Method and apparatus for operating a dual valve tank

An improved ball valve for use between dual fuel tanks having a non-circular outlet aperture leading to the fuel line and engine that can allow fuel to pass therethrough even when the ball contained within the valve rests in the opening of the outlet aperture.

TECHNICAL FIELD

The present disclosure relates generally to the field of fuel valves operating between dual fuel tanks. More particularly, in one example, the present disclosure relates to a fluid ball valve operating between fuel tanks for vehicles having dual fuel tanks. Specifically, in another example, the present disclosure relates to a fluid ball valve operating between dual fuel tanks on a vehicle intended for off-road applications, such as large residential and/or commercial zero-turn lawn mowers and/or tractors utilizing multiple fuel tanks.

BACKGROUND

Certain personal and/or commercial maintenance vehicles, particularly large zero-turn lawn mowers and tractors, commonly utilize dual fuel tanks to both maximize the operating time of the vehicle as well as to help balance the vehicle through an even distribution of the fuel load.

Typically, such vehicles are utilized for maintaining large areas for activities such as mowing, seeding, or other lawn maintenance, and/or for other light agricultural-type applications. As such, these vehicles are typically operated off-road or on other uneven surfaces and commonly have to traverse up, down, and/or across the face of a slope, further causing the vehicle to tilt to the side, forward, or backwards.

Utilizing dual fuel tanks in these vehicles helps facilitate the delivery of fuel to the engine, even when the vehicle is operated on an angled surface or across a slope. Typically, this is accomplished by combining the fuel feeds from the dual tanks into a single fuel line utilizing a ball valve that allows a stainless steel ball to roll side to side freely therein. This ball may roll to one side or the other to effectively cut off the fuel supply from the tank on the side to which the ball has rolled, while allowing the fuel from the opposite tank to still travel to the engine. This is particularly beneficial when the vehicle is operated on a slope as the fuel level may fall below the valve inlet and the ball valve may prevent excess air entering the fuel line and affecting the fuel to air ratio needed for proper operation of the vehicle engine. Further, this may prevent unwanted transfer of fuel between the tanks to help maintain an even fuel load distribution.

In typical operation, the fuel valve is oriented such that the internal ball would not obstruct the fuel line leading away from the valve and to the engine. However, when the vehicle is operated at a certain angle, such as tilted forwardly down a slope, this may change the orientation of the valve and allow the ball contained therein to settle in the opening of the fuel line leading to the engine. For very brief instances where the valve is oriented in this position, there is typically no effect on the operation of the vehicle; however, if the vehicle remains at such an angle for an extended period of time, the orientation of the valve may then allow the ball to rest in the output opening of the valve. This may cause the ball to effectively cut off the flow of fuel from the fuel tanks to the engine, thereby causing the engine to stall and effecting the performance and ability to operate the vehicle.

Further, if the vehicle stalls while on an angled surface, it may be difficult or impossible to restart the vehicle as the fuel line may remain blocked by the ball until the valve is reoriented to move the ball away from the output line. Therefore, manual manipulation of the vehicle without power may be required, which may prove difficult and/or dangerous as it would require the operator of the vehicle to physically move the vehicle off of the angled surface to reposition the vehicle to dislodge the ball from the output line.

SUMMARY

The present disclosure addresses these and other issues by providing an improved ball valve for use between dual fuel tanks having a non-circular outlet aperture leading to the fuel line and engine that can allow fuel to pass therethrough even when the ball contained within the valve rests in the opening of the outlet aperture.

In one aspect, an exemplary embodiment of the present disclosure may provide a valve comprising: a first inlet in operable connection with a first fluid tank; a second inlet in operable connection with a second fluid tank; an outlet having an elliptical aperture defined therein, the aperture having a width and a height, wherein the width of the aperture is greater than the height of the aperture; and a ball operable to engage the first inlet, the second inlet, and the outlet aperture; wherein when the ball is engaged with the first inlet, fluid is blocked from entering the valve through the first inlet, when the ball is engaged with the second inlet, fluid is blocked from entering the valve through the second inlet, and wherein when the ball is engaged with the outlet aperture, fluid is not fully blocked from exiting the valve through the outlet.

In another aspect, an exemplary embodiment of the present disclosure may provide a method of delivering fuel from multiple fuel tanks to an engine comprising: connecting a first fuel tank to a first inlet of a valve; connecting a second fuel tank to a second inlet of the valve; directing fuel from the first and second tanks through the first and the second inlets and out of the valve through an elliptical outlet aperture to an associated engine; rotating the valve to engage a ball within the valve with the outlet aperture; and delivering fuel to the engine through at least one gap defined between an edge of the outlet aperture and the ball when the ball is engaged with the outlet aperture.

