Fuel tank baffle including vertical and horizontal surfaces for reducing fuel sloshing noise

Abstract

The present application relates to a fuel tank baffle including a vertical surface and a horizontal surface for reducing fuel sloshing noise, and provides a method and system for a baffle system for a fuel tank. In one example, the baffle system for a fuel tank may include a horizontal section and a vertical section, wherein the vertical section is arranged perpendicular to the horizontal section and includes a first end coupled to the horizontal section. The vertical section may be rigidly attached to the top surface of the fuel tank via an attachment interface.

Description

Technical Field

[0001] The present application generally relates to methods and systems for reducing audible vibrations caused by movement of fuel in an onboard vehicle fuel tank. Background Art

[0002] Fuel sloshing occurs when a vehicle with a fully or partially filled fuel tank accelerates, decelerates, or performs a sharp turn. In response, liquid waves form and collide and splash on the tank surface, causing vibrations to be generated in the fuel tank. Specifically, whenever the traveling liquid wave approaches the fuel tank surface, it collides with the vertical wall (front or rear) of the fuel tank, then climbs up and collides with the top plate (e.g., top wall) of the fuel tank. Such vibrations generate airborne noise and structure-based noise that are audible to the vehicle driver and passengers. Sloshing noise is particularly problematic for hybrid and start-stop vehicles because periods of time exist in the driving cycle without background engine noise. In particular, wave impacts with the fuel tank top plate can produce increased noise.

[0003] Other attempts to address fuel slosh noise include systems with multi-piece complex baffle systems or vertically oriented baffles. Vaishnav et al. show an example approach in U.S. Patent Application No. 2016 / 0096428, wherein the baffle is vertically mounted within the fuel tank, and the face of the baffle is arranged vertically within the fuel tank (e.g., perpendicular to the ground on which the vehicle is located).

[0004] However, the inventors herein have recognized potential problems with such systems. As one example, a vertical baffle system may not be sufficient to reduce fuel slosh noise in a fuel tank. Specifically, such a vertical baffle system may not be sufficient to slow down the vertical movement of the liquid adjacent to the fuel tank wall, and therefore may not be sufficient to reduce the wave amplitude of the liquid. As a result, the fuel slosh noise may still be audible to the vehicle driver and passengers. Additionally, a multi-piece baffle system with complex parts may be difficult and costly to manufacture, and may occupy a large amount of space within the fuel tank. Summary of the invention

[0005] In one example, the above problems can be solved by a baffle system for a fuel tank, comprising: a horizontal section; a vertical section, which is arranged perpendicular to the horizontal section and includes a first end coupled to the horizontal section, the vertical section extending across the length of the horizontal section; and an attachment surface, which is coupled to the second end of the vertical section and includes a plurality of apertures suitable for coupling the baffle system to the top surface of the fuel tank. The baffle system can be installed in a fuel tank of a vehicle, the fuel tank having a top surface and a bottom surface, the bottom surface being arranged opposite to the top surface and vertically below the top surface relative to the ground on which the vehicle is located. The horizontal section of the baffle system can be vertically positioned above the bottom surface of the fuel tank and spaced apart from the bottom surface of the fuel tank. Therefore, in some cases, the horizontal section can be positioned above the liquid fill level (e.g., liquid level) of the fuel tank. The horizontal section of the baffle system can prevent vertical movement of liquid (e.g., fuel) adjacent to the tank wall of the fuel tank in the fuel tank, thereby suppressing the wave amplitude of the fuel sloshing wave in the fuel tank. Under certain driving conditions and fill levels, the fuel slosh waves may rise above the horizontal sections. During these conditions, the vertical sections of the baffle system may provide secondary fuel slosh mitigation. In this way, the baffle system including the vertical sections and the horizontal sections may reduce the impact of the fuel slosh waves on the top surface (e.g., the roof) of the fuel tank. As a result, the fuel slosh noise may be reduced.

[0006] It should be understood that the above summary is provided to introduce some concepts further described in the detailed description in a simplified form. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is solely defined by the claims accompanying the detailed description. Furthermore, the claimed subject matter is not limited to embodiments that address any disadvantages mentioned above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1 An example hybrid vehicle propulsion system is shown that includes a fuel system having a fuel tank.

[0008] FIG. 2A to FIG. 2B An example fuel tank is shown having a baffle system for reducing fuel slosh noise.

[0009] FIG. 3A to FIG. 3C An embodiment of a baffle system for fuel is depicted that includes vertical baffle sections and horizontal baffle sections.

[0010] Figure 4 Another embodiment of a baffle system having hinged joints between vertical baffle sections and horizontal baffle sections is depicted.

[0011] FIG. 5A to FIG. 5BAn example embodiment of a baffle system having sliding connections between vertical and horizontal baffle sections is shown.

[0012] FIG. 6A to FIG. 6B An embodiment of a baffle system having sliding connections between vertical and horizontal baffle segments in a fuel tank is depicted to illustrate the sliding direction based on the fuel surface.

[0013] Figure 7 Embodiments of baffle systems are shown which illustrate different geometries of the horizontal sections.

[0014] Figures 2A to 3C Shown approximately to scale. DETAILED DESCRIPTION

[0015] The following description relates to systems and methods for a baffle system for a fuel tank that is used to reduce audible vibrations (e.g., slosh noise) caused by the movement of fuel in a vehicle fuel tank, such as a fuel tank of a hybrid vehicle and / or a start-stop vehicle. Although slosh noise may be more noticeable in hybrid vehicles and / or start-stop vehicles, baffle systems according to the present description are not limited to such vehicles. Rather, the baffle systems described herein may be implemented on a variety of different types of vehicles and / or into different types and shapes of automotive fuel tanks. To simplify the description, Figure 1 A schematic engine diagram of a hybrid electric vehicle is shown, the hybrid electric vehicle including a fuel tank that may include a baffle system. Then, FIG. 2A to FIG. 2B Shows that it can be Figure 1 An example of a fuel tank of an automobile fuel tank includes a baffle system including a vertical section and a horizontal section (referred to herein as a surge attenuator) located within the fuel tank. The vertical positioning of the surge attenuator relative to the ground on which the vehicle on which the fuel tank is installed can limit the vertical range of the effective operating height of the system relative to the internal vertical height of the fuel tank. Figure 3A A detailed perspective view of a surge attenuator is depicted showing the coupling between the vertical baffle segments and the horizontal baffle segments and the coupling between the vertical baffle segments and the top attachment. FIG. 3A to FIG. 3B As shown, the surge attenuator may include a plurality of apertures in the vertical baffle segments, a plurality of ribs extending across each of the horizontal baffle segments and the vertical baffle segments, and a central aperture in the plane of the horizontal baffle segment. Figure 3B and Figure 3C Shows FIG. 3A to FIG. 3C Front and side views of a surge attenuator. Figure 4 Shown is a schematic illustration of an embodiment of a surge attenuator having an articulated joint coupling a vertical section to a horizontal section, and the directions of movement allowed in a horizontal plane. Figure 5A and Figure 5B A variation of the coupling between the vertical baffle sections and the horizontal baffle sections is shown, wherein the sliding attachment is adapted to allow vertical movement of the horizontal section relative to the vertical section, and Fig. 6A and 6B This adaptation is shown relative to the fluid surface in the fuel tank. Figure 7 , which illustrates the possible geometries encompassed by the functionality of the device with respect to the arrangement of the horizontal segments relative to the vertical segments. Thus, a surge attenuator (or baffle system) comprising horizontal and vertical segments arranged perpendicular to each other, wherein the vertical segments are attached to the top surface (e.g., roof) of the fuel tank, can be used to reduce the wave amplitude of the fuel slosh waves within the fuel tank, thereby reducing the fuel slosh noise audible to the vehicle driver and passengers.

