A method and system for active and accurate desorption of automobile evaporative substances

Abstract

The application discloses an automobile evaporative substance active precise desorption method and system, and belongs to the technical field of motor vehicle evaporative emission control. The system comprises an ECU, an HC sensor, a carbon canister, a control valve group and an uploading chip, the HC sensor is internally provided with an inductive glue and an optical infrared combined chip, and precise detection of hydrocarbon concentration is realized through current change; the ECU is internally provided with multiple modules to realize threshold comparison, state determination and desorption control, the method adopts working condition control and multiple confirmation trigger logic, and ORVR cleanliness determination is completed in combination with concentration, oil quantity, calibration data and safety margin, and when the standard is exceeded and desorption is not performed, supervisory data is automatically uploaded. The application realizes precise detection of evaporative substances, active desorption and remote supervision, is suitable for 12V / 48V architecture and various vehicle models, can be used for related detection and determination of evaporative emission type IV and type VII, and is helpful to reduce fuel volatile emission, improve evaporative emission control precision and regulation adaptability.

Description

Technical Field

[0001] This application relates to the field of motor vehicle evaporative emission control technology, and in particular to a method and system for active and precise desorption of automotive evaporative substances. Background Technology

[0002] Currently, the control of evaporative emissions from motor vehicles widely adopts carbon canister adsorption-type oil and gas recovery systems, which mainly rely on the carbon canister to passively adsorb and naturally desorb fuel vapors.

[0003] With increasingly stringent evaporative emission regulations such as China VI emission standards and ORVR (Organic Respiratory Valve Regulator), traditional passive evaporative emission control systems are gradually revealing problems such as insufficient monitoring accuracy, weak active control capabilities, and poor adaptability to operating conditions. Existing systems mostly rely on indirect judgment of the carbon canister status based on the vehicle's operating conditions, making it difficult to accurately quantify and monitor hydrocarbon emissions; evaporative desorption is mostly passively triggered by engine operating conditions, making it impossible to implement active control based on the actual adsorption state of the carbon canister; and under different operating conditions such as refueling and driving, the matching degree between the carbon canister's adsorption capacity and emission requirements is poor, easily leading to the risk of vapor leakage.

[0004] At the same time, the existing evaporative emission system lacks a unified remote monitoring data exchange mechanism, which makes it impossible to effectively monitor emission status and trace data, and makes it difficult to meet the regulatory requirements for full-cycle control of evaporative emissions. Summary of the Invention

[0005] This invention addresses the technical problems of inaccurate hydrocarbon concentration detection, insufficient proactive desorption control, inadequate ORVR refueling emission control, and lack of remote monitoring capabilities in existing automotive evaporative emission systems. This invention provides a method for the proactive and precise desorption of automotive evaporative emissions. The technical solution is as follows: On the one hand, an active and precise desorption system for automotive evaporative substances is provided, including an ECU, a filter, a carbon canister, an HCSensor, a pump, a carbon canister desorption valve (CPV), a carbon canister shut-off valve, a fuel tank control valve, and a carbon canister venting pipeline. The filter is connected in series in the gas path that connects the carbon canister to the atmosphere, and is used to filter gaseous impurities entering the carbon canister. The carbon canister shut-off valve is installed on the pipeline between the carbon canister and the carbon canister desorption valve CPV, the oil tank control valve is installed on the evaporation discharge branch from the oil tank to the carbon canister, and the carbon canister atmospheric pipeline is connected to the atmospheric port of the carbon canister. The carbon canister desorption valve (CPV) is controlled by the ECU and is used to establish or disconnect the carbon canister desorption path. The pump is connected to the fuel tank and is used to collect fuel level data and transmit it to the ECU. The HCSensor is equipped with an installation structure for installation on the evaporation and emission pipeline at the carbon canister end or the oil tank end. The HCSensor contains a sensing adhesive and a detection chip that combines optical sensing and infrared detection. The sensing adhesive is used to adsorb hydrocarbons, and the detection chip captures the number of hydrocarbon molecules based on the current change of the sensing adhesive and calculates and converts it into volatile concentration data. The ECU has a built-in threshold comparison module, a carbon canister status determination module, and a desorption control module; the HCSensor communicates with the ECU and transmits concentration data to the ECU. The HCSensor or ECU integrates a data upload chip, which is configured to upload data to a remote emission monitoring platform when emissions exceed standards.

