adsorption hydrocarbon trap 224 is adjacent to the upper portion of the air flow passage 1002. The vertical axis 1012 is provided for reference with respect to the surface on which the vehicle is traveling, said vehicle having an engine coupled to an air supply system that includes a channel 222. However, other arrangements for passive adsorption hydrocarbon traps 224 are provided. Arrow 1014 indicates the main direction of air flow during engine operation when combustion is performed.

In FIG. 10 also shows how the outer wall of the housing 1000 protrudes outward at a portion 1008 with respect to the other outer wall of the housing. This profile repeats the protrusion to the outside of the outer wall of section 1008, thereby creating a recessed cavity in which the passive adsorption hydrocarbon trap 224 is located and held, the depth of the protrusion corresponding to the height of the passive adsorption hydrocarbon trap 224.

In FIG. 11 shows a method 1100 for constructing a passive adsorption hydrocarbon trap. Method 1100 can be used to construct a passive adsorption hydrocarbon trap 224 described above with reference to FIG. 2-10, or may be used to construct another appropriate passive adsorption hydrocarbon trap.

At step 1102, the method comprises bonding a hydrocarbon adsorbing layer to at least one permeable layer and a substrate prior to joining the permeable layer to the substrate. More specifically, in one example, a hydrocarbon adsorbing layer may be coupled to a substrate. However, in other examples, the hydrocarbon adsorbing layer may be coupled to the permeable layer. Next, at step 1104, the method comprises connecting the permeable layer to the substrate along the edges of the permeable layer and the substrate, encompassing a hydrocarbon adsorbing layer located between the permeable layer and the substrate to form a passive adsorption hydrocarbon trap. At 1106, the method comprises connecting a passive adsorption hydrocarbon trap to an inlet. As described previously, the aforementioned layers (i.e., a permeable layer, a hydrocarbon adsorbing layer, and a substrate) can be bonded by one or more of the following technologies: adhesive bonding (e.g. bonding using sprayed adhesive), crosslinking, heat bonding, bonding with thermal deformation and welding (for example, ultrasonic welding, welding with a heated tool, IR welding).

In FIG. 12 illustrates another example of an inlet channel 222 containing a housing 1000. A passive adsorption hydrocarbon trap 224 and an air flow channel 1002 are also shown. In this example, the housing 1000 has an uneven surface with many bends. It should be understood that in other examples, the housing 1000 may have an alternative profile. For example, the housing may be convex, concave, may contain complex angles, and so on. As you can see, only one of the surfaces of the trap 224 can be bent to mate, for example, the surface 1200 of the passive adsorption hydrocarbon trap 224 can have a profile similar to that of the housing 1201 of the housing 1000. The surface 1201 can be the outer surface of the substrate 406 shown in FIG. 4, 6, 7, and 9. A passive adsorption hydrocarbon trap 224 is shown separated from the housing 1000 to demonstrate respective profile surfaces. However, it should be clear that when used in the intake system, the passive adsorption hydrocarbon trap 224 may be in tight contract with the housing 1000, as indicated by arrow 1202. Thus, the passive adsorption hydrocarbon trap 224 may have the shape and size necessary to match different layouts in the intake system.

In FIG. 13 shows another cross-sectional embodiment of the passive adsorption hydrocarbon trap 224 of FIG. 2. As can be seen, the passive adsorption hydrocarbon trap comprises a substrate 406 and a hydrocarbon adsorbing layer 400 containing only one portion. In some examples, the permeable layer 300 may be bonded to the substrate 406 to encompass the hydrocarbon adsorbing layer 400 shown in FIG. 3 as previously described. However, in other examples, the passive adsorption hydrocarbon trap 224 may not contain a permeable layer.

In FIG. 14 shows another example of an inlet 1002 and a passive adsorption hydrocarbon trap 224. The passive adsorption hydrocarbon trap 224 comprises a tray 1400. It will be understood that the tray 1400 is an example of a substrate. The pallet 1400 includes connecting flanges 1402. Bolts 1404 or other suitable connecting devices may be used to attach the pallet to the inlet 1002. The inlet channel 1002 includes an input or output 1406 and an output or input 1408. The inlet channel 1002 may be connected to a part of the engine 10 or vehicle 200 shown in FIG. 2.

In FIG. 15 is an image of a passive adsorption hydrocarbon trap 224 shown in FIG. 14, unassembled. As can be seen, the passive adsorption hydrocarbon trap 224 contains a pan 1400, which may contain polymeric material. It should be understood that the pallet 1400 is an example of a substrate.

