CN108368799B - Method for regenerating an activated carbon filter - Google Patents
Method for regenerating an activated carbon filter Download PDFInfo
- Publication number
- CN108368799B CN108368799B CN201680076093.3A CN201680076093A CN108368799B CN 108368799 B CN108368799 B CN 108368799B CN 201680076093 A CN201680076093 A CN 201680076093A CN 108368799 B CN108368799 B CN 108368799B
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- China
- Prior art keywords
- electrically driven
- driven compressor
- carbon filter
- activated carbon
- regenerating
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- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 title claims abstract description 77
- 238000000034 method Methods 0.000 title claims abstract description 24
- 230000001172 regenerating effect Effects 0.000 title claims abstract description 24
- 238000013022 venting Methods 0.000 claims description 37
- 238000011144 upstream manufacturing Methods 0.000 claims description 13
- 230000008929 regeneration Effects 0.000 claims description 7
- 238000011069 regeneration method Methods 0.000 claims description 7
- 238000004590 computer program Methods 0.000 claims description 5
- 230000002000 scavenging effect Effects 0.000 claims description 4
- 238000002485 combustion reaction Methods 0.000 description 15
- 229910052799 carbon Inorganic materials 0.000 description 11
- 239000002828 fuel tank Substances 0.000 description 9
- 238000011010 flushing procedure Methods 0.000 description 4
- 229930195733 hydrocarbon Natural products 0.000 description 4
- 150000002430 hydrocarbons Chemical class 0.000 description 4
- 239000000126 substance Substances 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000007613 environmental effect Effects 0.000 description 3
- 238000009434 installation Methods 0.000 description 3
- 230000001105 regulatory effect Effects 0.000 description 2
- 239000004215 Carbon black (E152) Substances 0.000 description 1
- 230000003466 anti-cipated effect Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000002269 spontaneous effect Effects 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
- F02M25/089—Layout of the fuel vapour installation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
- F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/16—Control of the pumps by bypassing charging air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
- F02D2200/701—Information about vehicle position, e.g. from navigation system or GPS signal
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/1015—Air intakes; Induction systems characterised by the engine type
- F02M35/10157—Supercharged engines
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
- Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
Abstract
The invention relates to a method for regenerating an activated carbon filter (2) of a motor vehicle, wherein a low pressure is generated in a suction line (8) of the motor vehicle by means of an electrically driven compressor (9), and the activated carbon filter (2) is regenerated using the low pressure.
Description
Technical Field
The invention relates to a method for regenerating an activated carbon filter of a motor vehicle. Furthermore, the invention relates to a computer program which executes each step of the method according to the invention, and to a machine-readable storage medium which stores the computer program when it runs on a computing device. Finally, the invention relates to an electronic control device which is provided to carry out the method according to the invention.
Background
In the fuel tank of a motor vehicle, volatile substances, essentially hydrocarbons, evaporate depending on the pressure and temperature conditions present in the fuel tank and the composition of the fuel. For environmental and safety reasons, these substances must be collected and delivered to the engine for combustion. For this purpose, volatile substances are generally absorbed and buffered by means of activated carbon filters. For regenerating the activated carbon filter, the substance is sucked off by means of a fluid flow (for example fresh air) and is conveyed to an intake manifold, which is arranged upstream of the internal combustion engine, for combustion. In this case, the suction takes place by means of a low pressure, which is generated in the suction line.
Starting fatigue (also referred to as turbo lag) occurs due to the miniaturization of internal combustion engines, i.e. due to the reduction of the technical mass (e.g. weight or displacement) of the internal combustion engine. To avoid these start-ups being limp, additional, electrically driven compressors are increasingly being used. These compressors result in spontaneous boost pressure build-up, whereby the use of an electrically driven compressor allows for a performance-oriented design of a conventional exhaust gas turbocharger. A purely electric driven compressor is integrated into the suction duct. The installation position is decisive for reducing the volume to be compressed after the electrically driven compressor. The air guide of the electrically driven compressor is switched on and off by means of a bypass valve. This air guide is positioned in the suction duct parallel to the bypass path. If the electrically driven compressor is not activated, the bypass remains open to counteract the throttling effect of the non-driven compressor. In principle, a distinction is made between the purely electrically driven compressors described above (so-called electronic turbochargers) and electrically assisted turbochargers. The latter is in principle an exhaust gas turbocharger which is additionally connected directly or indirectly to the electric motor and/or the generator. In this case, the operation of the electric motor and the generator is distinguished. In the operation of an electric motor, an electrically assisted turbocharger behaves like the above-described, electrically driven compressor. In operation of the generator, energy can additionally be extracted from the exhaust gas by the exhaust gas flow, i.e. the exhaust gas energy can be converted into electrical energy.
