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WO2022078631A1 - Système de mise à l'air libre de réservoir de carburant à émissions par évaporation et procédés de commande associés - Google Patents

Système de mise à l'air libre de réservoir de carburant à émissions par évaporation et procédés de commande associés Download PDF

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Publication number
WO2022078631A1
WO2022078631A1 PCT/EP2021/025408 EP2021025408W WO2022078631A1 WO 2022078631 A1 WO2022078631 A1 WO 2022078631A1 EP 2021025408 W EP2021025408 W EP 2021025408W WO 2022078631 A1 WO2022078631 A1 WO 2022078631A1
Authority
WO
WIPO (PCT)
Prior art keywords
assembly
fuel tank
cam
poppet valve
vapor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2021/025408
Other languages
English (en)
Inventor
Vaughn K. Mills
Nikhil NAHAR
Ramita Suteekarn
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Eaton Intelligent Power Ltd
Original Assignee
Eaton Intelligent Power Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Eaton Intelligent Power Ltd filed Critical Eaton Intelligent Power Ltd
Publication of WO2022078631A1 publication Critical patent/WO2022078631A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • B60K15/03504—Fuel tanks characterised by venting means adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • B60K15/03519—Valve arrangements in the vent line
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K2015/03256—Fuel tanks characterised by special valves, the mounting thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • B60K15/03504—Fuel tanks characterised by venting means adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems
    • B60K2015/03509—Fuel tanks characterised by venting means adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems with a droplet separator in the vent line
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • B60K15/03504—Fuel tanks characterised by venting means adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems
    • B60K2015/03514—Fuel tanks characterised by venting means adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems with vapor recovery means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • B60K2015/03542—Mounting of the venting means
    • B60K2015/03557—Mounting of the venting means comprising elements of the venting device integrated in the fuel tank, e.g. vapor recovery means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • B60K2015/03561—Venting means working at specific times
    • B60K2015/03566—Venting means working at specific times comprising means for stopping the venting of fuel vapor, e.g. during refuelling or engine stop
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • B60K2015/03561—Venting means working at specific times
    • B60K2015/03576—Venting during filling the reservoir
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • B60K2015/0358—Fuel tanks characterised by venting means the venting is actuated by specific signals or positions of particular parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • B60K2015/0358—Fuel tanks characterised by venting means the venting is actuated by specific signals or positions of particular parts
    • B60K2015/03585—Fuel tanks characterised by venting means the venting is actuated by specific signals or positions of particular parts by gas pressure

Definitions

  • the present disclosure relates generally to fuel tanks on passenger vehicles and more particularly to a fuel tank having an electronically controlled fuel tank venting system that manages the complete evaporative system for the vehicle.
  • Fuel vapor emission control systems are becoming increasingly more complex, in large part in order to comply with environmental and safety regulations imposed on manufacturers of gasoline powered vehicles. Along with the ensuing overall system complexity, complexity of individual components within the system has also increased. Certain regulations affecting the gasoline-powered vehicle industry require that fuel vapor emission from a fuel tank’s ventilation system be stored during periods of an engine’s operation. In order for the overall vapor emission control system to continue to function for its intended purpose, periodic purging of stored hydrocarbon vapors is necessary during operation of the vehicle. In fuel tanks configured for use with a hybrid powertrain it is also necessary to properly vent the fuel tank. Such fuel tanks need to account for high pressures and can incorporate an over pressure relief (OPR) and over vacuum relief (OVR). Moreover, it may also be necessary to provide a means for OVR in a conventional gasoline fuel tank system.
  • OPR over pressure relief
  • OVR over vacuum relief
  • a vent shut-off assembly configured to manage venting on a fuel tank based on an input from a controller includes a main housing, a poppet valve and an actuator assembly.
  • the fuel tank is configured to deliver fuel to an internal combustion engine.
  • the main housing selectively vents to a carbon canister.
  • the poppet valve is disposed in the main housing and includes a plunger that provides over pressure relief (OPR) and over vacuum relief (OVR) functions.
  • the actuator assembly is at least partially housed in the main housing and includes a cam assembly having a cam shaft that includes a first cam having a first profile that moves the poppet valve between a fully open position, a fully closed position and a plurality of intermediate positions corresponding to varying degrees of open.
  • the cam assembly is (i) rotated to a position such that the first cam moves the poppet valve to the fully open position, (ii) subsequently rotated to an intermediate position of the intermediate positions whereby the poppet valve is partially closed thereby reducing vapor flow to the carbon canister and causing a pressure increase in the fuel tank for a predetermined time and (iii) subsequently rotated to a position such that the first cam moves the poppet valve to the fully closed position.
  • the main housing is positioned outside of the fuel tank and further defines an inlet port that is fluidly connected to at least one liquid vapor discriminating (LVD) valve disposed within the fuel tank through a tank vent line.
  • the main housing can further define an outlet port that is fluidly connected to the carbon canister through a canister vent line.
  • the actuator assembly can further include a motor and a worm gear that rotatably couples the motor and the cam shaft.
  • the vent shut-off assembly further comprises a recirculation line plunger having a seal that selectively lifts off a valve seat.
  • the recirculation line plunger is fluidly coupled to a refueling filler neck that is fluidly coupled to the fuel tank.
  • the cam assembly further comprises a second cam having a second profile. The second cam moves the recirculation line plunger between a fully open position, a fully closed position and a plurality of intermediate positions corresponding to varying degrees of open.
  • the recirculation line plunger is regulated between varying degrees of open by the controller to minimize canister loading and minimize evaporative emission at the refueling filler neck.
