System and method for self-inhibiting injectors for intake systems

Abstract

This invention relates to systems and methods for self-disabling injectors for intake systems. Methods and systems for self-disabling injectors for intake systems and evaporative emission systems are provided. In one example, the injector includes an outlet at an inlet flow port coupled to an intake passage upstream of a compressor, an outlet port coupled to an external protrusion arranged on an adjacent intake passage in connection with the inlet flow port, a constriction disposed between the outlet and the outlet port, and first and second inlets located on either side of the constriction. If the outlet becomes disconnected from the inlet flow port, the outlet port disconnects from the external protrusion, thereby disabling the vacuum-generating capability of the injector.

Description

Technical Field

[0001] The present invention generally relates to methods and systems for self-disabling ejectors for air induction and evaporative emission systems of vehicles. Background Technology

[0002] Vehicles may be equipped with evaporative emission systems, such as onboard fuel vapor recovery systems. Such systems capture and prevent the release of vaporized hydrocarbons into the atmosphere, such as fuel vapors generated in the vehicle's fuel tank during refueling. Specifically, vaporized hydrocarbons (HC) are stored in a fuel vapor canister containing an adsorbent that adsorbs and stores the vapors. At a later time, when the engine is running, the evaporative emission control system allows the vapors to be purged into the engine intake manifold for use as fuel. The fuel vapor recovery system may include one or more check valves, injectors (or venturi tubes), and / or controller-actuable valves to facilitate the purging of stored vapors under turbocharged or non-turbocharged engine operation. Specifically, injectors may be coupled to the engine's intake system and evaporative emission system to create a vacuum when the engine's intake manifold is pressurized (e.g., due to compressor operation) and to purge fuel vapors from the fuel vapor canister into the intake system. However, if such injectors leak or if one or more hoses or pipes connected to the injectors deteriorate, gases containing fuel vapors may escape into the atmosphere. Therefore, these injectors must either be diagnosable for proper operation (and to prevent fuel vapor leakage into the atmosphere), or the injector nozzles must be located inside the intake system. However, the inventors hereby recognize that positioning the injector nozzles inside the intake system restricts engine packaging and increases costs.

[0003] Some methods diagnose and detect leaks in injector system components adjacent to and / or upstream of the injector inlet. For example, various sensors used in engine systems can detect leaks in hoses, conduits, or piping systems connected to the injector inlet, or at other locations in the injector system upstream of the injector outlet. However, such methods cannot diagnose or detect leaks at the injector outlet or downstream of the injector outlet. For example, hoses or other piping may be used to connect the injector outlet to the engine intake system upstream of the compressor. If such hoses deteriorate or become disconnected from the injector outlet, leaks in the injector system may remain undetected, leading to increased emissions and deterioration during engine operation.

[0004] Other attempts to address injector leak detection and prevent fuel vapor escape into the atmosphere include rigidly mounting the injector to the intake system and / or including one or more shut-off valves in the injector. Euliss et al. illustrate an example method in US 9,243,595. In this method, the injector outlet is either rigidly mounted to the intake system or includes one or more shut-off valves. The injector may also include at least one breakpoint at the injector's constriction or inlet. An injector malfunction at the breakpoint directs leaks away from the outlet to the inlet, where these leaks can be detected without additional sensors or logic.

[0005] However, the inventors have recognized the potential problems with such systems. As an example, if the outlet connection becomes deteriorated or partially disconnected, forcibly installing the outlet into the intake system may not result in a noticeable, detectable leak. Furthermore, including one or more disconnections can be complex to implement, thereby increasing the injector's manufacturing cost and / or still causing fuel vapor to leak into the atmosphere. Summary of the Invention

[0006] In one example, the above problem can be solved by a system comprising: an intake passage for an engine including an inlet flow port and an external protrusion having a closed end, both the inlet flow port and the external protrusion branching off from the same side of the intake passage; and an injector including: a constriction disposed between an outlet adapted to be coupled to the inlet flow port and an evacuation port adapted to be coupled to the protrusion; a first inlet and a second inlet positioned on either side of the constriction. In one example, the first inlet is coupled to the engine's intake manifold, the second inlet is coupled to a fuel vapor canister of an evaporative emission system, and the outlet is coupled to an intake passage upstream of the compressor. During engine operation, if the outlet becomes separated from the inlet flow port, the evacuation port can also become separated from the external protrusion. As a result, the external protrusion will no longer obstruct the flow of gas exiting the injector via the evacuation port, and the gas flowing through the injector (e.g., compressed intake air from the intake manifold) will exit via the evacuation port before passing through the constriction. This disables the vacuum at the contraction point, preventing fuel vapor from being pulled into the injector via the second inlet. As a result, fuel vapor may not escape from the injector through the disconnected outlet. In this way, the injector is self-disabling when disconnected from the intake system, reducing fuel vapor leakage into the atmosphere. Furthermore, by providing a self-disabling injector, expensive valve components and monitoring systems for detecting disconnected injectors are eliminated, reducing the complexity and cost of engine control.

[0007] It should be understood that the above overview is provided to present a simplified version of the selected concepts further described in the detailed embodiments. This is not intended to identify key or essential features of the claimed subject matter, the scope of which is uniquely defined by the appended claims. Furthermore, the claimed subject matter is not limited to embodiments that address any of the shortcomings mentioned above or in any part of this disclosure. Attached Figure Description

[0008] Figure 1A This diagram shows the vehicle's fuel vapor recovery system, in which a dual-path injector system is connected to the air induction system (AIS).

[0009] Figure 1B A schematic diagram showing the injector system disconnected from the intake system (AIS).

[0010] Figure 2A An external front view of a first embodiment of a dual-path injector system is shown.

[0011] Figure 2B A cross-sectional view of the interior of a first embodiment of a dual-path injector system is shown.

[0012] Figure 3 This shows a flowchart of the operation of the dual-path injector system. Detailed Implementation

[0013] The following description relates to diagnostics of engine systems, such as Figure 1A The exemplary vehicle system shown includes a system and method for leaking in a dual-path purging system of the injector, and a system and method for inhibiting evaporative emissions from the engine and fuel vapor flow through the injector when the injector becomes disconnected from the engine's intake system. As described above, leaks can be diagnosed and detected at the injector inlet or in system components upstream, such as leaks caused by injector stress and / or leaks caused by deterioration of injector system components such as hoses or pipes. To diagnose and perform mitigation actions in response to leaks present downstream of the injector outlet, such as leaks between the injector and the intake system (AIS), a self-disabling injector system can be directly latched to the AIS and configured to disconnect in the event of port damage or injector disconnection. The injector includes an internal constriction, such as a venturi nozzle, and a large port before the venturi nozzle, such as... Figures 2A to 2B As shown, and suitable for connection to AIS at the outlet downstream of the venturi nozzle. (As indicated) Figure 1B As shown and as in Figure 3The method described herein states that if the injector system is disabled, the boosted air from the engine will escape from the system via the exhaust port in the injector, and the vacuum formation at the venturi nozzle will be reduced or stopped, thereby preventing fuel vapor from entering the atmosphere via the injector and enabling the detection of malfunctions in the injection system.

