Fuel system for vehicle

Abstract

A fuel system for a vehicle includes a fuel evaporated gas treatment system configured to control fuel evaporated gas generated in a fuel tank, the fuel evaporated gas treatment system comprising: a gas collection chamber configured to store fuel evaporated gas discharged from a carbon canister via an atmospheric pipeline connected to the carbon canister; an outlet of the gas collection chamber connected to a purge pipeline via an intake pipeline, so that the fuel evaporated gas stored in the gas collection chamber flows into the engine via the intake pipeline and the purge pipeline.

Description

Technical Field

[0001] The present disclosure relates to a fuel system for a vehicle, and more particularly, to a fuel system for a vehicle that can eliminate fuel odor generated by exhaust of fuel evaporated gas from a tank of the vehicle. Background Art

[0002] Generally speaking, a fuel system for a vehicle includes: a fuel tank configured to store fuel; a fuel pump module configured to discharge the fuel stored in the fuel tank so as to supply the fuel to an engine; a fuel filter configured to remove impurities from the fuel supplied to the engine; and fuel lines, such as a fuel supply line and a fuel return line, configured to pass fuel therethrough.

[0003] The fuel system further includes a fuel evaporated gas treatment system configured to treat and remove fuel evaporated gas (hydrocarbon gas) generated inside the fuel tank. Figure 1 Schematic diagram showing the configuration of the fuel evaporated gas treatment system. Figure 1 , reference numeral 1 denotes a fuel tank, reference numeral 2 denotes a fuel pump module installed in the fuel tank 1 , and reference numeral 3 denotes a filler neck assembly configured to inject fuel into the fuel tank 1 .

[0004] As shown in the figure, the fuel evaporated gas treatment system includes: a carbon canister 10, configured to adsorb and collect fuel evaporated gas generated inside the fuel tank 1; an air filter 13, configured to remove impurities from the air sucked into the carbon canister 10; a canister shut-off valve (hereinafter referred to as CCV), configured to open and close the pipeline 11 between the carbon canister 10 and the air filter 13, and a purge control solenoid valve (hereinafter referred to as PCSV) 15, configured to open and close the pipeline (purge pipeline) 14 between the carbon canister 10 and the engine intake system 4 or adjust the opening of the pipeline 14.

[0005] Specifically, gas generated due to fuel evaporation, that is, fuel evaporated gas including fuel components such as hydrocarbons (HC), is generated inside the fuel tank 1. Therefore, in order to prevent air pollution caused by the fuel evaporated gas generated inside the fuel tank 1, a canister 10 configured to collect and store the fuel evaporated gas from the fuel tank 1 is installed in the vehicle.

[0006] The canister 10 is formed by filling the interior of a housing with an adsorbent that can adsorb the fuel evaporated gas transmitted from the fuel tank 1, and activated carbon is widely used as the adsorbent. The activated carbon is used to adsorb hydrocarbons (HC), which are fuel components, in the fuel evaporated gas drawn into the housing of the canister 10.

[0007] In the carbon canister 10, when the engine is stopped, the fuel evaporated gas is adsorbed onto the adsorbent. Furthermore, when the engine is running, the fuel evaporated gas adsorbed onto the adsorbent in the carbon canister 10 is desorbed from the adsorbent by the pressure of air drawn in from the outside (atmosphere), and the desorbed gas can be supplied to the engine intake system together with the air.

[0008] The operation of drawing the fuel evaporated gas collected in the carbon canister 10 into the engine is called a purge operation, and the gas drawn into the engine from the carbon canister 10 is called purge gas. This purge gas may be a gas in which fuel components (such as hydrocarbons (HC)) desorbed from the adsorbent of the carbon canister 10 are mixed with air.

[0009] A PCSV 15 for controlling the purge operation is installed on the purge line 14, which is a line for connecting the canister 10 to the engine intake system 4. When the purge operation is performed during engine driving, the PCSV 15 is opened, and fuel evaporated gas generated in the fuel tank 1 is collected in the canister 10, transferred to the engine intake system 4 through the opened PCSV 15 during engine driving, and then combusted in the engine.

[0010] The PCSV 15 is a valve controlled by a controller (not shown), such as an engine control unit (ECU). The controller opens or closes the PCSV 15 (turns the purge operation on and off) according to the vehicle's driving state, or controls the opening degree of the PCSV 15 (i.e., the flow rate of the fuel evaporated gas through the PCSV 15) to control the fuel evaporated gas.

[0011] Typically, the canister 10 includes a housing filled with an adsorbent (e.g., activated carbon). The housing includes a loading port 10a configured to be connected to the fuel tank 1 to draw fuel evaporated gas therein, a purge port 10b configured to be connected to the engine intake system 4 to deliver fuel evaporated gas to the engine, and an atmospheric port 10c configured to be connected to an air filter (canister filter) 13 to draw atmospheric air therein.

[0012] The charge port 10a of the canister 10 is connected to the fuel tank 1 via a charge line 16, and the purge port 10b of the canister 10 is connected to the engine intake system 4 via a purge line 14. An atmosphere line (vent line) 11 connected to an air filter 13 is connected to the atmosphere port 10c of the canister 10.

[0013] A diaphragm (not shown) is formed in the interior space of the housing. The diaphragm is configured to separate the space where the atmosphere port 10c is located from the spaces where the purge port 10b and the loading port 10a are located. Therefore, when fuel evaporated gas introduced from the fuel tank 1 through the loading port 10a passes through the interior space of the housing separated by the diaphragm, hydrocarbons, i.e., fuel components, are adsorbed onto the adsorbent.

[0014] In addition, when the PCSV 15 is opened by the controller during driving of the engine and thus suction pressure (i.e., negative pressure of the engine) is applied from the engine intake system 4 to the internal space of the canister 10 through the purge port 10 b, air is sucked in through the air filter 13 and the atmosphere port 10 c, and gas desorbed from the adsorbed substance by the air is discharged through the purge port 10 b and sucked into the engine intake system 4.

[0015] To perform a purge operation in which fuel components such as hydrocarbons are desorbed from adsorbed matter in canister 10 and then drawn into engine intake system 4 , negative pressure from the engine must be applied to canister 10 through purge line 14 and purge port 10 b.

[0016] However, even when a vehicle is equipped with a fuel evaporated gas treatment system, the odor of the fuel may still permeate the vehicle. Specifically, when the vehicle is stationary, fuel evaporated gas (HC gas) is discharged to the exterior, and the driver or passengers may notice the odor of the fuel. This fuel odor may primarily occur in high-temperature and high-altitude conditions, and the driver or passengers may notice the fuel odor when the vehicle is stationary.

[0017] Under high-temperature conditions, where the outdoor temperature is high, the transfer of engine heat, exhaust heat, and external heat (e.g., ground heat) increases, raising the internal temperature of the fuel tank. However, at high altitudes, vapor pressure decreases. Consequently, the generation of evaporated fuel gas (HC) in the fuel tank increases. When HC generation increases and exceeds the collection capacity of the carbon canister 10, the HC may be discharged to the outside. Consequently, when the vehicle is stopped, the driver or passengers may detect the odor of the HC discharged to the outside (fuel odor).