  • the vent shut-off assembly can operate during an over pressure relief (OPR) event wherein pressure within the fuel tank is great enough to cause a disk seal to be lifted off of a sealed position with a seat allowing vapor to pass from the fuel tank to the carbon canister.
  • a first spring can bias the disk seal toward the seat.
  • the vent shut-off assembly can operate during an over vacuum relief (OVR) event wherein pressure within the fuel tank has dropped low enough to cause a vacuum wherein a collar of poppet is lifted off of a sealing engagement with the disk seal allowing vapor to pass into the fuel tank.
  • a second spring can bias the collar toward the disk seal.
  • a method of controlling a vent shut-off assembly configured to manage venting on a fuel tank base on an input from a controller.
  • the fuel tank is configured to deliver fuel to an internal combustion engine.
  • a vent-shut off assembly is provided having a main housing that selectively vents to a carbon canister.
  • a poppet valve is disposed in the main housing.
  • An actuator assembly is at least partially housed in the main housing.
  • the actuator assembly includes a cam assembly having a cam shaft that includes a first cam having a first profile that moves the poppet valve between a fully open position, a fully closed position and a plurality of intermediate positions corresponding to varying degrees of open. When the poppet valve is in the fully closed position, vapor is precluded from passing between the fuel tank and the carbon canister.
  • Control determines whether a refueling event is occurring.
  • the cam assembly is rotated to a first position such that the first cam moves the poppet valve to the fully open position.
  • the cam assembly is rotated to an intermediate position of the intermediate positions whereby the poppet valve is partially closed thereby reducing vapor flow to the carbon canister and causing a pressure increase in the fuel tank for a second predetermined amount of time.
  • the cam assembly is rotated to a second position such that the first cam moves the poppet valve to the fully closed position.
  • the vent shut-off assembly further comprises a recirculation line plunger having a seal that selectively lifts off a valve seat, wherein the recirculation line plunger is fluidly coupled to a refueling filler neck that is fluidly coupled to the fuel tank.
  • the recirculation line plunger is regulated between varying degrees of open to minimize canister loading and minimize evaporative emissions at the refueling neck. Regulating includes rotating the cam assembly wherein a second cam moves the recirculation line plunger between a fully open position, a fully closed position and a plurality of intermediate positions corresponding to varying degrees of open.
  • the poppet valve and the recirculation line plunger can be concurrently regulated to minimize canister loading and minimize evaporative emissions at the refueling neck.
  • FIG. 1 is a schematic illustration of a fuel tank system having an evaporative emissions control system including a vent shut-off assembly, a controller, an electrical connector and associated wiring in accordance to one example of the present disclosure
  • FIG. 2 is a front perspective view of an evaporative emissions control system including a vent shut-off assembly configured with solenoids according to one example of the present disclosure
  • FIG. 3 is an exploded view of the evaporative emissions control system of FIG. 2;
  • FIG. 4A is a table illustrating operating conditions for the poppet valve assembly shown in FIG. 4B;
  • FIG. 4B is a cross-sectional view of the poppet assembly during the conditions shown in FIG. 4A;
  • FIG. 5A is a table illustrating operating conditions for the poppet valve assembly shown in FIG. 5B;
  • FIG. 5B is a cross-sectional view of the poppet assembly during the conditions shown in FIG. 5A;
  • FIG. 6A is a table illustrating operating conditions for the poppet valve assembly shown in FIG. 6B;
  • FIG. 6B is a cross-sectional view of the poppet assembly during the conditions shown in FIG. 6A;
  • FIG. 7A is a table illustrating operating conditions for the poppet valve assembly shown in FIG. 7B;
  • FIG. 7B is a cross-sectional view of the poppet assembly during the conditions shown in FIG. 7A;
  • FIG. 8A is a first cross-sectional view of the poppet assembly during the conditions shown in FIGS 4A and 4B;
  • FIG. 8B is a second cross-sectional view of the poppet assembly during the conditions shown in FIGS 4A and 4B;
  • FIG. 9A is a first cross-sectional view of the poppet assembly during the conditions shown in FIGS 5A and 5B;
  • FIG. 9B is a second cross-sectional view of the poppet assembly during the conditions shown in FIGS 5A and 5B;
  • FIG. 10A is a first cross-sectional view of the poppet assembly during the conditions shown in FIGS 6A and 6B;
  • FIG. 10B is a second cross-sectional view of the poppet assembly during the conditions shown in FIGS 6A and 6B;
  • FIG. 11A is a first cross-sectional view of the poppet assembly during the conditions shown in FIGS 7A and 7B;
  • FIG. 11 B is a second cross-sectional view of the poppet assembly during the conditions shown in FIGS 7A and 7B;
  • FIG. 12A is a cross-sectional view of the vent shut-off assembly taken through a pump and shown with a push pin 118 in an extended position
  • FIG. 12B is a cross-sectional view of the vent shut-off assembly taken through the pump and shown with the push pin 118 in a depressed position
  • FIG. 13A is a perspective view of the pump
  • FIG. 13B is an exploded perspective view of the pump of FIG. 13A;
  • FIG. 14 is a schematic illustration of a fuel tank system having an evaptive module or vent shut-off assembly constructed in accordance to additional features of the present disclosure and positioned in-line with the fuel tank and the carbon canister;
  • FIG. 15 is a cross-sectional view of the vent shut-off assembly of FIG. 14;
  • FIG. 16 is a schematic illustration of a fuel tank system having an evaptive module or vent shut-off assembly constructed in accordance to additional features of the present disclosure and positioned in-line with the fuel tank and the carbon canister, the evaptive module having a vapor recirculation line according to additional features of the present disclosure;
  • FIG. 17A is a cross-sectional view of the vent shut-off assembly of FIG. 16;
  • FIG. 17B is a cross-sectional view of a vent shut-off assembly having a dedicated cam to control recirculation according to additional features
  • FIG. 18 is a schematic illustration of a fuel tank system having a vent shut-off assembly according to additional features
  • FIG. 19 is a schematic illustration of the fuel tank system of FIG. 18 and shown at initial refueling
  • FIG. 20 is a schematic illustration of the fuel tank system of FIG. 18 and shown during refueling
  • FIG. 21 is a schematic illustration of the fuel tank system of FIG. 18 and shown at the conclusion of refueling
  • FIG. 22 is a schematic illustration of the fuel tank system of FIG. 18 and shown adapted for a plug in hybrid electric vehicle (PHEV);
  • PHEV hybrid electric vehicle
  • FIG. 23 is a schematic illustration of the fuel tank system of FIG. 18 and shown conducting tank pressure regulation during driving;
  • FIG. 24 is a schematic illustration of the fuel tank system constructed in accordance to additional features;
  • FIG. 25 is a plot of tank pressure versus time showing a conventional system and the system according to the present disclosure during the first 90 seconds of a refueling event; and
  • FIG. 26 is a plot of vent opening versus time showing a conventional system and the system according to the present disclosure during the first 90 seconds of a refueling event.
