Abstract: An engine includes an engine body and an air induction system. The engine body includes a cylinder block defining a cylinder bore in which a piston reciprocates. A cylinder head member closes an end of the cylinder bore to define a combustion chamber together with the cylinder bore and the piston. The air induction system is arranged to introduce air into the combustion chamber. The induction system includes a first intake conduit through which the air flows to the combustion chamber. A first plenum chamber unit is disposed upstream of the first intake conduit. A control mechanism is arranged to control an amount of the air flowing through the first intake conduit. The induction system also includes a second intake conduit through which the air flows to the combustion chamber. A second plenum chamber unit is disposed upstream of the second intake conduit. The second intake conduit is coupled with the first intake conduit downstream of the control mechanism.

Abstract: A method of operating a fuel tank isolation valve. The fuel tank isolation valve has a first port, a second port, an electric actuator, and a valve body. The first port is in fluid communication with a fuel vapor collection canister. The second port is in fluid communication with a fuel tank. And the electric actuator moves the valve body to control fluid communication between the first and second ports. The method includes supplying a first electric signal to the electric actuator such that the valve body permits substantially unrestricted fuel vapor flow between the first and second ports, supplying a second electric signal to the electric actuator such that the valve body substantially prevents fuel vapor flow between the first and second ports, and supplying a third electric signal to the electric actuator such that the valve body provides restricted fuel vapor flow between the first and second ports.

Abstract: A canister, for inhibiting a diffusion phenomenon in an adsorbent layer as much as possible and certainly adsorbing fed evaporated fuel to inhibit blow-by of the evaporated fuel into the atmosphere, is constituted by filling a first adsorbent layer of the canister with activated carbon A having a large evaporated fuel adsorption and a weak holding power, and filling a second and a third adsorbent layers with activated carbon B having an intermediate evaporated fuel adsorption and a weak holding power and therefore having characteristics that the residual amount of the low boiling point components in the evaporated fuel after purge is small, whereby after the high temperature standing of the canister, the discharge of the evaporated fuel into the atmosphere can be inhibited.

Abstract: The evaporative emission treatment device comprises a monolith concentrically disposed within a shell, and having one or more sealing agents concentrically disposed about the monolith and in between the monolith and housing. The shell comprises a first shell portion having an inlet portion at one end and a connection element disposed at the opposing end, and a second shell portion having an outlet portion at one end and a connection element disposed at the opposing end. The shell can also include structural features to prevent fluid leakage, enhance fluid flow, enable attachment to other evaporative emission system components, enable mounting to a vehicle, and internally seal the monolith and sealing agents.

Abstract: An arrangement for a four-cycle, direct injected engine for an outboard motor is disclosed. The engine includes a fuel injection system that includes a fuel pump, a plurality of fuel injectors, a fuel pump and a vapor separator. The vapor separator is communication with the fuel pump and at least one fuel return line. The vapor separator includes a vent for removing vapors from the fuel. The vapor separator also includes a canister positioned within the vapor separator below the vent. The canister including hydrocarbon absorption media.

Abstract: Device for preventing the overfilling of a fuel tank (1) provided with a filler neck and a filling vent line (6), an operational vent line (11), which leads to the outside or to a collecting tank, opening into the fuel tank above the opening into the filling vent line, in which operational vent line there is connected a valve device (13) which is closed during filling of the fuel tank and is open in the remaining time, the valve device having a valve closing member (13′) which can be engaged with a valve seat (19′) in the direction leading away from the fuel tank, is preloaded into the open position and is bridged, at least in the blocked state, by a flow-restricting partial-flow path (14), the valve seat (19′) for its part being movably mounted, forming a pressure relief valve clearance (25) with an inner shoulder (24) of the valve device (13), and being preloaded into the closed position and in the direction of the valve closing member (13′).

