Apparatus for purifying fuel vapour in a fuel system

Abstract

The present invention provides a device for purifying fuel vapor in a fuel system. The device increases the amount of fuel vapor desorbed from a carbon canister during engine drive, thereby preventing fuel vapor adsorbed to the carbon canister from being discharged to the atmosphere.

Description

TECHNICAL FIELD

[0001] The present application relates to an apparatus for purifying fuel vapor in a fuel system, and more particularly, to an apparatus for purifying fuel vapor in a fuel system, which increases the amount of fuel vapor desorbed from a carbon canister. BACKGROUND

[0002] Generally, fuel vapor containing fuel components such as hydrocarbons (HC) is generated in a fuel tank of a vehicle due to evaporation of fuel in the fuel tank. In order to prevent the atmosphere from being contaminated by the fuel vapor generated in the fuel tank, the vehicle is provided with a carbon canister configured to collect the fuel vapor from the fuel tank.

[0003] The carbon canister has a housing or a tank filled with adsorptive material capable of adsorbing the fuel vapor removed from the fuel tank. Activated carbon is widely used as the adsorptive material. The activated carbon functions to adsorb hydrocarbons (HC) and the like, which are fuel components in the fuel vapor introduced into the housing of the carbon canister.

[0004] The carbon canister is configured such that, at the time of engine stop, fuel vapor is adsorbed to the adsorptive material, and, at the time of engine drive, the fuel vapor is desorbed from the adsorptive material by air pressure introduced from the outside (atmosphere) and supplied to the engine intake system together with the air. In other words, adsorption of the fuel vapor in the carbon canister is performed at the time of engine stop, and desorption of the fuel vapor in the carbon canister is performed at the time of engine drive. The operation of desorbing the fuel vapor collected in the carbon canister from the adsorptive material and discharging the fuel vapor to the engine is referred to as a purging operation.

[0005] Reference will be made to Figure 5 The configuration of a typical carbon canister according to the related art will be described in more detail. The carbon canister 1 includes a housing 11 filled with adsorptive material. The housing 11 includes a purge port 12 connected to an engine intake system 2 to transfer fuel vapor to the engine, an inlet port 13 connected to a fuel tank 3 to introduce fuel vapor therein, and an atmosphere port 14 connected to an air filter (i.e., a carbon canister filter) 15 to suck air in the atmosphere therein.

[0006] The internal space of the housing 11 is provided with a partition wall 18 that divides the internal space in the housing 11 into a first space 16 in which the atmosphere port 14 is formed and a second space 17 in which the purge port 12 and the inlet port 13 are formed. Fuel vapor introduced into the carbon canister 11 from the fuel tank 3 through the inlet port 13 is adsorbed to the adsorptive material when passing through the second space 17. Specifically, hydrocarbons, which are fuel components contained in the fuel vapor, are adsorbed to the adsorptive material.

[0007] A purge line connecting the purge port 12 in the carbon can 1 to the engine intake system 2 is provided with a purge control solenoid valve (hereinafter referred to as "PCSV") 19 for controlling the purge operation. The PCSV 19 is a valve configured to be opened at the time of the purge operation during engine drive. Fuel vapor generated in the fuel tank is collected in the carbon can 1 and is purged into the engine intake system 2 and combusted therein when the PCSV 19 is opened.

[0008] When the PCSV 19 is opened, the fuel vapor collected in the carbon can 1 is desorbed from the adsorptive material and is sucked into the engine intake system 2 by the negative pressure in the engine intake system 2. In other words, the fuel vapor is desorbed from the adsorptive material by the negative pressure generated in the engine intake system 2 during engine drive and is purged into the engine intake system 2 through the purge port 12 and then combusted in the engine.