[0016] FIG. 2A to FIG. 6B An example configuration with relative positioning of various components is shown. If it is shown that they are in direct contact or directly coupled to each other, then at least in one example, such elements may be referred to as directly contacting or directly coupled, respectively. Similarly, elements that are shown to be adjacent or neighboring to each other may be referred to as adjacent or neighboring to each other, respectively, at least in one example. As an example, components that are coplanarly contacted with each other may be referred to as being in coplanar contact. As another example, elements that are positioned separately from each other and have only space without other components in between may be referred to as such in at least one example. As another example, elements that are shown above / below each other, on the sides opposite to each other, or on the left / right sides of each other may be referred to as such relative to each other. In addition, as shown in the figure, in at least one example, the topmost element or the vertex of the element may be referred to as the "top" of the component, and the bottommost element or the lowest point of the element may be referred to as the "bottom" of the component. As used herein, top / bottom, upper / lower, above / below may be relative to the vertical axis of the figure and used to describe the position of the elements of the figure relative to each other. Thus, in one example, the element shown above other elements is positioned vertically above other elements. As yet another example, the shapes of elements shown within a figure may be referred to as having those shapes (e.g., such as circular, straight, flat, curved, rounded, chamfered, angled, etc.). Furthermore, in at least one example, elements that intersect one another may be referred to as intersecting elements or intersecting one another. Furthermore, in one example, an element shown within another element or shown outside another element may be referred to as such.

[0017] Now turning to the attached figure, Figure 1An example vehicle propulsion system 100 is shown. The vehicle propulsion system 100 includes a fuel combustion engine 110 and a motor 120. As a non-limiting example, the engine 110 includes an internal combustion engine and the motor 120 includes an electric motor. The motor 120 may be configured to utilize or consume a different energy source than the engine 110. For example, the engine 110 may consume a liquid fuel (e.g., gasoline) to produce an engine output, while the motor 120 may consume electrical energy to produce a motor output. As such, a vehicle having the propulsion system 100 may be referred to as a hybrid electric vehicle (HEV).

[0018] The vehicle propulsion system 100 may utilize a variety of different operating modes depending on the operating conditions encountered by the vehicle propulsion system. Some of these modes may enable the engine 110 to be maintained in an off state (e.g., set to a deactivated state) in which the combustion of fuel at the engine is interrupted. For example, under selected operating conditions, when the engine 110 is deactivated, the motor 120 may propel the vehicle via the drive wheels 130 as indicated by arrow 122. As described herein, the vehicle may operate at a lower noise level during these periods, which makes fuel slosh noise a problem because hybrid vehicles and start-stop vehicles are typically operated during periods in the driving cycle without background engine noise.

[0019] During other operating conditions, the engine 110 may be set to a deactivated state (as described above), and the motor 120 may be operated to charge the energy storage device 150. For example, the motor 120 may receive wheel torque from the drive wheel 130, as indicated by arrow 122, wherein the motor may convert the kinetic energy of the vehicle into electrical energy for storage at the energy storage device 150, as indicated by arrow 124. This operation may be referred to as regenerative braking of the vehicle. Thus, in some embodiments, the motor 120 may provide a generator function. However, in other embodiments, the generator 160 may alternatively receive wheel torque from the drive wheel 130, wherein the generator may convert the kinetic energy of the vehicle into electrical energy for storage at the energy storage device 150, as indicated by arrow 162.

[0020] During other operating conditions, the engine 110 may be operated by combusting fuel received from the fuel system 140, as indicated by arrow 142. For example, when the motor 120 is deactivated, the engine 110 may be operated to propel the vehicle via the drive wheels 130, as indicated by arrow 112. During other operating conditions, both the engine 110 and the motor 120 may each be operated to propel the vehicle via the drive wheels 130, as indicated by arrows 112 and 122, respectively. A configuration in which both the engine and the motor may selectively propel the vehicle may be referred to as a parallel-type vehicle propulsion system. Note that in some embodiments, the motor 120 may propel the vehicle via a first set of drive wheels, and the engine 110 may propel the vehicle via a second set of drive wheels.

[0021] In other embodiments, the vehicle propulsion system 100 may be configured as a series-type vehicle propulsion system, whereby the engine does not directly propel the drive wheels. Instead, the engine 110 may be operated to provide power to the motor 120, which in turn may propel the vehicle via the drive wheels 130, as indicated by arrow 122. For example, during selected operating conditions, the engine 110 may drive the generator 160, which in turn may supply electrical energy to one or more of the motors 120, as indicated by arrow 114, or to the energy storage device 150, as indicated by arrow 162. As another example, the engine 110 may be operated to drive the motor 120, which in turn may provide a generator function to convert the engine output into electrical energy, where the electrical energy may be stored at the energy storage device 150 for subsequent use by the motor. The vehicle propulsion system may also be configured to transition between two or more of the above-described operating modes depending on operating conditions.

[0022] The fuel system 140 may include one or more fuel storage tanks 144 for storing fuel on the vehicle. For example, the fuel tank 144 may store one or more liquid fuels, including but not limited to gasoline, diesel and alcohol fuels. In some examples, the fuel may be stored on the vehicle as a mixture of two or more different fuels. For example, the fuel tank 144 may be configured to store a mixture of gasoline and ethanol (e.g., E10, E85, etc.) or a mixture of gasoline and methanol (e.g., M10, M85, etc.), whereby these fuels or fuel mixtures may be delivered to the engine, as indicated by arrow 142. Other suitable fuels or fuel mixtures may be supplied to the engine 110, where they may be burned at the engine to generate an engine output. The engine output may be used to propel the vehicle, as indicated by arrow 112, or to recharge the energy storage device 150 via the motor 120 or the generator 160. As described herein, the fuel tank 144 is configured with a baffle system for reducing shaking noise during driving.

[0023] In some embodiments, the energy storage device 150 may be configured to store electrical energy that may be supplied to other electrical loads resident on the vehicle (in addition to the motor), including cabin heating and air conditioning, engine starting, headlights, cabin audio and video systems, etc. As non-limiting examples, the energy storage device 150 may include one or more batteries and / or capacitors.

[0024] The control system 190 may communicate with one or more of the engine 110, the motor 120, the fuel system 140, the energy storage device 150, and the generator 160. The control system 190 may receive sensory feedback information from one or more of the engine 110, the motor 120, the fuel system 140, the energy storage device 150, and the generator 160. In addition, the control system 190 may send control signals to one or more of the engine 110, the motor 120, the fuel system 140, the energy storage device 150, and the generator 160 in response to the sensory feedback. The control system 190 may receive an indication of an operator-requested vehicle propulsion system output from the vehicle operator 102. For example, the control system 190 may receive sensory feedback from a pedal position sensor 194 in communication with a pedal 192. The pedal 192 may schematically refer to a brake pedal and / or an accelerator pedal.