Abstract: A fuel pump suctions fuel from a fuel tank and discharges it into a pressure tank. Then, the fuel pump suctions the fuel from the pressure tank and pressurizes it. Then, the fuel pump discharges the pressurized fuel toward an engine side through a fuel discharge pipeline. A pressure control valve is opened to communicate an inside of the fuel tank and an inside of the pressure tank when a pressure in the pressure tank becomes equal to or greater than a predetermined pressure. A canister receives activated carbons for absorbing vapor fuel from the fuel tank. A pressurizing pump suctions the vapor fuel from the canister and pressurizes it. The pressurized vapor fuel is then discharged from the pressurizing pump into the pressure tank, so that the vapor fuel is dissolved into the fuel in the pressure tank.

Abstract: A casing 13 of a canister C includes a main chamber 11 and a sub-chamber 12. Mounting portions 13a are formed between the main chamber 11 and the sub-chamber 12. The canister C is mounted on a mounting plate 35 with bolts 15 which pass through bolt holes 13b in the mounting portions 13a.

Abstract: A fuel assembly 10 which selectively receives volatile fuel 26 and which communicates the vapors to a carbon canister 42 for treatment prior to being released into the atmosphere or environment 38. The canister 42 is coupled to the fuel 26 by the use of various valves 30, 32, transducer 34, and conduits 35, 39, which are sealed from the environment 38.

Abstract: Onboard refueling vapor recovery canister for a gasoline-powered vehicle including an unequally-divided carbon bed, a vent solenoid, and a high-capacity, self-cleaning vent filter. Integral configuration of the canister reduces its size and also increases the allowable carbon volume over prior art canisters, permitting use of a lower grade carbon at a significant cost savings while meeting all working capacity requirements. The filter box has an air inlet port and contains a high-efficiency filter wrapped around a feature enclosing a solenoid for opening and closing the air flow through the canister. Wrapping the filter increases the available surface area by more than 50% over that of a flat filter. Outward air flow during refueling partially backflushes the filter, thereby extending the useful life of the filter media.

Abstract: A method for removing fuel vapors from an intake manifold of an internal combustion engine includes storing a vacuum in a vacuum storage device coupled to the intake manifold and applying the stored vacuum to the intake manifold to remove the vapors from the intake manifold.

Abstract: A fuel vapor purge system has a canister for adsorbing fuel vapor from a fuel tank, a bypass passage bypassing the canister, and a bypass valve for controlling the state of connection of the bypass passage to a purge passage. The bypass passage is provided with a venturi so that the flow passage resistance of the bypass passage is normally greater than the flow passage resistance of the canister. The amount of flow of gas from an air chamber to an intake passage changes in accordance with the flow passage resistance of the passage. In this case, the tank internal pressure in the air chamber converges to a value corresponding to the flow passage resistance of the passage between the air chamber and the intake passage. Therefore, based on the tank internal pressure occurring before and after the supply of a drive signal to the bypass valve, it is determined whether the bypass passage has a clogged abnormality and whether the bypass valve has a fixation abnormality.

Abstract: A leak diagnostic device is provided to detect leaks at any parts of an in-tank canister system. The three-way control valve 30 may be switched while the purge control valve 24 remaining open to negatively pressurize the interior of the fuel tank 1 while the interior of the canister 2 being maintained at about atmospheric pressure. Upon negatively pressurizing the interior of the fuel tank 1, the purge control valve 24 is closed, and then leaks are checked based on a change in the negative pressure within the fuel tank 1.

Abstract: An evaporative emission control system for an internal combustion engine isolates the fuel tank from the engine during purging of a carbon canister used to store fuel vapor drawn from the fuel tank during refueling. The flow of vapor from the tank to the canister is controlled by a main vapor control valve, and the flow of vapor from the canister to the engine is controlled by a purge valve. Pressure transducers are used to independently sense vapor pressure in the tank and in the canister. An electronic controller operates the valves based in part on the pressure information generated by the pressure transducers.

Abstract: In a purge mode, a purge flow path extends from atmosphere through the vent valve, through the evaporative emission space, and through the purge valve to the engine intake system. In a pre-conditioning phase of a leak verification mode, a pre-conditioning flow path extends from atmosphere through the vent valve and the purge valve to the engine intake system without passing through the evaporative emission space. In a test phase of the leak verification mode, a test path extends from the evaporative emission space through the dirty air port, through the canister medium, through the clean air port, and through the purge valve to the engine intake system.