[0009] However, when the temperature of the vehicle increases or the vehicle is idling for a long time, the fuel vapor collected in the carbon can flows from the second space in which the purge port and the inlet port are formed to the first space in which the atmosphere port is formed and is discharged to the atmosphere through the atmosphere port. In addition, when the carbon can is used for a long time, the polymer component in the fuel vapor remains in a state of being adsorbed to the adsorptive material, thereby causing a phenomenon in which the working capacity of the carbon can decreases.

[0010] The above information disclosed in this Background section is only for the purpose of enhancing the understanding of the background of the invention, and therefore, it can contain information that does not form the prior art that is already known in this country to a person of ordinary skill in the art. SUMMARY

[0011] The present application provides an apparatus for purging fuel vapor in a fuel system, which is capable of increasing the amount of fuel vapor desorbed from a carbon can during engine drive, thereby being capable of preventing fuel vapor adsorbed to the carbon can from being discharged to the atmosphere.

[0012] In one aspect, the present application provides an apparatus for purging fuel vapor in a fuel system, the apparatus comprising: a carbon can connected to a fuel tank to collect and store fuel vapor delivered from the fuel tank; a first purge port provided in the carbon can and connected to an engine intake system, the first purge port delivering fuel vapor collected in the carbon can to the engine intake system by virtue of a negative pressure generated in the engine intake system during engine drive; and a second purge port provided in the carbon can and connected to a double jet pump of a fuel pump module disposed in the fuel tank, the second purge port delivering fuel vapor collected in the carbon can to the double jet pump by virtue of a negative pressure generated in the double jet pump during engine drive.

[0013] In an exemplary embodiment, a fuel pump module can include a reservoir cup arranged in a fuel tank to receive fuel in the fuel tank via a dual jet pump, a fuel pump configured to deliver fuel in the reservoir cup to an engine under pressure during engine driving, and to deliver fuel to the dual jet pump, and the dual jet pump configured to generate a negative pressure required to draw fuel in the fuel tank and fuel vapor in a carbon canister using a pressure generated by discharging fuel supplied from the fuel pump.

[0014] In another exemplary embodiment, the dual jet pump can include a first jet pump connected to the fuel pump and configured to draw fuel in the fuel tank and discharge the fuel into the reservoir cup by a negative pressure generated in the first jet pump when fuel is supplied from the fuel pump, and a second jet pump connected to both the carbon canister and the first jet pump and configured to draw fuel vapor in the carbon canister and discharge the fuel vapor into the reservoir cup by a negative pressure generated in the second jet pump when fuel is supplied from the first jet pump.

[0015] In yet another exemplary embodiment, the first jet pump can include a first jet housing including an introduction port connected to the fuel pump to receive fuel from the fuel pump, a first suction port communicating with the fuel tank to introduce fuel outside the reservoir cup therein, and a first port communicating with an internal space of the reservoir cup, and a first nozzle formed in the first jet housing to jet fuel supplied from the fuel pump to the first port.

[0016] In yet another exemplary embodiment, the second jet pump can include a second jet housing having a second communication port connected to the first jet housing to receive fuel from the first jet housing, a second suction port connected to a second purge port of the carbon canister, and a second port communicating with the internal space of the reservoir cup, and a second nozzle formed in the second jet housing to jet fuel supplied from the first jet housing to the second port.

[0017] In yet another exemplary embodiment, the first nozzle can be formed in the first jet housing to be positioned between the introduction port and the first port, and the second nozzle can be formed in the second jet housing to be positioned between the second communication port and the second port. In addition, the first jet housing can include a first communication port formed between the introduction port and the first nozzle, which is connected to the second communication port via a communication line. The first suction port can be formed between the introduction port and the first port to be positioned outside the first nozzle, and the second suction port can be formed between the second communication port and the second port to be positioned outside the second nozzle.