  • the fuel tank system 10 can generally include a fuel tank 12 configured as a reservoir for holding fuel to be supplied to an internal combustion engine via a fuel delivery system, which includes a fuel pump 14.
  • the fuel pump 14 can be configured to deliver fuel through a fuel supply line 16 to a vehicle engine.
  • the fuel tank 12 can define a vapor dome 18 generally at an upper portion of the fuel tank 12.
  • An evaporative emissions control system 20 can be configured to recapture and recycle the emitted fuel vapor.
  • the evaporative emissions control system 20 provides an electronically controlled module that manages the complete evaporative system for a vehicle.
  • the evaporative control system 20 provides a universal design for all regions and all fuels. In this regard, the requirement of unique components needed to satisfy regional regulations may be avoided. Instead, software may be adjusted to satisfy wide ranging applications. In this regard, no unique components need to be revalidated saving time and cost. A common architecture may be used across vehicle lines. Conventional mechanical in-tank valves may be replaced. As discussed herein, the evaporative control system 20 may also be compatible with pressurized systems including those associated with hybrid powertrain vehicles.
  • the evaporative emissions control system 20 includes a vent shut-off assembly 22, a manifold assembly 24, a liquid trap 26, a control module 30, a purge canister 32, a first vapor tube or vent line 40, a second vapor tube or vent line 42, a third vapor tube or vent line 43, an electrical connector 44, a fuel delivery module (FDM) flange 46 and a fuel fill level sensor assembly such as a float level sensor assembly 48.
  • the first vapor tube 40 can terminate at a vent opening or liquid vapor discriminating (LVD) valve 41A arranged at a top corner of the fuel tank 12.
  • the second vapor tube 42 can terminate at a vent opening or LVD valve 41 B arranged at a top corner of the fuel tank 12.
  • the third vapor tube 43 can terminate at a vent opening or LVD valve 41 C arranged at a top of the fuel tank 12. All of the vent openings 41A-41 C can terminate at a vapor dome 18.
  • Each of the LVD valves 41 A, 41 B and 41 C are configured to permit vapor to pass from the vapor space 18 to the vent shut-off assembly 22 while inhibiting liquid fuel from entering and passing into the vent shut-off assembly.
  • the first, second and third vapor tubes 40, 42 and 43 can merge at a union 47. From the union 47, a vent line connection 49 connects with vent line port 50 defined on the vent shut-off assembly 22. In other examples, some or all of the vapor tubes 41 , 42 and 43 can have a dedicated input port into the vent shut-off assembly 22. In one example, the manifold assembly 24 can be defined within the vent shut-off assembly 22 downstream of the vent line port 50 (or equivalent porting that accepts the respective vapor tubes 41 , 42 and 43).
  • vent shut-off assembly 22 can take many forms.
  • the vent shut-off assembly 22 has an actuator assembly that is configured as a cam actuated system.
  • other configurations suitable to selectively open and close vent line port 50 are contemplated including, but not limited to, other mechanical systems, solenoid systems, hydraulic systems, magnetic systems and combinations thereof.
  • the control module 30 can further include or receive inputs from system sensors, collectively referred to at reference 60.
  • the system sensors 60 can include a tank pressure sensor 60A that senses a pressure of the fuel tank 12, a canister pressure sensor 60B that senses a pressure of the canister 32, a temperature sensor 60C that senses a temperature within the fuel tank 12, a tank pressure sensor 60D that senses a pressure in the fuel tank 12 and a vehicle grade sensor and or vehicle accelerometer 60E that measures a grade and/or acceleration of the vehicle.
  • the control module 30 can additionally include fill level signal reading processing, fuel pressure driver module functionality and be compatible for two-way communications with a vehicle electronic control module (not specifically shown).
  • the vent shut-off assembly 22 can be configured to control a flow of fuel vapor between the fuel tank 12 and the purge canister 32.
  • the purge canister 32 is adapted to collect fuel vapor emitted by the fuel tank 12 and to subsequently release the fuel vapor to the engine.
  • the control module 30 can also be configured to regulate the operation of evaporative emissions control system 20 in order to recapture and recycle the emitted fuel vapor.
  • the float level sensor assembly 48 can provide fill level indications to the control module 30.
  • the control module 30 can send signals to the vent shut-off assembly 22 based on operating conditions such as provided by the sensors 60 to open and close venting from the fuel tank 12 to the purge canister 32.