Abstract: An evaporated fuel discharge preventing apparatus, in order to sufficiently adsorb and collect an evaporated fuel generated in an intake air passage at a time when an engine stops, and to prevent an engine performance from being reduced by reducing an intake air resistance in an evaporated fuel adsorbing portion at a time when the engine is driven, has an adsorbing device arranged in a passage between an evaporated fuel generating portion and an air cleaner element, and, the adsorbing device is formed by an intake air passage portion laterally arranged within the device penetratingly and communicated with the passage at both ends, an adsorbent layer arranged on an outer periphery of the intake air passage portion, and a member covering an outer surface in a non-ventilating state except a side of the intake air passage portion in the adsorbent layer, and an inner diameter of the intake air passage portion of the adsorbing device is set to be substantially equal to or more than an inner diameter of the intake a

Abstract: An evaporation control apparatus is provided that reliably suppresses the emission of fuel components into the atmosphere. The evaporation control apparatus has a canister 2 and a control valve 20 that are configured as a unit to be disposed within the fuel tank 1 so that the connection path between the canister 2 and the control valve 20 is completely enclosed within the fuel tank 1. Therefore, fuel components are prevented from permeating the hoses and joints connecting the canister 2 and the control valve 20. In the unlikely event that fuel components should permeate the case body 20A of the control valve 20, emission of the fuel components into the atmosphere will be suppressed.

Abstract: A canister having a liquefied fuel treating function capable of flexibly coping with layout restrictions without the need to bend the purging path in the middle. The canister having the liquefied fuel treating function includes a liquid storing case having an introducing path communicating with a fuel tank, and a purging path communicating with air inlet pipes of an engine; and a sucking path, provided in the liquid storing case, and sucking the liquefied fuel stored in the liquid storing case; which sucks up the liquefied fuel onto the purging path side by use of the flow of a fluid through the purging path; wherein the sucking direction of the liquefied fuel within the sucking path is caused to substantially agree with the flow direction of the fluid in the purging path.

Abstract: In order to regenerate an activated carbon filter which is seated in a tank vent line, during idling of the internal combustion engine the regeneration valve is brought into the maximum open position, and the throttle valve is simultaneously opened slightly. This produces a higher air mass flow in the intake tract of an internal combustion engine, and the proportion of hydrocarbons introduced by the regeneration remains constant. In order to keep the idling speed of the internal combustion engine constant, a torque reserve is built up, for example by adjusting the ignition angle.

Abstract: A flow control valve with a reduced number of parts and with few restrictions on installation space is provided. A back pressure chamber of a diaphragm-type valve body communicates with a communication port through a vent hole formed in a case of the flow control valve. An air filter is integrated with the flow control valve.

Abstract: A canister purge valve increases flow through the valve for an increased power level. The canister purge valve includes a housing that defines a volume and has an inlet and an outlet in fluid communication with the volume. A coil is disposed in the volume proximate the outlet. A stator is disposed in the volume proximate the outlet, the stator having a first surface. An armature is disposed in the coil, the armature having a second surface proximate the first surface of the stator and defining a gap therebetween. The armature is movable to an open position permitting fluid flow through the volume in response to an energization of the coil. A biasing member is disposed between the stator and the armature, the biasing member urging the armature to a closed position prohibiting fluid flow through the volume.

Abstract: In a canister for a vehicle, in order to significantly reduce a leaking amount of evaporated fuel from an atmospheric port of the canister, an introduction port for evaporated fuel and an atmospheric air port for the evaporated fuel are provided in a casing, and an adsorbing material layer communicates between the introduction port and the atmospheric air port. A chamber is provided between the atmospheric air port and a surface on a side of the atmospheric air port in the adsorbing material layer. A leakage preventing adsorbing material layer is arranged within the chamber so that a space layer is formed between the leakage preventing adsorbing material layer and the surface on the atmospheric air port side in the adsorbing material layer and another space layer is formed between the leakage preventing adsorbing material layer and the atmospheric air port.

