Abstract: Methods and systems are disclosed for treating vapors from fuels such as gasoline or diesel fuel in an internal combustion engine, to form hydrogen gas or synthesis gas, which can then be burned in the engine to produce more power. Fuel vapor, or a mixture of fuel vapor and exhaust gas and/or air, is contacted with a plasma, to promote reforming reactions between the fuel vapor and exhaust gas to produce carbon monoxide and hydrogen gas, partial oxidation reactions between the fuel vapor and air to produce carbon monoxide and hydrogen gas, or direct hydrogen and carbon particle production from the fuel vapor. The plasma can be a thermal plasma or a non-thermal plasma. The plasma can be produced in a plasma generating device which can be preheated by contact with at least a portion of the hot exhaust gas stream, thereby decreasing the power requirements of the plasma generating device.

Abstract: Methods, constructions, and systems for treating engine emissions. An engine includes a crankcase, an air intake, a blow-by vent, and an exhaust port; the crankcase emits blow-by gases through the blow-by vent, and the engine produces an exhaust stream through the exhaust port. The blow-by gases are directed through a blow-by filter to produce filtered gases. The filtered gases are directed back into the air intake of the engine; and the exhaust stream is treated with at least one of a catalytic converter, a flow through filter, and a diesel particulate filter. Total particulate matter (PM) emissions of a turbo-charged diesel engine having an engine crankcase and an exhaust tailpipe are reducible. The total emissions includes particulate matter matter emissions from the engine crankcase added to the particulate matter emissions from the exhaust tailpipe.

Abstract: An internal combustion engine has a preparation device for fuel, for the purpose of providing a starting fuel which comprises low-boiling fuel constituents. A catalytic converter is accommodated in an exhaust train of the internal combustion engine. After-treatment of the exhaust gases is carried out by a secondary air device, by means of the combustion being carried out with an excess of starting fuel for rich-burn operation during the cold start and the subsequent warm-up phase. The system is provided for spark-ignition mixture-compressing or spark-ignition direct injection internal combustion engines.

Abstract: A gasoline in a material fuel tank is separated into a high-RON fuel having a higher octane value than the material fuel and a low-RON fuel having a lower octane value than the material fuel, by a separator device equipped with a separation membrane. Using a fuel switching mechanism, one or both of the high-RON fuel and the low-RON fuel are supplied to the engine in accordance with the state of operation of the engine. As the octane value of a fuel can be changed in accordance with the engine operation state, the state of combustion in the engine improves, so that both an increase in engine output and an improvement in an exhaust property can be achieved.

Abstract: A natural gas engine capable of exhaust emission control over the entire temperature range and at low costs without requiring a complicated structure. An adsorbent (7) is disposed between a fuel tank (4) and a fuel supply port (5) on a suction air passage (2), and NMOG in the fuel gas supplied to the fuel tank (4) is adsorbed by the adsorbent (7) to purify the fuel gas in advance. When the temperature of a catalyst (11) disposed on an exhaust passage (3) reaches an activation temperature, the adsorbent (7) is heated by a heater (9) to a desorption temperature to desorb NMOG from the adsorbent (7) and purify the NMOG by the catalyst (11).

Abstract: Methods and systems for treating vapors from fuels such as gasoline or diesel fuel in an internal combustion engine, to form hydrogen gas or synthesis gas, which can then be burned in the engine to produce more power. Fuel vapor, or a mixture of fuel vapor and exhaust gas and/or air, is contacted with a plasma, to promote reforming reactions between the fuel vapor and exhaust gas to produce carbon monoxide and hydrogen gas, partial oxidation reactions between the fuel vapor and air to produce carbon monoxide and hydrogen gas, or direct hydrogen and carbon particle production from the fuel vapor. The plasma can be a thermal plasma or a non-thermal plasma. The plasma can be produced in a plasma generating device which can be preheated by contact with at least a portion of the hot exhaust gas stream, thereby decreasing the power requirements of the plasma generating device.

Abstract: A motorcycle crankcase ventilation system that makes use of suction pressure generated within the exhaust pipe of a motorcycle exhaust system during operation of a motorcycle engine to draw gases from within the crankcase of the motorcycle for delivery to and ejection through the motorcycle exhaust system. The ventilation system is comprised of a first cylindrical member enclosing a central bore and a port apparatus attached exteriorly to the sidewall of the first cylindrical member. The port apparatus encloses a central bore, which communicates with the central bore of the first cylindrical member. The port apparatus is further comprised of a curved plate, nozzle, collar, and nipple. The first cylindrical member is attached in-line by fastening means to the exhaust pipe of a motorcycle exhaust system, and a hose is attached at a first end to the nipple of the port apparatus and at a second end to the crankcase vent of the motorcycle engine.