[0014] Now turn to the attached diagram. Figures 1A to 1B A schematic diagram of vehicle system 100 is shown. Specifically, Figure 1A A more detailed view of the vehicle system 100 is shown, in which the injector 140 is connected to the intake system 173. Figure 1B An enlarged view of the injector 140 and the intake system 173 is shown, wherein the injector 140 is disconnected from a portion of the intake system 173 arranged upstream of the compressor 126. Figure 1A As shown, vehicle system 100 includes engine system 102 coupled to fuel vapor recovery system (evaporative emission control system) 154 and fuel system 106. Engine system 102 may include engine 112 having multiple cylinders 108. Engine 112 includes engine intake device 23 and engine exhaust device 25. Engine intake device 23 includes throttle valve 114 fluidly coupled to engine intake manifold 116 via intake passage 118. Air filter 174 is located upstream of throttle valve 114 in intake passage 118. Engine exhaust device 25 includes exhaust manifold 120 leading to exhaust passage 122, which delivers exhaust gas to the atmosphere. Engine exhaust device 122 may include one or more emission control devices 124 which may be mounted in a tightly coupled position within the exhaust device. One or more emission control devices may include a three-way catalytic converter, lean NOx trap, diesel particulate filter, oxidation catalyst, etc. It should be understood that other components, such as various valves and sensors, may be included in the vehicle system, as further detailed below.

[0015] Throttle 114 may be located in intake duct 118 downstream of compressor 126 and boost air cooler 156 of a supercharger such as turbocharger 50 or supercharger. Compressor 126 of turbocharger 50 may be arranged between air filter 174 and boost air cooler 156 in intake duct 118. Compressor 126 may be at least partially powered by exhaust turbine 54 arranged between exhaust manifold 120 and emission control device 124 in exhaust duct 122. Compressor 126 may be coupled to exhaust turbine 54 via shaft 56. Compressor 126 may be configured to draw intake air into intake system (AIS) 173 at atmospheric pressure and pressurize it to a higher pressure. Using boosted intake air, turbocharged engine operation can be performed.

[0016] The boost pressure can be at least partially controlled by controlling the amount of exhaust gas directed through the exhaust turbine 54. In one example, a larger amount of exhaust gas can be directed through the turbine when a greater boost pressure is required. Alternatively, for example, when a smaller boost pressure is required, some or all of the exhaust gas can be bypassed through a turbine bypass passage controlled by a wastegate (not shown). The boost pressure can be additionally or optionally controlled by controlling the amount of intake air directed through the compressor 126. The controller 166 can regulate the amount of intake air drawn through the compressor 126 by adjusting the position of a compressor bypass valve (not shown). In one example, a smaller amount of intake air can be directed through the compressor bypass passage when a greater boost pressure is required.

[0017] Fuel system 106 may include a fuel tank 128 coupled to fuel pump system 130. Fuel pump system 130 may include one or more pumps for pressurizing fuel delivered to fuel injectors 132 of engine 112. Although only a single fuel injector 132 is shown, additional injectors may be provided for each cylinder. For example, engine 112 may be a direct injection gasoline engine, and additional injectors may be provided for each cylinder. It should be understood that fuel system 106 may be a non-recirculating fuel system, a recirculating fuel system, or various other types of fuel systems. In some examples, the fuel pump may be configured to draw liquid from the bottom of the tank. Vapor generated in fuel system 106 may be conveyed via conduit 134 to fuel vapor recovery system (evaporative emission control system) 154, which will be further described below, before being purged to engine intake manifold 23.

[0018] The fuel vapor recovery system 154 includes a fuel vapor holding device, described herein as a fuel vapor tank 104. Tank 104 may be filled with an adsorbent capable of binding a large amount of vaporized HC. In one example, activated carbon is used as the adsorbent. Tank 104 receives fuel vapor from fuel tank 128 via conduit 134. Although the depicted example shows a single tank, it should be understood that in alternative embodiments, multiple such tanks may be connected together. Tank 104 is in communication with the atmosphere via a vent 136. In some examples, a tank vent valve 172 may be positioned along the vent 136, connecting the fuel vapor tank and the atmosphere, and regulating the flow rate of air and vapor between tank 104 and the atmosphere. However, in other examples, a tank vent valve may not be included. In one example, the operation of the tank vent valve 172 may be regulated by a tank vent solenoid (not shown). For example, the tank vent valve may be opened or closed based on whether the tank is to be purged. In some examples, an evaporation level check monitor (ELCM) (not shown) may be located in vent 136 and configured to control the vent and / or assist in detecting unwanted evaporative emissions. Additionally, in some examples, one or more oxygen sensors may be located in or coupled to tank 104 (e.g., downstream of tank) to provide an estimate of tank load. In other examples, one or more temperature sensors 157 may be coupled to and / or within tank 104. As will be discussed in further detail below, heat is generated (adsorption heat) when fuel vapor is adsorbed by the adsorbent in the tank. Similarly, heat is consumed when fuel vapor is desorbed by the adsorbent in the tank. In this way, the adsorption and desorption of fuel vapor through the tank can be monitored and estimated based on temperature changes within the tank and can be used to estimate tank load.

[0019] The conduit 134 may optionally include a fuel tank isolation valve (not shown). Among other functions, the fuel tank isolation valve allows the fuel vapor canister 104 to be maintained under low pressure or vacuum without increasing the rate of fuel evaporation from the fuel tank (which would otherwise occur if the fuel tank pressure were reduced). The fuel tank 128 can hold a variety of fuel mixtures, including fuels with a range of alcohol concentrations, such as various gasoline-ethanol mixtures, including E10, E85, gasoline, and combinations thereof.

[0020] The fuel vapor recovery system 154 may include a purging system 171. The purging system 171 is coupled to the tank 104 via a conduit 150. The conduit 150 may include a tank purge valve (CPV) 158 disposed therein. Specifically, the CPV 158 regulates the flow of steam along the conduit 150. The amount and rate of steam released by the CPV 158 may be determined by the duty cycle of an associated CPV solenoid (not shown). In one example, the duty cycle of the CPV solenoid may be determined by a controller 166 in response to engine operating conditions, including, for example, the air-fuel ratio. By commanding the CPV to close, the controller may seal the fuel vapor tank to isolate it from the fuel vapor purging system, so that no steam is purged via the fuel vapor purging system. Conversely, by commanding the CPV to open, the controller may cause the fuel vapor purging system to purge steam from the fuel vapor tank.

[0021] Fuel vapor tank 104 operates to store vaporized hydrocarbons (HC) from fuel system 106. Under certain operating conditions, such as during refueling, fuel vapor present in the fuel tank may be removed when liquid is added. The removed air and / or fuel vapor can be transferred from fuel tank 128 to fuel vapor tank 104 and then to the atmosphere through vent 136. In this way, an increased amount of vaporized HC can be stored in fuel vapor tank 104. During subsequent engine operation, the stored vapor can be released back into the incoming air charge via fuel vapor purging system 171.

[0022] The conduit 150 is coupled to the injector 140 in the purging system 141 and includes a second check valve (CV2) 170 disposed therebetween the injector 140 and the CPV 158. The second check valve (CV2) 170 prevents intake air from flowing from the injector into the conduit 150 while allowing air and fuel vapor to flow from the conduit 150 into the injector 140. The CV2 170 may be a vacuum-actuated check valve, for example, which opens in response to a vacuum originating from the injector 140.

[0023] Conduit 151 connects to the intake manifold 23 at a location within conduit 150 between check valve 170 and CPV 158, and at a location downstream of throttle valve 114. For example, conduit 151 can be used to guide fuel vapor from canister 104 to intake manifold 23 using a vacuum generated in intake manifold 116 during a purge event. Conduit 151 may include a first check valve (CV1) 153 disposed therein. The first check valve (CV1) 153 prevents intake air from flowing from intake manifold 116 into conduit 150, while allowing fluid and fuel vapor to flow from canister 150 into intake manifold 116 via conduit 151 during a canister purge event. CV1 may be a vacuum-actuated check valve, for example, that opens in response to a vacuum originating from intake manifold 116.