The passive adsorption hydrocarbon trap 224 further comprises a permeable layer 1502 of foam material. The passive adsorption hydrocarbon trap 224 may further comprise a permeable layer of nonwoven polyester 1504. The passive adsorption hydrocarbon trap 224 may further comprise a hydrocarbon adsorbing layer (not shown in FIG. 15) located between the pallet 1400 and the foam layer 1502. It should be understood that the permeable layer 1502 of the foam material and / or the permeable layer 1504 of the nonwoven polyester can be connected to the pallet 1500. Thus, the carbon layer can be covered. Also in FIG. 15 shows the connecting flanges 1402.

In FIG. 16 is an exploded view of another embodiment of a passive adsorption hydrocarbon trap 224. Passive adsorption hydrocarbon trap 224 includes a plastic cassette 1600 partially covering a hydrocarbon adsorbing layer (not shown). The passive adsorption hydrocarbon trap 224 further comprises two permeable layers of nonwoven polyester 1602. In addition, passive adsorption hydrocarbon trap 224 contains a permeable layer 1700 of foam material, as shown in FIG. 17. Also in FIG. Flanges 1604 are shown in Figures 16 and 17. The passive adsorption hydrocarbon trap 224 may further comprise a hydrocarbon adsorbing layer (not shown in FIG. 15) located between one of the permeable layers of nonwoven polyester and the permeable layer 1700 of foam material.

In FIG. 18 shows another embodiment of a pan 1800 contained in a passive adsorption hydrocarbon trap 224. Pallet 1800 may be thermoformed and comprise non-woven polyester. Pallet 1800 comprises thermoformed cells 1802. The contours of the pan 1800 can be modified to interface with the contours of the inlet in which it is located. More specifically, the pallet 1800 has a narrowing in the transverse direction. The transverse axis 1804 is for reference.

In FIG. 19 is an image of a passive adsorption hydrocarbon trap 224 containing a pan 1800 shown in FIG. 18, unassembled. As can be seen, the passive adsorption hydrocarbon trap 224 comprises a permeable layer 1900 of foam material and a permeable layer 1902 of nonwoven polyester.

Let us return now to FIG. 20A, which is a front view of a hydrocarbon adsorption bypass trap 2000. The hydrocarbon adsorption bypass trap 2000 may be located at a location similar to the passive adsorption hydrocarbon trap 224. A hydrocarbon adsorption bypass trap 2000 may also be located in the inlet cavity, and the lid of the hydrocarbon adsorption bypass trap 2000 defines the surface of the inlet. Gas may pass through the inlet and flow around the lid of the hydrocarbon bypass trap, or gas may pass through the lid of the hydrocarbon bypass trap. Gas may enter one or more cells of a hydrocarbon trap 2000 to precipitate fuel vapor and / or other substances containing hydrocarbons.

The passive adsorption hydrocarbon trap 224 described above is a hybrid hydrocarbon trap containing permeable membranes on both sides of a hydrocarbon adsorbing material to allow gas (e.g., air) to pass through both membranes or twice through one membrane to exit the hydrocarbon trap. The hydrocarbon adsorption bypass trap 2000 contains a permeable layer 2002 connected to a plurality of individual cells 2004 on one side of the hydrocarbon adsorption bypass trap 2000, each of the plurality of cells containing a certain amount of loosely packed hydrocarbon absorption material. Thus, fewer parts are required to produce a hydrocarbon trap, which can save money, reduce packaging restrictions, and reduce the weight of the hydrocarbon trap. The permeable layer 2002 may be non-woven polyester.

The hydrocarbon adsorption bypass trap 2000 further comprises fins (ie, walls) 2008 surrounding the cells 2004. The walls 2008 may be impervious to gas flow, whereby gas cannot pass through the walls 2008. Thus, gas from one cell from a plurality of cells 2004 cannot penetrate into an adjacent cell from a plurality of 2004 cells. Additionally, or alternatively, one or more of the walls of 2008 (as you can see, each of the 2004 cells has four walls 2008), the 2004 cells can be permeable to gas flow, but impermeable to flow liquids and / or solids. Thus, gas can be exchanged between the individual cells of multiple cells 2004 gas and one or more neighboring cells of multiple cells 2004.

