IPC분류정보
국가/구분 |
United States(US) Patent
등록
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국제특허분류(IPC7판) |
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출원번호 |
US-0970932
(2001-10-04)
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발명자
/ 주소 |
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출원인 / 주소 |
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대리인 / 주소 |
Reising Ethington Barnes Kisselle, P.C.
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인용정보 |
피인용 횟수 :
15 인용 특허 :
1 |
초록
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A fuel evaporative emission control apparatus in a carburetor which prevents diurnal evaporation to the atmosphere of fuel from a remote fuel tank through a fuel bowl or fuel chamber of a float-type carburetor. One or more shut-off valves in the carburetor are yieldably biased to a shut-off position
A fuel evaporative emission control apparatus in a carburetor which prevents diurnal evaporation to the atmosphere of fuel from a remote fuel tank through a fuel bowl or fuel chamber of a float-type carburetor. One or more shut-off valves in the carburetor are yieldably biased to a shut-off position. Only upon engine operation or user intervention will the fuel shut-off valve move to an open or on position. In this way, reliance upon the engine user is not required to reduce evaporative emissions.
대표청구항
▼
A fuel evaporative emission control apparatus in a carburetor which prevents diurnal evaporation to the atmosphere of fuel from a remote fuel tank through a fuel bowl or fuel chamber of a float-type carburetor. One or more shut-off valves in the carburetor are yieldably biased to a shut-off position
A fuel evaporative emission control apparatus in a carburetor which prevents diurnal evaporation to the atmosphere of fuel from a remote fuel tank through a fuel bowl or fuel chamber of a float-type carburetor. One or more shut-off valves in the carburetor are yieldably biased to a shut-off position. Only upon engine operation or user intervention will the fuel shut-off valve move to an open or on position. In this way, reliance upon the engine user is not required to reduce evaporative emissions. ethod described in claim 1 further comprising determining an auto-ignite time. 6. The method described in claim 5, wherein determining an auto-ignite time involves sensing engine speed. 7. The method described in claim 5, wherein adjusting the pressure differential between the intake port and the combustion chamber includes adjusting when the intake valve opens. 8. The method described in claim 5, wherein adjusting the pressure differential between the intake port and the combustion chamber a further includes adjusting a maximum lift of the intake valve. 9. The method described in claim 8, wherein adjusting the pressure differential between the intake port and the combustion chamber includes adjusting when the intake valve opens. 10. The method described in claim 1, further comprising determining a target pressure differential between the intake port and the combustion chamber. 11. The method described in claim 10, wherein determining a target pressure differential involves sensing at least one engine running parameter. 12. The method described in claim 11, wherein determining a target pressure differential involves sensing at least one of a group of engine running parameters consisting of an intake air temperature, an intake air pressure, an engine coolant temperature, engine lubricant temperature, an engine speed, and an intake air throttle position. 13. The method described in claim 10, wherein adjusting the pressure differential between the intake port and the combustion chamber includes adjusting when the intake valve opens. 14. The method described in claim 10, wherein adjusting the pressure differential between the intake port and the combustion chamber a further includes adjusting a maximum lift of the intake valve. 15. The method described in claim 14, wherein adjusting the pressure differential between the intake port and the combustion chamber includes adjusting when the intake valve opens. 16. The method described in claim 10, wherein determining a target pressure differential involves sensing an intake air pressure downstream of a charger of the induction system which increases the pressure of the air of the air/fuel charge. 17. The method described in claim 1, wherein controlling when the air/fuel charge auto-ignites comprises adjusting a compression ratio of the internal combustion engine. 18. The method described in claim 17, wherein adjusting the compression ratio of the internal combustion engine comprises adjusting when the intake valve closes. 19. The method described in claim 17, wherein adjusting the pressure differential between the intake port and the combustion chamber includes adjusting when the intake valve opens. 20. The method described in claim 17, wherein adjusting the pressure differential between the intake port and the combustion chamber a further includes adjusting a maximum lift of the intake valve. 