[0018] Recently, in order to improve the fuel efficiency of vehicles, reducing the number of engine purge operations has become a recent trend. In continuously variable valve lift (CVVL) engines or HEV or PHEV engines, the number of purge operations needs to be reduced due to the reduction of the engine negative pressure area. In addition, in vehicles equipped with turbochargers, the negative pressure of the engine intake system (such as the intake manifold) is relatively low, making it difficult to perform the purge operation of the carbon canister. In such low-purification engines, the generation of fuel evaporated gas is likely to exceed the collection capacity of the carbon canister. Therefore, a technology to address the generation of fuel odor is needed.

[0019] The above information disclosed in this Background section is only for enhancement of understanding of the background of the disclosure and therefore it may 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 of the Invention

[0020] The present disclosure is made to solve the above-mentioned problems associated with the prior art, and an object of the present disclosure is to provide a fuel system for a vehicle that can effectively eliminate fuel odor generated due to fuel evaporated gas being discharged from a carbon canister of the vehicle into the atmosphere.

[0021] In one aspect, the present disclosure provides a fuel system for a vehicle, the fuel system including a fuel evaporated gas treatment system configured to treat and control fuel evaporated gas generated inside a fuel tank, wherein the fuel evaporated gas treatment system includes: a carbon canister configured to allow fuel evaporated gas introduced into the canister from the fuel tank through a loading line to be adsorbed onto an adsorbent so as to be collected in the carbon canister, and to allow the fuel evaporated gas adsorbed on the adsorbent to flow into the engine through a purge line configured to connect the carbon canister to the engine; a purge control solenoid valve arranged in a fuel evaporated gas intake path between the carbon canister and the engine; and a gas collection chamber configured to store fuel evaporated gas discharged from the carbon canister through an atmospheric line connected to the carbon canister, wherein an outlet of the gas collection chamber is connected to a purge line through an intake line, so that the fuel evaporated gas stored in the gas collection chamber can flow to the engine through the intake line and the purge line.

[0022] A three-way valve may be disposed on the atmospheric line, the three-way valve being configured to connect the carbon canister to the air filter and configured to connect a gas discharge line branched from the atmospheric line through the three-way valve to the inlet of the gas collection chamber.

[0023] The air intake line can connect the outlet of the gas collection chamber to the purge line between the carbon canister and the purge control solenoid valve.

[0024] The first check valve is arranged on the gas exhaust line, and the first check valve is configured to allow the fuel evaporated gas that has passed through the three-way valve to flow in a direction toward the gas collection chamber and prevent the fuel evaporated gas from flowing in the opposite direction, and wherein the second check valve is arranged on the intake line, and the second check valve can be configured to allow the fuel evaporated gas discharged from the gas collection chamber to flow in a direction toward the purge line and the engine, and prevent the fuel evaporated gas from flowing in the opposite direction.

[0025] The three-way valve may include: a first port connected to the atmospheric port of the carbon canister through an atmospheric line; a second port connected to the air filter through an atmospheric line; and a third port connected to a gas exhaust line, and wherein the three-way valve may be configured to selectively open one of the internal flow path between the first port and the second port and the internal flow path between the first port and the third port.

[0026] The fuel system may further include: a detector configured to detect environmental information of a location where the vehicle is located and vehicle state information; and a controller configured to control opening and closing operations of the three-way valve based on the environmental information and vehicle state information detected by the detector.

[0027] When it is determined based on the environmental information detected by the detector that the current environment corresponds to high temperature and high altitude conditions that meet predetermined conditions, and when it is determined based on the vehicle status information detected by the detector that the vehicle is in a stopped state, the controller can control the operation of the three-way valve to block the internal flow path of the three-way valve toward the air filter and open the internal flow path of the three-way valve toward the gas collection chamber, so that the fuel evaporated gas discharged from the carbon canister only flows to the gas collection chamber.

[0028] When it is determined that the current environment does not correspond to high temperature and high altitude conditions based on the environmental information detected by the detector, the controller can control the operation of the three-way valve to block the internal flow path of the three-way valve toward the gas collection chamber and open the internal flow path of the three-way valve toward the air filter, so that the fuel evaporated gas discharged from the carbon canister flows to the air filter.

[0029] The detector may include: an outdoor temperature sensor configured to detect the outdoor temperature; and a vehicle speed sensor configured to determine whether the vehicle is in a stopped state, and wherein the predetermined condition is set to a condition that the outdoor temperature detected by the outdoor temperature sensor is higher than or equal to a predetermined temperature, or a condition of a sharp temperature rise in which the rising slope of the outdoor temperature detected by the outdoor temperature sensor is greater than or equal to a predetermined value.

[0030] The detector may include: a fuel pressure sensor configured to detect the internal temperature of the fuel tank; and a vehicle speed sensor configured to determine whether the vehicle is in a stopped state; wherein the controller may determine the internal temperature of the fuel tank corresponding to the internal pressure of the fuel tank using setting information based on the internal pressure of the fuel tank detected by the fuel pressure sensor, and wherein the predetermined condition may be set to: a condition in which the determined internal temperature of the fuel tank is higher than or equal to a predetermined temperature, or a condition in which the rising slope of the determined internal temperature of the fuel tank is greater than or equal to a predetermined value and the temperature rises sharply.

[0031] The intake line is configured to connect the outlet of the gas collection chamber to a purge line between the carbon canister and the purge control solenoid valve, wherein a check valve is provided on the intake line, the check valve being configured to allow the fuel evaporated gas discharged from the gas collection chamber to flow in a direction toward the purge line and the engine and to prevent the fuel evaporated gas from flowing in the opposite direction, and wherein, when it is determined that the vehicle is in a driving state based on detected vehicle state information, the controller can control the flow rate of the fuel evaporated gas passing through the purge control solenoid valve according to the vehicle driving state information so as to selectively open the check valve.

[0032] The vehicle driving state information may include the vehicle load, and wherein, in a high load state where the vehicle load is higher than or equal to a specified level, the controller may reduce the flow rate of the fuel evaporated gas through the purge control solenoid valve to less than or equal to a predetermined value, so that when the check valve is closed, only the fuel evaporated gas collected in the carbon canister is sucked into the engine and purified.

[0033] The vehicle driving state information may include the vehicle load, and wherein, in a low load state in which the vehicle load is below a specified level, the controller may increase the flow rate of the fuel evaporated gas through the purification control solenoid valve to exceed a predetermined value, so that in the open state of the check valve, the fuel evaporated gas collected in the carbon canister and the fuel evaporated gas collected in the gas collection chamber are all sucked into the engine and purified.

[0034] The gas collection chamber may be arranged in the fuel tank.

[0035] The gas collection chamber may be arranged such that at least a portion of the gas collection chamber is inserted into the fuel tank.

[0036] The mounting hole may be formed in the fuel tank, wherein a flange portion protruding from the entire circumference of the upper end of the gas collecting chamber is defined at the upper end of the gas collecting chamber, and wherein the gas collecting chamber is configured to be fixed to the fuel tank through a mounting cover in a state in which a chamber portion of the gas collecting chamber arranged below the flange portion is arranged in the fuel tank through the mounting hole.

