Non-integrated fuel emission control device and method

Abstract

The present invention provides a non-integrated fuel emission control device and method, comprising a first shaft, a second shaft, and a housing; the first shaft and the second shaft are both located inside the housing; the housing has multiple connecting passages formed inside the housing, and the first shaft and the second shaft each have multiple through-holes formed therein; the first shaft and the second shaft each have two position states, a default position state and an operating position state; in either position state, at least one through-hole of the first shaft communicates with a through-hole of the second shaft, and both through-holes communicate with the connecting passages. The present invention has the beneficial effect of reducing hydrocarbon emissions by switching to different fuel emission modes under different operating conditions.

Description

Technical Field

[0001] The present invention belongs to the field of automobile environmental protection, and in particular relates to a non-integrated fuel emission control device and method. Background Art

[0002] GB 18352.6-2016 Light-Duty Vehicle Pollutant Emission Limits and Measurement Methods (China Stage VI) (hereinafter referred to as the National VI standard) sets requirements for controlling evaporative and refueling emissions from vehicle fuel systems. To meet the requirements of the National VI standard, major original equipment manufacturers (OEMs) have upgraded and modified their fuel systems, ultimately forming two major technical approaches: normal-pressure fuel systems and high-pressure fuel systems.

[0003] A constant-pressure fuel system, also known as an integrated fuel system, means that the fuel tank system remains connected to the atmosphere under normal conditions, and the internal pressure remains stable near atmospheric pressure. Constant-pressure fuel systems are primarily used in traditional gasoline vehicles and non-plug-in hybrid vehicles.

[0004] High-pressure fuel systems, also known as non-integrated fuel systems that only control refueling and emissions, have an additional FTIV between the fuel tank and the carbon canister compared to normal-pressure fuel systems. This prevents the evaporation of gasoline in the fuel tank from escaping, creating high pressure. High pressure suppresses gasoline volatilization and ultimately creates a balance. High-pressure fuel systems can be used in traditional gasoline vehicles, non-plug-in hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), and other vehicles. However, due to their significantly higher cost compared to normal-pressure fuel systems, they are primarily used in PHEVs. In theory, high-pressure fuel systems only release tank pressure before refueling, ensuring that gasoline vapor does not enter the carbon canister during pure electric driving of the PHEV. This not only protects the carbon canister from puncture and environmental pollution, but also saves fuel. In existing technologies, when the vehicle switches from fuel mode to pure electric mode, the carbon canister remains connected to the atmosphere, and the negative pressure provided by the engine disappears, which can easily cause gasoline vapor to diffuse into the atmosphere and cause pollution. Summary of the Invention

[0005] In view of this, the present invention aims to provide a non-integrated fuel emission control device and method, in order to solve at least one of the above-mentioned technical problems.

[0006] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0007] A first aspect of the present invention provides a non-integrated fuel emission control device, comprising a first shaft, a second shaft, and a housing;

[0008] The first shaft and the second shaft are both located inside the shell;

[0009] The inner side of the shell is provided with a plurality of connecting channels, and the first shaft body and the second shaft body are both provided with a plurality of through holes;

[0010] The first shaft and the second shaft both have two position states: a default position state and a working position state;

[0011] In any position state, at least one through hole of the first shaft body is communicated with one through hole of the second shaft body, and the two through holes are communicated with the connecting channel.

[0012] Furthermore, the connection channels inside the shell are sequentially: connection channel 1, connection channel 2, and connection channel 3;

[0013] One end of the connecting channel is connected to a carbon canister adsorption connecting pipe and a fuel tank system connecting pipe 9 respectively;

[0014] The two ends of the connecting channel are respectively connected to the carbon canister desorption connecting pipe and the carbon canister solenoid valve connecting pipe 8;

[0015] The two ends of the connecting channel are respectively connected to a carbon canister atmosphere connecting pipe and an atmospheric environment connecting pipe.

[0016] Furthermore, the first shaft includes a first through hole, a second through hole, and a third through hole;

[0017] The second shaft includes a fourth through hole, a fifth through hole, and a sixth through hole;

[0018] The first through hole is a waist-shaped hole structure and is always connected to the connecting channel;

[0019] The sixth through hole is a waist-shaped hole structure and is always three-way connected with the connecting channel;

[0020] When the first shaft and the second shaft are in a default position, the second through hole is connected to the second connecting channel, the fourth through hole is connected to the first connecting channel, and the third through hole and the fifth through hole are in a closed state;

[0021] When the first shaft body and the second shaft body are in the working position, the third through hole is connected to the third connecting channel, the fifth through hole is connected to the second connecting channel, and the second through hole and the fourth through hole are in a closed state.

