US20050122693A1 - Electrostatic charge control for in-tank modules - Google Patents
Electrostatic charge control for in-tank modules Download PDFInfo
- Publication number
- US20050122693A1 US20050122693A1 US11/029,051 US2905105A US2005122693A1 US 20050122693 A1 US20050122693 A1 US 20050122693A1 US 2905105 A US2905105 A US 2905105A US 2005122693 A1 US2005122693 A1 US 2005122693A1
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- Prior art keywords
- conductive
- strand
- fuel
- component
- fuel module
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/04—Feeding by means of driven pumps
- F02M37/08—Feeding by means of driven pumps electrically driven
- F02M37/10—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir
- F02M37/103—Mounting pumps on fuel tanks
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
- F02D33/003—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0076—Details of the fuel feeding system related to the fuel tank
- F02M37/0082—Devices inside the fuel tank other than fuel pumps or filters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
- B60K15/03—Fuel tanks
- B60K2015/0321—Fuel tanks characterised by special sensors, the mounting thereof
- B60K2015/03217—Fuel level sensors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
- B60K15/03—Fuel tanks
- B60K2015/03328—Arrangements or special measures related to fuel tanks or fuel handling
- B60K2015/03401—Arrangements or special measures related to fuel tanks or fuel handling for preventing electrostatic charges
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
- F02M37/0023—Valves in the fuel supply and return system
- F02M37/0029—Pressure regulator in the low pressure fuel system
Definitions
- the present invention relates to in-tank fuel modules having components made of plastic or polymeric materials. More specifically, it relates to in-tank fuel modules arranged to prevent the accumulation of and provide for the safe dissipation of electrostatic charges that might be generated as a result of fuel flow.
- the in-tank fuel module for a fuel tank of a vehicle or other device employing an internal combustion engine typically includes a plurality of separate components, such as a reservoir, a fuel pump and motor, fuel filter and housing, a pressure regulator and housing, an aspiration jet pump and the like. It can happen that such components are made of non-conductive materials or may include elements that are electrically conductive; but, the electrically conductive element is electrically insulated from the associated electrical circuit that defines a ground plane. For instance, the conductive component may be disposed within a non-conductive plastic body.
- Conductive, as well as non-conductive components of an in-tank fuel module are susceptible of accumulating an electrostatic charge. It is well known to employ an arrangement that provides for dissipation of such static charge to prevent excessive build-up.
- Various examples are described in U.S. Pat. Nos. 5,076,920; 5,647,330; 5,785,032; 6,047,685; 6,206,035 and 6,435,163.
- an arrangement is provided to protect against build-up of electrostatic charge in areas not heretofore considered relevant to the solution of electrostatic discharge problem.
- One such area is the aspiration jet pump employed to aspirate fuel into the module reservoir.
- Another is the conductive arm of the fuel level sensing assembly.
- the invention further provides previously unknown mechanisms to provide charge dissipation capability.
- the fuel level sensor detects the fuel level in a fuel tank, usually through a float and pivotal arm physically located in or on the in-tank fuel module.
- An electric circuit having a variable resistance card is used.
- a movable cross bar or contact member coacts with the resister card to alter the circuit characteristics to change the reading on a fuel gauge.
- This circuit includes an electrical path that is extant within the module and is ultimately connected to the ground plane. It provides a previously unrecognized path for electrostatic charge dissipation.
- the fuel level sensor assembly usually includes a metallic float arm mounted on a non-conductive wiper retainer.
- the arm has a buoyant member at one end.
- the retainer is pivotally mounted on a base that is also non-conductive. Since the float arm is formed of a metallic material, the float arm is susceptible of collecting electrostatic charge. However, since the wiper retainer and the base are formed of a non-conductive plastic, any electrostatic charge collected in the metallic arm is unable to dissipate to the circuit ground plane. Connection of the metallic float arm to the conductor of the level sensor circuit resident in the module is a solution to both the problem of undesirable electrostatic accumulation and provision of an effective electrostatic charge dissipation path.
- FIG. 1 is a front view, partially in cross section, and partially broken away, of an in-tank fuel module illustrating various principles of the present invention
- FIG. 2 is a partially broken away front view of another type of in-tank fuel module illustrating details of an embodiment of the present invention
- FIG. 3A is a side view of a portion of the in-tank module of FIG. 2 further illustrating features of the present invention
- FIG. 3B is a side view of a portion of the in-tank module of FIG. 2 illustrating an assembly method embraced by the present invention
- FIG. 4A is a cross section of a part of the apparatus of FIG. 2 ;
- FIG. 4B is a cross section of a part of the apparatus of FIG. 2 ;
- FIG. 4C is a cross section of a part of the apparatus of FIG. 2 ;
- FIG. 5 is a front view of a fuel level sensor assembly incorporating principles in accordance with the present invention.
- FIG. 6 is a side view of the fuel level sensor assembly of FIG. 5 ;
- FIG. 7 is a top view of the fuel level sensor assembly of FIG. 5 ;
- FIG. 8 is a front view of a contact member element of the fuel level sensor assembly of FIG. 5 ;
- FIG. 9 is a sectional view of the contact member element of FIG. 8 taken along line 9 - 9 ;
- FIG. 10 is a front view of the float arm retainer element of the fuel level sensor assembly of FIG. 5 .
- FIG. 11 is a sectional view of the float arm retainer element of FIG. 5 taken along line 11 - 11 ;
- FIG. 12 is a sectional view of the contact member installed onto the float arm retainer element with a conductive finger formed on the contact member and a float arm extending through the float arm retainer.
- FIG. 1 one aspect of the present invention is illustrated.
- an in-tank fuel module 10 adapted to be positioned in a fuel tank 9 associated with an internal combustion engine.
- the invention has application to other apparatus powered by an internal combustion engine, such as a stationary or auxiliary power unit, engine driven pump or electric generator.
- the module 10 includes a flange 11 connecting the module to fuel tank 9 .
- the module further includes a fuel reservoir 13 , a fuel pump and motor 18 , a fuel filter housing 20 in which there is positioned a fuel filter 19 , a fuel pressure regulator 16 , and an aspiration jet pump 21 . These components are connected by hoses 23 or 25 .
- the module communicates fuel from the main tank 9 to the vehicle engine though the pump and motor 18 to the filter housing 20 for delivery to the engine through an outlet connector 27 .