  • the vent shut-off assembly 22 generally comprises a main housing 70, a top housing 72 having a canister line port 73, a poppet valve assembly 74, a cam assembly 76, a motor 78 and a pump 80.
  • the motor 78 and the cam assembly 76 can collectively define an actuator assembly 81.
  • the main housing 70 and the top housing 72 can collectively define a chamber that includes the manifold assembly 24.
  • the main housing 70 can define a poppet assembly receiving bore 84 and a pump outlet opening 88.
  • the poppet assembly receiving bore 84 leads to the vent line port 50 and receives the poppet valve assembly 74.
  • the pump outlet opening 88 generally mounts the pump 80 and provides an outlet for pumping liquid out of the main housing 70 as will be described in detail herein.
  • a vent line 89 can be fluidly connected between the canister line port 73 of the vent shut-off assembly 22 and the canister 32.
  • the cam assembly 76 generally includes a first or poppet cam 90 and a second or pump cam 92.
  • the first and second cams 90, 92 are mounted for rotation with a cam shaft 94.
  • a gear 96 is meshingly engaged with a complementary gear (not shown) extending from the motor 78. In other examples the gear 96 can be directly coupled for rotation with a motor drive shaft.
  • the first cam 90 (see FIG. 8A) generally includes a cam surface 100 having a generally high lift surface 102 and a low lift surface 104.
  • the second cam 92 (FIG. 12A) generally includes lift lobes 112, 114 separated by a valley 116.
  • movement of the cam 92 causes a push pin 118 extending from the pump 80 to translate along its axis as it slidably negotiates along the cam 92 between the lift lobes 112, 114 and the valley 116 causing the pump 80 to pump liquid fuel out of the main housing 70.
  • the push pin 118 is urged into engagement with the cam 92 by a pin biasing member 119.
  • the poppet valve assembly 74 includes a poppet 120, a disk 122 that supports a seal member 124, a pin 130, a retainer 132 and a poppet carrier 136.
  • a first biasing member 140 is biased between the poppet 120 and the carrier 136.
  • a second biasing member 144 is biased between the disk 122 and the retainer 132.
  • a third biasing member 146 is biased between the retainer 132 and a collar 150 on the pin 130. In some examples, the third biasing member 146 may be omitted as the first and second biasing members 140 and 144 may perform such function.
  • the seal member 124 includes an inner lip seal 154 and an outer lip seal 156.
  • the poppet valve assembly 74 will be described as moving between fully open and closed positions for achieving various operating functions. However, the poppet valve assembly 74 and other components (such as the disk 122) can move to attain positions intermediate “fully open” and “fully closed”. In this regard, it may be desirable, based on operating conditions, to vent the fuel tank 12 to the carbon canister 30 a predetermined amount between fully open and fully closed.
  • the poppet valve 74 allows the vent shut-off assembly 22 to operate in various states, depending on operating conditions, to allow vapor to flow along a first path A (from the fuel tank 12 to the carbon canister 32) or a second path B (from the carbon canister 32 to the fuel tank 12).
  • vapor that enters at least one of the LVD valves 41 A, 41 B, 41 C passes along at least one of the vapor lines 40, 42, 43 and enters the vent shut-off assembly 22.
  • the operating state of the poppet valve 74 allows the vapor to pass therethrough and out of the canister line port 73 to the carbon canister 32 (see flow path A, FIG. 2).
  • Flow path A is desirable alleviate high pressure within the vapor space 18 of the fuel tank.
  • Flow path A can also be desirable during a refueling event or other operating conditions that may cause pressure to rise above a threshold.
  • the poppet valve 74 can be commanded to move (by the controller 30, FIGS. 4A, 4B) to achieve flow path A or, can automatically move to achieve flow path A (over pressure relief condition, FIGS. 6A, 6B).
  • fresh air is permitted to pass from the carbon canister 32, into the vent shut-off assembly 22.
  • the operating state of the poppet valve 74 allows that fresh air to exit the vent shut-off assembly 22 through the vent line port 50 and backflow into the vapor space 18 through at least one of the LVD valves 41 A, 41 B, 41 C.
  • Flow path B is desirable to alleviate an undesirable vacuum condition within the vapor space 18 of the fuel tank 12.
  • the poppet valve assembly 74 is shown during normal operation in a fully open position.
  • the first cam 90 is rotated to a position wherein the high lift surface 102 urges the pin 130 to be depressed or translated leftward as viewed in the FIGS. Translation of the pin 130 causes the poppet 120 to be lifted off of sealing engagement with the inner lip seal 154 of the seal member 124 and into the bias of the first biasing member 140.
  • the poppet 120 is in the open position, the vapor flow is permitted along flow path A into the vent line port 50 and out of the canister port 73. Fuel vapor from the vapor space 18 is caused to be vented to the canister 32.
  • the poppet valve assembly 74 is shown during normal operation in a fully closed position.
  • the first cam 90 is rotated to a position wherein the low lift surface 104 aligned with the pin 130 such that bias of the first biasing member 140 causes the pin to be translated rightward as viewed in the FIGS. Translation of the pin 130 rightward causes the poppet 120 to attain a sealing engagement with the inner lip seal 154 of the seal member 124.
  • the poppet 120 is in the closed position, the vapor flow is inhibited from flowing into the vent line port 50 and out of the canister port 73. Fuel vapor from the vapor space 18 is precluded from venting to the canister 32. Flow along either of flow paths A or B is inhibited.
  • the poppet valve assembly 74 is shown during an over pressure relief (OPR) condition.
  • OPR over pressure relief
  • pressure within the vapor space 18 of the fuel tank 18 has exceeded a threshold wherein vapor pressure in the fuel tank 12 is great enough to cause the seal member 124 to be lifted off of a sealed position with the carrier 136.
