Method and system for combined carbon fuel vapor storage canisters

Abstract

The present disclosure provides methods and systems for combined filling of a carbon fuel vapor storage canister. Methods and systems are presented for combining two or more common fuel vapor storage canisters to increase the storage volume of fuel vapor for a vehicle. In one example, a fuel vapor manifold is configured to allow communication between ports of a carbon-filled fuel vapor storage canister. The fuel vapor manifold is of a clamshell design that allows for vibration welding.

Description

Technical Field

[0001] The present description generally relates to methods and systems for combining two or more carbon-filled fuel vapor storage canisters into a set of operating carbon-filled fuel vapor storage canisters. Background Art

[0002] Some vehicles may include large fuel tanks for storing fuel so that the vehicle can travel long distances and / or operate for longer periods of time under high loads. When a large fuel tank is refilled, a large amount of fuel vapor may be generated. In order to prevent these fuel vapors from being released into the atmosphere, the fuel vapors can be captured. One way to capture fuel vapors is to have a refilling station capture vapors; however, because many fuel pumps are self-service, they may not operate correctly to capture fuel vapors from all vehicles. Another way to capture fuel vapors is to capture fuel vapors on a vehicle that is undergoing refueling. Capturing fuel vapors on a vehicle allows the vehicle to capture paid fuel and may not require special training for capturing fuel vapors. However, larger fuel tanks may require the use of a larger volume of carbon-filled fuel vapor storage canister to capture larger amounts of fuel vapor. Of course, a larger volume of fuel vapor canisters can be generated, but the monetary cost and time of generating a new carbon-filled fuel vapor canister may be prohibitive. Therefore, it may be desirable to use an existing carbon-filled fuel vapor canister design to meet fuel vapor storage needs. However, coupling a large number of carbon-filled fuel vapor storage canisters to create sufficient volume to capture fuel vapors may increase the likelihood of breaches in the storage system and a large number of expensive quick connectors, hoses, and fittings. Therefore, it may be desirable to provide a way to aggregate multiple carbon-filled fuel vapor storage canisters of the same type into a system that is capable of storing large amounts of fuel vapor at a lower financial expense and with a lower tendency to breach. Summary of the invention

[0003] The inventors herein have recognized the above-referenced problems and have developed a fuel vapor manifold comprising: a first half configured to receive a first carbon-filled fuel vapor storage canister and a second carbon-filled fuel vapor storage canister, the first half configured to receive a first nipple of the first fuel vapor storage canister, a second nozzle of the first fuel vapor storage canister, a third nozzle of the second fuel vapor storage canister, and a fourth nozzle of the second fuel vapor storage canister.

[0004] By constructing a fuel vapor manifold, multiple common carbon-filled fuel vapor storage canisters can be combined in parallel and in series to increase fuel vapor storage capacity without having to construct a unique carbon-filled fuel vapor storage canister for each fuel tank volume. Additionally, the actual total number of connectors and hoses used to link common carbon-filled canisters can be reduced, thereby reducing the likelihood of breaches in the fuel vapor storage system.

[0005] The present description may provide several advantages. In particular, the method may reduce the expense of increasing the volume of a fuel vapor storage canister filled with carbon. Additionally, the method provides for parallel and series arrangements of fuel vapor storage canisters filled with carbon, which may allow for management of the flow rate of fuel vapor over the carbon so that the carbon has sufficient time to store fuel vapor. Furthermore, the method provides for a mounting system that limits movement between various components of the system to further reduce the likelihood of a breach in the system.

[0006] The above advantages and other advantages and features of the present specification will be readily apparent from the following detailed description when taken alone or in conjunction with the accompanying drawings.

[0007] It is understood that the above summary is provided to introduce a series of concepts further described in the detailed description in a simplified form. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims following the detailed description. In addition, the claimed subject matter is not limited to embodiments that address any disadvantages mentioned above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 An example engine with its associated evaporative emissions system is shown;

[0009] Figure 2 An example prior art evaporative emissions system is shown;

[0010] Figures 3 to 13 An example evaporative emissions system and components according to the present disclosure are shown; and

[0011] Fig.14 is a flow chart of a method for operating an evaporative emissions system of a vehicle. DETAILED DESCRIPTION

[0012] The following description relates to systems and methods for operating a vehicle and an evaporative emissions system. The vehicle may be a heavy vehicle with a large fuel tank. The vehicle may include Figure 1 An engine of the type shown. Figure 2 The evaporative emission system of the prior art is shown in FIG. Figures 3 to 13An exemplary method for operating the evaporative emission system disclosed herein is shown in Fig.14 Shown in.

[0013] refer to Figure 1 , an internal combustion engine 10 (which includes a plurality of cylinders, Figure 1 The electronic engine controller 12 controls the cylinders of the engine. Figures 1 to 13 The controller can use the various sensors shown in the figure to receive signals. Figures 1 to 13 Actuators are shown in FIG. 1 to adjust engine and evaporative emissions system operation based on received signals and instructions stored in the memory of controller 12 .