- Flange 11 supports an electrical receptacle 12 . It receives power from the electrical system associated with the engine.
- the electrical system includes leads 8 a and 8 b that plug into receptacle 12 .
- One lead, 8 a represents the negative side of the battery of the electrical system and is considered representative of the system ground plane.
- Fuel pump and motor 18 are supported in the reservoir 13 . Power to the motor is supplied through electrical leads 17 a and 17 b connected to electrical receptacle 12 .
- Lead 17 a is connected to the negative lead 8 a and is thus connected to the vehicle ground plane.
- Lead 17 b is connected to the positive side of the battery through lead 8 b and is considered the “hot” or power lead.
- the flange 11 and reservoir 13 are connected by a relatively slidable connection to permit adjustment of the overall vertical extent of the module.
- This slidable connection is not shown, but is well known in the art. It permits the reservoir 13 to move toward or away from flange 11 for association of the module with fuel tanks of different vertical height.
- the fuel filter housing 20 and included filter 19 are connected to the flange 11 .
- the filter housing may be connected to the reservoir 13 .
- the filter housing 20 supports filter 19 .
- Fuel enters the filter housing 20 from hose 23 that is connected to the pump and motor 18 .
- Pressurized fuel passes through the filter 19 and exits the filter through outlet connector 27 for delivery to the engine.
- the lower portion 20 a of filter housing 20 may be made of non-conductive polymeric material such as acetal with a conductive filler.
- This conductive portion 20 a of the housing- 20 is connected to the vehicle ground plane at lead 17 a in a well known manner by an insulated metal wire (not shown).
- an insulated metal wire not shown.
- any other form of connection of the conductive portion 20 a to the electrical circuit ground plane would be acceptable.
- the reservoir 13 maintains a level of fuel for supply to the fuel pump and motor 18 . It includes an inlet defined by a screen 15 at the bottom of the reservoir maintained in spaced relation to the tank bottom. Fuel enters the inlet 15 from fuel tank 9 , usually as a result of the head from the quantity of fuel in the tank 9 . When the level of fuel in the fuel tank is low, jet aspiration pump 21 draws, or aspirates, fuel from the fuel tank 9 into the reservoir 13 .
- Jet aspiration pump 21 includes a body 29 that is hollow and defines a restricted orifice or venturi.
- the body also defines an inlet 31 open to the fuel in the tank 9 at the reservoir inlet 15 , and an outlet 33 open to the reservoir 13 .
- High pressure fuel in hose 25 is delivered through another hose 35 to the jet orifice 32 which directs flow at high speed to the venturi at 90 degrees to the fuel path entering the inlet 19 .
- the flowing fuel aspirates fuel from tank 9 into the inlet 31 of body 29 . That fuel is delivered to the reservoir 13 through outlet 33 .
- aspirator jet pump 21 is made of conductive polymeric material such as acetal with carbon fibril, or other conductive filler or nylon with a suitable conductive filler. Such conductive material is used to form the body 29 including the venturi and the portions of the body defining inlet 31 and outlet 33 .
- the aspiration jet pump 21 is connected to the ground plane using any suitable means, such as insulated metal wire.
- the entire reservoir 13 and other module components could be molded of conductive polymeric material to provide a dissipation path for any electrostatic charge that might be generated as a result of fuel flow in the aspiration jet pump 21 .
- FIG. 2 shows another form of an in-tank fuel module having a plurality of separate components.
- the fuel module 110 includes a fuel level sensor assembly 114 , a fuel pressure regulator 116 , a fuel pump and motor 118 and a fuel filter housing 120 which houses a fuel filter (not shown).
- An electrical plug or receptacle 112 is provided for connection to the vehicle electrical system. It includes at least a positive and a negative terminal. Positive and negative leads 117 a and 117 b connect to the pump motor 118 .
- the ground terminal lead 117 a is electrically connected to a grounded portion of a vehicle or other chassis, which is, in turn connected to the negative terminal of the battery through lead 108 a .
- Terminal lead 117 b is connected to the positive side of the circuit through lead 108 b.
- a conductive bracket 107 is provided that is attached to lead 117 a.
- the fuel pressure regulator 116 , the fuel pump and motor 118 and the fuel filter housing 120 all may be components or include elements in or on which accumulation of electrostatic charge may occur.
- the present invention uses conductive plastic or polymeric strands 122 to define an electrical conductor or electrically conductive path to the ground terminal lead 117 a at the electrical plug 112 .
- the strand or conductor extends from pressure regulator 116 to the fuel filter housing 120 , and then to the bracket 107 . This single strand thus connects two components of the module to the electrical system ground plane.
- Bracket 107 and receptacle 112 are not essential to the invention. These components merely illustrate an effective arrangement to connect strands 122 to the electrical circuit ground plane.
- Conductive plastic or polymeric strands 122 can be easily secured to the components of the module that have elements formed of conductive polymeric material. Moreover, the relatively low conductivity of such conductive strands as compared to copper or other metallic wire is considered advantageous. A wire that is an excellent conductor may actually cause arcing across a poor physical connection. The high resistance of the conductive strand reduces current flow and minimizes the risk of an inadvertent arc.
- Bracket 107 includes a clip 124 to secure the strand 122 to the conductive bracket for a secure physical and electrically conductive connection.
- FIG. 3A illustrates securing a conductive plastic strand 122 by pinching the conductive plastic strand 122 to a conductive component 126 with a flexible clip 124 .
- the flexible clip 124 can be a metal clip that is attached to the conductive component 126 .
- the conductive plastic strand 122 is slid between the flexible clip 124 and conductive component 126 , such that the flexible clip 124 pinches the conductive plastic strand 122 to the conductive component 126 to secure the conductive plastic strand 122 to the conductive component 126 .
- FIG. 3B illustrates attachment of a conductive plastic strand 222 by ultrasonic, hot plate, or laser welding the conductive plastic strand 222 to the surface of a conductive plastic component 226 .
- a welder 228 such as an ultrasonic, hot plate, or laser welder is used to weld one end of a conductive plastic strand 222 from a spool 230 of a length of conductive plastic strand 222 to a first conductive plastic component 226 to form a weld point 236 . Thereafter, the conductive plastic strand 222 is unwound a given distance from the first weld point 236 to its connection to the bracket 107 connected to the negative terminal of the circuit or ground plane.