The removable cover 2006 can be connected to the permeable layer 2002 so that the permeable layer is located between the removable cover 2006 and the walls 2008. In one embodiment, in addition or alternatively, the permeable layer 2002 and the removable cover 2006 can be combined in this way that the permeable layer 2002 is integrated into the openings of the removable cover 2006. The holes in the removable cover correspond to the locations of the cells 2004.

The lower part of the cells 2004 may be covered by the base. As shown in FIG. 20 V, the base 2010 is physically connected to the walls of 2008 and completely covers the lower part of the cells 2004 so that no substances, regardless of their phase state (that is, gas, liquid or solid particles) can pass through the base 2008. Thus , the space between the permeable layer 2002, the walls 2008 and the base 2010 defines the cell volume of the plurality of cells 2004. In addition, gas can enter and leave the space only by passing through the permeable layer 2002.

As you can see, the walls of 2008 are perpendicular to the base of 2010. The cover 2006 can be connected to the walls of 2008 by means of a substrate, screws, welding and / or connection with thermal deformation. The substrate may be a permeable or impermeable substrate.

Thus, the hydrocarbon adsorption bypass trap 2000 contains a plurality of cells 2004 sealed from each other by the walls 2008 and the base 2010. The permeable layer 2002 is connected to the walls 2008 of the cells 2004 by one or more methods, namely, welding, adhesion, fasteners, and so on. Further. The permeable layer 2002 may be the only surface of the cells 2004, allowing gas to enter the cells 2004 while providing an outlet for the gases in the cells 2004. The permeable layer 2002, the walls of 2008 and the base 2010 determine the volume of the cells 2004. Gas can flow around the bypass trap of 2000 hydrocarbons without being hit into cells 2004 (i.e., bypass trap 2000). Additionally, or alternatively, gas may enter one or more cells 2004 of trap 2000 by passing through the permeable layer 2002. Gas may enter individual cells of multiple cells 2004 by passing through the permeable layer 2002 in a first direction. Then, the gas can leave the individual cells of the plurality of cells 2004 by passing through the permeable layer 2002 in a second direction. The second direction and the first direction are opposite directions. Gas cannot pass through the base of 2010.

In addition, cells 2004 may be equivalent in shape to the ribs of the air supply system. Thus, they can be square, rectangular, triangular, hexagonal, honeycomb, or have another suitable shape that matches the configuration of the ribs of the air supply system.

In FIG. 20A and 20B show an example of an embodiment of a hydrocarbon bypass trap located in the inlet cavity. The cavity may be located geodesically in the lower part of the inlet. For example, for a vehicle with four wheels on a flat surface, the cavity is closer to a flat surface than other parts of the inlet along a common axis. Thus, the likelihood of hydrocarbons entering the cavity increases.

The surface of the cavity may contain an internal reinforcing structure containing ribs and / or walls extending perpendicularly from the surface in the direction of the inlet channel. The ribs can be connected to each other, with the space between them, as a result of which a capacitance (that is, a cell) can be formed. The cavity may contain many containers. The containers may have a shape resembling that of the corresponding connected ribs. For example, a container may be square, rectangular, hexagonal, round, triangular, and so on. In addition, the volume of the containers may be substantially the same. Additionally, or alternatively, one or more containers may have different volumes, the first container may have a larger volume than the second container.

The containers may be filled with a certain amount of hydrocarbon trapping material. In one example, a hydrocarbon trapping material may be coal, coal particles, activated carbon, and so on. In one embodiment, the containers may be filled with strictly eight grams of hydrocarbon trapping material. In another embodiment, the containers can be filled with an appropriate amount of hydrocarbon trapping material, depending on the volume of the tank (for example, 60% of the volume of the tank). The hydrocarbon trapping material can be packaged inside the container without any substrates or binding agents. Thus, the hydrocarbon trapping material can be easily replaced until a full hydrocarbon loading is achieved. In addition, the hydrocarbon trapping material can help reduce the vibration of the walls of the inlet, thereby reducing the level of acoustic noise.

The permeable layer may be connected to the upper part of the internal reinforcing structure of the containers. The permeable layer may contain a substrate only at the locations of the permeable layer corresponding to the locations of the internal reinforcing structure. For example, the substrate and the internal reinforcing structure align after connecting the permeable layer to the internal reinforcing structure. Additionally, or alternatively, the permeable layer may not contain a substrate, and may be connected to the internal reinforcing structure by means of a removable cover. The permeable layer may allow the passage of gas (for example, air, fuel vapor, and so on) through its permeable membrane into one or more containers of a hydrocarbon bypass trap located in the inlet cavity.