[0022] Furthermore, the side walls of the first shaft and the second shaft are both in contact with the inner side of the housing;

[0023] A limiting ring is provided on the inner side of the housing, and sliding grooves corresponding to the limiting ring are provided on the first shaft and the second shaft;

[0024] One end of the first shaft body is provided with a first shaft head, and the other end is connected to the housing via a return spring 1;

[0025] One end of the second shaft body is provided with a second shaft head, and the other end is connected to the housing via a second return spring.

[0026] Furthermore, the inner side of the housing is provided with an electromagnet 1 and an electromagnet 2 corresponding to the first shaft head and the second shaft head respectively;

[0027] When the electromagnet is powered on, the first shaft head is in contact with the electromagnet, and the return spring is in a stretched state; when the electromagnet is powered off, the return spring contracts;

[0028] When the second electromagnet is energized, the second shaft head fits against the second electromagnet, and the second return spring is in a stretched state. When the second electromagnet is de-energized, the second return spring contracts.

[0029] Furthermore, when the device is in the default mode, both electromagnet 1 and electromagnet 2 are not energized;

[0030] When the device is in the desorption mode, both electromagnet 1 and electromagnet 2 are energized;

[0031] When the device is in refueling mode, electromagnet 1 is energized and electromagnet 2 is not energized.

[0032] A second aspect of the present invention provides a non-integrated fuel emission control method, characterized in that:

[0033] There are three modes:

[0034] In the default mode, the fuel tank and the carbon canister are connected and neither of them is connected to the atmosphere;

[0035] In the desorption mode, the fuel tank is connected to the carbon canister, and the carbon canister is connected to the atmosphere and the engine respectively;

[0036] In refueling mode, the fuel tank is connected to the carbon canister and the carbon canister is connected to the atmosphere.

[0037] Furthermore, in the default mode, the fuel tank is connected to the carbon canister, the fuel tank is not connected to the atmospheric environment, and the carbon canister is not connected to the atmospheric environment. The carbon canister and the fuel tank form a closed environment, and the gas containing hydrocarbons enters the carbon canister from the fuel tank and is adsorbed by the activated carbon in the carbon canister.

[0038] Furthermore, in the desorption mode, the fuel tank is connected to the carbon canister, and the carbon canister is connected to the atmospheric environment and the engine intake manifold. With the help of the negative pressure generated by the intake manifold when the engine is running, fresh air is introduced into the carbon canister, hydrocarbons are desorbed, and the gas containing hydrocarbons enters the engine through the carbon canister for combustion. When the engine stops running, the vehicle returns to the default mode.

[0039] Furthermore, in the refueling mode, the fuel tank is connected to the carbon canister, the carbon canister is connected to the atmosphere, the fuel tank releases the internal pressure, the fuel cap is opened, and the gas containing hydrocarbons enters the atmosphere after being filtered by the carbon canister. After refueling is completed and the fuel cap is closed, the vehicle returns to the default mode.

[0040] Compared with the prior art, the non-integrated fuel emission control device and method described in the present invention has the following beneficial effects:

[0041] The non-integrated fuel emission control device and method described in the present invention can reduce hydrocarbon emissions by switching to different types of fuel emission modes under different operating conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The accompanying drawings, which constitute part of the present invention, are provided to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are provided to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0043] Figure 1 This is a schematic diagram of the internal structure of a non-integrated fuel emission control device according to an embodiment of the present invention;

[0044] Figure 2 This is a schematic internal cross-sectional view of a non-integrated fuel emission control device according to an embodiment of the present invention;

[0045] Figure 3 This is a schematic diagram of the external structure of the non-integrated fuel emission control device according to an embodiment of the present invention.

