U.S. patent number 3,628,517 [Application Number 04/783,821] was granted by the patent office on 1971-12-21 for valve for evaporative loss control.
This patent grant is currently assigned to Eaton Yale & Towne Inc.. Invention is credited to George A. Soberski.
United States Patent |
3,628,517 |
Soberski |
December 21, 1971 |
VALVE FOR EVAPORATIVE LOSS CONTROL
Abstract
Apparatus for evaporative loss control employs a single
diaphragm-type valve which is operable in response to pressures
developed by fuel vapors, ambient conditions and engine vacuum to
control evaporative loss in an automobile fuel system.
Inventors: |
Soberski; George A. (Des
Plaines, IL) |
Assignee: |
Eaton Yale & Towne Inc.
(N/A)
|
Family
ID: |
25130495 |
Appl.
No.: |
04/783,821 |
Filed: |
December 16, 1968 |
Current U.S.
Class: |
123/520 |
Current CPC
Class: |
F02M
25/0854 (20130101) |
Current International
Class: |
F02M
25/08 (20060101); F02m 025/00 () |
Field of
Search: |
;123/120,121,136,139.8,139.2,139.17,140.2 ;103/5 |
References Cited
[Referenced By]
U.S. Patent Documents
|
|
|
2576894 |
November 1951 |
Van Ranst et al. |
3001519 |
September 1961 |
Dietrich et al. |
3093124 |
June 1963 |
Wentworth |
3460522 |
August 1969 |
Kittler et al. |
|
Primary Examiner: Goodridge; Laurence M.
Claims
What I claim as my invention is:
1. Apparatus for controlling evaporative loss in a fuel system
having a source of vacuum and a plurality of fuel reservoirs in
which there is a positive or negative fuel vapor pressure, said
apparatus comprising:
a housing defining a chamber;
absorbent material disposed in said chamber;
a first passageway in said housing in communication with said
chamber and adapted for fluid connection to one of said fuel
reservoirs;
a second passageway in said housing for communication with said
chamber and the atmosphere and adapted for fluid connection with a
second of said fuel reservoirs;
a third passageway in said housing in communication with said
chamber and adapted for connection to said source of vacuum;
and
valve means interposed between said second passageway and said
chamber, said valve means being in fluid communication with the
atmosphere and operable to connect said second passageway in fluid
communication with said chamber in response to positive pressure in
said second passageway and to the atmosphere in response to
negative pressure in said second passageway.
2. The apparatus defined in claim 1 wherein said absorbent material
is activated charcoal.
3. The apparatus defined in claim 1 wherein said absorbent material
is a shredded rubber compound.
4. The apparatus defined in claim 1 wherein said valve means
comprises a subhousing defining a valve chamber, a fourth
passageway having a port in said subhousing and in communication
with said chamber, a flexible diaphragm extending across said valve
chamber and dividing said valve chamber into first and second valve
chambers, the first valve chamber being in communication with the
atmosphere and the second valve chamber being in communication with
said second passageway, biasing means urging said diaphragm against
said port, and a passageway in said diaphragm for connecting said
first and second valve chambers in communication when said
diaphragm is flexed in response to a lower pressure in said second
valve chamber than in said first valve chamber.
5. The apparatus defined in claim 4 wherein said housing has an
annular groove therein and said diaphragm includes a peripheral
bead disposed in said groove, and wherein said subhousing includes
means for securing said bead in said annular groove.
6. The apparatus defined in claim 4, wherein said diaphragm
includes first and second portions, said passageway for connecting
said first and second valve chambers extending through said first
portion, and said biasing means includes a pressure plate adjacent
said first portion and spring means disposed between said pressure
plate and said subhousing for urging said diaphragm against said
port, and wherein a higher pressure in said second chamber than in
said first valve chamber is effective to urge said first diaphragm
portion against said pressure plate to close said connecting
passageway.
7. The apparatus defined in claim 4, wherein said housing includes
a hollow body portion for receiving said absorbent material, said
body including a closed end portion, a formed screen disposed
spaced apart from said end portion to form a chamber section which
is free of absorbent material, a pair of well-shaped portions in
said screen, said third passageway being in communication with said
chamber section, said first and fourth passageways extending into
separate ones of said well-shaped screen portions to communicate
with the absorbent material of said chamber.
8. The apparatus defined in claim 7, wherein said first and fourth
passageways include formed openings within said well-shaped screen
portions, said formed openings including a plurality of fluid
passages directed at an angle to the direction of the respective
passageways to obtain vapor dispersion.