[0025] In other embodiments, the electrical transmission cable 182 may be omitted, where electrical energy may be received wirelessly at the energy storage device 150 from the power source 180. For example, the energy storage device 150 may receive electrical energy from the power source 180 via one or more of electromagnetic induction, radio waves, and electromagnetic resonance. Thus, it should be understood that any suitable method may be used to recharge the energy storage device 150 from a power source that does not include part of the vehicle. In this way, the motor 120 may propel the vehicle by utilizing an energy source other than the fuel utilized by the engine 110.

[0026] The fuel system 140 may periodically receive fuel from a fuel source residing outside the vehicle. As a non-limiting example, the vehicle propulsion system 100 may receive fuel via the fuel dispensing device 170 to refuel, as indicated by arrow 172. In some embodiments, the fuel tank 144 may be configured to store the fuel received from the fuel dispensing device 170 until the fuel is supplied to the engine 110 for combustion. In some embodiments, the control system 190 may receive an indication of the fuel level stored in the fuel tank 144 via a fuel level sensor. The fuel level stored in the fuel tank 144 (e.g., as identified by the fuel level sensor) may be transmitted to the vehicle operator, for example, via a fuel gauge or indicator light indicated at 196. As described herein, the engine 110 may be periodically set to a deactivated state, wherein the fuel consumption at the engine is significantly reduced or interrupted. In the case where the engine 110 is deactivated for a long time, the fuel stored at the fuel tank 144 may take longer to be exhausted by the engine.

[0027] FIG. 2A to FIG. 2B An example fuel tank 200 is shown, such as Figure 1A fuel tank 144, included in a vehicle 201, includes a first embodiment of a baffle system 202 (hereinafter referred to as a surge attenuator), the baffle system 202 including a vertical section 204 arranged perpendicular to an inner bottom surface 208 of the fuel tank 200 and rigidly coupled to an attachment surface 203 at a first end. Figure 2A A first isometric view of a fuel tank 200 is shown, and Figure 2B A more schematic side view of a fuel tank 200 is shown. An axis system 220 is depicted to illustrate the orientation of elements within the fuel tank 200, wherein 222, 221, and 223 depict horizontal, vertical, and lateral directions (e.g., axes), respectively. The vertical direction 221 may be relative to a surface on which the vehicle 201 is located. The attachment surface 203 is in coplanar contact with an inner top surface 206 of the fuel tank 200. The top surface 206 is arranged in a plane formed by the horizontal direction 222 and the lateral direction 223, and is arranged parallel to the inside bottom surface 208 of the fuel tank 200. The vertical section is aligned along the vertical direction 221. The horizontal section 210 is coupled to the second end of the vertical section 204. The horizontal section is aligned in a plane formed by the horizontal direction 222 and the lateral direction 223, and is arranged parallel to and spaced apart from (e.g., not contacting any portion of) the inner bottom surface 208. Thus, the vertical section 204 and the horizontal section 210 are arranged perpendicular to each other. Figure 2A 2 is shown as having a fuel fill port 212 for receiving fuel via a conduit, also referred to as a fill conduit, which is connected to a fuel tank such as a Figure 1 The device of the fuel dispensing device 170 shown in FIG. may also include a fuel delivery module 214 for delivering fuel to the fuel dispenser via a fuel dispensing device such as Figure 1 The system of fuel system 140 shown in FIG. 1 delivers fuel to engine 200 .

[0028] The direction of fuel flow through the fuel tank 200 may be described as follows: Figure 2A, and any element in the path of the fuel flow (e.g., which may be a mixture of gasoline and ethanol, a mixture of gasoline and methanol, or other fuels and fuel mixtures) relative to the reference point is considered to be downstream of the reference point. Conversely, any element located in the opposite direction of the fuel flow relative to the reference point is upstream of the reference point. In addition, the elements of the fuel tank 200 can be described in terms of orientation relative to the front end and the rear end of the vehicle 201. The front end of the vehicle 201 can be described in the direction indicated by arrow 215, and the rear end of the vehicle can be described in the direction indicated by arrow 217. Similarly, the left side or driver's side of the vehicle can be described in the direction indicated by arrow 216, and the right side or passenger side can be described in the direction indicated by arrow 218. Thus, one example of the fuel tank 200 may include a surge attenuator 202, which is arranged adjacent to a front-facing wall (e.g., the wall closest to the front of the vehicle 201, such as Figure 2A 2 and 23. The surge attenuator 202 is disposed in a fuel tank 200 (shown in FIG. 2 ) and is aligned parallel to a plane formed by a vertical direction 221 and a lateral direction 223. In alternative embodiments, the surge attenuator 202 may be mounted closer to a rearward-facing wall of the fuel tank 200, such as a wall of the fuel tank 200 closest to the rear end of the vehicle 201, wherein the geometry of the fuel tank and the internal packaging space determine the positioning of the surge attenuator.

[0029] As the vehicle 201 navigates the terrain, the fuel stored in the fuel tank 200 may experience various motions that cause vibrations and noise due to transient flows. The liquid (e.g., fuel) wave motion may include motion along the lateral direction 223 of the fuel tank 200, parallel to the planar surface of the vertical section 204 of the surge attenuator 202. The liquid motion may also include wave motion along a lateral axis in the direction of the horizontal direction 222 of the fuel tank, wave motion perpendicular to the planar surface of the vertical section 204 of the surge attenuator 202, and / or circular flow or eddy currents generated during sharp turns. In addition, the wave motion of the fluid in the fuel tank may also include wave height changes caused by waves traveling along a longitudinal or lateral axis and colliding with the vertical inner wall 205 of the fuel tank 200. Collisions with the inner top surface (e.g., top plate) 206 of the fuel tank 200 may occur after colliding with the vertical inner tank wall (e.g., surge).

[0030] In one example, the exemplary vehicle 201 is a hybrid electric vehicle. Thus, according to the present specification, the system includes a hybrid electric vehicle powertrain that includes an engine along with a fuel storage tank for storing engine fuel on the vehicle. That is, the fuel storage tank includes Figure 2A2. A baffle system (e.g., surge attenuator 202) is provided in a fuel tank 200, the baffle system including a vertical segment 204 rigidly coupled at a first end to an attachment surface 203, the attachment surface 203 being directly coupled to an inner top surface 206 of a fuel tank 200 via a plurality of mounting apertures from a planar surface of the attachment surface 203. A plane formed by a vertical direction 221 and a lateral direction 223 describes a plane of the vertical segment 204 of the baffle system perpendicular to an inner bottom surface 208 of the fuel tank 200, the inner top surface 206, and the attachment surface 203. Similarly, a plane formed by a horizontal direction 222 and a lateral direction 223 describes a plane of a horizontal segment 210 coupled to a second end of the vertical segment 204 at a top surface 211. The vertical section 204 is centered along the width of the horizontal section 210, which is arranged perpendicular to the length of the horizontal section 210, which is arranged along the transverse direction 223 and the width is arranged along the horizontal direction 222. The plane formed by the horizontal direction 222 and the transverse direction 223, which is equal to the plane of the horizontal section 210, is parallel to the inner bottom surface 208, the inner top surface 206, and the attachment surface 203 of the fuel tank 200. In alternative embodiments, the vertical section 204 may not be centered, but rather mounted at a different point along the width of the horizontal section 210, and the width of the vertical section 204 measured along the transverse direction 223 may or may not be equal to the length of the horizontal section 210, which is also measured along the transverse direction 223.

