Abstract: An evaporative emission control system for a fuel tank of a vehicle includes a diurnal control module coupled to a vapor exhaust line running between the fuel tank and an activated carbon canister. A purge line is coupled to the canister and is open to atmospheric pressure. The purge line includes a breathing loss accumulator that collects fuel vapors expelled from the canister during diurnal thermal expansion. The diurnal control module closes fluid communication between the fuel tank and the canister when the fuel tank is not being refueled to maintain the fuel tank in a pressurized condition and the canister in a non-pressurized condition.

Abstract: A fuel vapor storage and recovery system for a vehicle includes a fuel tank containing a volume of fuel and first and second vapor storage devices fluidly connectable via a controllable valve device. The second vapor storage device includes an electrically heatable substrate thermally coupled to fuel vapor adsorbent material. A vent valve connects to atmospheric air via a second end of the second vapor storage device.

Abstract: An evaporative emission control system for a fuel tank of a vehicle includes a diurnal control module coupled to a vapor exhaust line running between the fuel tank and an activated carbon canister. A purge line is coupled to the canister and is open to atmospheric pressure. The purge line includes a breathing loss accumulator that collects fuel vapors expelled from the canister during diurnal thermal expansion. The diurnal control module closes fluid communication between the fuel tank and the canister when the fuel tank is not being refueled to maintain the fuel tank in a pressurized condition and the canister in a non-pressurized condition.

Abstract: A method of initially filling a new and previously unused fuel tank with a fuel including Volatile Organic Compounds includes providing a dispensing unit with an elongated flexible dispensing tube, inserting the dispensing tube through a fuel inlet of the fuel tank until the dispensing tube is disposed adjacent a bottom surface of the fuel tank, and introducing the fuel onto the bottom surface of the fuel tank in a smooth flow without spraying the fuel. Introduction of the fuel onto the bottom surface of the fuel tank in a smooth flow disposes any fuel vapors formed therein adjacent the bottom surface of the fuel tank to limit displacement of the fuel vapor into the atmosphere outside the fuel tank as the air in the fuel tank is exhausted in response to filling the fuel tank.

Abstract: A method of initially filling a new and previously unused fuel tank with a fuel including Volatile Organic Compounds includes providing a dispensing unit with an elongated flexible dispensing tube, inserting the dispensing tube through a fuel inlet of the fuel tank until the dispensing tube is disposed adjacent a bottom surface of the fuel tank, and introducing the fuel onto the bottom surface of the fuel tank in a smooth flow without spraying the fuel. Introduction of the fuel onto the bottom surface of the fuel tank in a smooth flow disposes any fuel vapors formed therein adjacent the bottom surface of the fuel tank to limit displacement of the fuel vapor into the atmosphere outside the fuel tank as the air in the fuel tank is exhausted in response to filling the fuel tank.

Abstract: A fuel vapor storage and recovery system for a vehicle includes a fuel tank containing a volume of fuel and first and second vapor storage devices fluidly connectable via a controllable valve device. The second vapor storage device includes an electrically heatable substrate thermally coupled to fuel vapor adsorbent material. A vent valve connects to atmospheric air via a second end of the second vapor storage device.

Abstract: A sealable fuel vapor storage and recovery system includes a sealable fuel tank and a vapor storage device. The vapor storage device includes a first end, a chamber and a second end defining a linear flow path. A vent valve is selectively controllable to one of an open position and a closed position and imposes substantially no flow restriction.

Abstract: A plug-in hybrid vehicle is driven by one or more electric motors powered by a battery system with supplemental electric power provided by a gasoline engine powered generator. A canister with fuel vapor adsorptive material, connected by a fuel vapor vent passage, is used to admit and temporarily adsorb fuel vapor from a vehicle fuel tank during refueling and diurnal heating. The canister also has an air flow passage for venting the canister and introducing ambient air (in the reverse flow direction) for removing vapor stored in the canister during canister purging. The canister has a second passage for conducting air and purged vapor from the canister to the operating engine. When engine operation is insufficient to purge fuel vapor from the fuel adsorptive material, microwave energy is used to heat the material to purge adsorbed fuel vapor and drive the vapor back through the fuel vapor vent passage into the fuel tank. A vacuum pump in the vent passage may assist the flow of the purged fuel vapor.

Abstract: One embodiment of the invention includes an adsorbent canister in a vehicle and an adsorbent having a nearly linear isotherm provided in the adsorbent canister.

Abstract: One embodiment of the invention includes an adsorbent canister in a vehicle and an adsorbent having a nearly linear isotherm provided in the adsorbent canister.

