Toyota Jidosha Kabushiki Kaisha

Aisan Industry Co., Ltd.

Toyota Jidosha Kogyo Kabushiki Kaisha

Denso Corporation

Aisin Industry Co., Ltd.

Takaaki Itoh

Norihiko Nakamura

Takashi Katou

Toshiharu Morino

Yoshihiko Hyodo

Yozo Ota

Toru Kidokoro

Akinori Osanai

Masatami Takimoto

Mitsuyoshi Teramura

Koichi Hoshi

Toshiki Annoura

Yukinori Isoya

Tokuta Inoue

Naoya Takagi

Takashi Ishikawa

Hideki Suzuki

Takayuki Otsuka

Ryozo Kayama

Masahide Kobayashi

Kouji Uranishi

Toshihiko Tanaka

Kazuo Kikuchi

Yozo Sakakibara

Toru Kodokoro

Toshimi Misumi

Shunsuke Mizutani

Youzou Sakakibara

A canister communicates with an intake manifold of an internal combustion engine through a purge pipe. The canister absorbs fuel vapor evaporated in a fuel tank. The absorbed fuel vapor is purged into the intake manifold when the engine is on. A gas leak check module communicates with the canister for drawing air by an air suction pump. When the engine is off, the air suction pump is driven and draws hydrocarbon floating at a vicinity of an intake port through the purge pipe. Thus, the hydrocarbon floating at the vicinity of the intake port is absorbed in the canister so that emission of hydrocarbon is reduced.

Apparatus for reducing hydrocarbon emission of internal combustion engine

A rapid catalyst warm-up control device for an internal combustion engine performs irregular injection dither control during the rapid catalyst warm-up control after starting the engine. In the irregular injection dither control, injection modes are switched after every fuel injection to the cylinders (every 180&#xb0; CA for a 4-cylinder engine) between a lean injection mode and a rich injection mode in such a pattern that rich injections will not occur consecutively for the same cylinder (dither cycle=540&#xb0; CA, 900&#xb0; CA, 1080&#xb0; CA, or the like). In the lean injection mode, fuel is injected such that the air-fuel ratio is leaner than the stoichiometric ratio, and in the rich injection mode, air-fuel ratio is richer than the stoichiometric ratio. The rich gas emitted from the cylinders where the rich injection has been performed is thus allowed to flow through a different catalyst region every time instead of flowing only through the same region.

Rapid catalyst warm-up control device for internal combustion engine

A bypass passage for bypassing a check valve is connected with a vacuum introducing passage of a brake booster. The bypass passage is provided with a switching valve. Just before the start of an engine, the switching valve temporarily opens the bypass passage whereby to equalize a remaining pressure of the brake booster substantially becomes equal to an atmospheric level. As a result, the pressure in the brake booster at the starting time is set to substantially the atmospheric level so that the airflow to be sucked from the brake booster into the intake pipe at the starting time is made substantially contact every times. Thus, the fuel injection rate can be set considering the airflow to be sucked from the brake booster into the intake pipe at the starting time, even if that airflow cannot be detected.

Control system for internal combustion engine

According to the present invention, there is provided a fuel reserving device for reserving fuel therein comprising a wall for dividing an interior of the device to a fuel chamber and an air chamber, the wall being deformable according to the amount of the fuel in the fuel chamber, a discharge passage which is open to a space formed above the surface of the fuel in the fuel chamber and a shut off valve for normally shutting the discharge passage off. Gas is discharged from the space via the discharge passage when the shut off valve is open. The shut off valve is opened and the gas is discharged from the space when the amount of the gas is larger than a predetermined amount. On the other hand, the shut off valve is closed and the discharging operation of the gas is stopped when the amount of the gas is smaller than the predetermined amount.

Fuel reserving device

According to the present invention, there is provided a canister comprising: a casing having an interior therein and a separator for separating the interior into first and second interior sections, the first interior section containing an absorbent and having a fuel vapor inlet and a fuel vapor outlet, the second interior section containing an absorbent and having an opening which is open to the outside air, the separator having fuel vapor channels therein and being formed by compressing a flexible filtering material to elongate the channels.

Canister

A fuel-vapor emission control apparatus is mounted on a vehicle having an internal combustion engine and a fuel tank. The engine has a plurality of cylinders and is supported by engine mounts. The fuel-vapor emission control apparatus purges fuel-vapor in the fuel tank and supplies the purged fuel-vapor to the engine. The apparatus includes a vacuum switching valve, sensors and an electronic control unit. The vacuum switching valve controls the amount of purged fuel-vapor that is supplied to the engine. The sensors detect the operating state of the engine. The electronic control unit duty controls the vacuum switching valve in accordance with data from the sensors. The control unit also serves to suppress resonance of the engine and the engine mounts when purged fuel-vapor is being supplied to the engine.

