Abstract:
Systems and methods for improving fuel vapor purging for a vehicle are presented. In one example, a fuel vapor storage canister vent valve is housed in a fuel vapor storage canister for the purposes of heating contents of the fuel vapor storage canister and venting the fuel vapor storage canister to atmosphere.

Description:
FIELD 
       [0001]    The present description relates to a system and methods for improving purging of fuel vapors from a vehicle. The systems and methods may enhance the amount of fuel vapors being purged while not increasing vehicle cost. 
       BACKGROUND AND SUMMARY 
       [0002]    Fuel vapors may form in a vehicle&#39;s fuel tank when the vehicle is being operated or while the vehicle is parked. Fuel vapors may form in the fuel tank due to an increase in fuel tank temperature. Further, fuel vapors may form due to agitation of fuel in the fuel tank. The fuel vapors may increase pressure in the fuel tank to a level that is higher than desired if the fuel vapors are not allowed to escape from the fuel tank. However, releasing fuel vapors to the atmosphere may not be desirable since releasing the fuel vapors to atmosphere may increase vehicle emissions and decrease vehicle fuel economy. Therefore, fuel vapors may be captured in a carbon filled canister until a time when the fuel vapors may be directed to an engine where they may be combusted to provide torque to the vehicle. However, it may be possible for small amounts of fuel vapors to escape from a fuel vapor storage canister when a vehicle is parked or during other conditions. 
         [0003]    The inventors herein have recognized the above-mentioned disadvantages and have developed a method for purging fuel vapors stored in a fuel vapor storage canister, comprising: heating contents of a fuel vapor storage canister via supplying current to a canister vent valve positioned within the fuel vapor storage canister. 
         [0004]    By heating contents of a fuel vapor storage canister, it may be possible to provide the technical result of liberating additional fuel vapors from the fuel vapor storage canister so that fewer fuel vapors may be unintentionally released to atmosphere. In particular, heating a fuel vapor storage canister may increase the amount of fuel vapors released from a fuel vapor storage canister during fuel system fuel vapor purging. Further, since the fuel vapor storage canister may be heated via a canister vent valve, the fuel vapor storage canister may be heated without adding components to the fuel system. 
         [0005]    The present description may provide several advantages. Specifically, the approach may reduce an amount of fuel vapors that reach the atmosphere. Additionally, the approach may improve increase vehicle fuel economy. Further, the approach may reduce vehicle emissions without increasing vehicle cost. 
         [0006]    The above advantages and other advantages, and features of the present description will be readily apparent from the following Detailed Description when taken alone or in connection with the accompanying drawings. 
         [0007]    It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0008]    The advantages described herein will be more fully understood by reading an example of an embodiment, referred to herein as the Detailed Description, when taken alone or with reference to the drawings, where: 
           [0009]      FIG. 1  is a schematic diagram of an engine; 
           [0010]      FIG. 2  shows an example fuel vapor storage system; 
           [0011]      FIG. 3  shows an example simulated fuel vapor storage system operating sequence; and 
           [0012]      FIG. 4  shows an example method for operating a fuel vapor storage system. 
       
    
    
     DETAILED DESCRIPTION 
       [0013]    The present description is related to storing and purging fuel vapors of a vehicle. The vehicle may include an engine and fuel vapor storage system as is shown in  FIG. 1 .  FIG. 2  shows a more detailed view of the fuel vapor storage system shown in  FIG. 1 . The fuel vapor storage system may temporarily store fuel vapors from a fuel tank or other sources. The fuel vapors may be selectively released to an engine for combusting with air. One example, operating sequence is shown in  FIG. 3 . The engine of  FIG. 1  and the fuel vapor storage system of  FIG. 2  may be operated according to the method of  FIG. 4  to provide the sequence shown in  FIG. 3 . 
         [0014]    Referring to  FIG. 1 , internal combustion engine  10 , comprising a plurality of cylinders, one cylinder of which is shown in  FIG. 1 , is controlled by electronic engine controller  12 . Engine  10  includes combustion chamber  30  and cylinder walls  32  with piston  36  positioned therein and connected to crankshaft  40 . 
