A canister includes a vapor port leading to a fuel tank, an atmospheric port leading to the atmosphere, a first purge port leading to a first purge passage, and a second purge port leading to a second purge passage. The vapor port is located farther from the second purge port than the first purge port.

One embodiment of a molded fuel tank includes a fuel tank molded as one piece of rotationally molded cross-linked polyethylene material. One embodiment may include molding a fuel tank wall as a single layer of material with a metal component fastening structure positioned within the single layer fuel tank wall as it is molded.

A valve module for an operating fluid container system. The valve module has a housing which has a first connection for fluidically connecting to an operating fluid container interior, a second connection for fluidically connecting to a filler tube, and a third connection for at least indirectly fluidically connecting to the atmosphere. The valve module comprises the following features: the first connection is connected to the second connection and the third connection within the housing in a fluidic manner in each case; the second connection is connected to the third connection within the housing in a fluidic manner; and the first connection, the second connection, and the third connection can each be adjusted independently of one another between an open position, in which fluid communication through the respective connection is allowed, and a closed position, in which fluid communication through the respective connection is prevented.

A flow control valve has a housing, a valve element, a drive member, a drive-member thread, a valve thread, a drive-member detent part, and a valve detent part. A direction where the valve element gets close to a valve seat is a positive direction and an opposite is a negative direction. A first value is a value indicating a distance from an end of the drive-member detent part in the positive direction to an end of the drive-member thread in the positive direction, and a second value is a value indicating a distance from an end of the valve detent part in the negative direction to an end of the valve thread in the negative direction. The second value is larger than the first value.

The present invention relates to a method for controlling a fuel tank arrangement (100) connected to a prime mover (101) for propulsion of a vehicle. More particularly, the fuel tank arrangement (100) comprises a first (102) and a second (104) fuel tank connected to the prime mover of the vehicle.

The invention relates to a method and device for tank ventilation of a fuel tank of a vehicle. A first and a second purge air line are to be respectively connected to a fuel vapor collecting device that is arranged downstream from a fuel tank, the first line being connected to an intake manifold and the second line being connected to an air supply system of a supercharging unit. A purging device is additionally provided in the second purge air line. Operating a control device that is designed to at least partially regulate the at least one first purge air flow and/or the second purge air flow ultimately results in venting of the fuel vapor collecting device, with a quantity distribution of an overall purge air stream to the first and second purge air line being controlled by means of the control device and an active control system of a purging device.

An evaporative emissions (EVAP) system and its method of control comprise commanding a three-way valve to fluidly connect an auxiliary vapor canister and a bottom portion of a fuel tank, controlling at least one of an engine of the vehicle and a purge pump of the EVAP system disposed between the engine, a separate primary vapor canister, and the auxiliary vapor canister to draws fuel vapor from the fuel tank into the auxiliary vapor canister for storage, commanding the three-way valve to fluidly connect the bottom portion of the fuel tank to an atmosphere outside of the EVAP system to generate additional fuel vapor in the fuel tank, commanding the three-way valve to fluidly connect the auxiliary vapor canister to the atmosphere, and controlling at least one of the engine and the purge pump to draw the fuel vapor from the auxiliary vapor canister into the engine.

A fuel tank apparatus for a motor vehicle that includes a fuel tank and a filling module configured for connection to the fuel tank. The filling module includes a fuel accumulator and a filler neck configured for fluidic connection to the fuel accumulator in such a way that permits filling to occur place via the filler neck exclusively into the fuel accumulator.

A canister that is mounted on a vehicle includes an inflow port, an outflow port, an atmosphere port, a valve, at least one honeycomb body, and a spacer. The inflow port is coupled to a fuel tank in the vehicle. The outflow port is coupled to an intake flow passage of an internal combustion engine in the vehicle. The atmosphere port communicates an interior of the canister with an exterior of the canister. The valve opens and closes the atmosphere port. The honeycomb body is arranged in the most downstream side in a gas flow passage that leads to the atmosphere port from the inflow port, which is the upstream of the valve, enables adsorption and desorption of an evaporated fuel evaporated from the fuel tank, and has a honeycomb configuration. The spacer is arranged between the valve and the honeycomb body and maintains a specific distance therebetween.

A method for venting the tank of a vehicle, a device for venting the tank of a vehicle, as well as a vehicle are provided. In this context, the vehicle in which the method is employed has an internal combustion engine that can be operated with a fuel, an air supply system, an exhaust gas system comprising at least an exhaust gas turbocharger, a fuel tank that is designed to supply the internal combustion engine with fuel, and a fuel vapor sorption system. It is provided that, in the method or by means of the device, a drive flow in the air supply system is regulated as a function of an altitude reserve of the exhaust gas turbocharger and as a function of an engine load point, so that the flushing air volume flow of the tank venting system that ensues is determined and can be supplied as a function of an altitude rotational speed of the exhaust gas turbocharger and as a function of the engine load point.