WO2001086135A1 - Method of managing pressure in a fuel system - Google Patents
Method of managing pressure in a fuel system Download PDFInfo
- Publication number
- WO2001086135A1 WO2001086135A1 PCT/CA2001/000651 CA0100651W WO0186135A1 WO 2001086135 A1 WO2001086135 A1 WO 2001086135A1 CA 0100651 W CA0100651 W CA 0100651W WO 0186135 A1 WO0186135 A1 WO 0186135A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- pressure
- operable device
- vacuum
- housing
- fuel
- Prior art date
Links
Classifications
-
- 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
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
- F02M25/0809—Judging failure of purge control system
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K24/00—Devices, e.g. valves, for venting or aerating enclosures
Definitions
- the present invention relates to an integrated pressure management system that manages pressure and detects leaks in a fuel system.
- the present invention also relates to an integrated pressure management system that performs a leak diagnostic for the headspace in a fuel tank, a canister that collects volatile fuel vapors from the headspace, a purge valve, and all associated hoses.
- ORVR onboard refueling vapor recovery
- a sensor or switch signals that a predetermined pressure exists.
- the sensor/switch signals that a predetermined vacuum exists.
- pressure is measured relative to the ambient atmospheric pressure.
- positive pressure refers to pressure greater than the ambient atmospheric pressure and negative pressure, or “vacuum,” refers to pressure less than the ambient atmospheric pressure.
- the present invention is achieved by providing a method of managing pressure in a fuel system.
- the method comprises providing an integrated assembly including a switch actuated in response to the pressure and a valve actuated to relieve the pressure; and signaling with the switch a negative pressure at a first pressure level.
- Figure 1 is a schematic illustration showing the operation of an apparatus according to the present invention.
- Figure 2 is a cross-sectional view of a first embodiment of the apparatus according to the present invention.
- Figure 3 is a cross-sectional view of a second embodiment of the apparatus according to the present invention.
- a fuel system 10 e.g., for an engine (not shown), includes a fuel tank 12, a vacuum source 14 such as an intake manifold of the engine, a purge valve 16, a charcoal canister 18, and an integrated pressure management system (IPMA) 20.
- a vacuum source 14 such as an intake manifold of the engine
- a purge valve 16 such as an intake manifold of the engine
- a charcoal canister 18 such as charcoal canister 18
- IPMA integrated pressure management system
- the IPMA 20 performs a plurality of functions including signaling 22 that a first predetermined pressure (vacuum) level exists, relieving pressure 24 at a value below the first predetermined pressure level, relieving pressure 26 above a second pressure level, and controllably connecting 28 the charcoal canister 18 to the ambient atmospheric pressure A.
- a vacuum is created in the tank 12 and charcoal canister 18.
- the existence of a vacuum at the first predetermined pressure level indicates that the integrity of the fuel system 10 is satisfactory.
- signaling 22 is used for indicating the integrity of the fuel system 10, i.e., that there are no leaks.
- relieving pressure 24 at a pressure level below the first predetermined pressure level protects the integrity of the fuel tank 12, i.e., prevents it from collapsing due to vacuum in the fuel system 10.
- Relieving pressure 24 also prevents
- relieving pressure 26 allows excess pressure due to fuel vaporization to blow off, thereby facilitating the desired vacuum generation that occurs during cooling. During blow off, air within the fuel system 10 is released while fuel molecules are retained. Similarly, in the course of refueling the fuel tank 12, relieving pressure
- controllably connecting 28 the canister 18 to the ambient air A allows confirmation of the purge flow and allows confirmation of the signaling 22 performance.
- controllably connecting 28 allows a computer for the engine to monitor the vacuum generated during cooling.
- FIG. 2 shows a first embodiment of the IPMA 20 mounted on the charcoal canister
- the IPMA 20 includes a housing 30 that can be mounted to the body of the charcoal canister 18 by a "bayonet" style attachment 32.
- a seal 34. is interposed between the charcoal canister 18 and the IPMA 20.
- This attachment 32 in combination with a snap finger 33, allows the IPMA 20 to be readily serviced in the field.
- different styles of attachments between the IPMA 20 and the body 18 can be substituted for the illustrated bayonet attachment 32, e.g., a threaded attachment, an interlocking telescopic attachment, etc.
- the body 18 and the housing 30 can be integrally formed from a common homogenous material, can be permanently bonded together (e.g., using an adhesive), or the body 18 and the housing 30 can be interconnected via an intermediate member such as a pipe or a flexible hose.
