U.S. patent application number 17/092530 was filed with the patent office on 2021-02-25 for electronic venting in a saddle fuel tank.
This patent application is currently assigned to Eaton Intelligent Power Limited. The applicant listed for this patent is Eaton Intelligent Power Limited. Invention is credited to Vaughn K. Mills.
Application Number | 20210053437 17/092530 |
Document ID | / |
Family ID | 1000005199261 |
Filed Date | 2021-02-25 |
United States Patent
Application |
20210053437 |
Kind Code |
A1 |
Mills; Vaughn K. |
February 25, 2021 |
ELECTRONIC VENTING IN A SADDLE FUEL TANK
Abstract
A fuel tank system controlled by a control module and
constructed in accordance to one example of the present disclosure
includes a saddle fuel tank, and a venting assembly. The saddle
fuel tank has a first lobe and a second lobe extending on opposite
ends of a recessed central portion. The venting assembly comprises
a first vent line, a second vent line and a rotary actuator. The
first vent line has a first vent port located in the first lobe of
the saddle fuel tank near a top portion of the saddle fuel tank
above the recessed central portion. The second vent line has a
second vent port located in the second lobe of the saddle fuel tank
near a top portion of the saddle fuel tank above the recessed
central portion.
Inventors: |
Mills; Vaughn K.; (Chelsea,
MI) |
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Applicant: |
Name |
City |
State |
Country |
Type |
Eaton Intelligent Power Limited |
Dublin |
|
IE |
|
|
Assignee: |
Eaton Intelligent Power
Limited
Dublin
IE
|
Family ID: |
1000005199261 |
Appl. No.: |
17/092530 |
Filed: |
November 9, 2020 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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15782302 |
Oct 12, 2017 |
10828982 |
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17092530 |
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PCT/US2016/027226 |
Apr 13, 2016 |
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15782302 |
|
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62146660 |
Apr 13, 2015 |
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62161339 |
May 14, 2015 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60K 2015/03118
20130101; Y10T 137/86212 20150401; F02M 2025/0863 20130101; F16K
31/52416 20130101; B60K 15/035 20130101; B60K 2015/03276 20130101;
F16K 31/52408 20130101; B60K 15/03519 20130101; B60K 2015/03533
20130101; F02M 37/0094 20130101; B60K 2015/03302 20130101; B60K
2015/03561 20130101; F16K 31/0651 20130101; B60K 2015/03223
20130101; B60K 2015/0319 20130101; Y10T 137/7761 20150401; B60K
2015/03566 20130101; B60K 2015/03217 20130101 |
International
Class: |
B60K 15/035 20060101
B60K015/035; F16K 31/524 20060101 F16K031/524; F02M 37/00 20060101
F02M037/00; F16K 31/06 20060101 F16K031/06 |
Claims
1. A fuel tank system controlled by a control module, the fuel tank
system comprising: a saddle fuel tank having a first lobe and a
second lobe extending on opposite ends of a recessed central
portion; a venting assembly comprising: a first vent line having a
first vent port located in the first lobe of the saddle fuel tank
near a top portion of the saddle fuel tank above the recessed
central portion; a second vent line having a second vent port
located in the second lobe of the saddle fuel tank near a top
portion of the saddle fuel tank above the recessed central portion;
and a rotary actuator configured to rotate a cam, the cam
selectively translating a first valve configured to open and close
the first vent line and a second valve configured to open and close
the second vent line, wherein the first and second vent ports are
positioned in the respective first and second vent lobes above the
first and second valves; and wherein the control module sends a
signal to the rotary actuator to rotate the cam and therefore close
the first and second vent lines with the respective first and
second valves upon reaching a full fuel condition.
2. The fuel tank system of claim 1 wherein the cam is configured to
close one of the first and second valves.
3. The fuel tank system of claim 2 wherein the cam is configured to
concurrently close the first and second valves.
4. The fuel tank system of claim 1, further comprising the control
module, wherein the control module is positioned intermediate the
first and second vent ports on the saddle tank.
