Patent Application
20080264391
The present application is based on and claims priority under 35 U.S.C. 119 to Japanese Patent Application No. 2007-116077, filed on Apr. 25, 2007, the entire contents of which is hereby incorporated by reference and should be considered part of this specification.
1. Field of the Invention
The present invention relates to a canister arrangement in a power generating apparatus, and more particularly to an arrangement of a canister containing an adsorbent for adsorbing thereonto evaporative fuel evaporated from an engine fuel tank.
2. Description of the Related Art
Japanese Publication No. JP 7-34985 describes a conventional device having a canister containing an evaporative fuel adsorbent. The device described in JP 7-34985 includes an engine, a fuel tank for storing fuel to be supplied to the engine, and a canister containing an adsorbent for adsorbing fuel that evaporates from the fuel tank. The canister includes a communicating tube, which places the canister in communication with the atmosphere. The canister is also in communication with an intake system of the engine.
The engine is driven by fuel supplied from the fuel tank and outputs a motive force of a predetermined magnitude. During the course of this operation, as described above, the adsorbent and the canister containing the adsorbent therein generally work as follows. Fuel vapor is roughly constantly produced in the fuel tank. During a period in which the engine is stopped or in a low-speed range as in idling, most of the fuel vapor is adsorbed by the adsorbent, thereby preventing the fuel vapor from being released into the atmosphere.
When the engine is in a medium-speed or high-speed operating range, a negative pressure builds up inside the intake system of the engine. The negative pressure causes atmospheric air to be sucked into the canister through the communicating tube of the canister. The fuel vapor that has been adsorbed onto the adsorbent is purged from the adsorbent by said sucked air and flows along with the air into the intake system, where it is supplied to the engine and subjected to combustion.
When the adsorbent is left unused for a long period of time with the fuel vapor adsorbed thereonto, or when the fuel vapor is repeatedly adsorbed onto and purged from the adsorbent a number of times, the capability (e.g., usable life) of the adsorbent decreases, and a purge rate (purge characteristics) of the fuel vapor decreases.
In view of the circumstances noted above, one aspect of the present invention is to improve the purge characteristics of an adsorbent in a power generating apparatus that adsorbs fuel that evaporated from a fuel tank so as to inhibit release of the fuel vapor into the atmosphere, thereby increasing a usable life of the adsorbent.
In accordance with one aspect of the present invention, a power generating apparatus is provided that comprises an engine comprising an intake system and an exhaust muffler, and a generator driven at least in part by the engine. The power generating apparatus further comprises a muffler cover configured to cover an external side of the muffler, and a fuel tank configured to store fuel to be supplied to the engine. A canister containing an adsorbent material for adsorbing thereonto fuel that evaporates from the fuel tank is also provided. The canister includes a communicating tube that communicates the canister with the atmosphere, the canister being in communication with the intake system. The communicating tube of the canister is disposed so that an opening of the communicating tube is proximate the muffler and an inner surface of the muffler cover.
In accordance with another aspect of the present invention, a method of operating a power generating apparatus having a canister arrangement is provided. The method comprises adsorbing fuel vapor from a fuel tank with an adsorbent material to inhibit release of the fuel vapor into the atmosphere, heating air surrounding a muffler of the power generating apparatus, and suctioning the heated air into the adsorbent material to thereby purge said adsorbed fuel vapor from the adsorbent material, said suctioned air and purged fuel vapor directed to an intake system of an engine and combusted therein, the heated air heating the adsorbent material to accelerate the purging of fuel vapor adsorbed on the adsorbent material, thereby increasing the adsorbing rate of the adsorbent material.
These and other features, aspects and advantages of the present invention will now be described in connection with preferred embodiments of the invention, in reference to the accompanying drawings. The illustrated embodiments, however, are merely examples and are not intended to limit the invention. The drawings include the following 3 figures.
