FUEL TANK LIQUID VAPOR DISCRIMINATOR WITH INTEGRATED OVER-PRESSURE
AND MAKE-UP AIR VALVES
Field
[001] This application relates to fuel system safety and emissions mechanisms.
More specifically, the application provides an integrated over-pressure relief and make-up
air valve in combination with a liquid vapor discriminator.
Background
[002] Current fuel system designs include piecemeal connections between various
valves, resulting in multiple failure points and leak paths. The piecing together of various
parts also results in inefficient use of space and system redundancies for such parts as
liquid return lines and connections. The assembly and mounting process for the various
parts is also complex because the parts are dispersed across the motive device.
[003] Some fuel tank designs include pressure relief in the inlet cap in the form of
a vent to the atmosphere. This pollutes the environment and permits evaporation of fuel
from the tank. The current designs do not permit pressure relief to be filtered in an
environmentally friendly way. Current designs also do not permit concurrent vacuum relief,
pressure relief, and roll-over liquid protection. Nor do the current designs package the
concurrent functions in an integrated assembly.
SUMMARY
[004] The systems and methods disclosed herein improve the art by way of
integrating one or both of an over-pressure relief valve and a make-up air valve with
contemporaneous liquid blocking from a roll-over valve. Environmental concerns are
addressed by way of a liquid vapor discriminator in line with a charcoal canister (EVAP
canister). Integrating the functions in a single valve housing results in a simplified system
layout and reduced number of total components. Further improvements integrate a fuel-fill
sleeve with at least an over-pressure relief valve and a roll-over valve.
[005] A valve assembly comprises a roll-over valve comprising a float, a roll-over
spring, a roll-over sealing member, a float sleeve and an orifice. The roll-over valve is
configured for fluid exchange through the float sleeve and through the orifice, and is
configured for the float to rise in liquid to abut the sealing member against the orifice. An
over-pressure relief valve comprises an over-pressure seal, an over-pressure seat and an
over-pressure spring biasing the over-pressure seal towards the over-pressure seat. A
make-up air valve comprises a make-up seal selectively biased against a make-up seat. A
lower housing is connected to the roll-over valve and comprises a fluid vent connected to
drain fluid by passing the fluid through the float sleeve. An upper housing is sealed against
the lower housing. The upper housing comprises a fluid pathway, biases the over-pressure
seal towards the lower housing to block fluid flow between the fluid pathway and the fluid
vent, and receives the make-up air valve. The make-up seal is biased to block fluid flow
between the fluid pathway and the fluid vent. A liquid trap connects the over-pressure relief
valve and the make-up air valve to the fluid vent.
[006] Another fuel system comprises a fuel tank interface comprising at least one
tank recess a mid-plate or a tank post is affixed to the at least one tank recess. The valve
assembly abuts the fuel tank interface. A lid plate is mounted to the mid-plate or to the tank
post to secure the valve assembly to the fuel tank interface. A hinged fuel tank lid is
mounted to the lid plate. The fuel tank lid comprises at least a lid seal for sealing against the
tube.
[007] Another integrated valve assembly comprises a lower housing, comprising a
valve seat, a hollow cylinder, and a fluid pathway at least partially surrounding the hollow
cylinder. A liquid trap is in fluid communication with the fluid pathway. A fluid vent connects
to drain fluid from the liquid trap. An upper housing is sealed against the lower housing. The
upper housing comprises a hollow cylindrical tube formed through the upper housing. The
tube is fitted within the hollow cylinder. A roll-over valve comprises a float, a roll-over spring,
a roll-over sealing member, a float sleeve and an orifice. The roll-over valve is configured
for fluid exchange through the float sleeve and through the orifice, and is configured for the
float to rise in liquid to abut the sealing member against the orifice. The roll-over valve is
positioned to receive fluid from the liquid trap and to direct received fluid to the fluid vent. An
over-pressure relief valve comprises an over-pressure seal, an over-pressure seat and an
over-pressure spring biasing the over-pressure seal towards the valve seat.
[008] A method for drop-down installation of an integrated valve assembly in a
fuel tank, comprises affixing a mid-plate to a tank with a fuel tank interface. An integrated
valve assembly is placed into the fuel tank interface, the placing comprising tilting the
integrated valve assembly to first introduce a roll-over valve of the integrated valve
assembly into the fuel tank interface, aligning a port of the integrated valve assembly with a
port gap of the fuel tank interface, and leveling the integrated valve assembly with the fuel
tank interface such that the port protrudes through the port gap. An upper housing of the
integrated valve assembly is parallel with the fuel tank interface. A lid plate is placed on top
of the integrated valve assembly and the lid plate secures the integrated valve assembly to
the mid-plate. A fuel tank lid is attached to the lid plate.
[009] Additional objects and advantages will be set forth in part in the description
which follows, and in part will be obvious from the description, or may be learned by
practice of the disclosure. The objects and advantages will also be realized and attained by
means of the elements and combinations particularly pointed out in the appended claims.
[010] It is to be understood that both the foregoing general description and the
following detailed description are exemplary and explanatory only and are not restrictive of
the claimed invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[01 1] Figure 1 is a schematic of a prior art fuel system.
[012] Figures 2A-2D are schematics of exemplary fuel systems comprising a ro ll
over valve (ROV), an over-pressure relief valve (OPR), and a make-up air valve (MUA).
[013] Figure 3A shows a valve assembly where the MUA can draw make-up air
from the canister port.
[014] Figure 3B shows a valve assembly where the MUA can draw make-up air
from an alternate vent.
[015] Figure 4 shows an alternative valve assembly where the MUA can draw
make-up air from the canister port.
[016] Figures 5A-5C show an alternative valve assembly and first through third
flow paths.
[017] Figure 6 shows another valve assembly with alternative porting.
[018] Figures 7A-7C show flow paths for an alternative integrated valve assembly.
[019] Figures 8A & 8B are alternative views of the integrated valve assembly of
Figure 7A.
[020] Figure 9 is another cross-section of an integrated valve assembly.
[021] Figure 10A is an exploded view of an integrated valve assembly.
[022] Figures 10B & 10C are exploded views of a fuel tank incorporating an
integrated valve assembly and a fuel tank lid 113.
[023] Figures 11A-1 1D illustrate placing an integrated valve assembly into a fuel
tank interface.
[024] Figure 12 is a cross-section of an integrated valve assembly including a fuel
tank lid.
[025] Figures 13A & 13B show an alternative integrated valve assembly including
a fuel tank lid.
[026] Figure 14 is a cross-section of the example of Figures 13A & 13B.
[027] Figure 15 is a flow chart of a method of assembling an integrated valve
assembly in a fuel tank.
DETAILED DESCRIPTION
[028] Reference will now be made in detail to the examples, which are illustrated in
the accompanying drawings. Wherever possible, the same reference numbers will be used
throughout the drawings to refer to the same or like parts. Directional references such as
"left" and "right" are for ease of reference to the figures.
[029] Emissions and safety regulations are beneficial for protecting consumers and
the environment. However, compliance with regulations requires the addition of parts to
existing systems. Instead of a piecemeal addition of those parts, and instead of introducing
multiple leak paths through T-connectors and hose lines, applicant proposes integration of
parts for ease of compliance. By packaging multiple functions together, it is easier to find
space on the end-user machine.
