Canister and automobile

Abstract

The application relates to the automobile technical field and discloses a carbon tank and an automobile, which comprises a shell assembly, a cover assembly and a spoiler assembly. The shell assembly is internally formed with an accommodating cavity, and the accommodating cavity is filled with carbon powder. The cover assembly is connected with the shell assembly, and the cover assembly comprises an adsorption port and a desorption port, which are communicated with the accommodating cavity respectively. The spoiler assembly is located between the adsorption port and the carbon powder, and is used for bearing the impact of oil vapor flowing through the adsorption port and shunting the oil vapor. The carbon tank and the automobile provided by the application can reduce the impact force of fuel vapor on the carbon powder in the carbon tank under negative pressure, prolong the service life of the carbon tank and avoid damage of the carbon tank.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, in particular to a carbon canister and an automobile. BACKGROUND

[0002] The carbon canister is a key part for controlling fuel evaporation emission in a fuel system, and is usually arranged between a fuel tank and an engine. When the engine is off, gasoline vapor volatilized from the fuel tank is mixed with fresh air in the carbon canister and is adsorbed by activated carbon powder in the carbon canister. After the engine is started, an electromagnetic valve between the carbon canister and an intake manifold of the engine is opened, and the gasoline vapor adsorbed on the activated carbon powder in the carbon canister is brought into a cylinder by clean air under the action of vacuum degree of the intake manifold to participate in combustion, thereby reducing emission and fuel consumption.

[0003] However, if the vacuum degree in the intake manifold is too large after the engine is started, the gasoline vapor in the fuel tank will enter the carbon canister under negative pressure, causing a large impact on the carbon powder in the carbon canister, and thus the carbon canister is prone to damage and the service life is reduced. SUMMARY

[0004] Therefore, the present application provides a carbon canister and an automobile, which can reduce the impact force of gasoline vapor on carbon powder in the carbon canister under negative pressure, improve the service life of the carbon canister, and avoid damage to the carbon canister.

[0005] Specifically, the present application includes the following technical solutions:

[0006] The present application provides a carbon canister, which comprises a shell assembly, a cover assembly and a turbulence assembly.

[0007] The shell assembly is internally formed with an accommodating cavity, and the accommodating cavity is filled with carbon powder.

[0008] The cover assembly is connected with the shell assembly, and the cover assembly comprises an adsorption port and a desorption port, which are respectively communicated with the accommodating cavity.

[0009] The turbulence assembly is located between the adsorption port and the carbon powder, and is used for bearing the impact of oil vapor flowing through the adsorption port and shunting the oil vapor.

[0010] Optionally, the turbulence assembly comprises at least one turbulence piece, and different kinds of the turbulence pieces are different in shape.

[0011] Each of the turbulence pieces is connected with the shell assembly or the cover assembly.

[0012] Optionally, the cover assembly comprises a cover body and a partition plate.

[0013] The cover body covers the open end of the accommodating cavity.

[0014] The partition is connected to the cover body and separates the cover body into a first chamber and a second chamber, the first chamber is in communication with the adsorption port, the second chamber is in communication with the desorption port, and the first chamber and the second chamber are respectively in communication with the containing cavity;

[0015] At least a part of the turbulence component is located in at least one of the first chamber and the second chamber.

[0016] Optionally, the at least one turbulence member includes at least one of a first turbulence member and a second turbulence member.

[0017] A plurality of the first turbulence members are arranged at intervals in the first chamber, and each of the first turbulence members is connected to the cover body.

[0018] A plurality of the second turbulence members are arranged at intervals in the second chamber, and each of the second turbulence members is connected to the cover body.

[0019] Optionally, the at least one turbulence member further includes at least one third turbulence member, the at least one third turbulence member is located in the first chamber and connected to the cover body.

[0020] The plurality of first turbulence members are arranged around the third turbulence member.

[0021] Optionally, the height of the third turbulence member is higher than the height of the first turbulence member.

[0022] Optionally, the first turbulence member is columnar in shape, and / or the second turbulence member is plate-shaped, and / or the third turbulence member is cross-shaped.

[0023] Optionally, a first end of the second turbulence member is connected to the cover body.

[0024] A second end of at least one of the second turbulence members is provided with a groove, the groove is used to change the flow direction of at least part of the oil vapor flowing from the containing cavity into the second chamber, and the second end is opposite to the first end.

[0025] Optionally, the opening direction of the adsorption port and the desorption port is perpendicular to the opening direction of the opening end of the containing cavity.