In the following detailed description, terms of orientation such as “front,” “rear,” “left” and “right” are used herein to simplify the description of the context of the illustrated embodiments. Likewise, terms of sequence, such as “first” and “second,” are used to simplify the description of the illustrated embodiments. Because other orientations and sequences are possible, however, the present invention should not be limited to the illustrated orientation. Those skilled in the art will appreciate that other orientations of the various components described above are possible.
Reference numeral 1 in
The power generating apparatus 1 can include a frame 2 that can be placed on a working surface, such as the ground or a floor surface. The frame 2 can include a chassis 3 that forms a lower end of the frame 2, a pair of front and rear upwardly-projecting handles 4 supported by front and rear ends of the chassis 3, respectively, and a pair of left and right connecting bars 5 forming left and right ends of the frame 2, respectively, and supported by the front and rear handles 4 thereacross.
An engine 9 for driving an alternating-current generator 8 can be mounted on the chassis 3. In one embodiment, the engine 9 is a four-cycle engine. However, the engine 9 can be other suitable engine-types. The engine 9 includes an engine body 10 that outputs a driving force, an intake system 14 for supplying an air-fuel mixture 13, which is a mixture of air 11 and fuel 12, to the engine body 10, and an exhaust system 16 for exhausting combustion gas, which is a resultant product of the combustion of the air-fuel mixture 13 in the engine body 10, to the atmosphere.
The engine body 10 includes a crankcase 20 supporting a crankshaft 19, a cylinder 21 in the crankcase 20 (e.g., in an upright orientation), a piston 22 axially slidably inserted into the cylinder 21, an interlocking rod 23 for interlocking between the crankshaft 19 and the piston 22, an intake valve 26 and an exhaust valve 27 for selectively opening and closing a first intake passage 24 and a first exhaust passage 25 formed in a projecting end of the cylinder 21, respectively, and a valve actuating mechanism (not shown) for selectively closing the intake and exhaust valves 26 and 27 housed in a valve actuating chamber 28 defined in the projecting end of the cylinder 21. The engine body 10 also includes a spark plug 31 with a discharging unit thereof facing a combustion chamber 30 inside the cylinder 21. Though the illustrated embodiment shows one cylinder 21 and the corresponding piston 22 and intake/exhaust valves 26, 27, one of ordinary skill in the art will recognize that the engine 9 can have multiple cylinders, each having a corresponding piston and intake/exhaust valves.
The intake system 14 can include a carburetor 35, an intake pipe 36, and an air cleaner 37, connected in series with the first intake passage 24. A space inside the carburetor 35, the intake pipe 36, and the air cleaner 37 is defined as a second intake passage 38, which is in communication with the first intake passage 24. The carburetor 35 can include a throttle valve 40 for adjusting an opening of the second intake passage 38, an actuator 41 (e.g., a step motor or other suitable motor type) for actuating the throttle valve 40, a choke valve 42 for adjusting an opening of the second intake passage 38 at a position upstream of the throttle valve 40, and an actuator 42 (e.g., a step motor or other suitable motor type) for actuating the choke valve 42.
The exhaust system 16 can include an exhaust pipe 45 and a muffler 46, connected in series with the first exhaust passage 25. A space inside the exhaust pipe 45 and the muffler 46 is defined as a second exhaust passage 47, which is in communication with the first exhaust passage 25. A muffler cover 48 can be provided for covering the entire muffler 46 from its laterally outer proximity. The muffler cover 48 is fixed onto a side wall of the muffler 46 with a plurality of (four) fasteners 49 (e.g., bolts or screws). Though four fasteners 49 are shown in the illustrated embodiment, one of ordinary skill in the art will recognize that more or fewer fasteners can be used.
A plurality of communicating holes or openings 48a are defined in the muffler cover 48 and provide air communication between the inside and outside of the muffler cover 48. Air that is heated proximate the muffler 46 can be discharged from the power generating apparatus 1 in a laterally outward direction through the communicating holes 48a. Simultaneously, air of lower temperature is induced by this air discharge and supplied to the surroundings of the muffler 46. Thus, air cooling of the muffler 46 is attained.