[0006] Optionally, the HCSensor has a plug-in mounting structure.

[0007] Optionally, the HCSensor can be mounted using a carbon canister assembly structure.

[0008] Optionally, the HCSensor communicates with the ECU via a Lin bus, PWM signal, or Hall signal.

[0009] Optionally, the system is adapted to a 12V vehicle electrical architecture or a 48V vehicle electrical architecture.

[0010] On the other hand, a method for active and precise desorption of evaporating substances from automobiles is provided, employing the system described in any one of claims 15, comprising: Real-time monitoring of hydrocarbon concentration inside the carbon canister; Compare the detected concentration with a preset threshold; An alarm signal is output when the concentration reaches the threshold, and the detection is repeated at preset time intervals; When the concentration reaches the threshold after multiple consecutive tests, the carbon canister desorption valve (CPV) is opened to form a carbon canister desorption path to complete evaporative desorption. Continuous monitoring is conducted during the desorption process until the concentration returns to the acceptable range.

[0011] Optionally, the preset threshold is 1000ppm-3000ppm, preferably 2000ppm; The preset time interval is 5s to 30s, preferably 10s; the consecutive multiple times means three consecutive times.

[0012] Optionally, the method further includes: During the initial use or refueling of new vehicles, desorption control is implemented based on hydrocarbon concentration. During the driving phase, the cleanliness of the carbon canister is comprehensively determined based on the hydrocarbon concentration, fuel tank level data, carbon canister calibration data, and preset safety margin. If it does not meet the ORVR emission requirements for refueling, desorption is performed.

[0013] Optionally, the method further includes: When the concentration reaches the threshold multiple times in a row and desorption is not performed, the alarm information and emission data will be automatically uploaded to the remote emission monitoring platform.

[0014] Optionally, the detection signal from the HCSensor can be used to characterize the state of the carbon canister being punctured by hydrocarbons; Hydrocarbon concentration, fuel tank level, carbon canister calibration data, and preset safety margin are used together to characterize the cleanliness of the carbon canister.

[0015] This application discloses a method and system for active and precise desorption of evaporative emissions from automobiles, belonging to the field of motor vehicle evaporative emission control technology. The system includes an ECU, an HCSensor, a carbon canister, a control valve assembly, and a data upload chip. The HCSensor incorporates a combination chip of sensing adhesive and optical infrared sensors to accurately detect hydrocarbon concentrations through current changes. The ECU has multiple built-in modules for threshold comparison, status determination, and desorption control. The method employs condition-specific control and multiple confirmation triggering logic, combining concentration, fuel level, calibration data, and safety margin to determine ORVR cleanliness. If emissions exceed standards and desorption is not achieved, regulatory data is automatically uploaded. This invention achieves precise detection, active desorption, and remote monitoring of evaporative emissions. It is compatible with 12V / 48V architectures and various vehicle models, and can be used for Type IV and VII evaporative emission detection and determination, helping to reduce fuel volatile emissions and improve the accuracy and regulatory compliance of evaporative emission control. Attached Figure Description

[0016] Figure 1 A diagram illustrating the principles of smog formation and ozone generation. Figure 2 Layout diagram of HCSensor main chip; Figure 3 This is a diagram showing the overall structure of the evaporative emission system. Figure 4 This is the overall assembly drawing of the plug-in HCSensor; Figure 5 This is a diagram of the external structure of a plug-in HCSensor. Figure 6 This is a schematic diagram of the plug-in HCSensor detection and signal output. Figure 7 This is a structural diagram of the assembled HCSensor with a carbon canister. Figure 8 Diagram of an active desorption fuel system; Figure 9This is a schematic diagram illustrating the working principle of an active desorption system. Figure 10 Flowchart of active desorption process for traditional fuel vehicles; Figure 11 Flowchart of active desorption process for hybrid electric vehicles; Figure 12 This is an adaptation diagram for emission tests of types IV and VII. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0018] In this article, "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0019] This invention addresses the problems of insufficient hydrocarbon monitoring accuracy, passive desorption control, poor ORVR emission matching during refueling, and lack of remote monitoring methods in existing automotive evaporative emission systems. It proposes an active and precise desorption system for evaporative emissions that integrates accurate detection, active control, and remote data transmission, along with a corresponding control method.