9. The apparatus defined in claim 1, wherein said housing includes
a hollow body portion having an open end for receiving the
absorbent material, a ridge extending along the outer surface of
the body portion at its open end, filter means disposed adjacent
said absorbent material, a pressure plate having at least one hole
therethrough disposed against said filter means, spring means
bearing against said pressure plate, and a spring retaining means
having at least one hole therethrough disposed against said spring
means and including means engaging said ridge of said hollow body
portion.
10. The apparatus defined in claim 9, comprising another filter
disposed adjacent said spring retaining means and cover means
having at least one hole therethrough disposed against said other
filter means and including means engaging the engaging means of
said spring retaining means.
11. An evaporative loss controlled fuel system for an automotive
engine comprising, in combination,
a carburetor operatively connected to the engine including at least
two fuel vapor ports one of which is a vacuum port having a vacuum
during engine operation,
a fuel bowl connectable to the other of said fuel vapor ports for
containing an evaporative fuel,
a fuel tank for containing an evaporative fuel,
evaporative loss control apparatus for absorbing and releasing fuel
vapor including a housing defining a chamber, said chamber being in
communication with the atmosphere and with said vacuum port and
connectable for communication with said fuel bowl,
a venting switch for selectively connecting said fuel bowl in
communication with said other vapor port during engine operation
and with said chamber when said engine is not operating, and
valve means in said evaporative loss control apparatus, said valve
means including a flexible diaphragm in communication with the
atmosphere and with said fuel tank and being flexibly operable to
connect said fuel tank in communication with said chamber in
response to positive vapor pressure in said fuel tank, and to
connect said fuel bowl in communication with said chamber in
response to negative vapor pressure in said fuel tank.
12. The combination set forth in claim 11, comprising absorbent
material in said chamber for absorbing fuel vapors when said engine
is not operating and said valve means and said venting switch are
conditioned to connect said chamber in communication with said fuel
tank and with said fuel bowl.
13. The apparatus defined in claim 1, wherein said valve means
comprises a subhousing defining a valve chamber, a fourth
passageway having a port in said subhousing and in communication
with said chamber, a flexible diaphragm extending across said valve
chamber and dividing said valve chamber into first and second valve
chambers, said first valve chamber being in communication with the
atmosphere and said second valve chamber being in communication
with said second passageway, and biasing means urging said
diaphragm against said port, said diaphragm being moved against the
bias of said biasing means and away from said port in response to a
pressure in said second valve chamber that is above atmospheric
pressure.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to evaporative loss control apparatus, and
in particular to valve apparatus for controlling evaporative loss
in the fuel system of an automotive engine.
2. Description of the Prior Art
Evaporative loss control devices have found particular use in
automotive fuel systems to purge fuel vapors from the fuel
reservoirs during engine operation; to store vapors after engine
operation when the fuel system is in an immediate overheat
condition; and to return vapors to fuel reservoirs for condensation
after cool down of the system, in cooperation with the carburetor
and a vent switch of the automotive engine.
Heretofore, such apparatus employed at least two separate, but
cooperable valves to channel the air and fuel vapors between the
plurality of fuel reservoirs and the carburetor. In addition to the
obvious disadvantage of requiring additional parts, the provision
of a plurality of valves to provide the purging and venting
operations, has a number of other disadvantages. One of these is
the added design requirements for each valve and the cooperable
parts thereof. Furthermore, the additional number of parts requires
longer per unit assembly time. It is therefore desirable for
evaporative loss control apparatus to employ a single valve for
providing the venting and purging operations.
SUMMARY OF THE INVENTION
According to the invention, an evaporative loss control device
comprises a hollow housing which forms a chamber for holding an
absorbent material. The housing has an orifice therein forming an
air-purging passageway in communication between the chamber and the
atmosphere.
At the top of the housing are first and second passageways in
communication with the chamber. The first passageway is adapted for
connection to a carburetor line and through a vent switch to the
upper throat portion of a carburetor. The second passageway is
adapted for connection to a purge line which is in communication
with a vacuum port adjacent the butterfly valve in a lower throat
portion of the carburetor as a vacuum input to the device.
A third passageway at the top of the device is adapted for
connection to a fuel tank vent line. This third passageway is
provided in communication with either the chamber or the atmosphere
through a single dual-acting diaphragm valve in accordance with the
pressure differences between the atmosphere and the fuel tank.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention, its organization, construction and operation,
according to one illustrative embodiment thereof, will be best
understood from the following description taken in conjunction with
the accompanying drawings, in which:
FIG. 1 is a top plan view of an evaporative loss control device
according to the present invention;
FIG. 2 is an elevational view, in section, of the apparatus of FIG.