[0037] A cylindrical fastening portion protruding toward the outside of the fuel tank can be formed along the edge of the mounting hole of the fuel tank, and wherein, when the flange portion of the gas collection chamber is located on the upper surface of the fastening portion, the mounting cap can be fastened to the fastening portion by threaded engagement so as to surround the flange portion of the gas collection chamber from above.

[0038] Other aspects and embodiments of the disclosure are discussed below.

[0039] The above and other features of the present disclosure are discussed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The above and other features of the present disclosure will now be described in detail with reference to certain exemplary embodiments thereof shown in the accompanying drawings, which are given hereinafter only by way of example and therefore do not limit the present disclosure, wherein:

[0041] Figure 1 is a schematic diagram illustrating a conventional (prior art) fuel boil-off gas treatment system;

[0042] Figure 2 is a schematic diagram illustrating a fuel evaporated gas treatment system for a vehicle according to one embodiment of the present disclosure;

[0043] Figure 3 is a perspective view showing a gas collection chamber installed in a fuel tank of a fuel evaporated gas treatment system according to one embodiment of the present disclosure;

[0044] Figure 4 is a perspective view showing a gas collection chamber in a fuel evaporated gas processing system according to one embodiment of the present disclosure;

[0045] Figure 5 is a cross-sectional perspective view of a gas collection chamber in a fuel evaporated gas treatment system according to one embodiment of the present disclosure;

[0046] Figure 6 is an exploded perspective view showing an assembled structure of a gas collection chamber in a fuel system according to one embodiment of the present disclosure;

[0047] Figure 7 is a block diagram illustrating basic elements of a fuel system according to one embodiment of the present disclosure;

[0048] Figure 8 is a graph showing an example of a sharp increase in temperature when high temperature and high altitude conditions are satisfied according to the present disclosure;

[0049] Figure 9 is a schematic diagram illustrating a state in which fuel evaporated gas is loaded when a vehicle is in a stopped state under high temperature and high altitude conditions in a fuel system according to one embodiment of the present disclosure;

[0050] Figure 10 and Figure 11 is a schematic diagram illustrating a state in which a purge operation is performed when a vehicle is in a traveling state under high temperature and high altitude conditions in a fuel system according to one embodiment of the present disclosure;

[0051] Figure 12 is a graph exemplarily showing a duty cycle control state of a PCSV depending on a vehicle driving condition according to the present disclosure;

[0052] Figure 13 is a schematic diagram illustrating a gas flow state according to one embodiment of the present disclosure, in which the pressure in the fuel tank is released under normal conditions of the fuel system;

[0053] Figure 14 is a cross-sectional view illustrating a gas collection chamber according to one embodiment of the present disclosure, the gas collection chamber being used as a diaphragm in a fuel tank to reduce fuel sloshing noise in a fuel system;

[0054] Figure 15 is a cross-sectional view showing a gas collection chamber used as an auxiliary carbon canister in a fuel system according to another embodiment of the present invention;

[0055] Figure 16 is a schematic diagram illustrating a fuel system according to another embodiment of the present disclosure, the fuel system having a gas collection chamber serving as an auxiliary carbon canister;

[0056] Figure 17 is a cross-sectional view showing a separator according to still another embodiment of the present disclosure, the separator being configured to store liquid fuel that has passed through a valve of a fuel tank; and

[0057] Figure 18 is included Figure 17 Schematic diagram of the fuel system with separator.

[0058] It should be understood that the accompanying drawings are not necessarily drawn to scale, presenting somewhat simplified representations of various features illustrative of the basic principles of the present disclosure. The specific design features of the present disclosure disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes, will be determined in part by the particular intended application and use environment.

[0059] In the drawings, reference numbers refer to the same or equivalent parts of the present disclosure throughout the several figures of the drawing. DETAILED DESCRIPTION

[0060] Hereinafter, reference will be made in detail to various embodiments of the present disclosure, examples of which are shown in the accompanying drawings and described below. Although the present disclosure will be described in conjunction with the exemplary embodiments, it should be understood that this description is not intended to limit the present disclosure to the exemplary embodiments. On the contrary, the present disclosure is intended to cover not only the exemplary embodiments, but also various alternatives, modifications, equivalents and other embodiments, which are all within the spirit and scope of the present disclosure as defined by the appended claims.

[0061] In the following description of the embodiments, it should be understood that when a component is referred to as “comprising” an element, the component may further include other elements, and does not exclude the presence of other elements unless otherwise specified.

[0062] Figure 2 is a schematic diagram illustrating a vehicle fuel system according to one embodiment of the present disclosure. As shown in the figure, the fuel system for a vehicle according to one embodiment of the present disclosure includes a fuel tank 1 configured to store fuel, a fuel pump module 2 configured to discharge the fuel stored in the fuel tank 1 to an engine 6, a fuel filter configured to remove impurities from the fuel supplied to the engine 6, and fuel lines configured to pass fuel therethrough, such as a fuel supply line and a fuel return line. Figure 2 Fuel filter and fuel lines not shown.

[0063] Furthermore, the fuel system for a vehicle according to one embodiment of the present disclosure further includes a fuel evaporated gas treatment system configured to treat and remove fuel evaporated gas (HC gas) generated inside the fuel tank 1. The fuel evaporated gas treatment system has a configuration in which the fuel evaporated gas generated inside the fuel tank 1 is collected in a carbon canister 110 and then transmitted to the engine 6 via a purge control solenoid valve (hereinafter referred to as PCSV) 150 to be combusted, i.e., a configuration for purifying the fuel evaporated gas.

[0064] As shown in the figure, the fuel evaporated gas treatment system includes: a carbon canister 110, which is configured to adsorb and collect fuel evaporated gas generated inside the fuel tank 1; an air filter 130, which is configured to remove foreign matter from the air sucked into the carbon canister 110; and a PCSV 150, which is configured to open and close the purge line 115 between the carbon canister 110 and the engine 6, or adjust the opening degree of the purge line 115.

[0065] The carbon canister 110 is formed by filling the interior of a housing with an adsorbent that can adsorb the fuel evaporated gas transmitted from the fuel tank 1. The adsorbent may be activated carbon. The activated carbon is used to adsorb hydrocarbons (HC), which are fuel components, in the fuel evaporated gas introduced into the housing of the carbon canister 110.

[0066] In the carbon canister 110, the fuel evaporated gas is adsorbed on the adsorbent when the engine 6 is stopped. In addition, in the carbon canister 110, when the engine 6 is running, the fuel evaporated gas adsorbed on the adsorbent is desorbed from the adsorbent by the pressure of air drawn in from the outside (atmosphere), and the desorbed gas can be supplied to the engine intake system together with the air.

[0067] The operation of drawing the fuel evaporated gas collected in the carbon canister 110 into the engine 6 is called a purge operation, and the gas drawn from the carbon canister 110 into the engine 6 is called a purge gas. This purge gas may be a gas in which fuel components such as hydrocarbons (HC) desorbed from the adsorbent of the carbon canister 110 are mixed with air.

[0068] In the carbon canister 110, a purification port 112, a loading port 111 and an atmospheric port 113 are formed on a shell filled with an adsorbent (such as activated carbon), the purification port 112 is configured to be connected to the engine intake system to transmit the fuel evaporated gas to the engine 6, the loading port 111 is configured to be connected to the fuel tank 1 to suck the fuel evaporated gas generated inside the fuel tank 1 into it, and the atmospheric port 113 is configured to be connected to the air filter (carbon canister filter) 130 to suck air from the atmosphere into it.