Abstract: An apparatus for reducing the emission of vaporized hydrocarbons in a fuel supply system. The apparatus comprises a filter for binding the hydrocarbons. A catalyst for oxidation of the hydrocarbons to carbon dioxide and water is provided downstream of the filter.

Abstract: Heat recovery for internal combustion engine, includes introducing a first fluid into heat exchanging element, and withdrawing the heated first fluid from the heat exchanger elements; and supplying at least one second fluid which is used during the operation of the internal combustion engine and is heated, so as to flow outside and in contact with the heat exchanging elements to transfer heat through walls of the heat exchanging element from the second fluid to said first fluid.

Abstract: A natural gas engine capable of exhaust emission control over the entire temperature range and at low costs without requiring a complicated structure. An adsorbent (7) is disposed between a fuel tank (4) and a fuel supply port (5) on a suction air passage (2), and NMOG in the fuel gas supplied to the fuel tank (4) is adsorbed by the adsorbent (7) to purify the fuel gas in advance. When the temperature of a catalyst (11) disposed on an exhaust passage (3) reaches an activation temperature, the adsorbent (7) is heated by a heater (9) to a desorption temperature to desorb NMOG from the adsorbent (7) and purify the NMOG by the catalyst (11).

Abstract: An internal combustion engine, wherein fuel vapor adsorbed in a canister (22) is purged into a surge tank (13) through a purge control valve (28). A target value of the fuel vapor rate showing the ratio of the amount of fuel vapor in the purge gas to the amount of fuel injection is stored in advance. At least one of the amount of purge gas or the amount of fuel injection is controlled so that the fuel vapor rate becomes the target value.

Abstract: A breather gas outlet has an adaptor having a hollow member with a first end engaged at an aperture in a wall of an exhaust system of an engine to allow breather gas flow thereinto. A nozzle has a second hollow member serves as a breather gas conduit and is positioned inside the adaptor. The nozzle has a mounting portion sealingly engaged with an inside surface of the adaptor towards a second end thereof. And, a nozzle portion extends laterally towards but ends short of the first end thereof. The nozzle portion has an outer dimension less than the inner dimension of the adaptor so as to form a space therebetween.

Abstract: An apparatus for reducing the emission of vaporized hydrocarbons in a fuel supply system. The apparatus comprises a filter for binding the hydrocarbons. A catalyst for oxidation of the hydrocarbons to carbon dioxide and water is provided downstream of the filter.

Abstract: A hydrogen-containing gas producing system of an onboard type, for producing hydrogen-containing gas to be used for purification of exhaust gas of an internal combustion engine. The hydrogen-containing system comprises a fuel supply source for supplying fuel as a raw material of the hydrogen-containing gas. A carrier gas supply source is provided for supplying a carrier gas for carrying the fuel. A device is provided for vaporizing the fuel so as to form a vaporized fuel serving as a reaction gas. The fuel vaporizing device is connected to the fuel supply source and the carrier gas supply source. Additionally, a reforming section is connected to the fuel vaporizing device, for reforming the reaction gas so as to produce the hydrogen-containing gas.

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 purging method controls fuel vapor purging during stratified operation. Several factors influence vapor purge control, including fuel vapor concentration in the cylinder and temperature of the emission control device. The fuel vapor passes through the cylinder unburned by maintaining the concentration within allowable limits. The unburned fuel vapor reacts exothermically in the emission control device thereby generating heat. To guarantee that the fuel vapor reacts in the first emission control device, the fuel vapor purge is restricted to a certain temperature range. To guarantee that the fuel vapor does not burn in the cylinder, the concentration is kept to a restricted value.

Abstract: A fuel vapor purging method controls fuel vapor purging during stratified operation. Several factors influence vapor purge control, including fuel vapor concentration in the cylinder and temperature of the emission control device. The fuel vapor passes through the cylinder unburned by maintaining the concentration within allowable limits. The unburned fuel vapor reacts exothermically in the emission control device thereby generating heat. To guarantee that the fuel vapor reacts in the first emission control device, the fuel vapor purge is restricted to a certain temperature range. To guarantee that the fuel vapor does not burn in the cylinder, the concentration is kept to a restricted value.

Abstract: A fuel vapor purging method controls fuel vapor purging during stratified operation. Several factors influence vapor purge control, including fuel vapor concentration in the cylinder and temperature of the emission control device. The fuel vapor passes through the cylinder unburned by maintaining the concentration within allowable limits. The unburned fuel vapor reacts exothermically in the emission control device thereby generating heat. To guarantee that the fuel vapor reacts in the first emission control device, the fuel vapor purge is restricted to a certain temperature range. To guarantee that the fuel vapor does not burn in the cylinder, the concentration is kept to a restricted value.

