Patent Application
20120074147
1. Field of the Invention
The present invention relates to fuel tank assemblies, more particularly to fuel tank assembly for marine vehicles and even more particularly to fuel cap sub-assemblies for fuel tank assemblies for marine vehicles.
2. Description of the Related Art
Closeable vapor vent 112 is a prior art solution used to deal with the interrelated issues of tank sealing and positive/negative pressure differences. More specifically, it is often desired to seal the tank in a pressure tight manner so that liquid fuel and/or fuel vapor does not escape the tank. For example, if the fuel in the tank will not be used for a long period, then it is generally desirable to seal the tank to avoid loss of fuel by evaporation to the atmosphere. On the other hand, if the tank is sealed then positive or negative pressures can develop and cause problems. For example, if there is a positive pressure in the vapor space, then the fuel cap may become difficult to remove and/or liquid fuel may spray out of the tank when the cap is removed to unseal the tank. As a further example, if the tank is sealed when the fuel is being used to fuel an engine, then a negative pressure may develop and cause the engine to malfunction due to the increasing difficulty of sucking fuel out of the tank against the increasing negative pressure.
Closeable vapor vent 112 is a passive device that allows a user to prevent and/or deal with positive or negative pressures. The closable vapor vent allows the user to unseal the tank in a carefully controlled manner so that air/vapor in the vapor space can exchange with air of the outside atmosphere. In other words, when the closeable vapor vent is closed by a user (and the cap is on), then the tank is sealed. When the closeable vapor vent is opened by a user, then the tank is unsealed. If there exists a pressure difference at the time the user opens the closeable vapor vent, then the pressure difference can be equalized smoothly and slowly to prevent adverse consequences, such as the spraying of fuel. If the user leaves the vent open (for example, during periods when the fuel is being consumed), then pressure differences will not develop. If the user closes the vent (for example, when the marine vehicle is in storage), then fuel will not be lost to the atmosphere, and any pressure difference can be dealt with by carefully opening the vent before using the marine vehicle again.
Although closeable vapor vent 112 is separate from cap 108 in fuel tank assembly 100, it is noted that in some conventional marine vehicle fuel tank assemblies, the closeable vapor vent and cap are formed together as a single sub-assembly.
As mentioned above, the closeable vapor vent of assembly 100 is a passive pressure equalization device because it relies on the user to decide when it is best to have the vent in the open position and when to have the vent in the closed position. However, it has been recognized that this reliance on the user can lead to problems when the user lacks knowledge or judgement or is forgetful. In response to this problem, another conventional marine vehicle fuel tank assembly 200, as shown in
Although air intake valve 214 and vapor exhaust valve 216 are each separate from cap assembly 208 in fuel tank assembly 200, it is noted that in some conventional marine vehicle fuel tank assemblies, one (or both) valves and that cap are formed together as a single sub-assembly.
The following publications may be prior art and may be of interest: (i) US patent (“USP”) U.S. Pat. No. 4,265,752 (“O'Banion”); (ii) U.S. Pat. No. 5,242,072 (“Koebernik”); (iii) U.S. Pat. No. 4,922,954 (“Blomquist”); (iv) U.S. Pat. No. 4,666,058 (“058 Harris”); (v) U.S. Pat. No. 4,787,529 (“529 Harris”); (vi) U.S. Pat. No. 5,116,257 (“Szlaga”); (vii) U.S. Pat. No. 4,498,493 (“493 Harris”); (viii) U.S. Pat. No. 5,108,001 (“001 Harris”); (ix) U.S. Pat. No. 6,886,597 (“Dragoni”); (x) U.S. Pat. No. 4,696,409 (“Vize”); and (xi) U.S. Pat. No. 4,796,777 (“Keller”).
Description of the Related Art Section Disclaimer: To the extent that specific publications are discussed above in this Description of the Related Art Section, these discussions should not be taken as an admission that the discussed publications (for example, published patents) are prior art for patent law purposes. For example, some or all of the discussed publications may not be sufficiently early in time, may not reflect subject matter developed early enough in time and/or may not be sufficiently enabling so as to amount to prior art for patent law purposes. To the extent that specific publications are discussed above in this Description of the Related Art Section, they are all hereby incorporated by reference into this document in their respective entirety(ies).