[0020] This invention achieves quantitative acquisition of oil and gas concentration through a dedicated hydrocarbon detection structure, and completes active desorption control under different operating conditions by combining multi-parameter judgment logic. It can also realize emission data upload and supervision under abnormal conditions. It is applicable to various vehicle types such as traditional fuel vehicles, HEV and PHEV hybrid vehicles, and can meet the evaporative emission control and detection requirements under China VI and subsequent emission standards.

[0021] To make the technical solution of the present invention clearer and more complete, the system structure, component connection relationship, sensing and detection principle, control process, parameter setting and state determination method are described in detail below with reference to the accompanying drawings and various embodiments. Example 1

[0022] An active and precise desorption system for automotive evaporative emissions is provided, comprising an ECU, filter, carbon canister, HCSensor, pump, carbon canister desorption valve (CPV), carbon canister shut-off valve, fuel tank control valve, and carbon canister venting to atmosphere. These components constitute the complete hardware architecture for vehicle evaporative emission control, and the components work together to achieve fuel vapor detection, gas path on / off control, data processing, and remote data upload.

[0023] A filter is installed in series in the gas path connecting the carbon canister to the atmosphere to filter impurities in the gas entering the carbon canister. The filter is a gas filtration component that prevents dust and particulate matter in the air from entering the carbon canister, thus avoiding a decrease in the carbon canister's adsorption performance due to impurities.

[0024] The carbon canister shut-off valve is located on the pipeline between the carbon canister and the carbon canister desorption valve (CPV). The oil tank control valve is located on the evaporation discharge branch from the oil tank to the carbon canister. The carbon canister vent pipe is connected to the atmospheric port of the carbon canister. The carbon canister shut-off valve controls the on / off connection between the carbon canister and the desorption circuit. The oil tank control valve controls the on / off connection of the evaporating vapor from the oil tank. The carbon canister vent pipe maintains the pressure balance inside and outside the carbon canister, ensuring smooth adsorption and desorption processes.

[0025] The carbon canister desorption valve (CPV) is controlled by the ECU and is used to establish or disconnect the carbon canister desorption path. The CPV is a core actuator of the system, driven by an electrical signal output from the ECU to open and close, thereby controlling the opening and closing of the desorption gas path.

[0026] The pump is connected to the fuel tank and is used to collect fuel level data and transmit it to the ECU. The pump is a fuel level acquisition component that works directly with the fuel tank's fuel line or fuel chamber to convert the fuel level status into an electrical signal output, providing a data basis for subsequent carbon canister cleanliness determination.

[0027] The HCSensor features an installation structure for mounting on the evaporative emission line at the carbon canister or fuel tank end. Internally, the HCSensor contains a sensing adhesive and a detection chip combining optical sensing and infrared detection. The sensing adhesive adsorbs hydrocarbons, while the detection chip captures the number of hydrocarbon molecules based on changes in the current of the adhesive and converts this data into volatile concentration data. The HCSensor is a dedicated hydrocarbon detection element, fixed in the evaporative emission circuit by the installation structure. The sensing adhesive and detection chip work together to physically adsorb and quantify the concentration of oil and gas, achieving accurate concentration detection.