The removable cover may comprise a plurality of holes corresponding to the number of containers. The location of the openings in the removable lid may correspond to the location of the containers, so that the removable lid does not overlap the openings of the containers. In addition, the removable cover may have a shape similar to that of the internal reinforcing structure. The permeable layer may be located between the removable cover and the internal reinforcing structure, if the removable cover is connected to the internal reinforcing structure. Thus, the permeable layer is fixed to the reinforcing structure and cannot be removed until the removable cover is removed. In addition, the hydrocarbon trapping material is fixed inside the containers by securing the lid to the reinforcing structure.

In one example, a removable cover and a permeable layer can be integrated into a single part, so that removing the cover also removes the permeable layer. In addition, the integrated cover with a permeable layer may contain a substrate with the possibility of connection with a reinforcing structure.

Gas in the inlet can pass through a permeable layer and enter one or more containers of a bypass hydrocarbon trap. Hydrocarbons can be precipitated from gas in containers on the hydrocarbon trapping material before passing through the permeable layer and entering the inlet channel. The gas may not pass through the surface of the cavity above the reinforcing structure or through the reinforcing structure. Thus, gas can enter the tank and leave them only through the permeable layer. Alternatively, gas in the inlet can bypass the permeable layer and not enter any of the containers.

In FIG. 21 is a cross-sectional view of a hydrocarbon bypass trap 2010 comprising a cap 2102, a base 2104, walls 2106, and hydrocarbon trapping material 2108. Cover 2102 and base 2104 have profiles similar to walls 2106 located between cover 2102 and base 2104. Cover 2102 can rest on top of walls 2106 to prevent hydrocarbon trapping material 2108 from falling out of bypass hydrocarbon trap cell 2100.

Hydrocarbon trapping material 2108 may be loosely packed in cells of the hydrocarbon bypass trap 2100. Cells can contain strictly 8 grams of hydrocarbon trapping material 2108. In one embodiment, the hydrocarbon trapping material may be coal.

When gas enters the bypass trap 2100 hydrocarbons and enters the cells, fumes of fuel or other hydrocarbon compounds can be deposited in the material 2108, trapping hydrocarbons, before leaving the bypass trap 2100 hydrocarbons. As described above, gas can enter and exit the hydrocarbon bypass trap 2100 only through cover 2102. Cover 2102 can be permeable only to gases and atomized liquids and impermeable to solids and liquids. Thus, the hydrocarbon trapping material 2108 cannot exit the cavity of the hydrocarbon bypass trap 2100 when the cover 2012 is connected to the walls 2104.

In FIG. 22, a by-pass hydrocarbon trap 2200 with a cap 2202 and cells 2204 is shown. Cells 2204 contain stepped fins (i.e., walls), the fins height increasing as the height of the base profile increases to ensure equal height of the fins regardless of the base profile. Thus, the cover 2202 is linear and is located above the edges of the cells 2204.

In FIG. 23 shows a by-pass hydrocarbon trap 2300a containing a weight groove 2300a. An enlarged view of the flute groove 2300b is also shown. In FIG. 24 shows a bypass trap 2400 hydrocarbons containing a groove 2402 weights.

In FIG. 25 shows a hydrocarbon bypass trap 2500 comprising a removable cover 2502. The removable cover 2502 includes openings corresponding to cells of the hydrocarbon bypass trap 2500. In FIG. 26 shows a bypass trap 2600 hydrocarbon with a permeable layer 2602. As can be seen, the removable cover is removed. In one embodiment, additionally or alternatively, the permeable layer and the removable cover may be combined.

In FIG. 27 shows a by-pass hydrocarbon trap 2700 containing hydrocarbon trapping material 2702. As can be seen, the removable cover and the permeable layer are removed from the bypass hydrocarbon trap. Thus, hydrocarbon trapping material 2702 does not fall out of one or more cells of the hydrocarbon bypass trap 2700.

In FIG. 28-34 show various embodiments of a hydrocarbon bypass trap. In FIG. 28 shows a bypass trap 2800 hydrocarbon containing many triangular cells. In FIG. 29 shows a bypass trap 2900 hydrocarbon containing many hexagonal cells with an example of an asymmetric filling scheme. In FIG. 30 shows a hydrocarbon bypass trap 3000 containing a plurality of square cells. In FIG. 31 shows a bypass hydrocarbon trap 3100 containing a plurality of rectangular cells. In FIG. 32 shows a bypass trap 3200 for hydrocarbons containing a plurality of square cells with an example of filling different from the hydrocarbon trap 3000 shown in FIG. 30. In FIG. 33 shows a bypass trap 3300 hydrocarbon containing many hexagonal cells with an example of symmetrical filling. In FIG. 34 shows a bypass trap 3400 hydrocarbon containing many round cells. Thus, depending on the shape of the inlet cavity, various hydrocarbon bypass traps can be used.