[0014] Engine 10 is comprised of cylinder head 35 and cylinder block 33, which include combustion chamber 30 and cylinder wall 32. Piston 36 is positioned therein and reciprocates via connection to crankshaft 40. Combustion chamber 30 is shown in communication with intake manifold 44 and exhaust manifold 48 via respective intake valve 52 and exhaust valve 54. Each intake valve and exhaust valve may be operated by intake cam 51 and exhaust cam 53. The position of intake cam 51 may be determined by intake cam sensor 55. The position of exhaust cam 53 may be determined by exhaust cam sensor 57. Intake valve 52 may be selectively activated and deactivated by valve activation device 59. Exhaust valve 54 may be selectively activated and deactivated by valve activation device 58. The intake and exhaust valves may be deactivated in a closed position so that the intake and exhaust valves do not open during an engine cycle (e.g., four strokes). Valve activation devices 58 and 59 may be electromechanical devices.

[0015] Fuel injector 66 is shown protruding into combustion chamber 30 and is positioned to inject fuel directly into cylinder 31, which is known to those skilled in the art as direct injection. Fuel injector 66 delivers liquid fuel in proportion to the pulse width from controller 12. Fuel is delivered to fuel injector 66 by a fuel system (not shown) including a fuel tank, a fuel pump, and a fuel rail (not shown). In one example, a high pressure dual stage fuel system can be used to generate higher fuel pressures.

[0016] In addition, intake manifold 44 is shown to be in communication with turbocharger compressor 162 and engine air intake 42. In other examples, compressor 162 may be a supercharger compressor. Shaft 161 mechanically couples turbocharger turbine 164 to turbocharger compressor 162. Optional electronic throttle 62 adjusts the position of throttle plate 64 to control air flow from compressor 162 to intake manifold 44. Since the inlet of throttle 62 is in boost chamber 45, the pressure in boost chamber 45 may be referred to as throttle inlet pressure. The throttle outlet is in intake manifold 44. In some examples, throttle 62 and throttle plate 64 may be positioned between intake valve 52 and intake manifold 44 so that throttle 62 is an intake port throttle. Compressor recirculation valve 47 may be selectively adjusted to a plurality of positions between fully open and fully closed. Wastegate 163 may be adjusted via controller 12 to allow exhaust to selectively bypass turbine 164, thereby controlling the speed of compressor 162. Air filter 43 cleans air entering engine air intake 42.

[0017] Distributorless ignition system 88 provides an ignition spark to combustion chamber 30 via spark plug 92 in response to controller 12. Universal Exhaust Gas Oxygen (UEGO) sensor 126 is shown coupled to exhaust manifold 48 upstream of catalytic converter 70. Alternatively, a two-state exhaust gas oxygen sensor may be substituted for UEGO sensor 126.

[0018] In one example, converter 70 may include multiple catalyst bricks. In another example, multiple emission control devices, each having multiple bricks, may be used. In one example, converter 70 may be a three-way type catalyst.

[0019] The controller 12 Figure 11 is shown as a conventional microcomputer including: a microprocessor unit 102, input / output ports 104, read-only memory 106 (eg, non-transitory memory), random access memory 108, keep alive memory 110, and a conventional data bus. Controller 12 is shown receiving various signals from sensors coupled to engine 10 in addition to those signals previously discussed, including: engine coolant temperature (ECT) from temperature sensor 112 coupled to cooling sleeve 114; position sensor 134 coupled to driver demand pedal 130 to sense a demand (e.g., torque or power) applied by human driver 132; position sensor 154 coupled to brake pedal 150 to sense a brake demand (e.g., torque) applied by human driver 132; a measurement of engine manifold pressure (MAP) from pressure sensor 122 coupled to intake manifold 44; an engine position sensor from engine position sensor 118 sensing the position of crankshaft 40; a measurement of air mass entering the engine from sensor 120; and a measurement of throttle position from sensor 68. Barometric pressure may also be sensed (sensor not shown) for processing by controller 12. In a preferred aspect of the present description, engine position sensor 118 produces a predetermined number of equally spaced pulses per revolution of the crankshaft from which engine speed (RPM) may be determined.

[0020] The controller 12 may also receive input from the human / machine interface 11. A request to start the engine or vehicle may be generated and input to the human / machine interface 11 via a human. The human / machine interface may be a touch screen display, a button, a key switch, or other known devices. The controller 12 may also automatically start the engine 10 in response to vehicle and engine operating conditions. Automatic engine starting may include starting the engine 10 without a human 132 providing input to a device (e.g., a key switch or button) dedicated to receiving input from the human 132 for the sole purpose of starting and / or stopping the rotation of the engine 10. For example, the engine 10 may be automatically stopped in response to a driver demand torque being less than a threshold and a vehicle speed being less than a threshold.

[0021] During operation, each cylinder within engine 10 typically undergoes a four stroke cycle: the cycle includes an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. During the intake stroke, generally, exhaust valve 54 is closed and intake valve 52 is opened. Air is introduced into combustion chamber 30 via intake manifold 44, and piston 36 moves to the bottom of the cylinder so as to increase the volume within combustion chamber 30. The position where piston 36 is near the bottom of the cylinder and at the end of its stroke (e.g., when combustion chamber 30 is at its largest volume) is typically referred to by those of skill in the art as bottom dead center (BDC).

[0022] During the compression stroke, intake valve 52 and exhaust valve 54 are closed. Piston 36 moves toward the cylinder head so as to compress the air within combustion chamber 30. The point at which piston 36 is at the end of its stroke and closest to the cylinder head (e.g. when combustion chamber 30 is at its smallest volume) is typically referred to by those of skill in the art as top dead center (TDC). In a process hereinafter referred to as injection, fuel is introduced into the combustion chamber. In a process hereinafter referred to as ignition, the injected fuel is ignited by known ignition means, such as spark plug 92, resulting in combustion.