[0069] A charge port 111 of the canister 110 is connected to the fuel tank 1 via a charge line 114, and a purge port 112 of the canister 110 is connected to the engine 6 via a purge line 115. Furthermore, an atmospheric line 116 connected to the outside atmosphere is connected to the atmospheric port 113 of the canister 110, and an air filter 130 is mounted on the atmospheric line 116. Figure 2 Reference numeral 5 in FIG. 1 denotes a valve installed in the fuel tank 1 , to which the charging line 114 is connected, and the valve may be a general rollover valve 5 .

[0070] The fuel evaporated gas treatment system of the fuel system according to one embodiment of the present disclosure further includes a gas collection chamber 140 configured to separately collect and store fuel evaporated gas (HC gas) exhausted through the atmosphere port 113 of the canister 110 .

[0071] Figure 3 is a perspective view showing a gas collection chamber 140 installed in a fuel tank 1 in a fuel system according to one embodiment of the present disclosure, Figure 4 is a perspective view illustrating a gas collection chamber 140 in a fuel system according to one embodiment of the present disclosure. Figure 5 is a cross-sectional perspective view of the gas collection chamber 140, Figure 6 1 is an exploded perspective view showing the assembled structure of the gas collection chamber 140 and the fuel tank 1 . Figure 6 The state of the gas collecting chamber 140 before assembly is shown, that is, the state in which the gas collecting chamber 140 is separated from the fuel tank 1 .

[0072] As shown in these figures, the gas collection chamber 140 can be installed in the fuel tank 1 so that at least a portion of the gas collection chamber 140 is inserted into the fuel tank 1. To this end, a mounting hole 1a is formed in the upper surface of the fuel tank 1, and the gas collection chamber 140 is inserted into the mounting hole 1a through the mounting hole 1a, thereby being located in the fuel tank 1.

[0073] In the structure for assembling gas collection chamber 140 with fuel tank 1, a cylindrical fastening portion 1b is formed along the edge of mounting hole 1a of fuel tank 1, protruding outward from fuel tank 1. Threads are formed on the outer circumference of fastening portion 1b. A flange portion 140a is formed at the upper end of gas collection chamber 140, protruding radially from the entire circumference.

[0074] Therefore, if Figure 6 As shown, chamber portion 140b of gas collection chamber 140, positioned below flange portion 140a, can be inserted into fuel tank 1 through mounting hole 1a formed within fastening portion 1b. Flange portion 140a of gas collection chamber 140 is captured by the upper end of fastening portion 1b. Furthermore, mounting cap 143 is provided, which is screwed onto the outer circumference of fastening portion 1b within mounting hole 1a of fuel tank 1.

[0075] When assembling gas collection chamber 140, chamber portion 140b provided below flange portion 140a is inserted into fuel tank 1 through mounting hole 1a, and after insertion, flange portion 140a of gas collection chamber 140 is placed on the upper end of fastening portion 1b of fuel tank 1. In this state, mounting cap 143 is fastened to the outer peripheral surface of fastening portion 1b by screw engagement so as to surround flange portion 140a of gas collection chamber 140 from above.

[0076] After the mounting cap 143 is fastened to the outer peripheral surface of the fastening portion 1b by screw engagement, the mounting cap 143 is placed on the upper surface of the flange portion 140a of the gas collection chamber 140, and thus, the gas collection chamber 140 is fixed to the mounting hole 1a and the fastening portion 1b of the fuel tank 1 by the mounting cap 143 (refer to FIG. Figure 3 When the mounting cap 143 is screwed to the outer peripheral surface of the fastening portion 1b, the sealing ring 144 configured to maintain airtightness may be inserted between the lower surface of the flange portion 140a of the gas collection chamber 140 and the upper end of the fastening portion 1b of the fuel tank 1 and compressed.

[0077] The gas collecting chamber 140 may be configured as a cylindrical container having a specified volume, such as Figure 4 and Figure 5 Furthermore, there is a vertical height difference between the upper surface of the gas collecting chamber 140 and the upper surface of the flange portion 140a, and the mounting cap 143 is coupled to the fastening portion 1b of the fuel tank 1 by threaded engagement so that the inner surface of the mounting cap 143 is placed on the upper surface of the flange portion 140a.

[0078] According to the above-described assembly structure, after the mounting cap 143 is rotated in the loosening direction to be separated from the fastening portion 1b of the fuel tank 1, the gas collection chamber 140 can be separated from the fuel tank 1. That is, through the above-described assembly structure, the gas collection chamber 140 can be easily separated from the fuel tank 1, and after the gas collection chamber 140 is separated from the fuel tank 1, the gas collection chamber 140 can be assembled as needed, such as repairing or replacing the gas collection chamber 140.

[0079] The inlet 141 and the outlet 142 are provided on the gas collection chamber 140. The fuel evaporated gas (HC gas) enters the gas collection chamber 140 through the inlet 141 and the fuel evaporated gas is discharged from the gas collection chamber 140 through the outlet 142. The inlet 141 and the outlet 142 may protrude from the upper surface of the gas collection chamber 140, as shown in the figure. Therefore, when the gas collection chamber 140 is located in the fuel tank 1, the inlet 141 and the outlet 142 are exposed to the outside of the fuel tank 1. Figure 3 , it can be confirmed that the gas collection chamber 140 is located inside the fuel tank 1 , and in this case, the inlet 141 and the outlet 142 of the gas collection chamber 140 are exposed to the outside of the fuel tank 1 .

[0080] An electronic three-way valve 120 is installed on an atmospheric line 116 connected to the atmospheric port 113 of the carbon canister 110, between the atmospheric port 113 and the air filter 130, and a gas discharge line 145 is connected to the electronic three-way valve 120. A portion of the atmospheric line 116 connected to the atmospheric port 113 of the carbon canister 110 is connected to a first port 121 of the three-way valve 120, and another portion of the atmospheric line 116 connected to the air filter 130 is connected to a second port 122 of the three-way valve 120. In addition, a gas discharge line 145 connected to the gas collection chamber 140 is connected to a third port 123 of the three-way valve 120.

[0081] Gas discharge line 145 is a branch line that branches from atmospheric line 116 through three-way valve 120 and connects three-way valve 120 to inlet 141 of gas collection chamber 140. A first check valve 146 for preventing backflow is installed on gas discharge line 145, and first check valve 146 allows the fuel evaporated gas that has passed through three-way valve 120 to flow only toward inlet 141 of gas collection chamber 140 and blocks the flow of fuel evaporated gas in the opposite direction, thereby preventing the fuel evaporated gas from flowing from gas collection chamber 140 to three-way valve 120.

[0082] In addition, an intake line 147 is connected to the purge line 115, which connects the purge port 112 of the canister 110 and the PCSV 150 in the fuel evaporated gas processing system, and the intake line 147 is connected to the outlet 142 of the gas collection chamber 140. That is, the intake line 147 connects the outlet 142 of the gas collection chamber 140 to the purge line 115, and a second check valve 148 for preventing backflow is installed on the intake line 147.