At least some embodiments according to one aspect of the present invention are directed to a fuel tank assembly that includes both of: (i) a passive, closeable vent; and (ii) active, automatic pressure equalization hardware (for example, an air intake valve and/or a vapor exhaust valve). In at least some embodiments according to this aspect of the present invention, the closeable vent is biased in the closed position. The closeable vent and/or the pressure equalization hardware are preferably built into the cap assembly.
According to a further aspect of the present invention, a fuel cap assembly: (i) defines a central axis, an axial direction, an angular direction and a radial direction; (ii) includes a fuel cap that is rotatable in the angular direction about the central axis; (iii) includes multiple ratchet teeth and ratchet tooth engagement hardware; and (iv) with the ratchet teeth extending and engaging with the ratchet tooth engagement hardware in the radial direction.
According to a further aspect of the present invention, a fuel cap assembly includes: (i) a removable fuel cap; (ii) a one piece tether member; and (iii) the fuel cap and tether assembly are sized and shaped so that the tether member locks into the removable fuel cap.
Various embodiments of the present invention may exhibit one or more of the following objects, features and/or advantages:
(i) use of both active and passive hardware to equalize fuel tank pressure allows the active hardware to be used to accommodate relatively large pressure differences (positive and/or negative), while the passive hardware allows a user to have the option of accommodating pressure differences smaller than those required to trigger the active hardware;
(ii) more refined and granular control of fuel tank pressure;
(iii) decreases probability that fuel will spray out of tank and/or end up in the environment;
(iv) reduces probability that that tethered fuel cap will be lost;
(v) reduces cost and/or complexity of tethered fuel cap; and
(vi) more space-efficient ratcheted fuel cop; and/or
(vii) reduces cost and/or complexity of ratcheted fuel cap.
According to an aspect of the present invention, a fuel tank assembly includes: a fuel tank (defining an interior space), a passive vent and active pressure equalization hardware. The passive vent is movable between: (i) an open position that opens a first air communication path between the interior space of the fuel tank and the external atmosphere, and (ii) a closed position that closes the first air communication path. The active pressure equalization hardware automatically and selectively opens at least a second air communication paths in response to a pressure difference between the interior space of the fuel tank and the eternal atmosphere.
According to another aspect of the present invention, a fuel cap assembly includes: a removable fuel cap; and fuel cap receiving hardware. The removable fuel cap includes a first cap member and a second cap member. The fuel cap receiving hardware is connected, shaped and/or located to removably engage the removable fuel cap. The removable fuel cap defines a central axis, an axial direction, an angular direction and a radial direction. The removable fuel cap and fuel cap receiving hardware are connected, shaped and/or located so that the removable fuel cap is removed by turning it in the angular direction and translating it in the axial direction. The first cap member includes a plurality of ratchet teeth. The second cap member includes at least one ratchet tooth engaging member. The plurality of ratchet teeth face and engage with the at least one ratchet tooth engaging member in the radial direction.
According to another aspect of the present invention, a fuel cap assembly is designed for use with a fuel tank. The fuel cap assembly includes: a fuel cap; and a tether member (made of a single piece of a single material). The tether member includes a cap-securement portion that is shaped, sized and/or located to be mechanically secured to the fuel cap. The tether member further includes a tethering portion that is shaped, sized and/or located to: (i) be accommodated within an interior space of the fuel tank when the fuel cap is engaged to seal the fuel tank, and (ii) to tether the fuel cap at location(s) spaced apart from a fueling opening in the fuel tank when the fuel cap is removed from the fuel tank for fueling. The tether member further includes an anchor portion sized, shaped and/or located to be held within the interior space of the fuel tank, and prevented by physical interference from exiting the interior space of the fuel tank through the fueling opening.
The present invention will be more fully understood and appreciated by reading the following Detailed Description in conjunction with the accompanying drawings (cross-hatching may be omitted on cross-section views for clarity of illustration purposes), in which:
The operation of fuel cap assembly 408 will now be discussed in more detail in connection with
The fuel cap controls vapor emissions by a system of valves. The intake valve allows ambient atmosphere into the tank to replace the volume of fuel consumed by the motor the intake valve doesn't allow vapors to escape. The exhaust valve will allow vapors to pressurize up to 5 PSI and release into the atmosphere above 5 PSI. The manual release valve allows the user to relieve any built up pressure in the tank to connect or disconnect fuel hoses, remove the cap, etc., safely without spraying or spilling liquid fuel. The cap contains a ratcheting feature to give the user an audible and tactile indication that the cap is seated and sealed properly on the tank. The tether assembly protects the valves from direct contact with liquid fuel due to splashing within the tank. Cap design is such that any vapors released through the bottom of the cap to minimize exposure to the user. The manual release valve is normally closed unless pressure is applied by the user. When the user removes the pressure to the button, it automatically releases and allows the valve to close using 2 sets of springs.