Abstract: The pressure control valve is structured such that a first port is formed on one side of a casing, a second port is formed on the other side, and, in the casing, there are disposed not only a positive pressure valve which, when the pressure on the first port side becomes high, can be moved to the second port side to thereby communicate with the second port side, but also a negative pressure valve which, when the pressure on the first port side becomes low, can be moved to the first port side to thereby communicate with the second port side. In the pressure control valve, there is provided flow passage expanding means which, which the positive pressure valve has moved to the second port side beyond a given distance, allows the first port side to communicate with the second port side.

Abstract: In order to reduce a discharge amount of an evaporated fuel to the atmosphere and make it possible to manufacture an automobile in accordance with a module production, in a canister module, a fill check valve, a cut off valve, a positive and negative pressure check valve and the like are previously assembled in a module main body in an integral manner and the canister module is covered with a cover portion of a canister case having an absorbent storage chamber on an evaporated fuel outlet side and the cover portion is welded to a module main body so as to keep an airtight condition, thereby forming a passage portion surrounded by the cover portion and the module main body. Accordingly, a rubber hose is omitted and a transmitting amount of the evaporated fuel to the atmosphere is reduced.

Abstract: Evaporated fuel gas from a canister is introduced into an intake path of an internal combustion engine. A target air-fuel ratio is changed to a value on the fuel rich side during the introduction of purge gas in accordance with the purge gas concentration. This change will restrict the shift of the air-fuel ratio toward the lean side, allowing a catalyst to operate at high purification efficiency even during the introduction of purge gas. The change may be varied in accordance with the volume of the evaporated fuel gas or a ratio of the evaporated fuel gas to the fuel supplied to the engine.

Abstract: A fuel vapor processing apparatus is provided for realizing a high desorption performance and a high flexibility in layout resulting from a compact structure including a filter. The processing apparatus comprises a casing formed with a fuel vapor introducing port communicating with the fuel tank, and a fuel vapor discharge port communicating with the intake pipe. A partition is arranged in the casing for defining inside thereof a filter chamber which communicates with an air introducing port for introducing desorbing air from the atmosphere. The partition partitions the casing into a first chamber and a second chamber with a spacing interposed therebetween. The first and second chambers communicate with each other, and also communicate with the filter chamber, the fuel vapor introducing port, and the fuel vapor discharge port.

Abstract: In order to make a fuel in a vapor phase from a fuel tank to be easily liquefied in a liquid trap, reduce an amount of a gasoline vapor entering from the liquid trap to a diffusion of a canister and extend a service life of an activated carbon, in accordance with a canister for an evaporated fuel treatment apparatus, a fuel in a vapor phase from a fuel tank (24) enters into a liquid trap (21A) from an evaporated fuel passage (23) via a tank port (13A). Since an inner diameter of a canister communication port (22A) is small, an invasion of a gasoline vapor from the liquid trap (21A) to a first diffusion (12) is restricted, so that a liquefaction in the liquid trap (21A) is promoted. When the fuel tank (24) is cooled and an internal pressure of the tank becomes a negative pressure, a fuel in a liquid phase in the liquid trap (21A) flows backward so as to prevent a lot of fuel in a liquid phase from being collected within the liquid trap (21A).

Abstract: An engine controller system for a direct injection spark ignited internal combustion engine that is capable of operating a stratified mode where fuel is injected during a compression stroke of the engine and a homogeneous mode where fuels is injected during an intake stroke of the engine. The engine controller monitors adjusts the flow rate of the evaporated fuel vapors as a function of the catalyst temperature and the fuel level in the evaporated fuel vapors. The engine controller determines the fuel level in the evaporated fuel vapors as a function of the exhaust gas oxygen senor output.