- the conductive plastic strand 222 may be ultrasonic, hot plate, or laser welded to a second conductive plastic component using welder 228 to form a second weld point.
- Several conductive components may thus be connected together and the strand 222 then connected to the ground plane at bracket 107 . It is important, however, to ensure that the overall electrical property of the strands not exceed an amount that would impede dissipation of any electrical charge.
- the conductive polymeric strands 122 or 222 may have any suitable cross sectional shape.
- FIG. 4A shows a strand 122 of oval cross section.
- FIG. 4B shows a strand 122 of generally diamond shaped cross section.
- FIG. 4C shows a strand 122 of generally rectangular cross section.
- the cross sectional shape of the strand shown in FIG. 4C has corners formed on a relatively large radius. Such large radius corner could also be employed in producing the strand of diamond shaped cross section illustrated in FIG. 4B .
- the small radius corners of the cross section of FIG. 4B could be employed in the rectangular strand of FIG. 4C .
- the strands 122 or 222 may also have a circular or a square cross section. It is thought that a cross sectional area for the strand 122 or 222 should be about 0.003 in 2 to 0.005 in 2 . This, of course, would increase as the length from the component to the connection to the wire leading to the negative terminal increases.
- the particular cross sectional shape is not known to be significant.
- the cross sectional area should be sized to control the resistance of the strand. It is contemplated that resistance should be in the order of 10 3 to 10 9 ohms per length of strand between the conductive element and the connection to the negative terminal 117 a at bracket 107 .
- the length of a strand between connection points can vary from 5 to 15 inches. If a strand connects two components together and then connects to the negative terminal 117 a at bracket 107 the total length may be 20 inches or more.
- the cross sectional size and resistance of the strands 122 and 222 are estimates. It is only significant that the resistance of the strand be such that any electrostatic charge that could accumulate as a result of flowing fuel be dissipated at a rate to prevent undesirable or dangerous accumulation of the charge. Thus, the rate of dissipation should be equal to or greater than the maximum rate of accumulation within a given component.
- the conductive plastic strands of the present invention are preferably formed by extrusion of extrudable polymeric or plastic material that is rendered conductive by inclusion of a conductive additive. After forming, the extruded conductive plastic strand is wound in a spool and stored for later use.
- the conductive plastic strand can be made conductive by mixing a base, non-conductive polymer, with about 1% to about 20% by weight of conductive filler additive.
- Other fillers like glass fibers in an amount of up to about 20% by weight, may also be used for adding strength.
- a suitable conductive filler additive includes carbon powder, carbon fiber or carbon fibril, or metallic materials in the form of powder or fiber.
- Raw material for conductive “Nylon 12” with 4% conductive filler and 19% glass fiber filler is available from Huls DeGussa, Farmington Hills, Mich.
- the conductive filler is carbon fibrils made by Hyperion Catalyst International, Boston, Mass.
- Carbon fibril is able to achieve the desired conductivity level without adverse effect on the mechanical properties and fuel resistance properties of the strand. Therefore, carbon fibril is the preferred conductive filler additive based solely on its mechanical and fuel resistance properties. However, carbon fibril is generally more expensive than carbon power and carbon fiber. Therefore, in most situations where mechanical and resistance properties are not important properties for the conductive plastic strands, the use of carbon power or carbon fiber is acceptable.
- Metallic conductive filler such as silver, copper or steel in powder or fiber form can also be utilized.
- an inherently conductive polymer or inherently dissipative polymer can also be used as the conductive filler.
- the base plastic or polymeric material can be nylon or acetal.
- Nylon is easier to extrude than acetal. Therefore, based solely on processing the conductive plastic strands, nylon is the preferred base plastic material. However, it is very difficult to weld dissimilar materials. Most injection molded components in the fuel module are formed from acetal due to its low cost compared to nylon, as well as good fuel resistance for acetal with very low swelling. Therefore, should the conductive component to which the conductive plastic strand is to be secured be formed from acetal, and the method of securing the conduct plastic strand to the conductive component is by ultrasonic, hot plate or laser welding, acetal would be the preferred base plastic material for forming the conductive plastic strand. If a metal or polymeric clip were used, a conductive nylon strand could be used.
- the fuel level sensor assembly 412 includes a fixed assembly base 438 mounted to the in-tank module such as at the fuel filter housing 120 , as shown in FIG. 2 .
- a metallic float arm 440 mounted on a wiper retainer 444 near one end.
- the float arm 440 has a buoyant float 442 at the other end.
- the retainer 444 and consequently float arm 440 are pivotally mounted on base 438 .
- a contact member 446 Located underneath the contact retainer 444 , on the surface opposite the mounting surface for the float arm, is a contact member 446 .
- a resister card 448 which forms a part of a circuit associated with the fuel level indicator. As is usual, and well known, the circuit is connected to the battery circuit and therefore provides a path to the negative battery terminal or ground plane.
- the resister card 448 includes a pair of separate traces 450 that typically extend in an a parallel pattern that is arc shaped. As the level of the fuel changes, the float 442 moves up and down causing the float arm 440 and retainer 444 to pivot. As the float arm 440 pivots, contacts 458 on contact member 446 move along the arc shaped conductive traces 450 of the resistor card 448 , which then alters the characteristics of the circuit and thus the signal sent to the fuel level indicator (not shown).
- a wire 500 enters the module through receptacle 17 of FIG. 1 , and connects to a first pattern of traces 450 at an end of the resister card 448 .
- a second wire 501 connects between the receptacle 17 the other pattern of traces 450 on card 448 .
- Wire 501 is suitably connected to the negative battery terminal ground plane of the system through the receptacle 17 . It could, however, be connected to the ground plane through any other suitable arrangement.
- the contact member 446 of the present invention has a conductive finger 452 that contacts float arm 440 .
- the conductive finger 452 is an extension of the contact member 446 . It could, however, take the form of a separate conductive bracket (not shown) electrically connecting the float arm to the contact member, a metallic wire (not shown) electrically connecting the float arm to the contact member or a conductive plastic strand (not shown) connecting the float arm to the contact member. While all the above listed conductive portions are effective in electrically connecting the float arm to the contact member, the preferred form is the conductive finger extension of the contact member 446 illustrated in the drawings. By using the finger on the contact member 446 , no additional parts are required for the electrical connection. This approach saves assembly time and money, and eliminates some failure modes, such as a potentially loose or disconnected wire.
