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KR20080015246A - Purge system of engine - Google Patents

Purge system of engine Download PDF

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Publication number
KR20080015246A
KR20080015246A KR1020060076716A KR20060076716A KR20080015246A KR 20080015246 A KR20080015246 A KR 20080015246A KR 1020060076716 A KR1020060076716 A KR 1020060076716A KR 20060076716 A KR20060076716 A KR 20060076716A KR 20080015246 A KR20080015246 A KR 20080015246A
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South Korea
Prior art keywords
compressor
intake
engine
evaporation gas
fuel evaporation
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KR1020060076716A
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Korean (ko)
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KR101241493B1 (en
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박정주
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현대자동차주식회사
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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
    • F02M25/0836—Arrangement of valves controlling the admission of fuel vapour to an engine, e.g. valve being disposed between fuel tank or absorption canister and intake manifold
    • 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
    • F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
    • 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
    • F02D41/0045—Estimating, calculating or determining the purging rate, amount, flow or concentration
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
  • Supercharger (AREA)

Abstract

본 발명은 엔진의 가속 정도에 따라 결정되는 흡기부압에 따라 캐니스터에 포집된 연료증발가스에 대한 흡기계통으로의 유입경로를 조절함으로써, 엔진의 회전수 정도와 무관하게 연소실로 연료증발가스를 원활하게 유입시킬 수 있도록 하는 데 그 목적이 있다.The present invention adjusts the inflow path into the intake cylinder for the fuel evaporation gas trapped in the canister according to the intake negative pressure determined according to the degree of acceleration of the engine, thereby smoothly flowing the fuel evaporation gas into the combustion chamber regardless of the number of engine revolutions. Its purpose is to make it influential.

전술한 바의 목적을 달성하기 위해 본 발명은, 엔진의 흡기매니폴드로 외기를 유입하는 흡기통로와; 상기 흡기통로에 설치된 터보차져의 컴프레셔; 상기 컴프레셔의 전/후단에서 상기 흡기통로로부터 분기되어 우회 연결된 바이패스통로; 상기 바이패스통로와 연통되는 퍼지관로상에 설치되어 캐니스터에 포집된 연료증발가스를 상기 흡기매니폴드로 유입시키도록 개폐동작하는 퍼지밸브; 상기 퍼지밸브의 개방을 통해 상기 흡기매니폴드로 유입되는 연료증발가스의 유동경로를 상기 컴프레셔의 전단부 또는 후단부로 각각 선택적으로 조절하는 유동경로 조절부 및; 상기 컴프레셔의 전단부와 후단부에 대한 각각의 흡기 압력을 각각 검출하고서 검출된 흡기의 압력에 따라 상기 유동경로 조절부의 작동을 제어하는 제어유니트를 포함하여 구성된 것을 특징으로 한다.In order to achieve the above object, the present invention includes an intake passage for introducing outside air into the intake manifold of the engine; A compressor of the turbocharger installed in the intake passage; A bypass passage branched from the intake passage at the front / rear end of the compressor and bypassed; A purge valve installed on a purge pipe communicating with the bypass passage to open / close the fuel evaporation gas collected in the canister to the intake manifold; A flow path adjusting unit for selectively controlling the flow path of the fuel evaporation gas flowing into the intake manifold through the opening of the purge valve to the front end or the rear end of the compressor; And a control unit which detects respective intake pressures to the front and rear ends of the compressor and controls the operation of the flow path adjusting unit according to the detected intake pressure.

Description

엔진의 퍼지 시스템{purge system for engine}Purge system for engine

도 1은 종래 엔진의 퍼지 시스템을 도시한 도면.1 shows a purge system of a conventional engine.

도 2는 본 발명에 따른 엔진의 퍼지 시스템을 도시한 도면.2 shows a purge system of an engine according to the invention.

도 3과 도 4는 각각 본 발명의 요부만을 도시한 것으로, 엔진의 저속 및 고속 영역에서 동작되는 상태를 도시한 도면.3 and 4 show only the main parts of the present invention, respectively, showing a state of operation in a low speed and high speed region of the engine.