[030] At times, applicant references "make-up air or "air," and this should be
understood to mean intake or fresh air. But, make-up air can further include gaseous matter
from the fuel tank or from the combustion process or both. Mixtures of fresh air and
combustion waste can form make-up air, such as by including extracted matter from the
charcoal canister. Fluid can comprise one or both of liquids or vapors, and the vapors can
comprise air or fuel vapors.
[031] As shown in Figure 1, a prior art fuel tank 10 can include an inlet cap 13 that
includes pressure relief. The pressure relief allows fuel vapors to exit the tank 10 should
the fuel 12 evaporate and expand beyond predetermined limits. Liquid fuel 12 can be drawn
from the tank to a carburetor 14 and then to the engine 15 for combustion via liquid fuel line
11. This layout is typical of many two-wheel vehicles such as motorcycles and mopeds.
[032] In order to provide greater safety and protection for two-wheel vehicles, such
as motorcycles and mopeds, and for three or four wheel vehicles such as all-terrain
vehicles (ATV), automobiles and other powered devices having a fuel tank, such as tractors
and lawn-mowers, Applicant proposes the system architectures shown in Figures 2A-2D.
[033] In Figure 2A, a fuel tank 20 comprises an inlet cap 24 and an internally
mounted valve assembly 23 that can be, for example, flush mounted or drop-in assembled
to the fuel tank 20. The inlet cap 24 can, but no longer requires, an independent ROV
because over-pressure in the tank can now be relieved via the valve assembly 23. The
valve assembly can include a liquid trap to return sloshed liquid fuel or condensed fuel
vapor to the tank 20. Valve assembly 23 can comprise, as alternative internals, the
components of Figures 3A-6. To permit internal mounting of the valve assembly, where ro ll
over protection is located inside the fuel tank, the nozzles of Figures 3A-6 can be removed,
repositioned, or modified to permit drop-in assembly of the valve assembly 23 in to the fuel
tank 20.
[034] As shown in Figures 7A-14 and Figure 2D, the valve assembly can be
integrated with the inlet cap to form an alternative internally mounted integrated valve
assembly. The inlet cap 24 in Figure 2D can thus further comprise refueling components,
such as fuel fill shut off mechanisms. A vapor fuel line 2 1 connects between the valve
assembly 23 and a canister 25, such as a charcoal or EVAP canister. The canister 25
connects the vapor fuel line 2 1 to a purge valve 26, which is either "blind" (mechanical) or
controlled via vehicle electronics. The vapor fuel line 2 1 also connects to the carburetor 27.
The carburetor 27 has a liquid fuel line 11 to the tank 20 and to the engine 28. The liquid
fuel line 11 allows for extracting fuel 22 from the tank 20 for combustion in the engine.
Purge valve 26 may alternatively be omitted: For example, the canister 25 can be plumbed
to a vacuum source line at the carburetor 27 with a metered orifice to provide vacuum flow
across the canister 25 during engine 28 operation.
[035] Because of the complexities of mounting and maintaining an internal valve,
Figures 2B and 2C propose externally mounted valve systems that connect the valve
assembly exteriorly to the fuel tank 20. Instead of individual hose lines, T-connectors, and
mounting brackets to attached singular ROV, OPR, OVR, and liquid trap, the integrated
alternatives of Figures 3A-6 are mounted outside of the fuel tank 20. The fuel tank 20
comprises the inlet cap 24 mounted to the tank or distanced from the tank by a refueling
neck. Vapor fuel line 2 1 connects to the tank and to the external valve assembly 23. The
valve assembly 23 is connected to the fuel tank via appropriate nozzles and liquid and
vapor fuel lines 11, 2 1. A liquid fuel line 11 connects the fuel 22 to the carburetor 27, which
supplies fuel 22 to the engine 28. Purge valve 26 may alternatively be omitted, as
discussed above.
[036] In Figures 2A-2D, alternatives are possible, such as direct injection of fuel to
the engine, or such as use of an inlet manifold, thus omitting or supplementing carburetor
27. Additional parts, such as a fuel pump or in-tank fuel sender, or such as a liquid return
line from the valve assembly 23 to the fuel tank 20, are omitted for clarity. It is to be
understood that, in the externally mounted configurations, liquid fuel can enter the vapor
line from the fuel tank to the valve assembly, and the liquid can return to the tank or be
directed to the combustion process by appropriate liquid traps and line connections. The
liquid redirection can be used in the internally mounted configurations, though the valve
assemblies include gravimetric return of liquid to the tank. While a canister port and a fuel
tank port are used in the examples for brevity, the valve assemblies 23 can be connected
via their ports to a variety of liquid or vapor processing mechanisms, for example, one or
more of a carburetor, intake manifold, fuel shut-off mechanism, high pressure vapor line,
low pressure vapor line, fuel sender, a liquid trap, or a filter such as a charcoal filter or
EVAP canister.
[037] The valve assembly 23 comprises a make-up air valve (MUA) 40, which is a
one-way valve. MUA 40 permits air or other gasses to enter the fuel tank 20 to make-up for
fuel 22 extracted for combustion and can also be used for over vacuum relief when fuel
vapors condense. An over-pressure relief (OPR) valve 60 is connected to the vapor fuel line
2 1 to permit outgassing when the vapors in the line exceed a first predetermined pressure.
The OPR 60 "cracks" (opens) to release excess pressure, but is biased closed below the
predetermined pressure. A roll-over valve (ROV) 50 is also present to prevent liquid fuel 22
from entering the canister 25 in the event that the fuel tank 20 is tipped or in the event liquid
otherwise accumulates in the vapor fuel line 2 1. During normal operation, for example when
a vehicle is upright and liquid has not entered ROV 50, ROV 50 is in a default open position
that permits equalization of pressure between the fuel tank 20 and canister 25. MUA 40 and
OPR 60 are biased in closed positions and open, respectively, when there is an under
pressure or over-pressure condition in fuel tank 20 that is not otherwise remedied by vapor
flow through ROV 50. The MUA 40 and OPR 60 are designed to prevent liquid fuel from
exiting through the valve assembly 23 but for exceeding the seal set point of the OPR 60.
[038] The canister 25 can be further connected in several alternative ways. As
shown in Figure 2B, canister can be connected to an air supply 29, which can be the
atmosphere. The canister can also connect to an exhaust gas conduit to filter engine
exhaust. Since it is beneficial to the environment to filter any over-pressure relief gasses,
the canister is connected to the valve assembly 23. A liquid fuel trap is used to prevent
liquid fuel from contaminating the canister 25. To assist with exhaust vapor consumption,
the MUA 40 can also be connected to the canister 25, as shown in Figure 2C.
[039] Figure 3A illustrates a valve assembly 23 including an integrated OPR 60,
MUA 40, and ROV 50. A port 30 connects to the canister 25, which is preferably a charcoal
or EVAP or like filter. The port 34 can be omitted when internally mounting the valve
assembly, and the hole 330 fluidly communicates with the fuel tank 20. The port 34 can also
be connected to the tank 20 via an appropriate line connection. It is beneficial to use gravity
to drain fuel 22 back to the fuel tank 20 via port 34. But, when valve assembly is externally
mounted, the port 34 connects to the fuel tank 20 to direct fuel 22 back to fuel tank 20.