Abstract: A fuel vapor treatment system for an automotive vehicle on which an internal combustion engine is mounted. The fuel vapor treatment system comprises a canister connected to a fuel tank and containing a fuel vapor adsorbing material which generates endothermic energy during desorption of fuel vapor. A membrane separation module is provided to be connected to the canister and including a separation membrane for separating a mixture gas purged from the canister into an air-rich component and a fuel vapor-rich component. Additionally, a condenser is provided to be connected to the membrane separation module to be supplied with the fuel vapor-rich component from the membrane separation module. The condenser is housed in the canister and adapted to cool and liquefy fuel vapor in the fuel vapor-rich component to obtain liquefied fuel by the endothermic energy generated in the canister, the liquefied fuel being recovered.

Abstract: A module (22) for an on-board evaporative emission leak detection system that detects leakage from an evaporative emission space of a fuel system of an automotive vehicle. The module has a housing (50) that includes a first port (52) for communicating the housing to the evaporative emission space and a second port (86) for communicating the housing to atmosphere. The housing contains a particulate filter (84) through which the second port communicates with two parallel flow branches that extend within the housing to the first port. One branch contains a vacuum regulator valve (90), and the other, a solenoid-operated vent valve (88). During a leak detection test, the vent valve is operated closed, and a purge valve (20), that selectively communicates the evaporative emission space with the engine intake manifold, is operated open to cause vacuum to be drawn in the evaporative emission space. The vacuum regulator valve regulates evaporative emission space vacuum to a defined vacuum.

Abstract: Internal combustion engine installation in a motor vehicle, comprising an internal combustion engine, arranged in an engine compartment, with a radiator and a hydrocarbon-absorbent arranged behind the radiator, in the form of a disc. A heating device is heated by air, which is heated by the engine exhaust manifold. The disc is rotatable by a motor and is arranged so in relation to the heating device that a portion of the disc is exposed to the radiator when another portion is heated to evaporate absorbed hydrocarbons and regenerate the hydrocarbon absorbent. Released hydrocarbons are drawn through a conduit from the heating device to the engine intake manifold.

Abstract: A casing 13 of a canister C includes a main chamber 11 and a sub-chamber 12. Mounting portions 13a are formed between the main chamber 11 and the sub-chamber 12. The canister C is mounted on a mounting plate 35 with bolts 15 which pass through bolt holes 13b in the mounting portions 13a.

Abstract: A spring compression plate (40), (46), (50), (60) for retaining the active material (28) that adsorbs fuel vapor in a fuel vapor storage canister (16). The plate (40), (46), (50), (60) has a wiper seal (44), (54), (68), (80) around its outer periphery that is capable of moving upwardly or downwardly within the shell body (34) of the canister (16) while maintaining substantial sealing to an inside portion of said shell body (34), thereby preventing leakage of the active material (28) when the canister (34) expands or contracts thermally. The spring compression plate (40), (46), (50), (60) is designed to maintain the integrity of the active material (28) over the lifetime of the vehicle in which it is placed. The spring compression plate (40), (46), (50), (60) also contains perforations (42) , (52), (66), (78) for allowing fuel vapor and air to freely flow through the canister (16).

Abstract: A fuel expansion device for a vehicle fuel tank, the device comprising a housing formed of a first housing member and a second housing member, both made of an essentially impermeable material and being sealingly and impermeably attached to one another. At least one inlet port for fuel fluid ingress is formed in the first member and is in flow communication with the fuel tank, and an outlet port is formed in the second member connectable to a fuel fluid handling device.

Abstract: In order to aim at shortening the time of refueling by maintaining the function of prevention of discharge of vapor, similar to that of a conventional canister in the case of other than refueling during resting of an engine while the flow resistance in the canister becomes smaller during refueling, there is provided a canister in which a plate is vertically arranged in a chamber charged therein with absorbent in the canister, and filter support pins are projected from opposite surfaces of the plate while filters are arranged at the tip end faces of the filter support pins, and in which a plurality of constriction passages are formed being arranged in a horizontal direction only in the upper part of the plate.

Abstract: A fuel vapor recovery apparatus has a canister for adsorbing fuel vapor generated in a fuel chamber formed in a fuel tank. A fuel vapor inlet of the canister is connected to the fuel chamber. A fuel vapor outlet of the canister is connected to an intake passage of an internal combustion engine. Fuel vapor adsorbed by the canister is purged therefrom into the intake passage. An air vent of the canister is connected to an air chamber that has a predetermined capacity.