  • the threshold can be around 14kPa for a conventional fuel vehicle and around 37kPa for a pressurized/hybrid vehicle.
  • the seal member 124 is caused to translate rightward as viewed in the FIGS, such that the outer lip seal 156 moves off of a sealed relationship with the carrier 136.
  • the outer lip seal 156 acts as an OPR seal.
  • fuel vapor from the vapor space 18 is caused to flow along flow path A and be vented to the canister 32.
  • the seal member 124 can move rightward in an OPR condition without any command from the controller 30.
  • the poppet valve assembly 74 is shown during an over vacuum relief (OVR) condition.
  • OVR over vacuum relief
  • pressure within the vapor space 18 of the fuel tank 18 has dropped below a threshold wherein vapor pressure in the fuel tank is low enough to cause a vacuum wherein the poppet 120 is lifted off of sealing engagement with the inner lip seal 154 of the seal member 124 and into the bias of the first biasing member 140.
  • the poppet 120 is in the open position, the vapor flow is permitted to equalize pressures. In other words, vapor is permitted to flow along flow path B (from the canister 32 through the canister line 89) out of the vent line port 50 and into the vapor space 18.
  • the poppet 120 can move leftward in an OVR condition without any command from the controller 30.
  • the pump 80 is configured to pump liquid fluid out of the vent shut off assembly 22. As will become appreciated, rotation of the cam assembly 76 (FIG. 3) ultimately actuates the pump 80.
  • the pump 80 generally includes a piston housing 210, a piston 212, a check valve 220, a check valve housing 222 and a cap 226.
  • the push pin 118 extends through a spring cap 230, a pump spring 232 and a bearing assembly 240 having bearings 242 and 244.
  • the push pin 118 further extends into the piston housing 210 and is coupled to the piston 212.
  • the push pin 118 defines an annular recess 250 that receives a snap ring 252 thereat.
  • the snap ring 252 can be inserted through a window 258 defined in the piston 212 to engage the push pin 118.
  • the push pin 118 therefore engages the cam 92 on a first end and is fixed for translation with the piston on a second end.
  • a seal 260 is received around an annular surface of the piston 212.
  • the seal 260 slidably translates along an inner diameter 264 (FIG. 12A) of the piston housing 210 during pumping.
  • An umbrella seal assembly 270 having an outer seal member 272 and an inner seal member 274 is disposed on an outboard end of the piston 212.
  • the piston housing 210 defines a housing window 266.
  • the housing window 266 allows liquid fuel to enter the piston housing 210 where it can be pumped out of the vent shut off assembly 22.
  • the window 266 can also be used to gain access to the pin 118 when assembling the snap ring 252 at the annular recess 250.
  • the check valve 220 can cooperate with the check valve housing 222 and the cap 224 to permit liquid fuel from exiting the check valve housing 222 (out of the vent shut off assembly 22) while inhibiting liquid fuel from entering the vent shut off assembly 22 (through the check valve housing 222).
  • the check valve 220 can take many forms for accomplishing one way fluid flow. In this regard, the specific geometry shown in the FIGS is merely exemplary and other check valves may be used within the scope of this disclosure.
  • liquid fuel in the piston housing 210 is urged by the piston 212 to be expelled into the check valve housing 222 where the check valve 220 permits the liquid fuel to exit the check valve housing 222 and ultimately the vent shut off assembly 22.
  • the pump 80 can be a piston pump or any pump suitable to pump liquid fuel out of the vent shut off assembly 22.
  • the pump can be configured to pump 1-3 cubic centimeters of liquid fuel per cycle and have a maximum pump rate of around 8.3 cubic centimeters per minute.
  • the evaporative emissions control system 20 can replace conventional fuel tank systems that require mechanical components including in-tank valves with an electronically controlled module that manages the complete evaporative system for a vehicle.
  • some components that may be eliminated using the evaporative emissions control system 20 of the instant disclosure can include in-tank valves such as GW’s and FLVV’s, canister vent valve solenoid and associated wiring, tank pressure sensors and associated wiring, fuel pump driver module and associated wiring, fuel pump module electrical connector and associated wiring, and vapor management valve(s) (system dependent). These eliminated components are replaced by the control module 30, vent shut-off assembly 22, manifold 24, and associated electrical connector 44.
  • Various other components may be modified to accommodate the evaporative emissions control system 20 including the fuel tank 12.
  • the fuel tank 12 may be modified to eliminate valves and internal lines to pick-up points.
  • the flange of the FDM 46 may be modified to accommodate other components such as the control module 30 and/or the electrical connector 44.
  • the fresh air line of the canister 32 and a dust box may be modified.
  • the fresh air line of the canister 32 and the dust box may be connected to the control module 30.
  • vent shut-off assembly 1022D constructed in accordance to additional features of the present disclosure is shown and generally identified at reference 1022D.
  • the vent shut-off assembly 1022D is shown disposed in-line between a fuel tank 1012B and a carbon canister 1312.
  • the vent shut-off assembly 1022D is disposed out of the fuel tank 1012B.
  • the vent shut-off assembly 1022D includes a main housing 1302 that at least partially houses an actuator assembly 1310.
  • a canister vent line 1312 routs from an outlet port 1314 on the housing 1302 of the vent shut-off assembly 1022D to a carbon canister 1312.
  • An inlet port 1316 is provided on the housing 1302 of the vent shut-off assembly 1022D and is fluidly connected to roll over valves 1041 C and 1041 D via a tank vent line 1320. In the example shown, the inlet port 1316 is further fluidly coupled to the FLVV 1354.
  • the actuator assembly 1310 can be configured similarly to the actuator assembly 1210 described above (FIG. 11) and can generally be used in place of the solenoids described above to open and close selected vent lines.