Ports 30 and 34 are connected to the valve assembly, for example, by integrally molding
them to the housing halves, by snap-fit, press-fit or weld, and with or without one or more orings.
The OPR 60 is physically integrated with MUA 40 using a movable substructure 70.
MUA 40 is located within OPR 60 and actuated by ball 4 1. An upper spring 6 1 is biased
against an upper housing 3 1 and a movable substructure 70. A first recess 3 11 surrounds
upper spring 6 1 and guides it. Float sleeve 32 includes an intermediate recess 325 for
seating and guiding movable substructure 70. The movable substructure 70 is illustrated as
a cylindrical body with an internal passage 7 1 for sliding movement of ball 4 1. A seat 72
comprises a taper in the internal passage 7 1 to seat the ball 4 1 and seal the internal
passage 7 1 against the passage of vapors. A recess 75 seats the upper spring 6 1. An outer
cylindrical lip 77 guides the movable substructure 70 in the intermediate recess 325 and
prevents lateral motion of the upper spring 6 1.
[040] If vapor pressure from the tank 20 via port 34 exceeds a first predetermined
value, the pressure exceeds the upper spring 6 1 spring force and the movable substructure
70 raises up, thereby venting to the vapor fuel line 2 1 between lower tessellations 73 of the
substructure 70 and upper ridges 322 of float sleeve 32. This provides over-pressure relief
to prevent fuel tank rupture during conditions such as high heat fuel vapor expansion or a
collision to the fuel tank. Unlike prior designs, the over-pressure relief is provided regardless
of whether the ROV 50 is activated, because the ROV sealing member 54 does not seal
against the passageway 324 to the integrated OPR and OVR valve. Thus roll-over
protection is provided simultaneously with over-pressure and over-vacuum relief. Should a
user lean their vehicle in a way that triggers the sealing of the ROV 50, the user continues
to benefit from OVR and OPR protections. While a small amount of fuel could exit the OPR
60 during an event such as a collision or overheating of an overturned fuel tank, the
instantaneous pressure relief possible through OPR 60 prevents a much larger fuel leak
that would occur with fuel tank rupture. The location of the integrated OPR 60 and MUA 40
parallel to the passageway 317 from the ROV 50 permits gravitational return of liquid fuel to
the tank 20 when the OVR float 52 moves away from the passageway 317. Thus, it is
possible to omit or to use a liquid trap between the canister 25 and the valve assembly 23
so that any liquid released during over-pressure relief can drain back to the tank 20 without
contaminating the canister 25 and without need to adjust the set points of the MUA 40 or
OPR 60.
[041] When a vacuum occurs in the fuel tank 20, such as by fuel extraction for
combustion or by fuel tank cooling, the make-up valve ball 4 1 activates. That is, the ball 4 1
in the movable substructure 70 moves away from the tapered ball seat 72 to let make-up air
or other gasses pass to the fuel tank 20. Alternatively to a ball shape, ball 4 1 can be
replaced with a disc or sheet. In this embodiment, the make-up air is drawn through port 30
from the canister and in to the fuel tank 20. Unlike prior designs, MUA 40 also activates
regardless of whether ROV 50 is activated or not. That is, when liquid lifts float 52 and
raises sealing member 54 to block passageway 317 thus activating and closing ROV 50,
make-up air can still enter the tank through passageway 324. Thus, valve assembly 23
prevents fuel tank collapse in conditions such as when a user tilts the vehicle to park or
service it. Because MUA 40 is biased closed in the presence of liquid or vapor fuel, no liquid
fuel exits through MUA 40 in a tilted or roll-over condition. One-way flow is assured because
only a vacuum condition below a second predetermined pressure value will open MUA 40
for flow into the fuel tank.
[042] ROV 50 includes a float 52 in a lower housing 33. A float sleeve 32 is seated
in lower housing 33 and guides the float 52 along float recess 326. Float sleeve 32 provides
further recesses and coupling surfaces to integrate the ROV, OPR, and MUA via one or
more of press fits, snap fits, and weld-ready seams. Lower housing 33 includes a floor 333.
If a roll-over event occurs, a spring 53 is biased against the floor 333 to push the float 52
and affiliated sealing member 54 upwards to prevent fluid from crossing through
passageway 317 and out through chamber 340. ROV 50 is normally open because the
weight of the float 52 overcomes the force exerted by spring 53, but in the case of sufficient
liquid ingress, the buoyancy of float 52 assists the spring 53 in raising the float 52. The
sealing member 54 alternatively can be a sealing ring, a flexible strip, or tape.
[043] As show in in Figure 3A, valve assembly 23 comprises MUA 40 internal to
OPR 60. The operational components share a first recess 3 11 in upper housing 3 1 and an
intermediate recess 325 in float sleeve 32. The housing sleeve integrates the vapor
passage 324 in the intermediate recess 325, and the float sleeve 32 receives the float 52 of
the ROV 50 in a float recess 326. The lower housing 33 receives and surrounds the float
sleeve 32 and provides a floor 333 for ROV spring 53. By integrating the upper housing 3 1,
float sleeve 32 and lower housing 33 in to a one-piece construction via such mechanisms
as press fit, snap fit, and/or ultrasonic welding, OEM and user integration is simplified, and
a unified assembly provides multiple functions to an otherwise crowded fuel system. O-rings
and other seals are preferably included to improve vapor seal and reduce vapor leak paths.
[044] Figure 3B illustrates an alternative valve assembly 23. A wall 328 separates
chamber 340 from integrated OPR 60. The wall 328 abuts outer cylindrical lip 77, as
illustrated, or is molded to abut upper housing 3 1. ROV 50 activates as above. However,
OPR 60 provides emergency relief and vents excess pressure via vent 350. While an
instantaneous fluid expulsion is possible, or a fuel vapor expulsion is possible, the fuel tank
is protected against rupture. Also as above, MUA 40 is biased closed, but a vacuum
condition at port 34 draws ball 4 1 away from ball seat 72 and make-up air can be drawn
through vent 350 to relieve the vacuum. Alternatively, vent 350 includes a liquid trap, filter
material, or porting or is directly vented to atmosphere.
[045] Figure 4 illustrates another valve assembly 23. O-ring 84 provides a seal
between lower housing 33 and float sleeve 32. A pin 42 in the movable substructure 70
prevents the ball from falling out of the internal passage 7 1 and limits the mobility of the ball
4 1. Ports 30 and 34 are molded to lower housing 33. Also illustrated is an alternative
location for passageway 317. Should the float 52 and seal 54 remain lowered, vapor can
escape between gaps in lower tessellations 73 of the movable substructure 70 and upper
ridges 322 of float sleeve 32. Vapor reaches port 30 by passing between wall 329 in float
sleeve 32 and movable substructure 70 and a gap 327 between wall 329 and cap 3 1. But if
the passageway 317 is sealed by seal 54, pressure can lift movable substructure 70 to
break the seal at tessellations 73.
[046] Figure 5A shows an alternative housing arrangement and tank venting
during normal vehicle operation. In this example, porting is machined in to an upper housing
8 1 and a lower housing 82, and the halves are sealed together with the cooperation of orings
84 or other gasket materials in appropriate glands 85. Plug 83 seals a machining port
819 to prevent vapor passage out of upper housing 8 1. Plug 83 can alternatively be
replaced with a nozzle for directing flow to more than one location. Nozzles 86, 87 are also
connected with appropriate o-rings or other seals for connectivity for liquid or vapor flow.