[0031] The above-described baffle system has a baffle height defined by the height of the vertical section 204 and by the amount by which the horizontal section 210 is arranged within a range of 70% to 90% of the total height of the fuel tank 200. For example, in Figure 2B 2, a plane 224, which is parallel to the plane formed by 222 and 223, depicts the height of the bottom surface of the horizontal section 210 relative to the inner bottom surface 208, as indicated by arrow 226, which is parallel to the vertical direction 221, wherein arrow 226 represents 70% to 90% of the total interior volume height of the fuel tank 200 given by arrow 228. In addition, the bottom surface of the horizontal section 210 is located above a 50% fill level 230 of the fuel tank 200 in the vertical direction 221, wherein the 50% fill level 230 is located between the inner top surface 206 and the inner bottom surface 208.

[0032] FIG. 3A to FIG. 3C Describes the use of Figure 2A A different view of a surge attenuator 300 of the surge attenuator 202 includes a baffle system including an attachment surface 302 , a vertical section 304 , and a horizontal section 306 . Figure 3A A perspective view of a surge attenuator 300 is shown, and Figure 3B shows a front view of a surge attenuator 300, Figure 3CA side view of surge attenuator 300 is shown. An axis system 307 is depicted to illustrate the orientation of the elements of surge attenuator 300, wherein the axis system includes a horizontal axis (e.g., direction) 311, a vertical axis 313, and a transverse axis 309. Vertical axis 313 may be a vertical direction relative to a surface on which a vehicle having a fuel tank with the surge attenuator installed is located. Vertical axis 313 may correspond to FIG. 2A to FIG. 2B The vertical direction 221 shown in FIG. Thus, discussion of components that are vertically disposed above / below other components may be relative to the vertical axis 313 .

[0033] like FIG. 3A to FIG. 3C As shown, the surge attenuator 300 has a length 315 arranged in the direction of the transverse axis 309, an outer width 317 and an inner width 319 each arranged in the direction of the horizontal axis 311, and a height 321 arranged in the direction of the vertical axis 313. However, in alternative embodiments, the outer width 317 and the inner width 319 may be the same or different, depending on the design of the fuel tank. The outer width 317, the inner width 319, and the length 315 may be the outer width, the inner width, and the length of the horizontal section 306, while the height 321 may be the height of the vertical section 304.

[0034] The attachment surface 302 includes a planar surface 323 arranged in a plane formed by the horizontal axis 311 and the transverse axis 309, the planar surface 323 being arranged perpendicular to the vertical section 304. The attachment surface 302 is directly coupled to the first end 308 of the vertical section 304 via a plurality of legs 310 extending from the bottom of the planar surface 323. The plurality of legs 310 are directly coupled to the side surfaces on either side of the vertical section 304. The attachment surface 302 is rigidly coupled to the first end 308 of the vertical section 304 via the plurality of legs 310. The attachment surface 302 includes a plurality of apertures 303 arranged in the planar surface 323. The plurality of apertures 303 are adapted to couple the attachment surface 302 to an inner top surface of a fuel tank, such as FIG. 2A to FIG. 2B Thus, the vertical section 304 can be rigidly fixed to the top surface of the fuel tank via the attachment surface 302.

[0035] like Figure 3A and Figure 3B As shown, the planar portion of the first outer edge 318 of the vertical segment 304 is arranged orthogonal to the transverse axis 309. In contrast, the second outer edge 320 of the vertical segment 304 is inclined (e.g., angled) relative to the transverse axis 309. Figure 3BAs shown, the second outer edge 320 may form an angle 325 less than 90 degrees with the plane of the horizontal section 306 in the direction of the transverse axis 309. The top of the second outer edge 320 is separated from the top of the first outer edge 318 in the direction of the transverse axis 309 by a distance less than the distance between the bottom of the second outer edge 320 and the bottom of the first outer edge 318. Figure 3A and Figure 3C As shown, when viewed from a plane formed by the horizontal axis 311 and the vertical axis 313, the first outer edge 318 and the second outer edge 320 are widest at the mating portion between the vertical segment 304 and the horizontal segment 306. Then, each of the first outer edge 318 and the second outer edge 320 narrows toward the first end 308 (e.g., the top) of the vertical segment 304 in the direction of the vertical axis 313.

[0036] like Figure 3B As shown, the intersection of the first end 308 and the first outer edge 318 of the vertical segment 304 is curved in the plane formed by the vertical axis 313 and the transverse axis 309. At the intersection of the second outer edge 320 and the first end 308 of the vertical segment 304, the mating portion is also curved. The coupling of the first end 308 to the second outer edge 320 is arranged at the top end of the portion of the second outer edge 320, which is inclined relative to the transverse axis 309 as described above. The bottom portion 329 of the second outer edge 320 is connected to the inclined portion, but is arranged orthogonal to the transverse axis 309 and intersects the second edge 312 of the vertical segment 304 perpendicularly.

[0037] like Figure 3A and Figure 3B As shown, the vertical section 304 includes a plurality of apertures 305 and 327 extending through the wall of the vertical section 304. The apertures 305 and 327 are arranged at a plurality of outer ends 352 and 354 of the vertical section 304, the outer ends being located on either side of the central portion 350 in the transverse direction 309, wherein a first group of apertures 305 are arranged within the outer ends 354 and proximate to a first outer edge 318 of the vertical section 304, and a second group of apertures 327 are arranged within the outer ends 352 and proximate to a second outer edge 320 of the vertical section 304. The first group of apertures 305 are vertically and linearly stacked above and below each other between the first end 308 and the second end 312 of the vertical section 304 in the direction of the vertical axis 313. The second group of apertures 327 are vertically positioned above and above each other, but with an offset so that they are not stacked directly above and below each other. The second set of apertures 327 is separated from the first set of apertures 305 by a central portion 350 of the vertical section 304 having a length 322 aligned in the direction of the transverse axis 309 . Figure 3BA first length 340 of the outer end 352 , a second length 338 of the outer end 354 , and a third length 322 of the center portion 350 are shown.

[0038] As described above, the vertical section 304 includes a first end 308 coupled to the attachment surface 302 and a second end 312 directly coupled to the horizontal section 306. A height 321 is defined between the first end 308 and the second end 312. The second end 312 of the vertical section 304 is centered along the width 315 of the top surface 314 of the horizontal section 306 and is FIG. 3A to FIG. 3C In the example shown, the baffle system including the horizontal section 306 and the vertical section 304 is formed as a single piece. However, in an alternative embodiment, the second end 312 of the vertical section 304 may not be centered along the width 315 of the horizontal section 306. Instead, the second end 312 of the vertical section 304 may be arranged closer to one side of the top surface 314 of the horizontal section 305 than the other side. In an alternative example, the horizontal section 306 and the vertical section 304 may be rigidly fixed to each other via one or more fixing elements (such as screws, bolts, brackets, etc.). In yet another example, as Figures 4 to 6B As shown and discussed further below, the horizontal section 306 and the vertical section 304 may not be rigidly fixed to each other, but rather may be coupled to each other via one or more flexible elements. FIG. 3A to FIG. 3C As shown, the vertical segment 304 is arranged perpendicular to the horizontal segment 306. In addition, the vertical segment 304 extends across the length 315 of the horizontal segment 306, wherein the first outer edge 318 forms a first outer edge of the horizontal segment 306, and the second outer edge 320 forms a second outer edge of the horizontal segment 306. FIG. 3A to FIG. 3C As shown, a central aperture 316 is included in the horizontal section 306. The central aperture is approximately centered along the length 315 and the inner width 319 and extends through the entirety of the horizontal section in the direction of the vertical axis 313. The vertical section 304 is approximately centered on the central aperture 316 in the direction of the horizontal axis 311. The central aperture 316 is directly below the attachment surface 302 in the direction of the vertical axis 313 and is at least as wide as the attachment surface 302 in the direction of the horizontal axis 311 and at least as long as the attachment surface 302 in the direction of the transverse axis 309. Therefore, the central aperture 316 can allow a fixing tool to enter the attachment surface 302 (via the underside of the horizontal section 306) so as to fix the attachment surface 302 to the top surface of the fuel tank via the plurality of mounting apertures 303.

