U.S. patent application number 14/580929 was filed with the patent office on 2018-03-15 for fuel tank check valve.
The applicant listed for this patent is EATON CORPORATION. Invention is credited to Steven AMBROSE, Mustafa Huseyin, Raymond Bruce McLauchlan, Jeffrey SMITH, Stefan Walter.
Application Number | 20180072153 14/580929 |
Document ID | / |
Family ID | 52461870 |
Filed Date | 2018-03-15 |
United States Patent
Application |
20180072153 |
Kind Code |
A9 |
Walter; Stefan ; et
al. |
March 15, 2018 |
FUEL TANK CHECK VALVE
Abstract
A valve configured for use with a fuel tank can have a floating
main valve housed within a valve body. The valve body can define a
first port fluidly connected to the fuel tank, a second port
fluidly connected to a tank venting system of the fuel tank and a
third port fluidly connected to the filler neck. The solenoid can
be configured on the check valve. The solenoid can have a pin
configured to extend into the valve body and engage the floating
main valve in a locked position.
Inventors: |
Walter; Stefan; (Stutensee,
DE) ; SMITH; Jeffrey; (Rochester Hills, MI) ;
AMBROSE; Steven; (Farmington Hills, MI) ; Huseyin;
Mustafa; (Karlsruhe, DE) ; McLauchlan; Raymond
Bruce; (Macomb, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
EATON CORPORATION |
Cleveland |
OH |
US |
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Prior
Publication: |
|
Document Identifier |
Publication Date |
|
US 20160176285 A1 |
June 23, 2016 |
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|
Family ID: |
52461870 |
Appl. No.: |
14/580929 |
Filed: |
December 23, 2014 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
PCT/US14/49737 |
Aug 5, 2014 |
|
|
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14580929 |
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61862501 |
Aug 5, 2013 |
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61873145 |
Sep 3, 2013 |
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61878903 |
Sep 17, 2013 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60K 2015/03576
20130101; F16K 31/06 20130101; B60K 15/03519 20130101; F16K 37/0025
20130101; F16K 35/16 20130101; B60K 15/035 20130101; B60K
2015/03585 20130101; F16K 11/06 20130101; F16K 15/04 20130101 |
International
Class: |
B60K 15/035 20060101
B60K015/035; F16K 15/04 20060101 F16K015/04; F16K 35/16 20060101
F16K035/16; F16K 31/06 20060101 F16K031/06; F16K 11/06 20060101
F16K011/06; F16K 37/00 20060101 F16K037/00 |
Claims
1. A valve configured for use with a fuel tank system having a fuel
tank and a filler neck, the valve comprising: a check valve
disposed on the fuel tank and having a floating main valve housed
within a valve body, wherein the valve body defines a first port
fluidly connected to the fuel tank, a second port fluidly connected
to a tank venting system of the fuel tank, and a third port fluidly
connected to the filler neck; and a solenoid configured on the
check valve and having a pin configured to slidably extend into the
valve body and engage the floating main valve in a locked
position.
2. The valve of claim 1 wherein the floating main valve further
comprises a notch configured to receive the pin in the locked
position.
3. The valve of claim 2 wherein the check valve further comprises a
baffle configured within the valve body, the baffle having openings
defined therein, wherein the openings provide a flow path between
the second port and the third port.
4. The valve of claim 3 wherein the baffle is angled outwardly
toward an inner surface of the valve body.
5. The valve of claim 3 wherein the check valve further comprises a
biasing member disposed within the valve body, the biasing member
biasing the floating main valve toward a normally open position
permitting flow from the second port to the third port.
6. The valve of claim 5 wherein the check valve further comprises a
first o-ring disposed on the floating main valve and configured to
slidably communicate on the valve body.
7. The valve of claim 6 wherein the check valve further comprises a
second o-ring disposed on the floating main valve and configured to
engage the baffle in a closed position.
8. The valve of claim 1 wherein the floating main valve is
configured to block flow from the first and second ports from
communicating with the third port in a closed position, wherein in
the closed position, a difference of pressure in the fuel tank and
a pressure at the third port is greater than a closing
pressure.
9. The valve of claim 8 wherein in the closed position, the first
pin is blocked by the floating main valve and precluded from
actuating, wherein energizing the first solenoid for actuation
while the floating main valve is in the closed position will
generate an error signal.