         [0015]    Flywheel  97  and ring gear  99  are coupled to crankshaft  40 . Starter  96  includes pinion shaft  98  and pinion gear  95 . Pinion shaft  98  may selectively advance pinion gear  95  to engage ring gear  99 . Starter  96  may be directly mounted to the front of the engine or the rear of the engine. In some examples, starter  96  may selectively supply torque to crankshaft  40  via a belt or chain. In one example, starter  96  is in a base state when not engaged to the engine crankshaft. Combustion chamber  30  is shown communicating with intake manifold  44  and exhaust manifold  48  via respective intake valve  52  and exhaust valve  54 . Each intake and exhaust valve may be operated by an intake cam  51  and an exhaust cam  53 . The position of intake cam  51  may be determined by intake cam sensor  55 . The position of exhaust cam  53  may be determined by exhaust cam sensor  57 . Intake cam  51  and exhaust cam  53  may be moved relative to crankshaft  40  via valve adjusting mechanisms  71  and  73 . Valve adjusting mechanisms  71  and  73  may also deactivate intake and/or exhaust valves in closed positions so that intake valve  52  and exhaust valve  54  remain closed during a cylinder cycle. 
         [0016]    Fuel injector  66  is shown positioned to inject fuel directly into cylinder  30 , which is known to those skilled in the art as direct injection. Alternatively, fuel may be injected to an intake port, which is known to those skilled in the art as port injection. Fuel injector  66  delivers liquid fuel in proportion to the pulse width of signal from controller  12 . Fuel is delivered to fuel injector  66  by a fuel system (not shown) including a fuel tank, fuel pump, and fuel rail (not shown). In one example, a high pressure, dual stage, fuel system may be used to generate higher fuel pressures. In addition, intake manifold  44  is shown communicating with optional electronic throttle  62  which adjusts a position of throttle plate  64  to control air flow from air intake  42  to intake manifold  44 . In some examples, throttle  62  and throttle plate  64  may be positioned between intake valve  52  and intake manifold  44  such that throttle  62  is a port throttle. 
         [0017]    Fuel vapors from a fuel tank (not shown) may be stored in fuel vapor storage canister  63 . Fuel vapors may be drawn into intake manifold  44  when intake manifold pressure is lower than atmospheric pressure and when canister purge valve  65  is in an open state. 
         [0018]    Distributorless ignition system  88  provides an ignition spark to combustion chamber  30  via spark plug  92  in response to controller  12 . Universal Exhaust Gas Oxygen (UEGO) sensor  126  is shown coupled to exhaust manifold  48  upstream of catalytic converter  70 . Alternatively, a two-state exhaust gas oxygen sensor may be substituted for UEGO sensor  126 . 
         [0019]    Converter  70  can include multiple catalyst bricks, in one example. In another example, multiple emission control devices, each with multiple bricks, can be used. Converter  70  can be a three-way type catalyst in one example. 
         [0020]    Controller  12  is shown in  FIG. 1  as a conventional microcomputer including: microprocessor unit  102 , input/output ports  104 , read-only memory  106  (e.g., non-transitory memory), random access memory  108 , keep alive memory  110 , and a conventional data bus. Controller  12  is shown receiving various signals from sensors coupled to engine  10 , in addition to those signals previously discussed, including: engine coolant temperature (ECT) from temperature sensor  112  coupled to cooling sleeve  114 ; a position sensor  134  coupled to an accelerator pedal  130  for sensing force applied by driver  132 ; a measurement of engine manifold pressure (MAP) from pressure sensor  122  coupled to intake manifold  44 ; an engine position sensor from a Hall effect sensor  118  sensing crankshaft  40  position; a measurement of air mass entering the engine from sensor  120 ; brake pedal position from brake pedal position sensor  154  when driver  132  applies brake pedal  150 ; and a measurement of throttle position from sensor  58 . Barometric pressure may also be sensed (sensor not shown) for processing by controller  12 . In a preferred aspect of the present description, engine position sensor  118  produces a predetermined number of equally spaced pulses every revolution of the crankshaft from which engine speed (RPM) can be determined. 