A fuel tank 50 for storing fuel 12 to be supplied to the engine 9 through the carburetor 35 can be provided, for example, in the proximity above the engine 9. An adsorbent 52 for adsorbing thereonto fuel vapor 51 produced in the fuel 12 in the fuel tank 50, and a canister 53 containing the adsorbent 52 therein are provided. In the illustrated embodiment, the adsorbent 52 is activated carbon. However, other suitable adsorbent materials can be used in other embodiments. The canister 53, in one embodiment, can be made of a resin and formed into a box shape of a rectangular cross section. In one embodiment, the canister 53 can be positioned in the power generating apparatus 1 at its lateral end and situated such that its long sides extend in a fore-and-aft direction.
The canister 53 can include, at its longitudinal first end, a communicating tube 54 which places the canister 53 in communication with the atmosphere. A first communicating passage 57, through which an upper end of the fuel tank 50 is in communication with a longitudinal second end of the canister 53, is provided. A second communicating passage 58, through which the second end of the canister 53 is in communication with the air cleaner 37 of the intake system 14, is also provided. A blow-by gas passage 59, through which the valve actuating chamber 28 is in communication with the air cleaner 37 of the intake system 14, is also provided. Each of the passages 57 to 59 can be formed of an elastic rubber hose. However, the passages 57-59 can be formed of other suitable materials, and need not all be of the same material.
In the illustrated embodiment, the canister 53 is positioned in the proximity above the engine body 10 of the engine 9. A recess 61 that is open in a downward and laterally outward direction is defined in a lower surface of a portion in the vicinity of a lateral end of the fuel tank 50. The canister 53 can be housed in the recess 61 and supported by the connecting bar 5 of the frame 2 with at least one fastener 62.
As shown in
The power generating apparatus 1 can include a starter motor 65 for starting the engine 9, an ignition unit 66 for causing the spark plug 31 to electrically discharge as required, a temperature sensor 67 for detecting a temperature of the engine body 10, and an engine speed sensor 68 for detecting the number of revolutions of the crankshaft 19 in the engine body 10 of the engine 9.
The power generating apparatus 1 can further include a controller 69, a battery 70, a main switch 71, and a starter switch 72. The controller 69 can electronically control the actuators 41, 43, and the ignition unit 66 based on detection signals supplied from the temperature sensor 67 and the engine speed sensor 68. The battery 70 can be charged with a portion of the electric power generated by the generator 8 through the controller 69, and can supply electric power to the actuators 41, 43, the ignition unit 66, and the like. The main switch 71 can switch on and off the power supply from the battery 70 to the starter motor 65, the controller 69, and the like. The starter switch 72 can switch on and off the power supply from the battery 70 to the starter motor 65 through the main switch 71. The controller 69 can include an outlet 74 through which the other portion of the electric power generated by the generator 8 can be output to an outside load 73.
When the engine 9 is driven under control of the controller 69, outside air 11 is sucked through the intake system 14 into inside the engine 9. The carburetor 35 mixes the fuel 12 with said sucked air 11 to produce the air-fuel mixture 13. The air-fuel mixture 13 is subjected to combustion in the engine 9. Combustion gas, which is a resultant product of the combustion in the engine 9, is exhausted as the exhaust 15 through the exhaust system 16 into the atmosphere. The engine 9, which can be driven as described above, can drive the generator 8 to generate electric power, which can be output to the load 73 through the outlet 74 of the controller 69.
During the above operation, the adsorbent 52 and the canister 53 work as follows. Fuel vapor 51 is roughly constantly produced in the fuel tank 51. When the engine 9 is stopped or in a low-speed range (e.g., idling), most of the fuel vapor 51 is adsorbed by the adsorbent 52 through the first communicating passage 57, thereby preventing the fuel vapor 51 from being released into the atmosphere.