[0018] The carbon can include a housing filled with an adsorptive material capable of adsorbing fuel vapor, a partition wall formed in the housing to divide an internal space of the housing into a first space and a second space, and an atmosphere port formed in a portion of the housing to directly communicate with the second space and introduce air therein. A first purge port can be formed in a portion of the housing to directly communicate with the first space, and a second purge port can be formed in a portion of the housing to face the atmosphere port in a direction in which air flows in the second space. BRIEF DESCRIPTION OF DRAWINGS

[0019] The above and other features of the present application will be described in detail below with reference to exemplary embodiments illustrated in the accompanying drawings, which are given by way of illustration only and thus are non-limiting to the present application, wherein:

[0020] Figure 1 FIG. 1 is a schematic view showing a fuel system to which a device for purifying fuel vapor according to the present application is applied;

[0021] Figure 2 FIG. 2 is a schematic view showing a structure of a fuel pump module provided in a fuel tank according to the present application;

[0022] Figure 3 FIG. 3 is a schematic view showing a double jet pump according to the present application; and Figure 4

[0023] Figure 5 FIG. 4 is a schematic view showing a fuel system to which a conventional device for purifying fuel vapor according to the related art is applied.

[0024] It is to be understood that the attached drawings are not drawn to scale since the emphasis of the drawings is on illustrating the various features of the application in a simplified manner. Specific design features of the application disclosed herein, such as specific dimensions, orientations, locations and shapes will be determined in part by the particular intended application and use environment. In these drawings, like numerals refer to the same or similar components throughout the several views of the drawings. DETAILED DESCRIPTION​

[0025] It should be understood that the terms "vehicle" or "vehicular" or other similar terms used herein generally include motor vehicles such as passenger cars, including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, boats, ships, aircraft, and the like, and include hybrid vehicles, electric vehicles, internal combustion engine vehicles, plug-in hybrid electric vehicles, hydrogen powered vehicles, and other alternative fuel vehicles (e.g., fuel derived from non-petroleum sources).

[0026] While the example embodiments are described as using a plurality of units to perform example processes, it should be understood that the example processes can also be performed by one or more modules. In addition, it should be understood that the term controller / control unit refers to a hardware device that includes a memory and a processor and is specially programmed to perform the processes described herein. The memory is configured to store modules and the processor is specifically configured to execute the modules to perform one or more processes described further below.

[0027] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. As used herein the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0028] The term "about" as used herein is understood as within normal tolerances of the art, for example within 2 standard deviations of the mean. "About" can be understood to be within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the specified value, unless otherwise clear from the context. Unless otherwise clear from the context, all numerical values provided herein are modified by the term "about."

[0029] Reference will now be made in detail to various exemplary embodiments of the application, examples of which are illustrated in the accompanying drawings and described below. While the application will be described in conjunction with the exemplary embodiments, it will be understood that the application is not limited to those exemplary embodiments. On the contrary, the application is intended to cover all alternatives, modifications, equivalents and other embodiments that can be included within the spirit and scope of the application as defined by the appended claims.

[0030] Embodiments of the present application will be described below with reference to the accompanying drawings. In order to facilitate the description of the exemplary embodiments of the present application, details shown in the drawings are schematically shown, and can be different from the actually embodied form. The exemplary embodiments of the present application are intended to increase the amount of fuel vapor in the carbon canister during engine driving, thereby preventing the fuel vapor adsorbed in the carbon canister from being discharged to the atmosphere.

[0031] Accordingly, the fuel vapor collected in the carbon canister is discharged from the carbon canister using the negative pressure generated in the intake system during engine driving, and at the same time, the fuel vapor stored in the carbon canister is discharged from the carbon canister using the injection pump of the fuel pump operated during engine driving. The term "purification" used herein means that the fuel vapor collected in the carbon canister is desorbed from the adsorptive material and discharged to the outside. More specifically, the fuel vapor collected in the carbon canister is purified from the carbon canister to the engine or a storage tank provided in the fuel tank.