- FIGS. 8 and 9 illustrate a contact member 446 prior to installation onto a contact retainer 444 .
- the contact member 446 has a main plate 454 defining two small apertures 456 for attaching cylindrical contacts 454 .
- the cylindrical contacts 454 are adapted to contact the traces 450 of the resistor card 448 .
- the circuit across the separate traces 450 is completed through contact member 446 .
- the main plate 454 also defines a large aperture 460 adapted for attaching the contact member 446 to the wiper retainer 444 . Extending from the end of the main plate 454 is the conductive finger 452 .
- the terminal end of the conductive finger 452 is adapted to contact the float arm 440 to form an electrical path to discharge any electrostatic charge collected in the float arm 440 to the circuit defined by the traces 450 and wires 500 and 501 .
- the contact member 446 depicted here is one example of such a component. Various other contact member configurations and methods of attachment to the contact retainer may be employed without deviating from the present invention.
- FIGS. 10 and 11 illustrate the contact retainer 444 to which the contact member 446 according the present invention is attached.
- the contact retainer 444 has a protrusion 462 adapted to be received in the large aperture 460 of the main plate 454 of the contact member 460 .
- the protrusion 462 pivotally mounts the wiper retainer on the base 438 .
- a bore 464 extends through the protrusion 462 .
- the bore 464 is adapted to receive one end portion of the float arm 440 .
- FIG. 12 illustrates the contact member 446 , as illustrated in FIGS. 8 and 9 , attached to the contact retainer 444 , as illustrated in FIGS. 10 and 11 .
- FIG. 12 further illustrates end portion of the float arm 440 extending through the bore 464 of the contact retainer 444 .
- the conductive finger 452 of the contact member 446 is in contact with the float arm 440 .
- the conductive finger 452 creates an electrical path for any electrostatic charge in the wiper arm 440 to travel to ground in a safe manner.
- the electrostatic charge in the float arm 440 travels from the float arm 440 , through the conductive finger 454 , to the main plate 454 of the contact member 446 , into the traces 450 of resister card 448 and to ground via the wires 500 and 501 attached to the traces on resister card 448 .
- the contact retainer itself can be conductive.
- the conductive contact retainer can be made conductive by mixing a base non-conductive polymer, such as acetal, with conductive filler additive, such as carbon fiber or carbon fibrils. It would then connect the metal float arm 440 to ground through the contact member 446 and contacts 454 which electrically contact the traces 450 of the resister card 448 .
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Abstract
An in-tank fuel module for a fuel tank having a conductive lead for connection to an electrical ground plane and at least a first electrically conductive component, and a conductive polymeric strand electrically connecting the component to the lead. A jet aspiration pump is made of conductive polymeric material. A conductive component is connected to the ground plane through the fuel level sensing assembly circuit.
Description
- This application claims the benefits under
Title 35 USC §120 and § 121 based on U.S. Provisional Application No. 60/385,185, filed on May 31, 2002, and U.S. patent application Ser. No. 10/441,213, filed May 19, 2003, of which this application is a divisional. - The present invention relates to in-tank fuel modules having components made of plastic or polymeric materials. More specifically, it relates to in-tank fuel modules arranged to prevent the accumulation of and provide for the safe dissipation of electrostatic charges that might be generated as a result of fuel flow.
- The in-tank fuel module for a fuel tank of a vehicle or other device employing an internal combustion engine typically includes a plurality of separate components, such as a reservoir, a fuel pump and motor, fuel filter and housing, a pressure regulator and housing, an aspiration jet pump and the like. It can happen that such components are made of non-conductive materials or may include elements that are electrically conductive; but, the electrically conductive element is electrically insulated from the associated electrical circuit that defines a ground plane. For instance, the conductive component may be disposed within a non-conductive plastic body.
- Conductive, as well as non-conductive components of an in-tank fuel module are susceptible of accumulating an electrostatic charge. It is well known to employ an arrangement that provides for dissipation of such static charge to prevent excessive build-up. Various examples are described in U.S. Pat. Nos. 5,076,920; 5,647,330; 5,785,032; 6,047,685; 6,206,035 and 6,435,163.
- As the investigation of electrostatic charge build-up in in-tank fuel modules proceeds, refinements in the overall scheme for protection evolve. The present invention results from this process. Not only does it recognize the advantage to be derived from implementing such protection in areas not previously considered significant, it also provides enhanced mechanisms for accomplishing an overall improvement in the protection afforded.
- Specifically, an arrangement is provided to protect against build-up of electrostatic charge in areas not heretofore considered relevant to the solution of electrostatic discharge problem. One such area is the aspiration jet pump employed to aspirate fuel into the module reservoir. Another is the conductive arm of the fuel level sensing assembly. The invention further provides previously unknown mechanisms to provide charge dissipation capability.
- To control build-up of the electrostatic charge in the components of an in-tank fuel module, it is known in the art to electrically connect the component to the vehicle ground plane, usually to the negative terminal of the battery that defines that electrical plane. It is known to use metal wires to electrically connect the components to the ground, or to other grounded conductive components that are connected to the vehicle ground plane. It is contemplated by this invention to provide new arrangements for providing such a ground path.
- The fuel level sensor detects the fuel level in a fuel tank, usually through a float and pivotal arm physically located in or on the in-tank fuel module. An electric circuit having a variable resistance card is used. A movable cross bar or contact member coacts with the resister card to alter the circuit characteristics to change the reading on a fuel gauge. This circuit includes an electrical path that is extant within the module and is ultimately connected to the ground plane. It provides a previously unrecognized path for electrostatic charge dissipation.
- Moreover, the fuel level sensor assembly usually includes a metallic float arm mounted on a non-conductive wiper retainer. The arm has a buoyant member at one end. The retainer is pivotally mounted on a base that is also non-conductive. Since the float arm is formed of a metallic material, the float arm is susceptible of collecting electrostatic charge. However, since the wiper retainer and the base are formed of a non-conductive plastic, any electrostatic charge collected in the metallic arm is unable to dissipate to the circuit ground plane. Connection of the metallic float arm to the conductor of the level sensor circuit resident in the module is a solution to both the problem of undesirable electrostatic accumulation and provision of an effective electrostatic charge dissipation path.