21. The method described in claim 20, wherein adjusting the pressure differential between the intake port and the combustion chamber includes adjusting when the intake valve opens. 22. The method of claim 1, wherein controlling when the air/fuel charge auto-ignites and auto-igniting the air/fuel charge occurs when said engine is operating at a low load. 23. The method described in claim 22, wherein adjusting the pressure differential between the intake port and the combustion chamber includes adjusting when the intake valve opens. 24. The method described in claim 22, wherein adjusting the pressure differential between the intake port and the combustion chamber a further includes adjusting a maximum lift of the intake valve. 25. The method described in claim 24, wherein adjusting the pressure differential between the intake port and the combustion chamber includes adjusting when the intake valve opens. 26. The method of claim 22, further comprising igniting the air/fuel charge with a spark plug when said engine is operating at a load greater than said low load. 27. The method described in claim 2 6, wherein adjusting the pressure differential between the intake port and the combustion chamber includes adjusting when the intake valve opens. 28. The method described in claim 26, wherein adjusting the pressure differential between the intake port and the combustion chamber a further includes adjusting a maximum lift of the intake valve. 29. The method described in claim 28, wherein adjusting the pressure differential between the intake port and the combustion chamber includes adjusting when the intake valve opens. 30. The method described in claim 1, wherein forming a substantially homogeneous air/fuel charge occurs within said combustion chamber. 31. The method described in claim 1, wherein forming a substantially homogeneous air/fuel charge occurs within said intake passage. 32. The method described in claim 1, wherein forming a substantially homogeneous air/fuel charge occurs within said air supply system upstream of said intake passage. 33. The method described in claim 1 additionally comprising retarding the auto-ignition of the air/fuel charge by decreasing the pressure differential. 34. A method for operating an internal combustion engine comprising at least one combustion chamber formed by at least a first member and a second member that moves relative to the first member, the second member being coupled to an output shaft such that movement of the second member causes the output shaft to rotate, an intake port that is in communication with the combustion chamber and an intake passage and is opened and closed by an intake valve that is actuated by a valve actuating system, a fuel supply system and air supply system configured to provide a substantially homogeneous air/fuel charge, which is comprised of mixed fuel and air, to the combustion chamber, and a control system configured to control the valve actuating system, the method comprising: forming a substantially homogenous air/fuel charge; introducing at least the air of the air/fuel charge into the combustion chamber through the intake port; controlling when the air/fuel charge auto-ignites by adjusting a pressure differential between the intake port and the combustion chamber when the intake passage is in communication with the combustion chamber; compressing the air/fuel charge; auto-igniting the air/fuel charge due to the compression of the air/fuel charge, further comprising; and determining a target pressure differential between the intake port and the combustion chamber, wherein determining a target pressure differential involves sensing an intake air pressure downstream of a charger of the induction system which increases the pressure of the air of the air/fuel charge and wherein adjusting the pressure differential between the intake port and the combustion chamber includes adjusting when the intake valve opens. 35. A method for operating an internal combustion engine comprising at least one combustion chamber formed by at least a first member and a second member that moves relative to the first member, the second member being coupled to an output shaft such that movement of the second member causes the output shaft to rotate, an intake port that is in communication with the combustion chamber and an intake passage and is opened and closed by an intake valve that is actuated by a valve actuating system, a fuel supply system and air supply system configured to provide a substantially homogeneous air/fuel charge, which is comprised of mixed fuel and air, to the combustion chamber, and a control system configured to control the valve actuating system, the method comprising: forming a substantially homogenous air/fuel charge; introducing at least the air of the air/fuel charge into the combustion chamber through the intake port; controlling when the air/fuel charge auto-ignites by adjusting a pressure differential between the intake port and the combustion chamber when the intake passage is in communication with the combustion chamber; compre
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