[0024] An outlet port 148 in the intake device 23 is connected to the injector 140 at a first inlet 142 located upstream of the nozzle 204 within the injector 140. The injector 140 includes a second inlet 144 arranged downstream of the nozzle 204, connecting the injector 140 to the duct 150. The injector 140 is connected to the intake device 23 via the outlet port 148 at a location upstream of the throttle valve 114 and downstream of the boost air cooler 156. During boost conditions, compressed air can be directed into the injector 140 via the intake duct 118 downstream of the compressor 126, through the outlet port 148 and the inlet 142, as indicated by arrow 103e.

[0025] The injector 140 may also be coupled to the intake duct 118 upstream of the compressor 126 via a conduit 152. The conduit 152 is directly coupled to the intake system 173 at a first end along the duct 118 between the air filter 174 and the compressor 126. At a second end, the conduit 152 is connected to the outlet 146 of the injector 140. The conduit 152 may be part of the intake duct 118 of the intake system 173 and / or an inlet (e.g., an inlet flow port) into the intake duct 118 of the intake system 173. The outlet (e.g., an outlet port) 146 is positioned perpendicular to the inlet (e.g., an inlet port) 142, parallel to the inlet (e.g., an inlet port) 144, and is a rigid extension on the side of the injector 140 opposite to the inlet 144. The outlet 146 may be coupled (e.g., connected) to the conduit 152 via a fitting, such as a quick-connect fitting. For example, the inner bore of the outlet 146 may include a first quick-connect fitting, such as a recessed quick-connect port. like Figure 1B As shown, a second quick-connect port 176 (e.g., a convex quick-connect port) can be attached to or be part of the second end of the conduit 152, including a mating feature (e.g., a ball bearing) that, when surrounded and positioned within the inner wall of the concave quick-connect fitting coupled to the outlet 146, is adapted to lock the quick-connect port 176 within the concave quick-connect fitting of the outlet 146. In this way, the conduit 152 can be detachably coupled to the outlet 146 of the injector 140. An example of a concave quick-connect fitting is shown in... Figure 2B It is shown in the figure and will be described further below.

[0026] like Figures 1A to 1BAs shown, the injector 140 includes an exhaust port 145 positioned downstream of the inlet 142 and upstream of the nozzle 204, inlet 144, and outlet 146. The exhaust port is parallel to the outlet 146 and, like the outlet 146, is a rigid extension on the same side of the injector 140. An opening of the exhaust port 145 is connected to a first end of a protrusion (e.g., a plug) 143. The protrusion 143 is fixed at its second end to the outer wall of the intake duct 118, on the same side as the duct 152 (inlet flow port), on the same side of the intake duct 118, downstream of and parallel to the duct 152, and upstream of the compressor 126, branching from the AIS. The protrusion 143 is disposed outside the AIS 173 and may be a solid cylinder or closed at its first end, thus preventing the flow of air outside the injector 140 and air inside the injector 140 via the exhaust port 145. For example, such as Figure 2B As shown, a rubber seal or O-ring can be disposed inside the discharge port 145, wherein the O-ring adapts to the insertion of the first end of the protrusion 143 and surrounds and abuts against the outer wall of the protrusion 143 for sealing.

[0027] The ejector 140 includes a housing 168 coupled to inlets 142 and 144, outlet 146, and discharge port 145. In one example, inlets 142 and 144, outlet 146, and discharge port 145 are included only in the ejector 140. The ejector 140 may include various check valves disposed therein. For example, in some examples, the ejector 140 may include check valves positioned adjacent to each inlet and outlet of the ejector 140, such that there is a unidirectional flow of fluid or air at each inlet and outlet. For example, air from an intake duct 118 downstream of the compressor 126 may be directed into the ejector 140 via inlet 142, and may flow through the ejector and exit at outlet 146 and then be directed to the intake duct 118 located upstream of the compressor 126. Due to the Venturi effect at inlet 144, this airflow through the ejector can create a vacuum, which is then provided to duct 150 via inlet 144 during pressurization conditions. Specifically, a low-pressure region is created near the inlet port 144, which can be used to draw purge steam from the tank into the ejector 140.

[0028] Injector 140 includes nozzle 204, which includes an orifice converging in the direction from inlet 142 toward intake 144, such that when air flows through injector 140 in the direction from inlet 142 toward outlet 146, a vacuum is generated at inlet 144 due to the Venturi effect. This vacuum can be used to assist fuel vapor purging during certain conditions, such as during turbocharged engine conditions. In one example, injector 140 is a passive component. That is, injector 140 is designed to provide a vacuum to the fuel vapor purging system via duct 150 to assist purging under various conditions without requiring active control. Therefore, although CPV 158 and throttle 114 can be controlled via controller 166, injector 140, for example, cannot be controlled via controller 166 or by any other active control. In another example, the injector can be actively controlled with variable geometry to adjust the amount of vacuum supplied by the injector to the fuel vapor recovery system via duct 150.

[0029] During selected engine and / or vehicle operating conditions, such as after reaching the emission control ignition temperature (e.g., a threshold temperature reached after preheating from ambient temperature) and while the engine is running, controller 166 can adjust the duty cycle of the canister vent solenoid (not shown) and open or remain open the canister vent valve 172. For example, the canister vent valve 172 may remain open except during vacuum tests performed on the system (described further in detail below). Simultaneously, controller 12 can adjust the duty cycle of the CPV solenoid (not shown) and open CPV 158. The pressure within the fuel vapor purging system 171 then draws fresh air through vent 136, fuel vapor canister 104, and CPV 158, causing fuel vapor to flow into duct 150.

[0030] The operation of injector 140 within fuel vapor purging system 171 during a vacuum condition will now be described. A vacuum condition may include an intake manifold vacuum condition. For example, an intake manifold vacuum condition may exist during engine idling, where the manifold pressure is below atmospheric pressure by a threshold amount. This vacuum in intake system 23 draws fuel vapor from the canister into intake manifold 116 via conduits 150 and 151, as shown by dashed lines 103 and 105. Further, at least a portion of the fuel vapor may flow from conduit 150 into injector 140 via inlet 144 via dashed lines 103, 103a, and 103b. Once in the injector via inlet 144, the fuel vapor can flow through nozzle 204 towards inlet 142. Specifically, the intake manifold vacuum causes fuel vapor to flow through orifice 212. Because the diameter of the region within the nozzle gradually increases in the direction from inlet 144 towards inlet 142, the fuel vapor flowing through the nozzle in this direction diffuses, which increases the pressure of the fuel vapor. After passing through the nozzle, the fuel vapor leaves the injector 140 through the first inlet 142 and flows through the outlet port 148 to the intake duct 118, and then flows to the intake manifold 116, as shown by the dashed line 103b.

[0031] Next, the operation of injector 140 within fuel vapor purging system 171 during boost conditions will be described. Boost conditions may include the conditions under which the compressor operates during this period. For example, boost conditions may include one or more of a high engine load condition and an over-atmospheric intake condition, wherein the intake manifold pressure is greater than atmospheric pressure by a threshold amount. Additionally, boost conditions may include when the boost pressure measured in intake duct 118 downstream of compressor 126 is greater than atmospheric pressure. Therefore, during boost conditions (referred to herein as boosted engine operation), the air pressure in intake duct 118 downstream of compressor 126 is greater than the air pressure in intake duct 118 upstream of compressor 126.