- the housing 30 can be an assembly of a main housing piece 30a and housing piece covers 30b and 30c. Although two housing piece covers 30b,30c have been illustrated, it is desirable to minimize the number of housing pieces to reduce the number of potential leak points, i.e., between housing pieces, which must be sealed. Minimizing the number of housing piece covers depends largely on the fluid flow path configuration through the main housing piece 30a and the manufacturing efficiency of incorporating the necessary components of the
- Signaling 22 occurs when vacuum at the first predetermined pressure level is present in the charcoal canister 18.
- a pressure operable device 36 separates an interior chamber in the housing 30.
- the pressure operable device 36 which includes a diaphragm 38 that is operatively interconnected to a valve 40, separates the interior chamber of the housing 30 into an upper portion 42 and a lower portion 44.
- the upper portion 42 is in fluid communication with the ambient atmospheric pressure through a first port 46.
- the lower portion 44 is in fluid communication with a second port 48 between housing 30 the charcoal canister 18.
- the lower portion 44 is also in fluid communicating with a separate portion 44a via first and second signal passageways 50,52.
- Orienting the opening of the first signal passageway toward the charcoal canister 18 yields unexpected advantages in providing fluid communication between the portions 44,44a.
- Sealing between the housing pieces 30a,30b for the second signal passageway 52 can be provided by a protrusion 38a of the diaphragm 38 that is penetrated by the second signal passageway 52.
- a branch 52a provides fluid communication, over the seal bead of the diaphragm 38, with the separate portion 44a.
- a rubber plug 50a is installed after the housing portion 30a is molded. The force created as a result of vacuum in the separate portion 44a causes the diaphragm 38 to be displaced toward the housing part 30b. This displacement is opposed by a resilient element 54, e.g.!, a leaf spring.
- the bias of the resilient element 54 can be adjusted by a calibrating screw 56 such that a desired level of vacuum, e.g., one inch of water, will depress a switch 58 that can be mounted on a printed circuit board 60.
- the printed circuit board is electrically connected via an intermediate lead frame 62 to an outlet terminal 64 supported by the housing part 30c.
- An O-ring 66 seals the housing part 30c with respect to the housing part 30a.
- Pressure relieving 24 occurs as vacuum in the portions 44,44a increases, i.e., the pressure decreases below the calibration level for actuating the switch 58.
- Vacuum in the charcoal canister 18 and the lower portion 44 will continually act on the valve 40 inasmuch as the upper portion 42 is always at or near the ambient atmospheric pressure A.
- this vacuum will overcome the opposing force of a second resihent element 68 and displace the valve 40 away from a lip seal 70. This displacement will open the valve 40 from its closed configuration, thus allowing ambient air to be drawn through the upper portion 42 into the lower the portion 44.
- valve 40 in an open configuration of the valve 40, the first and second ports 46,48 are in fluid communication. In this way, vacuum in the fuel system 10 can be regulated.
- Controllably connecting 28 to similarly displace the valve 40 from its closed configuration to its open configuration can be provided by a solenoid 72.
- the second resihent element 68 displaces the valve 40 to its closed configuration.
- a ferrous armature 74 which can be fixed to the valve 40, can have a tapered tip that creates higher flux densities and therefore higher pull-in forces.
- a coil 76 surrounds a solid ferrous core 78 that is isolated from the charcoal canister 18 by an O-ring 80.
- the flux path is completed by a ferrous strap 82 that serves to focus the flux back towards the armature 74.
- the coil 76 When the coil 76 is energized, the resultant flux pulls the valve 40 toward the core 78.
- the armature 74 can be prevented from touching the core 78 by a tube 84 that sits inside the second resihent element 68, thereby preventing magnetic lock-up. Since very little electrical power is required for the solenoid 72 to maintain the valve 40 in its open configuration, the power can be reduced to as httle as 10% of the original power by pulse-width modulation.
- the second resihent element 68 pushes the armature 74 and the valve 40 to the normally closed configuration of the valve 40.
- Relieving pressure 26 is provided when there is a positive pressure in the lower portion 44, e.g., when the tank 12 is being refueled.
- the valve 40 is displaced to its open configuration to provide a very low restriction path for escaping air from the tank 12.
- the first and second signal passageways 50,52 communicate this positive pressure to the separate portion 44a.