Abstract: A plug-in hybrid vehicle is driven by one or more electric motors powered by a battery system with supplemental electric power provided by a gasoline engine powered generator. A canister, connected by a fuel vapor vent passage, is used to admit and temporarily adsorb fuel vapor from a vehicle fuel tank during refueling. The canister also has a first fuel vapor and air flow passage for venting the canister and introducing ambient air (in the reverse flow direction) for removing vapor stored in the canister during tank refueling. The canister has a second passage for conducting air and purged vapor from the canister to the operating engine. The first and second passages are opened only during engine operation for purging of stored fuel vapor. The first flow passage is selectively opened when the tank is being refueled. The sealed fuel system eliminates diurnal fuel tank vapor generation and canister bleed emissions.

Abstract: In a system and a method for purging a vapor storage canister having adsorbed fuel vapor (or hydrocarbon vapor) by drawing air through the storage canister the storage canister being coupled with an engine having a system for controlling the amount of fuel provided to the engine, the amount of fuel vapor in the purge is estimated using a model that predicts fuel vapor concentration in the purge vapor. The engine controller uses the estimated amount of fuel vapor and air brought into the engine from the evaporative vapor storage canister for better control of engine air and fuel during purging.

Abstract: A method and apparatus for reducing or preventing hydrocarbon emissions from an air induction system of an automotive vehicle directs hydrocarbon from induction system into the crankcase when the vehicle is not in operation.

Abstract: A method and apparatus for reducing or preventing hydrocarbon emissions from an air induction system of an automotive vehicle during diurnal periods opens the fuel line to ambient fuel tank pressure when fuel pressure in the fuel line decreases due to cooling of the fuel.

Abstract: A narrow test chamber has at least one heater immersed with its major faces parallel to the fuel surface, part way up the chamber. Heater resistance increases non-linearly as a critical temperature is reached. When the heater is energized, fuel begins to evaporate. Heater temperature remains below the critical temperature until the fuel level drops to or just below the heater level, whereupon heater temperature rises quickly to the critical temperature and heater current drops sharply. The time t1 required to reach this point and the heater current or energy consumed vary according to the fuel distillation Drivability Index (DI). The DI is determined from the measured heater current and t1 or from differential measurement of t1 for two heaters mounted one above the other, by calculation or from a look-up table. The DI value is then used to control engine operation to reduce pollution and improve performance.

Abstract: Method and system of purging evaporative emission control canister using heated purge air comprises a scrubber containing an activated carbon fiber material or carbon monolith selected to adsorb butane and/or pentane isomer vapors in low concentrations in air passing through the scrubber and to desorb the adsorbed butane and/or pentane isomers when purged with exhaust heated purge air. A method for reducing bleed emission to almost zero mg per day uses exhaust heated air purging of the scrubber.

Abstract: An evaporative emission control system for a hybrid vehicle comprises a scrubber containing an activated carbon fiber material selected to adsorb butane and/or pentane isomer vapors in low concentrations in air passing through the scrubber and apparatus for resistive heating of the activated carbon fiber material to help desorb the adsorbed butane and/or pentane isomers during a period when the internal combustion engine is operating for combustion of the desorbed vapor in the engine. The fibers are conductive and heat by resistive heating when electric current is passed through the fibers by the apparatus.

Abstract: An evaporative emission control system for a vehicle comprises a scrubber containing an activated carbon fiber material selected to adsorb butane and/or pentane isomer vapors in low concentrations in air passing through the scrubber and to desorb the adsorbed butane and/or pentane isomers without being heated. A method for reducing bleed emission to below about 3 mg per day uses the scrubber.

Abstract: A narrow test chamber has at least one heater immersed with its major faces parallel to the fuel surface, part way up the chamber. Heater resistance increases non-linearly as a critical temperature is reached. When the heater is energized, fuel begins to evaporate. Heater temperature remains below the critical temperature until the fuel level drops to or just below the heater level, whereupon heater temperature rises quickly to the critical temperature and heater current drops sharply. The time t1 required to reach this point and the heater current or energy consumed vary according to the fuel distillation Drivability Index (DI). The DI is determined from the measured heater current and t1 or from differential measurement of t1 for two heaters mounted one above the other, by calculation or from a look-up table. The DI value is then used to control engine operation to reduce pollution and improve performance.

Abstract: An evaporative emission control system for a vehicle comprises a scrubber containing an activated carbon fiber material selected to adsorb butane and/or pentane isomer vapors in low concentrations in air passing through the scrubber and to desorb the adsorbed butane and/or pentane isomers without being heated. A method for reducing bleed emission to below about 3 mg per day uses the scrubber.