< 도면의 주요 부분에 대한 부호의 설명 >    <Description of Symbols for Main Parts of Drawings>

1-연료탱크 2-서지탱크1-Fuel Tank 2-Surge Tank

3-퍼지관로 4-퍼지밸브3-Purge Pipeline 4-Purge Valve

5-캐니스터 6-흡기매니폴드5-Canister 6-Intake Manifold

7-흡기통로 8-컴프레셔7-Intake Path 8-Compressor

11-바이패스통로 12-제어유니트11-bypass path 12-control unit

13-제1개폐조절밸브 14-제2개폐조절밸브13-first open / close control valve 14-second open / close control valve

15-제1압력센서 16-제2압력센서15-First Pressure Sensor 16-Second Pressure Sensor

본 발명은 엔진의 퍼지 시스템에 관한 것으로, 보다 상세하게는 엔진의 가속 정도에 따라 결정되는 흡기부압에 따라 캐니스터에 포집된 연료증발가스에 대한 흡기계통으로의 유입경로를 조절하도록 하는 엔진의 퍼지 시스템에 관한 것이다.The present invention relates to a purge system of an engine, and more particularly, to a purge system of an engine for adjusting an inflow path into an intake cylinder for fuel evaporated gas collected in a canister according to an intake underpressure determined according to the degree of acceleration of the engine. It is about.

일반적으로 엔진의 퍼지 시스템은 연료탱크내에서 발생된 연료의 증발가스를 캐니스터에 포집하였다가 흡기매니폴드에서 발생되는 부압을 이용하여 캐니스터에 포집된 연료의 증발가스를 흡기매니폴드로 유입시켜 연소실내에서 연소시키도록 되어 있다.In general, an engine purge system collects boil-off gas generated in a fuel tank into a canister and injects boil-off gas of the fuel collected in the canister into an intake manifold by using a negative pressure generated in an intake manifold. It is supposed to burn at.

즉, 종래 엔진의 퍼지 시스템은 도 1에 도시된 바와 같이, 연료탱크(1)로부터 서지탱크(2) 사이에 퍼지관로(3)가 설치되고, 상기 퍼지관로(3)상에는 연료증발가스의 유동을 제어하는 퍼지밸브(4)와 캐니스터(5)가 설치되며, 상기 서지탱크(2)는 엔진(E)의 흡기매니폴드(6)와 연결된다.That is, in the purge system of the conventional engine, as shown in FIG. 1, a purge pipe line 3 is installed between the fuel tank 1 and the surge tank 2, and the fuel evaporation gas flows on the purge pipe line 3. The purge valve 4 and the canister 5 to control the installation is installed, the surge tank 2 is connected to the intake manifold 6 of the engine (E).

또한, 상기와 같은 엔진의 퍼지 시스템에 있어서 터보차져가 적용되는 경우에는 상기 서지탱크(2)의 전단부에 위치한 흡기통로(7)상에 터보차져의 컴프레셔(8)가 설치되고, 상기 컴프레셔(8)는 상기 엔진(E)의 배기통로(9)상에 설치된 터보차져의 터빈(10)과 연동되는 구조를 이루게 된다.In addition, when the turbocharger is applied in the purge system of the engine as described above, the compressor 8 of the turbocharger is installed on the intake passage 7 located at the front end of the surge tank 2, and the compressor ( 8) has a structure that is interlocked with the turbine 10 of the turbocharger installed on the exhaust passage 9 of the engine (E).

이 결과, 상기 연료탱크(1)내에서 발생된 연료증발가스는 퍼지관로(3)를 통해 캐니스터(5)내에 포집되고, 상기 캐니스터(5)에 포집된 연료증발가스는 상기 엔진(E)이 공회전 내지 냉간시동시 이외의 조건에서 상기 퍼지밸브(4)의 개방에 따라 상기 서지탱크(2)의 내부로 유입되며, 상기 서지탱크(2)의 내부로 유입된 연료증발가스는 상기 흡기매니폴드(6)를 거쳐 엔진(E)의 연소실내로 유입되어 연소되어진 다.As a result, the fuel evaporation gas generated in the fuel tank 1 is collected in the canister 5 through the purge pipe 3, and the fuel evaporation gas collected in the canister 5 is the engine E. The fuel evaporation gas introduced into the surge tank 2 in accordance with the opening of the purge valve 4 under conditions other than idling or cold start is introduced into the intake manifold. It enters into the combustion chamber of engine E via (6), and is combusted.