[0046] Description of reference numerals:

[0047] 1. First shaft body; 101. First shaft head; 102. First through hole; 103. Second through hole; 104. Third through hole; 2. Second shaft body; 201. Second shaft head; 202. Fourth through hole; 203. Fifth through hole; 204. Sixth through hole; 3. Housing; 301. Electromagnet 1; 302. Electromagnet 2; 303. Return spring 1; 304. Return spring 2; 305. Connecting channel 1; 306. Connecting channel 2; 307. Connecting channel 3; 4. Carbon canister adsorption connecting pipe; 5. Carbon canister desorption connecting pipe; 6. Carbon canister to atmosphere connecting pipe; 7. Atmospheric environment connecting pipe; 8. Carbon canister solenoid valve connecting pipe; 9. Fuel tank system connection interface. DETAILED DESCRIPTION

[0048] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0049] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0050] Example 1:

[0051] like Figure 1 As shown, a non-integrated fuel emission control device includes a first shaft body 1, a second shaft body 2, and a housing 3;

[0052] The first shaft body 1 and the second shaft body 2 are both located on the inner side of the shell 3, and the side walls of the first shaft body 1 and the second shaft body 2 are both in contact with the inner side of the shell 3; a limiting ring is provided on the inner side of the shell 3, and sliding grooves corresponding to the limiting rings are provided on the first shaft body 1 and the second shaft body 2; a plurality of connecting channels are opened on the inner side of the shell 3, and a plurality of gas channels matching the connecting channels are opened on the outer side of the shell 3; a plurality of through holes are opened on the first shaft body 1 and the second shaft body 2.

[0053] like Figure 2 As shown, the first shaft body 1 includes a first shaft head 101, a first through hole 102, a second through hole 103, and a third through hole 104. The first shaft head 101 is made of iron metal and can move under the influence of the magnetic force of the electromagnet. The first through hole 102 is a waist-shaped hole, so that no matter where the first shaft is, it can be connected with the carbon canister adsorption connecting pipe 4 and the connecting channel 1 305. The second through hole 103 is a circular hole, and its default position is connected with the carbon canister desorption connecting pipe 5 and the connecting channel 2 306. The third through hole 104 is also a circular hole. When the first shaft head 101 moves under the influence of the magnetic force of the electromagnet 1 301, it can be connected with the carbon canister atmosphere connecting pipe 6 and the connecting channel 3 307.

[0054] Second shaft body 2 includes a first shaft end 101, a fourth through-hole 202, a fifth through-hole 203, and a sixth through-hole 204. Second shaft end 201 is made of ferrous metal and can be moved by the magnetic force of an electromagnet. Fourth through-hole 202 is a circular hole, and in its default position, it connects to connection channel 1 305 and the fuel tank system connection pipe 9. Sixth through-hole 204 is also a circular hole. When second shaft end 201 moves under the magnetic force of electromagnet 2 302, it can connect to connection channel 2 306 and the carbon canister solenoid valve connection pipe 8. Sixth through-hole 204 is a waist-shaped hole, allowing it to connect to connection channel 3 307 and the atmospheric environment connection pipe 7 regardless of the second shaft's position.

[0055] like Figure 3 As shown, the housing 3 includes a carbon canister adsorption connecting pipe 4, a carbon canister desorption connecting pipe 5, a carbon canister atmosphere connecting pipe 6, an atmospheric environment connecting pipe 7, a carbon canister solenoid valve connecting pipe 8, a fuel tank system connecting pipe 9, a connecting channel 1 305, a connecting channel 2 306, a connecting channel 3 307, a first shaft placement cavity, a second shaft placement cavity, and a pressure regulating hole;

[0056] The pressure regulating hole is connected to the first shaft installation cavity and the second shaft installation cavity, and is also connected to the atmospheric environment. When the first shaft body and the second shaft body move, the gas in the cavity is released through the pressure regulating hole.

[0057] The carbon canister adsorption connecting pipe 4 is connected to the adsorption connecting port of the carbon canister, the carbon canister desorption connecting pipe 5 is connected to the desorption connecting port of the carbon canister, the carbon canister atmosphere connecting pipe 6 connects the carbon canister with the atmospheric environment, the atmospheric environment connecting pipe 7 connects the device with the atmospheric environment, the carbon canister solenoid valve connecting pipe 8 is connected to the connecting port of the carbon canister solenoid valve, and the fuel tank system connecting pipe 9 is connected to the fuel tank connecting port;

[0058] Among them, the carbon canister adsorption connecting pipe 4, the connecting channel 1 305, and the fuel tank system connecting pipe 9 are through holes with the same aperture, the carbon canister desorption connecting pipe 5, the connecting channel 2 306, and the carbon canister solenoid valve connecting pipe 8 are through holes with the same aperture, the carbon canister atmosphere connecting pipe 6, the connecting channel 3 307, and the atmospheric environment connecting pipe 7 are through holes with the same aperture. These interface channels are placed in the first axis placement cavity and the second axis placement cavity, and the first axis body 1 and the second axis body 2 are separated; the electromagnet 1 301 and the electromagnet 2 302 will switch to different states under the control of the on-off signal.

