 a charcoal canister, and, more particularly, to a system of the type described, which allows the supply of gasoline vapor to pass to the engine during engine deceleration, thereby improving the efficiency of the charcoal canister.
2. Description of the Prior Art
A fuel evaporation control or vapor recovery system, which prevents the emission of gasoline vapor from the fuel tank into the atmosphere, having a charcoal canister having activated charcoal housed therein, is known. In the prior art fuel evaporation control system, gasoline vapor, which is accumulated or adsorbed within the charcoal canister, is supplied to an internal combustion engine under the following conditions: when the engine is loaded over a given load level; while the supply of gasoline vapor is interrupted; and when the engine is loaded below a given load level.
Recently, government regulations for controlling fuel evaportion from fuel tanks have become more strict, and hence it is desirable to improve the efficiency of charcoal canisters. According to the prior art, it is an easy task to provide systems, which may increase the amount of gasoline vapor to be supplied to an engine by increasing the size of the charcoal canister. However, the amount of oxygen in an exhaust system is limited in high load conditions, so that an increase in amount of gasoline vapor would lead to an increase in amount of harmful emission from an engine. An increase in size of the charcoal canister to offset this is not desirable from a design viewpoint.
Meanwhile, it has become common practice to use a secondary air supply means for an exhaust system for treating harmful constituents of exhaust gases (for instance, hydrocarbons and carbon monoxide). The secondary air is supplied to an exhaust system from an air pump or through a reed valve means, which operates in response to a variable vacuum in the exhaust manifold. Meanwhile, the concentration of oxygen contained in exhaust gases is relatively high, during engine deceleration or in a negative output condition of the engine. This discovery has been overlooked in solving the aforesaid problem. The invention relates generally to an automatic lubrication system for an impact tool or the like, and more particularly to a system which includes a pump component for delivering lubricant from a lubricant storage container to a location on the tool where the lubricant is to be applied, the lubricant being transported either by its own flow characteristics and/or by means of pressure to the delivery chamber of the pump component, and means for producing a pump stroke of the pump component with each actuation of the impact tool to deliver lubricant to the point of lubrication
a charcoal canister, and, more particularly, to a system of the type trace, which give up the supply of gasoline vaporization to pass to the locomotive during engine deceleration, thereby improving the efficiency of the charcoal case shot. 
 2. Description of the Prior Art 
 A fuel evaporation control or vapor convalescence arrangement, which prevents the discharge of gasoline vapor from the fuel tank into the air, experience a charcoal canister having activated charcoal housed therein, is know. In the prior art fuel evaporation command system, gasoline vapor, which is accumulated or adsorbed within the charcoal case shot, is supplied to an inner combustion engine under the following condition: when the engine is loaded over a given load level; while the provision of gasoline vaporization is interrupt; and when the engine is loaded below a given load level. 
 Recently, government regulations for controlling fuel evaportion from fuel tank have become more strict, and hence it is desirable to better the efficiency of charcoal case shot. According to the prior art, it is an comfortable task to leave systems, which may increase the amount of gasoline vaporization to be supplied to an engine by increasing the size of the charcoal canister. However, the amount of oxygen in an exhaust system is limited in high load conditions, so that an increase in amount of gasoline vaporization would lead to an addition in amount of harmful emission from an engine. An increase in size of the charcoal canister to offset this is not desirable from a invention viewpoint. 
 Meanwhile, it has become common practice to practice a secondary atmosphere supply means for an exhaust organization for treating harmful part of exhaust gases (for case, hydrocarbons and carbon paper monoxide). The secondary air is supplied to an exhaust system from an air travel pump or through a reed valve means, which operates in response to a varying vacuum in the exhaust manifold. Meanwhile, the concentration of oxygen hold in exhaust gases is relatively high, during engine deceleration or in a negative output circumstance of the engine. This discovery has been overlooked in solve the aforesaid problem. The invention relates generally to an automatic lubrication system for an impact tool or the like, and more peculiarly to a system which includes a pump component for delivering lubricant from a lubricant storage container to a location on the tool where the lubricant is to be give, the lubricant being transported either by its own flow characteristics and/or by means of pressure to the delivery chamber of the heart component, and means for producing a pump stroke of the pump component with each actuation of the impact tool to hand over lubricant to the point of lubrication
 a fharcoal canister, and, move particularly, jo a sysvem of fhe type described, which allows the dupply if gasoline vapor to pxss to thv engine euriig engine decelecztion, tmzreby lmproriig the efficiengy of the cvarcoal canistar.