[0039] The surge attenuator 300 also includes a plurality of ribs 324 and 326 extending in the direction of the horizontal axis 311 along the widths 317 and 319 of the horizontal section 306 and in the direction of the vertical axis 313 along the height of the vertical section 304. Each of the ribs 324 and 326 extends between the horizontal section 306 and the vertical section 304. The first group of ribs 324 extends from a first surface 328 of the vertical section 304 to a first surface 314 of the horizontal section 306, and the second group of ribs 326 extends from a second surface 332 of the vertical section 304 to a second surface 330 of the horizontal section 306. The first surface 328 and the second surface 332 of the vertical segment 304 are arranged on opposite sides of the vertical segment, and the first surface 314 and the second surface 330 of the horizontal segment 306 are portions of the same top surface of the horizontal segment 306, which are separated from each other by the vertical segment 304. The thickness of each of the ribs 324 and 326 in the direction of the transverse axis 309 is relatively uniform. However, in the plane defined by the vertical axis 313 and the horizontal axis 311, each of the ribs 324 and 326 is thickest at the mating interface between the horizontal segment 306 and the vertical segment 304 (e.g., at the second end 312). For example, the rib 324 extends outward from the first surface 328 in the direction of the horizontal axis 311, and increases in thickness (e.g., the amount by which it extends outward) in the direction of the width 317 or 319 as the rib gets closer to the interface between the horizontal segment 306 and the vertical segment 304. The rib 324 also extends outwardly from the top surface 314 in the direction of the vertical axis 313 and increases in thickness (eg, the amount it extends outwardly) in the direction of the height 321 as the rib gets closer to the interface between the horizontal segment 306 and the vertical segment 304 .

[0040] In alternative embodiments of surge attenuator 300, other arrangements of plurality of ribs 324 and 326 are possible, including but not limited to the presence or absence of ribs, and the number of ribs. Additional embodiments may include variations in the spatial positioning of the ribs, such as how much space the ribs are separated from one another, the positioning of the ribs relative to one another on opposing faces of vertical segment 304, and the thickness and uniformity of the ribs. Additionally, in some embodiments, the ribs may not extend all the way to the outer edges of the vertical and horizontal segments (e.g., with the ribs being located at the edges of the vertical and horizontal segments). Figure 3A As mentioned above, Figure 3B 3 shows a front view of the surge attenuator 300 in a plane formed by the vertical axis 313 and the transverse axis 309. Figure 3BAs shown, the central aperture 316 extends to and is included in the vertical section 304, which is visible as an extension in the direction of the vertical axis 313 (e.g., in the direction of the horizontal axis 311) of the horizontal portion of the central aperture 316 included in the horizontal section 410. The vertical extension of the central aperture 316 is centered within the central portion 322 of the vertical section 304 in the direction of the transverse axis 309.

[0041] Figure 3C A side view of an outer edge 318 of a vertical segment 304 is shown, which includes a planar surface 338 in a plane formed by a vertical axis 313 and a horizontal axis 311. Planar surface 337 is widest at the intersection of the vertical segment 304 and the horizontal segment 306 in the direction of both the vertical axis 313 and the horizontal axis 306. For example, the width of planar surface 338 increases along the vertical axis 313 from the first edge 308 toward the second edge 312 (such as Figure 3B The planar surface 338 also extends in the direction of the horizontal axis 311 and increases in this direction as the surface approaches the interface between the horizontal segment 306 and the vertical segment 304.

[0042] Figure 4 A surge attenuator 400 (such as FIG. 2A to FIG. 2B 2 is a schematic side view of a second embodiment of a surge attenuator 202 shown in FIG. 1 , which includes a vertical section 402, a horizontal section 404, and a hinge element 406 coupling the vertical section 402 to the horizontal section 404. The vertical section 402 and the horizontal section 403 may be connected to FIG. 3A to FIG. 3C The vertical and horizontal sections of the surge attenuator 300 depicted in FIG. 4 are the same or similar, but have an articulated interface between the vertical and horizontal sections rather than a rigid interface. Axis system 401 depicts horizontal direction 403 and vertical direction 405 for reference. In one example, hinge element 406 may be a torsion spring, wherein vertical section 402 is connected to a surface (e.g., FIG. 3A to FIG. 3C The attachment surface 302 shown in FIG. 4 remains fixed, and the horizontal section 404 is adapted to pivot relative to the vertical section 402 in the direction indicated by arrow 408 via a hinge element 406 .

[0043] Figure 5A and Figure 5B A surge attenuator 502 (which may be FIG. 2A to FIG. 2B 2) is positioned in a fuel tank 504 and is attached via a plurality of attachment surfaces 506 (which may be similar to FIG. 2A to FIG. 2B Attachment surface 203 shown in FIG. 5 ) is coupled to an inner top surface 508 of fuel tank 504 (such as, FIG. 2A to FIG. 2B506). The axis system 501 depicts the horizontal direction 503 and the vertical direction 505 for reference. The surge attenuator 502 includes a horizontal section 509, which includes a base 508 and a set of legs (e.g., cylinders or protrusions) 510 extending outward (vertically upward in the vertical direction 505) from the top surface of the base 508. The base of the horizontal section 509 is arranged parallel to the attachment surface 506 and perpendicular to the vertical section 511. The vertical section 511 is arranged between the base 508 and the attachment surface 506. The vertical section 511 includes a set of cylinders 512.

[0044] like Figure 5A and Figure 5B As shown, the set of cylinders 512 are attached to the attachment surface 506 at the first end 514, and the second end 516 of the cylinder 512 includes an opening. In this way, the cylinder 512 can be a relatively hollow cylinder. The legs 510 extend from the top surface 522 of the base 508 at the first end 518. At the second end 520, the legs 510 are surrounded by the second end 516 of the cylinder 512. The horizontal section 509 (including the legs 510) is adapted to move vertically (e.g., slide) in the vertical direction 505 through the opening of the second end 516 of the cylinder 512 and within the cylinder 512, as indicated by arrow 524.