그런데, 상기와 같이 종래 퍼지 시스템에서는 탑재된 엔진(E)의 경우에는 저속의 동작영역에서는 상기 흡기매니폴드(6)내 흡기부압의 작용으로 인해, 상기 캐니스터(5)에 포집된 연료증발가스가 상기 퍼지관로(3)를 통해 서지탱크(2)의 내부로 유입되는 데 아무런 문제가 발생하지 않게 된다.However, in the conventional purge system as described above, the fuel evaporation gas collected in the canister 5 is discharged due to the action of the intake negative pressure in the intake manifold 6 in the low-speed operation region. There is no problem inflowing into the surge tank 2 through the purge pipe 3.

이에 반해, 터보차져가 탑재된 엔진(E)이 고속으로 동작하는 경우에는 상기 서지탱크(2)내 흡기부압이 저하되므로, 상기 캐니스터(5)에 포집된 연료증발가스는 상기 퍼지관로(3)를 통해 서지탱크(2)의 내부로 유입되지 못하게 되는 문제가 발생하게 된다.On the contrary, when the engine E equipped with the turbocharger operates at a high speed, the intake negative pressure in the surge tank 2 decreases, so that the fuel evaporation gas collected in the canister 5 is discharged to the purge pipe 3. There is a problem that does not flow into the inside of the surge tank (2) through.

이에 본 발명은 상기와 같은 점을 감안하여 안출된 것으로, 엔진의 가속 정도에 따라 결정되는 흡기부압에 따라 캐니스터에 포집된 연료증발가스에 대한 흡기계통으로의 유입경로를 조절함으로써, 엔진의 회전수 정도와 무관하게 연소실로 연료증발가스를 원활하게 유입시킬 수 있도록 하는 데 그 목적이 있다.Accordingly, the present invention is conceived in view of the above, by adjusting the inflow path into the intake cylinder for the fuel evaporation gas trapped in the canister in accordance with the intake negative pressure determined according to the degree of acceleration of the engine, the engine speed The objective is to enable smooth inflow of fuel evaporation gas into the combustion chamber regardless of the degree.

상기와 같은 목적을 달성하기 위한 본 발명은, 엔진의 흡기매니폴드로 외기를 유입하는 흡기통로와; The present invention for achieving the above object, the intake passage for introducing outside air into the intake manifold of the engine;

상기 흡기통로에 설치된 터보차져의 컴프레셔; A compressor of the turbocharger installed in the intake passage;

상기 컴프레셔의 전/후단에서 상기 흡기통로로부터 분기되어 우회 연결된 바이패스통로; A bypass passage branched from the intake passage at the front / rear end of the compressor and bypassed;

상기 바이패스통로와 연통되는 퍼지관로상에 설치되어 캐니스터에 포집된 연료증발가스를 상기 흡기매니폴드로 유입시키도록 개폐동작하는 퍼지밸브; A purge valve installed on a purge pipe communicating with the bypass passage to open / close the fuel evaporation gas collected in the canister to the intake manifold;

상기 퍼지밸브의 개방을 통해 상기 흡기매니폴드로 유입되는 연료증발가스의 유동경로를 상기 컴프레셔의 전단부 또는 상기 컴프레셔의 후단부로 각각 선택적으로 조절하는 연료증발가스의 유동경로 조절부 및; A flow path control unit for fuel evaporation gas for selectively controlling a flow path of fuel evaporation gas flowing into the intake manifold through opening of the purge valve to a front end of the compressor or a rear end of the compressor;

상기 컴프레셔의 전단부와 상기 컴프레셔의 후단부에 대한 각각의 흡기 압력을 각각 검출하고서 검출된 흡기의 압력에 따라 상기 유동경로 조절부의 작동을 제어하는 제어유니트를 포함하여 구성된 것을 특징으로 한다.And a control unit which detects respective intake pressures of the front end of the compressor and the rear end of the compressor, and controls the operation of the flow path adjusting unit according to the detected intake pressure.