[0032] Fresh air enters the intake duct 118 at air filter 174. During pressurization, compressor 126 pressurizes the air in intake duct 118, making the intake manifold pressure positive. During operation of compressor 126, the pressure in intake duct 118 upstream of compressor 126 is lower than the intake manifold pressure, and this pressure difference causes fluid to flow from intake duct 118 through outlet port 148 and into injector 140 via injector inlet 142, as indicated by arrow 103e. In some examples, this fluid may include a mixture of air and fuel. After the fluid flows into the injector via inlet 142, the fluid flows in a direction from inlet 142 toward outlet 146 through converging orifice 212 in nozzle 204. Because the nozzle diameter gradually decreases in this flow direction, a low-pressure zone is created in the region of orifice 212 adjacent to intake port 144. The pressure in this low-pressure zone may be lower than the pressure in duct 150. When present, this pressure differential provides a vacuum to duct 150 to draw fuel vapor from tank 104, as indicated by dashed lines 103 and 103a. This pressure differential can further cause fuel vapor to flow from the fuel vapor tank through the CPV into inlet 144 of injector 140. Once in the injector, the fuel vapor, along with fluid from the intake manifold, can be drawn out of the injector via outlet 146 and enters the intake manifold 118 upstream of compressor 126, as indicated by dashed lines 103c and 103d. Operation of compressor 126 then draws fluid and fuel vapor from injector 140 into intake manifold 118 and through the compressor. After being compressed by compressor 126, the fluid and fuel vapor flow through booster air cooler 156 for delivery to intake manifold 116 via throttle 114.

[0033] Vehicle system 100 may further include control system 160. Control system 160 is shown receiving information from a plurality of sensors 162 (various examples of sensors described herein) and sending control signals to a plurality of actuators 164 (various examples of actuators described herein). As an example, sensor 162 may include exhaust sensor 125 (located in exhaust manifold 120) and various temperature and / or pressure sensors arranged in intake system 23. For example, pressure or airflow sensor 115 in intake duct 118 downstream of throttle valve 114, pressure or airflow sensor 117 in intake duct 118 between compressor 126 and throttle valve 114, and pressure or airflow sensor 119 in intake duct 118 upstream of compressor 126. In some examples, pressure sensor 119 may include a dedicated air pressure sensor. Other sensors, such as additional pressure, temperature, air / fuel ratio, and composition sensors, may be coupled to various locations within vehicle system 100. As another example, actuator 164 may include fuel injector 132, throttle valve 114, compressor 126, fuel pump of pump system 130, etc. Control system 160 may include electronic controller 166. The controller may receive input data from various sensors, process the input data, and trigger the actuator in response to the processed input data based on instructions or codes programmed therein corresponding to one or more routines.

[0034] Diagnostic tests can be performed periodically on the evaporative emission control system 154 and the fuel system 106 to indicate the presence of unwanted evaporative emissions. In one example, under boost conditions, higher pressure in the intake duct 118 downstream of compressor 126 directs flow via inlet 142 through outlet port 148 into injector 140. Lower pressure at inlet 144 draws fuel vapor from tank 104 through duct 150 and check valve (CV) 170, which combines with air flowing through injector 140 from intake duct 118 and exits injector 140 via outlet 146. The pressure differential within intake duct 118 upstream of sensor 119 can be compared with measurements at sensors 117 and 115 to monitor the function of purge system 171.

[0035] In another example, under boost conditions (e.g., intake manifold pressure exceeding atmospheric pressure by a predetermined threshold), CVV 172 can be commanded to shut off again, and CPV 158 can be commanded to open. By commanding the shutdown of CVV ​​172 and the opening of CPV 158 during boost conditions, evaporative emission control system 154 and fuel system 106 can be vented (as shown via dashed line 103) to determine if unwanted evaporative emissions are present. As discussed above, pressure in the fuel system and evaporative emission control system can be monitored, for example, via pressure sensor 107. If a threshold vacuum (e.g., a negative pressure threshold relative to atmospheric pressure) is reached during the venting of evaporative emission control system 154 and fuel system 106, it indicates that there are no serious unwanted evaporative emissions. Furthermore, if the threshold vacuum is reached, it indicates that injector outlet 146 is not disconnected or substantially stuck closed. However, similar to the diagnostic tests performed on the evaporative emission control system 154 and fuel system 106 under natural aspiration conditions described above, diagnostic tests performed during boost conditions where the threshold vacuum is not reached may fail to distinguish whether the failure to reach the threshold vacuum is due to a stuck closed outlet 146 or due to the presence of severe undesirable evaporative emissions. Therefore, the inventors have developed systems and methods to address these problems.

[0036] In the event that the injector 140 becomes disconnected (e.g., separated) from the AIS 173, such as Figure 1BAs shown, for example, if outlet 146 ruptures or is no longer latched to (e.g., moved away from) conduit 152, the higher pressure upstream of nozzle 204 in injector 140, along with the rigidity of housing 168, outlet 146, and discharge port 145, causes discharge port 145 to push away from and disconnect from protrusion 143. Thus, discharge port 145 is spaced apart from protrusion 143. In this way, the opening in discharge port 145 is no longer sealed, and the higher pressure upstream of nozzle 204 is dissipated by the air exiting through discharge port 145, as indicated by arrow 103f. Flow through nozzle 204 is suspended, and the low-pressure region at inlet 144 of injector 140 returns to ambient pressure, thereby eliminating the vacuum created in injector 140 at inlet 144 and stopping the flow (e.g., introduction) of steam from tank 104 into injector 140 via conduit 150. Once the vacuum is lost, the cessation of steam flow from the tank and into the injector 140 prevents fuel vapor (via the disconnected outlet 146) from being released into the atmosphere. Furthermore, the free flow of air entering inlet 142 from the intake duct 118 and exiting through the disconnected outlet port 145 of the injector 140 results in a pressure loss in the intake duct 118 downstream of the compressor 126, thereby reducing the pressure differential detected by the control system 160 via sensors 119 and 117. In this way, a fault in the purging system 141 (in the form of the disconnected outlet 146 from the duct 152) can be identified.

[0037] Turn now Figures 2A to 2B The image depicts a detailed view of a first embodiment of an injector 200 contained within a rigid housing 201. In one example, the injector 200 may be... Figures 1A to 1B The injector 140 in the middle. Although Figure 2A An external view of the injector 200 is shown, but Figure 2B A cross-sectional view of the injector 200 is shown (showing the interior). (See attached image.) Figures 2A to 2B As shown, the injector 200 includes a first inlet 202 adapted to connect with an intake system (such as an air intake system) disposed downstream of the compressor and in or upstream of the intake manifold. Figures 1A to 1B The ports in the engine intake system of the AIS 173 shown (such as...) Figures 1A to 1B The outlet port 148 is connected and sealed. In one example, such as... Figures 2A to 2B As shown, the first inlet 202 can be sealed within the port in the AIS via an O-ring 204 surrounding the outer surface (circumferentially) of the first inlet 202, as... Figure 2A As shown. During pressurization, pressurized air is drawn from a compressor, such as... Figures 1A to 1BThe compressor 126 flows into the injector 200 via the first inlet 202. The direction of the airflow entering the inlet 202 is indicated by arrow 206a and is parallel to the central airflow passage 203 of the injector 200 (as shown in the image). Figure 2B (As shown). The second inlet 208 of the injector 200 is positioned downstream of and perpendicular to the first inlet 202 (relative to the flow during pressurization). The second inlet 208 may also be fitted with an O-ring 210 surrounding the outer surface of the second inlet 208. In this way, via the O-ring 210 and / or another mating feature of the second inlet 208, the second inlet 208 is adapted to be coupled to a fuel vapor recovery system (such as...). Figure 1A The duct of the fuel vapor recovery system 154 in the middle. Fuel vapor can be drawn from the fuel vapor tank (such as...) Figure 1A When the fuel vapor from the fuel vapor tank 104 flows to the injector 200, the fuel vapor can flow into the second inlet 208 in a direction perpendicular to and toward the flow through the central airflow passage 203 (as shown by arrow 206b).