- this positive pressure displaces the diaphragm 38 downward toward the valve 40.
- a diaphragm pin 39 transfers the displacement of the diaphragm 38 to the valve 40, thereby displacing the valve 40 to its open configuration with respect to the lip seal 70.
- Relieving pressure 26 is also useful for regulating the pressure in fuel tank 12 during any situation in which the engine is turned off. By limiting the amount of positive pressure in the fuel tank 12, the cool-down vacuum effect will take place sooner.
- Figure 3 shows a second embodiment of the present invention that is substantially similar to the first embodiment shown in Figure 2, except that the first and second signal passageways 50,52 have been eliminated, and the intermediate lead frame 62 penetrates a protrusion 38b of the diaphragm 38, similar to the penetration of protrusion 38a by the second signal passageway 52, as shown in Figure 2.
- the signal from the lower portion 44 is communicated to the separate portion 44a via a path that extends through spaces between the solenoid 72 and the housing 30, through spaces between the intermediate lead frame 62 and the housing 30, and through the penetration in the protrusion 38b.
- the present invention has many advantages, including:
- vacuum relief provides fail-safe operation of the purge flow system in the event that the solenoid fails with the valve in a closed configuration.
Abstract
An integrated pressure management system (20) manages pressure and detects leaks in a fuel system. The integrated pressure management system also performs a leak diagnostic for the headspace in a fuel tank (12), a canister (18) that collects volatile fuel vapors from the headspace, a purge valve (16), and all associated hoses and connections.
Description
METHOD OF MANAGING PRESSURE IN A FUEL SYSTEM
Field of Invention
The present invention relates to an integrated pressure management system that manages pressure and detects leaks in a fuel system. The present invention also relates to an integrated pressure management system that performs a leak diagnostic for the headspace in a fuel tank, a canister that collects volatile fuel vapors from the headspace, a purge valve, and all associated hoses.
Background of Invention
In a conventional pressure management system for a vehicle, fuel vapor that escapes from a fuel tank is stored in a canister. If there is a leak in the fuel tank, canister or any other component of the vapor handling system, some fuel vapor could exit through the leak to escape into the atmosphere instead of being stored in the canister. Thus, it is desirable to detect leaks.
In such conventional pressure management systems, excess fuel vapor accumulates immediately after engine shutdown, thereby creating a positive pressure in the fuel vapor management system. Thus, it is desirable to vent, or "blow-off," through the canister, this excess fuel vapor and to facilitate vacuum generation in the fuel vapor management system.
Similarly, it is desirable to relieve positive pressure during tank refueling by allowing air to exit the tank at high flow rates. This is commonly referred to as onboard refueling vapor recovery (ORVR).
Summary of the Invention
According to the present invention, a sensor or switch signals that a predetermined pressure exists. In particular, the sensor/switch signals that a predetermined vacuum exists. As it is used herein, "pressure" is measured relative to the ambient atmospheric pressure. Thus, positive pressure refers to pressure greater than the ambient atmospheric pressure and negative pressure, or "vacuum," refers to pressure less than the ambient atmospheric pressure.
The present invention is achieved by providing a method of managing pressure in a fuel
system. The method comprises providing an integrated assembly including a switch actuated in response to the pressure and a valve actuated to relieve the pressure; and signaling with the switch a negative pressure at a first pressure level.
Brief Description of the Drawings
The accompanying drawings, which are incorporated herein and constitute part of this specification, illustrate the present invention, and, together with the general description given above and the detailed description given below, serve to explain features of the invention. Like reference numerals are used to identify similar features. Figure 1 is a schematic illustration showing the operation of an apparatus according to the present invention.
Figure 2 is a cross-sectional view of a first embodiment of the apparatus according to the present invention
Figure 3 is a cross-sectional view of a second embodiment of the apparatus according to the present invention.
Detailed Description of the Preferred Embodiment
Referring to Figure 1, a fuel system 10, e.g., for an engine (not shown), includes a fuel tank 12, a vacuum source 14 such as an intake manifold of the engine, a purge valve 16, a charcoal canister 18, and an integrated pressure management system (IPMA) 20.