[0059] When both electromagnet 1 301 and electromagnet 2 302 are not energized, the device is in the default position, only the carbon canister adsorption connecting pipe 4, the connecting channel 1 305, and the fuel tank system connecting pipe 9 are connected, and other routes are not connected; when electromagnet 1 301 and electromagnet 2 302 are energized, the device is in the desorption position, because the second shaft 2 moves to the limit position, the connecting channel 1 305 and the fuel tank system connecting pipe 9 are disconnected, the carbon canister desorption connecting pipe 5, the connecting channel 2 306, and the carbon canister solenoid valve connecting pipe 8 are connected, and the carbon canister atmospheric connecting pipe 6, the connecting channel 3 307, and the atmospheric environment connecting pipe 7 are connected. When electromagnet 1 301 is energized and electromagnet 2 302 is not energized, the device is in the refueling position, the carbon canister adsorption connecting pipe 4, the connecting channel 1 305, and the fuel tank system connecting pipe 9 are connected, the connecting channel 2 306 and the carbon canister solenoid valve connecting pipe 8 are not connected due to the second shaft, and the carbon canister atmospheric connecting pipe 6, the connecting channel 3 307, and the atmospheric environment connecting pipe 7 are connected.

[0060] A non-integrated fuel emission control method includes the following three modes:

[0061] When the vehicle is running in pure electric mode, or the engine is started but not desorbed, or the vehicle is parked and turned off, the vehicle is in default mode, with the fuel tank and carbon canister connected and neither connected to the atmosphere;

[0062] When the engine is started and desorption is performed, the vehicle is in desorption mode, the fuel tank is connected to the carbon canister, and the carbon canister is connected to the atmosphere and the engine respectively;

[0063] When the vehicle is stopped for refueling, the vehicle is in refueling mode, the fuel tank is connected to the carbon canister, and the carbon canister is connected to the atmosphere.

[0064] In the default mode, the fuel tank is connected to the carbon canister, and the fuel tank is not connected to the atmosphere. The carbon canister and the fuel tank form a closed environment. The gas containing hydrocarbons enters the carbon canister from the fuel tank and is adsorbed by the activated carbon in the carbon canister.

[0065] In the desorption mode, the fuel tank is connected to the carbon canister, and the carbon canister is connected to the atmospheric environment and the engine intake manifold. With the help of the negative pressure generated by the intake manifold when the engine is running, fresh air is introduced into the carbon canister, hydrocarbons are desorbed, and the gas containing hydrocarbons enters the engine through the carbon canister for combustion.

[0066] In refueling mode, the fuel tank is connected to the carbon canister, and the carbon canister is connected to the atmosphere. The fuel tank releases the internal pressure, and the fuel cap is opened. The gas containing hydrocarbons enters the atmosphere after being filtered by the carbon canister. After refueling is completed and the fuel cap is closed, the system returns to default mode.

[0067] Those skilled in the art will appreciate that the units and method steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0068] In the several embodiments provided in this application, it should be understood that the disclosed methods and systems can be implemented in other ways. For example, the division of the units described above is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. The above-mentioned units may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the embodiment of the present invention.

[0069] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present invention, and they should all be included in the scope of the claims and description of the present invention.