10. A valve configured for use with a fuel tank system having a
fuel tank and a filler neck, the valve comprising: a check valve
disposed on the fuel tank and having a floating main valve housed
within a valve body, wherein the valve body defines a first port
fluidly connected to the fuel tank, a second port fluidly connected
to a tank venting system of the fuel tank, and a third port fluidly
connected to the filler neck; a bypass duct that fluidly couples
the first port and the third port; a first solenoid configured on
the check valve and having a first pin configured to slidably
extend into the valve body and engage the floating main valve in a
locked position; and a second solenoid configured on the check
valve and having a second pin including a damper configured at a
distal end, wherein the second solenoid is configured to energize
between a first position wherein the damper inhibits fluid
communication through the bypass duct and a second position wherein
the damper permits fluid communication through the bypass duct.
11. The valve of claim 10 wherein the valve body defines a first
passage and a second passage, wherein the first passage permits
fluid communication from the first port to the bypass duct and
wherein the second passage permits fluid communication from the
bypass duct to the third port.
12. The valve of claim 10, further comprising a membrane disposed
in the valve body adjacent to the first port, wherein the membrane
is configured to allow at least one of air and vapor through and
inhibits liquid from passing through.
13. The valve of claim 10 wherein the floating main valve further
comprises a notch configured to receive the first pin in the locked
position.
14. The valve of claim 13 wherein the check valve further comprises
a baffle configured within the valve body, the baffle having
openings defined therein, wherein the openings provide a flow path
between the second port and the third port and wherein the baffle
is angled outwardly toward an inner surface of the valve body.
15. The valve of claim 14 wherein the check valve further comprises
a biasing member disposed within the valve body, the biasing member
biasing the floating main valve toward a normally open position
permitting flow from the second port to the third port.
16. The valve of claim 10 wherein the floating main valve is
configured to block flow from the first and second ports from
communicating with the third port in a closed position, wherein in
the closed position, a difference of pressure in the fuel tank and
a pressure at the third port is greater than a closing
pressure.
17. The valve of claim 16 wherein in the closed position, the first
pin is blocked by the floating main valve and precluded from
actuating, wherein energizing the first solenoid for actuation
while the floating main valve is in the closed position will
generate an error signal.
18. A valve configured for use in a fuel tank system having a fuel
tank and a canister, the valve comprising: a check valve having a
main valve body that defines a first port and a second port, the
first port being fluidly connected to the fuel tank and the second
port being fluidly connected to the canister, the check valve
selectively operating in each of (i) a tank venting condition, (ii)
a sealed condition and (iii) a refueling condition; a ball check
valve movably disposed in the main valve body, the ball check valve
having a check ball valve body and a check ball, wherein the check
ball moves between a seated position that inhibits flow through the
ball check valve and an unseated position that permits flow through
the check ball valve body; and a solenoid assembly that moves
between (i) an energized position that moves the check ball valve
body off the main valve body permitting flow from the fuel tank to
the canister in the refueling condition and (ii) a de-energized
position that permits the check ball valve body to form a seal with
the main valve body to inhibit flow around the check ball valve
body to the second port in both of the tank venting condition and
the sealed condition.
19. The valve of claim 18 wherein in the tank venting condition,
the check ball moves to the unseated position permitting flow
though the check ball valve body.
20. The valve of claim 19 wherein the check valve further comprises
a biasing member that biases the check ball valve body toward the
main valve body to form the seal with the main valve body to
inhibit flow around the check ball valve body to the second port.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of International Patent
Application No. PCT/US2014/049737 filed on Aug. 5, 2014, which
claims the benefit of U.S. Patent Application No. 61/862,501 filed
on Aug. 5, 2013, U.S. Patent Application No. 61/873,145 filed on
Sep. 3, 2013 and U.S. Patent Application No. 61/878,903 filed on
Sep. 17, 2013. The disclosures of the above applications are
incorporated herein by reference.
FIELD
[0002] The present disclosure relates generally to fuel tanks on
passenger vehicles and more particularly to a three way check valve
configured between a fuel tank, a canister and a filler neck.
BACKGROUND
[0003] Fuel vapor emission control systems are becoming
increasingly more complex, in large part in order to comply with
environmental and safety regulations imposed on manufacturers of
gasoline powered vehicles. Along with the ensuing overall system
complexity, complexity of individual components within the system
has also increased. Certain regulations affecting the
gasoline-powered vehicle industry require that fuel vapor emission
from a fuel tank's ventilation system be stored during periods of
an engine's operation. In order for the overall vapor emission
control system to continue to function for its intended purpose,
periodic purging of stored hydrocarbon vapors is necessary during
operation of the vehicle.
[0004] The background description provided herein is for the
purpose of generally presenting the context of the disclosure. Work
of the presently named inventors, to the extent it is described in
this background section, as well as aspects of the description that
may not otherwise qualify as prior art at the time of filing, are
neither expressly nor impliedly admitted as prior art against the
present disclosure.