As shown in
When a user does press down on the exposed top of the release button member (in the direction of arrow P), then the button member and flange its flange are forced down to a lowered position against the bias of second spring 464 and first spring 460. In the lowered position, the vapor space comes into fluid communication with the external atmosphere. If there is a positive pressure in the vapor space, the vapor can escape through the space between the flange of the button member and the edge of the button receiving aperture. If there is negative pressure, then atmospheric air will be sucked into the vapor space in the opposite direction over the same air communication path.
When the manual release button is forced down to the lowered position, the venting path for air communication is shown by the thick, red, dotted curve as shown in
As best shown in
As best shown in
The tether design of
The fuel cap assembly of
As shown in
As shown in
As shown in
As shown in
Any and all published documents mentioned herein shall be considered to be incorporated by reference, in their respective entireties, herein to the fullest extent of the patent law. The following definitions are provided for claim construction purposes:
Present invention: means at least some embodiments of the present invention; references to various feature(s) of the “present invention” throughout this document do not mean that all claimed embodiments or methods include the referenced feature(s).
Embodiment: a machine, manufacture, system, method, process and/or composition that may (not must) meet the embodiment of a present, past or future patent claim based on this patent document; for example, an “embodiment” might not be covered by any claims filed with this patent document, but described as an “embodiment” to show the scope of the invention and indicate that it might (or might not) covered in a later arising claim (for example, an amended claim, a continuation application claim, a divisional application claim, a reissue application claim, a re-examination proceeding claim, an interference count); also, an embodiment that is indeed covered by claims filed with this patent document might cease to be covered by claim amendments made during prosecution.
First, second, third, etc. (“ordinals”): Unless otherwise noted, ordinals only serve to distinguish or identify (e.g., various members of a group); the mere use of ordinals shall not be taken to necessarily imply order (for example, time order, space order).
Mechanically connected: Includes both direct mechanical connections, and indirect mechanical connections made through intermediate components; includes rigid mechanical connections as well as mechanical connection that allows for relative motion between the mechanically connected components; includes, but is not limited, to welded connections, solder connections, connections by fasteners (for example, nails, bolts, screws, nuts, hook-and-loop fasteners, knots, rivets, quick-release connections, latches and/or magnetic connections), force fit connections, friction fit connections, connections secured by engagement caused by gravitational forces, pivoting or rotatable connections, and/or slidable mechanical connections.
To the extent that the definitions provided above are consistent with ordinary, plain, and accustomed meanings (as generally shown by documents such as dictionaries and/or technical lexicons), the above definitions shall be considered supplemental in nature. To the extent that the definitions provided above are inconsistent with ordinary, plain, and accustomed meanings (as generally shown by documents such as dictionaries and/or technical lexicons), the above definitions shall control.
Unless otherwise explicitly provided in the claim language, steps in method steps or process claims need only be performed in the same time order as the order the steps are recited in the claim only to the extent that impossibility or extreme feasibility problems dictate that the recited step order be used. This broad interpretation with respect to step order is to be used regardless of whether the alternative time ordering(s) of the claimed steps is particularly mentioned or discussed in this document—in other words, any step order discussed in the above specification shall be considered as required by a method claim only if the step order is explicitly set forth in the words of the method claim itself. Also, if some time ordering is explicitly set forth in a method claim, the time ordering claim language shall not be taken as an implicit limitation on whether claimed steps are immediately consecutive in time, or as an implicit limitation against intervening steps.
The present application claims priority to U.S. provisional patent application No. 61/318,842, filed on Mar. 30, 2010; all of the foregoing patent-related document(s) are hereby incorporated by reference herein in their respective entirety(ies).
| Number | Date | Country | |
|---|---|---|---|
| 61318842 | Mar 2010 | US |