[0023] During the expansion stroke, the expanding gases push piston 36 back to BDC. Crankshaft 40 converts piston movement into rotational torque of the rotating shaft. Finally, during the exhaust stroke, exhaust valve 54 opens to release the combusted air-fuel mixture to exhaust manifold 48, and the piston returns to TDC. It should be noted that the above is shown only as an example, and the intake and exhaust valve opening and / or closing timings may be varied, such as to provide positive or negative valve overlap, late intake valve closing, or various other examples.

[0024] Reference now Figure 2 , a block diagram of an example prior art evaporative emissions system 200 is shown. Evaporative emissions system 200 includes canister purge valve 202, carbon filled fuel vapor storage canister 204, canister vent valve 299, fuel tank pressure sensor 277, fuel tank level sensor 276, fuel tank cap 230, fuel tank pressure control valve 212, refueling valve 214, passage or conduit 255, passage or conduit 256, and passage or conduit 233.

[0025] Fuel tank pressure control valve 212 is shown in fluid communication with charcoal filled fuel vapor storage canister 204 and fuel tank 220 via conduit 233. Fuel may flow from fuel tank cap 230 to fuel tank 220 via fill neck 231. Charcoal filled fuel vapor storage canister 204 may be selectively in fluid communication with intake manifold 44 via conduit 255 and canister purge valve 202.

[0026] During refilling of fuel tank 220, refueling valve 214 and canister vent valve 299 may be opened so that fuel vapors may exit fuel tank 220, pass through conduit 233, and be stored in charcoal-filled fuel vapor storage canister 204. Air that has been stripped of hydrocarbons may flow from charcoal-filled fuel vapor storage canister 204 to the atmosphere via passage or conduit 256 and vent valve 299 to relieve pressure in fuel tank 220.

[0027] Fuel vapor may be purged from the carbon filled fuel vapor storage canister 204 by opening canister purge valve 202, fully closing fuel tank pressure control valve 212, and opening canister vent valve 299. In particular, when canister purge valve 202 and canister vent valve are open, low pressure in engine intake manifold 44 may draw fuel vapor from the carbon filled canister. Fresh air drawn in from the atmosphere may cause fuel vapor to desorb from the carbon filled fuel vapor storage canister.

[0028] Reference now Figures 3 to 9 , shows carbon filled fuel vapor storage canister 204 and fuel vapor manifold 402 that fluidly couples carbon filled fuel vapor storage canister 204 in parallel. Coupling carbon filled fuel vapor storage canister 204 in parallel increases fuel vapor storage capacity compared to a single canister and reduces volume flow rate through carbon filled fuel vapor storage canister 204 compared to a series arrangement of carbon filled fuel vapor storage canisters.

[0029] Now turn to Figure 3 , shows a perspective view of a carbon filled fuel vapor storage canister 204 mechanically coupled to a bracket or support 302. In this example, the bracket or support 302 is mechanically coupled to the carbon filled fuel vapor storage canister 204 via fasteners 304 (e.g., bolts). The bracket or support 302 can hold the carbon filled fuel vapor storage canister 204 and the fuel vapor manifold (not shown) to restrict movement therebetween. The carbon filled fuel vapor storage canisters 204 are identical in construction.

[0030] Carbon filled fuel vapor storage canister 204 may include activated carbon 211 to store fuel vapor. Carbon filled fuel vapor storage canister 204 includes nozzle 310 having purge port 205, nozzle 312 having load port 206, and nozzle 254 having vent port 207 for allowing gas to flow into and out of carbon filled fuel vapor storage canister 204.

[0031] Reference now Figure 4, shows a perspective view of a carbon-filled fuel vapor storage canister 204 to which a fuel vapor manifold 402 is mechanically coupled. The fuel vapor manifold 402 is shown assembled and mechanically coupled to two carbon-filled fuel vapor storage canisters 204. The fuel vapor manifold 402 includes a nozzle 404 for ventilation, a nozzle 406 for purging fuel vapors, and a nozzle 408 for fluidly coupling to a load (e.g., a fuel tank or other fuel vapor source). The nozzle 404 includes a ventilation port 410 that provides access to a ventilation passage or conduit (not shown) within the fuel vapor manifold 402. The nozzle 406 includes a purge port 412 that provides access to a purge passage or conduit (not shown) within the fuel vapor manifold 402. The nozzle 408 includes a loading port 414 that provides access to a loading passage or conduit (not shown) within the fuel vapor manifold 402. Fuel vapor manifold 402 is also shown as being mechanically coupled to bracket or support 302 via guide 420 .

[0032] Reference now Figure 5 , shows a perspective view of the interior side 502 of the first half 504 of the fuel vapor manifold 402. The interior side 502, together with the second half (not shown) of the fuel vapor manifold 402, forms a purge passage 510, a loading passage 512, and a vent passage 514. Because the fuel vapor manifold connects the ports of the two carbon-filled canisters in parallel, the purge passage 510 fluidly couples the purge ports of the two carbon-filled fuel vapor storage canisters together, the loading passage 512 fluidly couples the loading ports of the two carbon-filled fuel vapor storage canisters together, and the vent passage 514 fluidly couples the vent ports of the two carbon-filled fuel vapor storage canisters together.