SUMMARY
[0005] A valve configured for use with a fuel tank system having a
fuel tank and a filler neck includes a check valve and a solenoid.
The check valve can be disposed on the fuel tank and have a
floating main valve housed within the valve body. The valve body
can define a first port fluidly connected to the fuel tank. A
second port can be fluidly connected to a tank venting system of
the fuel tank. A third port can be fluidly connected to the filler
neck. The solenoid can be configured on the check valve and have a
pin configured to slidably extend into the valve body and engage
the floating main valve in a locked position.
[0006] According to additional features the floating main valve can
further comprise a notch configured to receive the pin in the
locked position. The check valve can further comprise a baffle
configured within the valve body. The baffle can have openings
defined therein. The openings can provide a flow path between the
second port and the third port. The baffle can be angled outwardly
toward an inner surface of the valve body. The check valve can
further comprise a biasing member disposed within the valve body.
The biasing member can bias the floating main valve toward a
normally open position permitting flow from the second port to the
third port.
[0007] In other features, the check valve can further comprise a
first o-ring disposed on the floating main valve and configured to
slidably communicate on the valve body. The check valve can further
comprise a second o-ring disposed on the floating main valve and
configured to engage the baffle in a closed position. The floating
main valve can be configured to block flow from the first and
second ports from communicating with the third port in a closed
position. In the closed position, a difference of pressure in the
fuel tank and a pressure at the third port is greater than a
closing pressure. In the closed position, the first pin can be
blocked by the floating main valve and precluded from actuating.
Energizing the first solenoid for actuation while the floating main
valve is in the closed position will generate an error signal.
[0008] A valve configured for use with a fuel tank system having a
fuel tank and a filler neck can include a check valve, a bypass
duct, a first solenoid and a second solenoid. The check valve can
be disposed on the fuel tank and have a floating main valve housed
within a valve body. The valve body can define a first port fluidly
connected to the fuel tank, a second port fluidly connected to a
tank venting system of the fuel tank, and a third port fluidly
connected to the filler neck. The bypass duct can fluidly couple
the first port and the third port. The first solenoid can be
configured on the check valve and have a first pin configured to
slidably extend into the valve body and engage the floating main
valve in a locked position. The second solenoid can be configured
on the check valve and have a second pin including a damper
configured at a distal end. The second solenoid can be configured
to energize between a first position wherein the damper inhibits
fluid communication through the bypass duct and a second position
wherein the damper permits fluid communication through the bypass
duct.
[0009] According to other features, the valve body can define a
first passage and a second passage. The first passage can permit
fluid communication from the first port to the bypass duct. The
second passage can permit fluid communication from the bypass duct
to the third port. A membrane can be disposed in the valve body
adjacent to the first port. The membrane can be configured to allow
at least one of air and vapor through and inhibits liquid from
passing through. The floating main valve can further comprise a
notch configured to receive the first pin in the locked
position.
[0010] In additional features, the check valve can further comprise
a baffle configured within the valve body. The baffle can have
openings defined therein. The openings can provide a flow path
between the second port and the third port. The baffle can be
angled outwardly toward an inner surface of the valve body. The
check valve can further comprise a biasing member disposed within
the valve body. The biasing member can bias the floating main valve
toward a normally open position permitting flow from the second
port to the third port. The floating main valve can be configured
to block flow from the first and second port from communicating
with the third port in a closed position. In the closed position, a
difference of pressure in the fuel tank and a pressure at the third
port can be greater than a closing pressure. In the closed
position, the first pin can be blocked by the floating main valve
and precluded from actuating. Energizing the first solenoid for
actuation while the floating main valve is in the closed position
will generate an error signal.
[0011] A valve configured for use in a fuel tank system having a
fuel tank and a canister according to one example includes a check
valve, a ball check valve and a solenoid assembly. The check valve
can have a main valve body that defines a first port and a second
port. The first port can be fluidly connected to the fuel tank and
the second port can be fluidly connected to the canister. The check
valve can selectively operate in each of (i) a tank venting
condition, (ii) a sealed condition and (iii) a refueling condition.
The ball check valve can be movably disposed in the main valve
body. The ball check valve can have a check ball valve body and a
check ball. The check ball can move between a seated position that
inhibits flow through the ball check valve and an unseated position
that permits flow through the check ball valve body. The solenoid
assembly can move between (i) an energized position that moves the
check ball valve body off the main valve body permitting flow from
the fuel tank to the canister in the refueling condition and (ii) a
de-energized position that permits the check ball valve body to
form a seal with the main valve body to inhibit flow around the
check ball valve body to the second port in both of the tank
venting condition and the sealed condition.