[0028] The ECU has a built-in threshold comparison module, a carbon canister status determination module, and a desorption control module. The HCSensor communicates with the ECU and transmits concentration data to it. A data upload chip is integrated into either the HCSensor or the ECU, configured to upload data to a remote emission monitoring platform when emissions exceed standards. The ECU is the core of the system control, performing data comparison, status assessment, and action output through its internal modules. The data upload chip is a remote monitoring interaction component, reporting data when emissions are abnormal, thus forming a closed-loop monitoring system.

[0029] The active and precise desorption system for evaporative emissions in this embodiment is the core mechanism for vehicle evaporative emission control, such as... Figure 3 , Figure 8 As shown, the ECU communicates or controls with the HCSensor, Pump, and Carbon Canister Desorption Valve (CPV), and can coordinate with the Carbon Canister Shut-off Valve and Fuel Tank Control Valve to achieve signal acquisition and execution control. In the gas path structure, the Filter is connected in series on the pipeline connecting the Carbon Canister to the atmosphere, preventing dust and impurities from entering the Carbon Canister; the Carbon Canister Atmosphere Pipe is directly connected to the Carbon Canister Atmosphere Port, ensuring unobstructed breathing of the Carbon Canister; the Carbon Canister Shut-off Valve is located between the Carbon Canister and the CPV, used to isolate or open the pre-desorption gas path; the Fuel Tank Control Valve is located on the evaporation discharge branch from the Fuel Tank to the Carbon Canister, controlling the delivery of fuel vapor from the Fuel Tank to the Carbon Canister; the CPV is the core component for desorption execution, driven by the ECU to open and close, thereby establishing or cutting off the Carbon Canister desorption path. When the CPV is open and the corresponding gas path is open, the hydrocarbons adsorbed in the Carbon Canister are released along the desorption path and desorption regeneration is completed. The Pump is directly connected to the Fuel Tank, collecting fuel level data in real time and transmitting it to the ECU. This fuel level data is used for subsequent Carbon Canister cleanliness determination.

[0030] The HCSensor is a dedicated hydrocarbon detection element that can be installed in the evaporative emission lines at the carbon canister or fuel tank end. Its internal sensing adhesive directly contacts the oil and gas and adsorbs hydrocarbons, causing a change in current. A detection chip combining optical sensing and infrared technology collects this current signal, capturing the number of hydrocarbon molecules and converting it into quantifiable volatile matter concentration data through internal calculations. The ECU integrates a threshold comparison module, a carbon canister status determination module, and a desorption control module. The threshold comparison module compares the detected concentration with a preset threshold, the carbon canister status determination module assesses the adsorption and cleanliness of the carbon canister, and the desorption control module drives the actions of actuators such as the CPV (Continuous Volatile Vehicle). A data upload chip is integrated within the HCSensor or ECU; when excessive volatile matter emissions are detected, alarm information and concentration data are uploaded to a remote emission monitoring platform.

[0031] This embodiment achieves precise quantitative detection of hydrocarbons by setting up a dedicated HCSensor, actively desorbs evaporated substances through a controllable gas path and CPV actuator, assesses the carbon canister status through fuel quantity acquisition and modular ECU judgment, and enables remote monitoring through data upload to a chip. It structurally solves the technical problems of low monitoring accuracy, passive control, difficulty in controlling ORVR refueling emissions, lack of remote monitoring methods, and poor compatibility with hybrid vehicles in the background technology. At the same time, the system has a clear structure, controllable gas path, and accurate detection, maintaining the carbon canister's adsorption capacity under different operating conditions, effectively reducing the risk of fuel evaporation leakage, and meeting the requirements of China VI and subsequent emission standards. Example 2

[0032] According to the system of Embodiment 1, the HCSensor has a plug-in mounting structure.

[0033] like Figures 4-6 As shown, in this embodiment, the HCSensor adopts a plug-in installation structure and is a plug-in assembly form. It can be directly plugged into the evaporation emission pipeline at the carbon canister end or the fuel tank end. The sensor detection end is connected to the oil and gas in the pipeline, and the electrical interface can be quickly connected to the vehicle wiring harness. It is convenient to install and remove and has strong adaptability.