The IPMA 20 performs a plurality of functions including signaling 22 that a first predetermined pressure (vacuum) level exists, relieving pressure 24 at a value below the first predetermined pressure level, relieving pressure 26 above a second pressure level, and controllably connecting 28 the charcoal canister 18 to the ambient atmospheric pressure A. In the course of cooling that is experienced by the fuel system 10, e.g., after the engine is turned off, a vacuum is created in the tank 12 and charcoal canister 18. The existence of a vacuum at the first predetermined pressure level indicates that the integrity of the fuel system 10 is satisfactory. Thus, signaling 22 is used for indicating the integrity of the fuel system 10, i.e., that there are no leaks. Subsequently relieving pressure 24 at a pressure level below the first predetermined pressure level protects the integrity of the fuel tank 12, i.e., prevents it
from collapsing due to vacuum in the fuel system 10. Relieving pressure 24 also prevents
"dirty" air from being drawn into the tank 12.
Immediately after the engine is turned off, relieving pressure 26 allows excess pressure due to fuel vaporization to blow off, thereby facilitating the desired vacuum generation that occurs during cooling. During blow off, air within the fuel system 10 is released while fuel molecules are retained. Similarly, in the course of refueling the fuel tank 12, relieving pressure
26 allows air to exit the fuel tank 12 at high flow.
While the engine is turned on, controllably connecting 28 the canister 18 to the ambient air A allows confirmation of the purge flow and allows confirmation of the signaling 22 performance. While the engine is turned off, controllably connecting 28 allows a computer for the engine to monitor the vacuum generated during cooling.
Figure 2, shows a first embodiment of the IPMA 20 mounted on the charcoal canister
18. The IPMA 20 includes a housing 30 that can be mounted to the body of the charcoal canister 18 by a "bayonet" style attachment 32. A seal 34. is interposed between the charcoal canister 18 and the IPMA 20. This attachment 32, in combination with a snap finger 33, allows the IPMA 20 to be readily serviced in the field. Of course, different styles of attachments between the IPMA 20 and the body 18 can be substituted for the illustrated bayonet attachment 32, e.g., a threaded attachment, an interlocking telescopic attachment, etc.
Alternatively, the body 18 and the housing 30 can be integrally formed from a common homogenous material, can be permanently bonded together (e.g., using an adhesive), or the body 18 and the housing 30 can be interconnected via an intermediate member such as a pipe or a flexible hose.
The housing 30 can be an assembly of a main housing piece 30a and housing piece covers 30b and 30c. Although two housing piece covers 30b,30c have been illustrated, it is desirable to minimize the number of housing pieces to reduce the number of potential leak points, i.e., between housing pieces, which must be sealed. Minimizing the number of housing piece covers depends largely on the fluid flow path configuration through the main housing piece 30a and the manufacturing efficiency of incorporating the necessary components of the
IPMA 20 via the ports of the flow path. Additional features of the housing 30 and the incorporation of components therein will be further described below.
Signaling 22 occurs when vacuum at the first predetermined pressure level is present in the charcoal canister 18. A pressure operable device 36 separates an interior chamber in the housing 30. The pressure operable device 36, which includes a diaphragm 38 that is operatively interconnected to a valve 40, separates the interior chamber of the housing 30 into an upper portion 42 and a lower portion 44. The upper portion 42 is in fluid communication with the ambient atmospheric pressure through a first port 46. The lower portion 44 is in fluid communication with a second port 48 between housing 30 the charcoal canister 18. The lower portion 44 is also in fluid communicating with a separate portion 44a via first and second signal passageways 50,52. Orienting the opening of the first signal passageway toward the charcoal canister 18 yields unexpected advantages in providing fluid communication between the portions 44,44a. Sealing between the housing pieces 30a,30b for the second signal passageway 52 can be provided by a protrusion 38a of the diaphragm 38 that is penetrated by the second signal passageway 52. A branch 52a provides fluid communication, over the seal bead of the diaphragm 38, with the separate portion 44a. A rubber plug 50a is installed after the housing portion 30a is molded. The force created as a result of vacuum in the separate portion 44a causes the diaphragm 38 to be displaced toward the housing part 30b. This displacement is opposed by a resilient element 54, e.g.!, a leaf spring. The bias of the resilient element 54 can be adjusted by a calibrating screw 56 such that a desired level of vacuum, e.g., one inch of water, will depress a switch 58 that can be mounted on a printed circuit board 60. In turn, the printed circuit board is electrically connected via an intermediate lead frame 62 to an outlet terminal 