In another aspect, and exemplary embodiment of the present disclosure may provide a method of providing continuous fluid flow from dual fluid tanks comprising: delivering fluid from a first fluid tank into a valve through a first inlet defined in the valve; delivering fluid from a second fluid tank into the valve through a second inlet defined in the valve; and directing the fluids from the first and second fluid tanks out of the valve through at least one gap defined between an edge of an elliptical outlet aperture and a ball within the valve when the ball is engaged with the outlet aperture.

DETAILED DESCRIPTION

With reference toFIGS.1-5, a dual valve is shown and indicated as valve10. Valve10may be a checking T valve, ball valve, or the like, as described further below, and may include a first inlet adapter12, a second inlet adapter14, an outlet adapter16, and a body18with a ball20contained therein.

Generally speaking, valve10may be formed of any suitable material including plastics/polymers, polymer resins, metal, or any other suitable material for use in forming a valve as described herein. Valve10, although shown and described having a generally T-shaped configuration, may be any suitable shape for operably connecting multiple fuel tanks to a single engine as discussed further below.

First and second inlet adapters12and14may be substantially identical but for their position on body18, as discussed below. Specifically, first inlet adapter12may be aligned with a first inlet aperture50of body18and second inlet adapter14may be aligned with second inlet aperture52, as discussed further below. Otherwise, first and second inlet adapters12and14may be identical and may further include a base22for operable connection to body18, and a stem24having a tip26opposite base22. Stem24and tip26may extend outwardly from base22and may define the operable connection point between valve10and fuel lines68from fuel tanks64, as discussed further below. Tip26of stem24may further include a flared ring flange or simply ring28, which may be operable to engage fuel line68and coupler70as discussed herein. First and second inlet adapters12and14may further include an aperture30defined though tip26and stem24, which further define a channel32within the interior of inlet adapters12and14. This aperture30and channel32may be the conduit by which fuel may travel through adapters12and14and into the chamber48of body18as discussed below.

Outlet adapter16may likewise be similar to first and second inlet adapters12and14but for its placement on body18, and/or the size thereof. Specifically, as with first and second inlet adapters12and14, outlet adapter16may include a base34with a stem36extending therefrom and terminating in a tip38with a flared ring flange40or ring40. Outlet adapter16may further include an aperture42defined through tip38and stem38and in communication with an interior channel44, which may further define the conduit through which fuel may travel from valve10to an associated engine66, as discussed further herein. Stem36, tip38, and flared ring40may likewise serve as the operational engagement point to connect outlet adapter16to engine66via a fuel line68and coupler70, as discussed further herein.

With continued reference toFIGS.1-5, body18may generally have a housing46, which may define a chamber48therein, which may be a hollow interior chamber48operable to contain and/or convey a fluid, such as gasoline fuel or the like, through valve10. Chamber48may further include ball20therein, which may be a stainless steel or similar material that may be ground to have a seamless surface finish. Chamber48and ball20may vary in size according to the scale of valve10; however, it will be understood that chamber48may be sized appropriately to allow ball20to move freely therein between the first and second inlet apertures50and52as indicated by Arrows M inFIGS.4,8,10, and12. Accordingly, the size and dimensions of chamber48may be slightly larger than the diameter D of ball20to allow the movement of ball20within chamber48, as discussed further below.

Housing46of body18accordingly may then include a first inlet aperture50and a second inlet aperture52opposite therefrom and which may further define openings into chamber48through which fuel may enter chamber48from the channels32of inlet adapters12and14, as discussed further below.

Housing46of body18may further include an outlet stem54extending perpendicularly away from chamber48and in communication therewith and further defining an outlet aperture56therethrough. Outlet aperture56may have an edge55defining the junction between the aperture56and the chamber48. Edge55may further be the portion of aperture56with which the ball20may engage, as discussed below. As further discussed below with regards to the operation of valve10, outlet stem54and outlet aperture56may serve to combine fuel flowing into chamber48from fuel tanks64through first and second inlet apertures50and52into a single output flow to an associated engine66.

Housing46of body18may further include one or more mounting flanges such as mounting flange58having a mounting aperture60defined therethrough. Mounting flanges58and mounting aperture60may allow valve10to be securely mounted to a frame or similar structure during the operational use thereof. According to one example where valve10is being used on a lawn mower or similar type vehicle, mounting flange58and mounting aperture60may allow for operational engagement with the frame thereof.