[0034] The plug-in installation method is flexible and convenient, and can be adapted to the pipeline layout of different vehicle models. It solves the problems of inconvenient sensor installation and poor versatility in the background technology, while ensuring that the detection end is in direct contact with oil and gas, thus ensuring detection accuracy. Example 3

[0035] According to the system of Example 1, the HCSensor is mounted in a carbon canister assembly.

[0036] like Figure 7 As shown, in this embodiment, the HCSensor adopts a carbon canister assembly installation structure. The sensor is directly integrated and installed on the carbon canister shell, carbon canister inlet or carbon canister end, and is in direct contact with the oil and gas inside the carbon canister, so the detection data is closer to the carbon canister saturation state.

[0037] The prefabricated installation structure of the carbon canister ensures a secure installation and a more reasonable detection location, resulting in detection data that more closely reflects the carbon canister's saturation state. This further improves monitoring accuracy and addresses the issues of unreasonable monitoring locations and insufficient data representativeness in the prior art. Example 4

[0038] According to the system of Example 1, the HCSensor and the ECU are connected via a Lin bus, PWM signal or Hall signal communication.

[0039] The HCSensor can communicate with the ECU via LIN bus, PWM signal or Hall signal to adapt to different vehicle electrical configurations.

[0040] Multiple communication methods enhance system compatibility and adaptability, solving the problems of poor sensor-vehicle communication matching and limited applicable vehicle models in the background technology, and ensuring stable and reliable data transmission. Example 5

[0041] According to the system in Example 1, the system is adapted to a 12V vehicle electrical architecture or a 48V vehicle electrical architecture.

[0042] All electrical components of the system are compatible with the 12V conventional fuel vehicle electrical architecture and the 48V mild hybrid / strong hybrid electrical architecture. The power supply and signal transmission logic of the components are designed for wide voltage, so they can be adapted to different voltage platforms without changing the core hardware structure.

[0043] Wide voltage compatibility enables the system to cover traditional fuel vehicles as well as HEV, PHEV and other models, improving the versatility of the technology and the scope of industrial application, and solving the problems of single system voltage and difficulty in compatibility with hybrid models in the background technology. Example 6

[0044] Based on the above embodiments, a method for active and precise desorption of automotive evaporators is also provided, employing the system of any one of Embodiment 15, comprising: S1, real-time monitoring of hydrocarbon concentration in the carbon canister.

[0045] The HCSensor, located in the evaporation and emission pipeline at the carbon canister or fuel tank end, continuously collects hydrocarbon signals in the oil and gas. The sensor's internal current changes, generated by the adsorption of hydrocarbons by sensing adhesive, are processed by an optical and infrared combined detection chip to obtain real-time volatile concentration data. This data is then stably transmitted to the ECU to provide data input for subsequent control logic.

[0046] S2 compares the detected concentration with a preset threshold.

[0047] The ECU calls its internal threshold comparison module to compare the real-time hydrocarbon concentration data with the system's preset concentration threshold. Based on the comparison result, it distinguishes between normal concentration and concentration exceeding the limit, which serves as the basis for determining whether to initiate an alarm and repeat the detection process.

[0048] S3: When the concentration reaches the threshold, an alarm signal is output, and the detection is repeated at preset time intervals.

[0049] When the real-time concentration reaches or exceeds the preset threshold for the first time, the system outputs an internal alarm signal to indicate an abnormal concentration state. After the first alarm, the system restarts the HCSensor to collect concentration data according to the set time cycle. By sampling multiple times, the influence of unstable states such as instantaneous fluctuations and interference signals is eliminated, making the judgment basis closer to the real working conditions.

[0050] S4, when the concentration reaches the threshold after multiple consecutive detections, the carbon canister desorption valve CPV is opened to form a carbon canister desorption path to complete evaporative desorption.

[0051] When multiple consecutive test results reach or exceed the threshold, the ECU sends a drive signal to the carbon canister desorption valve (CPV) to open the CPV, thereby opening the carbon canister desorption path and releasing the hydrocarbons adsorbed in the carbon canister along the preset path, thus restoring the adsorption capacity of the carbon canister. The entire process is actively executed by the ECU and does not rely on external operating conditions for passive triggering.