이하 본 발명의 실시예를 첨부된 예시도면을 참조로 상세히 설명한다.Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

도 2에 도시된 바와 같이, 연료탱크(1)로부터 서지탱크(2) 사이에 퍼지관로(3)가 설치되고, 상기 퍼지관로(3)상에는 연료증발가스의 유동을 제어하는 퍼지밸브(4)와 캐니스터(5)가 설치되며, 상기 서지탱크(2)는 엔진(E)의 흡기매니폴드(6)와 연결된다.As shown in FIG. 2, a purge pipe line 3 is installed between the fuel tank 1 and the surge tank 2, and a purge valve 4 controlling the flow of fuel evaporation gas on the purge pipe line 3. And a canister (5) is installed, the surge tank (2) is connected to the intake manifold (6) of the engine (E).

상기 서지탱크(2)의 전단부에 위치한 흡기통로(7)상에는 터보차져의 컴프레셔(8)가 설치되고, 상기 컴프레셔(8)는 상기 엔진(E)의 배기통로(9)상에 설치된 터보차져의 터빈(10)과 연동되는 구조를 이루고 있다.The compressor 8 of the turbocharger is installed on the intake passage 7 located at the front end of the surge tank 2, and the compressor 8 is a turbocharger installed on the exhaust passage 9 of the engine E. The structure is interlocked with the turbine 10 of the.

상기 터보차져의 컴프레셔(8)의 전/후단에는 상기 흡기통로(7)로부터 분기되는 바이패스통로(11)가 설치되는 바, 상기 바이패스통로(11)는 상기 서지탱크(2)의 전단부와 상기 컴프레셔(8)의 전단부 사이에서 상기 흡기통로(7)를 우회하여 연결됨과 더불어, 상기 퍼지관로(3)와도 연통되는 구조로 설치된다.The bypass passage 11 branched from the intake passage 7 is provided at the front / rear end of the compressor 8 of the turbocharger, and the bypass passage 11 is a front end portion of the surge tank 2. And the intake passage 7 are connected between the front end of the compressor 8 and the front end portion of the compressor 8, and are also connected to the purge tube 3.

연료증발가스의 유동경로 조절부는 상기 퍼지밸브(4)의 개방시 상기 퍼지관로(3)와 상기 흡기통로(7)를 통해 상기 흡기매니폴드(6)로 유입되는 연료증발가스의 유동경로를 상기 컴프레셔(8)의 전단부 또는 상기 컴프레셔(8)의 후단부로 각각 선택하여 조절하는 기능을 수행한다.The flow path control unit of the fuel evaporation gas is the flow path of the fuel evaporation gas flowing into the intake manifold 6 through the purge pipe 3 and the intake passage 7 when the purge valve 4 is opened. The front end of the compressor (8) or the rear end of the compressor (8) to select and adjust each function.

제어유니트(ECU;12)는 상기 컴프레셔(8)의 전단부와 상기 컴프레셔(8)의 후단부에 대한 각각의 흡기 압력을 각각 검출하고서 검출된 흡기의 압력에 따라 상기 유동경로 조절부의 작동을 제어한다.A control unit (ECU) 12 detects respective intake pressures of the front end of the compressor 8 and the rear end of the compressor 8, respectively, and controls the operation of the flow path adjusting unit according to the detected intake pressure. do.

상기 유동경로 조절부는 상기 바이패스통로(11)상에서 외기의 유동경로를 기준으로 상기 컴프레셔(8)의 후단부에 설치된 제1개폐조절밸브(13)와, 상기 컴프레셔(8)의 전단부에 설치된 제2개폐조절밸브(14)로 이루어진다.The flow path adjusting unit is provided on the bypass passage 11 on the first opening / closing control valve 13 installed at the rear end of the compressor 8 on the basis of the flow path of the outside air, and is installed at the front end of the compressor 8. It consists of a 2nd opening and closing control valve 14.