[0026] Optionally, a plurality of the second turbulence members are arranged in an array to form a plurality of airflow channels, and the extension direction of at least one of the airflow channels is parallel to the opening direction of the desorption port.

[0027] Another aspect of the embodiments of the present application provides a car, the car including the carbon canister.

[0028] The beneficial effects of the technical solutions provided in this application include at least the following:

[0029] In the charcoal canister and automobile provided in this application embodiment, the charcoal canister cover assembly is connected to the fuel tank via an adsorption port and to the engine intake manifold via a desorption port. The charcoal canister shell assembly is filled with carbon powder for adsorbing oil vapor. A flow-deflecting assembly is provided between the cover assembly and the carbon powder. When the engine starts, a negative pressure is generated on one side of the engine, causing the charcoal canister to be in a negative pressure state. Oil vapor in the fuel tank flows through the adsorption port into the charcoal canister under the suction force of the negative pressure, and first flows through the flow-deflecting assembly. The flow-deflecting assembly withstands the impact force of the oil vapor and disperses it into multiple airflows with weakened impact force. Then, the multiple airflows continue to flow and enter the receiving cavity, where they are adsorbed by the carbon powder, thus avoiding excessive impact of oil vapor on the carbon powder. In other words, the charcoal canister provided in this application embodiment can reduce the impact force of oil vapor on the carbon powder in the charcoal canister under negative pressure, especially when the vacuum in the intake manifold is too large, thereby improving the service life of the charcoal canister and preventing its damage. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This illustration shows a first structural schematic diagram of a charcoal canister provided in an embodiment of this application;

[0032] Figure 2 A schematic diagram of the second structure of a charcoal canister provided in an embodiment of this application is shown.

[0033] Figure label:

[0034] 10. Housing assembly; 11. Atmospheric vent;

[0035] 20. Cover assembly; 21. Adsorption port; 22. Desorption port; 23. Partition; 24. Cover body; 25. First chamber; 26. Second chamber;

[0036] 30. Spoiler assembly; 31. First spoiler; 32. Second spoiler; 321. Groove; 33. Third spoiler.

[0037] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0038] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application. To make the technical solutions and advantages of this application clearer, the charcoal canister and automobile, etc., will be described in detail below with reference to the accompanying drawings.

[0039] The charcoal canister is a key component in the fuel system that controls fuel evaporation emissions, typically located between the fuel tank and the engine. When the engine is off, gasoline vapors evaporating from the fuel tank mix with fresh air in the charcoal canister and are adsorbed by the activated carbon powder within. Once the engine starts, the solenoid valve between the charcoal canister and the engine intake manifold opens, allowing the fuel vapors adsorbed on the activated carbon powder in the charcoal canister to be drawn into the cylinders by clean air under the vacuum of the intake manifold, thus reducing emissions and fuel consumption.

[0040] However, if the vacuum in the intake manifold is too large after the engine starts, the fuel vapor in the fuel tank will enter the charcoal canister under negative pressure, causing a large impact on the carbon powder inside the charcoal canister, which can easily lead to damage to the charcoal canister and a reduced service life.

[0041] To address the aforementioned problems, this application provides a charcoal canister. According to... Figure 1 and Figure 2 As shown, the carbon canister may include: a shell assembly 10, a cover assembly 20, and a turbulence-dispersing assembly 30; the shell assembly 10 has an internal cavity filled with carbon powder; the cover assembly 20 is connected to the shell assembly 10 and includes an adsorption port 21 and a desorption port 22, which are respectively connected to the cavity; the turbulence-dispersing assembly 30 is located between the adsorption port 21 and the carbon powder, and is used to withstand the impact of oil vapor flowing through the adsorption port 21 and to divert the oil vapor.

[0042] In the charcoal canister provided in this embodiment, the canister cover assembly 20 is connected to the fuel tank via the adsorption port 21 and to the engine intake manifold via the desorption port 22. The canister shell assembly 10 is filled with carbon powder for adsorbing oil vapor. A turbulence-inducing assembly 30 is provided between the cover assembly 20 and the carbon powder. When the engine starts, a negative pressure is generated on one side of the engine, causing the charcoal canister to be in a negative pressure state. Oil vapor in the fuel tank flows through the adsorption port 21 into the charcoal canister under the suction of the negative pressure, and first flows through the turbulence-inducing assembly 30. The turbulence-inducing assembly 30 withstands the impact force of the oil vapor and disperses it into multiple airflows with weakened impact force. Then, the multiple airflows continue to flow and enter the receiving cavity, where they are adsorbed by the carbon powder, thus avoiding excessive impact of oil vapor on the carbon powder. In other words, the charcoal canister provided in this embodiment can reduce the impact force of oil vapor on the carbon powder in the charcoal canister under negative pressure, especially when the vacuum in the intake manifold is too large, thereby improving the service life of the charcoal canister and preventing its damage.