[0045] Figure 5A An example of a surge attenuator 502 including a horizontal section 509 is shown, wherein the set of legs 510 is adapted to slide within the set of cylinders 512, and the cylinders 512 include pressurized air 526 connected to the second ends 520 of the legs 510. In this way, the pressurized air 526 within the cylinders 512 can act as a resistance element and control the movement of the legs 510 within the cylinders 512. In the second example, Figure 5B Surge attenuator 502 is shown, which similarly includes horizontal section 509, wherein leg 510 is adapted to slide within cylinder 512, and cylinder 512 may include a spring element (such as a spring) 528 connected to the second end 520 of leg 510. In this way, spring element 528 inside cylinder 512 can act as a resistance element and control the movement of leg 510 within cylinder 512.

[0046] A surge attenuator (such as a FIG. 3A to FIG. 3C Surge attenuator 300, Figure 4 The surge attenuator 400 and FIG. 5A to FIG. 5B Other embodiments of the surge attenuator 502 include different geometric arrangements of horizontal and vertical sections, such as Figure 7. For example, in one embodiment, as shown at 702, vertical section 707 is aligned in vertical direction 705, as given in axis system 701, and horizontal section 704 of the surge attenuator can be planar (e.g., flat) in horizontal direction 703 given by axis system 701. In another embodiment, as shown at 706, horizontal section 708 of the surge attenuator can be curved in horizontal direction 703, wherein a line tangent to the vertex of the curve of horizontal section 708 is perpendicular to vertical section 707. In some examples, as shown at 710, horizontal section 712 can be planar relative to a first portion of vertical section 707 and angled relative to a second side of horizontal section 713, wherein angle of inclination 714 is less than or equal to 30 degrees. In yet another embodiment, as shown at 716, the entire horizontal section 718 may be planar but angled relative to the horizontal direction 703 and the vertical section 708, with the tilt angle 720 being less than or equal to 30 degrees.

[0047] Fig. 6A and Figure 6B An example fuel tank 600 is shown, which may be Figure 1 The fuel tank 144 or FIG. 2A to FIG. 2B 2. The fuel tank 200 is shown. The fuel tank 600 includes a surge attenuator 602 and a fuel having a fuel surface (e.g., an upper fuel surface or level) 604. An axis system 606 is given for reference and depicts a horizontal direction 612, a vertical direction 608, and a lateral direction 610. The fuel surface 604 represents the height of the fuel in the fuel tank 600 in the vertical direction 608 relative to a bottom surface 614 of the fuel tank 600. The surge attenuator 602 is disposed between the fuel surface 604 and a top surface 616 of the fuel tank 600 and includes an attachment surface 618 that is planar and in coplanar contact with the top surface 616 of the fuel tank 600. The attachment surface 618 is parallel to the top surface 616 in a plane formed by the lateral direction 610 and the horizontal direction 612 and includes a plurality of apertures 620 adapted to couple the attachment surface 618 to the top surface 616 of the fuel tank 600.

[0048] like Fig. 6A and Figure 6B As shown, the vertical section 603 is coupled to an attachment surface 618, which includes a set of cylinders 622 attached to the attachment surface 618 at a first end 623. The set of cylinders 622 are aligned along the lateral direction 610 and arranged perpendicular to the attachment surface 618, the top surface 616, and the bottom surface 614 of the fuel tank 600 in the vertical direction 608. The second end 625 of the cylinder 622 includes an opening, and as such, the cylinder 622 can be a relatively hollow cylinder.

[0049] The horizontal section 605 includes a horizontal surface 630 parallel to a plane formed by the horizontal direction 612 and the lateral direction 610, to which a first end 628 of a set of legs 624 is attached. The set of legs 624 is adapted to slide into a second end 625 of the cylinder 622 at a second end 626 in the vertical direction 608. The cylinder 622 may include pressurized air (such as Figure 5A Pressurized air 526 in) or a spring (such as Figure 5B 624). In this way, the pressurized air or springs within the set of cylinders 622 can act as a resistance element and control the movement of the legs 624 within the cylinders 622. The horizontal section 605 and the legs 624 are adapted to move as a single unit in the vertical direction 608, wherein the distance between the attachment surface 618 and the horizontal surface 630 (described herein as the height of the wave attenuator 602) can be changed by the level of the fuel surface 604 in the vertical direction 608.

[0050] The bottom surface 627 of the horizontal section 605 may be in coplanar contact with the fuel surface 604, and the height 632 (eg, Fig. 6A as shown) and height 650 (as Figure 6B as shown) can be adjusted due to this contact. Fig. 6A An example is shown in which the surge attenuator 602 is positioned closer to the first edge 636 of the fuel surface 604 in the horizontal direction 612 than the second edge 638 of the fuel surface 604. The first edge 636 of the fuel surface 604 has a level 640, where the level can be described as the distance in the vertical direction 608 between the bottom surface 614 of the fuel tank 600 and the fuel surface 604, which is approximately equal to the level 642 of the second edge 638 of the fuel surface 604. The distance 634 in the vertical direction 608 between the bottom surface 627 of the horizontal section 605 and the bottom surface 614 of the fuel tank 600 is also approximately equal to the level 640 of the first edge 636 and the level 642 of the second edge 638 of the fuel surface 704.

[0051] In another example, when the horizontal section 605 including the second set of cylinders 624 slides downwardly in the vertical direction 608 and away from the top surface 616 of the fuel tank 600, the height 632 of the surge attenuator 602 can reach a maximum limit. The maximum height 632 (e.g., the fully extended height) can be determined by the extent to which the horizontal section 605 and the set of legs 624 can slide downwardly, wherein the second ends 626 of the legs 624 remain in contact and surrounded by the second ends 625 of the cylinders 622. Thus, when the levels 640 and 642 are below the distance 634 in the vertical direction 208 when the height 632 of the surge attenuator 602 is at the maximum limit, the bottom surface 627 of the horizontal section 605 will no longer be in coplanar contact with the fuel surface 604.

[0052] In another example, Figure 6B The fuel tank 600 in FIG. 604 may include a fuel surface 604 in which a level 644 of a first edge 636 of the fuel surface 604 is greater than a level 646 of a second edge 638 of the fuel surface 604. This may occur in a vehicle such as FIG. 2A to FIG. 2B When a vehicle 201 in the horizontal section 605 experiences a condition that causes wave motion in the fuel tank 600 while navigating terrain. The surge attenuator 602 is positioned closer to the first edge 636 of the fuel surface 604 than the second edge 638 of the fuel surface 604 in the horizontal direction 612. The distance 648 between the bottom surfaces 627 of the horizontal section 605 is approximately equal to the level 644 of the first edge 636 and greater than the level 642 of the second edge 638 of the fuel surface 604. Figure 6B The level 644 of the first edge 636 of the fuel surface 604 may also be greater than Fig. 6A The level 640 of the first edge 636 of the fuel surface 604, and Figure 6B The level 646 of the second edge 638 of the fuel surface 604 may be below Fig. 6A The level 642 of the second edge 638 of the fuel surface 604.