Disclosure of Invention
In the method according to the invention for regenerating an activated carbon filter in a motor vehicle, a low pressure is generated in the intake pipe of the motor vehicle by means of an electrically driven compressor, and the low pressure is used for regenerating the activated carbon filter. Since, as a matter of principle, the electrically driven compressor can be operated decoupled from the exhaust gas flow, it is possible with the electrically driven compressor to generate an overpressure and a underpressure upstream and downstream of the electrically driven compressor independently of the exhaust gas flow and the intake air flow.
According to an embodiment of the method for regenerating an activated carbon filter, a line for tank venting upstream of the electrically driven compressor is introduced into the intake line and the rotational speed of the electrically driven compressor is actively increased to such an extent that a low pressure is generated upstream of the electrically driven compressor, which low pressure is used for regenerating the activated carbon filter. Thus, a certain pressure level can be regulated before the compressor, within the limits determined by the system. This means that, at certain operating points, the pressure can be set in such a way that a low pressure occurs relative to the ambient pressure, which low pressure effects a "flushing" or regeneration of the activated carbon filter of the tank venting. In an advantageous manner, therefore, a throttling between the turbocharger and the internal combustion engine with a separate throttle valve for generating a low pressure for flushing the activated carbon filter of the tank exhaust gas is no longer necessary. In particular, in the case of systems with variable inlet-valve control, it is possible to compensate again for the filling of the engine, which is adjusted in opposition to the original application. This results in a greater operating range for the venting of the fuel tank, as a result of which the throttle valve can be dispensed with.
According to an embodiment of the invention, in the case of a method for regenerating an activated carbon filter, a line for tank venting downstream of the electrically driven compressor is introduced into the intake pipe and the rotational speed of the electrically driven compressor is actively reduced to such an extent that a low pressure is generated downstream of the electrically driven compressor, which low pressure is used for regenerating the activated carbon filter. Thus, a certain pressure level can be regulated between the compressor and the combustion engine within the limits determined by the system. This means that, at certain operating points, the pressure can be set in such a way that a low pressure occurs relative to the ambient pressure, which low pressure effects a "flushing" or regeneration of the activated carbon filter of the tank venting. In an advantageous manner, therefore, a throttling between the turbocharger and the internal combustion engine with a separate throttle valve for generating a low pressure for flushing the activated carbon filter of the tank exhaust gas is no longer necessary. In particular, in the case of systems with variable inlet-valve control, it is possible to compensate again for the filling of the engine, which is adjusted in opposition to the original application. This results in a greater operating range for the venting of the fuel tank, as a result of which the throttle valve can be dispensed with.
In the above-described embodiments, any configuration of an electrically driven compressor can be used. Thus, for example, the electrically driven compressor can be designed as an electronic supercharger (eboaster). In this case, the electrically driven compressor is braked by active actuation while throttling the compressor.
However, it is also possible to configure the electrically driven compressor as an electrically assisted turbocharger. In this case, turbines are located in the intake duct and the exhaust train, which turbines are connected to one another by means of a shaft and are driven by an electric motor, which is arranged at the shaft. In this case, the throttling of the compressor does not necessarily have to be active, but can be performed by: an electrically assisted turbocharger is used in the operation of the generator. In this way, the throttle of the electrically driven compressor can be used for generating electrical energy. This electrical energy is fed back into the on-board electrical system of the vehicle, for example. The advantage of this operation is that no electrical energy is required to throttle the electrically driven compressor. Thus, the efficiency of the entire system is advantageously increased.