상기 컴프레서(8)의 후단부와 상기 컴프레셔(8)의 전단부에 대한 각각의 흡기 압력은 상기 컴프레셔(8)의 후단부에 설치된 제1압력센서(15)와, 상기 컴프레셔(8)의 전단부에 설치된 제2압력센서(16)를 통해 검출된다.The respective intake pressures of the rear end of the compressor 8 and the front end of the compressor 8 may include a first pressure sensor 15 provided at the rear end of the compressor 8, and a front end of the compressor 8. It is detected through the second pressure sensor 16 installed in the part.

이 경우, 상기 제어유니트(12)는 제1개폐조절밸브(13)와 제2개폐조절밸브(14)의 개폐는 물론 상기 퍼지밸브(4)의 개폐도 제어함은 물론이다.In this case, the control unit 12 controls the opening and closing of the purge valve 4 as well as the opening and closing of the first opening and closing control valve 13 and the second opening and closing control valve 14, of course.

도면중 미설명 부호 17은 에어 크리너이고, 18은 인터쿨러이며, 19는 스로틀밸브이다.In the figure, reference numeral 17 is an air cleaner, 18 is an intercooler, and 19 is a throttle valve.

따라서, 상기 제어유니트(12)는 엔진(E)의 회전수가 작은 저속인 경우에, 도 3에 도시된 바와 같이, 상기 제1압력센서(15)와 제2압력센서(16)를 통해 검출되는 압력을 매개로 상기 제1개폐조절밸브(13)는 개방시키는 반면에 상기 제2개폐조절밸브(14)는 폐쇄시키게 된다.Therefore, the control unit 12 is detected through the first pressure sensor 15 and the second pressure sensor 16, as shown in FIG. 3, when the rotation speed of the engine E is low. The first open / close control valve 13 is opened while the second open / close control valve 14 is closed based on the pressure.

이 결과, 상기 퍼지밸브(4)의 개방에 따라 상기 퍼지관로(3)를 통해 상기 흡기통로(7)로 유입되는 연료증발가스는 상기 바이패스통로(11)를 통해 상기 컴프레셔(8)의 후단부로 유입된 다음, 상기 서지탱크(2)와 흡기매니폴드(6)를 거쳐 엔진(E)의 연소실내로 유입되어 연소되어진다.As a result, the fuel evaporation gas flowing into the intake passage 7 through the purge pipe 3 according to the opening of the purge valve 4 is the rear end of the compressor 8 through the bypass passage 11. After the inflow, the gas is introduced into the combustion chamber of the engine E and combusted through the surge tank 2 and the intake manifold 6.

즉, 상기 엔진(E)이 저속으로 가동중 컴프레셔(8)의 후단부에서 발생하는 흡기부압을 매개로 상기 캐니스터(5)에 포집된 연료증발가스를 흡기통로(7)로 원활하게 흡입할 수 있게 되는 것이다.That is, the fuel evaporation gas collected in the canister 5 can be smoothly sucked into the intake passage 7 through the intake underpressure generated at the rear end of the compressor 8 while the engine E is operating at low speed. Will be.

이에 반해 엔진(E)의 회전수가 큰 고속인 경우에는 도 4에 도시된 바와 같이, 상기 제어유니트(12)는 제1개폐조절밸브(13)는 폐쇄시키는 반면에 상기 제2개폐조절밸브(14)는 개방시키게 된다.On the contrary, in the case of the high speed in which the rotation speed of the engine E is high, as shown in FIG. ) Is opened.

이 결과, 상기 퍼지밸브(4)의 개방에 따라 상기 퍼지관로(3)를 통해 상기 흡기통로(7)로 유입되는 연료증발가스는 상기 바이패스통로(11)를 통해 상기 컴프레셔(8)의 전단부로 유입된 다음, 상기 서지탱크(2)와 흡기매니폴드(6)를 거쳐 엔진(E)의 연소실내로 유입되어 연소되어진다.As a result, the fuel evaporation gas flowing into the intake passage 7 through the purge pipe 3 according to the opening of the purge valve 4 is the front end of the compressor 8 through the bypass passage 11. After the inflow, the gas is introduced into the combustion chamber of the engine E and combusted through the surge tank 2 and the intake manifold 6.