[0038] The exhaust port 212 of the injector 200 is located downstream of the first inlet 202 and upstream of the second inlet 208. The exhaust port 212 is arranged perpendicular to the first inlet 202 and the central airflow passage 203 and parallel to the second inlet 208. In addition, the exhaust port 212 extends rigidly outward from the central airflow passage 203 on the side of the injector 200 opposite to the second inlet 208, relative to the central passage axis 235 of the central airflow passage 203. Figure 2B An O-ring 214 is depicted disposed within the inner orifice (around the inner surface) of the discharge port 212. The discharge port 212 may be shaped to accommodate a protrusion (such as) extending upstream of the compressor from the outer wall of the AIS. Figures 1A to 1B The protrusion 143 shown is connected. Therefore, the O-ring 214 is adapted to form a sealing contact with the closed end of the AIS protrusion. When the injector 200 is disabled (e.g., the outlet 216 of the injector 200 is disconnected from the AIS upstream of the compressor), the direction of airflow through the exhaust port 212 during boost conditions is indicated by arrow 206c. The airflow through the exhaust port 212 is perpendicular to the airflow through the central airflow passage 203 and parallel to the airflow through the second inlet 208 in the opposite direction. Once the protrusion pops out and the sealing contact between the protrusion and the exhaust port 212 is lost, the pressurized (e.g., boosted) airflow exits through the exhaust port 212.

[0039] The outlet 216 of the injector 200 is located at the downstream end of the injector 200 and, similar to the discharge port 212, is a rigid extension arranged perpendicular to the first inlet 202, parallel to the discharge port 212 and the second inlet 208, and located on the same side of the injector 200 as the discharge port 212 relative to the central channel axis 235. The airflow through the outlet 216, indicated by arrow 206d, is perpendicular to the flow through the central airflow channel 203 and parallel to the flow through the discharge port 212, and has the same flow direction as the discharge port 212. The length 224 of the outlet 216, measured in a direction perpendicular to the central channel axis 235 of the central airflow channel 203, is longer than the length 226 of the discharge port 212. The difference between the lengths 224 and 226, besides the rigid connection between the discharge port 212 and the outlet 216 to the housing 201, causes the outlet 216 to separate from the intake duct or become stuck closed (e.g., as...). Figure 1B (As shown) The disconnection between the discharge port 212 and the protrusion attached to the AIS. However, in an alternative embodiment, the lengths of the discharge port 212 and the outlet 216 may differ. Figure 2B The lengths shown are used. For example, in one example, these lengths may be the same. The lengths of the exhaust port 212 and the outlet 216 may depend on the length of the protrusion on the AIS (suitable for connection with the exhaust port 212). In any case, the length between the outer wall of the AIS (which is connected to the outlet 216 and the exhaust port 212 via the protrusion) and the location where the exhaust port 212 is connected to the central airflow passage 203 may be the same as the length between the outer wall of the AIS and the location where the outlet 216 is connected to the central airflow passage 203. In this way, when the outlet 216 becomes disconnected from the AIS, the exhaust port 212 may also be separated from the protrusion of the AIS.

[0040] The outlet 216 includes a first mating feature, such as a quick-connect fitting, adapted for use via a conduit (such as a tube) within the inner surface of the outlet 216. Figures 1A to 1B The conduit 152) connects outlet 216 to the AIS. For example, as... Figure 1B As shown, the first end of the AIS conduit (which may be referred to as the inlet conduit of the AIS disposed upstream of the compressor and the protrusion) may include a first quick-connect fitting disposed on the outer surface of the AIS conduit, which includes a set of ball bearings, such as Figure 1B The ball bearing 176 in the example. Figure 2BAs seen, the inner surface of outlet 216 may be equipped with a second quick-connect fitting 218, into which the first quick-connect fitting attached to the AIS conduit may engage. The second quick-connect fitting 218 includes an insert 220 that forms an inner cavity within outlet 216, the diameter of which narrows in the direction opposite to the flow through outlet 216 (as indicated by arrow 206d). The insert 220 includes a set of tabs 222, wherein the tip 221 of the tabs 222, for example, the end closest to the central airflow channel 203, may pivot away from or toward the inner wall of outlet 216, while the bottom end 223 of the tabs 222 downstream of the pivotable end is fixed in place. Without any applied pressure, the tip 221 of the tabs 222 is positioned to pivot away from the inner wall of outlet 216. When the first quick-connect fitting attached to the AIS conduit is inserted into the second quick-connect fitting 218, the length of the first quick-connect fitting, measured in a direction perpendicular to the central airflow channel 203, is adapted to slide into the insert 220 until the ball bearing coupled to the first quick-connect fitting passes the tip 221 of the tab 222. As the ball bearing slides past the tab 222 in the opposite direction to the airflow (as indicated by arrow 206d), the width of the ball bearing pushes the pivotable tip 221 of the tab 222 against the inner wall of the outlet 216 until the ball bearing is upstream of the tip 221 of the tab 222, where the pressure from the ball bearing pushing the tip 221 against the inner wall of the outlet 216 is relieved, and as a result, the tip 221 of the tab 222 pivots away from the inner wall of the outlet 216. In this way, the outlet 216 is secured to the conduit and the AIS by the quick-connect fitting therein. To unlock outlet 216 from the first quick-connect fitting, an operator may push the end of insert 220 extending beyond the end of outlet 216 in a direction opposite to the flow direction through outlet 216 (indicated by arrow 206d). Insert 220 engages with the bottom end 223 of tab 222, wherein pressure applied by insert 220 to the bottom end 223 in the aforementioned direction causes the top end 221 of tab 222 to pivot toward the inner wall of outlet 216. In one example, insert 220 may be connected to the bottom end 223 of tab 222 via a hinge element such as a torsion spring. In this way, the pivoting of tab 222 triggered by pushing insert 220 allows the first quick-connect fitting to slide out of outlet 216. In an alternative embodiment, outlet 216 may include a different type of first mating feature adapted to mate and engage with a corresponding second mating feature on the AIS conduit. The first mating feature may be included on the inner surface of the outlet 216 and adapted to mate with a second mating feature disposed on the outer surface of the AIS conduit, such that the first mating feature is adapted to surround and be coupled to the second mating feature.The first and second mating features can be various detachable fasteners suitable for detachably connecting and mating with each other (e.g., having complementary shapes).

[0041] In one embodiment, the quick-connect fitting 218 may further include a valve 228, which may be a ball bearing, having a diameter wider than the top opening 225 of the insert 220 of the quick-connect fitting 218, for example, at the end of the insert 220 closest to the central airflow passage 203. The valve 228 is adapted to open or switch in a position where the diameter of the insert 220 within the quick-connect fitting 218 is wider than the diameter of the valve 228 when air flows through the injector 200 in the directions indicated by arrows 206a and 206d. When no air flows through the injector 200, the valve 228 remains in a closed position, for example, in a position where the diameter of the insert 220 is equal to the diameter of the valve 228.

[0042] In another embodiment, quick-connect fitting 218 may not have valve 228, but may include another type of valve adapted to remain in a closed position unless actuated by airflow. In yet another embodiment, quick-connect fitting 218 may not include a valve, and the internal passage of outlet 216 remains open regardless of airflow.