[0032] Figure 1 A fuel system to which a device for purifying fuel vapor according to an exemplary embodiment of the present application is applied is shown. As shown in the drawing, the fuel system can include a fuel tank 100 configured to store fuel, a fuel pump module 200 installed at the bottom of the fuel tank 100, and a carbon canister 300 configured to collect and store fuel vapor generated in the fuel tank 100. Figure 1

[0033] The fuel system can be operated to drive the fuel pump module 200 when the engine is driven, and can supply fuel in the fuel tank 100 to the engine by driving the fuel pump module 200. The carbon canister 300 can include a housing 310 filled with adsorptive material capable of adsorbing fuel vapor, an inlet port 311, an atmospheric port 312, and purification ports 315 and 316 formed in the housing 310.

[0034] ​The inlet port 311 can be connected to the fuel tank 100 to introduce fuel vapor thereinto from the fuel tank 100. The fuel vapor introduced into the inlet port 311 can be transported into the housing 310 and can be adsorbed to the adsorptive material. The atmosphere port 312 can be connected to the air filter 314 to introduce air in the atmosphere thereinto through the air filter 314. The air introduced into the atmosphere port 312 can be sucked into the housing 310.

[0035] The carbon canister 300 is configured such that fuel vapor can be adsorbed to the adsorptive material at the time of engine stop, and the fuel vapor adsorbed to the adsorptive material can be desorbed from the adsorptive material by the pressure of the air taken from the outside (atmosphere) and supplied to the engine intake system 430. In other words, adsorption of fuel vapor in the carbon canister 300 can be performed at the time of engine stop, and desorption of fuel vapor in the carbon canister 300 can be performed at the time of engine operation.

[0036] Specifically, the operation of desorbing the fuel vapor collected in the carbon canister 300 from the adsorptive material and discharging the fuel vapor from the carbon canister 300 is referred to as a purge operation. In order to control the purge operation, the connection of the first purge port 315 of the carbon canister 300 to the first purge line 317 of the engine intake system 430 can include a purge control valve 320 configured to control or regulate the flow of fuel vapor. The purge control valve 320 can be opened at the time of the purge operation during engine driving. The fuel vapor can be collected in the carbon canister 300, and when the purge control valve 320 is opened, the fuel vapor can be purged to the engine intake system 430 and combusted therein.

[0037] The atmosphere line 313 connecting the atmosphere port 312 to the air filter 314 can include a carbon canister closing valve 322 configured to control or regulate the flow of air. The line members such as the first purge line 317 and the atmosphere line 313 provide a transport path of fluid (e.g., fuel vapor, air, etc.). The engine intake system 430 can include an intake line 431 to which atmospheric air is introduced; a throttle valve 432 disposed in the intake line 431; and an intake manifold (not shown) arranged downstream of the throttle valve 432. Since the configuration of the engine intake system is known in the art, the description thereof is omitted. The first purge line 317 can be connected to the intake line 432 and can be located and connected to, in particular, between the throttle valve 432 and the intake manifold.

[0038] As Figure 1The first purge port 315 can be connected to the engine intake system 430 via a first purge line 317 to deliver the fuel vapor collected in the housing 310 to the engine intake system 430, and the second purge port 316 can be connected to the fuel pump module 200 via a second purge line 318 to deliver the fuel vapor collected in the housing 310 to the fuel tank 100. The internal space in the housing 310 can be divided into a first space S1 and a second space S2 by a partition wall 319 provided in the housing 310, the first purge port 315 directly communicates with the inlet port 311 through the first space S1, and the second purge port 316 directly communicates with the atmosphere port 312 through the second space S2.

[0039] The first purge port 315 can be extended or protruded from the housing 310 to directly communicate with the first space S1, and the atmosphere port 312 can be extended or protruded from the housing 310 to directly communicate with the second space S2. The second purge port 316 can be formed in the housing 310 to face the atmosphere port 312 in the direction of air flowing in the second space S2.