[0033] Reference now Figure 6 , showing a perspective view of the outer side 602 of the first half 504 of the fuel vapor manifold 402. The outer side 602 is docked with a carbon-filled fuel vapor storage canister (e.g., 204). Visible from the outer side 602 is a tubular port configured to cover the nozzle of the carbon-filled fuel vapor storage canister and seal with the nozzle. In particular, the tubular port 614 for sealing with the ventilation nozzle includes a seal 620 (e.g., rubber, elastomer, etc.) to form an airtight seal between the fuel vapor manifold and the carbon-filled fuel vapor storage canister. Similarly, the tubular port 610 for sealing with the loading nozzle includes a seal 620 to form an airtight seal between the fuel vapor manifold and the carbon-filled fuel vapor storage canister. Similarly, the tubular port 612 for sealing with the extraction nozzle includes a seal 620 to form an airtight seal between the fuel vapor manifold and the carbon-filled fuel vapor storage canister.

[0034] Reference now Figure 7 , a perspective view of the outer side 702 of the second half 704 of the fuel vapor manifold 402 (not shown) is shown. The outer side 702 includes three nozzles for coupling to the ventilation channel, the loading channel, and the extraction channel or conduit. The second half 704 includes a nozzle 710 with a ventilation port 720, a nozzle 712 with a loading port 722, and a nozzle 714 with an extraction port 724 for allowing gas to flow into and out of the fuel vapor manifold 402. The ventilation port 720 is in communication with the ventilation channel 514. The extraction port 724 is in communication with the extraction channel 510. The loading port 722 is in communication with the loading channel 512.

[0035] Reference now Figure 8 , a perspective view of the inner side 802 of the second half 704 of the fuel vapor manifold 402 (not shown) is shown. The inner side 802 forms at least a portion of the channels or conduits of the ventilation channel 514, the loading channel 512, and the extraction channel 510. In addition, the inner side 802 includes a protrusion 804 welded to the first half 504. The ventilation port 720, the loading port 722, and the extraction port 724 are shown.

[0036] Move to Fig. 9 , a cutaway perspective view of fuel vapor manifold 402 is shown. This view shows nozzle 310 docked with tubular port 610 and nozzle 312 docked with tubular port 612. Seal 620 is also shown as being press-fitted between nozzle 310 and tubular port 610. Likewise, seal 620 is also shown as being press-fitted between nozzle 312 and tubular port 612. Fig. 9 Also shown is how the protrusion 804 of the second half 704 abuts the first half 504 .

[0037] It is understandable that Figures 4 to 9 The fuel vapor manifold shown in FIG. 1 is only one arrangement of fuel vapor manifolds that may be constructed. Other configurations (some but not all of which are described in Fig.11 and Fig.13 ) may also be configured to combine fuel vapor storage canisters in series, in parallel, and in a combination of series and parallel to increase fuel vapor storage capacity and reduce fuel vapor flow rates through corresponding carbon-filled fuel vapor storage canisters, thereby increasing fuel vapor storage. In addition, the number of carbon-filled fuel vapor storage canisters grouped together and combined via a fuel vapor manifold is not limited to two or three.

[0038] Reference now Fig.10 , shows an example of two carbon-filled fuel vapor storage canisters combined in series. Fig.10 include Figure 2Many of the components shown in FIG. 1 and 1 are identical. Identical components may be identified by identical numerical identifiers. Therefore, for the sake of brevity, identical components are not described repeatedly. However, descriptions of new components and differences between the systems are described.

[0039] like Figure 2 , Fig.10 A first carbon filled fuel vapor storage canister 204 is included. Additionally, the evaporative emissions system 1000 includes a second carbon filled fuel vapor storage canister 1004 that is identical to the first carbon filled fuel vapor storage canister 204. The second carbon filled fuel vapor storage canister 1004 is arranged in series with the first carbon filled fuel vapor storage canister 204. The series arrangement is achieved by fluidly coupling the vent port 207 of the first carbon filled fuel vapor storage canister 204 to the loading port of the second carbon filled fuel vapor storage canister 1004. The purge port 205 of the second carbon filled fuel vapor storage canister 1004 is plugged. The vent port of the second carbon filled fuel vapor storage canister 1004 is fluidly coupled to the vent valve 299 and the atmosphere.

[0040] Fig.10 The series arrangement of the charcoal filled fuel vapor storage canisters shown in increases the volume of fuel vapor that can be trapped in the charcoal filled canisters. The series arrangement also increases the resistance to flow through the charcoal filled fuel vapor storage canisters, which may be undesirable if a large number of fuel vapor storage canisters are arranged in series.

[0041] Now turn to Fig.11 , a graphical representation 1100 is shown for illustrating how connections between ports of two different canisters may be made via a fuel vapor manifold to connect two canisters in series. Two carbon-filled fuel vapor storage canisters 204 are shown with vent ports 207, loading ports 206, and purge ports 205. A first half 1102 of a fuel vapor manifold is shown. The first half 1102 includes a passage 1120 that fluidly couples a vent port of one carbon-filled fuel vapor canister to a loading port of a different carbon-filled fuel vapor canister when the carbon-filled fuel vapor storage canisters are mechanically coupled to the fuel vapor manifold. The passage 1120 fluidly couples a tubular vent port 1130 that interfaces with a vent port of a carbon-filled fuel vapor storage canister to a tubular loading port 1132 that interfaces with a loading port of a second carbon-filled fuel vapor storage canister.