Fuel-vapor emission control apparatus for engine

An apparatus for controlling a flow of evaporated fuel from a canister being fed into an intake passage of an engine through a plurality of control valves arranged in parallel in a purge passage between the canister and the intake passage. The plurality of control valves includes at least a first valve being switched on and off by setting a control factor indicating a duty ratio of an on-time within a duty cycle to a total duty-cycle time for the first valve, and a second valve being switched on and off by setting a control factor indicating an on-state or off-state of the second valve for a total duty-cycle time. The apparatus includes a first control part for setting a first control factor for the first valve so that the first valve is switched on at a rate indicated by the first control factor, and a second control part for setting a second control factor for the second valve so that the second valve is switched on and off at a timing different from a timing at which the first valve is switched on and off.

Apparatus for controlling flow of evaporated fuel from canister to

A malfunction detection apparatus for detecting a malfunction in an evaporative fuel purge system, which malfunction detection apparatus is able to suppress a fluctuation of an air-fuel ratio. A negative pressure inside an intake passage is introduced into the evaporative fuel purge system. The existence/nonexistence of a malfunction in the evaporative fuel purge system is determined by using pressure values inside the evaporative fuel purge system which values are detected and supplied by a pressure detecting unit. The apparatus is provided with an air-fuel ratio fluctuation suppressing unit for suppressing a fluctuation of the air-fuel ratio of air suctioned into an engine when introducing the negative pressure into the evaporative fuel purge system.

Malfunction detection apparatus for detecting malfunction in evaporative

A pressure control device allows evaporated fuel evaporated in an fuel tank of an engine to be discharged to a canister during the engine running state. The canister absorbs the evaporated fuel. The pressure control device continues to allow evaporated fuel in the fuel tank to be discharged to the canister after the engine stops until a predetermined period has elapsed. The pressure control device allows evaporated fuel in the fuel tank to be discharged to the canister while a pressure in the fuel tank is higher than a first predetermined pressure after the predetermined period has elapsed in the engine stopped state. On the other hand, the pressure control device prevents evaporated fuel in the fuel tank from being discharged to the canister while a pressure in the fuel tank is lower than the first predetermined pressure after the predetermined period has elapsed in the engine stopped state.

Pressure control system for controlling pressure in fuel tank of engine

A fuel supply control device including a purge control valve. The maximum purge rate, that is, the ratio between the amount of purge and the amount of intake air when the purge control valve is fully open, is stored in advance. The purge control valve is controlled in its duty ratio, which duty ratio is the target purge rate/maximum purge rate. When the purge is started, the target duty ratio is gradually increased. When the purge is performed and the feedback correction coefficient FAF falls, the feedback correction coefficient FAF is gradually returned to the FAF before the start of a purge, the purge A/F correction coefficient is increased, and the amount of injection is corrected by the sum of the purge A/F correction coefficient and the feedback correction coefficient.

Fuel supply control device of an engine

A filler cap structure for a vehicular fuel tank particularly designed to prevent the discharge of fuel vapor to the ambient atmosphere and hence possible air pollution resulting therefrom upon filling of the fuel tank. The fuel tank has a filler tube closed by a filler cap. The filler tube is provided on its inner peripheral surface at a location inward of the bottom end of the filler cap with an annular seal seat. Defined by the annular seal seat, the inner peripheral surface of the fillter tube, and the bottom portion of the filler cap is an annular space which is connected through a communication tube with a canister. The annular space is sealed from the atmosphere by a first seal member disposed between the inner peripheral surface of the filler tube and the filler cap at a location outward of the annular space. The filler cap is provided on its bottom end with a second seal member which is adapted to be placed, upon complete closure of the filler cap against the filler tube, in sealing engagement with the annular seal seat on the inner peripheral surface of the filler tube for sealing of the fuel vapor in the fuel tank, the second seal member being moved away from the annular seal seat so as to place the fuel tank in communication with the canister when the filler cap is partially loosened.

Filler cap structure for a fuel tank

In a variable venturi type carburetor having a slow speed system, a fuel vapor conduit is provided, an inlet of which is open to a main fuel passage, an outlet of which is open to an intake passage. Fuel vapor occurring in the main fuel passage is carried through the fuel vapor conduit, so as not to be introduced into a slow fuel passage; thereby, the engine is rotated stably with a relatively lean air-fuel ratio.

Variable venturi type carburetor

A variable venturi-type carburetor comprising a suction piston which has a tip face. A raised wall is formed on the inner wall of the intake passage, which faces the tip face of the suction piston. The raised wall has a substantially straight extending tip edge. The inner wall of the intake passage and the tip edge of the raised wall define a D-shaped air inlet mouth. The connecting portions of the inner wall of the intake passage and the tip edge of the raised wall have an arc shape. The upstream end portion of the tip face of the suction piston and the tip edge of the raised wall define an isosceles triangular air inlet opening therebetween when the amount of air fed into the cylinder of the engine is small.

Variable venturi-type carburetor

A variable venturi-type carburetor comprising a suction piston which has a tip face defining a venturi portion. The tip face has a flat upstream end portion. A raised wall is formed on the inner wall of an intake passage, which faces the tip face of the suction piston. The raised wall has a tip edge having an approximately V-shaped cross-section. The flat upstream end portion of the tip face of the suction piston cooperates with the tip edge of the raised wall for defining an approximately isosceles triangular-shaped air inlet control opening therebetween when the amount of air fed into the cylinder of an engine is small.

Growing community of inventors

Mishima, Japan

Takaaki Itoh