         [0021]    During operation, each cylinder within engine  10  typically undergoes a four stroke cycle: the cycle includes the intake stroke, compression stroke, expansion stroke, and exhaust stroke. During the intake stroke, generally, the exhaust valve  54  closes and intake valve  52  opens. Air is introduced into combustion chamber  30  via intake manifold  44 , and piston  36  moves to the bottom of the cylinder so as to increase the volume within combustion chamber  30 . The position at which piston  36  is near the bottom of the cylinder and at the end of its stroke (e.g. when combustion chamber  30  is at its largest volume) is typically referred to by those of skill in the art as bottom dead center (BDC). During the compression stroke, intake valve  52  and exhaust valve  54  are closed. Piston  36  moves toward the cylinder head so as to compress the air within combustion chamber  30 . The point at which piston  36  is at the end of its stroke and closest to the cylinder head (e.g. when combustion chamber  30  is at its smallest volume) is typically referred to by those of skill in the art as top dead center (TDC). In a process hereinafter referred to as injection, fuel is introduced into the combustion chamber. In a process hereinafter referred to as ignition, the injected fuel is ignited by known ignition means such as spark plug  92 , resulting in combustion. During the expansion stroke, the expanding gases push piston  36  back to BDC. Crankshaft  40  converts piston movement into a rotational torque of the rotary shaft. Finally, during the exhaust stroke, the exhaust valve  54  opens to release the combusted air-fuel mixture to exhaust manifold  48  and the piston returns to TDC. Note that the above is shown merely as an example, and that intake and exhaust valve opening and/or closing timings may vary, such as to provide positive or negative valve overlap, late intake valve closing, or various other examples. 
         [0022]    Referring now to  FIG. 2 , a schematic view of an example fuel vapor storage system is shown. The fuel vapor storage system of  FIG. 2  may be included with the engine of  FIG. 1 , and it may be operated according to the method of  FIG. 4  to provide the operating sequence shown in  FIG. 3 . 
         [0023]    Fuel vapor storage system  200  includes fuel vapor storage canister  63 , fuel tank  202 , and fuel vapor storage canister purge valve  65 . Fuel vapor storage canister  63  houses (e.g., contains within its bounds) fuel vapor storage canister vent valve  204 . In one example, fuel storage canister vent valve  204  is a solenoid valve. In other examples, fuel vapor storage canister vent valve  204  is a latching valve that opens and/or closes when a voltage or current is applied to the valve for a predetermined amount of time (e.g., 100 ms). The canister vent valve  204  stays in the position it is commanded after the voltage and/or current stops being supplied to the canister vent valve. For example, if the canister vent valve is supplied twelve volts for 100 ms, the canister vent valve moves from an open state to a closed state. If the same canister vent valve is subsequently supplied twelve volts for 100 ms, the canister vent valve moves from the closed state to the open state. In some examples, canister vent valve  204  may include two coils while in other examples it may include only one coil. Canister vent valve  204  is positioned between canister vent port  230  and canister purge port  231 . Canister vent valve  204  is in fluidic communication with canister vent  255 . Temperature and pressure within fuel vapor storage canister  63  may be sensed via temperature sensor  212  and pressure sensor  210 . Fuel vapors may be stored in carbon media  237 , and heat may be transferred from canister vent valve  204  to fuel vapor storage canister and carbon media  237  via heat sink  260 . 
         [0024]    Fuel vapor storage canister  63  is in fluidic communication with fuel tank  202  and fuel vapor storage canister purge valve  65  via respective conduits  244  and  245 . Fuel vapors may be drawn into engine  10  via conduit  244 . Fuel tank  202  also includes a fuel pump  208  for supplying fuel to engine  10 . Controller  12  operates fuel vapor storage canister purge valve  65 , fuel pump  208 , and fuel vapor storage canister vent valve  204 . Controller also receives fuel tank pressure from sensor  220 , fuel vapor storage canister temperature from sensor  212 , and fuel vapor storage canister pressure from pressure sensor  210 . Additionally, a hydrocarbon concentration sensor may be positioned along conduit  244  for determining fuel flow to the engine. 