[0042] The second half 1104 of the fuel vapor manifold is shown with a vent port 1110, a loading port 1112, and a purge port 1114. The first half 1102 and the second half 1104 may be welded together to form the fuel vapor manifold. Thus, a series connection is formed via a single passage that fluidly couples the two ports of two different carbon-filled fuel vapor storage canisters.

[0043] Reference now Fig.12 , shows an example of two carbon filled fuel vapor storage canisters fluidly coupled in parallel and then fluidly coupled in series to a third carbon filled fuel vapor storage canister. Fig.12 include Figure 2 Many of the components shown in FIG. 1 and 1 are identical. Identical components may be identified by identical numerical identifiers. Therefore, for the sake of brevity, identical components are not described repeatedly. However, descriptions of new components and differences between the systems are described.

[0044] Fig.12 A carbon-filled fuel vapor storage canister 204 is included that is arranged in series with a second carbon-filled fuel vapor storage canister 1202. Additionally, the evaporative emissions system 1200 includes a third carbon-filled fuel vapor storage canister 1210 that is arranged in series with the first carbon-filled fuel vapor storage canister 204 and the second carbon-filled fuel vapor storage canister 1202. The parallel arrangement is achieved by fluidly coupling a port of the first carbon-filled fuel vapor storage canister 204 to the same port of the second carbon-filled fuel vapor storage canister 1202. For example, a vent port 207 of the carbon-filled fuel vapor storage canister 204 is fluidly coupled to a vent port 207 of the second carbon-filled fuel vapor storage canister 1202. The series arrangement is achieved by fluidly coupling the vent port 207 of the carbon-filled fuel vapor storage canister 204 and the second carbon-filled fuel vapor storage canister 1202 to a loading port of the third carbon-filled fuel vapor storage canister 1210. Purge port 205 of third carbon filled fuel vapor storage canister 1210 is plugged. A vent port of third carbon filled fuel vapor storage canister 1210 is fluidly coupled with vent valve 299 and atmosphere.

[0045] Fig.12 The parallel arrangement of two charcoal filled fuel vapor storage canisters shown in increases the fuel vapor storage capacity and may reduce the flow rate through the charcoal filled fuel vapor storage canisters in the parallel combination. Fig.12 The series arrangement following the parallel arrangement of the charcoal-filled fuel vapor storage canisters shown in also increases the volume of fuel vapor that can be trapped in the charcoal-filled canisters.

[0046] Now turn to Fig.13, a graphical representation 1300 is shown for illustrating how connections between ports of three different canisters may be made via a fuel vapor manifold to connect two canisters in parallel and connect one canister in series with the two canisters in the parallel arrangement. Three carbon-filled fuel vapor storage canisters 204 are shown with vent ports 207, loading ports 206, and purge ports 205. A first half 1302 of a fuel vapor manifold is shown. The first half 1302 includes a passage 1320 that fluidly couples the vent ports of two carbon-filled fuel vapor storage canisters to the loading port of a third carbon-filled fuel vapor canister when the three carbon-filled fuel vapor storage canisters are mechanically coupled to the fuel vapor manifold. The passage 1320 fluidly couples a tubular vent port 1330 that interfaces with the vent port of a carbon-filled fuel vapor storage canister to a tubular vent port 1332 that interfaces with the vent port of a second carbon-filled fuel vapor storage canister. Passage 1320 also fluidly couples tubular vent port 1330 to tubular loading port 1334 that interfaces with the loading port of the third carbon-filled fuel vapor storage canister. Passage 1322 fluidly couples tubular loading port 1336 to tubular loading port 1338 and fuel vapor manifold loading port 1312. Passage 1324 fluidly couples tubular purge port 1340 to tubular purge port 1342 and fuel vapor manifold purge port 1314.

[0047] Second half 1304 of fuel vapor manifold is shown with fuel vapor manifold vent port 1310, fuel vapor manifold loading port 1112, and fuel vapor manifold purge port 1114. First half 1302 and second half 1304 may be welded together to form fuel vapor manifold. Thus, both parallel and series connections are formed between three carbon-filled fuel vapor storage canisters via a single fuel vapor manifold formed by first half 1302 of fuel vapor manifold and second half 1304 of fuel vapor manifold.

[0048] therefore, Figure 1 as well as Figures 3 to 13A system provides a fuel vapor manifold comprising: a first half, the first half being configured to receive a first carbon-filled fuel vapor storage canister and a second carbon-filled fuel vapor storage canister, the first half being configured to receive a first nozzle of the first fuel vapor storage canister, a second nozzle of the first fuel vapor storage canister, a third nozzle of the second fuel vapor storage canister, and a fourth nozzle of the second fuel vapor storage canister. In a first example, the fuel vapor manifold further comprises a second half, the first half being welded to the second half via sonic welding or vibration welding. In a second example that may include the first example, the fuel vapor manifold comprises: wherein the second half comprises a fifth nozzle and a sixth nozzle. In a third example that may include one or both of the first example and the second example, the fuel vapor manifold comprises: wherein the first half is configured to receive the first nozzle via a first tubular port, the first half is configured to receive the second nozzle via a second tubular port, the first half is configured to receive the third nozzle via a third tubular port, and the first half is configured to receive the fourth nozzle via a fourth tubular port. In a fourth example, which may include one or more of the first to third examples, the fuel vapor manifold includes: wherein each of the first tubular port, the second tubular port, the third tubular port, and the fourth tubular port includes a seal. In a fifth example, which may include one or more of the first to fourth examples, the fuel vapor manifold includes: wherein the first half and the second half form at least one sealed passage between the first half and the second half. In a sixth example, which may include one or more of the first to fifth examples, the fuel vapor manifold includes: wherein the at least one sealed passage extends between the first nozzle and the third nozzle. In a seventh example, which may include one or more of the first to sixth examples, the fuel vapor manifold includes: wherein the second half includes at least one protrusion welded to the first half.

