Abstract:
An apparatus includes a vent valve movable between a closed condition blocking air flow through a vent opening and an open condition enabling air flow through the vent opening. A door position sensor assembly is operable from a first condition to a second condition in response to movement of a vehicle door from a closed position to an open position and is operable from the second condition to the first condition in response to movement of the vehicle door from the open position to the closed position. An actuator assembly operates the vent valve from the closed condition to the open condition upon operation of the door position sensor assembly from the first condition to the second condition and releases the vent valve for movement from the open condition to the closed condition upon operation of the door position sensor assembly from the second condition to the first condition.

Description:
RELATED APPLICATIONS 
     This application corresponds to PCT/US2010/027168, filed Mar. 12, 2010, which claims the benefit of U.S. Provisional Application Ser. No. 61/210,120, filed Mar. 13, 2009, the subject matter of which is incorporated herein by reference in their entirety. 
    
    
     TECHNICAL FIELD 
     The present invention relates to a vent valve which is utilized to prevent increases in air pressure in a passenger compartment in a vehicle. 
     BACKGROUND OF THE INVENTION 
     In the past, pressure relief valves have been provided for relieving air pressure in a passenger compartment of a vehicle. One known pressure relief valve is opened when a differential in air pressure is established between the passenger compartment of the vehicle and atmosphere. For example, when a vehicle door is slammed closed, the air pressure within the passenger compartment is likely to increase suddenly. In response to an increase in air pressure with closing of a passenger door, the known pressure relief valve is opened to relieve the pressure within the passenger compartment. Known pressure relief valves which have been utilized to relieve pressure in the passenger compartment of a vehicle are disclosed in U.S. Pat. Nos. 7,182,093 and 7,302,962. 
     SUMMARY OF THE INVENTION 
     The present invention provides an improved vent valve assembly which is utilized to prevent occurrence of excessive air pressure in a passenger compartment of a vehicle. The vent valve assembly includes a vent valve and an actuator assembly. The actuator assembly is operable to effect movement of the vent valve from a closed position to an open position before excessive fluid pressure can occur in the passenger compartment of the vehicle. 
     The actuator assembly may be connected with the vent valve in a manner which enables relative movement to occur between the vent valve and the actuator assembly. This enables the vent valve to remain at least partially open after operation of the actuator assembly to release the vent valve for closing. A damper may be provided to delay closing of the vent valve. 
     The present invention includes a plurality of features which may be utilized together as disclosed herein. Alternatively, these features may be used separately and/or in various combinations with features from the prior art. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The foregoing and other features of the invention will become more apparent upon a consideration of the following description taken in connection with the accompanying drawings wherein: 
         FIG. 1  is a schematic illustration of a vent valve assembly constructed in accordance with the present invention, a vent valve in the vent valve assembly being illustrated in a closed condition blocking flow of air from a passenger compartment of a vehicle when a vehicle door is in a closed position; 
         FIG. 2  is a schematic illustration, generally similar to  FIG. 1 , illustrating the vent valve assembly in an open condition in which the vent valve is ineffective to block a flow of air when the vehicle door is in an open position; 
         FIG. 3  is a schematic illustration, generally similar to  FIG. 2 , illustrating the vent valve in an open condition and the vehicle door in the closed position; 
         FIG. 4  is a schematic pictorial illustration depicting the manner in which an actuator assembly, damper, and closing spring are connected with the vent valve of  FIGS. 1-3 ; 
         FIG. 5  is a fragmentary schematic side elevational view, taken on a reduced scale along the line  5 - 5  of  FIG. 4 , further illustrating the manner in which the vent valve moves between open and closed conditions; 
         FIG. 6  is a fragmentary schematic illustration depicting the manner in which a force transmitting member is connected with a biasing spring which urges the force transmitting member in a direction to move the vent valve to its open condition; 
         FIG. 7  is an exploded fragmentary schematic illustration of the apparatus of  FIG. 6 ; 