[0012] According to additional features, in the tank venting
condition, the check ball can move to the unseated position
permitting flow through the check ball valve body. The check valve
further comprises a biasing member that biases the check ball valve
body toward the check ball valve body to form a seal with the main
valve body to inhibit flow around the check ball valve body to the
second port.
[0013] A fuel tank system constructed in accordance to one example
of the present disclosure can include a fuel tank, a check valve
and a solenoid. The fuel tank can have a filler neck. The check
valve can be disposed on the fuel tank and have a floating main
valve housed within a valve body. The valve body can define a first
port fluidly connected to the fuel tank, a second port fluidly
connected to a tank venting system of the fuel tank and a third
port fluidly connected to the filler neck. The solenoid can be
configured on the check valve. The solenoid can have a pin
configured to extend into the valve body and engage the floating
main valve in a locked position.
[0014] According to additional features, the floating main valve
can further comprise a notch configured to receive the pin in the
locked position. The check valve can further comprise a baffle that
is configured within the valve body. The baffle can have openings
defined therein. The openings can provide a flow path between the
second port and the third port. The baffle can be angled outwardly
toward an inner surface of the valve body.
[0015] According to still other features, the check valve can
further comprise a biasing member disposed within the valve body.
The biasing member can bias the floating main valve toward a
normally open position permitting flow from the second port to the
third port. The check valve can further comprise a first o-ring
disposed on the floating main valve. The first o-ring can be
configured to slidably communicate on the valve body. The check
valve can further comprise a second o-ring disposed on the floating
main valve. The second o-ring can be configured to engage the
baffle in a closed position.
[0016] According to other features, the floating main valve is
configured to block flow from the first and second ports from
communicating with the third port in a closed position. In the
closed position, a difference of pressure in the fuel tank and a
pressure at the third port is greater than a closing pressure. In
the closed position, the pin can be blocked by the floating main
valve and precluded from actuating. Energizing the solenoid for
actuation while the floating main valve is in the closed position
will generate an error signal.
[0017] According to other configurations, the fuel tank system
further comprises a canister fluidly connected to the filler neck.
A fuel tank isolation valve can be fluidly connected to the
canister.
[0018] A fuel tank system constructed in accordance to another
example of the present disclosure can include a fuel tank, a check
valve, a bypass duct, a first solenoid and a second solenoid. The
fuel tank can have a filler neck. The check valve can be disposed
on the fuel tank and have a floating main valve housed within a
valve body. The valve body can define a first port fluidly
connected to the fuel tank, a second port fluidly connected to a
tank venting system of the fuel tank and a third port fluidly
connected to the filler neck. The first solenoid can be configured
on the check valve. The first solenoid can have a first pin
configured to extend into the valve body and engage the floating
main valve in a locked position. The second solenoid can be
configured on the check valve and have a second pin including a
damper configured at a distal end. The second solenoid can be
configured to energize between a first position wherein the damper
inhibits fluid communication through the bypass duct and a second
position wherein the damper permits fluid communication through the
bypass duct.
[0019] According to additional features, the valve body can define
a first passage and a second passage. The first passage can permit
fluid communication from the first port to the bypass duct. The
second passage can permit fluid communication from the bypass duct
to the third port.
[0020] According to other features, a membrane can be disposed in
the valve body adjacent to the first port. The membrane can be
configured to allow at least one of air and vapor through and
inhibit liquid from passing through.
BRIEF DESCRIPTION OF THE DRAWINGS
[0021] The present disclosure will become more fully understood
from the detailed description and the accompanying drawings,
wherein:
[0022] FIG. 1 is a schematic illustration of a fuel tank system
having a check valve constructed in accordance to one example of
the present disclosure;
[0023] FIG. 2 is a cross-sectional view of the check valve of FIG.
1;
[0024] FIG. 3 is a cross-sectional view of the check valve of FIG.
1 and shown in a first condition with the check valve normally
open;
[0025] FIG. 4 is a cross-sectional view of the check valve of FIG.
1 and shown in a second condition with the check valve energized in
a locked condition;
[0026] FIG. 5 is a cross-sectional view of the check valve of FIG.
1 and shown in a third condition with the check valve in a
mechanically closed position;
[0027] FIG. 6 is a cross-sectional view of the check valve of FIG.
1 and shown in a fourth condition with the check valve in a
mechanically closed position and with the solenoid being energized
resulting in an error signal;
[0028] FIG. 7 is a cross-sectional view of a check valve
constructed in accordance to additional features of the present
disclosure and having a second solenoid shown in a normally closed
position;
[0029] FIG. 8 is a cross-sectional view of the check valve of FIG.