-
FIG. 1 is a front view, partially in cross section, and partially broken away, of an in-tank fuel module illustrating various principles of the present invention; -
FIG. 2 is a partially broken away front view of another type of in-tank fuel module illustrating details of an embodiment of the present invention; -
FIG. 3A is a side view of a portion of the in-tank module ofFIG. 2 further illustrating features of the present invention; -
FIG. 3B is a side view of a portion of the in-tank module ofFIG. 2 illustrating an assembly method embraced by the present invention; -
FIG. 4A is a cross section of a part of the apparatus ofFIG. 2 ; -
FIG. 4B is a cross section of a part of the apparatus ofFIG. 2 ; -
FIG. 4C is a cross section of a part of the apparatus ofFIG. 2 ; -
FIG. 5 is a front view of a fuel level sensor assembly incorporating principles in accordance with the present invention; -
FIG. 6 is a side view of the fuel level sensor assembly ofFIG. 5 ; -
FIG. 7 is a top view of the fuel level sensor assembly ofFIG. 5 ; -
FIG. 8 is a front view of a contact member element of the fuel level sensor assembly ofFIG. 5 ; -
FIG. 9 is a sectional view of the contact member element ofFIG. 8 taken along line 9-9; -
FIG. 10 is a front view of the float arm retainer element of the fuel level sensor assembly ofFIG. 5 , -
FIG. 11 is a sectional view of the float arm retainer element ofFIG. 5 taken along line 11-11; and -
FIG. 12 is a sectional view of the contact member installed onto the float arm retainer element with a conductive finger formed on the contact member and a float arm extending through the float arm retainer. - In the embodiment of
FIG. 1 , one aspect of the present invention is illustrated. Here, there is disclosed an in-tank fuel module 10 adapted to be positioned in afuel tank 9 associated with an internal combustion engine. Though the main application of such an arrangement is for a vehicle, the invention has application to other apparatus powered by an internal combustion engine, such as a stationary or auxiliary power unit, engine driven pump or electric generator. - The
module 10 includes a flange 11 connecting the module tofuel tank 9. The module further includes afuel reservoir 13, a fuel pump andmotor 18, afuel filter housing 20 in which there is positioned afuel filter 19, afuel pressure regulator 16, and anaspiration jet pump 21. These components are connected byhoses main tank 9 to the vehicle engine though the pump andmotor 18 to thefilter housing 20 for delivery to the engine through anoutlet connector 27. - Flange 11 supports an
electrical receptacle 12. It receives power from the electrical system associated with the engine. The electrical system includes leads 8 a and 8 b that plug intoreceptacle 12. One lead, 8 a, represents the negative side of the battery of the electrical system and is considered representative of the system ground plane. - Fuel pump and
motor 18 are supported in thereservoir 13. Power to the motor is supplied through electrical leads 17 a and 17 b connected toelectrical receptacle 12. Lead 17 a is connected to the negative lead 8 a and is thus connected to the vehicle ground plane. Lead 17 b is connected to the positive side of the battery through lead 8 b and is considered the “hot” or power lead. - The flange 11 and
reservoir 13 are connected by a relatively slidable connection to permit adjustment of the overall vertical extent of the module. This slidable connection is not shown, but is well known in the art. It permits thereservoir 13 to move toward or away from flange 11 for association of the module with fuel tanks of different vertical height. - In the module illustrated, the
fuel filter housing 20 and includedfilter 19 are connected to the flange 11. In other arrangements, the filter housing may be connected to thereservoir 13. - As shown in
FIG. 1 , thefilter housing 20 supports filter 19. Fuel enters thefilter housing 20 fromhose 23 that is connected to the pump andmotor 18. Pressurized fuel passes through thefilter 19 and exits the filter throughoutlet connector 27 for delivery to the engine. - To prevent build-up of electrostatic charge and provide for its dissipation, the lower portion 20 a of
filter housing 20 may be made of non-conductive polymeric material such as acetal with a conductive filler. This conductive portion 20 a of the housing-20 is connected to the vehicle ground plane at lead 17 a in a well known manner by an insulated metal wire (not shown). Of course, any other form of connection of the conductive portion 20 a to the electrical circuit ground plane would be acceptable. - The
reservoir 13 maintains a level of fuel for supply to the fuel pump andmotor 18. It includes an inlet defined by ascreen 15 at the bottom of the reservoir maintained in spaced relation to the tank bottom. Fuel enters theinlet 15 fromfuel tank 9, usually as a result of the head from the quantity of fuel in thetank 9. When the level of fuel in the fuel tank is low,jet aspiration pump 21 draws, or aspirates, fuel from thefuel tank 9 into thereservoir 13. - After fuel passes through
filter 19, it can also exit thehousing 20 throughhose 25 topressure regulator 16. The regulator controls pressure of the fuel delivered to the engine through theoutlet connector 27 by passing some fuel back to thereservoir 13 when the pressure exceeds a set amount. This is a supply side jet pump system. The invention here, is of course, applicable to systems with return side jet pumps. -
Jet aspiration pump 21 includes abody 29 that is hollow and defines a restricted orifice or venturi. The body also defines aninlet 31 open to the fuel in thetank 9 at thereservoir inlet 15, and anoutlet 33 open to thereservoir 13. - High pressure fuel in
hose 25 is delivered through anotherhose 35 to thejet orifice 32 which directs flow at high speed to the venturi at 90 degrees to the fuel path entering theinlet 19. The flowing fuel aspirates fuel fromtank 9 into theinlet 31 ofbody 29. That fuel is delivered to thereservoir 13 throughoutlet 33. - In accordance with the present invention,
aspirator jet pump 21 is made of conductive polymeric material such as acetal with carbon fibril, or other conductive filler or nylon with a suitable conductive filler. Such conductive material is used to form thebody 29 including the venturi and the portions of thebody defining inlet 31 andoutlet 33. Theaspiration jet pump 21 is connected to the ground plane using any suitable means, such as insulated metal wire. Alternatively, theentire reservoir 13 and other module components could be molded of conductive polymeric material to provide a dissipation path for any electrostatic charge that might be generated as a result of fuel flow in theaspiration jet pump 21. -
FIG. 2 shows another form of an in-tank fuel module having a plurality of separate components. The fuel module 110, includes a fuellevel sensor assembly 114, afuel pressure regulator 116, a fuel pump andmotor 118 and afuel filter housing 120 which houses a fuel filter (not shown). - An electrical plug or receptacle 112 is provided for connection to the vehicle electrical system. It includes at least a positive and a negative terminal. Positive and negative leads 117 a and 117 b connect to the