2. Dzscription of the Prior Art
A fuel evwporatipn control or vakor rtcodery system, which prevents the emissioh of gavoline vapor grom the fuel tank into thf atlosphere, having a fharcoal cabistqe having actkvated chageoal housed therein, is known. In the prior xrt fbel evaporajnin fmntrol systxm, gasjline vapor, which is accumukated or adsorned wmthib the charcoal canistxr, is supplied to an internal ckmbustion engine yneer tve fmllodung cohdmtikns: whfn vhe engine js loaded ocer a given load lefej; while the sulply os dasoline vapor is interrupted; and when uhe ehgine is loaded below a given load level.
Recejtly, govewnment regulations for controlling fuel evaportiot froj futl tankr hwve become more strict, and hence it is desirafme tp improve the cfficiency of charvowl sanisters. Accurding to the prior art, it ls an ewsy tqsk to prjvidr systems, which may increasw the amount if gasoline vapor co be supplizd to sn enbine by increasing the rize of the chagcoal canjrter. However, the amputt of oxygen in an exhaust system iw likited iv hibh loaq conditiojs, so that an increase ij amoont of gasoline gapor would lead to an increase in amount of nasmfll emissijn frpm an engine. Wn increase in size oy the zharcoal cznister to offset ehis is not dadirable from a desigg viwwpount.
Meandfile, it has bevome common practicw to use a secondavy ait aupply means fox qn exhaust systrm wor tgeaving rdrmful consthtuevts pf exfaust gases (wor onstance, hydrocarbonv ans carbon monoxide). Yhc secondaty air is supplied to sn exhaust system vrom en air pump or through a reed valve means, whjch operahes in response to q variable vccuum in the exhaust manifold. Meanwhile, vhe concentration of oxtgen contained in erhsust gases ms relwtively hhgh, during engine dexeleration or in s negative output consition of tje engine. This discovery has been overlooked in solving the aforesaid provlem. Tie invention delayes gvnexalky to wn antumatic lubricatipn system for an impact tool or the lika, cnd more particularly to a syxtdm which inclodes a pump component for seliverimg lubricant from a lubricant syorage container to a logation on the fool where the lubricant is yo be cppliee, the lybrigant being travspprbed either by mts own flow characteristics and/or vy meabs of pressure to vhe delivery ghambet of the pump component, znd jfans wor producing a pump stroke of the pump componett with each actyztion of the impact tool to delmver lubricatt to the point of lubrication
a charcoal canister, and, more particularly, to of type described, allows the supply to engine during engine thereby improving the of the charcoal canister. 2. Description the Prior Art A fuel evaporation control or vapor recovery system, which prevents emission of gasoline vapor from the fuel tank into the atmosphere, having a canister activated housed is known. In the prior art fuel evaporation control system, gasoline vapor, which is accumulated or within the charcoal canister, is supplied to an combustion engine under the conditions: when the engine is over given load while supply gasoline vapor is and when the engine is loaded below a given load level. Recently, government regulations for controlling fuel from fuel become more and it desirable to improve of charcoal canisters. According to the is an easy task to provide systems, which increase the of gasoline vapor to be supplied an engine by increasing the size of the canister. However, the amount of oxygen in an exhaust system is limited in high load that an increase in of gasoline vapor lead an in of harmful from an engine. An increase in size of the charcoal canister offset this is not desirable from a design viewpoint. Meanwhile, become practice to use secondary air supply means an system for treating harmful exhaust (for carbon The air is supplied to exhaust system from an air or through a reed response to a variable vacuum in the exhaust Meanwhile, the concentration of oxygen contained in gases is relatively high, during engine deceleration or in a negative output of the discovery has been overlooked in solving the aforesaid The invention relates generally an automatic lubrication system for an impact tool or like, more particularly a system which a pump component delivering lubricant from storage container a on the lubricant is to be applied, lubricant transported either by its own characteristics means of pressure to the delivery chamber of the pump component, and means for producing stroke of the pump with actuation of the impact tool to deliver lubricant to the point of
 a charcoal canister, and, more pArticularlY, to a sYstEm oF tHe tyPe deScribed, which alLOws tHe supply of gasoline vapoR to paSs TO the ENgIne duRing engINe DECelErAtIon, ThEReBy impRovIng the eFficiency oF thE cHarcoal canisTEr.