7 and shown in a fifth condition with the valve mechanically closed
(see FIG. 5) and with the second solenoid energized opening a
bypass flow path;
[0030] FIG. 9 is a cross-sectional view of a check valve
constructed in accordance to additional features of the present
disclosure and having a membrane configured to permit air and vapor
to pass through while blocking liquid from passing through
[0031] FIG. 10 is a schematic illustration of a three way check
valve constructed in accordance to one example of the present
disclosure and shown configured between a fuel tank, a canister and
a filler neck;
[0032] FIG. 11 is a cross-sectional view of the three way check
valve of FIG. 10;
[0033] FIG. 12 is a cross-sectional view of the three way check
valve of FIG. 10 and shown in a first condition with airflow going
either to the filler neck and/or will open the check-valve to enter
the canister when the tank is pressurized and the canister and/or
filler-neck size is not pressurized or features a lower
pressure;
[0034] FIG. 13 is a cross-sectional view of the three way valve of
FIG. 10 and shown in a second condition when the fuel tank is
pressurized, the canister side of the valve is at a lower
temperature and the filler-neck side of the valve is
blocked/closed, the airflow out of the tank will open the
check-valve and flow to the canister;
[0035] FIG. 14 is a cross-sectional view of the three way valve of
FIG. 10 and shown in a third condition during a first filler neck
malfunction;
[0036] FIG. 15 is a cross-sectional view of the three way valve of
FIG. 10 and shown in a third condition during a second filler neck
malfunction;
[0037] FIG. 16 is a cross-sectional view of the three way valve of
FIG. 10 and shown in a third condition during a third filler neck
malfunction;
[0038] FIG. 17 is a cross-sectional view of a check-valve
constructed in a accordance to additional features and shown in a
normal vent position with the valve de-energized;
[0039] FIG. 18 is a cross-sectional view of the check-valve of FIG.
17 and shown in a shut-off position with the valve de-energized;
and
[0040] FIG. 19 is a cross-sectional view of the check-valve of FIG.
17 and shown in a refueling position with the valve energized.
DETAILED DESCRIPTION
[0041] With initial reference to FIG. 1, a fuel tank system
constructed in accordance to one example of the present disclosure
is shown and generally identified at reference number 10. The fuel
tank system 10 can generally include a fuel tank 12, a filler neck
14, a check valve 20, a canister 22 and a fuel tank isolation valve
(FTIV) 24. A first vapor line 25 is connected between the filler
neck 14 and the check valve 20. A second vapor line 26 is connected
between the filler neck 14 and the canister 22. A third vapor line
28 is connected between the canister 22 and the FTIV 24.
[0042] Turning now to FIGS. 2-4, the check valve 20 will be
described in greater detail. The check valve 20 can generally
include a valve body 30 that defines a first port 32, a second port
34 and a third port 36. The first port 32 fluidly connects the
check valve 20 to the fuel tank 12. The second port 34 is fluidly
connected to a fuel tank venting system 37. The third port 36 is
fluidly connected to the filler neck 14, the canister 22 and
ultimately the FTIV 24. An internal baffle 38 can be configured in
the valve body 30. The internal baffle 38 can define openings 39.
In the example shown, the internal baffle 38 has a generally angled
profile that urges flow toward an internal diameter of the valve
body 30.
[0043] The check valve 20 has a shuttle or floating main valve 40
that is configured to slidably traverse within the valve body 30 in
a direction left and right as viewed in FIGS. 2 and 3. A first
sealing member such as a first o-ring 44 is nestingly received in a
groove defined on the floating main valve 40. A second sealing
member such as a second o-ring 46 is disposed on an end face of the
floating main valve 40. The second o-ring 46 is configured to
selectively engage the baffle 38 when the check valve 20 is in a
mechanically closed position (FIG. 6). The geometry of the floating
main valve 40 is merely exemplary and other configurations are
contemplated.
[0044] A solenoid 50 can be disposed on the valve body 30. The
solenoid 50 can have a pin 52 that actuates through a passage
configured on the valve body 30 to engage a notch 56 on the
floating main valve 40. The pin 52 can actuate as a result of
energizing coils within the solenoid 50. A biasing member 60 can be
disposed in the valve body 30 and configured to bias the valve body
30 in a direction leftward as viewed in FIGS. 3 and 4.
[0045] With continued reference to FIG. 3, operation of the check
valve 20 in a first condition will be described. In the first
condition, the check valve 20 is in a normally open position.