5. The fuel tank system of claim 4, further comprising: a liquid
trap, wherein the first and second vent lines are routed between
the respective first and second vent ports and the liquid trap.
6. The fuel tank system of claim 1, further comprising: a fuel
level sensor that communicates to the control module a signal
corresponding to the full fuel condition.
7. The fuel tank system of claim 6 wherein the fuel level sensor
comprises a first fuel level sensor disposed in the first lobe and
a second fuel level sensor disposed in the second lobe.
8. The fuel tank system of claim 1 wherein the first and second
valves are poppet valves.
9. A fuel tank system controlled by a control module, the fuel tank
system comprising: a saddle fuel tank having a first lobe, a second
lobe and a recessed central portion positioned between the first
and second lobes; a venting assembly comprising: a first vent line
having a first vent port located in the first lobe of the saddle
fuel tank above the recessed central portion; a second vent line
having a second vent port located in the second lobe of the saddle
fuel tank above the recessed central portion; and a rotary actuator
configured to rotate a cam, the cam selectively moving a first
valve that opens and closes the first vent line and a second valve
that opens and closes the second vent line, wherein the first and
second vent ports are positioned in the respective first and second
vent lobes above the first and second valves; and wherein the
control module sends a signal to the rotary actuator to rotate the
cam and therefore close the first and second vent lines with the
respective first and second valves upon reaching a full fuel
condition.
10. The fuel tank system of claim 9 wherein the cam is configured
to close one of the first and second valves.
11. The fuel tank system of claim 10 wherein the cam is configured
to concurrently close the first and second valves.
12. The fuel tank system of claim 9 wherein the control module is
positioned intermediate the first and second vent ports on the
saddle tank.
13. The fuel tank system of claim 12, further comprising: a liquid
trap, wherein the first and second vent lines are routed between
the respective first and second vent ports and the liquid trap.
14. The fuel tank system of claim 9, further comprising: a fuel
level sensor that communicates to the control module a signal
corresponding to the full fuel condition.
15. The fuel tank system of claim 14 wherein the fuel level sensor
comprises a first fuel level sensor disposed in the first lobe and
a second fuel level sensor disposed in the second lobe.
16. The fuel tank system of claim 9 wherein the first and second
valves are poppet valves.
17. A fuel tank system controlled by a control module, the fuel
tank system comprising: a saddle fuel tank having a first lobe, a
second lobe and a recessed central portion positioned between and
below the first and second lobes; a venting assembly comprising: a
first vent line having a first vent port located in the first lobe
of the saddle fuel tank near a top portion of the saddle fuel tank
above the recessed central portion; a second vent line having a
second vent port located in the second lobe of the saddle fuel tank
near a top portion of the saddle fuel tank above the recessed
central portion; and a rotary actuator that rotates a cam, the cam
selectively moving a first valve that opens and closes the first
vent line and a second valve that opens and closes the second vent
line, wherein the first and second vent ports are positioned in the
respective first and second vent lobes above the first and second
valves; and wherein the control module sends a signal to the rotary
actuator to rotate the cam and therefore close at least one of the
first and second vent lines with the respective first and second
valves based on a full fuel condition.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of U.S. patent
application Ser. No. 15/782,302 filed Oct. 12, 2017, which is a
continuation of International Application No. PCT/US2016/027226
filed Apr. 13, 2016, which claims the benefit of U.S. Patent
Application No. 62/146,660 filed on Apr. 13, 2015; and U.S. Patent
Application No. 62/161,339 filed on May 14, 2015. 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 fuel tank that allows
proper venting in a saddle fuel tank.
BACKGROUND
[0003] Proper venting and handling of fuel and fuel vapor is
required for fuel tanks. More particularly, fuel tanks must be
properly vented for passenger motor vehicles. Furthermore, fuel
tanks must properly account for containment of liquid fuel. A fuel
tank having a saddle geometry can present challenges for proper
venting. Saddle fuel tanks are popular among all-wheel-drive
powertrain configurations. A saddle tank has two independent lobes
often filled with fuel to different heights in different scenarios.