즉, 상기 엔진(E)이 고속으로 가동중 컴프레셔(8)의 전단부에서 발생하는 높은 흡입압력을 매개로 상기 캐니스터(5)에 포집된 연료증발가스를 흡기통로(7)로 원활하게 흡입할 수 있게 되는 것이다. That is, the engine E may smoothly suck the fuel evaporation gas collected in the canister 5 into the intake passage 7 through the high suction pressure generated at the front end of the compressor 8 while the engine E operates at high speed. It will be possible.

이는 엔진(E)이 고속으로 가동중 스로틀밸브(19)의 완전 개방에 따라 사라지는 흡기부압에 의한 흡기통로(7)로 연료증발가스가 원활하게 유입되지 못하는 현상을 해소하기 위한 것이다. This is to solve the phenomenon that fuel evaporation gas does not flow smoothly into the intake passage 7 due to the intake negative pressure that disappears due to the full opening of the throttle valve 19 while the engine E operates at high speed.

부연하자면, 상기 배기통로(9)상에 설치된 터보차져의 터빈(10)과 연동하는 컴프레셔(8)의 구동을 통해 발생하는 컴프레셔(8)의 전단부에서 발생되는 높은 흡입압은 캐니스터(5)내에 포집된 연료증발가스를 퍼지관로(3)와 바이패스통로(11)를 거쳐 상기 흡기통로(7)로 원활하게 흡입하기 위함인 것이다.In other words, the high suction pressure generated at the front end of the compressor 8 generated through the driving of the compressor 8 interlocked with the turbine 10 of the turbocharger installed on the exhaust passage 9 is the canister 5. This is to smoothly suck the fuel evaporation gas collected therein into the intake passage 7 through the purge pipe 3 and the bypass passage 11.

이상 설명한 바와 같이 본 발명에 따른 엔진의 퍼지 시스템에 의하면, 터보차져가 적용되는 엔진에 있어 캐니스터로부터 퍼지관로를 통해 흡기통로로 유입되는 연료증발가스를 엔진의 저속 및 고속에서 각각 컴프레셔의 후단부 또는 전단부에서 발생하는 흡기부압을 이용하여 연소실내로 원활하게 유입할 수 있도록 함으로써, 연료증발가스의 적정한 연소를 도모할 수 있게 된다.As described above, according to the purge system of the engine according to the present invention, in an engine to which a turbocharger is applied, fuel evaporation gas flowing from the canister into the intake passage through the purge pipe is respectively applied at the rear end of the compressor or at the low and high speed of the engine, respectively. By allowing the intake negative pressure generated at the front end portion to smoothly flow into the combustion chamber, it is possible to achieve proper combustion of the fuel evaporation gas.

Claims (3)