         FIG. 8  is an exploded schematic pictorial illustration, generally similar to  FIG. 4 , illustrating a manner in which the actuator assembly, damper, and closing spring are connected with the vent valve; 
         FIG. 9  is a schematic illustration, generally similar to  FIG. 1 , depicting a second embodiment of the vent valve assembly, the vent valve being illustrated in a closed condition; 
         FIG. 10  is a schematic illustration, generally similar to  FIG. 2 , depicting the vent valve of the embodiment of  FIG. 9  in an open condition; 
         FIG. 11  is a schematic illustration, generally similar to  FIG. 3 , depicting the vent valve of the embodiment of  FIGS. 9 and 10  in an open condition after a vehicle door has been closed; 
         FIG. 12  is a schematic illustration, generally similar to  FIG. 1 , depicting an embodiment in which the vent valve is operated between open and closed conditions by an actuator assembly having electrical components; 
         FIG. 13  is a schematic illustration, generally similar to  FIG. 2 , depicting the vent valve of the embodiment of  FIG. 12  in an open condition; 
         FIG. 14  is a schematic illustration, generally similar to  FIG. 3 , depicting the vent valve of the embodiment of  FIGS. 12 and 13  in an open condition after a door of a vehicle has been closed; 
         FIG. 15  is a schematic illustration of an embodiment in which a vent valve is urged to a closed condition by a magnet; 
         FIG. 16  is an exploded schematic illustration of the embodiment of  FIG. 15 , further illustrating the relationship between the vent valve, damper, closing spring, and magnet; 
         FIG. 17  is a schematic illustration of another embodiment and depicting the relationship between a vent valve, damper and closing spring; 
         FIG. 18  is an exploded schematic illustration of the apparatus of  FIG. 17 ; 
         FIG. 19  is a schematic illustration, generally similar to  FIG. 17 , of another embodiment of the vent valve, damper and closing spring; and 
         FIG. 20  is an exploded schematic illustration of the apparatus illustrated in  FIG. 19 . 
     
    
    
     DESCRIPTION OF PREFERRED EMBODIMENTS 
     General Description 
     A vent valve assembly  30 , constructed in accordance with the present invention, is illustrated schematically in  FIG. 1  in a closed condition. The vent valve assembly  30  includes a vent valve  32  and an actuator assembly  34 . The vent valve assembly  30  is disposed in a vehicle, indicated schematically at  36  in  FIG. 1 . The vent valve  32  may be disposed at any desired location in the vehicle  36 . 
     The actuator assembly  34  effects operation of the vent valve  32  from the closed condition of  FIG. 1  to the open condition of  FIG. 2  upon movement of a door  38  of the vehicle from the closed position illustrated schematically in  FIG. 1  to the open position illustrated schematically in  FIG. 2 . The door  38  may be any desired door of the vehicle. If desired, the vent valve  32  may be operated to an open condition upon operation of any selected component of the vehicle  36 . 
     When the door  38  of the vehicle  36  is moved from the closed position of  FIG. 1  to the open position of  FIG. 2 , the door pivots about a hinge  42  which interconnects the door and a body  44  of the vehicle. As this occurs, the actuator assembly  34  effects operation of the vent valve  32  from the closed condition of  FIG. 1  to the open condition of  FIG. 2 . When the vent valve  32  is in the closed condition of  FIG. 1 , the vent valve blocks a vent opening  48 . When the vent valve  32  is in the open condition of  FIG. 2 , the vent valve is ineffective to block the vent opening  48 . 
     When the vent valve  32  is in the open condition of  FIG. 2 , air can flow between the interior of a passenger compartment  52  of the vehicle  36  and the atmosphere. If desired, the air may flow from the passenger compartment  52  and/or trunk compartment  54  to atmosphere around the outside of the vehicle  36 . Since air can pass freely through the vent opening  48  when the vent valve  32  is in the open condition of  FIG. 2 , the air pressure in the interior  52  of the vehicle tends to equal the air pressure in the trunk compartment  54  and/or atmosphere around the vehicle. 
     When the vehicle door  38  is moved from the open position of  FIG. 2  to the closed position of  FIG. 3 , the door pivots about the hinge  42 . This pivotal movement tends to induce a flow of air into the passenger compartment  52  of the vehicle  36 . In the absence of the vent valve assembly  30 , the fluid pressure, that is, air pressure, in the passenger compartment  52  of a vehicle tends to increase as the vehicle door  38  is closed. However, when the vent valve  32  is in the open condition illustrated in  FIGS. 2 and 3 , air can flow from the passenger compartment  52  of the vehicle through the vent opening  48 , in the manner indicated schematically by an arrow  58  in  FIG. 3 . 