While barbed nozzles are illustrated, other valve stems can be used, such as quickconnect.
The nozzles may alternatively be co-formed with respective upper housing 8 1 and
lower housing 82, such as by molding.
[047] Flow paths are shown using arrows in Figures 5A-5C. Figure 5A depicts the
release of vapors from fuel tank 20 through the first flow path in a normal condition—i.e.,
when ROV 50 is open. Vapor enters nozzle 86 from the fuel tank 20, and vent along
pathway 827 to pass through the open liquid/vapor discriminator ROV 50, to port 819, and
to the canister port 87. Similar to Figure 3A, float 52 rests towards or against a lower seat
824 when no liquid is present. The lower seat 824 also biases a float spring 53 to lift the
float 52 in the presence of liquid. A float sleeve 5 1 is seated in the lower recess 823 of the
lower housing 82. Sealing member 54, which can be a ring, tape, or other seal, rests
against the float 52 and does not block upper orifice 55 of float sleeve 5 1. The fuel vapors
pass through the upper orifice 55 in to ROV porting 8 17 in the upper housing 8 1, then the
vapors exit nozzle 87 to, for example, canister. In Figures 4 & 5A, the ROV, make-up air
and OPR valves are not activated and are biased closed.
[048] Upper housing 8 1 comprises an upper recess 8 11 for receiving a portion of
the combined make-up and over-vacuum relief valve. The upper recess 8 11 includes an
upper seat 812 for seating upper spring 6 1. The movable substructure 70 projects in to the
upper recess 8 11 when the movable substructure 70 is lifted by appropriate vapor pressure,
as shown in Figure 5B.
[049] Figure 5B illustrates the flow of vapors through the second flow path of valve
assembly 23 wherein the over-pressure relief function and the roll-over protection function
are contemporaneous. Fuel vapors enter port 86 and vent in to pathway 827. Vapors rise in
to pathway 825 and exceed a first predetermined amount of vapor pressure, which
overwhelms upper spring 6 1 of OPR valve 60. The movable substructure 70 lifts to unseal,
and vapors traverse gaps between the tessellations 73, 64 between the base of the
movable substructure 70 and the insert 62. Alternatively, insert 62 can be omitted and
tessellations 64 can be formed directly in lower housing 82. The vapors traverse a gap
between a sidewall of the insert 62 and the movable substructure 70 and exit an OPR port
815 in upper housing 8 1. Vapors are then directed as above to nozzle 87.
[050] The movable substructure 70 includes OPR tessellations 73 for sealing
against a vapor leak path with lower insert surface tessellations 64. The lower insert 62 is
otherwise cup-shaped to seat in OPR recess 822 via press fit and to seal against the OPR
recess 822 to prevent vapor leak paths. OPR O-ring 88 seats in OPR gland 89 to assist
with the vapor sealing. The lower insert 62 is seated around a portion of the movable
substructure 70, and the movable substructure 70 can reciprocate in a common portion
between the OPR recess 822 and the upper recess 8 11.
[051] Movable substructure 70 includes internal passage 7 and a tapered ball seat
72 for providing a vapor seal with make-up air ball 4 1. Upper spring 6 1 surrounds an upper,
semi-conical portion of the movable substructure 70. And, lip 79 of substructure 70 prevents
lateral motion of upper spring 6 1.
[052] In Figure 5B, ROV 50 is activated, and consequently the first flow path is
closed: The float 52 is illustrated in the activated position, such that the ROV spring 53
beneath the ROV float 52 is extended and sealing member 54 rises up to block upper
orifice 55 of float sleeve 5 1. Should liquid traverse the combined MUA/OVR valve, the liquid
can collect in OPR port 815, which functions as a liquid trap to return fluid to pathways 825
and 817. Should the liquid overwhelm the OPR port 815, the liquid cannot reach the
canister nozzle 87 without encountering an opportunity to drain through the ROV 50 via
ROV porting 817 and back to tank via vent pathway 827. Thus, ROV porting 817 functions
as a liquid trap within the valve assembly. As above, over-pressure and over vacuum relief
are available to the fuel tank despite active roll-over protection at ROV 50. Since both MUA
40 and OPR 60 are biased closed, roll-over fluid cannot exit the valve absent an extreme
condition, such as overheating of the fuel tank or an impact to the fuel tank. And, over
vacuum relief is afforded without fuel leakage, even in the roll-over condition, because air
flow will be drawn in to the tank, but flow out of the tank will seat ball 4 1 against tapered ball
seat 72. Thus, the fuel tank is protected against collapse and rupture.
[053] In Figure 5C, a third flow path includes reverse flow for make-up air entering
port 87 and exiting port 86. ROV 50 is closed. The reverse flow of gasses from, for
example, canister 25 to MUA 40 provides selective make-up air to the fuel tank 20. Thus,
when fuel 22 is extracted from the fuel tank 20, a vacuum occurs in the fuel tank 20 and this
second predetermined pressure draws the ball 4 1 in the movable substructure 70
downward to open a vapor passageway. When the vacuum is alleviated, the ball rises up
from vapor pressure to return to a position blocking the passageway. Liquid ingress from
the tank can also lift ball 4 1 back in to place.
[054] Figure 6 illustrates another integrated assembly. An alternative vent 850 is
included in upper housing 8 1. Instead of venting to canister via nozzle 87, over-pressure
vapors from OPR 60 vent to alternative vent 850, and make-up air from MUA 40 is drawn
through alternative vent 850. A nozzle can be included at vent 850 to direct expulsed liquid
or vapors to, for example, a filter or a liquid or vapor trap, or the vent 850 can be directly
exposed to atmosphere. Upper housing 8 1 is machined to permit venting of fuel vapors
during normal operation to, for example, canister 25 via nozzle 87, but wall 813 separates
vent 850 from the canister flow path, and fluid or vapor flow to the canister port 87 is not
possible when the ROV 50 is closed. A modified machining port 819 connects to nozzle 87.
Machining port 819 can be closed via plug 83 with o-rings. Optionally, an additional
machining port 831 can be included and plugged via additional plug 830. Alternatively, the
valve assembly 23 can be simplified by placing nozzle 87 at the location of additional plug
830 and omitting machining ports 819 from upper housing 8 1. The three ports extending
from ROV port 817 and the vent 850 permit fuel vapors to be directed to a larger number of
vapor processing mechanisms.
[055] As above for Figures 3A-4, the OPR, OVR, and ROV functions of the
examples of Figures 5A-6 are integrated in to a single, housed assembly. Press fit, snap fit,
welding or other methods are implemented to deter unwanted leakage out of the assembly
and to unify the assembly. The parallel layout of Figures 5A-6 permits integration of ROV
porting 817 and orifice 55 in to upper housing 8 1, such as by molding or machining, to
eliminate float sleeve 5 1. This simplifies manufacture and complements integration of insert
62 in to lower housing 82.