In some examples, the geometry of the saddle tank can cause the
fuel tank to incorrectly assume a full fuel condition based on fuel
level interaction with existing shut-off valve configurations.
While current offerings are satisfactory it would be desirable to
provide a system on a saddle fuel tank that vents independently of
the volume in either lobe while still accurately determining the
total fuel volume in the entire fuel tank.
[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 fuel tank system controlled by a control module and
constructed in accordance to one example of the present disclosure
includes a saddle fuel tank, and a venting assembly. The saddle
fuel tank has a first lobe and a second lobe extending on opposite
ends of a recessed central portion. The venting assembly comprises
a first vent line, a second vent line and a rotary actuator. The
first vent line has a first vent port located in the first lobe of
the saddle fuel tank near a top portion of the saddle fuel tank
above the recessed central portion. The second vent line has a
second vent port located in the second lobe of the saddle fuel tank
near a top portion of the saddle fuel tank above the recessed
central portion. The rotary actuator is configured to rotate a cam.
The cam selectively translates a first vent configured to open and
close the first vent line and a second valve configured to open and
close the second vent line. The first and second vent ports are
positioned in the respective first and second vent lobes above the
first and second valves. The control module sends a signal to the
rotary actuator to rotate the cam and therefore close the first and
second vent lines with the respective first and second valves upon
reaching a full fuel condition.
[0006] According to additional features, the cam is configured to
close one of the first and second valves. The cam can be configured
to concurrently close the first and second valves. The control
module can be positioned intermediate the first and second vent
ports on the saddle tank. The fuel tank system can further include
a liquid trap. The first and second vent lines can be routed
between the first and second vent ports and the liquid trap. The
fuel tank system can further include a fuel level sensor that
communicates to the control module a signal corresponding to the
full fuel condition. The fuel level sensor can comprise a first
fuel level sensor disposed in the first lobe and a second fuel
level sensor disposed in the second lobe. The first and second
valves can be poppet valves.
[0007] A fuel tank system controlled by a control module and
constructed in accordance to another example of the present
disclosure includes a saddle fuel tank, and a venting assembly. The
saddle fuel tank has a first lobe, a second lobe and a recessed
central portion positioned between the first and second lobes. The
venting assembly comprises a first vent line, a second vent line
and a rotary actuator. The first vent line has a first vent port
located in the first lobe of the saddle fuel tank above the
recessed central portion. The second vent line has a second vent
port located in the second lobe of the saddle fuel tank above the
recessed central portion. The rotary actuator is configured to
rotate a cam. The cam selectively moves a first valve that opens
and closes the first vent line and a second valve that opens and
closes the second vent line. The first and second vent ports are
positioned in the respective first and second vent lobes above the
first and second valves. The control module sends a signal to the
rotary actuator to rotate the cam and therefore close the first and
second vent lines with the respective first and second valves upon
reaching a full fuel condition.
[0008] A fuel tank system controlled by a control module and
constructed in accordance to yet another example of the present
disclosure includes a saddle fuel tank, and a venting assembly. The
saddle fuel tank has a first lobe, a second lobe and a recessed
central portion positioned between the first and second lobes. The
venting assembly comprises a first vent line, a second vent line
and a rotary actuator. The first vent line has a first vent port
located in the first lobe of the saddle fuel tank near a top
portion of the saddle fuel tank above the recessed central portion.
The second vent line has a second vent port located in the second
lobe of the saddle fuel tank near a top portion of the saddle fuel
tank above the recessed central portion. The rotary actuator
rotates a cam. The cam selectively moves a first valve that opens
and closes the first vent line and a second valve that opens and
closes the second vent line. The first and second vent ports are
positioned in the respective first and second vent lobes above the
first and second valves. The control module sends a signal to the
rotary actuator to rotate the cam and therefore close the first and
second vent lines with the respective first and second valves upon
reaching a full fuel condition.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] The present disclosure will become more fully understood
from the detailed description and the accompanying drawings,
wherein:
[0010] FIG. 1 is a schematic illustration of a saddle fuel tank
incorporating an electronic venting system and constructed in
accordance to one example of the present disclosure;
[0011] FIG. 2 is a schematic illustration of a saddle fuel tank
constructed in accordance to one example of prior art;
[0012] FIG. 3 is a schematic illustration of a saddle fuel tank
constructed in accordance to another example of prior art;
[0013] FIG. 4 is a schematic illustration of the fuel tank of FIG.