[0053] in addition, Figure 6B The distance 648 between the bottom surface 627 of the horizontal section 605 and the bottom surface 614 of the fuel tank 600 may be greater than Fig. 6A The distance 634 from the bottom surface 627 of the horizontal section 605 in FIG. Fig. 6A The height 650 of the surge attenuator 602 in the vertical direction 608 is less than Figure 6B The height 632 of the surge attenuator in the fuel surface 604 is thus changed by the change in the level of the fuel surface 604 in the vertical direction 608 (such as Figure 6B The level 644 of the first edge 636 of the fuel surface 604 is Fig. 6AThe height of the surge attenuator 602 is adjusted via coplanar contact between the bottom surface 627 of the horizontal section 605 and the fuel surface 604. Fig. 6A In contrast, the greater length of the leg 624 in the vertical direction 608 is inserted into Figure 6B This adjustment of the height of the surge attenuator 602 enables constant coplanar contact and suppression of the amplitude of the fuel slosh waves generated within the fuel tank 600 as long as the fuel surface level is not lower in the vertical direction 608 than the distance between the bottom surface 627 of the horizontal section 605 when the height of the surge attenuator 602 is at a maximum.

[0054] Thus, a surge attenuator positioned in a fuel tank of a vehicle can be used to address the problem of fuel sloshing and associated noise in hybrid vehicles and start-stop vehicles. The surge attenuator can include a baffle system including a top attachment, a vertical section, and a horizontal section, wherein the top attachment includes a plurality of apertures to attach the top attachment to a top surface, i.e., a top plate, of the fuel tank. The top attachment is arranged perpendicular to the vertical section and coupled to a first end of the vertical section, and the second end of the vertical section is coupled to the horizontal section, which is positioned perpendicular to the vertical section and parallel to the top attachment. The vertical section extends across the length of the horizontal section and can include a plurality of apertures of a plurality of cylinders. The horizontal section is vertically positioned above and spaced apart from the bottom surface of the fuel tank, and can be rigidly fitted to the vertical section or coupled via an articulated element or a plurality of cylinders adapted to allow the horizontal section to slide vertically, as regulated by coplanar contact with the fuel surface. The technical effect of a fuel tank surge attenuator having horizontal and vertical sections is to minimize fuel oscillations in both the vertical and horizontal directions by slowing down wave motion, thereby suppressing collisions between the fuel and the inner wall and top plate of the fuel tank. By mitigating fuel sloshing, noise is suppressed and the fatigue life of the fuel tank can also be increased.

[0055] As an embodiment, a baffle system for a fuel tank includes: a horizontal section; a vertical section arranged perpendicular to the horizontal section and including a first end coupled to the horizontal section, the vertical section extending across the length of the horizontal section; and an attachment surface coupled to a second end of the vertical section and including a plurality of apertures suitable for coupling the baffle system to a top surface of the fuel tank. In a first example of the baffle system, the first end of the vertical section is coupled to the top surface of the horizontal section and is centered along a width of the horizontal section, the width being arranged perpendicular to the length, wherein the horizontal section includes a central aperture, and wherein the vertical section extends above and across the central aperture in the length direction. A second example of the baffle system optionally includes the first example, and further includes, wherein the vertical section includes a plurality of apertures extending through a wall of the vertical section. A third example of a baffle system optionally includes one or more of the first and second examples, and further includes, wherein the plurality of pores are arranged at the outer ends of the vertical segment, a first group of pores of the plurality of pores are arranged at the first outer end of the vertical segment and a second group of pores of the plurality of pores are arranged at the second outer end of the vertical segment, the first group of pores being separated from the second group of pores by a central portion of a wall of the vertical segment. A fourth example of a baffle system optionally includes one or more of the first to third examples, and further includes, wherein the first group of pores are stacked above and below each other between the first and second ends of the vertical segment. A fifth example of a baffle system optionally includes one or more of the first to fourth examples, and further includes, a plurality of ribs extending across each of the horizontal and vertical segments and between the horizontal and vertical segments. A sixth example of a baffle system optionally includes one or more of the first to fifth examples, and further includes, wherein the plurality of ribs include a first group of ribs extending from a first surface of the vertical segment to a first surface of the horizontal segment, a second group of ribs extending from a second surface of the vertical segment to a second surface of the horizontal segment, wherein the first surface and the second surface of the vertical segment are arranged on opposite sides of the vertical segment, and the first surface and the second surface of the horizontal segment are portions of the same top surface of the horizontal segment, and the portions are separated from each other by the vertical segment. A seventh example of a baffle system optionally includes one or more of the first to sixth examples, and further includes, wherein each of the plurality of ribs is thickest at a mating interface between the horizontal segment and the vertical segment. An eighth example of a baffle system optionally includes one or more of the first to seventh examples, and further includes, wherein the horizontal segment and the vertical segment are rigidly coupled to each other and formed as a single piece and wherein each of the horizontal segment and the vertical segment is planar.A ninth example of a baffle system optionally includes one or more of the first to eighth examples, and further includes, wherein the first end of the vertical segment is coupled to the horizontal segment via a hinge element, wherein the vertical segment is held fixed via an attachment surface, and wherein the horizontal segment is adapted to pivot relative to the vertical segment via the hinge element. A tenth example of a baffle system optionally includes one or more of the first to ninth examples, and further includes, wherein the vertical segment includes a set of cylinders, and the horizontal segment includes a set of legs extending from a top surface of a base of the horizontal segment, wherein each cylinder in the set of cylinders surrounds one of the legs in the set of legs, and wherein the set of legs is adapted to move vertically within the set of cylinders. An eleventh example of a baffle system optionally includes one or more of the first to tenth examples, and further includes, wherein each cylinder in the set of cylinders includes a spring element connected to each leg in the set of legs. A twelfth example of a baffle system optionally includes one or more of the first to tenth examples, and further includes, wherein each cylinder in the set of cylinders includes pressurized air connected to each leg in the set of legs. A thirteenth example of a baffle system optionally includes one or more of the first to twelfth examples, and further includes, wherein the vertical segment is planar and the horizontal segment is curved, wherein a line tangent to the vertex of the curve of the horizontal segment is perpendicular to the vertical segment. A fourteenth example of a baffle system optionally includes one or more of the first to thirteenth examples, and further includes, wherein a first portion of the horizontal segment is planar and arranged perpendicular to the vertical segment, and wherein a second portion of the horizontal segment is planar and angled relative to the vertical segment.

[0056] As another embodiment, a system includes: a fuel tank including a top surface arranged opposite to a bottom surface; and a baffle system located within the fuel tank, the baffle system including: a vertical section rigidly coupled to the top surface at a first end of the vertical section and arranged perpendicular to the top surface and the bottom surface; a horizontal section coupled to a second end of the vertical section and arranged parallel to the top surface and the bottom surface. In a first example of the system, wherein the vertical section is rigidly coupled to the top surface of the fuel tank via an attachment surface, the attachment surface includes a planar surface and a plurality of legs, the planar surface is arranged parallel to the top surface and is directly coupled to the top surface via a plurality of mounting apertures in the planar surface, and the plurality of legs extend from the planar surface and are directly coupled to side surfaces arranged on either side of the vertical section. A second example of the system optionally includes the first example, and further includes, wherein the baffle system has a baffle height defined by a height of the vertical section, the baffle height being defined perpendicular to the top surface and being defined by arranging the horizontal section within a range of 70% to 90% of the total height of the fuel tank, the total height of the fuel tank being defined from the bottom surface to the top surface. A third example of the system optionally includes one or more of the first and second examples, and further includes, wherein the baffle system has a baffle height perpendicular to the top surface and defined between a bottom of the planar surface of the horizontal section and a first end of the vertical section, wherein the horizontal section includes a plurality of vertical legs extending from the planar surface toward the top surface of the fuel tank, wherein the vertical section includes a plurality of hollow cylinders, wherein each of the plurality of hollow cylinders surrounds one of the plurality of legs, and wherein the plurality of legs are adapted to move vertically within the plurality of cylinders to adjust the baffle height and the distance between the planar surface and the top surface of the fuel tank.