[056] In carburetor fuel injected 2-wheeler architecture, it is possible to externally
mount the valve assembly 23. Being externally mounted to the vehicle, outside of the fuel
tank, these valves are serviceable. However, this type of arrangement is associated with
aesthetic, safety, and canister protection challenges. Such an external mounted valve
connects with the help of several hose lines and thus may result in more emissions to the
environment through these lines. By integrating three valves in to one package, the number
of line connections are reduced over the prior art and the number of externally mounted
parts are reduced over the prior art. This makes the serviceable valve assembly easier for a
vehicle supplier to integrate and safer for the user and for the environment.
[057] With reference to Figure 2D, the functionality of valve assembly 23, as
depicted, for example, in Figures 3A-6 can be integrated into a vehicle fuel cap receiving
assembly, such as with integrated valve assembly 100 of Figures 7A-14. Safety, canister
protection, aesthetics, and multiple hose line connection issues are addressed in the
internally mounted system including integrated valve assembly 100. In addition to ROV
functionality, integrated valve assembly 100 traps and drains sloshing liquid, and performs
over-pressure relief and under-pressure relief. Several hose connections are eliminated
with this design. The integrated valve assembly 100 is a modular solution that overcomes
packaging constraints when installing a valve into an existing tank by reducing the overall
footprint for the valves. Modularity is enhanced because valve features, such as spring
pressures, ROV layout, and valve seal type can be customized for the end user without re
tooling the fuel tank 20. This is particularly beneficial to 2-wheeler vehicles, which comprise
a compact assembly and limited size fuel tank. It also addresses product manufacturing
challenges that arise when a ROV is affixed directly to a fuel tank. The integrated valve
assembly 100, by integrating the fuel cap with liquid trap, ROV, MUA, and OPR, greatly
simplifies manufacture of fuel tank access and user safety devices.
[058] While integrated valve assembly 100 is described for use with All-Terrain
Vehicles (ATVs), motorcycles, mopeds, and scooters, other vehicles such as automobiles,
SUVs, and trucks can also benefit from integrated valve assembly 100 when the fuel-fill
neck is lengthened, integrated with, or connected to, the integrated assembly 100 to
account for differences in the distance between the fuel cap and the fuel tank.
[059] Figure 7A is a cross-section of integrated valve assembly 100, which
illustrates vapor flow to canister 25 when ROV 150 is open. That is, Figure 7A depicts the
flow of vapors through the first flow path of integrated valve assembly 100. In addition to
ROV 150, integrated valve assembly 100 includes OPR valve 160, MUA 140, lower housing
180, upper housing 181 , and port 130. Preferably, lower housing 180 and upper housing
181 are each integrally molded. A fueling neck is a cylindrical fuel receiving tube 187 that
forms the innermost portion of upper housing 181 , and comprises a tapered fuel funnel 189
at the uppermost portion of tube 187. Lower housing 180 includes a hollow cylindrical
portion 188 to receive cylindrical fuel receiving tube 187 of upper housing 181 . Upper
housing 181 is fitted within lower housing 180. Lower housing 180 includes receptacle 186
to receive ROV 150.
[060] The first, second and third flow paths proceed through receptacle 186. The
first flow path proceeds through the base of an installed ROV 150 when it is open, such as
through vents 1590. The second and third flow paths proceed through second flow path
opening 151 in upper housing 181 and through upper vents 159 of ROV 150. Second flow
path opening 151 is a vent formed through a wall of receptacle 186 of lower housing 180.
[061] The integrated valve assembly 100 is configured to be installed underneath
the fuel tank lid 113. This conceals the safety devices from the user experience and permits
a vehicle manufacturer to retain design features of the fuel tank lid 113. Integrated valve
assembly 100 is preferably located at a topmost position of the tank 20, such as illustrated
in Figure 2D, which ensures it does not submerge into the fuel but for a roll-over condition.
Sloshed fuel drains back into the fuel tank 20 after being captured in a liquid trap 170.
When fuel tank lid 113 is opened, fuel 22 can be introduced into the fuel tank through the
center space of fuel funnel 189 and cylindrical fuel receiving tube 187. While not illustrated,
the integrated valve assembly 100 can interface with or further integrate refueling features,
such as nozzle shut-off mechanisms. Or, the diameters of the fuel funnel 189 and cylindrical
fuel receiving tube 187 are selected to trigger the shut-off mechanism of a fuel dispensing
nozzle.
[062] As depicted in Figure 7A, a recess 185 that is roughly ring shaped is formed
between upper housing 181 and lower housing 180 to circulate fuel or vapors around the
exterior of cylindrical fuel receiving tube 187. OPR valve 160 is formed from and within
upper housing 181 . MUA 140 is formed from and between the surfaces of upper housing
181 and lower housing 180. The recess 185 is illustrated with a stepped-down portion
beneath the MUA 140 to include a liquid trap 170. The liquid trap 170 connects with a notch
or other step-down beneath OPR 160 to permit fluid drain between the upper housing 180
and the lower housing 181 so that fluid can drain to receptacle 186 and out ROV150. The
liquid trap 170 can also be designed with a slant to gravitationally direct liquid fuel away
from MUA 140 and towards ROV 150. Fluid and vapor can circumscribe the cylindrical fuel
receiving tube 187 using the ring-shaped recess 185 and the liquid trap 170. Under normal
operating conditions or when the vehicle is tilted on, for example, a kickstand, minimal liquid
is able to enter the second flow path opening 151 and the ROV is able to perform its
function of preventing corking of downstream valves and preventing flooding of the vapor
path. Leakage of fuel during a roll-over condition is also prevented because the ROV150,
OPR 160 and MUA 140 do not permit fuel to leave the tank. This is an improvement over
prior art designs that permit free access between the tank and tank lid by way of open
vents.
[063] Figure 7B is a cross-section of integrated valve assembly 100, which
illustrates vapor flow to the atmosphere through the second flow path. This occurs, for
example, when vents 1590 of ROV 150 are covered by fuel or the fluid connection from port
130 to canister 25 is undermined, thereby closing off the first flow path. In these
circumstances, integrated valve assembly 100 relieves the over-pressure condition through
second flow path opening 151 , upper vents 159, orifice 555, and OPR valve 160, as shown
in Figs. 8A and 9B.
[064] Figure 7C illustrates air being drawn from the atmosphere through the third
flow path. This occurs, for example, when ROV 150 is closed or the fluid connection from
port 130 to canister 25 is undermined, thereby closing off the first flow path. In these
circumstances, integrated valve assembly 100 relieves the under-pressure condition by
sucking in air through MUA valve 160 into recess 185. Such make-up air is drawn through
upper vents 159 and through second flow path opening 151 , or through orifice 555 and
vents 159.
[065] Figures 8A & 8B depict an example of the relative positioning and
circumferential distribution of MUA 150, OPR 160, ROV 150, and port 130. The
circumferential distribution about the cylindrical fuel receiving tube 187 can be adjusted for
design purposes, though maximizing the distance between second flow path opening 151
and port 130 permits the most room for gravitational drain of liquid fuel. Fingers and
grooves for snap-fittings are also illustrated.