[0049] Figure 1 as well as Figures 3 to 13The system also provides a fuel vapor manifold, which includes: a first carbon-filled fuel vapor storage canister, which includes a first nozzle and a second nozzle; a second carbon-filled fuel vapor storage canister, which includes a third nozzle and a fourth nozzle; and a fuel vapor manifold, the fuel vapor manifold is configured to receive the first carbon-filled fuel vapor storage canister and the second carbon-filled fuel vapor storage canister, and the fuel vapor manifold having a clamshell structure includes a first half and a second half, the first half is configured to receive the first nozzle, the second nozzle, the third nozzle, and the fourth nozzle, and the second half includes a fifth nozzle and a sixth nozzle. In a first example, the fuel vapor storage system includes: wherein the fifth nozzle and the sixth nozzle include a port leading to a channel formed by the first half and the second half. In a second example that may include the first example, the fuel vapor storage system includes: wherein the first half includes one or more tubular ports configured to receive at least the first nozzle. In a third example that may include one or both of the first example and the second example, the fuel vapor storage system also includes a seal within the one or more tubular ports. In a fourth example, which may include one or more of the first to third examples, the fuel vapor storage system further includes a bracket configured to retain the first carbon-filled fuel vapor canister, the second carbon-filled fuel vapor canister, and the fuel vapor manifold.

[0050] Reference now Fig.14 , an example method 1400 for operating a vehicle including an evaporative emission system is shown. At least portions of the method 1400 may be included as executable instructions stored in a non-transitory memory such as a Figures 1 to 13 In and in cooperation with the system shown in Fig.14 When the method is implemented as executable instructions stored in a controller memory, the method can cause the controller to actuate actuators in the real world and receive data and signals from the sensors described herein.

[0051] At 1402, method 1400 determines whether the vehicle's fuel tank is being filled. Method 1400 may determine that the vehicle's fuel tank is being filled when the fuel port is open, when the pressure in the fuel tank rises at a rate greater than a threshold rate, or in response to other vehicle conditions. If method 1400 determines that the vehicle's fuel tank is being refilled, the answer is yes and method 1400 proceeds to 1404.

[0052] At 1404, method 1400 directs gases (e.g., a mixture of air and fuel vapor) from the fuel tank to a fuel vapor manifold. The fuel vapor manifold may allow carbon-filled fuel vapor storage canisters to be arranged in series and / or parallel to store fuel vapors. Several examples of fuel vapor manifolds are included herein, but these fuel vapor manifolds are not intended to be limiting and other variations are contemplated. In order to allow gases to flow to the fuel vapor manifold, method 1400 may open one or more valves (e.g., a fuel tank pressure control valve and a canister vent valve). Method 1400 proceeds to 1406.

[0053] At 1406 , method 1400 distributes gas to the charcoal filled fuel vapor storage canisters. Gas may be distributed to the charcoal filled fuel vapor storage canisters arranged in series and / or in parallel via the fuel vapor manifold. Method 1400 proceeds to 1408 .

[0054] At 1408 , method 1400 stores fuel vapor in one or more carbon-filled fuel vapor storage canisters. The fuel vapor may be stored via activated carbon. The air that has been stripped of hydrocarbons may be released into the atmosphere. Method 1400 proceeds to 1410 .

[0055] At 1410, method 1400 determines whether the filling of the fuel tank is complete. Method 1400 may determine that the filling of the fuel tank is complete when the fuel port is closed, when the pressure in the fuel tank stops increasing, or based on other conditions. If method 1400 determines that the fuel tank refill is complete, the answer is yes and method 1400 proceeds to 1412. Otherwise, the answer is no and method 1400 returns to 1404.

[0056] At 1412 , method 1400 stops flowing gas to the fuel vapor manifold. Method 1400 may close one or more valves to stop flowing gas to the fuel vapor manifold. Method 1400 proceeds to exit.

[0057] At 1420, method 1400 judges whether the vehicle's engine is running (e.g., spinning and burning fuel) and whether purging of fuel vapors from the carbon-filled fuel vapor storage canister is permitted. If so, the answer is yes and method 1400 proceeds to 1422. Otherwise, the answer is no and method 1400 proceeds to 1428.

[0058] At 1422 , method 1400 directs fresh air to the carbon filled fuel vapor storage canister to release fuel vapor from the canister. Fresh air may be directed via a fuel vapor manifold and by opening one or more valves (eg, a canister vent valve and a canister purge valve). Method 1400 proceeds to 1424 .