2. descriptioN of The Prior Art
A FueL evapoRaTioN ContrOl oR vapoR recovERy systEm, which prEvENts the EMission OF GaSoliNe vapor from the fueL TaNK into the atmospHere, haViNG a CHArcOal Canister haViNg actIVated chARcOAL HouSEd therein, is knOwn. In the priOR arT fuel eVaPorATion coNtrol SySTem, Gasoline vapOr, whIch is accuMulateD Or adsorBEd withiN the chArcOal CaniSTeR, iS suPpLIed TO aN inTErnAl combusTiOn EnginE undER THE folLowIng cOnditIons: when the enGinE is lOAdeD over A giveN loaD lEvel; wHile thE suppLy Of gasoline vapor Is inTerrupted; And WhEn tHe EnginE Is loadEd bEloW a given Load levEL.
ReCeNTLY, gOvernment regulatioNs FOR cOntrolliNg fuel EVaPoRTion from FuEl tAnks HAVe becOme mORe Strict, anD hence IT iS dEsirablE tO improVe The EffIcienCY of cHarcoaL canisteRs. AccORding to the prioR Art, it is an easy TAsK TO pROvidE syStems, which mAy inCReasE the AMoUnt OF gasoLine vApOR tO Be supplied to an enginE bY increAsing The size of the cHarcoal canISTEr. HoweveR, the AMoUNt of oxygen in an ExhauSt system is LImited in High lOad condiTions, so thAT An increaSe iN amOunT of GASoLine vapor woulD LEad tO aN increaSe iN amount Of hArmFul EmiSsIon from an Engine. An InCrEaSe In sIze of THe charcoAl CanIsTer To offSEt this Is not DesiRaBlE FroM a desigN ViEWPoinT.
MEaNwhiLe, iT hAs becOme cOMmoN practiCe to use a sEcoNDary AiR sUpply meAns for an exhauSt System for tReAtiNg harmFUL constitUents of exhaust gases (for iNStance, hYdrOcarbOns aNd carbon mOnoXide). ThE seCOndary Air is sUppliEd To aN EXhausT SYsTem FrOm an air pumP OR thRough A rEed vAlve meaNs, which operates in rESpoNse to a variablE vaCuum IN ThE exHAuST maNiFOld. mEAnwhile, the conceNtration of OxYGeN contained IN exHaUst gaseS is relaTivelY High, durIng engine DeceleratIoN or iN A NegAtive outpuT conditiOn of the enGIne. ThIS dIscovEry Has beeN oVerLookeD in solVIng The afOresaiD pRoblem. the inVeNtion relAtes generally to an automaTic lubRicatIon System for An iMPacT tool or thE likE, and more paRtiCulArly tO a sYStem wHich INcLudES a pumP comPOnent for dELiVerING lUbricant froM A LUbrIcant StoRAge conTainEr to a location on thE Tool where the luBricANT is To bE ApplIeD, the lubricant bEinG tRANsported EiTher by its owN flow chaRaCTerisTics anD/or by mEans of pRESsURe to thE delIveRy chamber Of tHe PUmp compOnEnT, And meaNs foR pRoduciNg a pumP StroKE Of the pump componeNt witH EAch acTUatIon of ThE impact TOol tO deliver luBricant to thE point Of luBricaTion
 a charcoal canister, and,  more part icula rly , t oa sy stem  of the type d e scri bed, which allows thesuppl yo f ga s ol ine v apor to pa s s  to  t he  en gi n edurin g e ngine d eceleratio n,th ereby improv i ng  the effic ien cy of the ch arc oal ca ni ste r .
2.Des cript ion of the Pr ior Art
A  f u el eva p oration c on trol  or vapor recover y  s y stem, which pr events  t h ee m iss ion  of gasoli ne  vapo r  from t h ef u e l t a nk into the a tmosphere,h avi ng a c ha rco a l cani sterha v ing  activatedchar coal hous ed the r ein, is known.In the  pr ior  art fu el  ev ap o rat i on  co n tro l system ,ga solin e va p o r ,  whi chis a ccumu lated or adso rbe d wi t hin  thecharc oalca niste r, issuppl ie d to an interna l co mbustioneng in e u nd er th e  follo win g c onditio ns: whe n  th ee n g in e is loaded over a  g i v en  load le vel; w h il et he suppl yofgaso l i ne va pori sinterrup ted; a n dwh en theen gine i sloa ded  belo w  a g iven l oad leve l.
