Patent Application
20120070325
The present disclosure relates generally to fuel primer apparatus and, more particularly, to multi-layer primer apparatus and methods.
Government agencies (e.g., the Environmental Protection Agency) have enacted regulations to limit the amount of evaporative emissions emitted by boats and other marine vehicles during operation and/or non-operation. More specifically, government regulations (e.g., title 40 of the Code of Federal Regulations) have been enacted toward controlling diurnal evaporative emissions of marine vehicles. In particular, these regulations limit the amount of evaporative diurnal emissions that a marine vehicle may permissibly emit during a diurnal cycle (e.g., periods of non-operation).
During non-operation of a marine vehicle, for example, a fuel delivery system of the vehicle may be subjected to daily ambient temperature changes that may cause the release of hydrocarbons to the environment. Such emissions are commonly referred to as diurnal emissions and are considered hazardous to the environment. Often, vapor leakage is exacerbated by diurnal temperature cycles. For example, fuel leakage or emission of vapors may occur via permeation through various couplings of the fuel delivery system components. One such coupling may be a primer bulb or apparatus of the fuel system. When the pressure in the fuel tank increases during a diurnal cycle, the fuel vapors may fill the fuel line and may leak or escape to the environment via permeation through conventional or known primer apparatus.
In general, the example primer apparatus described herein may be used with marine crafts or vehicles and substantially reduce or prevent diurnal emissions through the primer apparatus. For example, an example primer apparatus described herein includes enhanced or improved evaporative emission control to substantially reduce diurnal emissions through a body of the primer apparatus. Additionally, the example primer apparatus is resilient to enable the body of the primer apparatus to return to its original shape when the body is deflected or compressed by a user and/or to prevent the primer apparatus from deforming or otherwise becoming inoperable due to deformation or damage that may be caused by temperature fluctuations.
In some examples, the example primer apparatus described herein is a multi-layer or dual layer primer apparatus. For example, the primer apparatus may include a body composed of a first or insert material having low permeation characteristics or rates to substantially reduce permeation of fuel vapor emissions via the primer apparatus when the primer apparatus is coupled to a fuel delivery system. For example, a primer apparatus described herein allows less than about 15 g/m2/day of permeated emissions. Additionally, the body may also include a second material or layer having relatively high strength and/or resiliency to enable the body to return to its original form or shape after a user deflects and releases the body. Further, the second material provides structural stability to prevent the primer apparatus from becoming deformed due to, for example, temperature fluctuations.
As used herein, the term “fluid” includes, but is not limited to, a liquid such as fuel (e.g., gasoline), a vapor such as fuel vapor (e.g., gasoline vapor), a gas (e.g., air) and/or any combination or mixture thereof.
Additionally, although not shown, the inlet 108 and/or the outlet 112 may include a fluid flow control device such as, for example, a check valve. For example, an inlet check valve (not shown) may be coupled to the inlet 108 to control fluid flow to the inner chamber 106 while preventing fluid flow from the inner chamber 106 to the inlet 108. Similarly, the outlet 112 may include an outlet check valve (not shown) to control fluid flow from the inner chamber 106 to the downstream equipment 114 while preventing fluid flow into the inner chamber 106 via the outlet 112 (e.g., prevents a reverse fluid flow).
In this example, the primer apparatus 100 or body 104 includes at least a dual layer body to define the inner chamber 106. In this example, the body 104 defines an oblong or elliptically-shape profile is flexible. In other examples, the body 104 may have a tubular shape, a spherical shape or any other shape to form or define the inner chamber 106. An overall thickness 118 of the body 104 may be, for example, between about 0.100 inches and 0.300 inches. In this example, the body 104 has a thickness 118 of about 0.180 inches. A body having, for example, a relatively greater thickness may be better suited for use in environments having relatively warm temperatures while a body having a relatively smaller thickness may be better suited for use in environments having relatively colder temperatures. More specifically, a relatively thinner body would remain flexible and thus, is easier to squeeze or deflect in colder environments.
As shown in this example, the body 104 includes a first or inner layer material 120 that may be coupled to, disposed within, embedded with and/or layered with a second or outer layer material 122. The first layer material 120 is composed of a material having low permeation characteristics and the second layer material 122 is composed of a material having relatively high strength and/or resiliency. For example, the first layer material 120 may include, but is not limited to, a fluoroelastomer material (e.g., a Fluorocarbon (FKM)), a fluoropolymer material (e.g., polytetrafluoroethylene), a nylon material, Acetal, a copolymer material (e.g., Ethylene Vinyl Alcohol) or any other material providing relatively low permeation characteristics (e.g., a permeation rate less than about 15 g/m2/day when exposed to temperatures between about 69° F. and 77° F. The second layer material 122, for example, may include, but is not limited to, a halogenated elastomeric material such as ECO, a Nitrile material, a rubber material, a plastic material, or any other material that provides relatively high strength and/or resiliency.
As shown, the second layer material 122 substantially surrounds (e.g., completely surrounds) the first layer material 120. The first layer material 120 may have a thickness 124 of between about 0.030 inches and 0.150 inches. In this particular example, the first layer material 120 has a thickness 124 of about 0.050 inches. The second layer material 122 may have a thickness 126 of between about 0.050 inches and 0.150 inches. In this particular example, the second layer material 122 has a thickness 126 of about 0.130 inches.