[0083] The second check valve 148 allows the fuel evaporated gas exhausted from the gas collecting chamber 140 to flow toward the purge line 115 and the engine 6 only through the intake line 147 , and blocks the fuel evaporated gas from flowing in the opposite direction when the purge operation is performed.

[0084] Furthermore, when the purge operation is performed during driving of the engine 6, only when the flow rate of the fuel evaporated gas passing through the PCSV 150 is greater than or equal to a specified flow rate, the second check valve 148 allows the fuel evaporated gas collected in the gas collection chamber 140 to be drawn into the engine 6. That is, the second check valve 148 is controlled to open or close in association with the purge flow rate of the PCSV 150 (i.e., the flow rate of the fuel evaporated gas passing through the PCSV 150), and when the purge flow rate of the PCSV 150 is greater than or equal to the specified flow rate, the second check valve 148 is opened.

[0085] In one embodiment of the present disclosure, the three-way valve 120 installed on the atmospheric line 116 is an electronic valve that can be controlled to open and close by the controller 104. A solenoid-type three-way valve 120 can be used, in which a valve body is operated by a solenoid to selectively open and close an internal flow path. The three-way valve 120 is used as a replacement for a conventional canister shutoff valve (CCV).

[0086] As described above, the three-way valve 120 includes a first port 121 connected to the atmospheric port 113 of the carbon canister 110, a second port 122 connected to the air filter 130, and a third port 123 connected to the inlet 141 of the gas collection chamber 140. Furthermore, the opening and closing operations of the three-way valve 120 are controlled in response to a control signal output from the controller 104. More specifically, the operation of the solenoid is controlled in response to the control signal, and the valve body selectively opens and closes the internal flow path according to the operating state of the solenoid.

[0087] For example, the internal flow path between the first port 121 and the third port 123 may be opened so that the first port 121 and the third port 123 can communicate with each other, so that the fuel evaporated gas can flow along the internal flow path between the first port 121 and the third port 123 (when the vehicle is in a stopped state under high temperature and high land conditions). In addition, the internal flow path between the first port 121 and the second port 122 may be opened so that the first port 121 and the second port 122 can communicate with each other, so that the fuel evaporated gas can flow along the internal flow path between the first port 121 and the second port 122 (when the pressure in the fuel tank 1 is released).

[0088] In one embodiment of the present disclosure, the purge line 115 , the loading line 114 , the atmosphere line 116 , the gas discharge line 145 , and the gas inlet line 147 are lines along which fuel boil-off gas or air flows, and may be formed of tubes, hoses, or pipes.

[0089] In addition, in the fuel system according to the present disclosure, when the vehicle is in a stopped state under high temperature and high land conditions, before the amount of fuel evaporated gas collected in the carbon canister 110 reaches a predetermined capacity limit, the fuel evaporated gas is transferred to a gas collection chamber 140 separately provided in the fuel tank 1 so as to be stored in the gas collection chamber 140, thereby solving the problem of discharging the fuel evaporated gas into the atmosphere due to the capacity limitation of the carbon canister 110 for collecting the fuel evaporated gas, and thus eliminating the odor of the fuel.

[0090] To this end, the fuel system according to one embodiment of the present disclosure further includes a detector, which includes sensors 101 to 103 and a controller 104, such as Figure 7 shown. Figure 7 is a block diagram illustrating basic elements of a fuel system according to one embodiment of the present disclosure. In one embodiment of the present disclosure, the controller 104 collects environmental information and vehicle status information about the vehicle's location via a detector, and based on the collected environmental information and vehicle status information, determines whether the current environment corresponds to high temperature and high altitude conditions and whether the vehicle is stopped.

[0091] In one embodiment of the present disclosure, the detector is configured to detect environmental information and vehicle status information of the vehicle's location, and may include an outdoor temperature sensor 101 configured to detect the outdoor temperature and a vehicle speed sensor 103 configured to detect the vehicle speed. The detector may further include a fuel pressure sensor 102 configured to detect the internal pressure of the fuel tank 1. Alternatively, the outdoor temperature sensor 101 may be replaced with the fuel pressure sensor 102. In other words, the detector may include either the outdoor temperature sensor 101 or the fuel pressure sensor 102.

[0092] The controller 104 may determine whether the current environment corresponds to a high temperature and high altitude condition based on the outdoor temperature detected by the outdoor temperature sensor 101. Here, when the outdoor temperature is higher than or equal to a predetermined temperature, the controller 104 may determine that the current environment corresponds to a high temperature and high altitude condition. Alternatively, when the outdoor temperature rises sharply, that is, when the slope of the outdoor temperature change over time (the slope of the outdoor temperature rise) is greater than or equal to a predetermined value, such as Figure 8 As exemplarily shown in , the controller 104 may determine that the current environment corresponds to high temperature and high altitude conditions.

[0093] Otherwise, the controller 104 may estimate the internal temperature of the fuel tank 1 based on the internal pressure of the fuel tank 1 detected by the fuel pressure sensor 102, using predefined settings that define the relationship between pressure and temperature. Furthermore, the controller 104 may determine whether the current environment corresponds to high temperature and high altitude conditions based on the estimated internal temperature of the fuel tank 1. Here, the controller 104 may determine that the current environment corresponds to high temperature and high altitude conditions when the internal temperature of the fuel tank 1 is higher than or equal to a predetermined temperature. Alternatively, the controller 104 may determine that the current environment corresponds to high temperature and high altitude conditions when the internal temperature of the fuel tank 1 increases sharply, that is, when the slope of the change in the internal temperature of the fuel tank 1 over time (the slope of the increase in the internal temperature of the fuel tank 1) is greater than or equal to a predetermined value.

[0094] Here, the setting information may include data such as maps, tables, mathematical formulas, and charts. The relationship between pressure and temperature is defined therein and may be calculated from data obtained through previous testing and evaluation processes, input to controller 104, and pre-stored therein. Typically, when the internal temperature of fuel tank 1 increases due to high temperatures, the internal pressure of fuel tank 1 also increases due to excessive evaporation at high altitudes. Using this relationship between the internal pressure of fuel tank 1 and the internal temperature of fuel tank 1, the temperature information of fuel tank 1 can be obtained from the pressure information of fuel pressure sensor 102.

[0095] In addition, the controller 104 determines whether the vehicle is currently in a stopped state based on the vehicle speed information detected by the vehicle speed sensor 103. Here, the controller 104 may be a general engine control unit (ECU) or an engine management system (EMS).

[0096] Having described the fuel system for a vehicle and the fuel evaporated gas treatment system thereof according to one embodiment of the present disclosure, a process of controlling and operating the system will be described below.

[0097] Figure 9 This diagram illustrates a state in which evaporated fuel gas (HC gas) is loaded when a vehicle is stopped under high-temperature and high-altitude conditions in a fuel system according to one embodiment of the present disclosure. Arrows indicate the flow path of evaporated fuel gas (HC gas). "Loading" here refers to the evaporation gas generated within the fuel tank 1 being adsorbed onto an adsorbent (e.g., activated carbon) in the carbon canister 110, thereby being collected in the carbon canister 110.