[0040] More specifically, the first purge port 315, the inlet port 311, and the atmosphere port 312 can all be formed in one wall portion (i.e., a first wall portion) of the housing 310, and the second purge port 316 can be formed in another wall portion (i.e., a second wall portion) opposite to the first wall portion. The first wall portion of the housing 310 is the wall portion integrally connected to the partition wall 319, and the second wall portion of the housing 310 is the wall portion away from the partition wall 319. Based on the direction of air flow introduced into the housing 310 through the atmosphere port 312, the second purge port 316 is located downstream of the atmosphere port 312 and upstream of the first purge port 315.

[0041] Therefore, during the purging operation, the air introduced into the housing 310 through the atmosphere port 312 flows to the second purge port 316 in the second space S2, and then flows to the first purge port 315 in the first space S1 through the space between the free end of the partition wall 319 and the second wall portion of the housing 310. The fuel vapor collected in the housing 310 can be discharged to the outside of the housing 310 through the first purge port 315 and the second purge port 316 in combination with the air flow. The fuel vapor collected in the carbon canister 300 can be discharged to the engine intake system 430 through the first purge port 315. The fuel vapor collected in the carbon canister 300 can be delivered to the engine intake system 430 by the negative pressure generated in the engine intake system 430 during engine driving.

[0042] In addition, the fuel vapor collected in the carbon canister 300 is discharged to the fuel pump module 200 through the second purge port 316. Referring to Figure 2The fuel vapor collected in the carbon canister 300 can be delivered to the dual jet pump 230 by suction (i.e., negative pressure) generated in the dual jet pump 230 of the fuel pump module 200 during engine drive. In other words, the fuel vapor in the carbon canister 300 can be delivered to the engine intake system 430 through the first purge port 315 and, at the same time, can be delivered to the fuel tank 100 through the second purge port 316 during engine drive.

[0043] Figure 2 is a schematic view illustrating a structure of a fuel pump module provided in a fuel tank. Referring to Figure 1 and Figure 2 The fuel pump module 200 can include a reservoir cup 210 arranged in the fuel tank 100 to continuously receive fuel in the fuel tank 100, a fuel pump 220 configured to deliver the fuel in the reservoir cup 210 to the engine under pressure during engine drive and to the dual jet pump 230, and a dual jet pump 230 configured to generate suction (i.e., negative pressure) required to draw fuel in the fuel tank 100 and fuel vapor in the carbon canister 300 by discharge pressure of the fuel supplied from the fuel pump 220.

[0044] The fuel pump 220 arranged in the reservoir cup 210 can draw the fuel in the reservoir cup 210 and supply the fuel to the engine 400. Specifically, most (e.g., majority) of the fuel discharged from the fuel pump 220 can be supplied to the engine 400 through the main filter 410, and a portion (e.g., remaining amount) of the fuel discharged from the fuel pump 220 can be supplied to the dual jet pump 230. Accordingly, the fuel pump 220 can include a first discharge port 221 connected to the main filter 410 and a second discharge port 222 connected to the dual jet pump 230.

[0045] The portion of the fuel supplied to the main filter 410 can be recovered into the reservoir cup 210 through the pressure regulator 420. The pressure regulator 420 can be configured to regulate the pressure of the fuel recovered into the reservoir cup 210. The fuel in the reservoir cup 210 can be drawn into the fuel pump 220 through the pre-filter 234. The dual jet pump 230 can be connected to the second purge port 316 and can be configured to draw the fuel vapor in the carbon canister 300 by suction generated by the fuel supplied from the fuel pump 220 during engine drive.

[0046] In other words, when fuel from the fuel pump 220 is supplied to the dual jet pump 230, fuel vapor in the carbon can 300 can be delivered to the dual jet pump 230 via the second purge port 316 by suction force generated in the dual jet pump 230. The dual jet pump 230 can be connected to the second purge port 316 of the carbon can 300 via the second purge line 318, and the first purge port 315 of the carbon can 300 can be connected to the intake line 431 of the engine intake system 430 via the first purge line 317, and then to the engine 400.