Thus, a hydrocarbon trap can be located in the intake manifold and repeat its shape to prevent leakage of fuel vapor through the intake manifold when the engine stops. The hydrocarbon trap may have a different shape depending on the design of the intake manifold. The hydrocarbon trap may be a hybrid hydrocarbon trap or a bypass hydrocarbon trap. The technical effect of locating a hydrocarbon trap in the intake manifold is to reduce the amount of fuel emissions through the inlet under engine shutdowns.

In a first example, the system comprises an air chamber containing an air filter, the air chamber comprising a hydrocarbon trap, a removable cover, internal reinforcing structures forming one or more cells, and a hydrocarbon trap material located within one or more cells, the cover defining the boundaries of the air flow channel , and the air chamber contains a layer connecting above the cells.

In a first embodiment, in said first example, additionally or alternatively, the hydrocarbon trap may be a bypass hydrocarbon trap.

In a second embodiment, which may further comprise a first embodiment, in the aforementioned first example, the layer may be a permeable nonwoven polyester material.

In the third embodiment, which may further comprise the first and second embodiments, in the aforementioned first example, the cross-sectional area of the air flow channel may be interrupted when passing to the inlet channel section containing the bypass hydrocarbon adsorption trap connected thereto.

In a fourth embodiment, which may further comprise one or more of the first to third embodiments, in said first example, the internal reinforcing structure may be one or more ribs extending perpendicularly from the base to the removable cover under the cells.

In a fifth embodiment, which may further comprise one or more of the first to fourth embodiments, in the aforementioned first example, the base and ribs may comprise impermeable material.

In a sixth embodiment, which may further comprise one or more of the first to fifth embodiments, in the aforementioned first example, the space between the internal reinforcing structure, the base and the removable cover may determine the volume of an individual cell.

In a seventh embodiment, which may further comprise one or more of the first to sixth embodiments, in said first example, the hydrocarbon trap material may be loosely packed into each of the hydrocarbon trap cells.

In the eighth embodiment, which may further comprise one or more of the first to seventh embodiments, in the first example mentioned, the removable cover may be supported by internal reinforcing structures, with a layer located between them.

In a ninth embodiment, which may further comprise one or more of the first to eighth embodiments, in the aforementioned first example, the removable cover may be connected to internal reinforcing structures along the edges of the removable cover.

In a tenth embodiment, which may further comprise one or more of the first to ninth embodiments, in said first example, the removable cover may comprise a first layer and a second layer, both layers being permeable and at least one of the layers may be adhesive and be attached to the top of the internal supporting elements.

In an eleventh embodiment, which may further comprise one or more of the first to tenth embodiments, in the aforementioned first example, the base and internal reinforcing structures may be impermeable and prevent gases, liquids and / or solid particles from penetrating through the membranes of the base and internal reinforcing designs.

In a twelfth embodiment, which may further comprise one or more of the first to eleventh embodiments, in the first example mentioned, the removable cover may be in a shape that provides tight contact with the internal reinforcing structures of the air passage of the inlet duct.

It should be noted that examples of the control and evaluation algorithms presented here can be used with various engine and / or vehicle systems configurations. The control methods and algorithms disclosed in this application may be stored as executable instructions in a long-term memory, and may be executed by a control system containing controllers in combination with various sensors, drives, and other engine components. The specific algorithms disclosed in this application can be one or any number of processing strategies, such as event driven, interrupt driven, multi-tasking, multi-threading and the like. Thus, the various described actions, processes, and / or functions may be performed in the indicated sequence, in parallel, or, in some cases, may be omitted. Similarly, such a processing order is not necessary in order to achieve advantages and realize the features of the embodiments disclosed in this application, but is provided for simplicity of graphical presentation and description. One or more of the described actions, processes, and / or functions may be performed repeatedly depending on the particular strategy used. Moreover, the described actions, processes and / or functions can graphically represent a code programmed in the long-term memory of a computer-readable storage medium in an engine management system in which the described actions are implemented by executing instructions in the system, and the disclosed actions are performed by executing instructions in a system containing various hardware components of the engine in combination with an electronic controller.