  • the vent shut-off assembly 1022D includes a cam assembly 1330 (FIG. 15) constructed similarly to the cam assembly 1230 described above (FIG. 11).
  • the cam assembly 1330 includes a camshaft or drive shaft 1332 that includes a cam 1334.
  • the cam 1334 has a profile that one of opens and closes a poppet valve or plunger assembly 1350.
  • the drive shaft 1332 is rotatably driven by a motor or gear motor 1340 (see motor 1240, FIG. 12).
  • the motor is received in the housing 1302. While the motor 1340 is shown having a worm 1342 that rotates a gear 1344 on the drive shaft 1332, the motor 1340 and gearing can be configured differently.
  • the motor 1340 can be a direct drive motor arranged along a common axis of the drive shaft 1332 for rotating the drive shaft 1332.
  • the cam 1334 rotates to open and close plunger sub-assembly 1350.
  • the plunger sub-assembly 1350 includes over pressure relief (OPR) and over vacuum relief (OVR) functions.
  • An over pressure relief event occurs when pressure within the fuel tank 1012B is great enough to cause the plunger sub-assembly 1350 to move a poppet off a valve seat (explained below) allowing vapor to pass from the fuel tank 1012B to the carbon canister 1312.
  • the threshold can be around 14kPa for a conventional fuel vehicle and around 37kPa for a pressurized/hybrid vehicle.
  • An over vacuum relief event occurs when pressure within the fuel tank 1012B has dropped low enough to cause a vacuum wherein the poppet is moved off a valve seat (explained below) allowing vapor to pass into the fuel tank 1012B.
  • the OPR and OVR functions can occur without any input from the controller 1030D.
  • the vent shut-off assembly 1022D can offer many of the advantages of the vent shut-off assemblies disclosed above in FIGS. 1-13 but with the flexibility to be mounted outside of the fuel tank.
  • the vent shut-off assembly 1022D can take the place of a vapor blocking valve (VBV) and also perform the OPR/OVR functions all in the same assembly.
  • the vent shut-off assembly 1022D can take the place of a standard FTIV. The vent shut-off assembly 1022D would no longer function as a liquid trap/drain.
  • the vapor shut-off valve 1022D can be used in a hybrid gaselectric vehicle application.
  • pressure is built within the fuel tank 1012B. The pressure needs to be released prior to refueling.
  • the plunger sub-assembly 1350 provides pressure relief necessary for refueling.
  • the plunger sub-assembly 1350 can be opened up when refueling.
  • the plunger sub-assembly 1350 can be used to control venting during fueling.
  • the plunger sub-assembly 1350 can be used to control the 100% shut-off in the fuel tank 1012B and also provide for the venting during trickle fill events.
  • the vapor shut-off valve 1022D can be used to close off venting from the fuel tank 1012B to the canister 1312 so the canister can be more effectively purged.
  • the vapor shut-off valve 1022D can be used in place of FTIV for high pressure hybrid applications or be used in place of a vapor blocking valve on a conventional fuel system.
  • the vapor shut-off valve 1022D also adds the functionality of controlled venting during refueling. Further, with the vapor shut-off valve 1022D can be used to control the refueling function, one of the valves used for shut-off in the fuel tank can be eliminated. While a high flow valve is required in the fuel tank 1012B, it does not control the shut-off height.
  • a high flow valve can be placed in the vapor dome and replace one of the roll over valves 1041 C, 1041 D or the FLVV 1354.
  • the plunger sub-assembly 1350 will be further described.
  • the plunger subassembly 1350 includes a poppet 1360 having a collar 1362 that selectively engages a disk seal 1370.
  • the disk seal 1370 selectively engages a seat 1366.
  • the plunger subassembly 1350 can operate mechanically (without engagement with the cam 1334).
  • the OVR functionality will urge poppet 1360 in a direction upward in FIG. 15 for vacuum relief.
  • the collar 1362 will be urged against a second spring 1368 allowing vapor to pass (into the fuel tank 1012B) between the collar 1362 and the disk seal 1370.
  • the cam 1334 can also actuate poppet 1360 upward by commanding rotation of the camshaft 1330 with a controller 1030D (FIG. 14). It will be appreciated that should there be an electronic failure, the camshaft sub-assembly 1330 cannot be controlled, however the plunger sub-assembly 1350 is configured for mechanical operation regardless of input from the cam 1334. Similarly, disk seal 1370 will be urged downward as viewed in FIG. 15 mechanically during OPR functionality. In the example shown, the disk seal 1370 can be urged downwardly away from seat 1366 into the bias of a first spring 1374 allowing vapor to pass (out of the fuel tank 1012B) between the disk seal 1370 and the valve seat 1366.
  • the configuration of the plunger subassembly 1350 is merely exemplary and other configurations may be used to allow OPR and OVR functionality.
  • a poppet valve assembly disclosed in commonly owned PCT Application WO/EP2019/025055, the contents of which are incorporated by reference herein, may be used in place of poppet valve assembly 1350.
  • FIGS. 16 and 17A a vapor shut-off valve assembly 1022E constructed in accordance to additional features of the present disclosure is shown.
  • the vapor shut-off valve assembly 1022E is constructed similarly to the vapor shut-off valve assembly 1022D but also includes a recirculation valve or recirculation line plunger 1380.
  • the actuator assembly 1310 can be rotated based on a signal from a controller 1030E.
  • the plunger sub-assembly 1350 and the recirculation line plunger 1380 are both independently opened by the cam 1334.
  • the recirculation line plunger 1380 has a seal 1382 that selectively lifts off a valve seat 1384 based on urging from the cam 1334.