         [0025]    Thus, the system of  FIGS. 1 and 2  provides a system for purging fuel vapors, comprising: a fuel tank; an engine intake manifold; and a fuel vapor storage canister, the fuel vapor storage canister in fluidic communication with the fuel tank and the engine intake manifold, the fuel vapor storage canister housing a fuel vapor storage canister vent valve. The system further comprises a controller, the controller including instructions stored in non-transitory memory for selectively supplying current to the fuel vapor storage canister vent valve in response to a temperature of the fuel vapor storage canister. The system further comprises additional instructions for opening the canister vent valve during purging of fuel vapors from the fuel vapor storage canister. 
         [0026]    In some examples, the system further comprises a fuel vapor storage canister purge valve and instructions for opening the fuel vapor storage canister purge valve. The system further comprises additional instructions for supplying a varying current to the fuel vapor storage canister vent valve in response to a temperature of the fuel vapor storage canister. The system further comprises additional instructions for maintaining current flow to the fuel vapor storage canister vent valve while the fuel vapor storage canister vent valve is opened in response to a temperature of the fuel vapor storage canister. 
         [0027]    Referring now to  FIG. 3 , an example operating sequence for a fuel vapor storage system is shown. The sequence of  FIG. 3  may be provided when the system of  FIGS. 1 and 2  is operated according to the method of  FIG. 4 . Vertical markers T 0 -T 10  represent times of interest during the operating sequence. 
         [0028]    The first plot from the top of  FIG. 3  is a plot of fuel vapor storage canister temperature versus time. The Y axis represents fuel vapor storage canister temperature and temperature increases in the direction of the Y axis arrow. The X axis represents time and time increases in the direction of the X axis arrow. Horizontal line  302  represents a threshold low fuel vapor storage canister temperature. Temperatures below horizontal line  302  are less than a threshold temperature representing low fuel vapor storage canister temperature. 
         [0029]    The second plot from the top of  FIG. 3  is a plot of vapor storage canister vent valve state versus time. The Y axis represents fuel vapor storage canister vent valve state. The fuel vapor storage canister vent valve state is open when the trace is at a higher level and closed when the trace is at a lower level near the X axis. The X axis represents time and time increases in the direction of the X axis arrow. 
         [0030]    The third plot from the top of  FIG. 3  is a plot of fuel vapor storage canister vent valve command versus time. The Y axis represents fuel vapor storage canister vent valve command and the fuel vapor storage canister vent valve is commanding the canister vent valve open or closed when the canister vent valve command is at a higher level. The fuel vapor storage canister vent valve command is not asserted when the trace is at a lower level near the X axis. The X axis represents time and time increases in the direction of the X axis arrow. 
         [0031]    The fourth plot from the top of  FIG. 3  is a plot of vapor storage canister purge valve state versus time. The Y axis represents fuel vapor storage canister purge valve state. The fuel vapor storage canister purge valve state is open when the trace is at a higher level and closed when the trace is at a lower level near the X axis. The X axis represents time and time increases in the direction of the X axis arrow. 
         [0032]    The fifth plot from the top of  FIG. 3  is a plot of fuel vapor storage canister stored fuel vapor amount versus time. The Y axis represents fuel vapor storage canister stored fuel vapor amount and stored fuel vapor amount increases in the direction of the Y axis arrow. The X axis represents time and time increases in the direction of the X axis arrow. 
         [0033]    At time T 0 , the fuel vapor storage canister temperature is at a middle level and greater than a low temperature threshold  302 . The canister vent valve is open and the canister vent valve is not asserted. In this example, the canister vent valve changes state from open to closed or from closed to open in response to a 100 ms voltage being applied to the fuel vapor storage canister vent valve. The fuel vapor storage vent valve stays latched in the new state after a voltage is applied to the vent valve. However, if the voltage remains applied, the vent valve remains in the new state and the electrical energy supplied to the fuel vapor storage vent valve is converted into heat that is transferred to the inside of the fuel vapor storage canister. In other examples, the fuel vapor storage canister vent valve only remains open or closed while a voltage is applied to the fuel vapor storage canister vent valve. The fuel vapor vent valve command is at a lower level and the fuel vapor vent valve is not being commanded to change state. The fuel vapor storage canister purge valve is closed as indicated by the purge valve trace being at a lower level. Finally, the fuel vapor storage canister stored fuel vapor amount is at a middle level. Such conditions are indicative of a condition when fuel vapors are flowing from a fuel tank to the fuel vapor storage canister without being simultaneously purged to the engine. 