[0047] Referring to Figure 3 and Figure 4 , the dual jet pump 230 can include a first jet pump 231 connected to the fuel pump 220 via the discharge line 223, a second jet pump 235 connected to the carbon can 300 via the second purge line 318, and a communication line 239 connecting a first communication port 232d of the first jet pump 231 to a second communication port 236a of the second jet pump 235. The first jet pump 231 can be connected to the fuel pump 220 via the discharge line 223, and can be configured to draw fuel (i.e., fuel in the fuel tank 100) outside the reservoir cup 210 using suction force (i.e., negative pressure) generated when fuel is supplied from the fuel pump 220, and then discharge the fuel into the reservoir cup 210.

[0048] As shown in Figure 3 , the first jet pump 231 can include a first jet housing 232 and a first nozzle 233 formed in the first jet housing 232. The first jet housing 232 can include an introduction port 232a connected to the second discharge port 222 of the fuel pump 220 via the discharge line 223, a first suction port 232c communicating with the fuel tank 100 to introduce fuel outside the reservoir cup 210 therein, a first port 232b communicating with an internal space of the reservoir cup 210 to discharge fuel discharged from the first nozzle 233 into the reservoir cup 210, and a first communication port 232d connected to the second jet pump 235 via the communication line 239.

[0049] Fuel outside the reservoir cup 210 can be introduced into the first suction port 232c through a check valve 240 provided at the bottom of the reservoir cup 210. The first communication port 232d can be formed between the introduction port 232a and the first nozzle 233, such that a portion of the fuel introduced into the first jet housing 232 through the introduction port 232a can be supplied to the second jet pump 235 via the first communication port 232d before being jetted to the first port 232b through the first nozzle 233.

[0050] The first suction port 232c can be formed between the introduction port 232a and the first port 232b to be disposed outside the first nozzle 233. The first nozzle 233 can be formed in the first injection housing 232 to be disposed between the introduction port 232a and the first port 232b, and can be configured to inject the fuel introduced through the introduction port 232a toward the first port 232b at a high pressure.

[0051] When the fuel is injected from the first nozzle 233, the fluid in the space around the first nozzle 233 (i.e., the fuel in the first injection housing 232) can be discharged into the internal space of the reservoir cup 210 through the first port 232b. At this time, since a negative pressure is generated in the first injection housing 232, the fuel outside the first injection housing 232 (i.e., the fuel in the fuel tank 100) can be sucked into the first injection housing 232 through the first suction port 232c.

[0052] The fuel sucked into the first injection housing 232 through the first suction port 232c can be delivered to the first port 232b together with the fuel injected through the first nozzle 233, and can be discharged into the internal space of the reservoir cup 210. More specifically, the first nozzle 233 can be disposed upstream of the first port 232b to inject the fuel supplied from the fuel pump 220 toward the first port 232b. At this time, by virtue of the negative pressure generated in the space around the first nozzle 233, the fuel sucked from the fuel tank 100 can be delivered into the reservoir cup 210.

[0053] Reference Figure 4 The second injection pump 235 can be connected to the first injection pump 231 via the communication line 239 so that, when the fuel from the fuel pump 220 is supplied to the first injection pump 231, the fuel can be supplied to the second injection pump 235 through the communication line 239. The second injection pump 235 can be configured to suck the fuel vapor in the carbon canister 300 by a negative pressure generated in the second injection pump 235 and discharge the fuel vapor to the reservoir cup 210 when the fuel is supplied from the first injection pump 231 to the second injection pump 235.

[0054] Specifically, the second injection pump 235 can include a second injection housing 236 and a second nozzle 237 formed in the second injection housing 236. The second injection housing 236 can include a second communication port 236a connected to the first communication port 232d via the communication port 239, a second suction port 236c connected to the second purge port 316 of the carbon canister 300 via the second purge line 318, and a second port 236b communicating with the internal space of the reservoir cup 210 to discharge the fuel discharged from the second nozzle 237 to the reservoir cup 210.