[0043] A nozzle (also referred to herein as a constriction) 230, for example a Venturi nozzle, is arranged within the central airflow passage 203 of the injector 200, downstream of the discharge port 212 and upstream of the second inlet 208. The upstream end of the nozzle 230 has a first diameter 234 wider than the second diameter 232 of the downstream end of the nozzle 230. The difference between diameter 234 and diameter 232 provides a constriction in the flow through the central airflow passage 203. During pressurization, pressurized air entering the injector 200 through the first inlet 202 and toward the second inlet 208 flows through the constriction provided by the nozzle 230, resulting in a pressure drop in the region downstream of the nozzle 230 adjacent to the second inlet 208. This low-pressure region creates a vacuum at the second inlet 208, thereby drawing air and fuel vapor from a passage coupled to the second inlet 208 into the injector 200, which is coupled to a fuel tank (such as...). Figure 1A (In fuel vapor tank 104). Fuel vapor and pressurized air continue in the directions given by arrows 206a and 206d and exit to AIS through outlet 216.

[0044] In the case where the injector 200 disengages from the AIS at outlet 216 during pressurization, such as Figure 1BAs shown in injector 140, the discharge port 212 is also disconnected from the protrusion on the outer wall of the intake duct attached to the AIS, resulting in pressure dissipation in injector 200 upstream of nozzle 230 and flow loss through nozzle 230. In this way, the formation of a low-pressure region adjacent to the second inlet 208 is reduced and / or stopped, thereby preventing fuel vapor from entering the injector and flowing into the atmosphere (via the disconnected outlet 216).

[0045] In another example, where outlet 216 is blocked, for example, valve 228 is stuck in the closed position, no flow is generated through the injector, inhibiting the formation of a low-pressure region adjacent to the second inlet 208, thereby preventing vacuum formation at the second inlet 208 and the flow of fuel vapor into the injector 200. When the injector 200 is blocked at outlet 216, the lack of pressure difference between the upstream and downstream of the compressor can be detected by sensors positioned along the AIS and engine intake manifold, such as... Figures 1A to 1B Sensors 119, 117, and 115 are included. In this way, faults in the purging system can be identified.

[0046] Figures 1A to 2B Example configurations with the relative positioning of various components are shown. If shown as directly contacting or directly connected to each other, these components may be referred to as directly contacting or directly connected, respectively, in at least one example. Similarly, in at least one example, components shown as adjacent or adjacent to each other may be adjacent or adjacent to each other, respectively. As an example, components in coplanar contact may be referred to as coplanar contact components. As another example, in at least one example, there is only one space between components positioned separately from each other, and no other component can be referred to in this way. As yet another example, components shown as above / below each other, on opposite sides of each other, or to the left / right of each other may be referred to in this way relative to each other. Furthermore, as shown in the figures, in at least one example, the topmost component or the highest point of the component may be referred to as the “top” of the component, while the bottommost component or the lowest point of the component may be referred to as the “bottom” of the component. As used herein, top / bottom, above / below, above / below may be relative to the vertical axis of the figures and are used to describe the positioning of the components in the figures relative to each other. Thus, in one example, an component shown above other components is located vertically above said other components. As yet another example, the shapes of the elements depicted in the figures can be described as having those shapes (e.g., such as ring-shaped, straight, planar, curved, circular, chamfered, angled, etc.). Furthermore, in at least one example, elements shown as intersecting each other can be described as intersecting elements or mutually intersecting. Even further, in one example, an element shown inside or outside another element can be so named.

[0047] Go to Figure 3 This diagram illustrates a flowchart of a method 300 for operating an injector included in an engine system during a boosted state. Specifically, the injector may be injector 200, such as... Figures 2A to 2B As shown. The injector can be positioned between the evaporative emission control system and the intake system (AIS), for example... Figures 1A to 1B The injector 140 shown is used for execution. Figure 3 The instructions for method 300 and the remaining methods included herein can be obtained by the controller based on instructions stored in the controller's memory and in conjunction with those from sensors in the engine system (such as those referenced above). Figure 1A The controller uses signals received by the described sensor to perform the operation. According to the method described below, the controller can employ the engine actuator of the engine system to regulate engine operation. However, a portion of method 300 can also be for passive operation of the injector that occurs during engine operation, but without input from the controller.

[0048] At 302, the method includes operating the engine and causing intake airflow through the AIS passage (e.g., Figures 1A to 1B The air intake duct 118 shown passes through the compressor and enters the intake manifold and engine cylinders. Operating the engine at 302 may include operating the compressor to boost the engine (e.g., the air pressure downstream of the compressor is greater than atmospheric pressure). At 304, the method includes determining whether air flows through the injector and out of the outlet flow port (e.g., Figures 2A to 2B The outlet 216 and / or shown Figures 1A to 1B The outlet 146 shown enters the inlet flow port of the AIS channel (e.g., Figures 1A to 1B (See duct 152 shown). In one example, the method at 304 can be passive (not implemented by the controller), and the flow through the injector can be automatically changed based on whether the injector's outlet port is connected to or disconnected from the inlet flow port of the AIS channel. In another example, the controller can determine whether air is flowing through the injector from sensors positioned along the AIS and engine intake manifold to measure pressure or flow differences. In the absence of air flowing through the injector, such as if the injector outlet is disconnected from the AIS channel, the mating connection, including a first mating feature disposed on the inner surface of the outlet and a second mating feature on the outer surface of the AIS inlet flow port, can disengage (e.g., separate). Thus, the injector outlet can be positioned away from the inlet flow port.

[0049] If the injector outlet is connected to the inlet flow port of the AIS channel, then method 300 continues to Figure 3At 312, the method includes causing pressurized air from the intake manifold to flow through a constriction section arranged inside the injector (e.g., Figure 2B The nozzle 230 shown in the diagram flows out through the injector outlet into the AIS channel, while fuel vapor is introduced from the evaporative emission system into the injector via a vacuum generated at the constriction, and enters the AIS channel via the injector outlet. As explained herein, the flow through the constriction creates a vacuum downstream of the constriction, and the vacuum introduces fuel vapor from the evaporative emission control system into the injector and into the AIS channel via the injector outlet. During the method at 312, the outlet port is connected via a mating connection to the inlet flow port of the AIS channel arranged upstream of the compressor, the mating connection including a first mating feature disposed on the inner surface of the outlet port and a second mating feature disposed on the outer surface of the inlet flow port, the first mating feature being adapted to be detachably coupled to the second mating feature. In one example, at 312, pressurized air is flowed from an intake manifold connected to the AIS channel through a constriction arranged inside the injector via a first inlet of the injector (e.g., via the constriction and outlet port upstream of the constriction and outlet port). Figures 2A to 2B The first inlet 202 shown allows pressurized air to flow from the intake manifold into the injector and introduces fuel vapor from the evaporative emission system into the injector via a second inlet (e.g., via the injector's second inlet located downstream of the constriction and upstream of the outlet port). Figures 2A to 2B The second inlet 208 shown introduces fuel vapor from the evaporative discharge system channel connected to the fuel vapor tank connected to the fuel tank into the injector.

[0050] When the injector outlet is connected to the AIS channel, the discharge port of the injector located upstream of the contraction section is sealed and connected to the closed end protrusion (e.g., Figures 1A to 1B The protrusion 143 shown extends from the outer wall of the AIS passage, upstream of the compressor and downstream of the location where the outlet port is connected to the AIS passage. Therefore, the method proceeds from 312 to 314, where at 314 the method includes preventing the flow of the injector from the discharge port via the protrusion. The method then continues to 316 to continue the current engine operation if the injector is activated (e.g., causing the boost air flow and fuel vapor to continue flowing through the injector and out of the injector via the injector outlet to the AIS passage upstream of the compressor).