Explained further, when the difference between a tank pressure,
p.sub.tank 70 and a pressure of the evaporative system outside of
the tank, p.sub.evap 72 is lower than a closing pressure, the check
valve 20 vents from the second port 34 to the third port 36. In one
example, the closing pressure can be 25 mbar. Other closing
pressures are contemplated. The biasing member 60 ensures that the
floating main valve 40 is biased toward an open position as shown
in FIG. 3. A pressure drop from p.sub.tank 70 to p.sub.evap 72 is
given by the tank venting system 37 and the pressure drop of the
check valve 20 from the second port 34 to the third port 36. As
shown, the p.sub.tank 70 within the valve body 30 leftward of the
floating valve 40 is equivalent to the p.sub.tank 70 in the fuel
tank 12.
[0046] With reference now to FIG. 4, operation of the check valve
20 in a second condition will be described. In the second
condition, the check valve 20 is in a locked condition where the
solenoid 50 is energized. When the solenoid 50 is energized while
the pressure between the p.sub.tank 70 and the p.sub.evap 72 is
less than the closing pressure, the pin 52 extends into the notch
56 of the floating main valve 40. When the pin 52 extends into the
notch 56, the floating main valve 40 is precluded from moving
horizontally as viewed in FIG. 4 and therefore, locked. Once the
main valve 40 is in a locked position, the pressure difference from
p.sub.tank 70 to p.sub.evap 72 will not have any effect on the
mechanical functions of the check valve 20. The second condition
can be used for refueling, depressurizing the fuel tank 12 and
other events where a high flow through the check valve 20 is
required.
[0047] Turning now to FIG. 5, operation of the check valve 20 in a
third condition with the check valve 20 in a mechanically closed
position will be described. When the solenoid 50 is not energized,
the check valve 20 will close when the difference of p.sub.tank 70
to p.sub.evap 72 is higher than the closing pressure. This
differential pressure will result in a force acting on the floating
main valve 40 against the spring force and urging the floating main
valve 40 rightward (as viewed in FIG. 5) until the check valve 20
is closed. In this third condition, the flow path from the fuel
tank 12 to the evaporative system outside of the fuel tank is fully
closed.
[0048] With reference now to FIG. 6, the check valve 20 is shown in
a fourth condition with the check valve 20 in a mechanically closed
position and with the solenoid 50 being energized resulting in an
error signal. When the check valve 20 is in the third condition
(see FIG. 5), and the solenoid 50 is energized, the pin 52 of the
solenoid 50 is precluded from actuating because it is blocked by
the floating main valve 40. The inability of the pin 52 from
actuating will result in an error signal being transmitted to a
control unit (not shown) of the vehicle.
[0049] Turning now to FIGS. 7 and 8 a fuel tank system constructed
in accordance to another example of the present disclosure is shown
and generally identified at reference 110. In general the fuel tank
system 110 can have similar components as discussed above with
respect to the fuel tank system 10 and are identified with
reference numerals increased by 100.
[0050] A check valve 120 can generally include a valve body 130
that defines a first port 132, a second port 134 and a third port
136. The first port 132 fluidly connects the check valve 120 to the
fuel tank 112. The second port 134 is fluidly connected to a fuel
tank venting system 137. The third port 136 is fluidly connected to
the filler neck, the canister and ultimately the FTIV (see filler
neck 14, canister 22 and FTIV 24, FIG. 1). An internal baffle 138
can be configured in the valve body 130. The internal baffle 138
can define openings 139. In the example shown, the internal baffle
138 has a generally angled profile that urges flow toward an
internal diameter of the valve body 130.
[0051] The check valve 120 has a shuttle or floating main valve 140
that is configured to slidably traverse within the valve body 130
in a direction left and right as viewed in FIG. 7. A first sealing
member such as a first o-ring 144 is nestingly received in a groove
defined on the floating main valve 140. A second sealing member
such as a second o-ring 146 can be disposed on an end face of the
floating main valve 140. The second o-ring 146 can be configured to
selectively engage the baffle 138 when the check valve 120 is in
the mechanically closed position (FIG. 7). The geometry of the
floating main valve 140 is merely exemplary and other
configurations are contemplated.
[0052] A first solenoid 150 can be disposed on the valve body 130.
The first solenoid 150 can have a first pin 152 that actuates
through a passage configured on the valve body 130 to engage a
notch 156 on the floating main valve 140 as discussed above. The
first pin 152 can actuate as a result of energizing coils within
the solenoid 150. A biasing member 160 can be disposed in the valve
body 130 and configured to bias the valve body 130 in a direction
leftward as viewed in FIG. 7.