[0055] The second nozzle 237 can be formed in the second injection housing 236 to be located between the second communication port 236a and the second port 236b. Accordingly, the fuel supplied from the first injection housing 232 through the second communication port 236a can be injected toward the second port 236b at a high pressure. When the fuel is injected from the second nozzle 237, the fuel vapor in the carbon can 300 can be sucked into the second injection housing 236 through the second suction port 236c due to the negative pressure generated in the space around the second nozzle 237, i.e., the inner space of the second injection housing 236.

[0056] Specifically, the second suction port 236c can be formed in the second injection housing 236 to be located outside the second nozzle 237 between the second communication port 236a and the second port 236b. The fuel vapor sucked into the second injection housing 236 through the second suction port 236c can be delivered to the second port 236b together with the fuel injected from the second nozzle 237 and discharged to the inner space of the reservoir cup 210. More specifically, the second nozzle 237 can be disposed upstream of the second port 236b to inject the fuel introduced by the first injection pump 231 toward the second port 236b. At this time, the fuel vapor sucked from the carbon can 300 can be delivered to the reservoir cup 210 by virtue of the negative pressure generated in the space around the second nozzle 237.

[0057] The apparatus for purifying fuel vapor in a fuel system configured as described above can purify the fuel vapor in the carbon can 300 to the engine intake system 430 through the first purifying port 315, and can also purify the fuel vapor in the carbon can 300 to the reservoir cup 210 in the fuel tank 100 through the second purifying port 316. Accordingly, during engine driving, the amount of fuel vapor removed, i.e., the amount of desorption, can be increased, and deterioration of the carbon can 300 can be prevented. Specifically, since the second purifying port 316 is formed to directly communicate with the space portion in which most of the fuel vapor remains in the carbon can 300, deterioration of the carbon can 300 can be advantageously prevented.

[0058] As is apparent from the foregoing description, the apparatus for purifying fuel vapor in a fuel system according to the present application can increase the amount of fuel vapor desorbed from the carbon can during engine driving, thereby being able to prevent fuel vapor adsorbed to the carbon can from being discharged to the atmosphere. In addition, the phenomenon of deterioration of the carbon can due to fuel vapor remaining in the carbon can, i.e., the decrease in the working capacity of the carbon can, can be avoided by reducing the amount of fuel vapor remaining in the carbon can.

[0059] The present application has been described with reference to the example embodiments. However, those skilled in the art will appreciate that changes can be made in these example embodiments without departing from the principles and spirit of the present application, the scope of which is defined in the appended claims and their equivalents.

Claims

1. An apparatus for purifying fuel vapor in a fuel system, comprising: A carbon canister, which is connected to a fuel tank via an inlet port located in the carbon canister, to collect and store fuel vapor delivered from the fuel tank; A first purification port, which is disposed in the carbon canister and connected to the engine intake system, allows fuel vapor collected in the carbon canister to be delivered to the engine intake system by means of the negative pressure generated in the engine intake system during engine operation. and The second purification port, which is located in the carbon canister and connected to the dual injection pump of the fuel pump module arranged in the fuel tank, allows the fuel vapor collected in the carbon canister to be delivered to the dual injection pump by the negative pressure generated in the dual injection pump during engine operation. The carbon canister includes: The outer shell is filled with an absorbent material that can adsorb fuel vapors; A partition wall, formed within the housing, divides the interior space of the housing into a first space and a second space; and An atmospheric port, formed in a portion of the housing, is provided to communicate directly with the second space and allow air to enter. The first purification port is formed in part of the housing to communicate directly with the first space, and the second purification port is formed in part of the housing to face the atmospheric port in the direction of air flow in the second space. The inlet port is formed in the housing and connected to the fuel tank so that fuel vapor can be introduced from the fuel tank; The first purification port, the inlet port, and the atmospheric port are all formed in the first wall portion of the housing; The second purification port is formed on the second wall portion opposite to the first wall portion.