pump motor 118. The ground terminal lead 117 a is electrically connected to a grounded portion of a vehicle or other chassis, which is, in turn connected to the negative terminal of the battery through lead 108 a. Terminal lead 117 b is connected to the positive side of the circuit through lead 108 b. - A
conductive bracket 107 is provided that is attached to lead 117 a. - The
fuel pressure regulator 116, the fuel pump andmotor 118 and thefuel filter housing 120 all may be components or include elements in or on which accumulation of electrostatic charge may occur. To dissipate the electrostatic charge from thefuel pressure regulator 116, thefuel pump 118 and thefuel filter housing 120, the present invention uses conductive plastic orpolymeric strands 122 to define an electrical conductor or electrically conductive path to the ground terminal lead 117 a at the electrical plug 112. InFIG. 2 , the strand or conductor extends frompressure regulator 116 to thefuel filter housing 120, and then to thebracket 107. This single strand thus connects two components of the module to the electrical system ground plane. Anotherstrand 122 contacts the pump andmotor 118 and connects to the first strand at the connection to thefilter housing 120.Bracket 107 and receptacle 112 are not essential to the invention. These components merely illustrate an effective arrangement to connectstrands 122 to the electrical circuit ground plane. - Conductive plastic or
polymeric strands 122 can be easily secured to the components of the module that have elements formed of conductive polymeric material. Moreover, the relatively low conductivity of such conductive strands as compared to copper or other metallic wire is considered advantageous. A wire that is an excellent conductor may actually cause arcing across a poor physical connection. The high resistance of the conductive strand reduces current flow and minimizes the risk of an inadvertent arc. - The polymeric strands are connected to the negative battery terminal at receptacle 112.
Bracket 107 includes aclip 124 to secure thestrand 122 to the conductive bracket for a secure physical and electrically conductive connection. - The conductive plastic strands can be secured to the conductive components by a number of methods.
FIG. 3A illustrates securing a conductiveplastic strand 122 by pinching the conductiveplastic strand 122 to aconductive component 126 with aflexible clip 124. Theflexible clip 124 can be a metal clip that is attached to theconductive component 126. Alternatively, theflexible clip 124 can be a plastic clip molded into the =side of theconductive component 126. The conductiveplastic strand 122 is slid between theflexible clip 124 andconductive component 126, such that theflexible clip 124 pinches the conductiveplastic strand 122 to theconductive component 126 to secure the conductiveplastic strand 122 to theconductive component 126. -
FIG. 3B illustrates attachment of a conductiveplastic strand 222 by ultrasonic, hot plate, or laser welding the conductiveplastic strand 222 to the surface of aconductive plastic component 226. Awelder 228, such as an ultrasonic, hot plate, or laser welder is used to weld one end of a conductiveplastic strand 222 from aspool 230 of a length of conductiveplastic strand 222 to a firstconductive plastic component 226 to form a weld point 236. Thereafter, the conductiveplastic strand 222 is unwound a given distance from the first weld point 236 to its connection to thebracket 107 connected to the negative terminal of the circuit or ground plane. Alternatively, the conductiveplastic strand 222 may be ultrasonic, hot plate, or laser welded to a second conductive plasticcomponent using welder 228 to form a second weld point. Several conductive components may thus be connected together and thestrand 222 then connected to the ground plane atbracket 107. It is important, however, to ensure that the overall electrical property of the strands not exceed an amount that would impede dissipation of any electrical charge. - As illustrated in
FIGS. 4A, 4B , and 4C, the conductivepolymeric strands FIG. 4A shows astrand 122 of oval cross section.FIG. 4B shows astrand 122 of generally diamond shaped cross section.FIG. 4C shows astrand 122 of generally rectangular cross section. The cross sectional shape of the strand shown inFIG. 4C has corners formed on a relatively large radius. Such large radius corner could also be employed in producing the strand of diamond shaped cross section illustrated inFIG. 4B . Similarly, the small radius corners of the cross section ofFIG. 4B could be employed in the rectangular strand ofFIG. 4C . - The
strands strand - The particular cross sectional shape is not known to be significant. However, the cross sectional area should be sized to control the resistance of the strand. It is contemplated that resistance should be in the order of 103 to 109 ohms per length of strand between the conductive element and the connection to the negative terminal 117 a at
bracket 107. In this regard, given the size of typical in-tank fuel modules the length of a strand between connection points can vary from 5 to 15 inches. If a strand connects two components together and then connects to the negative terminal 117 a atbracket 107 the total length may be 20 inches or more. - The cross sectional size and resistance of the
strands - It should be understood that the values for resistance are estimated based on existing knowledge. These values could vary based on information not previously available or considered.
- The conductive plastic strands of the present invention are preferably formed by extrusion of extrudable polymeric or plastic material that is rendered conductive by inclusion of a conductive additive. After forming, the extruded conductive plastic strand is wound in a spool and stored for later use.
- The conductive plastic strand can be made conductive by mixing a base, non-conductive polymer, with about 1% to about 20% by weight of conductive filler additive. Other fillers, like glass fibers in an amount of up to about 20% by weight, may also be used for adding strength.
- A suitable conductive filler additive includes carbon powder, carbon fiber or carbon fibril, or metallic materials in the form of powder or fiber. Raw material for conductive “
Nylon 12” with 4% conductive filler and 19% glass fiber filler is available from Huls DeGussa, Farmington Hills, Mich. The conductive filler is carbon fibrils made by Hyperion Catalyst International, Boston, Mass. - Carbon fibril is able to achieve the desired conductivity level without adverse effect on the mechanical properties and fuel resistance properties of the strand. Therefore, carbon fibril is the preferred conductive filler additive based solely on its mechanical and fuel resistance properties. However, carbon fibril is generally more expensive than carbon power and carbon fiber. Therefore, in most situations where mechanical and resistance properties are not important properties for the conductive plastic strands, the use of carbon power or carbon fiber is acceptable.