[066] Figure 9 is a cross-section view of the integrated valve assembly 100. MUA
140 is a one-way valve and comprises MUA seal 141 , MUA spring 142, MUA orifice 143,
MUA seat 144, MUA pin 145, and MUA neck 146. MUA seal 141 is preferably a disc or a
ball. MUA spring 142 is biased to press MUA seal 141 towards MUA pin 145, which is part
of lower housing 180. MUA seal 14 1 is guided by MUA neck 146. MUA neck 146, MUA seat
144 and MUA orifice 143 are formed within upper housing 181 . Under normal and over
pressure conditions, MUA spring 142 holds MUA seal 141 against MUA seat 144 and
prevents flow through MUA orifice 143. However, in under-pressure conditions sufficient to
overcome the force exerted by MUA spring 142, MUA seal 141 moves from MUA seat 144
towards MUA pin 155 within MUA neck 146. Thus, MUA 140 permits air to flow into
integrated valve assembly 100 through MUA orifice 143 and into the tank through the third
flow path.
[067] OPR 160 is a one-way valve and comprises OPR seal 16 1, OPR spring 162,
OPR cap 163, OPR orifice 164, OPR seat 165, and OPR neck 167. OPR seal 161 is
preferably a disc or a ball. OPR spring 162 is biased against OPR cap 163 and OPR seal
161 . OPR cap 163 can be welded onto or press-fit into OPR neck 167, which is formed by
upper housing 181 . Grooves or slots can be included in one or both of the OPR neck 176 or
OPR cap 163 to facilitate flow between ribs in one or both of OPR cap 163 and OPR neck
167. Both OPR seat 165 and OPR orifice 164 are formed by upper housing 181 . In normal
and under-pressure conditions, OPR spring 162 holds OPR seal 161 against OPR seat 165
and prevents any flow through OPR orifice 164. However, in over-pressure conditions
sufficient to overcome the force exerted by OPR spring 162, OPR seal 161 moves towards
OPR pin 166 of OPR cap 163. OPR 160 permits vapor to escape from integrated valve
assembly 100 via the second flow path and into the atmosphere through OPR orifice 164
and between OPR cap 163 and OPR neck 167.
[068] ROV 150 is installed into receptacle 186 of lower housing 180 such as by the
barbed coupling in Figure 9, or the barbs and grooves of Figures 12 & 14, or by welding,
press-fitting, or like means. To seal the ROV 150 against the receptacle 186, o-rings can
also be used or a snap ring 1833. ROV 150 operates similarly to ROV 50. ROV 150 can
additionally include ROV cap 1550, which permits the flow of vapors into lower housing 180
and the ring-shaped recess 185 between lower housing 180 and upper housing 181 . ROV
150 optionally includes disc 156 to aide in pressure regulation. Liquid fuel can lift float 52 to
lift seal 54 to close orifice 555, thereby closing first flow path of ROV 150. Blocking orifice
555 also blocks liquid and vapor passage through upper vents 159 and second flow path
opening 151 .
[069] The recess 185 between lower housing 180 and upper housing 181 is sealed
by top o-ring 182 and bottom o-ring 183. Top o-ring 182 also prevents the leakage of liquid
fuel and fuel vapors to the atmosphere, as well as ingress of water into fuel tank 20. Bottom
o-ring 183 also prevents fuel from entering into liquid trap 170 in a roll-over condition.
[070] ROV cap 1550 further includes a notch 17 1 near orifice 555 of ROV 150 that
permits liquid to drain from liquid trap 170 into fuel tank 20 through ROV 150. Fuel 22 that
exits fuel tank 20 along with fuel vapors or because of condensation or sloshing can be
trapped and accumulated by liquid trap 170. Liquid trap 170 works by using gravity to
collect fluid that makes its way into recess 185. When ROV 150 is open, fluid drains
through notch 171 , around disk 156, through orifice 555, and ultimately back into tank 20
around float 52. Further features of the ROV 150 include holes 1590 in the sides and or
base for regulating fluid movement in to and out of float sleeve 510.
[071] Figure 10A depicts an alternative circumferential distribution of the port 130,
ROV 150, MUA 150, and OPR 160 around the cylindrical fuel receiving tube 187. The
exploded view also illustrates how assembly can be simplified via a drop down method with
modular parts.
[072] Over-pressure relief valve 160 can be assembled by placing over-pressure
relief seal 161 and over-pressure relief spring 162 into over-pressure relief neck 167. Over
pressure relief cap 163 is affixed to the neck 167 by, for example, welding, snap fitting, or
press-fitting. Make-up air valve 140 can be assembled by placing make-up air seal 141 and
make-up air spring 142 in make-up air neck 146. Upper housing 181 and lower housing 180
can be attached by placing cylindrical fuel receiving tube 187 of upper housing 181 within
hollow cylindrical portion 188 of lower housing 180. During this drop down assembly step,
make-up air neck 146 engages with pin 145 of lower housing 180. Top o-ring 182 and
bottom o-ring 183 are placed between the housings to seal recess 185. Then, the upper
and lower housings can be affixed together by, for example, welding, snap-fitting, or pressfitting.
ROV 150 can be installed within receptacle 186 and affixed by, for example, welding,
snap-fitting, or press-fitting. Outer o-ring 184 is affixed around the lower housing to provide
a seal with the tank interface 194.
[073] Figure 10B illustrates the fuel tank lid 113 and its relationship to the
integrated valve assembly 100 and fuel tank 20. Figure 15 is flow chart illustrating an
exemplary method of installing integrated valve assembly 100, consistent with Figures 10B
and 10C. Installation is simplified via a drop down method with modular parts. The fuel tank
20 can comprise a fuel tank interface 194, as illustrated in Figure 10B, or a stepped tank
recess, as illustrated in Figure 10C. The fuel tank can be stamped, molded, or otherwise
formed to include the tank interface 194 or tank recesses 1981 , 1982. The remainder of the
fuel tank is not shown for clarity.
[074] Integrated valve assembly 100 can be connected to fuel tank 20 with a fuel
tank interface 194 by first welding a mid-plate 193 to the fuel tank interface 194, as in step
S10. Mid-plate includes mounting features, such as threaded holes 190, for receiving
mounting elements such as threaded bushings 196. Alternatively, in step S 11, the mid-plate
is welded in to the tank recess 198. Steps S 11 and S10 can be omitted when the fuel tank
includes mounting features such as interface posts 195 or holes. Alternative mounting
elements can comprise, for example, rivets, snap-pins, barbed pins, or screws.
[075] Integrated valve assembly 100 can be placed within fuel tank, as in step
S12, so that the integrated valve assembly 100 seats against a step, recess or lip. A
technique for this placement is discussed below with respect to Figures 11A-1 1D, and
comprises a tilted drop-in method. Port 130 is attached to a vapor fuel line 2 1, which is
preferably a hose, for connection to canister or other vapor processing mechanism prior to
installing the integrated valve assembly 100, or, prior to fully sealing the fuel tank 20, such
as when a side panel or access port is included on the fuel tank 20.
[076] A lid plate 191 is then dropped down upon integrated valve assembly 100, as
in step S13. Lid plate 191 is attached via a bushing 1960, which can be a screw interface,
as in step S14. Bushing 1960 engages hole 1900 in the mid-plate or alternatively threads in
to a fuel tank interface post 195.