  • the recirculation line plunger 1380 routes vapor out of the main housing 1302, through a recirculation line 1388 and back to an inlet area of refueling filler neck 1390.
  • the refueling filler neck 1390 directs fuel during refueling through a fuel line 1392 to the fuel tank 1012B.
  • some of the vapor can be sent back into the fuel tank 1012B, as a result of opening of the recirculation line plunger 1380 to reabsorb the vapor.
  • loading of the canister 1312 can be reduced as vapor is instead redirected toward (and into) the fuel tank 1012B.
  • the seal 1382 and the valve seat 1384 can cooperate to provide a variable orifice.
  • a vapor shut-off assembly 1022F constructed in accordance to additional features of the present disclosure is shown.
  • the vapor shut-off valve assembly 1022F is constructed similarly to the vapor shut-off valve assembly 1022E but incorporates two distinct cams 1434 and 1436. Similar components as discussed above with respect to the vapor shut-off assembly 1022E are denoted with like reference numerals increased by 100. In this regard, the description of like components will not be repeated here.
  • the actuator assembly 1410 can be rotated based on a signal from a controller (see controller 1030E, FIG. 16). In the example shown, the plunger sub-assembly 1450 is opened and closed by the cam 1434.
  • the recirculation line plunger 1480 is opened and closed by the cam 1436.
  • the recirculation line plunger 1480 has a seal 1482 that selectively lifts off a valve seat 1484 based on urging from the cam 1436.
  • the recirculation line plunger 1480 routes vapor back to an inlet area of refueling filler neck (see refueling filler neck 1390, FIG. 16).
  • some of the vapor can be sent back into the fuel tank (see fuel tank 1012B, FIG. 16) to reabsorb the vapor.
  • loading of the canister see canister 1312, FIG. 16
  • the seal 1382 and the valve seat 1384 can cooperate to provide a variable orifice.
  • FIGS. 18-26 show additional features of the instant disclosure.
  • the vent shut off assembly 1022E can provide simultaneous, adaptive control of onboard refueling vapor recovery (ORVR) recirculation and canister venting for minimum overall hydrocarbon evaporative emission during refueling.
  • ORVR onboard refueling vapor recovery
  • the vent shut off assembly 1022E operates as discussed above and can be disposed external to a fuel tank 1012B having liquid vapor discriminating (LVD) valves 1041 C and 1041 D.
  • the vent shut off assembly 1022E receives vapor from the tank vent line 1320.
  • the canister vent line 1315 routs vapor from the vent shut off assembly 1022E to the carbon canister 1312.
  • the recirculation line 1388 routes vapor back to an inlet area of the refueling filler neck 1390.
  • Hardware complexity is consolidated by replacing conventional fuel limit venting valve (FLVV), fuel tank isolation valve (FTIV) or vapor blocking valve (VBV) and recirculation valve assemblies with the single vent shut off assembly 2022. Further, calibration and validation effort is reduced by minimizing hardware modification as the opening and closing of the poppet valve assembly is 1350 and the recirculation line plunger 1380 are controlled generally by the controller 30, and more particularly by an electronic control unit (ECU) 30A and a motor control unit (MCU) 30B. As such, the desired vapor flow rates from the vent shut off assembly 2022 to the canister 1312 and the recirculation line 1388 can be achieved based on real time measurements.
  • ECU electronice control unit
  • MCU motor control unit
  • a refueling event is shown at initial refueling detection.
  • a refueling signal S can be sent and received by the controller 30.
  • recirculation (the amount of vapor sent from the vent shut off assembly 1022E to the recirculation line 1388) can be controlled by the controller 30 at different refueling rates.
  • the recirculation line 1388 can be closed (by closing the recirculation line plunger 1380, 1480) to mitigate vapors escaping to atmosphere.
  • venting valve of the poppet valve assembly 1350 is opened and vapor is permitted to flow through the canister vent line 1315 but not through the recirculation line 1388.
  • optimal tank venting behavior can be attained such as in a pressurized hybrid electric vehicle.
  • the venting valve and the OVR/OPR valves are uniquely identified in FIGS. 19 - 23. The functionality is consistent with poppet valve assembly 74 that allows for venting, OPR and OVR as described above in detail.
  • both the venting valve of the poppet valve assembly 1350 and the recirculation valve 1380 are controlled through various degrees of open to balance the goals of lowering vapor loading of the canister 1312 and minimizing the evaporative emission at the filler neck 1390, while still maintaining high level of refueling performance.
  • FIG. 21 at the end of a refueling event, the venting valve of the poppet valve assembly 1350 is closed for the first shut-off and subsequently controlled for trickle-fill.
  • the recirculation valve 1380 is controlled (translated along varying degrees of open) to minimize the evaporative emission escaping from the filler neck 1390 in the late refueling and pressure-balance phase. Tank volume fill can be maximized.
  • the venting valve of the poppet valve assembly 1350 is normally closed for tank isolation in a plug in hybrid electric vehicle (PHEV).
  • Tank pressure is regulated to minimize liquid carry over (LCO).
  • tank pressure regulation during driving is shown.
  • the venting valve of the poppet valve assembly 1350 opens on demand, depending on the purging strategy and the tank pressure regulation.
  • the mechanical OVR/OPR valves can regulate the tank pressure to be within a desired range, even during a power-loss situation.
  • vent shut-off assembly 1022F configured according to another example of the present disclosure is shown.
  • the vent shut-off assembly 1022F includes a first vent shut-off assembly 1022F1 and a second vent shutoff assembly 1022F2. Recirculation is controlled with the first vent shut-off assembly 1022F 1 . Vapor flow to the canister is controlled with the second vent shut-off assembly 1022F2.