When the engine 9 is in a medium-speed or high-speed range, a negative pressure builds up inside the intake system 14. The negative pressure causes air 76 to be sucked into the canister 53 from the outside through the communicating tube 54 of the canister 53. The fuel vapor 51 that has been adsorbed onto the adsorbent 52 is purged from the adsorbent 52 by the sucked air 76 and flows along with the air 76 through the second communicating passage 58 into the air cleaner 37 and supplied to the engine 9 therefrom, where it is subjected to combustion.
During a period in which the engine 9 is driving, blow-by gas 77 generated in the valve actuating chamber 28 is sucked into the air cleaner 37 of the intake system 14 and supplied to the engine 9 therefrom, then subjected to combustion. Water 78 that accumulates in the canister 53 can be discharged to the atmosphere through the communicating tube 54.
According to the illustrated arrangement, the communicating tube 54 of the canister 53 can have its opening in the vicinity of the muffler 46 as well as in the vicinity of the inner surface, on the side of the muffler 46, of the muffler cover 48.
Meanwhile, in the illustrated embodiment, the muffler 46 is heated by the exhaust 15 passing therethrough. Radiant heat from the thus-heated muffler 46 and its reflected heat from the inner surface of the muffler cover 48 can heat the air 76 in the surroundings of the communicating tube 54 of the canister 53 to a high temperature.
Hence, when in a state in which the engine 9 is stopped or in the low-speed range, such as an idling state, with the fuel vapor 51 adsorbed onto the adsorbent 52 in the canister 53, the engine 9 is then shifted into the medium-speed or high-speed range, a negative pressure builds up inside the intake system 14 due to the driving of the engine 9, causing the heated air 76 to be sucked into the canister 53 through the communicating tube 54. Because the air 76 thus efficiently heats the adsorbent 52 in the canister 53, the fuel vapor 51 that has been adsorbed onto the adsorbent 52, as described above, is efficiently purged from the adsorbent 52. Subsequently, the fuel vapor 51 is sucked into the intake system 14 and supplied to the engine 9, where it is subjected to combustion.
The heated air 76 can thus increase a purge rate of the evaporative fuel 51 from the adsorbent 52. That is, the heated air 76 improves the purge characteristics of the adsorbent 52, thereby improving an adsorbing rate. Hence, an increase of a usable life of the adsorbent 52 is attained.
The improvement in the purge characteristics of the adsorbent 52 allows for the reduction in the amount of the adsorbent 52 used and the reduction in size of the canister 53. The smaller size of the canister 53 that can be achieved is significantly beneficial for a power generating apparatus 1, which has a small surplus of space due to a strong demand to reduce the size of the apparatus 1.
As described above, the canister 53 can in one embodiment be positioned above the engine body 10 of the engine 9.
Accordingly, the radiant heat of the engine body 10 and a rising current of air about the engine body 10 that is heated by the engine body 10 can heat the adsorbent 52 in the canister 53, accelerating the purging of the fuel vapor 51 that has been adsorbed onto the adsorbent 52. This further improves the purge characteristics, thereby increasing the usable life of the adsorbent 52 more reliably.
The above descriptions have been made based on the drawings. In another embodiment, the communicating tube 54 of the canister 53 may has its opening in a space between the muffler 46 and the muffler cover 48.
Although these inventions have been disclosed in the context of a certain preferred embodiments and examples, it will be understood by those skilled in the art that the present inventions extend beyond the specifically disclosed embodiments to other alternative embodiments and/or uses of the inventions and obvious modifications and equivalents thereof. In addition, while a number of variations of the inventions have been shown and described in detail, other modifications, which are within the scope of the inventions, will be readily apparent to those of skill in the art based upon this disclosure. It is also contemplated that various combinations or subcombinations of the specific features and aspects of the embodiments may be made and still fall within one or more of the inventions. Accordingly, it should be understood that various features and aspects of the disclosed embodiments can be combine with or substituted for one another in order to form varying modes of the disclosed inventions. Thus, it is intended that the scope of the present inventions herein disclosed should not be limited by the particular disclosed embodiments described above.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2007-116077 | Apr 2007 | JP | national |