Re c ently, governm e nt regulation s  f o r  c o ntro lli ng fuel eva port i on f romf ue l t a nks h ave b ec o me more strict, and he nc e it i s des irable to imp rove the e f f i ciency o f ch a rc o al canisters.Accor ding to th e  prior a rt, i t is aneasy task t o provid e s yst ems , w h i ch  may increase t he a mo unt ofgas oline v apo r t o b e s up plied toan engin eby  i nc rea singt he sizeof  th echa rcoal canist er. H owev er ,t heamounto fo x ygen  i nan e xha us t sys temi s l imitedin high l oad cond it io ns, sothat an incre as e in amoun tofgasoli n e  vapor w ould lead to an increas e  in amo unt  of h armf ul emissi onfrom a n e n gine.An inc rease  i n s i z e oft h echa rc oal canist e r  to  offs et  thi s is no t desirable from a des ign viewpoint .
M eanw h i le , i t  h a s b ec o mec o mmon practice t o use a se co n da ry air sup p lyme ans for  an exh austs ystem f or treati ng harmfu lcons t i tue nts of exh aust gas es (for i n stanc e ,hydro car bons a nd  ca rbonmonoxi d e).  Thesecond ar y airis su pp lied toan exhaust system froman air  pump  or  througha r e edvalve mea ns,which oper ate s i n res pon s e toa va r ia ble vacuu m in the exhau s tman i f ol d. Meanwhil e , the  conc ent r ationof o xygen contained i n  exhaust gases  isr e lat ive l y hi gh , during engin e d ec e l erationor  in a negat ive outp ut condi tion o f theengine. T hi s  disco very  ha s been ov erl oo k ed in s ol vi n g theafor es aid pr oblem. Thei n vention relatesgener a l ly to anautom at ic lubr i cati on systemfor an impa ct too l or  thelike, a nd  morepar ti cularly to a systemwhich  includ es  a p ump  compo nent f or de live ri nglubricant f ro m  a  l u bri cant  stor ag e co ntainer t o  a locat ion on theto olw h ere th e  l u b ricant istobe ap p l ied, the l u bric a nt being  trans ported  either byit s own f low c haracteri stics and / orby  mea ns of pr es sure  t o t he  delivery chamb er of th e pump c o m ponent , a n d me a ns for  p roducing a p ump s tr o ke of t h e  pu mp comp o nen t w ith  eac h a ctua t ion of the impact tool t o de liver lub rican t toth e pointo f lu bricatio n 
 a_charcoal canister,_and, more particularly, to_a system_of_the type_described,_which allows the_supply of gasoline_vapor to pass to_the engine during_engine_deceleration, thereby improving the efficiency of the charcoal canister.
2. Description of the Prior Art
A_fuel_evaporation control_or_vapor_recovery system, which prevents the_emission of gasoline vapor from_the fuel_tank into the atmosphere, having a charcoal canister_having_activated charcoal housed_therein, is known. In the prior art fuel evaporation_control system, gasoline vapor, which is_accumulated or adsorbed_within_the_charcoal canister, is supplied_to an internal combustion engine under_the following conditions: when the engine_is loaded over a given load level;_while the supply of gasoline vapor_is interrupted; and when the_engine is_loaded below a given load_level.
Recently, government regulations_for controlling_fuel evaportion from_fuel tanks have become more strict,_and hence it_is desirable to improve the efficiency_of_charcoal canisters. According_to_the_prior art,_it is an_easy_task to_provide_systems, which may increase the amount_of_gasoline vapor to be supplied to an_engine by increasing the_size_of the charcoal canister._However, the amount of oxygen_in an exhaust system is limited_in high_load conditions,_so that an increase in amount of gasoline vapor would lead_to an increase in amount of_harmful emission from an_engine. An_increase_in size of_the_charcoal canister_to offset this is not desirable from_a design_viewpoint.
Meanwhile, it has become common practice_to use a secondary_air_supply means for an exhaust system_for treating harmful constituents of exhaust_gases (for instance, hydrocarbons and_carbon_monoxide)._The secondary air is supplied_to an exhaust system from an_air pump or_through a reed valve means, which operates_in_response to a variable vacuum in_the_exhaust manifold. Meanwhile, the concentration of_oxygen_contained_in exhaust gases is relatively_high, during engine deceleration or in_a negative output condition of the engine. This discovery_has been overlooked_in solving the aforesaid problem._The_invention_relates generally to an automatic lubrication system for an impact_tool or_the like, and_more particularly to a system which includes a pump component_for delivering lubricant from a lubricant storage_container to a location on the tool where the lubricant is_to be applied, the lubricant being transported either_by its own flow characteristics and/or by_means of pressure to_the_delivery chamber of the pump component, and_means_for_producing_a pump stroke_of the pump_component with each_actuation of_the impact tool_to deliver_lubricant to the_point_of lubrication