64 supported by the housing part 30c. An O-ring 66 seals the housing part 30c with respect to the housing part 30a. As vacuum'is released, i.e., the pressure in the portions 44,44a rises, the resihent element 54 pushes the diaphragm 38 away from the switch 58, whereby the switch 58 resets. Pressure relieving 24 occurs as vacuum in the portions 44,44a increases, i.e., the pressure decreases below the calibration level for actuating the switch 58. Vacuum in the charcoal canister 18 and the lower portion 44 will continually act on the valve 40 inasmuch as the upper portion 42 is always at or near the ambient atmospheric pressure A. At some value of vacuum below the first predetermined level, e.g., six inches of water, this vacuum will overcome the opposing force of a second resihent element 68 and displace the valve 40 away
from a lip seal 70. This displacement will open the valve 40 from its closed configuration, thus allowing ambient air to be drawn through the upper portion 42 into the lower the portion 44. That is to say, in an open configuration of the valve 40, the first and second ports 46,48 are in fluid communication. In this way, vacuum in the fuel system 10 can be regulated. Controllably connecting 28 to similarly displace the valve 40 from its closed configuration to its open configuration can be provided by a solenoid 72. At rest, the second resihent element 68 displaces the valve 40 to its closed configuration. A ferrous armature 74, which can be fixed to the valve 40, can have a tapered tip that creates higher flux densities and therefore higher pull-in forces. A coil 76 surrounds a solid ferrous core 78 that is isolated from the charcoal canister 18 by an O-ring 80. The flux path is completed by a ferrous strap 82 that serves to focus the flux back towards the armature 74. When the coil 76 is energized, the resultant flux pulls the valve 40 toward the core 78. The armature 74 can be prevented from touching the core 78 by a tube 84 that sits inside the second resihent element 68, thereby preventing magnetic lock-up. Since very little electrical power is required for the solenoid 72 to maintain the valve 40 in its open configuration, the power can be reduced to as httle as 10% of the original power by pulse-width modulation. When electrical power is removed from the coil 76, the second resihent element 68 pushes the armature 74 and the valve 40 to the normally closed configuration of the valve 40.
Relieving pressure 26 is provided when there is a positive pressure in the lower portion 44, e.g., when the tank 12 is being refueled. Specifically, the valve 40 is displaced to its open configuration to provide a very low restriction path for escaping air from the tank 12. When the charcoal canister 18, and hence the lower portions 44, experience positive pressure above ambient atmospheric pressure, the first and second signal passageways 50,52 communicate this positive pressure to the separate portion 44a. In turn, this positive pressure displaces the diaphragm 38 downward toward the valve 40. A diaphragm pin 39 transfers the displacement of the diaphragm 38 to the valve 40, thereby displacing the valve 40 to its open configuration with respect to the lip seal 70. Thus, pressure in the charcoal canister 18 due to refueling is allowed to escape through the lower portion 44, past the lip seal 70, through the upper portion 42, and through the second port 46.
Relieving pressure 26 is also useful for regulating the pressure in fuel tank 12 during any situation in which the engine is turned off. By limiting the amount of positive pressure in the fuel tank 12, the cool-down vacuum effect will take place sooner.
Figure 3 shows a second embodiment of the present invention that is substantially similar to the first embodiment shown in Figure 2, except that the first and second signal passageways 50,52 have been eliminated, and the intermediate lead frame 62 penetrates a protrusion 38b of the diaphragm 38, similar to the penetration of protrusion 38a by the second signal passageway 52, as shown in Figure 2. The signal from the lower portion 44 is communicated to the separate portion 44a via a path that extends through spaces between the solenoid 72 and the housing 30, through spaces between the intermediate lead frame 62 and the housing 30, and through the penetration in the protrusion 38b.
The present invention has many advantages, including:
• providing relief for positive pressure above a first predetermined pressure value, and providing relief for vacuum below a second predetermined pressure value.
• vacuum monitoring with the present invention in its open configuration during natural cooling, e.g., after the engine is turned off, provides a leak detection diagnostic.
• driving the present invention into its open configuration while the engine is on confirms purge flow and switch/sensor function.
• vacuum relief provides fail-safe operation of the purge flow system in the event that the solenoid fails with the valve in a closed configuration.
• integrally packaging the sensor/switch, the valve, and the solenoid in a single unit reduces the number of electrical connectors and improves system integrity since there are fewer leak points, i.e., possible openings in the system.