- Metallic conductive filler such as silver, copper or steel in powder or fiber form can also be utilized. In addition, an inherently conductive polymer or inherently dissipative polymer can also be used as the conductive filler.
- The base plastic or polymeric material can be nylon or acetal. Nylon is easier to extrude than acetal. Therefore, based solely on processing the conductive plastic strands, nylon is the preferred base plastic material. However, it is very difficult to weld dissimilar materials. Most injection molded components in the fuel module are formed from acetal due to its low cost compared to nylon, as well as good fuel resistance for acetal with very low swelling. Therefore, should the conductive component to which the conductive plastic strand is to be secured be formed from acetal, and the method of securing the conduct plastic strand to the conductive component is by ultrasonic, hot plate or laser welding, acetal would be the preferred base plastic material for forming the conductive plastic strand. If a metal or polymeric clip were used, a conductive nylon strand could be used.
- Turning now to
FIGS. 5 through 12 , a fuellevel sensor assembly 412 is shown in accordance to another aspect of the present invention. The fuellevel sensor assembly 412 includes a fixed assembly base 438 mounted to the in-tank module such as at thefuel filter housing 120, as shown inFIG. 2 . Ametallic float arm 440 mounted on awiper retainer 444 near one end. Thefloat arm 440 has abuoyant float 442 at the other end. Theretainer 444 and consequently floatarm 440 are pivotally mounted on base 438. - Located underneath the
contact retainer 444, on the surface opposite the mounting surface for the float arm, is acontact member 446. Below thecontact member 446 on base 438 is aresister card 448 which forms a part of a circuit associated with the fuel level indicator. As is usual, and well known, the circuit is connected to the battery circuit and therefore provides a path to the negative battery terminal or ground plane. - The
resister card 448 includes a pair of separate traces 450 that typically extend in an a parallel pattern that is arc shaped. As the level of the fuel changes, thefloat 442 moves up and down causing thefloat arm 440 andretainer 444 to pivot. As thefloat arm 440 pivots,contacts 458 oncontact member 446 move along the arc shaped conductive traces 450 of theresistor card 448, which then alters the characteristics of the circuit and thus the signal sent to the fuel level indicator (not shown). - A
wire 500 enters the module through receptacle 17 ofFIG. 1 , and connects to a first pattern of traces 450 at an end of theresister card 448. Asecond wire 501 connects between the receptacle 17 the other pattern of traces 450 oncard 448.Wire 501 is suitably connected to the negative battery terminal ground plane of the system through the receptacle 17. It could, however, be connected to the ground plane through any other suitable arrangement. - The
contact member 446 of the present invention has aconductive finger 452 that contacts floatarm 440. As illustrated, theconductive finger 452 is an extension of thecontact member 446. It could, however, take the form of a separate conductive bracket (not shown) electrically connecting the float arm to the contact member, a metallic wire (not shown) electrically connecting the float arm to the contact member or a conductive plastic strand (not shown) connecting the float arm to the contact member. While all the above listed conductive portions are effective in electrically connecting the float arm to the contact member, the preferred form is the conductive finger extension of thecontact member 446 illustrated in the drawings. By using the finger on thecontact member 446, no additional parts are required for the electrical connection. This approach saves assembly time and money, and eliminates some failure modes, such as a potentially loose or disconnected wire. -
FIGS. 8 and 9 illustrate acontact member 446 prior to installation onto acontact retainer 444. Thecontact member 446 has amain plate 454 defining twosmall apertures 456 for attachingcylindrical contacts 454. Thecylindrical contacts 454 are adapted to contact the traces 450 of theresistor card 448. The circuit across the separate traces 450 is completed throughcontact member 446. Themain plate 454 also defines a large aperture 460 adapted for attaching thecontact member 446 to thewiper retainer 444. Extending from the end of themain plate 454 is theconductive finger 452. The terminal end of theconductive finger 452 is adapted to contact thefloat arm 440 to form an electrical path to discharge any electrostatic charge collected in thefloat arm 440 to the circuit defined by the traces 450 andwires contact member 446 depicted here is one example of such a component. Various other contact member configurations and methods of attachment to the contact retainer may be employed without deviating from the present invention. -
FIGS. 10 and 11 illustrate thecontact retainer 444 to which thecontact member 446 according the present invention is attached. Thecontact retainer 444 has aprotrusion 462 adapted to be received in the large aperture 460 of themain plate 454 of the contact member 460. Theprotrusion 462 pivotally mounts the wiper retainer on the base 438. - A
bore 464 extends through theprotrusion 462. Thebore 464 is adapted to receive one end portion of thefloat arm 440. -
FIG. 12 illustrates thecontact member 446, as illustrated inFIGS. 8 and 9 , attached to thecontact retainer 444, as illustrated inFIGS. 10 and 11 .FIG. 12 further illustrates end portion of thefloat arm 440 extending through thebore 464 of thecontact retainer 444. - The
conductive finger 452 of thecontact member 446 is in contact with thefloat arm 440. Theconductive finger 452 creates an electrical path for any electrostatic charge in thewiper arm 440 to travel to ground in a safe manner. The electrostatic charge in thefloat arm 440 travels from thefloat arm 440, through theconductive finger 454, to themain plate 454 of thecontact member 446, into the traces 450 ofresister card 448 and to ground via thewires resister card 448. - It is contemplated that, alternatively, the contact retainer itself can be conductive. The conductive contact retainer can be made conductive by mixing a base non-conductive polymer, such as acetal, with conductive filler additive, such as carbon fiber or carbon fibrils. It would then connect the
metal float arm 440 to ground through thecontact member 446 andcontacts 454 which electrically contact the traces 450 of theresister card 448. - Various features of the present invention have been described with reference to the above embodiments. It should be understood that modification may be made without departing from the spirit and scope of the invention, as represented by the following claims.
Claims (26)
1. An in-tank fuel module for a fuel tank, having at least one electrically conductive component, a conductive lead for connection to a ground plane, a conductive polymeric strand connected to said at least one component and to said lead.
2. The fuel module as claimed in claim 1 wherein said at least one component is a fuel level sensor.
3. The fuel module as claimed in claim 1 wherein said at least one component is a fuel pressure regulator.
4. The fuel module as claimed in claim 1 wherein said at least one component is a fuel pump.
5. The fuel module as claimed in claim 1 wherein said at least one component is a fuel filter housing.
6. The fuel module as claimed in claim 1 wherein said conductive polymeric strand is formed from an acetal based polymer.