Abstract: A tank for a vehicle having a selective catalytic reduction exhaust gas purification system operating with a reducing agent includes a fuel space for the vehicle fuel and a reducing agent space for the reducing agent. The fuel space and the reducing agent space are combined into a single structural that can be fastened as a whole to the vehicle by brackets on the structural unit. This utilizes the limited space available in any vehicle as efficiently as possible and eliminates the need to provide mounting arrangements for separate fuel and reducing agent tanks.

Abstract: A fuel vapor purging method controls fuel vapor purging during stratified operation. Several factors influence vapor purge control, including fuel vapor concentration in the cylinder and temperature of the emission control device. The fuel vapor passes through the cylinder unburned by maintaining the concentration within allowable limits. The unburned fuel vapor reacts exothermically in the emission control device thereby generating heat. To guarantee that the fuel vapor reacts in the first emission control device, the fuel vapor purge is restricted to a certain temperature range. To guarantee that the fuel vapor does not burn in the cylinder, the concentration is kept to a restricted value.

Abstract: A fuel vapor purging method controls fuel vapor purging during stratified operation. Several factors influence vapor purge control, including fuel vapor concentration in the cylinder and temperature of the emission control device. The fuel vapor passes through the cylinder unburned by maintaining the concentration within allowable limits. The unburned fuel vapor reacts exothermically in the emission control device thereby generating heat. To guarantee that the fuel vapor reacts in the first emission control device, the fuel vapor purge is restricted to a certain temperature range. To guarantee that the fuel vapor does not burn in the cylinder, the concentration is kept to a restricted value.

Abstract: An exhaust gas purifying apparatus of a lean-burn internal combustion engine surely purifies nitrogen oxide occluded by a nitrogen oxide occluding/reducing catalyst without making a combustion of an air-fuel mixture unstable while utilizing a vapor fuel generated in a fuel tank. The exhaust gas purifying apparatus includes a gas state judging unit for judging a state of a vapor fuel gas supplied to an intake system of the lean-burn internal combustion engine, and an exhaust state control unit for setting, to a desired state, a state of the exhaust gas flowing to the nitrogen oxide occluding/reducing catalyst by selectively controlling the fuel injection valve and the gas supply unit in accordance with a state of the vapor fuel gas at the time when the nitrogen oxide occluded by the nitrogen oxide occluding/reducing catalyst provided in an exhaust system of the lean-burn internal combustion engine should be desorbed and purified.

Abstract: Apparatus for the purification of exhaust gases from internal combustion engines is disclosed including a conduit for connecting the exhaust pipe from the engine with a canister containing an adsorbent for at least one of the components of the exhaust gases, and a valve associated with the conduit for selectively directing the exhaust gases from the exhaust pipe to the canister when the valve is open. Methods for purification of such exhaust gases are also disclosed including monitoring an operating condition for the internal combustion engine and controlling the flow of the exhaust gases from the engine to the exhaust pipe in response to the monitored operating condition, controlling of the flow including selectively directing at least a portion of the exhaust gases from the exhaust pipe to the canister.

Abstract: A method and apparatus for reducing the harmful products of combustion comprises an enclosed vessel adapted to contain a quantity of volatile liquid fuel and a means for extracting gaseous vapors from the fuel and for mixing the vapors with the combustion supporting gas for combustion in an internal combustion engine. A thermal reactor is included into which the combustion exhaust gases from the internal combustion engine are discharged. A flow limiting valve is interposed in the path of the exhaust gases from the thermal reactor for discharging a first portion of the exhaust gases to the atmosphere and returning a second portion of the exhaust gases to the thermal reactor vessel. Also provided is a valve for discharging the second portion of the exhaust gases from the internal combustion engine at a temperature below the boiling range of the liquid fuel into the vessel below the surface of the liquid fuel therein and an ultrasonic generator for imparting ultrasonic energy to the exhaust gases.

Abstract: A method and apparatus for managing the operation of an internal combustion engine including an exhaust system having a catalytic treatment means to treat exhaust gas passing through the exhaust system. The method comprises introducing fuel in a vaporized or readily vaporized state to the exhaust system upstream of the catalytic treatment means to assist in raising the catalytic treatment means to a temperature which allows effective operation thereof.

Abstract: A blowby disposal system for disposing of blowby contaminants from a blowby mixture contained within a crankcase chamber of an internal combustion engine includes an air-oil separator, a passage to transport the blowby mixture from the crankcase chamber to the air-oil separator, a pump, and a passage to transport the blowby contaminants from the air-oil separator to the pump. The pump directs the stream of contaminants into the exhaust system of the engine where it becomes a portion of the overall exhaust emission stream. Degradation of the engine components and the turbocharger components is reduced because the blowby contaminants are not introduced into these components through the air intake system.