While the invention has been disclosed with reference to certain preferred embodiments, numerous modifications, alterations, and changes to the described embodiments are possible without departing from the sphere and scope of the invention, as denned in the appended claims and their equivalents thereof. Accordingly, it is intended that the invention
not be limited to the described embodiments, but that it have the full scope defined by the language of the following claims.
Claims
1. A method of managing pressure in a fuel system, comprising: providing an integrated assembly including a switch actuatable in response to the pressure and a pressure operable device actuatable to reheve the pressure; and signaling with the switch a negative pressure at a first pressure level.
2. The method according to claim 1, further comprising: actuating the pressure operable device to relieve negative pressure below the first pressure level.
3. The method according to claim 1, further comprising: actuating the pressure operable device to reheve positive pressure above a second pressure level.
4. The method according to claim 1, further comprising: actuating the pressure operable device with a solenoid.
5. The method according to claim 1, wherein the providing an integrated assembly includes: providing a housing defining an interior chamber, the housing including first and second ports communicating with the interior chamber, the pressure operable device separating the chamber into a first portion and a second portion, the first portion communicating with the first port, the second portion communicating with the second port, the pressure operable device permitting fluid communication between the first and second ports in a first configuration and preventing fluid communication between the first and second ports in a second configuration; and providing a solenoid displacing the device from the first configuration to the second configuration.
6. The method according to claim 1, wherein the switch signals displacement of the pressure operable device in response to negative pressure at a first pressure level in the first portion of the interior chamber.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US09/565,028 US6983641B1 (en) | 1999-11-19 | 2000-05-05 | Method of managing pressure in a fuel system |
US09/565,028 | 2000-05-05 |
Publications (1)
Publication Number | Publication Date |
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WO2001086135A1 true WO2001086135A1 (en) | 2001-11-15 |
Family
ID=24256907
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/CA2001/000651 WO2001086135A1 (en) | 2000-05-05 | 2001-05-03 | Method of managing pressure in a fuel system |
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WO (1) | WO2001086135A1 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2004027245A1 (en) * | 2002-09-23 | 2004-04-01 | Siemens Vdo Automotive Inc. | Apparatus and method of changing printed circuit boards in a fuel vapor pressure management apparatus |
US9140627B2 (en) | 2013-10-29 | 2015-09-22 | Ford Global Technologies, Llc | Cooling fan assisted engine-off natural vacuum test |
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FR2671597A1 (en) * | 1991-01-16 | 1992-07-17 | Eaton Sa Monaco | Solenoid valve with variable passage cross-section |
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US5211151A (en) * | 1991-02-27 | 1993-05-18 | Honda Giken Kogyo Kabushiki Kaisha (Honda Motor Co., Ltd.) | Apparatus for restricting discharge of evaporated fuel gas |
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WO2001038716A1 (en) * | 1999-11-19 | 2001-05-31 | Siemens Automotive Inc. | Integrated pressure management system for a fuel system |
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US4763635A (en) * | 1985-05-30 | 1988-08-16 | Robert Bosch Gmbh | Discharge system for introducing volatilized fuel into an internal combustion engine |
EP0462824A1 (en) * | 1990-06-20 | 1991-12-27 | Borg-Warner Automotive Electronic & Mechanical Systems Corporation | Proportional solenoid valve controlled evaporative emissions purge system |
US5144102A (en) * | 1990-09-15 | 1992-09-01 | Pierburg Gmbh | Fluid pressure switch adapted for low fluid pressure and throughputs |
FR2671597A1 (en) * | 1991-01-16 | 1992-07-17 | Eaton Sa Monaco | Solenoid valve with variable passage cross-section |
US5211151A (en) * | 1991-02-27 | 1993-05-18 | Honda Giken Kogyo Kabushiki Kaisha (Honda Motor Co., Ltd.) | Apparatus for restricting discharge of evaporated fuel gas |
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Publication number | Priority date | Publication date | Assignee | Title |
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WO2004027245A1 (en) * | 2002-09-23 | 2004-04-01 | Siemens Vdo Automotive Inc. | Apparatus and method of changing printed circuit boards in a fuel vapor pressure management apparatus |
US7117880B2 (en) | 2002-09-23 | 2006-10-10 | Siemens Vdo Automotive Inc. | Apparatus and method of changing printed circuit boards in a fuel vapor pressure management apparatus |
US9140627B2 (en) | 2013-10-29 | 2015-09-22 | Ford Global Technologies, Llc | Cooling fan assisted engine-off natural vacuum test |
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