[077] Fuel tank lid 113 is dropped down upon lid plate 191 , as in step S15, and is
attached with mounting elements such as bushings 196, as in step S16. Fuel tank lid 113,
when closed, abuts a lid seal 121 against the fuel funnel 189 to seal fuel tank 20. At the
same time, fuel tank lid 113 permits MUA 140 and OPR 160 to vent to the atmosphere
through, for example, lid gap 114. MUA 140 and OPR 160 crack points can be set to limit
actuation to safety requirements to restrict vapor flow to the atmosphere. Environmental
and user protections are gained because vapors do not continuously vent to atmosphere to
give the tank over pressure or over vacuum relief, and no electrical actuation is required to
provide the safety features.
[078] Figures 11A-1 1D illustrate a method of placing integrated valve assembly
100 in to a fuel tank interface 194, which is shown as a stamped recess. Due to the
protrusion of ROV 150 and receptacle 186, the footprint of integrated valve assembly 100 is
larger than the opening of fuel tank interface 194. As shown in Figure 11A, integrated valve
assembly 100 is such that the ROV 150 is first introduced into the interface 194. Then, port
130 of the valve is aligned with port gap 197 and the valve can be gradually leveled, as
shown in Figures 11B-1 1D. At the conclusion of this placing method, the top of upper
housing 181 should be parallel with the top of fuel tank interface 194. A fuel tank interface
post 195 is also shown, and hole 1910 of lid plate aligns with post 195 to clamp the valve
assembly in place via a mounting element, such as a threaded bushing 196 or a screw.
[079] Figure 12 is a cross section of an integrated valve assembly 100 installed in
fuel tank interface 194 and includes a hinged 117 fuel tank lid 113. Tank lid comprises a
hinged lid body 119, which surrounds a lid lock recess 120. Lid lock recess 120 can be
covered by a hinged 116 flap 115. An optional keyed lock barrel or unlatching mechanism
seats in the lid lock recess 120 and actuates a lid locking mechanism 118. The lid locking
mechanism 118 catches against a step 1890 on fuel funnel 189 to lock the lid seal 121
against the fuel funnel. A mechanism seat 123 can be included to support the locking
mechanism 118. The mechanism seat 123 can be coupled to the hinged lid body 119 and
can orient the lid seal 121 . Alternatively, lid seal 121 can couple directly to the hinged lid
body 119, and a catch mechanism between the fuel tank 20 and the tank lid 113 can
procure force to seal the tank.
[080] Lid seal 121 passes through lid plate 191 when the lid 113 is opened and
closed. Lid body 119 can be moved about lid hinge 117 to allow fuel tank access when lid
locking mechanism 118 is released. Fuel in tank 20 is prevented from directly accessing the
atmosphere by lid seal 121 , which provides an air-tight seal with fuel funnel 189 of
cylindrical fuel receiving tube 187 of upper housing 181 . However, vapors released through
OPR 160 can access the atmosphere through the hollow space surrounded by lid plate 191
and through lid gap 114 within lid body 119, as shown via flow arrow. A vacuum to MUA
140 reverses the arrow, and air is drawn from the atmosphere through lid gap 114 and
through the space of lid plate 191 .
[081] Figures 13A-14 illustrate an alternative integrated valve assembly 200. The
circumferential distribution of the port 130, ROV 150, and valve 260 is biased to one side of
the fuel receiving tube 187. Liquid trap 170 and ring-shaped recess 1850 for vapor
circulation are also biased to one side, permitting a more compact footprint compared to
Figure 12. Valve 260 can be one of MUA 140, OPR 160, or combined MUA and OPR as
integrated in movable substructure 70 of Figures 3A & 4-5C. Thus, either a one-way valve
or the integration of two one-way valves have direct access to the fuel tank at valve 260.
[082] OPR 160 can be placed at valve 260 and MUA 140 can be omitted because
it can be placed downstream at, for example, the canister to permit purge of the canister
when make-up air is required. Alternatively, the OPR 160 can be connected via port 130 to
the integrated valve assembly 200 while MUA 140 is placed at valve 260. Valve 260 permits
pressure exchange directly from the tank 20 to the liquid trap 170. If the seal 54 blocks flow
through orifice 555, tank safety is provided. As in the above examples, upper housing 181
and lower housing 180 come together to enclose valve 260. A snap fit via fingers 1801 is
possible to join the upper and lower housing, with O-rings 1830 & 1831 used to prevent
leak paths. However, the liquid trap 170 permits return of liquid fuel through ROV 150, as
above.
[083] Figure 14 also depicts a stepped fuel tank interface 194 with no port gap
197. The installation method of Figure 14 utilizes a tilt method, similar to Figures 11A-1 1D,
to introduce the integrated valve assembly 200 in to the tank 20 and to level. But, the port
130 is placed in the tank 20 without alignment to a port gap 197. Figure 14 does not include
a fuel tank interface post 195, instead relying on the mid-plate 193 for mounting element
connectivity. A funnel lip 1891 on upper housing seats in tank recess 1981 . An o-ring 1832
seals a leak path. A mounting sleeve 192 provides a seal abutment 1921 for lid seal 121 .
Lid locking mechanism 118 locks against edge 1922 of mounting sleeve, and is, as above,
locked and unlocked by a mechanism seated in lock recess 120. Lid plate 191 and fuel tank
lid 113 are secured to mid-plate 193 as above, but mid-plate is welded to recess 1982 of
fuel tank 20. Environmental pollution through lid gap 114 is limited to splashed fuel caught
in mounting sleeve 192. With port 130 connected to, for example, the canister, released fuel
vapors are filtered by canister to limit pollution.
[084] Other implementations will be apparent to those skilled in the art from
consideration of the specification and practice of the disclosure. It is intended that the
specification be considered as exemplary only, with the true scope of the invention being
indicated by the following claims.

WHAT IS CLAIMED IS:
1. A valve assembly (23, 100) comprising:
a roll-over valve (50, 150) comprising a float (52), a roll-over spring (53), a roll-over sealing
member (54), a float sleeve (32, 5 1, 510) and an orifice (55, 317, 555), the roll-over
valve configured for fluid exchange through the float sleeve and through the orifice, and
for the float to rise in liquid to abut the sealing member against the orifice;
an over-pressure relief valve (60, 160) comprising an over-pressure seal (62, 73, 161), an
over-pressure seat (64, 165, 322) and an over-pressure spring (61 , 162) biasing the
over-pressure seal towards the over-pressure seat;
a make-up air valve (40, 140) comprising a make-up seal (41 , 141) selectively biased
against a make-up seat (72, 144);
a lower housing (82, 33, 180) connected to the roll-over valve (50, 150) and comprising a
fluid vent (330, 827, 151) connected to drain fluid by passing the fluid through the float
sleeve;
an upper housing (31 , 8 1, 181) sealed against the lower housing, the upper housing further
comprising a fluid pathway (30, 340, 819, 185), the upper housing biasing the over
pressure seal towards the lower housing to block fluid flow between the fluid pathway
and the fluid vent, and the upper housing receiving the make-up air valve, the make-up
seal biased to block fluid flow between the fluid pathway and the fluid vent; and
a liquid trap (324, 815, 170) connected to the over-pressure relief valve, the make-up air
valve, and the fluid vent (330, 827, 151).
2. The valve assembly (23, 100) of claim 1, further comprising a second liquid trap
(31 7, 8 17) connected to the roll-over valve to pass the fluid through the float sleeve (32,
51).