1 taken along the line II--II;
FIGS. 3 and 4 are more detailed views of the valve apparatus shown
in FIG. 2;
FIG. 5 is a modification of the apparatus of FIGS. 2, 3 and 4;
and
FIGS. 6-9 are schematic diagrams of an evaporative loss fuel vapor
system according to the present invention shown in various
operational modes of the associated automobile engine.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
In FIGS. 1-5, an evaporative loss control device is generally shown
at 10 as comprising a hollow canister-type housing 11 defining a
chamber 14 therein. Mounting flanges 12 having slotted tabs 13 are
provided for securing the device within the engine compartment of
an automobile.
Chamber 14 is filled with an absorbent material, preferably
activated charcoal or a shredded rubber compound for collecting
fuel vapors. At the lower end of device 10 and against the
absorbent material is a screen or porous material 15 against which
is located a pressure plate 16 having a plurality of holes 17
therein. A spring retainer 19 having a raised ridge portion 20
compresses spring 18 against the bottom of the pressure plate 16
and is secured to the hollow housing 11 by edge portions 22 and 23
which form a groove for accepting an annular ridge 24 at the lower
end of the housing. A removable plastic cover 25 having a large
opening 28 in the center thereof holds a filter 29 against the
spring retainer 19 and releasably engages the spring retainer 19 by
the overlapping portions 26 and 27 which overlappingly engage
portions 22 and 23 of the retainer. The air passage into the bottom
of the device 10 is therefore defined by opening 28, filter 29,
hole 21, holes 17 and screen 15.
At the top of the device 10, and adjacent the top surface of the
absorbent material is a screen 30 which is spaced from the top of
the chamber 14 by spacers 33 to define chamber 34 therebetween. The
top of the housing further defines a plurality of passageways
including a first passageway 37 which is defined by wall 36 of top
portion 35. Passageway 37 is adapted for connection to a fuel tank
line for venting and purging vapors with respect to the fuel tank.
Passageway 37 is in communication with a chamber 38 which is formed
between the top portion 35 of housing 11 and a rubber diaphragm 39
which is secured by its bead portion 51 which is held in groove 50
by a spring housing 57. The spring housing 57 is secured to the top
portion 35 by means of portions 59 forming a snap fit with an
annular groove 58 of the top portion 35.
Spring housing 57 holds spring 64 against a pressure plate 56
having an aperture 55a therein for receiving a snap button 55 of
diaphragm 39. The spring 64 therefore urges diaphragm 39 downwardly
against rounded end portion 49 of cylinder 41 formed in the upper
portion 35, the cylinder 41 extending downwardly into a well 32 of
screen 30 within the chamber 14.
Under conditions of positive pressure, symbolized by arrows 65 and
66, from the fuel tank line through passageway 37 into chamber 38,
diaphragm 39 and pressure plate 56 operate against the action of
the spring to open the seal between the flat portion 53 of the
diaphragm and the rounded end portions 49 of cylinder 41 to permit
fluid communication between the fuel tank and chamber 14 via a path
including passageway 37, chamber 38, passageway 40 of cylinder 41,
slots 42 at the lower end of cylinder 41 and the screen well
32.
Under conditions of negative pressure within the fuel line and
accordingly within passageway 37 and chamber 38, the spring 64
closes the above-mentioned path at end 49 of cylinder 41. Further,
ambient air pressure transmitted through slot 63 of portion 35,
filter 62, and holes 61 in spring housing 57 into chamber 60 acts
on a first flexible portion 52 of diaphragm 39 to flex portion 53
thereof sufficiently to provide a continuation of the just-traced
path through holes 54 of diaphragm 39 into chamber 38 and on
through passageway 37 to the fuel tank line.
FIG. 5 illustrates a variation of the valve shown in detail in
FIGS. 3 and 4 wherein a diaphragm 39a includes an annular
upstanding ridge as a seal against the pressure plate 56. The
operation of diaphragm 39a is substantially the same as that of the
diaphragm 39.
A top portion 35 has two additional passageways formed therein. One
of these passageways 43 is adapted for connection to a carburetor
line and communicates the carburetor line with chamber 14 by way of
slots 42 (for greater vapor dispersion) of a downwardly extending
portion of passageway 43. This passageway is for communication
between the throat of the carburetor and the chamber 14 by way of a
purge line 79, as illustrated in FIGS. 6-9, whereby a vacuum may be
supplied to the chamber 14.