         [0034]    Between time T 0  and time T 1 , the fuel vapor canister stored fuel vapor amount increases as fuel vapors enter the fuel vapor storage canister from the fuel tank. The canister vent valve remains open and the canister purge valve remains closed. However, in some examples, the canister purge valve may open to purge fuel vapors directly from the fuel tank to the engine. 
         [0035]    At time T 1 , the fuel vapor storage canister vent valve is commanded closed as indicated by the canister vent valve command transitioning from a lower level to a higher level and back to the lower level. The fuel vapor storage canister vent valve may be commanded closed in response to fuel tank pressure being reduced to less than a threshold pressure. The fuel vapor storage canister vent valve does not heat the fuel vapor canister by an amount that increases fuel vapor release from the fuel vapor storage canister when voltage is applied to the canister vent valve in this way. The fuel vapor storage canister purge valve remains closed and the fuel vapor canister stored fuel vapor amount stops increasing. The fuel vapor storage canister remains at a higher level temperature. 
         [0036]    At time T 2 , the fuel vapor storage canister vent valve is commanded open and the fuel vapor storage canister purge valve is opened in response to the fuel vapor canister stored fuel amount being at a higher level and engine operating conditions being conducive to purging the fuel vapor canister. The fuel vapor canister stored fuel amount begins to decrease in response to the fuel vapor storage canister purge valve being open. The fuel vapor canister temperature is at a level above threshold  304 . Therefore, the fuel vapor storage canister is not heated via the fuel vapor storage canister vent valve. 
         [0037]    At time T 3 , the fuel vapor storage canister vent valve is commanded closed and the fuel vapor storage canister purge valve is closed in response to the fuel vapor canister stored fuel amount being at a low level. The fuel vapor storage canister vent valve is supplied voltage for a short duration so that contents of the fuel vapor canister are not heated by the fuel vapor storage canister vent valve and so that the fuel vapor storage canister vent valve is closed. 
         [0038]    Between time T 3  and time T 4 , the fuel vapor canister temperature begins to decrease. The fuel vapor temperature may decrease in response to a reduction in ambient temperature. Further, the fuel vapor canister stored fuel vapor amount remains at a constant level. 
         [0039]    At time T 4 , the fuel vapor storage canister vent valve is commanded open in response to fuel tank pressure. The fuel tank pressure may increase in response to the fuel tank being filled or other conditions. The fuel vapor storage canister vent valve is supplied voltage for a short period of time to open the fuel vapor canister without heating contents of the fuel vapor canister since the fuel vapor canister temperature is greater than threshold  304 . By opening the fuel vapor storage canister vent valve, fuel vapors may migrate from the fuel tank to the fuel vapor canister where fuel vapors are stored within carbon media before air carrying the fuel vapors is allowed to escape from the fuel vapor canister via the fuel vapor storage canister vent valve. The fuel vapor canister temperature continues to be reduced and the fuel vapor storage canister purge valve remains in a closed state. The fuel vapor canister stored fuel vapor amount begins to increase after the fuel vapor storage canister vent valve is opened. 
         [0040]    At time T 5 , the fuel vapor storage canister vent valve is commanded closed in response to a low fuel tank pressure. The fuel vapor storage canister vent valve closes and the fuel vapor canister fuel vapor amount stops increasing. The fuel vapor canister temperature is at a lower level. 