     The flow of air from the passenger compartment  52  of the vehicle  36  through the vent opening  48  to atmosphere prevents any significant increase in the fluid air pressure within the passenger compartment as the door  38  closes. This enables the door  38  to be easily and quietly closed. Since the vent valve  32  moves to and is maintained in the open condition of  FIGS. 2 and 3  prior to and shortly after closing of the door  38 , the vent valve assembly  30  is effective to prevent the occurrence of a significant increase in the fluid pressure in the passenger compartment  52  of the vehicle as the door  38  is closed. A short time after the door  38  has closed, the vent valve  32  moves from the open condition of  FIGS. 2 and 3  back to the closed condition of  FIG. 1 . 
     Actuator Assembly 
     The actuator assembly  34  includes a door position sensor assembly  62  ( FIGS. 1-3, 6 and 7 ). The door position sensor assembly  62  is actuated upon movement of the door  38  between its closed position ( FIG. 1 ) and its open position ( FIG. 2 ). The door position sensor assembly  62  is connected with the vent valve  32  ( FIGS. 1-4 ) by a force transmitting member  64 . The illustrated force transmitting member  64  is a flexible wire or cable which is enclosed by a flexible sheath  66 . The force transmitting member  64  and sheath  66  may be referred to as a Bowden cable. However, it should be understood that the force transmitting member  64  may have a different construction if desired. 
     The left (as viewed in  FIGS. 1-3 ) end portion of the force transmitting member  64  is connected with a plunger  72  in the door position sensor assembly  62 . The plunger  72  has a cylindrical end or nose section  74  which engages the door  38  when the door is in the closed condition of  FIG. 1 . The end section  74  is pressed against the door  38  by a relatively strong biasing spring  78 . The biasing spring  78  applies force against a cylindrical head end portion  82  of the plunger  72 . 
     When the door  38  is in the closed position illustrated in  FIG. 1 , the plunger  72  is maintained in a retracted condition and the biasing spring is compressed between the head end portion  82  of the plunger  72  and a housing  84  which is connected to the vehicle body  44 . When the door  38  is pivoted from the closed position of  FIG. 1  to the open position of  FIG. 2 , the plunger  72  is released for movement under the influence of the biasing spring  78 . The biasing spring  78  is effective to move the plunger  72  toward the door  38 , that is, in a downward direction (as viewed in  FIGS. 1 and 2 ). 
     As the door  38  opens, force is transmitted from the biasing spring  78  through the head end portion  82  of the plunger  72  to the force transmitting member  64 . The force is transmitted through the force transmitting member  64  to the vent valve  32 . The force transmitted through the force transmitting member  64  effects pivotal movement of the vent valve  32  in a counterclockwise direction (as viewed in  FIG. 1 ) about a hinge  90  ( FIGS. 1 and 4 ). As this occurs, the vent valve  32  moves to an open condition and connects the passenger compartment  52  in fluid communication with the trunk compartment  54  and/or environment around the vehicle through the vent opening  48 . 
     The force transmitting member  64  is connected with the vent valve  32  by a slide connection  94  which allows relative movement to occur between the force transmitting member and vent valve  32 . Thus, the force transmitting member  64  is movable relative to the vent valve  32  from the position illustrated schematically in  FIG. 2  to the position illustrated schematically in  FIG. 3 . This relative movement enables the vent valve  32  to remain in the open condition after the door  38  has moved to its closed condition ( FIG. 3 ). 
     The slide connection  94  has a construction which enables the force transmitting member  64  to move relative to the vent valve  32  ( FIG. 4 ). The force transmitting member  64  has a head end section  100  which is attached to an end of a cable or wire  102  ( FIG. 8 ). The generally cylindrical head end section  100  is received in a slot  104  ( FIGS. 1-4 ) connected with the vent valve  32 . The slot  104  has a generally rectangular cross sectional configuration ( FIG. 4 ) in which the head end section  100  is received. The head end section  100  can slide along a longitudinal axis of the slot  104 . 