[0059] At 1424 , method 1400 routes the fuel vapors to the engine where the fuel may be combusted. Fuel vapors are routed from the fuel vapor storage canister to the engine via a fuel vapor manifold. Method 1400 proceeds to 1426 .

[0060] At 1426, method 1400 judges whether the carbon filled fuel vapor storage canister is free of fuel vapor. In one example, method 1400 may sample hydrocarbons flowing out of the canister to determine whether the carbon filled fuel vapor storage canister is clean. If method 1400 judges that the carbon filled fuel vapor storage canister is clean, the answer is yes and method 1400 proceeds to 1428. Otherwise, method 1400 returns to 1422.

[0061] At 1428 , method 1400 stops flowing gas to the fuel vapor manifold. Method 1400 may close one or more valves to stop flowing gas to the fuel vapor manifold. Method 1400 proceeds to exit.

[0062] In this manner, method 1400 may distribute gas to multiple carbon-filled fuel vapor storage canisters arranged in series and / or parallel to store greater amounts of fuel vapor that may accompany filling a larger fuel tank. Gas may be distributed via a hydrocarbon manifold as described herein or other contemplated variations.

[0063] therefore, Fig.14A method for operating a vehicle is provided, comprising: arranging a plurality of carbon-filled fuel vapor storage canisters in parallel and in series; and, via a controller, indicating the presence or absence of degradation of each of the plurality of carbon-filled fuel vapor storage canisters based on a state of an oxygen sensor and a plurality of air amount ranges. In a first example, the method comprises: wherein arranging the plurality of carbon-filled fuel vapor storage canisters in parallel and in series comprises arranging two carbon-filled fuel vapor storage canisters in parallel, and arranging one carbon-filled fuel vapor storage canister in series with the two carbon-filled fuel vapor storage canisters. In a second example, which may include the first example, the method comprises: wherein the flow range quantifies the amount of air that has flowed through the plurality of carbon-filled fuel vapor storage canisters. In a third example, which may include one or both of the first and second examples, the method comprises: wherein the state of the oxygen sensor indicates a lean air-fuel mixture. In a fourth example, which may include one or more of the first to third examples, the method comprises: wherein the state of the oxygen sensor switches from indicating a rich air-fuel mixture to indicating a lean air-fuel mixture. In a fifth example, which may include one or more of the first to fourth examples, the method further includes providing an open canister purge valve, two closed canister ventilation valves, and one open canister ventilation valve in response to a request to diagnose the operation of the plurality of carbon-filled fuel vapor storage canisters in a first diagnostic phase. In a sixth example, which may include one or more of the first to fifth examples, the method further includes providing an open canister purge valve, one closed canister ventilation valve, and two open canister ventilation valves in response to a request to diagnose the operation of the plurality of carbon-filled fuel vapor storage canisters in a second diagnostic phase. In a seventh example, which may include one or more of the first to sixth examples, the method includes wherein the plurality of air volume ranges are air volumes flowing into the carbon-filled fuel vapor storage canisters.

[0064] It should be noted that the example control and estimation routines included herein can be used with various engine and / or vehicle system configurations. In addition, the methods described herein can be a combination of actions taken by a controller in the physical world and instructions within the controller. The control methods and programs disclosed herein can be stored as executable instructions in a non-transitory memory and can be executed by a control system including a controller in combination with various sensors, actuators, and other engine hardware. The specific program described herein may represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Thus, the various actions, operations, and / or functions shown may be executed in the order shown, executed in parallel, or omitted in some cases. Similarly, the processing order is not necessarily required to realize the features and advantages of the exemplary embodiments described herein, but is provided for ease of illustration and description. One or more of the actions, operations, and / or functions shown may be repeatedly performed according to the specific strategy used. Furthermore, the described actions, operations and / or functions may graphically represent code to be programmed into non-transitory memory of the computer readable storage medium in the engine control system wherein the described actions are performed by executing the instructions in conjunction with the electronic controller in a system including various engine hardware components.

[0065] This specification ends here. Many variations and modifications will occur to those skilled in the art after reading this specification without departing from the spirit and scope of this specification. For example, I3, I4, I5, V6, V8, V10 and V12 engines operating in natural gas, gasoline, diesel or alternative fuel configurations may benefit from using this specification.

[0066] The appended claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. The claims may refer to "an" element or "a first" element or the equivalent thereof. Such claims may be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are also deemed to be included in the subject matter of the present disclosure.

[0067] According to the present invention, a fuel vapor manifold is provided, which has: a first half, the first half is configured to receive a first carbon-filled fuel vapor storage filter canister and a second carbon-filled fuel vapor storage filter canister, the first half is configured to receive a first nozzle of the first fuel vapor storage filter canister, a second nozzle of the first fuel vapor storage filter canister, a third nozzle of the second fuel vapor storage filter canister, and a fourth nozzle of the second fuel vapor storage filter canister.

[0068] According to an embodiment, the invention also features a second half to which the first half is welded via sonic welding or vibration welding.

[0069] According to an embodiment, the second half comprises a fifth nozzle and a sixth nozzle.

[0070] According to an embodiment, the first half is configured to receive the first nozzle via a first tubular port, the first half is configured to receive the second nozzle via a second tubular port, the first half is configured to receive the third nozzle via a third tubular port, and the first half is configured to receive the fourth nozzle via a fourth tubular port.

[0071] According to an embodiment, each of the first tubular port, the second tubular port, the third tubular port and the fourth tubular port comprises a seal.