To provide additional structural support and/or strength to the body 104, the body 104 may include at least one rib 128 disposed on an outer surface 130 of the body 104 (i.e., an outer surface of the second layer material 122) that is substantially parallel or at an angle relative a longitudinal axis 132 of the body 104 and/or the body 104 may include at least one rib 134 on the outer surface 130 of the body 104 that is substantially perpendicular or at an angle relative to the longitudinal axis 132 and/or the rib 128. As shown, the example body 104 includes a first plurality of ribs 128a-f and a second plurality of ribs 134a-c along the outer surface 130 of the body 104.
Additionally or alternatively, an adhesive or bonding agent 136 may be disposed between the first layer material 120 and the second layer material 122 to facilitate adhesion between the different layers of material 120 and 122. For example, adhesion between the first and second layer materials 120 and 122 may be achieved via chemical or adhesion bonding by including an adhesive material or agent between the first and second layer materials 120 and 122.
In operation, volumetric changes (e.g., expansion) in the fuel tank 110 may cause pressure differentials within the fuel tank 110. For example, when the pressure of fuel and/or vapors in the fuel tank 110 increases, fuel vapors are released from the fuel tank 110 through the fuel system 102 (e.g., via the hose 116). In other words, an increase in pressure in the fuel tank 110 causes fuel vapors (e.g., containing hydrocarbons) in the fuel tank 110 to release or travel through fuel line 116 of the fuel system 102.
For example, during non-operation of a marine vehicle, the fuel system 102 may be subjected to daily ambient temperature changes that may cause or affect the pressure of the fuel and/or fuel vapors within the fuel system 102 (e.g., during diurnal temperature cycles). Diurnal emissions are evaporative emissions that are released due to daily temperature changes or cycles that may cause liquid fuel to become fuel vapor during the daylight hours and condensing fuel vapors to liquid during the night hours. More specifically, during a diurnal cycle, the temperature of the air decreases during the night hours, causing the pressure of the fuel and/or fuel vapors in the fuel tank 110 to decrease. When the pressure decreases, air is drawn into the fuel tank 110, which mixes with the fuel vapors. During the daylight hours, the temperature of the air may increase causing the pressure of the fuel and/or vapors in the fuel tank 110 to increase. Such an increase in pressure causes fuel leakage or emission of fuel vapors via the fuel system 102. As a result, the pressure cycling that occurs in response to such temperature changes causes the release of hydrocarbons from the fuel tank 110 to the environment via, for example, conventional or known primer apparatus or bulbs. For example, an increase in fuel tank pressure may cause the release of hydrocarbons or gasoline to travel to the primer apparatus and to the environment via the fuel line 116. Thus, known primer apparatus may not be in compliance with certain government standards if these apparatus fail to substantially restrict or prevent permeation of fuel vapors. For example, a known primer bulb is typically composed of materials that lack low permeation characteristics. On the other hand, a primer apparatus composed entirely of a low permeation material significantly increases the cost of a primer apparatus and such low permeation materials often lack sufficient resiliency, thereby causing the primer apparatus to deform or set from its original shape and become inoperable after a relatively small number of repeated deflections particularly at lower temperatures.
In contrast to known primer apparatus, the example primer apparatus 100 of
The first layer material 120 of the body 104 substantially prevents permeation of fuel vapor (e.g., diurnal emissions) traveling within the fuel system 102. For example, the primer apparatus 100 provides a fuel vapor permeation rate of less than about 15 g/m2/day at approximately 73° F. (+/−4° F.). Additionally, the second layer material 122 provides strength and/or structure for the first layer material 120 and substantially resists ozone attack, UV, etc. The second layer material 122 also provides a relatively high resiliency that prevents the body 104 from loosing spring back or flexibility when the primer apparatus 100 is exposed to temperature fluctuations and/or after repeated deflections by a user. Thus, the second layer material 122 prevents the first layer material 120 from deforming or setting when the body 104 is repeatedly deflected by a user.
Referring to
In other examples, the first layer material 120 may be integrally formed with, coupled to, embedded within, and/or disposed within the second layer material 122 via, for example, blow molding, rotational molding, insert molding, and/or any other suitable manufacturing process(es). For example, a first layer material composed of nylon may be formed via blow molding and a second layer material composed of rubber may be over molded with the first layer material to form an example primer apparatus described herein. Additionally or alternatively, any number of layers of the first layer material 120 and/or the second layer material 122 may be used to form the body of the primer apparatus 100. For example, a layer composed of the first layer material 120 having low permeation characteristics may be disposed between two layers composed of the second layer material 122 having a relatively high resiliency. In other examples, the primer apparatus 100 may include a plurality of layers composed of the first layer material 120 coupled to, embedded with, and/or disposed between a plurality of layers composed of the second layer material 122.
Although certain apparatus, methods, and articles of manufacture have been described herein, the scope of coverage of this patent is not limited thereto. To the contrary, this patent covers all apparatus, methods, and articles of manufacture fairly falling within the scope of the appended claims either literally or under the doctrine of equivalents.