1;
[0014] FIG. 5A is a schematic illustration of a cam driven tank
venting assembly constructed in accordance to additional features
of the present disclosure and shown with the two vents in an open
position; and
[0015] FIG. 5B is a schematic illustration of the cam driven tank
venting assembly of FIG. 5A and shown with the two vents in a
closed position.
DETAILED DESCRIPTION
[0016] With initial reference now to FIG. 2, a fuel tank
constructed in accordance to one example of prior art is shown and
generally identified at reference 10. Fuel tank 10 is a saddle fuel
tank having a first lobe 12 and a second lobe 14. The first lobe 12
is configured as a fuel inlet side. During a refueling event, the
fuel is filled into the first lobe 12 before reaching a spillover
point 16 where it spills or cascades into the second lobe 14. The
second lobe 14 includes a fuel limit vent valve (FLVV) 20 having a
shut off point 22. The FLVV 20 controls the shut off point of fuel
during refueling based on a relationship between the level of fuel
and the shut off point 22. The second lobe 14 is where the fuel
tank 10 controls the shut-off height of the fuel during refueling.
However, in some instances after shut-off the first lobe 12 and the
second lobe 14 can have unequal fuel heights.
[0017] As shown in FIG. 3, a fuel tank 10A includes a venturi or
slave pump 30. The slave pump 30 can be incorporated in the first
lobe 12A to pump fuel from the first lobe 12A to the second lobe
14A. The second lobe 14A includes a fuel pump 34. The slave pump 30
will pump fuel from the first lobe 12A to the second lobe 14A to
level out the first and second lobes 12A and 14A. In this regard,
the slave pump 30 will operate to keep a similar level of fuel in
both of the first and second lobes 12A, 14A. In another
configuration, the slave pump 30 may pump fuel from the second lobe
14A to the first lobe 12A. In some scenarios however, the fuel
level will then be above the FLVV shut off point 22 (FIG. 2). The
shut off point 22 is submerged under fuel. When an amount of fuel
is used and a refuel event is desired, the FLVV 20 may still remain
shut off even if the tank is less than full. In such a scenario the
FLVV 20 has not reopened and therefore no vent pathway is available
to allow refueling.
[0018] Turning now to FIGS. 1 and 4, a fuel tank system constructed
in accordance to the present disclosure is shown and generally
identified at reference numeral 110. The fuel tank system 110
includes an electronic venting system 112 configured on a saddle
fuel tank 114. The saddle fuel tank 114 includes a first lobe 116
and a second lobe 118. The first lobe 116 and second lobe 118 can
generally define bulbous portions extending on opposite sides of a
recessed central portion 119. The electronic venting system 112 can
include a solenoid assembly 120 including a first solenoid 122 and
a second solenoid 124.
[0019] A control module 130 can control the first and second
solenoids 122 and 124. The first solenoid 122 is connected to a
first vent line 132. The second solenoid 124 is connected to a
second vent line 134. The first vent line 132 can terminate at a
first vent port 136. The second vent line 134 can terminate at a
second vent port 138. The vent ports 136 and 138 are controlled by
the first and second solenoids 122 and 124. The vent ports 136 and
138 can be positioned near a top portion 139 of the saddle fuel
tank 114. The top portion 139 can be located generally within the
respective first and second lobes 116 and 118 above the recessed
central portion 119. In this regard, the first and second vent
ports 136 and 138 are positioned in the respective first and second
vent lobes 116 and 118 above the first and second solenoids 122 and
124 of the saddle fuel tank 114.