Abstract: A method of leak detection in a closed vapor handling system of an automotive vehicle, implemented by a system, the method including providing a vacuum detection component having a microcontroller operatively coupled to actuators and sensors, receiving at least one sensor signal from the sensors to the vacuum detection component, processing the at least one sensor signal in the microcontroller, sending output to an engine management system based on the at least one processed sensor signal, processing the output in the engine management system operatively coupled to a control valve, transmitting input from the engine management system to the vacuum detection component based on the processed output, and sending actuator signals from the microcontroller to the actuators.

Abstract: A zero emissions fuel system includes a fuel tank fluidly interconnected with a fuel vapor containment and absorption canister. The canister is further interconnected with an engine intake manifold via a purge solenoid valve that controls the extent to which a vacuum in the intake manifold affects the canister. The canister is also interconnected with the ambient environment via at least one selectively operable valve. During normal operation of the engine, the purge solenoid valve allows the intake manifold to draw fuel vapor from the canister for consumption by the engine. At a predetermined vacuum pressure, the at least one valve opens, thereby allowing outside air to flow into the system through the vacuum relief valve to facilitate purging of the canister.

Abstract: A method of leak detection in a closed vapor handling system of an automotive vehicle, wherein an engine is shut off, implemented by a system, the method including providing pressure switch and a time counter, closing a shut off valve, waiting for a no test delay, evaluating whether the pressure switch is closed, incrementing the time counter if the pressure switch is open and comparing the time counter to a time control value if the pressure switch is open. The system includes a pressure switch, a shut off valve and a processor operatively coupled to the pressure switch and the shut off valve. The processor receives pressure signals from the pressure switch and sends signals to the shut off valve, wherein the processor closes the shut off valve, waits for a no test delay, determines whether the pressure switch is closed, increments a time counter and compares the time counter to a time control value.

Abstract: The present invention is accomplished by a canister structure for an internal combustion engine that includes a container having a gas passage therein through which gas containing evaporative fuel flows from a first end to a second end, a purge portion disposed on the container and connected to the first end through which vacuum pressure is applied into the gas passage, a charge portion disposed on the container and connected to the first end through which the gas is introduced into the gas passage, a drain portion disposed on the container and connected to the second end through which the gas passage is made open to the atmosphere, and an adsorbent material, disposed in the gas passage, to temporarily adsorb the evaporative fuel, whose specific heat on the side of the second end is made higher relative to that on the side of the first end.

Abstract: An evaporated fuel treatment device in which performance of a canister can be improved, with the result that efficiency in treatment of evaporated fuel can be enhanced and the like. In the evaporated fuel treatment device, a purge control valve, conventionally disposed on a purge passage, is removed, such that the canister is directly subject to a negative pressure generated on the side of an inlet pipe at the time of starting of an engine. Consequently, a great attraction force acts on the evaporated fuel adsorbed within the canister. Also, by restricting a flow of air introduced into the canister by means of a flow control valve, the negative pressure applied to the canister can further be increased. As a result, in the evaporated fuel treatment device of the invention, the amount of the evaporated fuel which can be desorbed from the canister is larger than that of a conventional device.

Abstract: The effectiveness against vapor breakthrough of an adsorbent material (e.g., activated carbon granules) containing canister in an evaporative fuel emission control system is greatly increased by employing a relatively small secondary volume of adsorbent downstream of the vapor vent of the primary adsorbent volume and heating the secondary volume just prior to commencing the flow of purge air back through the two adsorbent volumes to remove adsorbed fuel and carry the purged fuel to the induction system of an associated engine. The secondary volume is heated to a temperature enabling complete purging of hydrocarbons from it and, thus, to greatly increase the capacity of that volume to prevent fuel vapor breakthrough during the subsequent engine-off fuel vapor storage cycle. The secondary volume may be contained in a common canister with the primary volume or in a secondary canister.