7. The fuel module as claimed in claim 6 wherein said acetal based conductive polymeric strand includes a conductive filler.
8. The fuel module as claimed in claim 7 wherein said conductive filler is selected from the group consisting of carbon powder, carbon fiber, carbon fibril, metal fiber, and metal powder.
9. The fuel module as claimed in claim 1 wherein said conductive polymeric strand is formed from a nylon based polymer.
10. The fuel module as claimed in claim 9 wherein said nylon based conductive polymeric strand includes a conductive filler.
11. The fuel module as claimed in claim 10 wherein said conductive filler is selected from the group consisting of carbon powder, carbon fiber, carbon fibril, metal fiber, and metal powder.
12. The fuel module as claimed in claim 1 wherein said conductive polymeric strand is extruded from an extrudable material and has a cross sectional area of about 0.003 in2 to about 0.005 in2.
13. The fuel module as claimed in claim 1 wherein said conductive polymeric strand is formed from a material similar to the material forming a portion of said at least one conductive component said conductive polymeric strand is connected and said conductive component by welding.
14. An extruded conductive polymeric strand for electrostatic dissipation comprising a conductive polymer and a conductive filler.
15. A conductive strand as claimed in claim 14 wherein said conductive polymeric strand formed of extrudable acetal.
16. A conductive strand as claimed in claim 15 wherein said conductive filler is selected from the group consisting of carbon powder, carbon fiber, carbon fibril, metal fiber and metal powder.
17. A conductive strand as claimed in claim 14 wherein said conductive polymeric strand is formed of extrudable nylon.
18. A conductive strand as claimed in claim 17 wherein said conductive filler is selected from the group consisting of carbon powder, carbon fiber, carbon fibril, metal fiber and metal powder.
19. A conductive strand as claimed in claim 16 wherein said filler is about 4% by weight of said strand.
20. A conductive strand as claimed in claim 18 wherein said filler is about 4% by weight of said conductor.
21. A conductive strand as claimed in claim 14 wherein said strand has a cross sectional area of about 0.003 in2 to 0.005 in2.
22. A conductive as claimed in claim 15 wherein said strand has a cross sectional area of about 0.003 in2 to 0.005 in2.
23. A conductive strand as claimed in claim 16 wherein said strand has a cross sectional area of about 0.003 in2 to 0.005 in2.
24. A conductive strand as claimed in claim 17 wherein said strand has a cross sectional area of about 0.003 in2 to 0.005 in2.
25. A conductive strand as claimed in claim 18 wherein said strand has a cross sectional area of also 0.003 in2 to 0.005 in2.
26. A conductive strand as claimed in claim 19 wherein said strand has a cross sectional area of about 0.003 in2 to 0.005 in2.
Priority Applications (1)
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US11/029,051 US20050122693A1 (en) | 2002-05-31 | 2005-01-04 | Electrostatic charge control for in-tank modules |
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US38518502P | 2002-05-31 | 2002-05-31 | |
US10/441,213 US6877373B2 (en) | 2002-05-31 | 2003-05-19 | Electrostatic charge control for in-tank modules |
US11/029,051 US20050122693A1 (en) | 2002-05-31 | 2005-01-04 | Electrostatic charge control for in-tank modules |
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US10/441,213 Division US6877373B2 (en) | 2002-05-31 | 2003-05-19 | Electrostatic charge control for in-tank modules |
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US11/029,051 Abandoned US20050122693A1 (en) | 2002-05-31 | 2005-01-04 | Electrostatic charge control for in-tank modules |
US11/028,750 Expired - Lifetime US7089918B2 (en) | 2002-05-31 | 2005-01-04 | Electrostatic charge control for in-tank modules |
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- 2003-05-19 US US10/441,213 patent/US6877373B2/en not_active Expired - Lifetime
- 2003-05-30 JP JP2003153994A patent/JP2004162690A/en active Pending
- 2003-06-02 DE DE10324800A patent/DE10324800A1/en not_active Withdrawn
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2005
- 2005-01-04 US US11/029,051 patent/US20050122693A1/en not_active Abandoned
- 2005-01-04 US US11/028,750 patent/US7089918B2/en not_active Expired - Lifetime
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Cited By (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20070074568A1 (en) * | 2005-09-30 | 2007-04-05 | Hans-Guenter Benner | Level transmitter |
US20070107503A1 (en) * | 2005-09-30 | 2007-05-17 | Hans-Guenter Benner | Filling level sensor |
WO2007042536A1 (en) * | 2005-10-14 | 2007-04-19 | Inergy Automotive Systems Research (Societe Anonyme) | Fuel tank filler pipe |
FR2892068A1 (en) * | 2005-10-14 | 2007-04-20 | Inergy Automotive Systems Res | TUBE FILLING FUEL TANK. |
DE102005047544A1 (en) * | 2005-10-14 | 2007-05-31 | Siemens Ag | level sensor |
DE102005047467A1 (en) * | 2005-10-14 | 2007-06-21 | Siemens Ag | level sensor |
US7584658B2 (en) | 2005-10-14 | 2009-09-08 | Siemens Aktiengesellschaft | Level transmitter |
US7640800B2 (en) | 2005-10-14 | 2010-01-05 | Siemens Aktiengesellschaft | Filling level sensor |
DE102005047544B4 (en) * | 2005-10-14 | 2011-07-21 | Continental Automotive GmbH, 30165 | level sensor |
DE102005047467B4 (en) * | 2005-10-14 | 2011-09-01 | Continental Automotive Gmbh | level sensor |
US10865750B2 (en) * | 2018-09-06 | 2020-12-15 | Trico Group, LLC | Fuel pump assembly |
US11286894B2 (en) * | 2019-09-30 | 2022-03-29 | Denso Corporation | Fuel pump module |
Also Published As
Publication number | Publication date |
---|---|
US6877373B2 (en) | 2005-04-12 |
US20040011129A1 (en) | 2004-01-22 |
JP2004162690A (en) | 2004-06-10 |
DE10324800A1 (en) | 2004-01-08 |
US20050115315A1 (en) | 2005-06-02 |
US7089918B2 (en) | 2006-08-15 |
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Legal Events
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