# US 10,871,114 B1 · Active purge system and active purge method

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- Number: US 10,871,114 B1
- Document ID: US10871114B1
- Status: Granted
- Kind: B1
- Application number: 16/700,106
- Filed: 2019-12-02
- Published: 2020-12-03
- Granted: 2020-12-22
- Earliest claimed: 2019-06-03
- Assignees: Hyundai Motor Company; Kia Motors Corporation
- Applicants: Hyundai Motor Company; Kia Motors Corporation
- Inventors: Young-Kyu Oh
- Web page: https://patentgrep.com/patent/US10871114B1

## CPC

- F02D 41/0032: {Controlling the purging of the canister as a function of the engine operating conditions}
- B60K 15/03504: {adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems}
- F02D 13/0207: {changing valve lift or valve lift and timing}
- F02D 15/02: by alteration or displacement of piston stroke
- F02D 41/0042: {Controlling the combustible mixture as a function of the canister purging, e.g. control of injected fuel to compensate for deviation of air fuel ratio when purging}
- F02D 41/0045: {Estimating, calculating or determining the purging rate, amount, flow or concentration}
- F02M 25/0836: {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}
- F02M 25/089: {Layout of the fuel vapour installation}
- F02M 35/10222: {Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission}
- F02M 35/10386: {for flow rate (air flow meters in air cleaners F02M35/021; circuit arrangements for generating control signals by measuring intake air flow F02D41/18)}
- B60K 2015/03514: {with vapor recovery means}
- F02D 41/18: by measuring intake air flow
- F02D 2200/04: Engine intake system parameters
- F02D 2200/0402: the parameter being determined by using a model of the engine intake or its components
- F02D 2200/0614: Actual fuel mass or fuel injection amount
- F02D 2200/1002: Output torque
- F02D 2200/101: Engine speed
- Y02T 10/12: Improving ICE efficiencies
- F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W)
- 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
- F02M: SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

## Abstract

An active purge system includes a canister in which a vaporized gas produced in an fuel tank is collected and a purge line that connects the canister to an intake pipe. A purge pump is mounted in the purge line, a purge valve is mounted in the purge line to be positioned between the purge pump and the intake pipe, and a cylinder is connected to the intake pipe. A valve controller changes the operation timing, operation maintenance time, and the operation degree of an intake valve and an exhaust valve disposed at the upper portion of the cylinder. A compression ratio variation device is mounted on a connecting rod and a crankshaft that are connected to a piston to change the top dead center or the bottom dead center of the piston reciprocating in the cylinder.

## Claims

### Claim 1

An active purge system, comprising:
a canister in which a vaporized gas produced in a fuel tank is collected;
a purge line that connect the canister to an intake pipe;
a purge pump mounted in the purge line;
a purge valve mounted in the purge line to be positioned between the purge pump and the intake pipe;
a cylinder connected to the intake pipe;
a valve controller configured to change an operation timing, an operation maintenance time, and an operation degree of an intake valve and an exhaust valve disposed at the upper portion of the cylinder; and
a compression ratio variation device mounted on a connecting rod and a crankshaft connected to a piston to change the top dead center or the bottom dead center of the piston reciprocating in the cylinder.

### Claim 2 (depends on 1)

The active purge system of claim 1, wherein a first pressure sensor is disposed in the purge line to be positioned between the purge pump and the purge valve, a second pressure sensor is disposed in the purge line to be positioned between the canister and the purge pump, and revolutions per minute (RPM) of the purge pump, and an opening amount and an opening timing of the purge valve are changed based on signals generated by the first pressure sensor and the second pressure sensor.

### Claim 3 (depends on 1)

The active purge system of claim 1, wherein the valve controller induces a compression ratio to be less than an expansion ratio by delaying the closing timing of the intake valve during a compression stroke.

### Claim 4 (depends on 1)

The active purge system of claim 1, wherein the compression ratio variation device is configured to increase the compression ratio by maximizing the top dead center of the piston when the engine is in operation in a low-medium load range, and decrease the compression ratio by minimizing the top dead center of the piston when the engine revolutions per minute (RPM) is in a high-speed range.

### Claim 5 (depends on 1)

An active purge method using the active purge system of claim 1, comprising:
calculating, by a controller, the amount of air injected in the cylinder before fuel injection;
calculating, by the controller, a target purge amount to be processed by operation of the purge pump and the purge valve;
operating, by the controller, the purge pump with a specific revolutions per minute (RPM) and the purge valve with a specific opening degree amount and at a specific opening/closing timing to satisfy the target purge amount; and
calculating, by the controller, the amount of hydrocarbon that has reached the cylinder when the target purge amount is satisfied and calculating a fuel injection amount based on the amount of air injected in the cylinder and the amount of hydrocarbon.