Abstract: A fuel vapor control apparatus on a motor vehicle fuel tank including a vapor storage canister, a plurality of vent valves on the fuel tank, a plurality of vapor ducts between the vent valves and the vapor storage canister, a plurality of primary liquid traps, and a secondary liquid trap which cooperates with the primary liquid traps in preventing liquid fuel leaking through the vent valves from reaching and contaminating the vapor storage canister. The primary liquid traps are segments of respective ones of the vapor ducts defining standpipes above corresponding ones of the vent valves when the fuel tank is inclined. The primary liquid traps retain liquid fuel leaking through the vent valves and drain by gravity to the fuel tank when the incline of the fuel tank is reduced to zero. The secondary liquid trap is a secondary tank on the top of the fuel tank interposed between the vapor storage canister and the segments of the vapor ducts defining the standpipes.

Abstract: A remotely actuatable diagnostic valve biased normally open is disposed in the air inlet of a vehicle fuel tank vapor storage canister and a thermistor disposed to sense vapor temperature above the liquid level in the fuel tank. Upon engine shutdown, the valve is remotely actuated to close. When the fuel vapor in the tank cools to form a vacuum in the tank, the vacuum overcomes the valve bias and holds the valve shut when the valve is remotely de-actuated. A valve position sensor provides confirmation that the valve has been held shut by the vapor vacuum when the valve is de-actuated. If a leak exists the vacuum will be insufficient to hold the valve closed after remote de-actuation; and, the valve is biased open, whereupon the valve position sensor provides a fault indication signal.

Abstract: An evaporated fuel leak detection apparatus for an internal combustion engine that has a fuel tank, a canister with an opening to the atmosphere, a charging passage that causes the fuel tank to communicate with the canister, a pressure adjustment valve installed in the charging passage, an internal pressure sensor installed on the upstream side of the pressure adjustment valve to detect the internal pressure of the fuel tank, and a controller that detects leakage in the fuel tank system on the upstream side of the pressure adjustment valve in accordance with the output of the internal pressure sensor. The controller judges that there is no leakage in cases where the internal pressure sensor indicates a negative pressure, and the vehicle is not in a high-load operating state or when variation in atmospheric pressure is less than a predetermined amount.

Abstract: The invention relates to a fuel tank canister for placing in a vent circuit and containing a filter substance suitable for fixing gaseous fuel molecules. At least one compartment communicating with its filter substance and suitable for receiving a device selected from the following devices: a device for closing the vent circuit in the event of the tank being turned upsidedown; a device for preventing the tank being overfilled; and a device for separating liquid fuel from the gas to be vented.

Abstract: The invention relates to a fuel tank produced by moulding a synthetic resin, comprising a breather orifice and a chamber that is intended to contain a substance that adsorbs the fuel vapors. The said chamber has at least one wall portion that is common, and formed integrally by moulding, with a portion of the wall of the tank.

Abstract: An electronic onboard refueling vapor recovery (ORVR) system including an electrically operated ORVR valve that selectively opens and closes a fuel vapor path between a fuel tank and a collection canister. An electronic control circuit generates control signals to selectively open and close the ORVR valve. The electronic control circuit receives one or more inputs from one or a plurality of sensors and evaluates the one or more inputs to determine whether to activate the ORVR valve. The sensor inputs include at least a sensor indicating fuel is being introduced into the filler neck and may also include at least a sensor indicating a fuel level within the tank.

Abstract: An evaporative emission control system is provided which includes an upper valve casing defining a vent conduit, a lower valve casing disposed under the upper valve casing, and a float disposed within the lower valve casing. The float is vertically movable depending upon a liquid level of fuel in a fuel tank, and includes a valve portion that faces the upper valve casing. A valve port formed between the upper valve casing and the lower valve casing is opened and closed by the valve portion of the float. The upper valve casing defines a space between the vent conduit and the valve port. A flow restricting device is disposed in the space of the upper valve casing so as to obstruct flow of fuel from the valve port to the vent conduit.

Abstract: A flow control valve with a reduced number of parts and with few restrictions on installation space is provided. A back pressure chamber of a diaphragm-type valve body communicates with a communication port through a vent hole formed in a case of the flow control valve. An air filter is integrated with the flow control valve.