[0051] Returning to 304, if the injector outlet is not connected to the AIS channel, the method continues to 306 to separate the injector discharge port, located upstream of the injector's constriction, from the protrusion and move the discharge port away from the protrusion. At 308, the method includes allowing boosted air to flow from the intake manifold into the injector and out through the discharge port without allowing fuel vapor to flow into the injector. Thus, fuel vapor is not drawn from the fuel vapor canister into the injector. Further, when the injector outlet is not connected to the AIS channel, the first mating feature of the outlet and the second mating feature of the inlet flow port are not engaged with each other, and the outlet port is positioned away from the inlet flow port. The method continues to 310, where the method includes detecting the disconnected injector outlet based on one or more pressures of the AIS. For example, the pressure in the AIS at the location where the injector's first inlet is connected to the AIS downstream of the compressor and the pressure in the AIS at the location where the injector's outlet is connected to the AIS upstream of the compressor can be measured by a pressure sensor, and the controller can determine that the injector outlet is disconnected from the AIS in response to a decrease in the difference between these two measured pressures during engine boost. Disabling the injector can trigger the controller to set diagnostic codes, which may include evaporative emission system purge flow performance during boosting. Then, when conditions for performing diagnostics are met, the controller can initiate diagnostics to monitor pressure in the AIS and injector system while purging under boost conditions to determine if the injector is connected and functioning correctly. In another embodiment, once injector disabling is detected at 310, the controller can notify the user (e.g., vehicle operator) that maintenance (e.g., reattachment) or replacement of the injector is required.

[0052] In this way, the injectors connected to the intake system (AIS) and evaporative emission system in the engine can be self-disabling to prevent fuel vapor leakage into the atmosphere when the injector is disconnected from the AIS. As explained above, the injector includes an inlet connected to the engine's intake manifold and an outlet port located upstream of the nozzle or constriction within the central airflow passage of the injector. The outlet port is sealed to a closed end protrusion connected to the outer wall of the AIS upstream of the compressor, which blocks flow through the outlet port. The upstream end of the nozzle is wider in diameter than the downstream end. A second inlet to the injector is located downstream of the narrower end of the nozzle, connected to the evaporative emission system, and the downstreammost part of the injector is the outlet, connected to the AIS upstream of the compressor via a mating fitting. During turbocharged engine operation, if the injector outlet port becomes disengaged from the AIS or jammed shut, the pressurized air flowing into the injector upstream of the constriction will cause the outlet port to push open and separate from the protrusion, and the pressurized air will flow out of the outlet port. When the outlet becomes disconnected from the AIS or blocked, the technical effect of the ejector port pop-out protrusion is to dissipate the flow upstream of the contraction section, preventing the formation of low-pressure areas downstream of the contraction section and adjacent to the inlet connected to the evaporative emission control system. As a result, fuel vapor is not drawn into the injector or discharged into the atmosphere through the disconnected outlet of the injector. Furthermore, this self-disabling design allows the injector to be positioned outside the AIS along with the nozzle, thus avoiding restrictions on engine packaging and the resulting engine costs.

[0053] As one embodiment, a system includes: an intake passage for an engine, including an inlet flow port and an external protrusion having a closed end, the inlet flow port and the external protrusion branching from the same side of the intake passage; an injector including: a constriction disposed between an outlet adapted to be coupled to the inlet flow port and an exhaust port adapted to be coupled to the protrusion; and a first inlet and a second inlet positioned on either side of the constriction. In a first example of the system, the external protrusion is disposed outside the intake passage and coupled to an outer wall of the intake passage. A second example of the system optionally includes the first example and further includes, wherein each of the outlet and exhaust ports is rigid and arranged parallel to each other. A third example of the system optionally includes one or more of the first and second examples and further includes, wherein the first inlet is arranged perpendicular to each of the outlet and exhaust ports, and wherein the second inlet is arranged parallel to each of the outlet and exhaust ports. A fourth example of the system optionally includes one or more of the first to third examples and further includes, wherein the constriction includes a wider end and a narrower constriction end located downstream of the wider end in the injector, and wherein a first inlet is located upstream of the wider end and a second inlet is located downstream of the constriction end. A fifth example of the system optionally includes one or more of the first to fourth examples and further includes, wherein a discharge port is located upstream of the wider end and an outlet is located downstream of the constriction end. A sixth example of the system optionally includes one or more of the first to fifth examples and further includes, wherein the injector includes a central airflow channel, the constriction is arranged in the central airflow channel, a first inlet is arranged at a first end of the central airflow channel and an outlet is arranged at a second end of the central airflow channel, and wherein each of the outlet, the second inlet, and the discharge port branches off from the central airflow channel, wherein the airflow through each of the outlet, the second inlet, and the discharge port is perpendicular to the airflow through the central airflow channel. A seventh example of the system optionally includes one or more of the first to sixth examples and further includes, wherein an O-ring is disposed inside the discharge port and adapted to seal around and abut against the outer wall of an external protrusion. An eighth example of the system optionally includes one or more of the first to seventh examples and further includes, wherein the outlet includes an end connector having an internal mating surface adapted to be detachably engaged with a corresponding external mating surface on an end of an inlet flow port of the intake passage. A ninth example of the system optionally includes one or more of the first to eighth examples and further includes, wherein each of the inlet flow port and the external protrusion is arranged upstream of a compressor disposed in the intake passage, wherein a first inlet is adapted to be coupled to an intake manifold of the engine, and wherein a second inlet is adapted to be coupled to an evaporative discharge passage of a fuel vapor canister coupled to a fuel tank.

[0054] As another embodiment, a method includes: during a first state, when the injector's outlet port is connected to an intake system passage upstream of the compressor, allowing pressurized air to flow from an intake manifold connected to the AIS passage through a constriction disposed inside the injector and exiting through the outlet port into the AIS passage, while a vacuum generated at the constriction introduces fuel vapor from an evaporative exhaust system into the injector and into the AIS passage through the outlet port; and during a second state, when the outlet port is disconnected from the AIS passage upstream of the compressor, allowing pressurized air to flow from the intake manifold into the injector and out of the injector's discharge port disposed upstream of the constriction without allowing fuel vapor to flow into the injector. In a first example of the method, during the first state, the discharge port is sealingly connected to a closed end protrusion extending from the outer wall of the AIS passage, upstream of the compressor and downstream of the location where the outlet port is connected to the AIS passage, and further includes: during the first state, preventing the injector from exiting the injector through the protrusion from the discharge port. A second example of the method optionally includes the first example and further includes: during a second state, separating the discharge port from the protrusion and moving the discharge port away from the protrusion. A third example of the method optionally includes one or more of the first and second examples and further includes, wherein, during the first state, the outlet port is connected via a mating connector to an inlet flow port of an AIS channel disposed upstream of the compressor, the mating connector including a first mating feature disposed on an inner surface of the outlet port and a second mating feature disposed on an outer surface of the inlet flow port, the first mating feature being adapted to be detachably coupled to the second mating feature. A fourth example of the method optionally includes one or more of the first to third examples and further includes, wherein, during the second state, the first and second mating features are not coupled to each other and the outlet port is positioned away from the inlet flow port. A fifth example of the method optionally includes one or more of the first to fourth examples and further includes, wherein, allowing pressurized air from an intake manifold coupled to an AIS channel to flow through a constriction disposed inside the injector includes allowing pressurized air to flow from the intake manifold into the injector via a first inlet of the injector disposed upstream of the constriction and the outlet port, and wherein introducing fuel vapor from the evaporative emission system into the injector includes introducing fuel vapor from an evaporative emission system channel coupled to a fuel vapor canister coupled to a fuel tank into the injector via a second inlet of the injector disposed downstream of the constriction and upstream of the outlet port.