According to a further embodiment of the method for regenerating an activated carbon filter, a line for tank venting upstream of the electrically driven compressor is introduced into the intake pipe and a line for tank venting downstream of the electrically driven compressor is introduced into the intake pipe, and the activated carbon filter is regenerated by means of a compressed or throttled, electrically driven compressor depending on the operating conditions. In this embodiment, the two lines can be switched back and forth for tank venting by means of an associated valve. An extended operating range of the fuel tank venting is thus advantageously achieved, since the two possibilities for fuel tank venting can be switched back and forth depending on the instantaneous desired power of the internal combustion engine. Advantageously, contrary to the original application, the electric compressor has to be adjusted less frequently, since, depending on the operating state of the electric compressor, downstream or upstream lines for tank venting can be switched throttled or compressed by means of an associated valve. In particular, in systems in which throttling is omitted, a scavenging pump is required for regenerating the carbon filter, said scavenging pump being used to generate a low pressure in the suction line. In the method according to the invention, it is advantageously possible to dispense with a scavenging pump, since the low pressure required for venting the fuel tank is generated in the intake manifold by means of an already existing, electrically driven compressor.
In a preferred embodiment of the invention, no throttle valve is used for regenerating the carbon filter. Thus, advantageously, the installation of the throttle valve can be completely dispensed with.
With the method according to the invention, it is advantageously inferred by means of a path prediction on which path section the electrically driven compressor can be operated in the tank venting mode. The load of the internal combustion engine and the environmental conditions (such as temperature and pressure) can be inferred during the travel path in a motor vehicle having a path prediction. It can be concluded from this how the load state of the carbon filter changes during the travel path and on which path section the electrically driven compressor can be operated in the tank venting mode. In the latter case, the rotational speed of the electrically driven compressor is determined so that the carbon filter can be regenerated by one of the two lines for tank venting in the expected available time. With knowledge of the entire path, it is also advantageously possible to distribute the tank venting over the entire path, since the activated carbon filter does not have to be completely regenerated in a single path section. Furthermore, it is anticipated that the adjustment of the electrically driven compressor can be minimized for tank venting contrary to the original application, and that compensation can be minimized by means of the inlet valve control of the internal combustion engine.
The invention also includes a computer program which is provided to carry out each step of the method according to the invention, in particular when it is run on a computing device or an electronic control device. It enables the method according to the invention to be carried out on an electronic control device without structural changes.
The invention also relates to a machine-readable storage medium, on which a computer program is stored, and to an electronic control device, which is provided to carry out the method according to the invention.
Further advantages and features of the invention emerge from the following description of an embodiment with reference to the drawings. The individual features can be realized in each case individually or in combination with one another.
Drawings
Shown in the drawings are:
fig. 1 schematically shows an intake manifold of a motor vehicle with two lines for tank venting, and an electrically driven compressor; and
fig. 2 schematically shows an intake manifold of a motor vehicle, which has two lines for tank venting, as shown in fig. 1, and an electrically assisted turbocharger.
Detailed Description
In fig. 1, an intake duct 8 of a motor vehicle (not shown) is schematically shown. The intake pipe 8 leads to the turbocharger 4 and further to the combustion engine 5. The bypass valve 12 and the throttle 6 are located in the suction pipe 8. The bypass valve 12 serves to open and close a bypass which is assigned to the electrically driven compressor 9. In the exemplary embodiment shown in fig. 1, the electrically driven compressor 9 is designed as a so-called electronic supercharger. Two lines 7, 10 for tank venting open into an intake manifold 8. Upstream of the electrically driven compressor, a first line 7 for tank venting is led into an intake line 8. This line 7 for tank venting contains the first shut-off valve 3. Downstream of the electrically driven compressor 9, a second line 10 for tank venting leads into the suction line. This second line 10 contains a second shut-off valve 11. Two lines 7, 10 for tank venting open into one line, which leads to the fuel tank 1 via the activated carbon filter 2.