     When the door  38  is in the open condition of  FIG. 2  and the vent valve  32  is in the open condition, the head end section  100  of the force transmitting member  64  is disposed in engagement with a left end portion (as viewed in  FIGS. 1 and 2 ) of the slot  104 . When the vehicle door  38  is operated from the open position of  FIG. 2  to the closed position of  FIG. 3 , the head end section  100  of the force transmitting member  64  is moved along the slot toward an open end  106  of the slot ( FIG. 3 ). This allows the force transmitting member to be moved relative to the vent valve  32  while the vent valve remains in the open condition. 
     Closing Spring 
     A closing spring  112  ( FIG. 4 ) is disposed at the hinge  90  between the vent valve  32  and a stationary base  114 . The vent valve  32  is pivotally mounted on the base  114  at the hinge  90 . The closing spring  112  is disposed in a coaxial relationship with the hinge  90 . The closing spring  112  is weaker than the biasing spring  78  ( FIGS. 1 and 2 ). This enables the biasing spring  78  to provide force which is effective to overcome the closing spring  112  and pivot the vent valve  32  when the vehicle door  38  opens ( FIG. 2 ). 
     The closing spring  112  has an inner portion or tab  118  ( FIG. 8 ) which engages a slot in tab  120 . The tab  120  is fixedly connected with the base  114  and holds the inner portion or tab  118  of the closing spring  112  against rotational movement relative to the base. In addition, the closing spring  112  has an outer portion  124  which extends around and is coaxial with the inner portion  118 . The outer portion  124  has a projection or tab  126  which engages the vent valve  32 . The tab  126  holds the outer portion  124  against rotation relative to the vent valve  32 . 
     The inner portion  118  and outer portion  124  of the closing spring are interconnected by a resiliently deflectable spring which is enclosed by the outer portion  124 . The resiliently deflectable spring applies a force to the outer portion  124  urging the vent valve  32  toward the closed position illustrated in  FIG. 4 . Upon pivotal movement of the vent valve  32  from the closed position of  FIGS. 1 and 4  toward the open position of  FIG. 2 , under the influence of force transmitted through the force transmitting member  64  to the vent valve  32 , the outer portion  124  ( FIG. 8 ) of the closing spring  112  is rotated relative to the inner portion  118  of the closing spring. This results in the spring which interconnects the inner portion  118  and outer portion  124  of the closing spring  112  being resiliently deflected. 
     The closing spring  112  is weaker than the biasing spring  78  ( FIG. 1 ) in the door position sensor assembly  62 . Therefore, when the vehicle door  38  is moved to the open position of  FIG. 2 , the biasing spring  78  applies sufficient force to the force transmitting member  64  to pivot the vent valve  32  from the closed condition of  FIG. 1  to the open condition of  FIG. 2  against the influence of the closing spring  112  ( FIG. 8 ). When the door  38  ( FIGS. 1-3 ) of the vehicle is moved from the open position of  FIG. 2  to the closed position of  FIG. 3  and the force transmitting member  64  is moved relative to the vent valve  32 , the vent valve is released for pivotal movement about the hinge  90  under the influence of the closing spring  112 . 
     Friction Damper 
     A friction damper  132  ( FIGS. 4 and 8 ) is provided to delay movement of the vent valve  32  from the open condition of  FIG. 2  to the closed condition of  FIG. 1 . This results in the vent valve moving relatively slowly from the open condition of  FIG. 2 , through the partially closed condition of  FIG. 3  to the closed condition of  FIG. 1  under the influence of the closing spring  112  after the vehicle door  38  has moved from the open position of  FIG. 2  to the closed position of  FIG. 3 . By having the vent valve  32  move relatively slowly from the open condition to the closed condition, any tendency for the air pressure in the passenger compartment  52  of the vehicle to increase as the door  38  is closed is mitigated by a flow of air through the vent opening  48 , in the manner indicated by the arrow  58  in  FIG. 3 . 