[0098] As shown in the figure, upon determining that the current environment corresponds to high temperature and high altitude conditions and the current state of the vehicle corresponds to a stopped state, the controller 104 outputs a control signal for opening the flow path from the carbon canister 110 to the gas collection chamber 140. Therefore, the operation of the valve body of the three-way valve 120 is controlled by the control signal from the controller 104, and thus the internal flow path between the first port 121 and the third port 123 is opened.

[0099] In this state, the fuel evaporated gas generated inside the fuel tank 1 is discharged to the charging line 114 through the tumble valve 5, and the fuel evaporated gas moving along the charging line 114 is introduced into the charging port 111 of the carbon canister 110. Here, a portion of the fuel evaporated gas is adsorbed onto the adsorbent in the carbon canister 110, and the remaining portion of the fuel evaporated gas is discharged to the atmospheric line 116 through the atmospheric port 113. The fuel evaporated gas discharged to the atmospheric line 116 moves to the gas discharge line 145 through the three-way valve 120, and then moves to the interior of the gas collection chamber 140 to be stored therein.

[0100] Thus, when it is determined that the current environment corresponds to a high temperature and high altitude condition and the current state of the vehicle corresponds to a vehicle stop state, the fuel evaporated gas that has passed through carbon canister 110 is not discharged into the atmosphere through air filter 130, but moves to the interior of gas collection chamber 140 to be stored therein. When the vehicle is in a stop state under high temperature and high altitude conditions, no fuel evaporated gas is discharged into the atmosphere, and thus the driver or passengers in the vehicle do not detect the smell of fuel.

[0101] Next, Figure 10 and Figure 11The fuel system according to the present disclosure illustrates a state in which a purge operation is performed when a vehicle is traveling under high-temperature and high-altitude conditions. Upon determining that the current environment corresponds to high-temperature and high-altitude conditions and the vehicle is traveling, controller 104 selectively executes one of a first purge mode and a second purge mode, depending on the vehicle's traveling state. In the first purge mode, only fuel evaporated gas collected in carbon canister 110 is purged. In the second purge mode, both fuel evaporated gas collected in carbon canister 110 and fuel evaporated gas collected in gas collection chamber 140 are purged. Figure 10 shows the first purification mode, Figure 11 A second purge mode is shown.

[0102] Here, the vehicle driving state may include the vehicle load. As described in Table 1 below, when the vehicle is driving uphill or driving at high speed under high temperature and high altitude conditions, the vehicle enters a high load state, in which the vehicle load is higher than or equal to a specified level, and the engine needs to consume an increased amount of fuel and a reduced amount of fuel evaporated gas (HC gas) (i.e., a reduced amount of fuel evaporated gas is purged).

[0103] Table 1

[0104]

[0105] To this end, the controller 104 reduces the duty cycle of the PCSV 150, thereby reducing the flow rate of the fuel evaporated gas passing through the PCSV 150 (i.e., the purge flow rate of the PCSV 150) to be less than or equal to a predetermined value, and does not open the second check valve 148, so that only the fuel evaporated gas collected in the carbon canister 110 is drawn into the engine intake system. In this way, under a high load state where the vehicle load is greater than or equal to a specified level, the first purge mode is executed, in which only the fuel evaporated gas collected in the carbon canister 110 is drawn into the engine intake system to be combusted in the engine 6.

[0106] When the vehicle load is high and the amount of evaporated fuel gas drawn into engine 6 increases, engine output may become insufficient, and therefore the amount of evaporated fuel gas needs to be reduced. Therefore, to reduce the amount of evaporated fuel gas, only the evaporated fuel gas collected in carbon canister 110 is drawn into engine 6, and the evaporated fuel gas collected in gas collection chamber 140 is prevented from being drawn into engine 6. To prevent the evaporated fuel gas collected in gas collection chamber 140 from being drawn into engine 6, opening of second check valve 148 must be avoided, and to this end, the flow rate of evaporated fuel gas (i.e., the purge flow rate) passing through PCSV 150 is reduced.

[0107] On the other hand, when the vehicle is traveling downhill, at low speed, or idling in high-temperature and high-altitude conditions, the vehicle enters a low-load state, where the vehicle load is below a specified level. When the vehicle load is below the specified level, the engine does not need to consume more fuel. However, in this case, it is possible to increase the amount of fuel evaporated gas (HC) consumed (increase the purge flow rate).

[0108] Therefore, when the vehicle load is lower than a specified level, the controller 104 increases the load of the PCSV 150 and, thereby, increases the flow rate of the fuel evaporated gas (i.e., the purge flow rate) passing through the PCSV 150 to exceed a predetermined value, thereby opening the second check valve 148. As a result, a second purge mode can be executed in which the fuel evaporated gas collected in the carbon canister 110 and the fuel evaporated gas collected in the gas collection chamber 140 are drawn into the engine intake system due to the negative pressure of the engine 6 so as to be combusted in the engine 6.

[0109] Under low load conditions during vehicle driving, not only the fuel evaporated gas collected in the carbon canister 110 but also the fuel evaporated gas collected in the gas collecting chamber 140 is sucked into the engine intake system for combustion in the engine 6, whereby the gas collecting chamber 140 is emptied, thereby ensuring space for subsequent reuse.

[0110] As described above, the open or closed state of second check valve 148 is controlled in association with the flow rate of the fuel evaporated gas passing through PCSV 150. That is, controller 104 can increase the flow rate of the fuel evaporated gas passing through PCSV 150 by increasing the duty cycle value for controlling PCSV 150 beyond a predetermined value, thereby opening second check valve 148. When second check valve 148 is open, the fuel evaporated gas collected in gas collection chamber 140 can be drawn into engine 6 for combustion.

[0111] In the second purge mode, when the controller 104 increases the duty cycle of the PCSV 150 to exceed a predetermined value, the flow rate of the fuel evaporated gas passing through the PCSV 150 increases, the intake pressure in the purge line 115 applied by the engine 6 increases to a specified level or higher, and thus, the second check valve 148 opens, and the fuel evaporated gas collected in the gas collecting chamber 140 can be drawn into the engine intake system through the intake line 147.

[0112] Figure 12 is a diagram exemplarily showing a duty cycle control state of the PCSV 150 depending on a vehicle driving condition according to the present disclosure. Figure 12Under high-load driving conditions, such as when driving uphill or at high speed, the controller 104 increases the duty cycle of the PCSV 150 to increase the purge flow rate, while under low-load driving conditions, such as when driving downhill, at low speed, or at idle, the controller 104 decreases the duty cycle of the PCSV 150 to decrease the purge flow rate.

[0113] Figure 13 is a schematic diagram showing the flow state of fuel evaporated gas according to an embodiment of the present disclosure, wherein the pressure in the fuel tank is released when the current environment corresponds to normal conditions in the fuel system. Here, normal conditions refer to conditions other than the above-mentioned high temperature and high altitude conditions. When it is determined based on the signals from the various sensors of the detector that the current environment corresponds to conditions other than the above-mentioned high temperature and high altitude conditions (i.e., normal conditions) and the vehicle is in a stopped state, the controller 104 outputs a control signal for opening the flow path from the carbon canister 110 to the air filter 130 (to the atmosphere) in the closed state of the PCSV 150. Therefore, the operation of the valve body of the three-way valve 120 is controlled by the control signal from the controller 104, thereby opening the internal flow path between the first port 121 and the second port 122.