The activated carbon filter 2 is regenerated by conducting fresh air through the activated carbon filter 2, where it reduces the hydrocarbon load. For this purpose, on the one hand, a tank venting valve (not shown) must be opened and, on the other hand, a low pressure must be generated upstream or downstream of the electrically driven compressor 9. In the exemplary embodiment of the method for regenerating carbon filter 2, which is not described here, such a low pressure required for regenerating carbon filter 2 is actively generated by means of an electrically driven compressor 9.
Tank venting takes place via the first line 7, which is led into the intake line 8 upstream of the electrically driven compressor 9, if the second valve 11 located in the second line 10 is closed and the first valve 3 located in the first line 7 is opened. In this case, the electrically driven compressor 9 is actively raised to such an extent that a low pressure is generated upstream of the electrically driven compressor 9. By means of this low pressure, hydrocarbons are sucked out of the activated carbon filter 2.
Tank venting takes place via the second line 10, which is led into the suction line 9 downstream of the electrically driven compressor 9, if the first valve 3 in the first line 7 is closed and the second valve 11 located in the second line 10 is opened. In this case, the rotational speed of the electrically driven compressor 9 is actively reduced to such an extent that a sufficiently low pressure is generated downstream of the electrically driven compressor 9, so that hydrocarbons are sucked out of the activated carbon filter 2.
Depending on the operating conditions, the first valve 3 and the second valve 11 are used to switch back and forth between the two lines 7, 10 for venting the fuel tank. This means that the regeneration of the carbon filter 2 takes place by means of the first line 7 at an operating point at which a high output of the internal combustion engine 5 is required, since in this case the electrically driven compressor 9 operates in compression. The regeneration of the carbon filter 2 takes place at a further operating point, at which a less high power of the internal combustion engine 5 is required, by means of the second line 10, since in this state the electrically driven compressor 9 operates in a throttled manner.
In motor vehicles with route prediction, the load of the internal combustion engine 5 and the environmental conditions (e.g. temperature, pressure, etc.) are initially determined during the course of the driving route. It can be concluded from this how the load state of the carbon filter 2 changes during the travel path and on which path section the electrically driven compressor 9 can be operated in the tank venting mode. In the latter case, the required rotational speed of the electrically driven compressor 9 or the boost pressure to be generated is determined and the carbon filter 2 is regenerated within the expected available time. With knowledge of the entire path, it is also possible to distribute the tank venting over the entire path in such a way that the activated carbon filter 2 is not completely regenerated in a single path section.
According to an embodiment, no throttle valve 6 is used for regenerating the carbon filter 2. In this case, the installation of the throttle valve 6 is omitted.
In fig. 2, a suction line 8 of a motor vehicle (not shown) is schematically shown, which, as shown in fig. 1, has a first and a second line 7, 10 for tank venting. The device in fig. 1 and 2 differs in that in the device shown in fig. 2 the electrically driven compressor is designed as an electrically assisted turbocharger 13. The electrically assisted turbocharger 13 comprises a first turbine 14, which is located in the bypass of the intake manifold 8, and a second turbine 15, which is located in the exhaust system 16. The two turbines 14, 15 are connected by a shaft 17, at which the electric motor 8 is arranged. In the arrangement shown in fig. 2, an electrically assisted turbocharger 13 can be used to generate electrical energy by: energy is extracted from the exhaust gas by the exhaust gas stream. This electrical energy is fed back into the on-board electrical system of the motor vehicle.
Claims (8)
1. Method for regenerating an activated carbon filter (2) of a motor vehicle, characterized in that a low pressure is generated in a suction line (8) of the motor vehicle by means of an electrically driven compressor (9), the low pressure being used for regenerating the activated carbon filter (2),
introducing a line (7) for tank venting upstream of the electrically driven compressor (9) into the intake line (8) and actively increasing the electrically driven compressor (9) to such an extent that a low pressure is generated upstream of the electrically driven compressor (9), said low pressure being used for regenerating the activated carbon filter (2),
a line (10) for tank venting downstream of the electrically driven compressor (9) is introduced into the intake pipe (8), and the rotational speed of the electrically driven compressor (9) is actively reduced to such an extent that a low pressure is generated downstream of the electrically driven compressor (9) in order to regenerate the activated carbon filter (2).