[0057] In yet another embodiment, a vehicle includes: a fuel tank including a top surface and a bottom surface, the top surface being arranged vertically above the bottom surface relative to the ground on which the vehicle is located; and a baffle system located within the fuel tank, the baffle system including: a vertical section having a top end directly coupled to the top surface of the fuel tank via an attachment surface of the baffle system, the vertical section being arranged perpendicular to the top surface and the bottom surface; and a horizontal section coupled to the bottom end of the vertical section, the bottom end being arranged opposite to the top end, and the horizontal section being arranged parallel to the top surface and the bottom surface, the horizontal section being spaced apart from the bottom surface. In a first example of the vehicle, wherein the horizontal section is vertically located above a 50% fill level of the fuel tank, wherein the 50% fill level is located between the top surface and the bottom surface. A second example of the vehicle optionally includes the first example, and further includes, wherein the horizontal section includes a central aperture directly and vertically located below the attachment surface, and wherein the central aperture is at least as wide as the attachment surface including a plurality of holes for fastening the attachment surface to the top surface of the fuel tank.

[0058] Note that the example control and estimation routines included herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in a non-transitory memory and can be implemented by a control system including a controller in combination with various sensors, actuators, and other engine hardware. The specific routines described herein may represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Therefore, the various actions, operations, and / or functions shown can be executed in the sequence shown, executed in parallel, or omitted in some cases. Similarly, the processing order is not necessary to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. One or more of the actions, operations, and / or functions shown may be repeatedly performed according to the specific strategy used. In addition, the described actions, operations, and / or functions may graphically represent the code in the non-transitory memory of a computer-readable storage medium to be programmed into the engine control system, wherein the described actions are implemented by executing instructions in a system including a combination of various engine hardware components and an electronic controller.

[0059] It will be understood that the configurations and routines disclosed herein are exemplary in nature, and these specific embodiments should not be considered in a limiting sense, as many variations are possible. For example, the above-described technology can be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

[0060] The accompanying claims particularly point out certain combinations and subcombinations deemed novel and non-obvious. These claims may refer to "an" element or "a first" element or their equivalent. Such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are deemed to be included in the subject matter of the present disclosure.

Claims

1. A baffle system for a fuel tank, comprising: a horizontal section coupled to the second end of the vertical section and arranged parallel to a top surface and a bottom surface of the fuel tank, the top surface and the bottom surface being disposed oppositely; a vertical section disposed perpendicular to the top and bottom surfaces of the fuel tank and rigidly coupled to the top surface of the fuel tank at a first end of the vertical section, the vertical section extending through the length of the horizontal section; as well as an attachment surface coupled to the first end of the vertical segment and including a plurality of apertures adapted to couple the baffle system to the top surface of the fuel tank; wherein the second end of the vertical segment is coupled to the top surface of the horizontal segment and mounted along a width of the horizontal segment, the width being arranged perpendicular to the length, wherein the horizontal segment includes a central aperture, and wherein the vertical segment extends above and across the central aperture in the direction of the length.

2. The baffle system of claim 1, wherein the vertical segment includes a plurality of pores extending through a wall of the vertical segment, and wherein the plurality of pores are arranged at an outer end of the vertical segment, a first group of pores among the plurality of pores are arranged at a first outer end of the vertical segment and a second group of pores among the plurality of pores are arranged at a second outer end of the vertical segment, the first group of pores being separated from the second group of pores by a central portion of the wall of the vertical segment. 3 . The baffle system of claim 2 , wherein the first set of apertures are stacked on top of each other between the first and second ends of the vertical segment. 4 . The baffle system of claim 1 , further comprising a plurality of ribs extending across each of the horizontal and vertical sections and between the horizontal and vertical sections.

5. The baffle system of claim 1, wherein the horizontal section and the vertical section are rigidly coupled to each other and formed as one piece, and wherein each of the horizontal section and the vertical section is planar.

6. The baffle system of claim 1, wherein the second end of the vertical section is coupled to the horizontal section via a hinge element, wherein the vertical section is held stationary via the attachment surface, and wherein the horizontal section is adapted to pivot relative to the vertical section via the hinge element.

7. The baffle system of claim 1 , wherein the vertical section comprises a set of cylinders, and the horizontal section comprises a set of legs extending from a top surface of a base of the horizontal section, wherein each cylinder of the set of cylinders surrounds one leg of the set of legs, and wherein the set of legs is adapted to move vertically within the set of cylinders.

8. The baffle system of claim 7, wherein each cylinder in the set of cylinders includes one of a spring element and pressurized air, and the one of the spring element and pressurized air is connected to each leg in the set of legs.

9. The baffle system of claim 1, wherein the vertical segment is planar and the horizontal segment is curved, wherein a line tangent to an apex of the curvature of the horizontal segment is perpendicular to the vertical segment.

10. The baffle system of claim 1, wherein a first portion of the horizontal segment is planar and disposed perpendicular to the vertical segment, and wherein a second portion of the horizontal segment is planar and angled relative to the vertical segment.

11. A method comprising: providing a vehicle having a fuel tank, the fuel tank comprising a top surface disposed opposite a bottom surface; as well as Positioning a baffle system within the fuel tank, the baffle system comprising: a vertical section rigidly coupled to the top surface at a first end of the vertical section and arranged perpendicular to the top and bottom surfaces; and a horizontal section coupled to the second end of the vertical section and arranged parallel to the top surface and the bottom surface; wherein the second end of the vertical segment is coupled to the top surface of the horizontal segment and mounted along a width of the horizontal segment, the width being arranged perpendicular to a length of the horizontal segment, wherein the horizontal segment includes a central aperture, and wherein the vertical segment extends above and across the central aperture in a direction of the length.

12. The method of claim 11, wherein the vertical section is rigidly coupled to the top surface of the fuel tank via an attachment surface, the attachment surface comprising a planar surface and a plurality of legs, the planar surface being arranged parallel to the top surface and being directly coupled to the top surface via a plurality of mounting apertures in the planar surface, the plurality of legs extending from the planar surface and being directly coupled to side surfaces arranged on either side of the vertical section.

13. The method of claim 11, wherein the baffle system has a baffle height defined by the height of the vertical section, the baffle height being defined perpendicular to the top surface, and the baffle height being defined by an amount by which the horizontal section is arranged within a range of 70% to 90% of a total height of the fuel tank, the total height of the fuel tank being defined from the bottom surface to the top surface.

14. The method of claim 11, wherein the baffle system has a baffle height, the baffle height being defined perpendicular to the top surface and being defined between a bottom of the planar surface of the horizontal section and the first end of the vertical section, wherein the horizontal section includes a plurality of vertical legs extending from the planar surface toward the top surface of the fuel tank, wherein the vertical section includes a plurality of hollow cylinders, wherein each of the plurality of hollow cylinders surrounds one of the plurality of legs, and wherein the plurality of legs are adapted to move vertically within the plurality of cylinders to adjust the baffle height and the distance between the planar surface and the top surface of the fuel tank.

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