### Claim 6 (depends on 5)

The method of claim 5, wherein the amount of air injected in the cylinder is calculated from a signal generated from a sensor mounted on an intake manifold.

### Claim 7 (depends on 6)

The method of claim 6, wherein the signal is substituted to a pre-prepared intake amount map to derive the amount of air.

### Claim 8 (depends on 5)

The method of claim 5, wherein the amount of air injected in the cylinder is primarily calculated from the volume of the combustion chamber and volume of the cylinder changed based on the top dead center and the bottom dead center of the piston changed by the operation of the compression ratio variation device, and the primarily calculated amount of air is secondarily calculated by compensating for the primarily calculated amount of air based on the change in the opening degree amount of the throttle valve.

### Claim 9 (depends on 8)

The method of claim 8, the amount of air injected in the cylinder is thirdly calculated by compensating for the secondarily calculated amount of air based on the amount of air estimated to flow into the cylinder and the move to the intake manifold by operation of the valve controller during the compression stroke.

### Claim 10 (depends on 8)

The method of claim 8, wherein the amount of air injected in the cylinder is thirdly calculated by compensating for the secondarily calculated amount of air based on the amount of circulation gas estimated to circulate to the intake pipe when an exhaust gas recirculation (EGR) valve operates.

### Claim 11 (depends on 8)

The method of claim 8, wherein the amount of air injected in the cylinder is thirdly calculated by compensating for the secondarily calculated amount of air based on an oversupply amount estimated to be oversupplied by operation of a compressor mounted on the intake pipe.

### Claim 12 (depends on 8)

The method of claim 8, wherein the amount of air injected in the cylinder is thirdly calculated by compensating for the secondarily calculated amount of air based on the amount of vaporized gas estimated to be injected into the intake pipe by operations of the purge pump and the purge valve.

### Claim 13 (depends on 5)

The method of claim 5, wherein the compression ratio variation device is configured to change the compression ratio by changing the top dead center or the bottom dead center of the piston based on engine RPM and a torque map.

### Claim 14 (depends on 13)

The method of claim 13, further comprising correcting the fuel injection amount based on a compensation map determined in advance for each engine RPM.

### Claim 15 (depends on 14)

The method of claim 14, wherein atmospheric temperature, cooling water temperature, the amount of oxygen contained in exhaust gas, the amount of hydrocarbon, and the fuel injection amount are stored as learning data,
the atmospheric temperature, the cooling water temperature, the amount of oxygen contained in exhaust gas, and the amount of hydrocarbon that has reached the cylinder that are currently acquired in a driving state are substituted for the learning data to derive a fuel injection amount stored in the learning data, and
the fuel injection amount corrected based on the compensation map is corrected based on the fuel injection amount derived from the learning data.

### Claim 16 (depends on 1)

An active purge method using the active purge system of claim 1, comprising:
changing, by a controller, a compression ratio and changing the volume of the combustion chamber or the volume of the cylinder based on the top dead center and the bottom dead center of the piston changed by operation of the compression ratio variation device;
calculating, by the controller, the amount of air injected in the cylinder from the changed volume of the combustion chamber or the volume of the cylinder;
calculating, by the controller, a target purge amount to be processed by operations of the purge pump and the purge valve;
operating, by the controller, the purge pump with a specific revolutions per minute (RPM) and the purge valve with a specific opening degree amount and at a specific opening/closing timing to satisfy the target purge amount; and
calculating, by the controller, the amount of hydrocarbon that has reached the cylinder with the changed volume and calculating a fuel injection amount based on the amount of air injected in the cylinder and the amount of hydrocarbon when the target purge amount is satisfied.

### Claim 17 (depends on 16)

The method of claim 16, further comprising correcting the fuel injection amount based on a compensation map determined in advance for each engine RPM.

### Claim 18 (depends on 16)

The method of claim 16, wherein the amount of air injected in the cylinder is compensated based on the amount of air estimated to flow into the cylinder and the move to the intake manifold by operation of the valve controller during the compression stroke, or is compensated based on an oversupply amount estimated to be oversupplied by operation of the compressor mounted on the intake pipe.

### Claim 19 (depends on 16)

The method of claim 16, wherein the compression ratio variation device is configured to change the compression ratio by changing the top dead center or the bottom dead center of the piston based on engine RPM and a torque map.