Housing46of body18may be operably connected to first and second inlet adapters12and14and outlet adapter16such that first inlet adapter12may align with first inlet aperture50, second inlet adapter14may align with second inlet aperture52, and outlet adapter16may align with outlet aperture56to provide a continuous fluid path between channels32and44of inlet adapters12,14, outlet adapter16, and chamber48defined in housing46of body18. Adapters12,14, and16may operably connect to body18through any suitable means including snap fit, friction fit, threadable engagement, spin welding, or the like, and may include one or more sealing members, shown as O-rings62, displaced at the junction thereof to create a fluid-tight seal between any of adapters12,14, and/or16and body18. According to one aspect, as best seen inFIG.4, O-rings62may be provided at the junction between first and second inlet adapters12and14and body18and omitted from outlet adapter16as the inclusion of outlet stem54on body18may allow for a more complete or tighter seal between outlet adapter16and body18. Alternatively, not shown, additional O-rings62may be provided with outlet adapter16as desired or dictated by the desired implementation. Although described as O-rings62, sealing members62may be any suitable alternative for sealing the junction between housing46and adapters12,14, and/or16.

With reference toFIGS.2-4, outlet aperture56may extend through the entire width of outlet stem54and may generally have an oval or elliptical shape having a width W that is greater than a height H thereof. According to one aspect, outlet aperture56width W may be greater than the height H by a ratio of 2:1 or more. According to another aspect, the ration between the width W and height H may be any suitable range provided that a) width W is greater than height H and b) width W is greater than diameter D of ball20while height H is less than diameter D of ball20.

Outlet aperture56may therefore further define gaps G (as seen best inFIGS.4,11, and12) between ball20and outlet aperture56when ball20is centered on outlet stem54, as discussed further below. With regards to the operation of valve10, discussed further below, gap G on either side of ball20may allow fuel to pass therethrough even when ball20is centered on outlet stem54such that ball20does not fully seal outlet aperture56at any point during the use of valve10.

With reference toFIG.6, a generalized operational view of valve10is shown in connection and association with dual fuel tanks64and engine66. Fuel tanks64may be dual tanks in that they may be entirely separate from one another and arranged to either side of valve10and may further be connected thereto. In particular, fuel tanks64may connect to valve10via a fuel line68, which may be a hose or similar conduit, and a coupler70, which may be a hose clamp or other similar device operable to secure fuel line68to stem24of inlet adapters12and/or14. Alternatively, fuel tank64may be two partitions of a single fuel tank or may be any other suitable dual output fuel tank as dictated by the desired implementation.

Engine66may be similarly connected to the outlet adapter16of valve10via a fuel line68and coupler70to allow the transfer of fuel from fuel tanks64, through valve10, and into engine66. Engine66may be any suitable fuel-fed combustion engine as dictated by the desired implementation. According to one aspect, as used in the examples provided herein, engine66may be any suitably sized engine carried by a ride-on lawn mower or similar vehicle, including, but not limited to gasoline, natural gas, propane, flex-fuel, ethanol, diesel, bio-diesel, or hybrid engines.

Having discussed the components and elements of valve10and the configuration thereof, the operation and use of valve10will now be discussed.

With reference toFIGS.7and8, the use and operation of valve10will be described according to an example wherein the valve is installed on a riding lawn mower such as a commercial zero-turn mower utilizing dual fuel tanks to supply a single engine. As described previously herein, valve10includes ball20, which may move freely within chamber48of body18. The purpose of the ball is to allow fuel to flow from fuel tanks64through valve10and to the engine66without allowing fuel transfer between each fuel tank64. Ball20may be further operable to seal off a tank with a lower fuel level, such as when the tank64is angled, as discussed further below. This may prevent an excess amount of air from reaching the engine66during operation of the mower.

In particular, valve10may operate like a standard dual valve with regards to the relationship between the dual fuel tanks64. In particular, as seen inFIG.7, when the mower is operated on an incline in a way that causes the fuel tanks64and valve10to rotate and orient at an angle (indicated by arrows A inFIG.7), fuel would flow not just through valve10and towards engine66, but fuel would also tend to flow between fuel tanks64. In particular, the arrows labeled F (inFIG.8) represent the fuel flowing through the system while the arrows indicated F1represent fuel coming from a first tank64A while arrows indicated at F2represent fuel coming from a second fuel tank64B. In this instance, where the valve is rotated towards second fuel tank64B, ball20may roll in the direction of Arrow M to engage second inlet adapter14on that side of valve10, thus sealing off the flow from the fuel tank64B (shown at arrows F2). This is important as this fuel F2will remain in the fuel tank64B and/or in the fuel line68on that side of valve10. Further, ball20will prevent any air from flowing from the fuel tank64B and into the engine should the angle at which valve10is tilted cause the fuel level in fuel tank64B to drop below channel32.

Fuel flowing from the opposite fuel tank64A (indicated at F1) may flow freely through valve10towards engine66unobstructed while simultaneously being blocked from entering the second tank64B by ball20. This may prevent uneven fuel levels between the two tanks and may further prevent fuel F1from first tank64A from being split between the engine66and the second tank64B. This helps ensure that engine66has an adequate fuel supply for operation on uneven or sloped terrain.