     The resistance provided by the friction damper  132  to closing of the vent valve  32  is eventually overcome by the closing spring  112 . When this occurs, the vent valve  32  moves to the closed condition of  FIG. 1  with the vehicle door  38  closed. However, the vent valve  32  remains in a partially open condition, such as is shown in  FIG. 3 , for a sufficient length of time to prevent a significant increase in the air pressure in the passenger compartment  52  of the vehicle  36 . 
     The friction damper  132  ( FIG. 8 ) has an inner portion  136  which is stationary relative to the base  114 . The inner portion  136  engages a slot in tab  138  which is fixedly connected to the base  114 . The slot in tab  138  holds the inner portion  136  of the damper  132  against movement relative to the base  114 . 
     In addition, the friction damper  132  has an outer portion  140  which moves relative to the base  114  with the vent valve  32 . The outer portion  140  of the friction damper  132  has a tab  142  which engages the vent valve  32 . The tab  142  holds the outer portion  140  against rotational movement relative to the vent valve  32 . The friction damper  132  is disposed in a coaxial relationship with the closing spring  112  and hinge  90 , in the manner illustrated schematically in  FIG. 4 . 
     The inner portion  136  of the friction damper  132  has a cylindrical outer side surface which is within a cylindrical inner side surface on the outer portion  140  of the friction damper. An O-ring resists relative rotation between the inner and outer portions  136  and  140  of the friction damper. However, the friction force provided by the O-ring between the inner and outer portions  136  and  140  of the friction damper  132  is insufficient to hold the vent valve  32  against relatively slow rotational movement from the open condition of  FIG. 2  to the closed condition of  FIG. 1  under the influence of the closing spring  112 . 
     When the vehicle door  38  is moved from the open position of  FIG. 2  to the closed position of  FIG. 1 , the plunger  72  compresses the biasing spring  78 . As this occurs, the force transmitting member  64  moves the head end section  100  along the slot  104  from the position shown in  FIG. 2  through the position shown in  FIG. 3 . This releases the vent valve  32  for pivotal movement toward the closed condition shown in  FIG. 1 . 
     The vent valve  32  is then slowly closed by the closing spring  112  against the influence of the friction damper  132 . This results in the vent valve  32  being in the partially open condition, illustrated schematically in  FIG. 3 , for a short period of time after the door  38  of the vehicle has been moved to its closed position. The vent valve  32  remains in a partially open condition, while the closing spring  112  overcomes the influence of the friction damper  132 , for a sufficient length of time to enable air to flow from the passenger compartment  52  of the vehicle  36  through the vent opening  48 , in the manner illustrated schematically by the arrow  58  in  FIG. 3 , without a significant increase in the air pressure in the interior of the vehicle. 
     Although the friction damper  132  has a generally cylindrical configuration, it is contemplated that the friction damper  132  could be constructed in a different manner if desired. For example, the friction damper  132  may be formed by a pair of flat washers which are pressed against each other and which slide relative to each other during movement of the vent valve  32  from the open position to the closed position. 
     The closing spring  112  is effective to close the vent valve against the influence of the friction damper  132  after the vehicle door  38  has been moved to the closed position of  FIG. 1 . The relatively slow closing of the vent valve  32  minimizes any tendency for the vent valve to rebound and/or vibrate as it is closed. To further prevent rebounding and/or vibration of the vent valve  32  as it is closed, a cushion or gasket  148  ( FIG. 8 ) is provided around the periphery of the vent opening  48 . The cushion  148  is engaged by a vent valve  32  and cushions closing movement of the vent valve. 
     When the vent valve  32  is in the closed condition of  FIG. 1 , the vent valve blocks transmission of air and noise through the vent opening  48 . The blockage of the transmission of air and noise through the vent valve  32  is promoted by having the cushion  148  around the periphery of the vent opening  48  and by having the vent valve  32  pressed firmly against the cushion  148  by the closing spring  112 . The vent valve  32  has a thickness which is sufficient to impede the transmission of noise through the vent valve. 
     In one specific embodiment of the invention, the vent valve  32  had a thickness of approximately 1.5 mm. Of course, the vent valve  32  may be formed with either a greater or lesser thickness. In addition, noise insulation material may be provided on the side of the vent valve  32  toward the opening  48  and/or the side of the vent valve away from the opening. 