[0043] It should be noted that the shell assembly 10 of the charcoal canister may also include an atmospheric vent 11, which is connected to the external environment and used to introduce fresh air from the outside. A filter may also be installed between the atmospheric vent 11 and the external environment to filter impurities in the fresh air and prevent impurities from entering the charcoal canister, which would result in insufficient adsorption of oil vapor by the charcoal powder.

[0044] In a possible implementation, the turbulence assembly 30 is located between the adsorption port 21 and the atmospheric port 11. When the carbon canister is desorbed and the vacuum in the intake manifold is too large, the solenoid valve opens, and the mixed gas of fresh air entering the containment cavity from the atmospheric port 11 and the adsorption port 21 impacts the internal structure of the cavity and the carbon powder. Furthermore, oil vapor enters the containment cavity from the adsorption port 21 under negative pressure. The atmospheric port 11 is connected to the containment cavity, which simultaneously contains fresh air, oil vapor, and carbon powder. The instantaneous increase in the oil vapor content will compress the gas in other parts of the containment cavity, and the fresh air will return to the outside through the atmospheric port 11. If the negative pressure in the intake manifold is too large at this time, the flow rate of oil vapor entering the containment cavity will be too high, which will cause some of the fresh air returning to the outside to impact the filter, easily causing damage to the filter.

[0045] Optionally, the filter can be an ash filter or other components capable of filtration, which can be selected and adjusted by those skilled in the art according to actual needs.

[0046] Optionally, a solenoid valve may be located between the desorption port 22 and the engine intake manifold to control the opening and closing of the desorption operation.

[0047] Optionally, the housing assembly 10 and the cover assembly 20 can be detachably connected by a connector to facilitate cleaning of the carbon canister or replacement of the toner.

[0048] Optionally, the diameter of the adsorption port 21 can be larger than the diameter of the desorption port 22 to ensure a sufficient supply of oil vapor. For example, the diameter of the adsorption port 21 can be 15.8 mm and the diameter of the desorption port 22 can be 9.49 mm. Those skilled in the art can select and adjust the size of the adsorption port 21 and the desorption port 22 according to actual needs.

[0049] Optionally, the spoiler assembly 30 includes at least one spoiler element, and different types of spoilers have different shapes; each spoiler element is connected to the housing assembly 10 or the cover assembly 20.

[0050] Different shapes of baffles have varying effects on airflow disturbance. Multiple baffle shapes can be used in combination to meet the designer's requirements for the actual flow direction and velocity of oil vapor and fresh air entering and exiting the charcoal canister. For example, the shape of the baffle can be columnar, conical, plate-shaped, cross-shaped, etc.

[0051] In some embodiments of this application, according to Figure 1 As shown, the cover assembly 20 may include a cover body 24 and a partition 23; the cover body 24 covers the opening end of the receiving cavity; the partition 23 is connected to the cover body 24 and divides the cover body 24 into a first chamber 25 and a second chamber 26, the first chamber 25 is connected to the adsorption port 21, the second chamber 26 is connected to the desorption port 22, and the first chamber 25 and the second chamber 26 are respectively connected to the receiving cavity; wherein, at least a portion of the turbulence assembly 30 is located in at least one of the first chamber 25 and the second chamber 26.

[0052] See Figure 1 The baffle 23 divides the cover body 24 into a first chamber 25 and a second chamber 26. The first chamber 25 is connected to the adsorption port 21, and the second chamber 26 is connected to the desorption port 22. In the desorption scenario, oil vapor enters the first chamber 25 from the adsorption port 21 under negative pressure. Some of the oil vapor will first collide with the turbulence component 30 and be dispersed into multiple airflows, achieving the first diversion and deceleration of the oil vapor. The decelerated oil vapor flows towards the second chamber 26 under negative pressure, where it collides with the baffle 23 to achieve the second deceleration of the oil vapor. Then it flows into the second chamber 26 and is adsorbed by the carbon powder or flows to the desorption port 22. The oil vapor undergoes diversion and two decelerations, greatly reducing the impact force on the carbon powder and improving the service life of the carbon canister. Furthermore, the baffle 23 can prevent oil vapor from directly entering the desorption port without passing through the carbon powder.