         [0041]    At time T 6 , the fuel vapor storage canister vent valve is commanded open, and instead of applying voltage for a short time simply to open the canister vent valve, voltage remains applied to the fuel vapor storage canister vent valve to heat the fuel vapor canister via electrical energy. The fuel vapor storage canister vent valve is commanded open in response to the fuel vapor canister stored fuel vapor amount being at a higher level. The voltage is applied to the fuel vapor storage canister vent valve to heat contents of the fuel vapor storage canister in response to fuel vapor canister temperature and the fuel vapor canister stored fuel vapor amount. The fuel vapor canister temperature begins to increase after the voltage is applied to the fuel vapor storage canister vent valve for a time. The fuel vapor storage canister purge valve is also opened in response to the fuel vapor canister stored fuel vapor amount. The fuel vapor canister stored fuel amount begins to decrease after the purge valve is opened. The voltage applied to fuel vapor storage canister vent valve is reduced after the fuel vapor canister temperature reaches a desired temperature before time T 7 . 
         [0042]    At time T 7 , the fuel vapor storage canister vent valve is commanded closed by applying voltage for a short duration to the fuel vapor storage canister vent valve in response to the low fuel vapor canister stored fuel vapor amount. The fuel vapor storage canister purge valve is also closed in response to the low fuel vapor canister stored fuel vapor amount. 
         [0043]    At time T 8 , the fuel vapor storage canister vent valve is commanded open in response to fuel tank pressure. The fuel vapor storage canister vent valve is supplied voltage for a short period of time to open the fuel vapor canister without heating contents of the fuel vapor canister since the fuel vapor canister temperature is greater than threshold  304 . The fuel vapor canister temperature begins to be reduced and the fuel vapor storage canister purge valve remains in a closed state. The fuel vapor canister stored fuel vapor amount begins to increase after the fuel vapor storage canister vent valve is opened since fuel vapors are allowed to flow from the fuel tank to the fuel vapor storage canister. 
         [0044]    At time T 9 , the fuel vapor storage canister vent valve is commanded closed in response to a low fuel tank pressure. The fuel vapor storage canister vent valve closes and the fuel vapor canister fuel vapor amount stops increasing. The fuel vapor canister temperature is at a lower level. 
         [0045]    At time T 10 , the fuel vapor storage canister vent valve is commanded open and the voltage applied to the fuel vapor storage canister vent valve remains at a higher level so that contents of the fuel vapor canister may be heated. The fuel vapor storage canister vent valve is commanded open in response to the fuel vapor canister stored fuel vapor amount being at a higher level. The fuel vapor canister temperature begins to increase after the voltage is applied to the fuel vapor storage canister vent valve for a time. The fuel vapor storage canister purge valve is also opened in response to the fuel vapor canister stored fuel vapor amount. The fuel vapor canister stored fuel amount begins to decrease after the purge valve is opened. 
         [0046]    Thus, a fuel vapor storage canister vent valve may be operated so as to increase a temperature of the fuel vapor canister, or such that fuel vapor canister contents are not heated. By heating contents of the fuel vapor canister, it may be possible to increase the amount of fuel vapors purged from the canister so that the possibility of releasing fuel vapors to the atmosphere is reduced. 
         [0047]    Referring now to  FIG. 4 , a method for operating a fuel vapor storage system is shown. The method of  FIG. 4  may be included in the system of  FIGS. 1 and 2 . Further, the method of  FIG. 4  may provide the operating sequence shown in  FIG. 3 . The method of  FIG. 4  may be included as instructions in non-transitory memory. 
         [0048]    At  402 , method  400  determines a fuel vapor storage canister temperature. In one example, temperature of carbon media is determined via a temperature sensor. Alternatively, temperature within the fuel vapor storage canister may be inferred from an impedance of a coil of a fuel vapor storage canister vent valve. Method  400  proceeds to  404  after the temperature of the fuel vapor storage canister is determined. 
         [0049]    At  404 , method  400  determines an amount of fuel vapor stored in a fuel vapor storage canister. In one example, an amount of fuel vapor stored in the fuel vapor storage canister may be based on an estimate of hydrocarbons entering the fuel vapor storage canister. For example, output of a hydrocarbon concentration sensor may be multiplied by a flow rate into the fuel vapor storage canister and integrated to determine a fuel mass stored in the fuel vapor storage canister. In other examples, other known methods to determine the amount of fuel vapor stored in the fuel vapor storage canister may be employed. Method  400  proceeds to  406  after the fuel vapor storage canister stored fuel vapor amount is determined. 