In the instance that the mower is oriented in the opposite direction (i.e. with first fuel tank64A oriented downwards, ball20may move to the opposite side, thus reversing the process and allowing fuel F2from the second tank64B to reach the engine66while blocking off first tank64A on the other side.

As mentioned above, to this point in its operation, valve10performs similar to current systems in that ball20prevents the flow of fuel between tanks64A and64B and further prevents an influx of air coming from the lower of the two tanks64. Valve10differs from current solutions when the mower, and subsequently the engine66, is angled in a manner to orient the valve10in a forwardly tilted position, as indicated by Arrow B inFIG.9.

In current systems, when the valve is oriented with the outlet aperture angled downward, it is common that the ball of that valve would rest in outlet aperture and seal it off, not allowing fuel to flow through the valve to the engine. For very short term periods of operation with a valve in this position, such as going over a small bump or minor obstruction, the fuel within the fuel lines between the valve and the engine is usually sufficient to keep the engine operating until the fuel flow is restored once the valve is reoriented to disengage the ball from the outlet aperture. However, when the valve is oriented in the forward position longer than just momentarily, the ball can settle in the opening of the outlet aperture and disrupt the flow of fuel to choke the engine and cause the engine to stall. In these instances, current systems the engine will remain blocked and starved of fuel until the mower is moved to dislodge the ball from the outlet aperture. This can be time consuming, difficult, and potentially very dangerous as these mowers (or other similar vehicles) can be extremely large and heavy and the physical manipulation thereof (particularly on an incline) can cause serious injury to the operator, damage to the vehicle, and/or damage to the surrounding environment.

With reference then toFIGS.9-12, the present valve10differs from current solutions in that vale10is operable to allow fuel to be delivered to the engine66at all times, including in instances where the valve10is angled downward for extended periods of time, such as when a mower is operated on a downward incline. In particular, the elliptical shape of outlet aperture56prevents ball20from settling in the opening thereof and blocking the flow of fuel to the engine. The elliptical shape of aperture56allows fuel to flow from the tanks64through gaps G between the edge55of the aperture56and the ball20. Even in extreme instances, if the fuel flow through gaps G is somewhat restricted by ball20, the restriction is not sufficient to choke the engine66or to cause it to stall, as with current systems. Alternatively, should the engine stall. Rather than move the vehicle manually to dislodge ball20from aperture56, gaps G may allow fuel to refill fuel line68between the valve10and engine66to provide enough fuel to restart engine66, allowing operation of the vehicle to resume.

Accordingly, the present valve10may allow for safer and more continuous operation of a vehicle utilizing the dual fuel tanks without unwanted stalling or otherwise interrupting the operation thereof even when operated on uneven or not level terrain.

Although described herein with relation a commercial zero-turn mower or similar implement, it will be understood that valve10may be scaled for use in any suitable vehicle or similar implement utilizing dual fuel tanks to feed a single engine or similar device. It will therefore be understood that valve10may be readily adapted for uses other than the exemplary use with a lawn mower described herein.

It will be further understood that valve10may be readily adapted for use with other fluids to combine a first fluid flow and a second fluid flow into a single outlet flow. According to one example, valve10may be readily adapted for use with water tanks. According to other examples, valve10may be readily adapted for use with oil systems, hydraulic systems, or any other suitable system where it is desirable to combine multiple fluid flows into a single output flow that is not interrupted by ball20engaging the outlet aperture56, as described herein.

As described herein, aspects of the present disclosure may include one or more electrical, pneumatic, hydraulic, or other similar secondary components and/or systems therein. The present disclosure is therefore contemplated and will be understood to include any necessary operational components thereof. For example, electrical components will be understood to include any suitable and necessary wiring, fuses, or the like for normal operation thereof. Similarly, any pneumatic systems provided may include any secondary or peripheral components such as air hoses, compressors, valves, meters, or the like. It will be further understood that any connections between various components not explicitly described herein may be made through any suitable means including mechanical fasteners, or more permanent attachment means, such as welding or the like. Alternatively, where feasible and/or desirable, various components of the present disclosure may be integrally formed as a single unit.

As used herein in the specification and in the claims, the term “effecting” or a phrase or claim element beginning with the term “effecting” should be understood to mean to cause something to happen or to bring something about. For example, effecting an event to occur may be caused by actions of a first party even though a second party actually performed the event or had the event occur to the second party. Stated otherwise, effecting refers to one party giving another party the tools, objects, or resources to cause an event to occur. Thus, in this example a claim element of “effecting an event to occur” would mean that a first party is giving a second party the tools or resources needed for the second party to perform the event, however the affirmative single action is the responsibility of the first party to provide the tools or resources to cause said event to occur.