[0070] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A non-integrated fuel emission control device, characterized in that: It comprises a first shaft (1), a second shaft (2), and a housing (3); The first shaft (1) and the second shaft (2) are both located inside the housing (3); The housing (3) has a plurality of connection channels formed on its inner side, and the first shaft (1) and the second shaft (2) both have a plurality of through holes formed on them; The first shaft (1) and the second shaft (2) both have a default position state and a working position state; When the first shaft body (1) and the second shaft body (2) are in any position, at least one through hole of the first shaft body (1) is in communication with a through hole of the second shaft body (2) and is in communication with a connecting channel; The connecting channels inside the shell (3) are sequentially: connecting channel one (305), connecting channel two (306), and connecting channel three (307); The two ends of the connecting channel 1 (305) are respectively connected to a carbon canister adsorption connecting pipe (4) and a fuel tank system connecting pipe (9); The two ends of the second connecting channel (306) are respectively connected to a carbon canister desorption connecting pipe (5) and a carbon canister solenoid valve connecting pipe (8); The two ends of the connecting channel 3 (307) are respectively connected to a carbon canister atmosphere connecting pipe (6) and an atmospheric environment connecting pipe (7); The first shaft (1) comprises a first through hole (102), a second through hole (103), and a third through hole (104); The second shaft (2) comprises a fourth through hole (202), a fifth through hole (203), and a sixth through hole (206); The first through hole (102) is a waist-shaped hole structure and is always connected to the connecting channel 1 (305); The sixth through hole (206) is a waist-shaped hole structure and is always connected to the third connecting channel (307); When the first shaft body (1) and the second shaft body (2) are in a default position, the second through hole (103) is in communication with the second connecting channel (306), the fourth through hole (202) is in communication with the first connecting channel (305), and the third through hole (104) and the fifth through hole (203) are in a closed state; When the first shaft body (1) and the second shaft body (2) are in a working position, the third through hole (104) is in communication with the third connecting channel (307), the fifth through hole (203) is in communication with the second connecting channel (306), and the second through hole (103) and the fourth through hole (202) are in a closed state.

2. The non-integrated fuel emission control device according to claim 1, characterized in that: The side walls of the first shaft (1) and the second shaft (2) are both in contact with the inner side of the housing (3); A limiting ring is provided on the inner side of the housing (3), and sliding grooves corresponding to the limiting ring are provided on the first shaft (1) and the second shaft (2); One end of the first shaft body (1) is provided with a first shaft head (101), and the other end is connected to the housing (3) via a return spring (303); One end of the second shaft body (2) is provided with a second shaft head (201), and the other end is connected to the housing (3) via a second return spring (304).

3. The non-integrated fuel emission control device according to claim 2, characterized in that: The inner side of the housing (3) is provided with an electromagnet 1 (301) and an electromagnet 2 (302) corresponding to the first shaft head (101) and the second shaft head (201) respectively; When the electromagnet (301) is powered on, the first shaft head (101) fits against the electromagnet (301), and the return spring (303) is in a stretched state; when the electromagnet (301) is powered off, the return spring (303) contracts; When the second electromagnet (302) is powered on, the second shaft head (201) fits against the second electromagnet (302), and the second return spring (304) is in a stretched state. When the second electromagnet (302) is powered off, the second return spring (304) contracts.

4. The non-integrated fuel emission control device according to claim 3, characterized in that: When the device is in default mode, both electromagnet 1 (301) and electromagnet 2 (302) are not energized; When the device is in the desorption mode, both the electromagnet 1 (301) and the electromagnet 2 (302) are energized; When the device is in the refueling mode, the first electromagnet (301) is energized and the second electromagnet (302) is not energized.

5. A non-integrated fuel emission control method, applied to a non-integrated fuel emission control device according to any one of claims 1 to 4, characterized in that: There are three modes: In the default mode, the fuel tank and the carbon canister are connected and neither of them is connected to the atmosphere; In the desorption mode, the fuel tank is connected to the carbon canister, and the carbon canister is connected to the atmosphere and the engine respectively; In refueling mode, the fuel tank is connected to the carbon canister and the carbon canister is connected to the atmosphere.

6. The non-integrated fuel emission control method according to claim 5, characterized in that: In the default mode, the fuel tank is connected to the carbon canister, and the fuel tank is not connected to the atmosphere. The carbon canister and the fuel tank form a closed environment. The gas containing hydrocarbons enters the carbon canister from the fuel tank and is adsorbed by the activated carbon in the carbon canister.

7. The non-integrated fuel emission control method according to claim 5, characterized in that: In the desorption mode, the fuel tank is connected to the carbon canister, and the carbon canister is connected to the atmospheric environment and the engine intake manifold. With the help of the negative pressure generated by the intake manifold when the engine is running, fresh air is introduced into the carbon canister, hydrocarbons are desorbed, and the gas containing hydrocarbons enters the engine through the carbon canister for combustion. When the engine stops running, the vehicle returns to the default mode.

8. The non-integrated fuel emission control method according to claim 5, characterized in that: In refueling mode, the fuel tank is connected to the carbon canister, and the carbon canister is connected to the atmosphere. The fuel tank releases the internal pressure, and the fuel cap is opened. The gas containing hydrocarbons is filtered through the carbon canister and enters the atmosphere. After refueling is completed and the fuel cap is closed, the vehicle returns to default mode.

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