[0114] Thus, when the flow path from the three-way valve 120 to the atmosphere (the flow path to the atmosphere line 116 connected to the air filter 130) is opened, the interior of the fuel tank 1 is in a state where the positive or negative pressure in the fuel tank 1 can be released. For example, the carbon canister 110 can be connected to the atmosphere, so that the fuel evaporated gas in the fuel tank 1 can move to the carbon canister 110 and then be discharged to the atmosphere.

[0115] When the positive pressure is released when the vehicle is stopped, the fuel evaporated gas in the fuel tank 1 moves along the loading pipeline 114 to the carbon canister 110, a part of the fuel evaporated gas is adsorbed onto the adsorbent of the carbon canister 110 to be collected therein, and the remaining part of the fuel evaporated gas passes through the three-way valve 120 and the air filter 130 in sequence, and is then discharged into the atmosphere while moving along the atmospheric pipeline 116.

[0116] When the vehicle is in a running state under normal conditions, when the pressure in the fuel tank 1 is negative, a purge operation is performed to purge the fuel evaporated gas to the engine 6 and then remove the fuel evaporated gas. In the same manner as in the high temperature and high altitude conditions, the controller 104 operates in the first purge mode (refer to Figure 10 ) or the second purification mode (refer to Figure 11 )Execution control.

[0117] Figure 10 FIG. 1 shows a flow path of the fuel evaporated gas in the first purge mode, in which only the fuel evaporated gas collected in the canister 110 is purged, while FIG. Figure 11The flow path of fuel evaporated gas in the second purge mode is shown, in which fuel evaporated gas collected in canister 110 and fuel evaporated gas collected in gas collection chamber 140 are purged. Even under normal conditions, in the same manner as under high-temperature and high-altitude conditions, controller 104 increases or decreases the load of PCSV 150 according to the vehicle load state, thereby enabling only the fuel evaporated gas collected in canister 110 to be drawn into engine 6 for combustion, or enabling both the fuel evaporated gas collected in canister 110 and the fuel evaporated gas collected in gas collection chamber 140 to be drawn into engine 6 for combustion. The purge operation performed in the first purge mode or the second purge mode under a negative pressure state within fuel tank 1 during vehicle travel under normal conditions is the same as the purge operation performed under high-temperature and high-altitude conditions described above, and therefore a detailed description thereof will be omitted.

[0118] Figure 14 This is a cross-sectional view showing gas collection chamber 140 installed in fuel tank 1 according to the present disclosure, illustrating how gas collection chamber 140, installed in fuel tank 1, functions as a diaphragm to reduce fuel slosh noise. During vehicle travel, as fuel flows within fuel tank 1, it collides with the outer surface of gas collection chamber 140, acting as a resistor to the fuel flow. Gas collection chamber 140 reduces fuel slosh noise while simultaneously reducing the fuel flow rate within fuel tank 1.

[0119] Figure 15 and 16 A fuel evaporated gas treatment system having a gas collection chamber 140 according to another embodiment of the present disclosure is shown. As shown in these figures, the gas collection chamber 140 can be filled with activated carbon C as an adsorbent, and the gas collection chamber 140 filled with the activated carbon C can be used as an auxiliary carbon canister. Here, the carbon canister 110 can be used as a main canister. The gas collection chamber 140 filled with the activated carbon C is installed so as to be located within the fuel tank 1 in the same manner as in the aforementioned embodiment. However, as shown in these figures, except for the gas collection chamber 140, the remaining elements of the fuel evaporated gas treatment system according to this embodiment are the same as those of a conventional fuel evaporated gas treatment system.

[0120] exist Figure 16 In the embodiment, the atmospheric port 113 of the main carbon canister 110 is connected to the inlet 141 of the gas collection chamber 140 serving as the auxiliary carbon canister through a gas discharge line 116a. In addition, the atmospheric line 116 is connected to the outlet 142 of the gas collection chamber 140, and the CCV 120a and the air filter 130 are installed on the atmospheric line 116.

[0121] In this configuration, in the conventional fuel evaporated gas processing system, a gas collecting chamber 140 serving as an auxiliary canister is additionally installed on the atmospheric line 116 connected to the atmospheric port 113 of the canister 110. Figure 16 In the embodiment, a portion of the fuel evaporated gas is adsorbed onto the activated carbon C in the main carbon canister 110, and the remaining fuel evaporated gas that is not adsorbed onto the activated carbon C in the main carbon canister 110 is discharged from the atmospheric port 113 of the main carbon canister 110, moved along the gas discharge pipeline 116a to the gas collection chamber 140 serving as an auxiliary carbon canister, and adsorbed onto the activated carbon C in the gas collection chamber 140.

[0122] Figure 17 and Figure 18 A fuel evaporated gas treatment system having a separator 140' according to another embodiment of the present disclosure is shown. Separator 140' may have the same shape as the aforementioned gas collection chamber 140. Furthermore, the structure and method for assembling separator 140' with fuel tank 1 are the same as those for assembling gas collection chamber 140 with fuel tank 1. However, separator 140' does not have outlet 142 formed therein.

[0123] An independent check valve 149 is installed at the chamber portion 140b provided below the flange portion 140a of the separator 140' inserted into the fuel tank 1. In addition, a branch line branched from the loading line 114 configured to connect the rollover valve 5 of the fuel tank 1 to the loading port 111 of the canister 110 is connected to the inlet 141 of the separator 140'.

[0124] The carbon canister 110, CCV 120a, air filter 130, PCSV 150, loading line 114, purge line 115, atmospheric line 116, etc. of the fuel evaporated gas treatment system according to the present embodiment are the same as those of the conventional fuel evaporated gas treatment system, except that a separator 140' is installed and a branch line 114a branched from the loading line 114 is connected to an inlet 141 of the separator 140'.

[0125] In a conventional fuel evaporated gas processing system, if liquid fuel in the fuel tank 1 passes through the rollover valve 5 and is then introduced into the canister 110 , the fuel is deposited in the canister 110 , and thus the engine 6 may stall.

[0126] On the other hand, Figure 18 In the illustrated embodiment, the liquid fuel that has passed through the rollover valve 5 does not flow to the carbon canister 110, but moves along the branch line 114a to the separator 140a' and is then stored in the separator 140'. The fuel stored in the separator 140' is discharged into the interior of the fuel tank 1 through the check valve 149.

[0127] Therefore, in Figure 18 In the illustrated embodiment, separator 140 ′ functions as a fuel separator that separates liquid fuel having passed through rollover valve 5 from fuel evaporated gas moving to canister 110 through charging line 114 , collects the fuel, and then returns the fuel to fuel tank 1 .

[0128] As is apparent from the above description, the fuel system for a vehicle according to the present disclosure has a separately provided gas collection chamber to collect fuel evaporated gas discharged from the tank, so that when the vehicle is in a stopped state under high temperature and high altitude conditions, the fuel evaporated gas discharged from the tank can be stored in the gas collection chamber, and then the fuel evaporated gas stored in the gas collection chamber can be transmitted to the engine for combustion when the vehicle is in a driving state, thereby being able to solve several problems in that when the vehicle is in a stopped state under high temperature and high altitude conditions, the fuel evaporated gas is discharged from the tank to the outside through the atmospheric pipeline, so that the driver or passengers can detect the smell of the fuel.