[0053] A second solenoid 180 can have a second pin 182 that has a
damper 184 configured at a distal end. The second solenoid 180 is
in a normally closed position (FIG. 7) where the damper 184
sealingly closes a passageway 186 defined in a bypass duct 188. The
bypass duct 188 provides a flow path between a first opening 190
and a second opening 192 effectively creating a flow bypass between
the first port 132 and the third port 136. When the damper 184
sealingly closes the passageway 186, flow is precluded from passing
through the bypass duct 188 between the first and second ports 132
and 136.
[0054] Turning now to FIG. 8, when the check valve 120 is in the
mechanically closed position (FIGS. 5 and 7), the second solenoid
180 can be energized thereby opening the bypass duct 188. With the
bypass duct 188 open, flow is permitted between the first passage
190 and the second passage 192 effectively permitting flow between
the first port 132 and the third port 136. This flow will
pressurize the evaporative system pressure p.sub.evap 172 to the
same pressure as the tank pressure p.sub.tank 170. Once the
differential pressure is lower than the closing pressure, the
floating main valve 140 will automatically slide from a closed
position (FIG. 8), to an open position (FIG. 3). This movement is
caused by the biasing member 160 overcoming the force caused by the
differential pressure. While the configuration shown in FIGS. 7 and
8 incorporates two distinct solenoids, one or more solenoids may be
incorporated for achieving similar results. For example, a single
solenoid may be incorporated having multiple stages that allows a
single pin to actuate to multiple positions satisfying the same
function as described above with the operation of the first and
second solenoids 150 and 180.
[0055] With reference now to FIG. 9, a check valve 220 constructed
in accordance to additional features will be described. In general
the check valve 220 can have similar components as discussed above
with respect to the check valve 120 and are identified with
reference numerals increased by 100. In this regard, description of
like components will not be repeated. The check valve 220 includes
a membrane 194 that extends around the valve body 230 proximate to
the first port 232. Instead of incorporating the first o-ring 144
(FIG. 7), the membrane 194 can be incorporated adjacent to the
first port 232 isolating the first port 232 from a remainder of the
valve body 230. The membrane 194 can allow air or vapor through,
but inhibit liquid from passing therethrough. Therefore, the
membrane 194 can protect the system from a liquid leak from the
first port 232 and the third port 236.
[0056] Turning now to FIG. 10, a fuel tank system constructed in
accordance to another example of the present disclosure is shown
and generally identified at reference number 310. The fuel tank
system 310 can generally include a fuel tank 312, a filler neck
314, a check valve 320, a canister 322 and a fuel tank isolation
valve (FTIV) 324. A first vapor line 325 is connected between the
fuel tank 312 and the check valve 320. A second vapor line 326 is
connected between the check valve 320 and the filler neck 314. A
third vapor line 327 is connected between the check valve 320 and
the canister 322. A fourth vapor line 328 is connected between the
check valve 320 and the FTIV 324.
[0057] With reference now to FIGS. 11 and 12, the check valve 320
will be described in greater detail. The check valve 320 can
generally include a valve body 330 that defines a first port 332, a
second port 334 and a third port 336. The first port 332 fluidly
connects the check valve 320 to the fuel tank 312 by way of the
first vapor line 325. The second port 334 is fluidly connected to
the filler neck 314 by way of the second vapor line 326. The third
port 336 is fluidly connected to the canister 322 by way of the
third vapor line 327. An internal baffle 338 can be configured in
the valve body 330. The internal baffle 338 can define openings
339. In the example shown, the internal baffle 338 has a generally
angled profile that urges flow toward an internal diameter of the
valve body 330.
[0058] The check valve 320 has a shuttle or floating main valve 340
that is configured to slidably traverse within the valve body 330
in a direction left and right as viewed in FIGS. 11 and 12. The
geometry of the floating main valve 340 is merely exemplary and
other configurations are contemplated. A first sealing member such
as a first o-ring 344 can be positioned on one end of the floating
main valve 340. A second sealing member such as a second o-ring 346
can be positioned on an opposite end of the floating main valve
340. The first sealing member 344 is configured to selectively
engage the baffle 338 when the check valve 320 is in a mechanically
closed position (FIG. 14). A flapper door check valve 348 can be
provided on the floating main valve 340. The flapper door check
valve 348 can be normally closed by gravity and/or a biasing member
(not specifically shown). The second sealing member 346 is
configured to selectively engage the flapper door check valve 348
in the normally closed position (FIG. 11). A biasing member 360 can
be disposed in the valve body 330 and configured to bias the valve
body 330 in a direction leftward as viewed in FIG. 11.