[0052] S5, continuous monitoring during desorption until the concentration returns to the acceptable range.

[0053] During the desorption process, the HCSensor maintains continuous monitoring, providing real-time feedback on the trend of hydrocarbon concentration changes in the carbon canister. When the concentration drops back to the preset acceptable range, the ECU determines that the carbon canister cleanliness meets the requirements, controls the carbon canister desorption valve CPV to close, and the desorption process ends, forming a complete closed-loop control.

[0054] Therefore, S1 Real-time detection of hydrocarbon concentration in the carbon canister: The HCSensor continuously collects the oil and gas concentration at the carbon canister or fuel tank end and outputs a stable concentration signal to the ECU. S2 Comparison of the detected concentration with a preset threshold: The ECU threshold comparison module compares the real-time concentration with the preset upper limit threshold to determine whether it exceeds the limit. S3 When the concentration reaches the threshold, an alarm signal is output, and the detection is repeated at preset time intervals: An alarm is output when the concentration exceeds the limit once, and sampling is repeated at fixed intervals to help reduce the probability of false triggering. S4 When the concentration reaches the threshold multiple times in a row, the carbon canister desorption valve CPV is opened to form a carbon canister desorption path to complete evaporative desorption: After multiple confirmations of exceeding the limit, the ECU drives the CPV to open, the carbon canister desorption path is established, and the hydrocarbons adsorbed in the carbon canister are released along the desorption path to achieve desorption. S5 Continuous detection during desorption until the concentration returns to the qualified range: The HCSensor continuously detects during desorption. After the concentration falls back to the qualified range, the ECU controls the CPV to close, and desorption ends.

[0055] This embodiment achieves proactive and precise control of evaporator desorption through a complete process of detection, comparison, repeated confirmation, desorption execution, and closed-loop verification. The overall control logic is stable and reliable, and can promptly initiate regeneration when the carbon canister is close to saturation, which helps maintain the continuous and effective adsorption capacity of the carbon canister and improves the stability and consistency of evaporation emission control. Example 7

[0056] According to the method of Example 6, the preset threshold is 1000ppm to 3000ppm, preferably 2000ppm; the preset time interval is 5s to 30s, preferably 10s; and the consecutive multiple times is three consecutive times.

[0057] The hydrocarbon concentration alarm threshold is set in the range of 1000ppm to 3000ppm, with a preferred calibration threshold of 2000ppm; the repeated detection time interval is set to 5s to 30s, with a preferred interval of 10s; the system uses three consecutive detections exceeding the limit as the desorption trigger condition, taking into account both response speed and anti-interference capability.

[0058] During system operation, the hydrocarbon concentration threshold can be set within a range based on vehicle calibration conditions, carbon canister adsorption capacity, and emission requirements. A range of 1000ppm to 3000ppm covers the control requirements of most conventional vehicle models and fuel types, with 2000ppm being the preferred value, balancing response speed and control stability. The detection time interval is set within the range of 5s to 30s to ensure real-time detection while avoiding excessive system resource consumption due to overly frequent sampling. A preferred interval of 10s adapts to the control rhythm of most driving and refueling conditions. Using three consecutive detections as the trigger condition effectively filters out unstable factors such as instantaneous concentration fluctuations and signal interference, allowing the system's judgment to better reflect the actual carbon canister load change trend and improving the overall stability of the control process.

[0059] With reasonable parameter ranges and optimal configurations, the system can maintain stable detection and triggering logic under different usage environments and vehicle calibration conditions, making the desorption action more in line with actual working conditions and the overall operation smoother and more reliable. Example 8

[0060] According to the method in Example 6, during the new vehicle start-up or refueling phase, desorption control is performed based on hydrocarbon concentration; during the driving phase, the cleanliness of the carbon canister is comprehensively determined by combining hydrocarbon concentration, fuel tank level data, carbon canister calibration data, and preset safety margin, and if it does not meet the refueling ORVR emission requirements, desorption is performed.