     Embodiment of  FIGS. 9-11   
     In the embodiment of the invention illustrated in  FIGS. 1-8 , the actuator assembly  34  includes a flexible force transmitting member  64 . In the embodiment of the invention illustrated in  FIGS. 9-11 , the actuator assembly  34  includes a rigid force transmitting member. Since the embodiment of the invention illustrated in  FIGS. 9-11  is generally similar to the embodiment of the invention illustrated in  FIGS. 1-8 , similar numerals will be utilized to designate similar components, the suffix letter “a” being associated with the numerals of  FIGS. 9-11 . 
     In the embodiment of the invention illustrated in  FIGS. 9-11 , the vent valve assembly  32   a  includes an actuator assembly  34   a  having a rigid force transmitting member  64   a  which transmits force between a biasing spring  78   a  and a vent valve  32   a . A slide connection  94   a  interconnects the force transmitting member  64   a  and the vent valve  32   a . The force transmitting member  64   a  performs the functions of both the plunger  72  and force transmitting member  64  in the embodiment of the invention illustrated in  FIGS. 1-3 . 
     The force transmitting member  64   a  has a plunger portion  72   a  which forms part of a door position sensor assembly  62   a . The force transmitting member  64   a  includes a head end section  100   a  pivotally connected to the plunger portion  72   a . The head end section  100   a  is connected with the vent valve  32   a  by a slide connection  94   a  which allows relative movement to occur between the force transmitting member  64   a  and vent valve  32   a . The head end section  100   a  is received in a slot  104   a  of the vent valve  32   a . The head end section  100   a  can slide along a longitudinal axis of the slot  104   a . Thus, the force transmitting member  64   a  is movable relative to the vent valve  32   a . This relative movement enables the vent valve  32   a  to remain in the open condition after the door  38   a  has moved to its closed condition. 
     The plunger portion  72   a  of the force transmitting member  64   a  engages a flange  152  connected with the vehicle door  38   a . When the vehicle door  38   a  is in the closed position of  FIG. 9 , the flange  152  holds the plunger portion  72   a  of the force transmitting member  64   a  in a retracted position. When the force transmitting member  64   a  is in the retracted position ( FIG. 9 ), a head end portion  82   a  of the plunger portion  72   a  holds a biasing spring  78   a  in a compressed condition. At this time, a closing spring, corresponding to the closing spring  112  of  FIGS. 4 and 8 , holds the vent valve  32   a  in the closed condition. 
     When the door  38   a  is moved to the open position ( FIG. 10 ), the flange  152  moves away from the plunger portion  72   a  of the force transmitting member  64   a . As this occurs, the biasing spring  78   a  moves the force transmitting member  64   a  toward the left (as viewed in  FIG. 9 ) to move the vent valve  32   a  to the open condition of  FIG. 10 . When the door  38   a  is closed ( FIG. 11 ), the force transmitting member moves toward the right (as viewed in  FIGS. 10 and 11 ) to release the vent valve  32   a  for movement to the closed condition. A friction damper, corresponding to the friction damper  132  of  FIGS. 4 and 8 , delays movement of the vent valve  32   a  to the closed condition. 
     Embodiment of  FIGS. 12-14   
     In the embodiments of the invention illustrated in  FIGS. 1-11 , a mechanical actuator assembly is utilized in association with a door position sensor assembly and vent valve. In the embodiment of the invention illustrated in  FIGS. 12-14 , an actuator having electrical components is utilized in association with the door position sensor assembly and vent valve. Since the embodiment of the invention illustrated in  FIGS. 12-14  is generally similar to the embodiments of the invention illustrated in  FIGS. 1-11 , similar numerals will be utilized to designate similar components, the suffix letter “b” being associated with the numerals of  FIGS. 12-14  to avoid confusion. 
     The vent valve assembly  30   b  includes a vent valve  32   b  which is illustrated in a closed condition in  FIG. 12  and an open condition in  FIG. 13 . An actuator assembly  34   b  connects the vent valve  32   b  with a door position sensor assembly  62   b . The door position sensor assembly  62   b  is operated in response to movement of the door  38   b  from the closed position of  FIG. 12  to the open position of  FIG. 13 . Upon movement of the door  38   b  from the closed position of  FIG. 12  to the open position of  FIG. 13 , the actuator assembly  34   b  effects operation of the vent valve  32   b  from the closed condition of  FIG. 12  to the open condition of  FIG. 13 . 