It should be understood that the configurations and sequences disclosed herein are inherently examples, and these specific embodiments should not be taken in a limiting sense, since many modifications are possible. For example, the aforementioned technology can be applied to a V-shaped six-cylinder, in-line four-cylinder, in-line six-cylinder, V-shaped twelve-cylinder, opposed four-cylinder and other types of engines. The scope of the present invention contains all unknown and non-obvious combinations and partial combinations of various systems, configurations, and other features, functions, and / or properties disclosed herein.

The following claims specifically indicate certain combinations and partial combinations that should be considered new and non-obvious. These claims may refer to “elements” or “first elements”, or their equivalents. Such claims should be considered as containing the possibility of the presence of one or more of these elements, but not requiring the presence and not excluding the possibility of having two or more such elements. Other combinations or partial combinations of the disclosed features, functions, elements and / or properties may be claimed by amending the present claims or by including new claims in the present or related application. Such claims, whether wider, narrower, equivalent or different from the original claims, are also included in the scope of the present invention.

Claims (26)

1. A system for an engine comprising: an air chamber comprising an air filter, wherein the air chamber comprises a hydrocarbon trap, a removable lid and internal reinforcing structures forming one or more cells, and a hydrocarbon trap material located within one or more cells, the lid defining the boundaries of the air flow channel, and the air chamber contains a layer attached above the cells. 2. The system of claim 1, wherein said hydrocarbon trap is a bypass hydrocarbon trap. 3. The system according to claim 1, characterized in that said layer is a permeable layer of non-woven polyester. 4. The system according to claim 1, characterized in that the cross-sectional area of the air flow channel is interrupted upon transition to the inlet channel section containing a bypass hydrocarbon adsorption trap connected to it. 5. The system according to claim 2, characterized in that the internal reinforcing structure is one or more ribs extending perpendicularly from the base to the removable cover under the cells. 6. The system according to p. 5, characterized in that the base and ribs contain impermeable material. 7. The system according to claim 1, characterized in that the space between the internal reinforcing structure, the base and the removable cover determines the volume of a single cell. 8. The system of claim 1, wherein the hydrocarbon trap material is loosely packed in each of the hydrocarbon trap cells. 9. The system according to claim 1, characterized in that the removable cover is supported by internal reinforcing structures with a layer located between them. 10. The system according to claim 1, characterized in that the removable cover is connected to the internal reinforcing structures at the edges of the removable cover. 11. The system according to claim 1, characterized in that the removable cover comprises a first layer and a second layer, both layers being permeable, and at least one of the layers is adhesive and made to adhere to the upper part of the internal supporting structures. 12. The system according to p. 11, characterized in that the base and internal reinforcing structures are impervious and do not allow gases, liquids and / or solid particles to penetrate through the membranes of the base and internal reinforcing structures. 13. The system according to p. 1, characterized in that the removable cover has a shape that provides tight contact with the internal reinforcing structures of the air chamber of the inlet channel. 14. A system for an engine comprising: an inlet channel for supplying an air stream configured to communicate in fluid with the engine inlet and containing a recessed cavity; a by-pass hydrocarbon adsorption trap located in the cavity, forming a continuous linear surface without sharp angles, protrusions or steps and defining the boundaries of the air flow channel, the by-pass hydrocarbon adsorption trap contains hydrocarbon adsorbing material located in one or more cells; and a removable cover located on the upper part of one or more ribs extending perpendicular to the surface of the cavity, the space between the removable cover, the ribs and the surface of the cavity determines the volume of a single cell of a bypass trap for hydrocarbon adsorption. 15. The system of claim 14, wherein the hydrocarbon bypass trap contains many individual cells, the individual cells containing a certain amount of hydrocarbon trapping material. 16. The system of claim 14, wherein the removable cover is permeable and allows gas to enter the cell space. 17. The system according to p. 14, characterized in that the surface of the cavity and the ribs are impermeable, and the gas does not pass through the ribs or the surface of the cavity. 18. The system according to p. 14, characterized in that the removable cover is connected to one or more ribs and the surface of the cavity along the edges of the removable cover. 19. A system for an engine comprising: an air chamber comprising an air filter, the air chamber comprising a hydrocarbon trap, a removable cover, and internal reinforcing structures forming a plurality of cells, and a hydrocarbon trap material located inside some, but not all, cells, the said lid defining the boundaries of the air flow channel, and the air chamber contains a layer connecting above the cells.

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