[0061] like Figure 10 , Figure 11 As shown, during the initial operation or refueling phase of a new vehicle, the carbon canister adsorption load is high, and the system directly performs desorption based on the concentration. During the driving phase, a multi-parameter comprehensive judgment is adopted. The hydrocarbon concentration is a real-time detection value, the fuel tank level data is provided by the pump, the carbon canister calibration data is used to characterize the adsorption capacity of the carbon canister under different conditions, and the safety margin is the adsorption capacity margin preset based on the vehicle calibration strategy. The system judges the remaining adsorption capacity of the carbon canister based on the above parameters. When the remaining adsorption capacity is insufficient to meet the refueling vapor absorption requirements, it is determined that the ORVR requirement is not met, and desorption is immediately initiated.

[0062] During the initial operation of a new vehicle, the carbon canister is initially clean. As fuel vapor gradually accumulates, the concentration changes directly, allowing for simple and efficient desorption control based on real-time concentration monitoring. During refueling, the vapor volume inside the fuel tank changes significantly, and the carbon canister's adsorption load increases rapidly, making rapid control based primarily on concentration suitable. During vehicle operation, the conditions are complex and variable. The system employs multi-dimensional data for comprehensive judgment: hydrocarbon concentration reflects the current adsorption saturation of the carbon canister; fuel tank level data reflects the current fuel level and potential refueling vapor volume; carbon canister calibration data reflects the adsorption characteristics of the carbon canister under different conditions; and a preset safety margin is used to reserve a certain margin for actual adsorption capacity. By fusing multiple sets of data, the carbon canister cleanliness assessment better aligns with subsequent usage requirements. When the comprehensive judgment indicates that the carbon canister's adsorption reserve is insufficient to match the potential vapor generation, the system automatically initiates desorption to restore the carbon canister to a suitable state.

[0063] The phased, multi-parameter integrated judgment method makes the desorption control more closely match the actual operating scenario of the vehicle, can maintain the carbon canister adsorption capacity more smoothly, and improves the precision and matching of evaporative emission control. Example 9

[0064] According to the method in Example 6, when the concentration reaches the threshold multiple times in a row and desorption is not performed, the alarm information and emission data are automatically uploaded to the remote monitoring platform.

[0065] When the system repeatedly detects excessive hydrocarbon concentrations, it simultaneously monitors the execution status of the desorption process, including feedback information such as valve drive signals and gas path connectivity. If the concentration meets the trigger conditions but the desorption process is not actually executed, the system will determine that the current state is abnormal and automatically generate an alarm message through the data upload chip integrated in the HCSensor or ECU. At the same time, it will package and upload the corresponding concentration data, time information, and vehicle status information to the remote monitoring platform to achieve status recording and data traceability, facilitating subsequent viewing and traceability.

[0066] This mechanism can automatically upload and record information under abnormal conditions, making the evaporation emission status traceable and improving the transparency and standardization of system operation. Example 10

[0067] According to the system of any one of Embodiment 15 or the method of any one of Claim 69, the detection signal of HCSensor is used to characterize the state of carbon canister being punctured by hydrocarbons; hydrocarbon concentration, oil tank level, carbon canister calibration data and preset safety margin are used together to characterize the cleanliness state of carbon canister.

[0068] The HCSensor directly collects hydrocarbon signals from the evaporation and emission loop. The signal strength is highly correlated with the adsorption saturation inside the carbon canister, directly reflecting whether the carbon canister is in an adsorption over-limit state, i.e., a state of carbon canister breakdown. This provides a direct basis for the system to determine the carbon canister's operating limits. The carbon canister cleanliness is characterized by multiple types of information: real-time concentration reflects the current saturation, oil quantity reflects the potential vapor load, calibration data reflects the inherent adsorption characteristics of the carbon canister, and safety margin reflects the control margin reserved by the system. The combination of multiple types of information can comprehensively reflect the effective adsorption capacity and available reserves of the carbon canister, making the carbon canister status judgment more comprehensive and stable.