2. The apparatus for purifying fuel vapor in a fuel system according to claim 1, wherein, The fuel pump module includes: A storage cup, which is arranged in the fuel tank, is used to receive fuel from the fuel tank via a dual injection pump; A fuel pump configured to: deliver fuel from a reservoir to the engine under pressure during engine operation, and to deliver fuel to a dual-injection pump; and The dual injection pump is configured to generate the negative pressure required to draw fuel from the fuel tank and fuel vapor from the carbon canister by utilizing the pressure generated by discharging fuel supplied from the fuel pump.

3. The apparatus for purifying fuel vapor in a fuel system according to claim 2, wherein, The dual-jet pump includes: A first injection pump, connected to the fuel pump, is configured to draw fuel from the fuel tank and discharge it into the reservoir cup via a negative pressure generated in the first injection pump when fuel is supplied from the fuel pump; and A second injection pump, which is connected to both the carbon canister and the first injection pump, is configured to draw fuel vapor from the carbon canister and discharge it into the storage tank cup by means of a negative pressure generated in the second injection pump when fuel is supplied from the first injection pump.

4. The apparatus for purifying fuel vapor in a fuel system according to claim 3, wherein, The first jet pump includes: A first injection housing includes an inlet port, a first suction port, and a first port. The inlet port is connected to the fuel pump to receive fuel from the fuel pump. The first suction port communicates with the fuel tank to allow fuel to be introduced from outside the reservoir cup. The first port communicates with the internal space of the reservoir cup. A first nozzle, formed in the first injection housing, is used to inject fuel supplied from the fuel pump into the first port.

5. The apparatus for purifying fuel vapor in a fuel system according to claim 4, wherein, The second jet pump includes: A second injection housing has a second communication port, a second intake port, and a second port. The second communication port is connected to the first injection housing to receive fuel from the first injection housing. The second intake port is connected to the second purification port of the carbon canister. The second port communicates with the internal space of the storage tank cup. A second nozzle, formed in the second injection housing, is used to inject fuel supplied from the first injection housing into the second port.

6. The apparatus for purifying fuel vapor in a fuel system according to claim 4, wherein, The first nozzle is formed in the first injection housing between the inlet port and the first port.

7. The apparatus for purifying fuel vapor in a fuel system according to claim 5, wherein, The second nozzle is formed in the second injection housing between the second communication port and the second port.

8. The apparatus for purifying fuel vapor in a fuel system according to claim 5, wherein, The first injection housing includes a first communication port formed between the inlet port and the first nozzle, the first communication port being connected to a second communication port via a communication conduit.

9. The apparatus for purifying fuel vapor in a fuel system according to claim 4, wherein, The first suction port is formed between the inlet port and the first port and is located outside the first nozzle.

10. The apparatus for purifying fuel vapor in a fuel system according to claim 5, wherein, The second suction port is formed between the second connecting port and the second port and is located outside the second nozzle.

11. The apparatus for purifying fuel vapor in a fuel system according to claim 5, wherein, The second injection housing is configured such that when fuel is injected from the second nozzle, the negative pressure generated in the second injection housing draws in the fuel vapor in the carbon canister, and the fuel vapor drawn in from the second injection housing is discharged into the internal space of the storage tank cup together with the fuel injected from the second nozzle.

12. The apparatus for purifying fuel vapor in a fuel system according to claim 4, wherein, The first injection housing is configured such that when fuel is injected from the first nozzle, the negative pressure generated in the first injection housing draws fuel from the fuel tank, and the fuel drawn into the first injection housing is discharged into the internal space of the storage tank cup together with the fuel injected from the first nozzle.

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