[0020] A liquid trap 140 can include a pump 142 such as a venturi
pump or jet that drains liquid by way of a vacuum out of the liquid
trap 140 when the fuel pump is on. A mechanical liquid vapor
discriminating (LVD) valve 148 can be provided at the liquid trap
140. The LVD valve 148 can include a membrane filter positioned in
the internal housing cavity between an inlet and an outlet. The
membrane filter can be configured to prevent the passage of liquid
through the membrane and allow the passage of air and/or fuel vapor
through the membrane. The membrane may be a liquid discriminating
membrane. In once configuration, the membrane can be configured so
that it does not change the hydrocarbon concentration of the air
and/or fuel vapor that passes through the membrane. In other
configurations, the pump 142 in the liquid trap 140 can be
configured as a solenoid pump for clearing the liquid from the
liquid trap 140. A first fuel level sensor 150 can be disposed in
the first lobe 116. A second level sensor 152 can be disposed in
the second lobe 118.
[0021] During a refueling event with the fuel tank system 110, when
a level sensor 150 or 152 attains a predetermined status, the
control module 130 can send a signal to one or both of the first
and second solenoids 122 and 124 to close the first and second vent
lines 132 and 134 at the respective vent ports 136 and 138. While
level sensors 150 and 152 are illustrated, one in each lobe 116 and
118, it will be appreciated that fuel level may be determined
and/or communicated to the control module 130 in different ways
within the scope of the present disclosure. Once the vent ports 136
and 138 are closed, the venting in the fuel tank 114 shuts off and
the refilling fuel nozzle is, in turn, caused to shut off. The
solenoids 122 and 124 can close the first and vent lines 132 and
134 concurrently or individually. Because the vent ports 136 and
138 are at an elevated location on the fuel tank 114, they are
above the fuel level thus avoiding the limitations described above
with respect to the fuel tank 10 (FIGS. 1 and 2). In other words,
the level of the liquid in the fuel tank 114 will not interfere
with the vent ports 136 and 138. Further, as shown in FIG. 4, the
fuel may fill the first lobe 116 and subsequently spill over into
the second lobe 118. The venting will be open at the vent ports 136
and 138 allowing fuel filling to continue until reaching a
predetermined amount, such as identified by the level sensors 150
and 152. Thus, the configuration of the saddle tank will not have
an adverse effect of inadequate venting and possible fuel fill
issues.
[0022] The electronic venting system 112 provided by the fuel tank
system 110 can accurately identify a 100% full fuel condition
independent of the fuel height in either of the first and second
lobes 116 and 118. In this regard, the fuel tank system 110 can
repeatably attain a 100% fill condition as the vent ports 136 and
138 can only be closed based on the status of the first and second
solenoids 122 and 124.
[0023] With reference now to FIGS. 5A and 5B, a fuel tank system
210 constructed in accordance to another example of the present
disclosure is shown. The fuel tank system 210 can be constructed
similarly to the fuel tank system 110 described above except
instead of the control module 130 controlling first and second
solenoids 122 and 124, the control module 130 communicates with a
cam driven tank venting assembly 220. The cam driven tank venting
assembly 220 includes one rotary actuator 230 and a cam 232 to
selectively open valves 240 and 242. The valves 240 and 242 can be
poppet valves that are configured to open and close respective vent
lines 250 and 252. The vent lines 250 and 252 can be configured
similarly to the first and second vent lines 132 and 134 described
above and lead to respective vent ports. The cam 232 can be rotated
to a prescribed position where the desired valves 240 and 242 are
open or closed. In the example shown, the cam 232 is configured to
close both valves 240 and 242 concurrently in FIG. 5B corresponding
to a predetermined status being attained by the level sensors 150
and 152. It will be appreciated that the cam 232 can also be
configured to close one of the valves 240 and 242 depending upon
which lobe requires venting to be closed. The venting configuration
provided by the fuel tank system 210 can accurately identify a 100%
full fuel condition independent of the fuel height in either of the
first and second lobes (116, 118). In this regard, the fuel tank
system 210 can repeatably attain a 100% fill condition as the vent
ports (136, 138) can only be closed based on the status of the
valves 240 and 242.
[0024] The foregoing description of the examples 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 example are generally not limited to that
particular example, but, where applicable, are interchangeable and
can be used in a selected example, 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.
* * * * *