[0059] With reference now to FIG. 12, operation of the check valve
320 in a first condition will be described. In the first condition,
the check valve 320 is in a refueling event. In the first condition
during a refueling event, if the fuel tank 312 is pressurized and
the canister 322 and/or the filler neck 314 is not pressurized or
features a lower pressure, the airflow could go either to the
filler neck 314 and/or will open the flapper door check valve 348
to get to the canister 322.
[0060] With reference now to FIG. 13, operation of the check valve
320 in a second condition will be described. In the second
condition, the check valve 320 is in a tank depressurization event.
If the fuel tank 312 is pressurized, the canister side of the
flapper door check valve 348 is at a lower pressure and the filler
neck side is blocked or closed, the air flow out of the fuel tank
312 will open the check valve 348 and flow to the canister 322.
This function would be needed to depressurize the fuel tank 312
through the canister 322.
[0061] With reference now to FIG. 14, operation of the check valve
320 in a third condition will be described. In the third condition,
the fuel tank 312 and the canister 322 are both pressurized and the
filler neck 314 would be opened by malfunction or manual override.
If the fuel tank 312 and the canister side of the check valve 348
are both pressurized and the filler neck side gets de-pressurized,
the airflow coming from the canister 322 will urge the check valve
348 closed and apply a force (rightward as viewed in FIG. 14) onto
the floating main valve 340 that will overcome the force of the
biasing member 360 and urge the floating main valve 340 closed.
Because the main valve 340 is closed, flow coming out of the fuel
tank 312 cannot escape to the filler neck 314 and therefore the
fuel tank 312 does not depressurize.
[0062] With reference now to FIG. 15, the check valve 320 is again
shown in the third condition. In this example, no pressure or flow
is coming from the canister 322. The floating main valve 340 stays
open. In FIG. 16, pressure or flow is coming from the canister 322.
The floating main valve 340 closes and tank pressure cannot
escape.
[0063] Turning now to FIGS. 17-19, a check valve 420 constructed in
accordance to additional features will be described. The check
valve 420 includes a main valve body 430 that defines a first port
432 and a second port 434. The first port 432 fluidly connects the
check valve 420 to the fuel tank (see fuel tank 312, FIG. 10 for
example). The second port 434 fluidly connects the check valve 420
to the canister (see canister 322, FIG. 10 for example). The check
valve 420 further includes a ball check valve 440, a main seal 442
and a solenoid assembly 444. The solenoid assembly 444 can include
a solenoid coil 446, an armature 448 and a biasing member 450. In
the example shown, the ball check valve 440 is integrated into the
main seal 442. In other examples, the ball check valve 440 can be a
discrete component from the main seal 442.
[0064] FIG. 17 illustrates the check valve 420 in a tank venting
condition. The solenoid coil 446 is de-energized. Flow goes from
the first port 432, through the ball check valve 440 and out the
second port 434. In tank venting, relatively low flow and low
pressure exists. In the tank venting condition shown in FIG. 17, a
sealing member such as an o-ring 458 configured on the check ball
valve body 460 is seated with the main valve body 430. The main
seal 442 therefore is sealed against the main valve body 430, by
way of the sealing member 458, inhibiting flow around the ball
check valve 440 in the tank venting position.
[0065] FIG. 18 illustrates the check valve 420 in a sealed
condition. The solenoid coil 446 is de-energized. The main seal 442
therefore is sealed against the main valve body 430, by way of the
sealing member 458, inhibiting flow around the ball check valve 440
in the sealed position. A check ball 464 of the ball check valve
440 is forced onto a seat 466 by a flow/tank-side pressure. No flow
therefore is permitted through the ball check valve 440 in the
sealed position. No flow from the fuel tank to the canister is
permitted. High pressure exists on the fuel tank side.
[0066] FIG. 19 illustrates the check valve 420 in a refueling
condition. The solenoid coil 446 is energized causing the ball
check valve 440 to move rightward in FIG. 19 and off of the sealing
member 458. Flow goes from the first inlet 432 through and around
the ball check valve 440. Additionally, flow is permitted through
the ball check valve in the refueling position. High flow, low
pressure exists in the refueling condition.
[0067] The foregoing description of the embodiments has been
provided for purposes of illustration and description. It is not
intended to be exhaustive or to limit the disclosure. Individual
elements or features of a particular embodiment are generally not
limited to that particular embodiment, but, where applicable, are
interchangeable and can be used in a selected embodiment, even if
not specifically shown or described. The same may also be varied in
many ways. Such variations are not to be regarded as a departure
from the disclosure, and all such modifications are intended to be
included within the scope of the disclosure.
* * * * *