         [0050]    At  406 , method  400  judges whether or not a fuel vapor storage canister temperature is less than (L.T.) a threshold temperature. In one example, the threshold temperature is a temperature that allows a predetermined amount of hydrocarbons to be liberated from the fuel vapor storage canister in a predetermined amount of time. If method  400  judges that the fuel vapor storage canister temperature is less than the threshold temperature, the answer is yes and method  400  proceeds to  420 . Otherwise, the answer is no and method  400  proceeds to  408 . 
         [0051]    At  420 , method  400  judges whether or not a fuel vapor storage canister stored fuel amount is temperature is greater than (G.T.) a threshold amount. In one example, the threshold amount is an amount that represents a predetermined fraction of the fuel vapor storage canister&#39;s fuel vapor storage capacity. If method  400  judges that the fuel vapor storage canister stored fuel amount is greater than the threshold amount, the answer is yes and method  400  proceeds to  422 . Otherwise, the answer is no and method  400  proceeds to  428 . 
         [0052]    At  422 , method  400  opens the fuel vapor storage canister purge valve, closes the fuel vapor storage canister vent valve, and maintains electrical current flow to the fuel vapor storage canister vent valve. By opening the fuel vapor storage canister purge valve, fuel vapors may be drawn from the fuel tank and through the fuel vapor storage canister purge valve to evacuate fuel vapors from the fuel tank. Further, opening the fuel vapor storage canister vent valve allows air to be drawn from atmosphere, through the fuel vapor storage canister where fuel vapors are liberated, and into the engine intake manifold via the fuel vapor storage canister purge valve. A constant voltage may be supplied to the fuel vapor storage canister vent valve to heat the fuel vapor storage canister via the fuel vapor storage canister vent valve. Alternatively, a time-varying current with a higher frequency than the natural frequency of the canister vent valve may be supplied to the fuel vapor storage canister vent valve to heat the fuel vapor storage canister. By supplying current at a higher frequency than the natural frequency of the fuel vapor storage canister vent valve, eddy currents may be produced to heat the fuel vapor storage canister vent valve and the fuel vapor storage canister. Method  400  proceeds to exit after the fuel vapor storage canister vent valve and purge valves are opened. 
         [0053]    At  424 , method  400  judges whether or not fuel vapor within the vehicle&#39;s fuel tank is greater than a threshold amount. The amount of fuel vapor in the fuel tank may be inferred from fuel tank pressure. If method  400  judges that the fuel vapor amount is greater than a threshold amount, the answer is yes and method  400  proceeds to  426 . Otherwise, the answer is no and method  400  proceeds to  428 . 
         [0054]    At  426 , method  400  closes the fuel vapor storage canister purge valve and opens the fuel vapor canister vent valve. By closing the fuel vapor storage canister purge valve and opening the fuel vapor canister vent valve, fuel vapors in the fuel tank may be stored to the fuel vapor canister since pressure in the fuel tank is relieved to near atmospheric pressure when the fuel vapor canister vent valve is opened. Voltage and/or current supplied to the fuel vapor vent valve may be stopped after the fuel vapor canister vent valve is opened so that content of the fuel vapor storage canister is not heated. Method  400  proceeds to exit after the fuel vapor canister vent valve is opened. 
         [0055]    At  428 , method  400  closes the fuel vapor storage canister purge valve and the fuel vapor canister vent valve. By closing the fuel vapor storage canister purge valve and the fuel vapor canister vent valve, flow of fuel vapors between the fuel tank, engine, and fuel vapor storage canister is stopped. Method  400  proceeds to exit after the fuel vapor canister vent valve is closed. 
         [0056]    At  408 , method  400  judges whether or not a fuel vapor storage canister stored fuel amount is temperature is greater than (G.T.) a threshold amount. If method  400  judges that the fuel vapor storage canister stored fuel amount is greater than the threshold amount, the answer is yes and method  400  proceeds to  410 . Otherwise, the answer is no and method  400  proceeds to  412 . 