[0053] In some embodiments of this application, at least one of the first baffles 31 and the second baffles 32 is included; a plurality of first baffles 31 are spaced apart in the first chamber 25, and each first baffle 31 is connected to the cover body 24; a plurality of second baffles 32 are spaced apart in the second chamber 26, and each second baffle 32 is connected to the cover body 24.

[0054] To further reduce the impact of oil vapor on toner, multiple first baffles 31 are installed in the first chamber 25 and multiple second baffles 32 are installed in the second chamber 26. In the desorption scenario, oil vapor flows in from the adsorption port 21, undergoes a first collision and decompression with the multiple first baffles 31 and is split into multiple airflows. After a second collision and decompression with the baffle 23, it enters the containment chamber. After being adsorbed by the toner in the containment chamber, the oil vapor flows into the second chamber 26 and undergoes a third collision and decompression with the multiple second baffles 32. Finally, it flows to the desorption port 22.

[0055] Optionally, those skilled in the art can select and adjust the number and arrangement density of the first spoiler 31 and the second spoiler 32 according to actual needs.

[0056] In a possible implementation, the first baffle 31 and the second baffle 32 are respectively connected to the cover body 24. The cover body 24 may include a first part and a second part. The first baffle 31, the second baffle 32, the adsorption port 21 and the desorption port 22 are integrated on the first part, and the second part is used to connect to the housing assembly 10. The first part can be detachably connected to the second part to facilitate the replacement of the first baffle 31 and / or the second baffle 32.

[0057] Optionally, such as Figure 1 As shown, at least one type of spoiler also includes at least one third spoiler 33, which is located in the first chamber 25 and connected to the cover body 24; a plurality of first spoilers 31 are arranged around the third spoiler 33.

[0058] In addition to the first turbulence element 31, at least one third turbulence element 33 is also provided in the first chamber 25. After the oil vapor is diverted by multiple first turbulence elements 31, it also collides with the third turbulence element 33, which further reduces the flow rate of the oil vapor and thus reduces the impact force of the oil vapor on the toner.

[0059] Optionally, the height of the third spoiler 33 is higher than the height of the first spoiler 31.

[0060] Those skilled in the art can select and adjust the heights of the first baffle 31 and the third baffle 33 according to actual needs. Optionally, the height of the third baffle 33 is configured to be higher than the height of the first baffle 31, and the end of the third baffle 33 away from the cover body 24 is allowed to contact the toner. In addition to further mitigating the impact of oil vapor on the toner, the setting of the third baffle 33 also changes the mode of the charcoal canister, preventing the charcoal canister from resonating when other connecting parts vibrate.

[0061] Optionally, the first spoiler 31 is cylindrical in shape, and / or the second spoiler 32 is plate-shaped, and / or the third spoiler 33 is cross-shaped.

[0062] Optionally, the shapes of the first spoiler 31, the second spoiler 32, and the third spoiler 33 can be interchanged with each other, and those skilled in the art can select and adjust the shapes of the first spoiler 31, the second spoiler 32, and the third spoiler 33 according to actual needs.

[0063] In some embodiments of this application, the first end of the second baffle 32 is connected to the cover body 24; at least one second end of the second baffle 32 is provided with a groove 321 for changing the flow direction of oil vapor that flows into the second chamber 26 from the receiving cavity in at least part of it, wherein the second end is opposite to the first end.

[0064] At least one second baffle 32 has a groove 321 at its second end. After the oil vapor enters the second chamber 26 from the first chamber 25, some of the oil vapor may flow into the groove 321 of the second baffle 32 and flow out in the opposite direction after hitting the bottom of the groove 321, thereby changing the flow direction in the groove 321. This further decelerates the oil vapor and reduces the impact force of the oil vapor on the toner.

[0065] In a possible implementation, the groove 321 of the second baffle 32 extends along the depth direction to the first end of the second baffle 32, thereby forming a cavity inside the second baffle 32, in which the oil vapor changes its flow direction.

[0066] Optionally, those skilled in the art can select and adjust the depth of the groove 331 according to actual needs, with the depth direction being from the second end of the second baffle 32 to the first end.

[0067] Optionally, those skilled in the art can select and adjust the length of the second deflector 32 according to actual needs, wherein the length direction of the second deflector 32 is parallel to the depth direction of the groove 321.

[0068] In some embodiments of this application, the opening directions of the adsorption port 21 and the desorption port 22 are perpendicular to the opening direction of the opening end of the receiving cavity.