Another passageway 45 has a depending cylindrical portion 47
defining a further passageway 46 having a slotted end (slots 48)
extending into screen well 31 of screen 30 within chamber 14, the
passageway 45 being adapted for connection to a line 73 for
providing communication between the chamber 14 and a vent switch 74
and a fuel bowl 75 of a carburetor, as also illustrated in FIGS.
6-9.
OPERATION
The various operational modes of the evaporative loss control vapor
system according to the present invention are shown in FIGS. 6-9
wherein a limited number of reference characters are employed for
sake of clarity.
FIG. 6 describes a condition wherein the automotive engine is
inoperative and cold, the fuel system also being cold and no fuel
vapors being generated in the fuel tank 81 or in the carburetor
hole 75.
Under such conditions, the butterfly valve 78 of carburetor 71 is
closed there being no vacuum supplied through purge line 79 to
passageway 43 of device 10. The vent switch 74 is positioned to
close line 72 which extends to the upper throat area of the
carburetor 71 and open to line 73 to place the fuel bowl 74 in
communication with chamber 14 via passageway 45. In FIGS. 6-9
reference 76 indicates fuel level and reference 77 indicates a fuel
line extending between the carburetor and the fuel of the fuel bowl
75. There being no pressure difference between the fuel tank 81 and
ambient conditions, diaphragm 39a is closed.
FIG. 7 illustrates the conditions of fuel system when the
automotive engine is in operation, the engine being on an hot and
the fuel system being sufficiently warm so that fuel vapors are
generated in the fuel tank 81 and the carburetor bowl 75.
Under these conditions, the diaphragm 39a is opened to the positive
pressures developed in fuel tank 81, symbolized by arrows 90. The
butterfly valve 78 is opened providing a vacuum through purge line
79 to passageway 43 of the loss control device 10. The vent switch
74 is opened to the carburetor, but closed to line 73 and
passageway 45. Therefore, vapors from tank 81 pass to the
carburetor over a path comprising line 80, passageway 57, chamber
38, passageway 40, chamber 14, passageway 43 and purge line 79. In
chamber 14 air is drawn in through hole 21, (symbolically
representing the holes and filters at the lower part of the
canister), the air being mixed with the fuel vapors 90 and the
material of chamber 14 being purged of fuel vapors by the vacuum
supplied by the carburetor.
FIG. 8 illustrates the condition of immediate overheat wherein the
engine has just been turned off and is still hot and the system is
hot wherein fuel vapors are still being generated to positive
pressures in the fuel tank 81 and the carburetor bowl 75.
In this situation, the butterfly valve 78 is closed and no vacuum
is supplied to chamber 14. The vent switch is closed to the
carburetor, but opened to lines 73 and passageway 43 into chamber
14 so that fuel vapors 90 may traverse this path into chamber 14.
Also fuel vapors 90 from fuel tank 81 establish a positive pressure
on the lower side of diaphragm 39a urging the diaphragm against the
action of spring 64 so that these vapors are also passed into the
chamber 14. In such a case the activated charcoal or shredded
rubber compound absorb these fuel vapors until the fuel system has
cooled sufficiently in that no further vapors are being
generated.
FIG. 9 illustrates the venting of the system to the atmosphere
under conditions of negative pressure wherein the engine if off and
has cooled down and the system fuel vapors are cooling sufficiently
for condensation.
In FIG. 9, a negative pressure is established in chamber 38 (see
FIG. 4) so that diaphragm 39a is flexed to the extent that fluid
communication is established between the atmosphere and the fuel
tank 81 over a path comprising holes 61, chamber 60, holes 54 of
diaphragm 39a, passageway 37 and fuel tank line 80. By this action,
any vapors within chamber 38, passageway 37 and fuel tank line 80
are forced back into the fuel tank 81 for condensation.
Inasmuch as the engine is off and the butterfly valve 78 is closed,
no vacuum is supplied to the chamber 14 via passageway 43; however,
fluid communication is established between the atmosphere and fuel
bowl 75 since vent switch 74 is opened to the evaporative loss
control device. Such communication comprises the path of hole 21,
chamber 14, passageway 43 and carburetor line 73, the negative
pressures established in the fuel bowl drawing air through hole 21
to force vapors over the just-traced path for condensation within
the fuel bowl.
Although I have described my invention by reference to specific
illustrations, many changes and modifications thereof will be
evident to those skilled in the art without departing from the
spirit and scope of my invention as set forth in the appended
claims.
* * * * *