[0072] According to an embodiment, the first half and the second half form at least one sealed channel between the first half and the second half.

[0073] According to an embodiment, at least one sealing channel extends between the first nozzle and the third nozzle.

[0074] According to an embodiment, the second half comprises at least one protrusion welded to said first half.

[0075] According to the present invention, a method for managing fuel vapor includes distributing fuel vapor from a fuel vapor source to at least two separate carbon-filled fuel vapor storage canisters via a fuel vapor manifold, the fuel vapor manifold being comprised of a first half and a second half, the first half being welded to the second half, the at least two separate carbon-filled fuel vapor storage canisters physically contacting the fuel vapor manifold.

[0076] In one aspect of the present invention, at least two separate carbon-filled fuel vapor storage canisters are arranged in series.

[0077] In one aspect of the present invention, at least two separate carbon-filled fuel vapor storage canisters are arranged in parallel.

[0078] In one aspect of the present invention, the method includes directing the fuel vapor to flow into the at least two separate carbon-filled fuel vapor storage canisters and directing gas flow out of the at least two separate carbon-filled fuel vapor storage canisters via the fuel vapor manifold.

[0079] In one aspect of the present invention, the fuel vapor is distributed via one or more passages formed by the first half and the second half.

[0080] In one aspect of the present invention, there is no fluid communication between the one or more passages within the fuel vapor manifold.

[0081] In one aspect of the present invention, the method includes mechanically coupling the at least two separate carbon-filled fuel vapor storage canisters to the fuel vapor manifold.

[0082] According to the present invention, a fuel vapor storage system is provided, which has: a first carbon-filled fuel vapor storage filter canister, which includes a first nozzle and a second nozzle; a second carbon-filled fuel vapor storage filter canister, which includes a third nozzle and a fourth nozzle; and a fuel vapor manifold, which is configured to receive the first carbon-filled fuel vapor storage filter canister and the second carbon-filled fuel vapor storage filter canister, and the fuel vapor manifold having a clamshell structure includes a first half and a second half, the first half is configured to receive the first nozzle, the second nozzle, the third nozzle and the fourth nozzle, and the second half includes a fifth nozzle and a sixth nozzle.

[0083] According to an embodiment, the fifth nozzle and the sixth nozzle comprise ports opening into a channel formed via the first half and the second half.

[0084] According to an embodiment, the first half comprises one or more tubular ports configured to receive at least the first nozzle.

[0085] According to an embodiment, the invention also features a seal within the one or more tubular ports.

[0086] According to an embodiment, the invention also features a bracket configured to retain the first carbon-filled fuel vapor storage canister, the second carbon-filled fuel vapor storage canister, and the fuel vapor manifold.

Claims

1. A fuel vapor manifold comprising: a first half configured to receive a first carbon-filled fuel vapor storage canister and a second carbon-filled fuel vapor storage canister, the first half configured to receive a first nozzle of the first fuel vapor storage canister, a second nozzle of the first fuel vapor storage canister, a third nozzle of the second fuel vapor storage canister, and a fourth nozzle of the second fuel vapor storage canister. 2 . The fuel vapor manifold of claim 1 , further comprising a second half, the first half being welded to the second half via sonic welding or vibration welding. 3 . The fuel vapor manifold of claim 2 , wherein the second half includes a fifth nozzle and a sixth nozzle.

4. The fuel vapor manifold of claim 3, wherein the first half is configured to receive the first nozzle via a first tubular port, the first half is configured to receive the second nozzle via a second tubular port, the first half is configured to receive the third nozzle via a third tubular port, and the first half is configured to receive the fourth nozzle via a fourth tubular port. 5 . The fuel vapor manifold of claim 4 , wherein each of the first tubular port, the second tubular port, the third tubular port, and the fourth tubular port includes a seal. 6 . The fuel vapor manifold of claim 3 , wherein the first half and the second half form at least one sealed passage between the first half and the second half. 7 . The fuel vapor manifold of claim 6 , wherein the at least one sealing passage extends between the first nozzle and the third nozzle.

8. The fuel vapor manifold of claim 6, wherein the second half includes at least one protrusion welded to the first half.

9. A method for managing fuel vapor, comprising: Fuel vapor from a fuel vapor source is distributed to at least two separate carbon-filled fuel vapor storage canisters via a fuel vapor manifold comprised of a first half and a second half, the first half being welded to the second half, the at least two separate carbon-filled fuel vapor storage canisters physically contacting the fuel vapor manifold.

10. The method of claim 9, wherein the at least two separate carbon-filled fuel vapor storage canisters are arranged in series.

11. The method of claim 9, wherein the at least two separate carbon-filled fuel vapor storage canisters are arranged in parallel. 12 . The method of claim 9 , further comprising directing said fuel vapor to flow into said at least two separate carbon-filled fuel vapor storage canisters and directing gas flow out of said at least two separate carbon-filled fuel vapor storage canisters via said fuel vapor manifold.

13. The method of claim 9, wherein the fuel vapor is distributed via one or more passages formed by the first half and the second half.

14. The method of claim 13, wherein there is no fluid communication between the one or more passages within the fuel vapor manifold. 15 . The method of claim 9 further comprising mechanically coupling said at least two separate carbon-filled fuel vapor storage canisters to said fuel vapor manifold.

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