         [0057]    At  410 , method  400  opens the fuel vapor storage canister vent valve and the fuel vapor storage canister purge valve. Further, the fuel vapor storage canister vent valve is not used to heat the fuel vapor storage canister. However, in some examples or during some conditions, the voltage/current may be applied to the fuel vapor storage canister vent valve to heat the fuel vapor storage canister even though the amount of fuel vapors stored in the fuel vapor storage canister is low. For example, if the stored amount of fuel vapor is non-zero and the vehicle is in regenerative braking mode or traveling downhill with driver demand torque less than a threshold torque, electrical energy from regenerative braking may be used to heat the fuel vapor canister to liberate any stored fuel vapors. In this way, the vehicle&#39;s kinetic energy may be used to heat the fuel vapor storage canister. Method  400  proceeds to exit after the fuel vapor storage canister vent valve and the fuel vapor storage canister purge valve have been opened. 
         [0058]    At  412 , method  400  closed the fuel vapor storage canister vent valve and the fuel vapor storage canister purge valve. The fuel vapor storage canister vent valve and fuel vapor storage canister purge valve are closed when a small amount of fuel vapor is present in the fuel system. Method  400  proceeds to exit after the fuel vapor storage canister vent valve and fuel vapor storage canister purge valve are closed. 
         [0059]    Thus, the method of  FIG. 4  selectively applies voltage/current to heat the fuel vapor storage canister. In particular, voltage/current is applied when it is desired to reduce the amount of stored fuel vapors in the system when fuel system temperature is less than is desired. Further, during some conditions, the vehicle&#39;s excess kinetic energy may be used to heat the fuel vapor storage canister to reduce electrical consumption and increase vehicle fuel economy. 
         [0060]    Thus, the method of  FIG. 4  provides for purging fuel vapors stored in a fuel vapor storage canister, comprising: heating contents of a fuel vapor storage canister via supplying an electrical current to a canister vent valve positioned within the fuel vapor storage canister. The method includes where the electrical current is substantially constant. The method includes where the electrical current is varied in time. The method includes where the electrical current is varied at a frequency that is greater than a natural frequency of the canister vent valve. The method also includes where the canister vent valve is positioned between a canister vent port and a canister purge port. The method includes where the electrical current is supplied to the canister vent valve in response to a temperature of the fuel vapor storage canister. The method includes where the electrical current is supplied to the canister vent valve when the canister vent valve is closed. 
         [0061]    The method of  FIG. 4  also provide for purging fuel vapors stored in a fuel vapor storage canister, comprising: heating contents of a fuel vapor storage canister via supplying an electrical current to a canister vent valve positioned within the fuel vapor storage canister; and purging contents of the fuel vapor storage canister to an engine intake manifold in response to an amount of fuel vapor stored in the fuel vapor storage canister. The method further comprises closing a purge valve and ceasing flow of the electrical current in response to a temperature of the fuel vapor storage canister. The method includes where the electrical current is varied with time. The method further comprises supplying the electrical current in response to a temperature of the fuel vapor storage canister. The method further comprises flowing fuel vapors from a fuel tank to the fuel vapor storage canister. The method further comprises transferring heat from the canister vent valve to the fuel vapor storage canister via a heat sink. The method includes where the canister vent valve is in fluidic communication with a canister vent port. 
         [0062]    As will be appreciated by one of ordinary skill in the art, method described in  FIG. 4  may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various steps or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the objects, features, and advantages described herein, but is provided for ease of illustration and description. Although not explicitly illustrated, one of ordinary skill in the art will recognize that one or more of the illustrated steps or functions may be repeatedly performed depending on the particular strategy being used. Further, the described actions, operations, methods, and/or functions may graphically represent code to be programmed into non-transitory memory of the computer readable storage medium in the engine control system. 
         [0063]    This concludes the description. The reading of it by those skilled in the art would bring to mind many alterations and modifications without departing from the spirit and the scope of the description. For example, I3, I4, I5, V6, V8, V10, and V12 engines operating in natural gas, gasoline, diesel, or alternative fuel configurations could use the present description to advantage.