[0055] In another embodiment, a system includes: an intake system including an intake passage coupled to an intake manifold and a compressor disposed in the intake passage upstream of the intake manifold, the intake passage including an intake flow port and an external protrusion having a closed end, both the intake flow port and the external protrusion being disposed upstream of the compressor and extending outward from the intake passage in the same direction; an evaporative emission system including an evaporative emission passage coupled to a fuel vapor canister coupled to a fuel tank; and an injector including: a constriction disposed in a flow passage of the injector; an outlet disposed downstream of the constriction and adapted to connect to the intake flow port; an exhaust port disposed upstream of the constriction and adapted to connect to the external protrusion; a first inlet coupled to the intake manifold and disposed upstream of the constriction; and a second inlet coupled to the evaporative emission passage and disposed downstream of the constriction. In a first example of the system, both the outlet and the exhaust port are rigid, wherein the central channel axes of each of the outlet and the exhaust port are arranged parallel to each other, and wherein each of the outlet and the exhaust port extends outward from the flow passage of the injector toward the intake passage. A second example of the system optionally includes the first example and further includes, wherein an external protrusion is disposed outside the intake passage and extends from the outer wall of the intake passage toward the injector. A third example of the system optionally includes one or more of the first and second examples and further includes, wherein a first inlet is fixedly coupled to an intake manifold, and wherein an outlet is coupled to an intake port via a detachable quick-connect fitting including a first mating feature on the inner surface of the outlet, the first mating feature being detachably coupled around a second mating feature on the outer surface of the intake flow port.

[0056] 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 non-transitory memory and can be executed by a control system including a controller in conjunction with various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, etc. Thus, the various actions, operations, and / or functions shown may be executed in the order shown, in parallel, or in some cases omitted. Similarly, the processing order is not necessarily 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 shown actions, operations, and / or functions can be repeatedly executed according to the specific strategy used. Further, the described actions, operations, and / or functions can be graphically represented as code to be programmed into a non-transitory memory of a computer-readable storage medium in an engine control system, wherein the described actions are executed by executing instructions in a system including various engine hardware components combined with an electronic controller.

[0057] It should be understood that the configurations and routines disclosed herein are exemplary in nature, and these specific embodiments should not be considered limiting, as many variations are possible. For example, the above-described techniques can be applied to V-6, I-4, I-6, V-12, opposed 4-cylinder, and other engine types. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations disclosed herein, as well as other features, functions, and / or characteristics.

[0058] The following claims specifically point to certain combinations and sub-combinations considered novel and non-obvious. These claims may refer to a "one" element or a "first" element or its equivalent. Such claims should be understood to include combinations of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or characteristics may be claimed by amending these claims or by setting new claims in this or related applications. Such claims, whether broader, narrower, equivalent, or different in scope from the original claims, are also considered to be included within the subject matter of this disclosure.

Claims

1. A system for an engine, comprising: The engine's air intake passage includes an inlet flow port and an external protrusion with a closed end, both the inlet flow port and the external protrusion branching from the same side of the air intake passage. and The injector includes: Rigid shell; A contraction section, disposed between the outlet of the injector and the discharge port of the injector, wherein the outlet is adapted to be coupled to the inlet flow port and the discharge port is adapted to be coupled to the external protrusion; and A first inlet and a second inlet, located on different sides of the contraction section. Each of the outlet and the discharge port is rigid and arranged parallel to each other. The first inlet is adapted to be connected to the intake manifold of the engine, and The second inlet is adapted to be connected to an evaporative discharge channel, which is connected to a fuel vapor tank connected to a fuel tank.

2. The system of claim 1, wherein the external protrusion is disposed outside the air intake passage and is coupled to the outer wall of the air intake passage.

3. The system of claim 1, wherein the first inlet is arranged perpendicular to each of the outlet and the discharge port, and wherein the second inlet is arranged parallel to each of the outlet and the discharge port.

4. The system of claim 1, wherein the contraction portion includes a wider end and a narrower contraction end, the narrower contraction end being positioned downstream of the wider end in the ejector, wherein the first inlet is positioned upstream of the wider end and the second inlet is positioned downstream of the contraction end, and wherein the discharge port is positioned upstream of the wider end and the outlet is positioned downstream of the contraction end.

5. The system of claim 1, wherein the injector includes a central airflow channel, the constriction is disposed in the central airflow channel, wherein the first inlet is disposed at a first end of the central airflow channel, and the outlet is disposed at a second end of the central airflow channel, and wherein each of the outlet, the second inlet, and the discharge port branches off from the central airflow channel, wherein the airflow through each of the outlet, the second inlet, and the discharge port is perpendicular to the airflow through the central airflow channel.

6. The system of claim 1, wherein the O-ring is disposed inside the discharge port and is adapted to seal around and against the outer wall of the external protrusion.

7. The system of claim 1, wherein the outlet includes an end connector having an inner mating surface adapted to be detachably engaged with a corresponding outer mating surface on an end of the inlet flow port of the air intake passage.

8. The system of claim 1, wherein each of the inlet flow port and the external protrusion is arranged upstream of the compressor disposed in the intake passage.

9. A method for an engine, comprising: During the first condition, when the injector's outlet port is connected to the intake system passage upstream of the compressor, pressurized air flows from the intake manifold connected to the intake system passage through a constriction section arranged inside the injector and flows out through the outlet port into the intake system passage. At the same time, fuel vapor is introduced into the injector from the evaporative emission system through the vacuum generated at the constriction section and enters the intake system passage through the outlet port. as well as During the second condition, when the outlet port is disconnected from the intake system passage upstream of the compressor, pressurized air flows from the intake manifold into the injector and out of the outlet port of the injector located upstream of the constriction, without allowing fuel vapor to flow into the injector.

10. The method according to claim 9, wherein, During the first state, the discharge port is sealed to a closure protrusion extending from the outer wall of the intake system passage, upstream of the compressor and downstream of the location where the outlet port is connected to the intake system passage, and the method further includes: during the first state, blocking the ejector from flowing out of the discharge port via the protrusion.

11. The method of claim 10, further comprising: During the second state, the discharge port is separated from the protrusion, and the discharge port is moved away from the protrusion.

12. The method according to claim 9, wherein, During the first condition, the outlet port is connected via a mating connector to the inlet flow port of the intake system passage disposed upstream of the compressor. The mating connector includes a first mating feature disposed on the inner surface of the outlet port and a second mating feature disposed on the outer surface of the inlet flow port. The first mating feature is adapted to be detachably coupled to the second mating feature.

13. The method according to claim 12, wherein, During the second state, the first mating feature and the second mating feature are not connected to each other, and the outlet port is positioned away from the inlet flow port.

14. The method of claim 9, wherein causing pressurized air to flow from the intake manifold connected to the intake system passage through the constriction disposed inside the injector comprises: Pressurized air flows from the intake manifold into the injector via a first inlet of the injector located upstream of the constriction and the outlet port, and wherein fuel vapor is introduced into the injector from the evaporative emission system via a second inlet of the injector located downstream of the constriction and upstream of the outlet port, the evaporative emission system passage being connected to a fuel vapor tank connected to a fuel tank.

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