[0069] With a clear correspondence between signals and parameters, the working state of the carbon canister can be stably quantified and characterized, providing a clear and reliable basis for system detection, control and judgment, and improving the consistency and reliability of the overall solution.

[0070] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware, or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0071] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle evaporator active and precise desorption system, characterized in that, Includes ECU, Filter, Carbon Canister, HCSensor, Pump, Carbon Canister Desorption Valve (CPV), Carbon Canister Shut-off Valve, Fuel Tank Control Valve, and Carbon Canister Vent Pipeline; The filter is connected in series in the gas path that connects the carbon canister to the atmosphere, and is used to filter gaseous impurities entering the carbon canister. The carbon canister shut-off valve is installed on the pipeline between the carbon canister and the carbon canister desorption valve CPV, the oil tank control valve is installed on the evaporation discharge branch from the oil tank to the carbon canister, and the carbon canister atmospheric pipeline is connected to the atmospheric port of the carbon canister. The carbon canister desorption valve (CPV) is controlled by the ECU and is used to establish or disconnect the carbon canister desorption path. The pump is connected to the fuel tank and is used to collect fuel level data and transmit it to the ECU. The HCSensor is equipped with an installation structure for installation on the evaporation and emission pipeline at the carbon canister end or the oil tank end. The HCSensor contains a sensing adhesive and a detection chip that combines optical sensing and infrared detection. The sensing adhesive is used to adsorb hydrocarbons, and the detection chip captures the number of hydrocarbon molecules based on the current change of the sensing adhesive and calculates and converts it into volatile concentration data. The ECU has a built-in threshold comparison module, a carbon canister status determination module, and a desorption control module; the HCSensor communicates with the ECU and transmits concentration data to the ECU. The HCSensor or ECU integrates a data upload chip, which is configured to upload data to a remote emission monitoring platform when emissions exceed standards.

2. The system according to claim 1, characterized in that, The HCSensor has a plug-in mounting structure.

3. The system according to claim 1, characterized in that, The HCSensor is mounted using a carbon canister assembly structure.

4. The system according to claim 1, characterized in that, The HCSensor communicates with the ECU via a Lin bus, PWM signal, or Hall signal.

5. The system according to claim 1, characterized in that, The system is compatible with 12V or 48V vehicle electrical architectures.

6. A method for the active and precise desorption of automotive evaporators, characterized in that, The system according to any one of claims 15 comprises: Real-time monitoring of hydrocarbon concentration inside the carbon canister; Compare the detected concentration with a preset threshold; An alarm signal is output when the concentration reaches the threshold, and the detection is repeated at preset time intervals; When the concentration reaches the threshold after multiple consecutive tests, the carbon canister desorption valve (CPV) is opened to form a carbon canister desorption path to complete evaporative desorption. Continuous monitoring is conducted during the desorption process until the concentration returns to the acceptable range.

7. The method according to claim 6, characterized in that, The preset threshold is 1000ppm-3000ppm, preferably 2000ppm; The preset time interval is 5s to 30s, preferably 10s; the consecutive multiple times means three consecutive times.

8. The method according to claim 6, characterized in that, The method further includes: During the initial use or refueling of new vehicles, desorption control is implemented based on hydrocarbon concentration. During the driving phase, the cleanliness of the carbon canister is comprehensively determined based on the hydrocarbon concentration, fuel tank level data, carbon canister calibration data, and preset safety margin. If it does not meet the ORVR emission requirements for refueling, desorption is performed.

9. The method according to claim 6, characterized in that, The method further includes: When the concentration reaches the threshold multiple times in a row and desorption is not performed, the alarm information and emission data will be automatically uploaded to the remote emission monitoring platform.

10. The system according to any one of claims 1-5 or the method according to any one of claims 6-9, characterized in that: The detection signal from the HCSensor is used to characterize the state of the carbon canister being punctured by hydrocarbons; Hydrocarbon concentration, fuel tank level, carbon canister calibration data, and preset safety margin are used together to characterize the cleanliness of the carbon canister.

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