[0129] The present disclosure has been described in detail with reference to exemplary embodiments thereof. However, it will be appreciated by those skilled in the art that changes may be made to these embodiments without departing from the principles and spirit of the present disclosure, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A fuel system for a vehicle, the fuel system comprising a fuel evaporation gas treatment system configured to control fuel evaporation gas generated inside a fuel tank, wherein: The fuel evaporated gas treatment system comprises: a carbon canister configured to allow fuel evaporated gas flowing from the fuel tank through a charging line to be adsorbed on an adsorption substance so as to be collected in the carbon canister, the carbon canister being configured to allow the fuel evaporated gas adsorbed on the adsorption substance to flow into the engine through a purge line connecting the carbon canister to the engine; a purge control solenoid valve disposed in a fuel evaporated gas intake path between the canister and the engine; and a gas collecting chamber configured to store fuel evaporated gas exhausted from the carbon canister through an atmospheric line connected to the carbon canister, The outlet of the gas collection chamber is connected to the purification line through an intake line, so that the fuel evaporated gas stored in the gas collection chamber flows to the engine through the intake line and the purification line.

2. The fuel system according to claim 1, wherein: A three-way valve is arranged on the atmospheric line, the three-way valve being configured to connect the carbon canister to an air filter, and Wherein, a gas discharge line branched from the atmospheric line through the three-way valve is connected to the inlet of the gas collection chamber.

3. The fuel system according to claim 2, wherein: The air intake line connects the outlet of the gas collection chamber to the purge line between the carbon canister and the purge control solenoid valve.

4. The fuel system according to claim 3, wherein: a first check valve is arranged on the gas discharge line, the first check valve being configured to allow the fuel evaporated gas having passed through the three-way valve to flow in a direction toward the gas collection chamber and to prevent the fuel evaporated gas from flowing in a reverse direction, and A second check valve is arranged on the intake line, and the second check valve is configured to allow the fuel evaporated gas discharged from the gas collection chamber to flow in a direction toward the purge line and the engine, and to prevent the fuel evaporated gas from flowing in the opposite direction.

5. The fuel system according to claim 2, wherein: The three-way valve comprises: a first port connected to the atmospheric port of the carbon canister through the atmospheric pipeline; a second port connected to the air filter through the atmospheric air line; and a third port connected to the gas exhaust line, and The three-way valve is configured to selectively open one of an internal flow path between the first port and the second port and an internal flow path between the first port and the third port.

6. The fuel system of claim 2, further comprising: a detector configured to detect environmental information of a location where the vehicle is located and vehicle status information; as well as A controller is configured to control the opening and closing operation of the three-way valve based on the environmental information detected by the detector and the vehicle state information.

7. The fuel system according to claim 6, wherein: When it is determined based on the environmental information detected by the detector that the current environment corresponds to high temperature and high altitude conditions that meet predetermined conditions, and when it is determined based on the vehicle state information detected by the detector that the vehicle is in a stopped state, the controller controls the operation of the three-way valve to block the internal flow path of the three-way valve toward the air filter and open the internal flow path of the three-way valve toward the gas collection chamber, so that the fuel evaporated gas discharged from the carbon canister flows only to the gas collection chamber.

8. The fuel system according to claim 7, wherein: When it is determined that the current environment does not correspond to the high temperature and high altitude conditions based on the environmental information detected by the detector, the controller controls the operation of the three-way valve to block the internal flow path of the three-way valve toward the gas collection chamber and open the internal flow path of the three-way valve toward the air filter, so that the fuel evaporated gas discharged from the carbon canister flows to the air filter.

9. The fuel system according to claim 7, wherein: The detector comprises: an outdoor temperature sensor configured to detect an outdoor temperature; and a vehicle speed sensor configured to determine whether the vehicle is in a stopped state, and The predetermined condition is set as a condition that the outdoor temperature detected by the outdoor temperature sensor is higher than or equal to a predetermined temperature, or a condition that the rising slope of the outdoor temperature detected by the outdoor temperature sensor is greater than or equal to a predetermined value, which is a rapid temperature rise condition.

10. The fuel system according to claim 7, wherein: The detector comprises: a fuel pressure sensor configured to detect an internal pressure of the fuel tank; and a vehicle speed sensor configured to determine whether the vehicle is in a stopped state; wherein the controller determines an internal temperature of the fuel tank corresponding to the internal pressure of the fuel tank using setting information based on the internal pressure of the fuel tank detected by the fuel pressure sensor, and The predetermined condition is set as a condition in which the determined internal temperature of the fuel tank is higher than or equal to a predetermined temperature, or a condition in which a rising slope of the determined internal temperature of the fuel tank is greater than or equal to a predetermined value.

11. The fuel system according to claim 6, wherein: The intake line is configured to connect the outlet of the gas collection chamber to the purge line between the carbon canister and the purge control solenoid valve. wherein a check valve is provided on the intake line, the check valve being configured to allow the fuel evaporated gas exhausted from the gas collection chamber to flow in a direction toward the purge line and the engine and to prevent the fuel evaporated gas from flowing in the opposite direction, and When it is determined that the vehicle is in a driving state based on the detected vehicle state information, the controller controls the flow rate of the fuel evaporated gas through the purge control solenoid valve according to the vehicle driving state information so as to selectively open the check valve.

12. The fuel system of claim 11, wherein: The vehicle driving state information includes vehicle load, and In which, under a high load state where the vehicle load is higher than or equal to a specified level, the controller reduces the flow rate of the fuel evaporated gas through the purification control solenoid valve to less than or equal to a predetermined value, so that when the check valve is closed, only the fuel evaporated gas collected in the carbon canister is sucked into the engine and purified.

13. The fuel system of claim 11, wherein: The vehicle driving state information includes vehicle load, and In which, when the vehicle load is lower than a specified level in a low load state, the controller increases the flow rate of the fuel evaporated gas through the purification control solenoid valve to exceed a predetermined value, so that when the check valve is open, the fuel evaporated gas collected in the carbon canister and the fuel evaporated gas collected in the gas collection chamber are all sucked into the engine and purified.

14. The fuel system of claim 1, wherein: The gas collection chamber is arranged in the fuel tank.

15. The fuel system of claim 14, wherein: The gas collection chamber is arranged such that at least a portion of the gas collection chamber is configured to be disposed in the fuel tank.

16. The fuel system of claim 15, wherein: A mounting hole is defined in the fuel tank, wherein a flange portion protruding from the entire circumference of the upper end of the gas collecting chamber is defined at the upper end of the gas collecting chamber, and Here, the gas collection chamber is configured to be fixed to the fuel tank by a mounting cover in a state in which a chamber portion of the gas collection chamber arranged below the flange portion is arranged in the fuel tank through the mounting hole.

17. The fuel system of claim 16, wherein: A cylindrical fastening portion protruding in an outward direction of the fuel tank extends along an edge of the mounting hole of the fuel tank, and Here, in a state where the flange portion of the gas collection chamber is arranged on an upper surface of the fastening portion, a mounting cap is fastened to the fastening portion by screwing so as to surround the flange portion of the gas collection chamber from above.

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