[0069] In the relevant technology, the opening directions of the adsorption port 21 and desorption port 22 of the charcoal canister are parallel to the opening direction of the opening end of the receiving cavity. Under the negative pressure at the engine end, oil vapor flows in from the adsorption port 21 and flows directly toward the interior of the receiving cavity, so that the oil vapor will directly impact the carbon powder in the receiving cavity. In the carbon canister provided in this embodiment, during desorption, since the opening directions of the adsorption port 21 and the desorption port 22 are perpendicular to the opening direction of the containment cavity, oil vapor flows into the carbon canister from the adsorption port 21 and flows along the extension direction of the adsorption port 21. The flowing oil vapor first collides with the first baffle 31 and / or the third baffle 33 and is divided into multiple airflows. Then, the multiple airflows change their flow direction under the obstruction of the partition 23, turn 90 degrees and flow along the opening direction of the opening end of the containment cavity, flowing downward into the containment cavity. After the oil vapor is adsorbed in the containment cavity, the airflow flows in the opposite direction and flows to the second chamber 26. In the second chamber 26, it collides with the cover body 24 and changes its flow direction. After turning 90 degrees, it flows parallel to the plate surface of the cover body 24 and collides with the second baffle 32, and finally flows out from the desorption port 22.

[0070] Optionally, multiple second airflow deflectors 32 are arranged in an array to form multiple airflow channels, and the extension direction of at least one airflow channel is parallel to the opening direction of the desorption port 22.

[0071] Multiple second baffles 32 are spaced apart, allowing oil vapor to flow through the gaps between adjacent second baffles 32. These interconnected gaps form airflow channels for the oil vapor. For example, multiple second baffles 32 are arranged in an array, forming several crisscrossing airflow channels. After entering the second chamber 26, a portion of the oil vapor flows directly into the desorption port 22 through airflow channels whose extension direction is the same as the opening direction of the desorption port. Another portion flows once within the grooves 321 of the second baffles 32 before flowing towards the toner or the desorption port 22. This slows down the oil vapor, reducing its impact on the toner without affecting its flow.

[0072] Optionally, the lengths of the multiple second spoilers 32 can be different, and the lengths of the second spoilers 32 can be adjusted according to the shape of the second chamber 26.

[0073] Optionally, those skilled in the art can select and adjust the arrangement density of the second spoiler 32 according to actual needs.

[0074] In some embodiments, such as Figure 1 and Figure 2As shown, the cover assembly 20 covers the opening of the receiving cavity of the housing assembly 10 and closes the receiving cavity; the opening directions of the adsorption port 21 and desorption port 22 on the cover assembly 20 are perpendicular to the opening direction of the receiving cavity; inside the cover assembly 20, the internal space of the cover body 24 is divided into a first chamber 25 and a second chamber 26 by a partition 23. Inside the first chamber 25, there are columnar first baffles 31 and cross-shaped third baffles 33. The first baffles 31 are arranged in an array, and the third baffles 33 are located in the center of the plurality of first baffles 31; inside the second chamber 26, there are plate-shaped second baffles 32. The plurality of second baffles 32 are arranged in an array, and the plate surface of the second baffles 32 is parallel to the opening direction of the desorption port 22. Each second baffle 32 also has a groove 321 formed inside. After the engine starts, a negative pressure is generated on one side of the engine, causing the charcoal canister to be in a negative pressure state. Fuel vapor from the fuel tank flows through the adsorption port 21 into the charcoal canister under the suction force of the negative pressure. It first flows past the first and third baffles 31 and 33, which disperse the fuel vapor into multiple airflow streams. These streams continue to flow forward, colliding with the inner wall of the cover body 24, further reducing the impact force. The streams then flow downwards and enter the receiving cavity, where they are adsorbed by the carbon powder. Because the charcoal canister remains under negative pressure, the carbon powder... After the oil vapor is drawn out, it flows to the second chamber 26. If the vacuum in the intake manifold is too large, the negative pressure of the desorption port 22 will be too large, and too much oil vapor will be desorbed. It will not be able to flow out of the desorption port 22 immediately and will flow back into the containment chamber, which will also cause impact on the toner. Therefore, a second baffle 32 is set in the second chamber 26. Part of the oil vapor flows out directly from the desorption port 22, and the other part of the oil vapor is buffered in the groove 321 of the second baffle 32 before flowing out from the desorption port 22. Thus, the airflow pressure in the entire carbon can is controlled, avoiding excessive impact on the toner.