2. Method for regeneration according to claim 1, characterized in that the electrically driven compressor (9) is configured as an electrically assisted turbocharger (13) and that the throttling of the electrically driven compressor (9) is used for generating electrical energy.
3. Method for regeneration according to claim 1, characterized in that a line (7) for tank venting upstream of the electrically driven compressor (9) is introduced into the intake pipe (8) and a line (10) for tank venting downstream of the electrically driven compressor (9) is introduced into the intake pipe (8), and in that the activated carbon filter (2) is regenerated by means of a compressed or throttled, electrically driven compressor (9) depending on the operating conditions.
4. Method for regenerating according to claim 1, characterized in that no scavenging pump is used when regenerating the activated carbon filter (2).
5. Method for regenerating according to claim 1, characterized in that no throttle valve is used when regenerating the activated carbon filter (2).
6. Method for regeneration according to claim 1, characterized in that it is concluded by means of path prediction on which path section the electrically driven compressor (9) can be operated in a tank venting mode.
7. A machine-readable storage medium on which is stored a computer program arranged for carrying out each step of the method according to any one of claims 1 to 6.
8. Electronic control device, which is provided to carry out the method according to one of claims 1 to 6.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102015226637.0A DE102015226637A1 (en) | 2015-12-23 | 2015-12-23 | Process for the regeneration of an activated carbon filter |
| DE102015226637.0 | 2015-12-23 | ||
| PCT/EP2016/076799 WO2017108246A1 (en) | 2015-12-23 | 2016-11-07 | Method for the regeneration of an activated carbon filter |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108368799A CN108368799A (en) | 2018-08-03 |
| CN108368799B true CN108368799B (en) | 2020-05-19 |
Family
ID=57281202
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201680076093.3A Active CN108368799B (en) | 2015-12-23 | 2016-11-07 | Method for regenerating an activated carbon filter |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN108368799B (en) |
| DE (1) | DE102015226637A1 (en) |
| WO (1) | WO2017108246A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102018206958A1 (en) * | 2018-05-04 | 2019-11-07 | Robert Bosch Gmbh | Drive system for a motor vehicle, method of operation |
| DE102018219956A1 (en) * | 2018-11-21 | 2020-05-28 | Robert Bosch Gmbh | Process for regenerating an activated carbon filter |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102007018232A1 (en) * | 2007-04-18 | 2008-10-23 | Robert Bosch Gmbh | Method for diagnosing a tank ventilation system of a vehicle and device for carrying out the method |
| CN202181956U (en) * | 2009-12-23 | 2012-04-04 | 福特环球技术公司 | System for turbocharging internal-combustion engine |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102006002718B4 (en) * | 2006-01-19 | 2008-01-03 | Siemens Ag | Method and device for operating an internal combustion engine |
| JP4661656B2 (en) * | 2006-03-29 | 2011-03-30 | 株式会社デンソー | Purge device |
| DE102012220289A1 (en) * | 2012-11-07 | 2014-06-12 | Bayerische Motoren Werke Aktiengesellschaft | Fuel tank ventilation system for car, has navigation system recognizing travel path lying ahead of car, where purging of intermediate storage is carried out by taking type of travel path lying ahead of car into account |
| US9797322B2 (en) * | 2014-04-14 | 2017-10-24 | Ford Global Technologies, Llc | Method and system for fuel vapor management |
-
2015
- 2015-12-23 DE DE102015226637.0A patent/DE102015226637A1/en active Pending
-
2016
- 2016-11-07 CN CN201680076093.3A patent/CN108368799B/en active Active
- 2016-11-07 WO PCT/EP2016/076799 patent/WO2017108246A1/en active Application Filing
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102007018232A1 (en) * | 2007-04-18 | 2008-10-23 | Robert Bosch Gmbh | Method for diagnosing a tank ventilation system of a vehicle and device for carrying out the method |
| CN202181956U (en) * | 2009-12-23 | 2012-04-04 | 福特环球技术公司 | System for turbocharging internal-combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2017108246A1 (en) | 2017-06-29 |
| DE102015226637A1 (en) | 2017-06-29 |
| CN108368799A (en) | 2018-08-03 |
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