엔진의 흡기매니폴드로 외기를 유입하는 흡기통로와; An intake passage for introducing outside air into the intake manifold of the engine; 상기 흡기통로에 설치된 터보차져의 컴프레셔; A compressor of the turbocharger installed in the intake passage; 상기 컴프레셔의 전/후단에서 상기 흡기통로로부터 분기되어 우회 연결된 바이패스통로; A bypass passage branched from the intake passage at the front / rear end of the compressor and bypassed; 상기 바이패스통로와 연통되는 퍼지관로상에 설치되어 캐니스터에 포집된 연료증발가스를 상기 흡기매니폴드로 유입시키도록 개폐동작하는 퍼지밸브; A purge valve installed on a purge pipe communicating with the bypass passage to open / close the fuel evaporation gas collected in the canister to the intake manifold; 상기 퍼지밸브의 개방을 통해 상기 흡기매니폴드로 유입되는 연료증발가스의 유동경로를 상기 컴프레셔의 전단부 또는 상기 컴프레셔의 후단부로 각각 선택적으로 조절하는 유동경로 조절부 및; A flow path adjusting unit for selectively controlling the flow path of the fuel evaporation gas flowing into the intake manifold through the opening of the purge valve to the front end of the compressor or the rear end of the compressor; 상기 컴프레셔의 전단부와 상기 컴프레셔의 후단부에 대한 각각의 흡기 압력을 각각 검출하고서 검출된 흡기의 압력에 따라 상기 유동경로 조절부의 작동을 제어하는 제어유니트를 포함하여 구성된 것을 특징으로 하는 엔진의 퍼지 시스템.And a control unit which detects respective intake pressures of the front end of the compressor and the rear end of the compressor, and controls the operation of the flow path control unit according to the detected intake pressure. system. 청구항 1에 있어서, The method according to claim 1, 상기 유동경로 조절부는 상기 바이패스통로상에서 상기 컴프레셔의 후단부에 설치된 제1개폐조절밸브와, 상기 컴프레셔의 전단부에 설치된 제2개폐조절밸브로 이루어진 것을 특징으로 하는 엔진의 퍼지 시스템.The flow path control unit is a purge system of the engine, characterized in that consisting of the first opening and closing control valve provided on the rear end of the compressor on the bypass passage, and the second opening and closing control valve provided on the front end of the compressor. 청구항 1에 있어서, The method according to claim 1, 상기 컴프레서의 전/후단부에 대한 각각의 흡기 압력은 상기 컴프레셔의 후단부에 설치된 제1압력센서와, 상기 컴프레셔의 전단부에 설치된 제2압력센서를 통해 검출되는 것을 특징으로 하는 엔진의 퍼지 시스템.Each intake pressure to the front and rear ends of the compressor is detected by a first pressure sensor provided at the rear end of the compressor and a second pressure sensor provided at the front end of the compressor. .
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Cited By (6)

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KR101646457B1 (en) * 2015-04-08 2016-08-08 현대자동차주식회사 Solenoid valve and control method thereof
CN106917700A (en) * 2015-11-27 2017-07-04 通用汽车环球科技运作有限责任公司 Scavenging arrangement, fuel tank vent device, the application of scavenging arrangement and scavenging method
KR20180067338A (en) * 2016-12-12 2018-06-20 현대오트론 주식회사 Dual Purge System Using the Differential Pressure Valve
CN109458277A (en) * 2018-12-24 2019-03-12 重庆小康工业集团股份有限公司 Engine with supercharger fuel oil desorption system
KR102322134B1 (en) * 2020-09-03 2021-11-05 주식회사 현대케피코 Fuel evaporation gas purge device of vehicle and control method thereof
CN117370824A (en) * 2023-12-07 2024-01-09 深圳市伟昊净化设备有限公司 Intelligent monitoring method and system for air inlet state of air compressor

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Publication number Priority date Publication date Assignee Title
KR19980022220A (en) * 1996-09-20 1998-07-06 박병재 Evaporative gas control device of fuel tank

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101646457B1 (en) * 2015-04-08 2016-08-08 현대자동차주식회사 Solenoid valve and control method thereof
US10428770B2 (en) 2015-04-08 2019-10-01 Hyundai Motor Company Solenoid valve and method of controlling the same
CN106917700A (en) * 2015-11-27 2017-07-04 通用汽车环球科技运作有限责任公司 Scavenging arrangement, fuel tank vent device, the application of scavenging arrangement and scavenging method
KR20180067338A (en) * 2016-12-12 2018-06-20 현대오트론 주식회사 Dual Purge System Using the Differential Pressure Valve
CN109458277A (en) * 2018-12-24 2019-03-12 重庆小康工业集团股份有限公司 Engine with supercharger fuel oil desorption system
KR102322134B1 (en) * 2020-09-03 2021-11-05 주식회사 현대케피코 Fuel evaporation gas purge device of vehicle and control method thereof
CN117370824A (en) * 2023-12-07 2024-01-09 深圳市伟昊净化设备有限公司 Intelligent monitoring method and system for air inlet state of air compressor
CN117370824B (en) * 2023-12-07 2024-03-22 深圳市伟昊净化设备有限公司 Intelligent monitoring method and system for air inlet state of air compressor

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