[0075] This application also provides an automobile that includes the aforementioned charcoal canister.

[0076] In the automobile provided in this application embodiment, the charcoal canister cover assembly 20 is connected to the fuel tank via the adsorption port 21 and to the engine intake manifold via the desorption port 22. The charcoal canister shell assembly 10 is filled with carbon powder for adsorbing oil vapor. A turbulence-reducing assembly 30 is provided between the cover assembly 20 and the carbon powder. When the engine starts, a negative pressure is generated on one side of the engine, causing the charcoal canister to be in a negative pressure state. Oil vapor in the fuel tank flows through the adsorption port 21 into the charcoal canister under the suction of the negative pressure, and first flows through the turbulence-reducing assembly 30. The turbulence-reducing assembly 30 withstands the impact force of the oil vapor and disperses it into multiple airflows with weakened impact force. Then, the multiple airflows continue to flow and enter the receiving cavity, where they are adsorbed by the carbon powder, thus avoiding excessive impact of oil vapor on the carbon powder. In other words, the charcoal canister provided in this application embodiment can reduce the impact force of oil vapor on the carbon powder in the charcoal canister under negative pressure, especially when the vacuum in the intake manifold is too large, thereby improving the service life of the charcoal canister and preventing its damage.

[0077] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The term "multiple" refers to two or more unless otherwise expressly defined.

[0078] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only.

[0079] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A carbon canister characterized by, The carbon tank comprises a shell assembly (10), a cover assembly (20) and a spoiler assembly (30); The shell assembly (10) is internally formed with a containing cavity, and the containing cavity is filled with carbon powder; The cover assembly (20) is connected with the shell assembly (10), and the cover assembly (20) comprises an adsorption port (21) and a desorption port (22), and the adsorption port (21) and the desorption port (22) are respectively communicated with the containing cavity; The spoiler assembly (30) is located between the adsorption port (21) and the carbon powder, and is used for bearing the impact of oil vapor flowing through the adsorption port (21) and shunting the oil vapor; The spoiler assembly (30) comprises at least one spoiler, and different kinds of spoilers have different shapes; Each spoiler is connected with the shell assembly (10) or the cover assembly (20); The cover assembly (20) comprises a cover body (24) and a partition plate (23); The cover body (24) covers the open end of the containing cavity; The partition plate (23) is connected with the cover body (24) and separates the cover body (24) into a first chamber (25) and a second chamber (26), the first chamber (25) is communicated with the adsorption port (21), the second chamber (26) is communicated with the desorption port (22), and the first chamber (25) and the second chamber (26) are respectively communicated with the containing cavity; At least a part of the spoiler assembly (30) is located in at least one of the first chamber (25) and the second chamber (26); The at least one spoiler comprises at least one of a first spoiler (31) and a second spoiler (32); A plurality of first spoilers (31) are arranged in the first chamber (25) at intervals, and each first spoiler (31) is connected with the cover body (24); A plurality of second spoilers (32) are arranged in the second chamber (26) at intervals, and each second spoiler (32) is connected with the cover body (24); The at least one spoiler further comprises at least one third spoiler (33), and the at least one third spoiler (33) is located in the first chamber (25) and connected with the cover body (24); The plurality of first spoilers (31) are arranged around the third spoiler (33); The height of the third spoiler (33) is higher than the height of the first spoiler (31), and the end of the third spoiler (33) away from the cover body (24) is in contact with the carbon powder.

2. The carbon canister according to claim 1, characterized by The first spoiler (31) is columnar in shape, and / or the second spoiler (32) is plate-shaped, and / or the third spoiler (33) is cross-shaped.

3. The carbon canister according to claim 1, wherein The first end of the second spoiler (32) is connected with the cover body (24); A second end of at least one of the second turbulence members (32) is provided with a groove (331) for changing a flow direction of oil vapor flowing at least partially from the accommodating cavity into the second cavity (26), wherein the second end is opposite to the first end.

4. The carbon canister of claim 1, wherein The opening direction of the adsorption port (21) and the desorption port (22) is perpendicular to the opening direction of the opening end of the accommodating cavity, respectively.

5. The carbon canister according to claim 4, characterized in that The second turbulence members (32) are arranged in an array to form a plurality of air flow channels, and the extension direction of at least one of the air flow channels is parallel to the opening direction of the desorption port (22).

6. An automobile characterized by comprising: The automobile comprises the carbon canister according to any one of claims 1 to 5.

Images