Abstract: An internal combustion engine with a fuel-vapor reduction arrangement, including a combustion chamber, an induction system for introducing an air-fuel charge to the combustion chamber, a fuel charge-forming system for supplying a fuel charge to said combustion chamber, an exhaust system for releasing combustion exhaust from the combustion chamber to the atmosphere, and a fuel-supply system for supplying fuel to the fuel charge-forming system. The fuel-supply system including a fuel-vapor separator and a fuel-vapor conduit connecting the fuel-vapor separator to a point of the engine so that fuel vapors are not directly released to the atmosphere and do not interfere with the air-fuel ratio in the engine.

Abstract: An internal combustion engine has a temperature-dependent exhaust gas converter arranged to receive a secondary air supply from a secondary air pump, and the engine has a fuel vapor accumulator to collect fuel vapors from the fuel supply for the engine. During cold-starting of the engine, the air pump is operated to draw fuel vapors from the accumulator into the secondary air supply to regenerate the accumulator and provide a flammable secondary air-fuel mixture to the exhaust gas converter.

Abstract: Control of a fuel quantity and an air quantity delivered to an exhaust gas heater is provided by determining a desired heater air quantity and a desired heater air/fuel ratio both of which may vary over multiple control states, by commanding an air rate in accord with the desired heater air quantity, by adjusting the commanded air quantity in accord with a sensed actual air quantity, and by commanding a fuel quantity in accord with the desired heater air/fuel ratio and either the desired heater air quantity or the sensed actual air quantity.

Abstract: An evaporative emission control system controls emission of evaporative fuel from an internal combustion engine having an intake system, an exhaust system, a catalytic converter arranged across the exhaust system, and a fuel tank. A charcoal canister is connected to the fuel tank for collecting evaporative fuel generated from the fuel tank. An exhaust purging passage is disposed to connect between the charcoal canister and the exhaust system for introducing evaporative fuel from the cansister together with purging air into the exhaust system at a location upstream of the catalytic converter. Load on the engine is detected. The exhaust purging passage is opened when the load on the engine detected is below a predetermined value.

Abstract: A direct injection type engine in which an air-fuel mixture formed in a restricted region in the combustion chamber is burned in the presence of excess air when the engine is operating under a light load. A uniform air-fuel mixture is formed in the combustion chamber when the engine becomes high, a fuel vapor is purged into the intake passage of the engine from the charcoal canister, and a catalytic converter is arranged in the exhaust passage of the engine. To prevent fuel vapor from being discharged to the outside air, the purging of fuel vapor into the intake passage is stopped when the engine is operating under a light load and the temperature of the catalyzer of the catalytic converter is low.

Abstract: An evaporative emission control system for an internal combustion engine having an exhaust passage, an exhaust secondary air supply system connected to the exhaust passage for supplying secondary air thereto, has an ECU which detects an amount of evaporative fuel generated in a fuel tank, e.g., from an output from a tank internal pressure sensor which detects pressure within the fuel tank. An evaporative fuel passage connects between the fuel tank and the secondary air supply means. A control valve is arranged across the evaporative fuel passage for controlling an amount of the evaporative fuel flowing the evaporative fuel passage. The ECU is responsive to an output from the tank internal pressure sensor for causing the control valve to open when the amount of the evaporative fuel exceeds a predetermined value.

Abstract: An emission system especially for controlling evaporative emissions from the fuel system of a two cycle engine having a split exhaust wherein a combustor is provided to burn fuel vapor mixed with scavenging air exhausted from the engine and the combustor exhaust may be mixed with the engine blowdown gas for further treatment in a catalytic device or other treatment means. Additional control features are disclosed.

Abstract: Fumes disposal systems used with existing engines are complex, induce pollution and cause engine malfunction to occur. The present fumes disposal system overcomes these problems by utilizing the heat from the engine exhaust to heat a tubular member and cause excessive oil droplets, carbon particles and fumes to burn. The flow of exhaust from the engine is used to dissipate the remaining crankcase fumes insuring that any concentration of fumes are purged with the exhaust. Furthermore, the system controls the pressure within the crankcase of the engine.

Abstract: A cleaning system for automobile exhaust gases has a perforated inlet allowing the gases to enter a sump area containing liquid for washing the gases. Nozzles spray cleaning liquid onto the washed gases passing through gas-permeable baffle plates, the cleaning liquid dropping into the sump area below. The cleaning liquid then passes to a tank for separating out pollutants and the gases pass to a second chamber for spray washing while passing through a further series of gas-permeable baffle plates. The cleaned gases are filtered in a separator box before passing into the atmosphere. Crankcase vapors may also be added into the stream of exhaust gases and cleaned in the system of the invention.