3. The valve assembly (23, 100) of claim 2, wherein the over pressure relief valve
provides over-pressure relief at a first predetermined pressure through the fluid pathway
(30, 340, 819) when the roll-over sealing member blocks fluid flow through the second liquid
trap (317, 817).
4. The valve assembly (23, 100) of claim 1,
wherein the lower housing comprises a tessellated surface (64),
wherein the over-pressure relief valve (60) comprises a movable substructure (70) and the
movable substructure comprises a tessellated lower surface (73),
wherein the over-pressure spring (61 ) biases the tessellated lower surface (73) against the
tessellated surface in a first substructure position, and
wherein, when the tessellated lower surface is exposed to a first predetermined pressure
greater than the spring force of the upper spring (61), the lower surface of the movable
substructure lifts from the first substructure position to a second substructure position to
open fluid flow between the fluid pathway and the fluid vent.
5. The valve assembly (23, 100) of claim 4, wherein the lower housing comprises an
insert (62) in an over-pressure recess 822, and the tessellated surface (64) is on the insert
(62).
6. The valve assembly (23, 100) of claim 1,
wherein the float sleeve comprises a tessellated surface (322),
wherein the over-pressure relief valve (60) comprises a movable substructure (70) and the
movable substructure comprises a tessellated lower surface (73),
wherein the over-pressure spring (61 ) biases the tessellated lower surface (73) against the
tessellated surface in a first substructure position, and
wherein, when the tessellated lower surface is exposed to a first predetermined pressure
greater than the spring force of the upper spring (61 ) , the lower surface of the movable
substructure lifts from the first substructure position to a second substructure position to
open fluid flow between the fluid pathway and the fluid vent.
7. The valve assembly (23, 100) of claim 4 or 6, wherein the movable substructure (70)
comprises a hollow internal passage (71 ) and a taper (72) forming the make-up seat (72),
and wherein the make-up seal (41) is movable between a first seal position sealing against
the make-up seat and a second seal position opening the passageway and resting the seal
against the pin.
8. The valve assembly (23, 100) of claim 7, wherein the movable substructure further
comprises a spring recess 75 surrounding the internal passage, a pin (42) extending in to
the internal passage, and a lip (77, 79) guiding the over-pressure spring (61 ) .
9. The valve assembly of any of claims 1-4, or 6, wherein the upper housing (31)
further comprises:
a vent (350, 850) fluidly connected to the over-pressure relief valve (60) and to the make-up
air valve (40); and
a wall (328, 813) separating the over-pressure relief valve (60) and the make-up air valve
(40) from the fluid pathway (340, 819).
10. The valve assembly of claim 1, further comprising:
a hollow cylinder (188) formed though the lower housing; and
a hollow cylindrical tube (187) formed through the upper housing, the tube (187) fitted within
the hollow cylinder (188),
wherein the liquid trap 170 and the fluid pathway (185) at least partially surround the hollow
cylinder (188).
11. The valve assembly of claim 10, further comprising a port ( 130) integrated with the
lower housing (180), wherein the port (130), the make-up air valve (140), the over-pressure
relief valve (160), and the roll-over valve are circumferentially distributed around the hollow
cylinder and the tube.
12. The valve assembly of claim 10, further comprising a fuel funnel (189) adjoining the
tube.
13. The valve assembly of claim 12, further comprising a lock step (1890) between the
fuel funnel and the tube.
14. The valve assembly of claim 12 or 13, further comprising a lid seal (121) abutting
the fuel funnel ( 189) to seal fluid from flowing through the tube ( 187).
15. The valve assembly of claim 14, further comprising a hinged fuel tank lid ( 1 13)
attached to the lid seal to open and close fluid flow through the tube.
16. The valve assembly of claim 14, wherein the lid seal (121) does not obstruct over
pressure relief through the over-pressure relief valve nor obstruct vacuum relief through the
make-up air valve.
17. The valve assembly of claim 10, further comprising holes (159) in the float sleeve
(510), the holes aligned to fluidly communicate between the orifice (555) and the fluid vent
(151 ) .
18. The valve assembly of claim 10, wherein the over-pressure relief valve further
comprises an over-pressure neck (167) extending from the over-pressure seat (165), and a
cap (163) fixed to the neck to bias the over-pressure spring (162).
19. The valve assembly of claim 18, wherein one of the over-pressure neck and the
over-pressure cap is ribbed.
20. The valve assembly of claim 10, wherein the upper housing further comprises a
make-up neck (146) extending from the make-up seat (144), and wherein the lower housing
further comprises a make-up pin for restricting travel of the make-up seal 141 in the make
up neck (146).
2 1. The valve assembly of claim 10, further comprising a receptacle (186) in the lower
housing, wherein the roll-over valve is one of press-fit, snap-fit, or welded in the receptacle.
22. A fuel system comprising:
a fuel tank interface comprising at least one tank recess (198, 1981 , 1982);
a mid-plate (193) or a tank post (195) affixed to the at least one tank recess;
the valve assembly of claim 10 abutting the fuel tank interface;
a lid plate ( 19 1) mounted to the mid-plate or to the tank post to secure the valve assembly
of claim 10 to the fuel tank interface; and
a hinged fuel tank lid mounted to the lid plate, the fuel tank lid comprising at least a lid seal
( 1 18) for sealing against the tube.
23. An integrated valve assembly (200) comprising
a lower housing (180) comprising:
a hollow cylinder (188);
a fluid pathway (185) at least partially surrounding the hollow cylinder (188);
a liquid trap (170) in fluid communication with the fluid pathway;
a fluid vent (151 ) connected to drain fluid from the liquid trap; and
a valve seat (260);
an upper housing (181 ) sealed against the lower housing, the upper housing further
comprising a hollow cylindrical tube (187) formed through the upper housing, the tube
(187) fitted within the hollow cylinder (188);
a roll-over valve (150) comprising a float (52), a roll-over spring (53), a roll-over sealing
member (54), a float sleeve (510) and an orifice (555), the roll-over valve configured for
fluid exchange through the float sleeve and through the orifice, and configured for the
float to rise in liquid to abut the sealing member against the orifice, and the roll-over
valve positioned to receive fluid from the liquid trap and to direct received fluid to the
fluid vent;
an over-pressure relief valve (60, 160) comprising an over-pressure seal (62, 73, 161), an
over-pressure seat (64, 165, 322) and an over-pressure spring (61 , 162) biasing the
over-pressure seal towards the valve seat (260).
24. A method for drop-down installation of an integrated valve assembly (100) in a fuel
tank (20), comprising:
affixing a mid-plate (193) to a tank with a fuel tank interface (194);
placing an integrated valve assembly (100) into the fuel tank interface comprising:
tilting the integrated valve assembly to first introduce a roll-over valve ( 150) of the
integrated valve assembly into the fuel tank interface;
aligning a port ( 130) of the integrated valve assembly with a port gap ( 197) of the fuel
tank interface; and
leveling the integrated valve assembly with the fuel tank interface such that the port
protrudes through the port gap and an upper housing (181) of the integrated valve
assembly is parallel with the fuel tank interface;
placing a lid plate on top of the integrated valve assembly;
mounting the lid plate to secure the integrated valve assembly to the mid-plate; and
attaching a fuel tank lid to the lid plate.