  • the vent shut-off assembly 1022F would include a single vent shut-off assembly.
  • a controller 2030 having an ECU 2030A, first MCU 2030B, second MCU 2030C and a micro autobox 2030D controls operation of the vent shut-off assembly 1022F.
  • a third vent shut-off assembly 1022G can be provided for canister fresh air vent control with multi-state function.
  • FIGS. 25 and 26 an exemplary fill event using a vent shutoff assembly (22, 1022D, 1022E, 1022F) according to the present disclosure will be described.
  • FIG. 25 illustrates a tank pressure for an initial 90 seconds of fuel fill.
  • FIG. 26 illustrates a venting diameter of the poppet valve assembly 74, or more generally an amount of vent opening into the vent shut off assembly from the fuel tank.
  • the controller 30 can control the poppet valve assembly 74 to limit the amount of vapors that flow from the fuel tank to the vent shut off assembly and ultimately to the canister to reduce canister loading during fueling.
  • Volatile vapors are held in the fuel tank 1012B, holding the fuel tank 1012B at a higher pressure, instead of exhausting those vapors directly to the canister 1312.
  • a 13% reduction in canister loading can be realized with the instant evaporative system versus a conventional system that does not incorporate the evaporative emissions control system 20.
  • a conventional system includes a vent, such as an FLVV, that remains open (in the exemplary plot between 9 and 10 mm) until a time (in the exemplary plot between 70 and 90 seconds) where it closes.
  • the controller 1030D, 1030E uses the vent shut-off assembly 1022D, 1022E of the present disclosure to detect a refueling event at 2100 and opens the poppet valve assembly 1350, 1450 to a fully open position to allow for an initial pressure spike in the fuel tank 1012B.
  • a refueling event can be detected such as by an input 1394 received by the controller 1030D, 1030E.
  • the input 1394 can correspond to an event detected by any of the sensors 60 or other event consistent with liquid fuel being poured into the fuel tank 1012B.
  • control begins pressurizing the fuel tank 1012B by closing the plunger sub-assembly 1350 (poppet valve 1360) a predetermined amount.
  • the poppet valve 1360 is closed from about 40-50%.
  • pressure in the tank builds at 2112 from between 1.5 KPa and 2 KPa to between 3 and 3.5 KPa. The pressure builds to a safe range that does not influence any premature shut off (PSO) events of the fuel nozzle.
  • PSO premature shut off
  • Control can allow the pressure to remain high at 2122 corresponding to the poppet valve 1360 being opened about 5 mm at 2132 until a predetermined time identified at 2140 (between 70 and 80 seconds) where the poppet valve 1360 is closed.

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  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)

Abstract

Un ensemble d'arrêt de mise à l'air libre configuré pour gérer la mise à l'air libre d'un réservoir de carburant sur la base d'une entrée provenant d'un dispositif de commande comporte un boîtier principal, un distributeur à clapet et un ensemble actionneur. Le boîtier principal réalise une mise à l'air libre sélective vers un réservoir de charbon. L'ensemble actionneur comporte une première came présentant un premier profil qui déplace le distributeur à clapet entre une position complètement ouverte, une position complètement fermée et une pluralité de positions intermédiaires correspondant à des degrés d'ouverture variables. Pendant un événement de ravitaillement en carburant, la came est (i) tournée vers une position telle que le distributeur à clapet se déplace vers la position complètement ouverte, (ii) puis tournée vers une position intermédiaire des positions intermédiaires, moyennant quoi le distributeur à clapet est partiellement fermé, ce qui permet de réduire un écoulement de vapeur vers le réservoir de charbon ; et (iii) puis tourné vers une position telle que la première came déplace le distributeur à clapet vers la position complètement fermée.
PCT/EP2021/025408 2020-10-16 2021-10-15 Système de mise à l'air libre de réservoir de carburant à émissions par évaporation et procédés de commande associés Ceased WO2022078631A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US202063092701P 2020-10-16 2020-10-16
US63/092,701 2020-10-16
US202063104080P 2020-10-22 2020-10-22
US63/104,080 2020-10-22

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016049320A1 (fr) * 2014-09-24 2016-03-31 Eaton Corporation Module de circuit d'alimentation à commande électrique
WO2016116348A1 (fr) * 2015-01-23 2016-07-28 Plastic Omnium Advanced Innovation And Research Système et procédé de récupération de vapeur
US20180087475A1 (en) * 2014-09-24 2018-03-29 Eaton Corporation Electrically controlled fuel system module
WO2018064346A1 (fr) * 2016-09-28 2018-04-05 Eaton Corporation Système de came de module d'isolation d'émissions par évaporation
US20180099856A1 (en) * 2016-10-07 2018-04-12 Ford Global Technologies, Llc Systems and methods for controlling vehicle refueling
US20190040821A1 (en) * 2017-08-03 2019-02-07 Denso Corporation Fuel vapor processing device

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016049320A1 (fr) * 2014-09-24 2016-03-31 Eaton Corporation Module de circuit d'alimentation à commande électrique
US20180087475A1 (en) * 2014-09-24 2018-03-29 Eaton Corporation Electrically controlled fuel system module
WO2016116348A1 (fr) * 2015-01-23 2016-07-28 Plastic Omnium Advanced Innovation And Research Système et procédé de récupération de vapeur
WO2018064346A1 (fr) * 2016-09-28 2018-04-05 Eaton Corporation Système de came de module d'isolation d'émissions par évaporation
US20180099856A1 (en) * 2016-10-07 2018-04-12 Ford Global Technologies, Llc Systems and methods for controlling vehicle refueling
US20190040821A1 (en) * 2017-08-03 2019-02-07 Denso Corporation Fuel vapor processing device

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