     Upon subsequent movement of the door  38   b  to the closed position of  FIG. 14 , the actuator assembly  34   b  releases of the vent valve  32   b  for movement from the fully open condition of  FIG. 13  through the partially open condition of  FIG. 14  to the closed condition of  FIG. 12 . A closing spring, corresponding to the closing spring  112  of  FIGS. 4 and 8 , is effective to cause movement of the vent valve  32   b  from the open condition of  FIG. 13  through the partially open condition of  FIG. 14  to the closed condition of  FIG. 12 . A friction damper, corresponding to the friction damper  132  of  FIGS. 4 and 8 , is provided in association with the vent valve  32   b  and hinge  90   b  in the same manner as was previously described in conjunction with the friction damper  132  of  FIGS. 4 and 8 . The friction damper delays operation of the vent valve  32   b  to the closed condition in the same manner as explained in conjunction with the embodiment of  FIGS. 1-8 . 
     In the embodiment of the invention illustrated in  FIGS. 12-14 , the actuator assembly  34   b  includes a solenoid  160  which is connected with the vent valve  32   b  by a slide connection  94   b . When the vehicle door  38   b  is operated from the closed position of  FIG. 12  to the open position of  FIG. 13 , the plunger  72   b  is moved downward (as viewed in  FIGS. 12 and 13 ) by the biasing spring  78   b . As this occurs, a switch  162  is operated from the open condition of  FIG. 12  to the closed condition of  FIG. 13 . Closing the switch  162  completes a circuit to effect energization of the solenoid  160 . 
     Energization of the solenoid  160  pulls an armature or force transmitting member  166  toward the left (as viewed in  FIG. 12 ). This movement of the armature  166  transmits force through the slide connection  94   b  to the vent valve  32   b  and pivots the vent valve in a counterclockwise direction (as viewed in  FIG. 12 ) about the hinge  90   b . Pivotal movement of the vent valve  32   b  from the closed condition of  FIG. 12  to the open condition of  FIG. 13  in response to energization of the solenoid  160  and movement of the armature  166  is effective to open the vent opening  48   b . Opening the vent opening  48   b  connects the passenger compartment  52   b  of the vehicle  36   b  in fluid communication with the trunk compartment and/or atmosphere  54   b  around the vehicle. 
     When the door  38   b  is subsequently moved from the open position of  FIG. 13  back to the closed position of  FIG. 14 , the plunger  72   b  is retracted against the influence of the biasing spring  78   b  and the switch  162  is operated from the closed condition of  FIG. 13  to the open condition of  FIG. 14 . Opening the switch  162  effects the deenergization of the solenoid  160 . Deenergization of the solenoid  160  results in the armature  166  moving from the retracted position of  FIG. 13  to the extended position of  FIG. 14  due to the force applied by a closing spring that urges the vent valve  32   b  toward the closed condition. The head end section  100   b  moves along the slot  104   b  as the vent valve  32   b  moves to the closed condition. The armature  166  may be spring biased to move from the retracted position to the extended position. 
     The armature or force transmitting member  166  has a head end section  100   b  pivotally connected to the armature. The head end section  100   b  is connected with the vent valve  32   b  by the slide connection  94   b  which allows relative movement to occur between the armature  166  and vent valve  32   b . The head end section  100   b  is received in a slot  104   b  of the vent valve  32   b . The head end section  100   b  can slide along a longitudinal axis of the slot  104   b . Thus, the force transmitting member  166  is movable relative to the vent valve  32   b . This relative movement enables the vent valve  32   b  to remain in the open condition after the door  38   b  has moved to its closed condition. 
     A closing spring, corresponding to the closing spring  112  of  FIG. 8 , is effective to urge the vent valve  32   b  toward the closed condition. However, movement of the vent valve  32   b  toward the closed condition is delayed by a friction damper, corresponding to the friction damper  132  of  FIGS. 4 and 8 . Although the closing spring, corresponding to the closing spring  112  of  FIGS. 4 and 8 , is eventually effective to close the vent valve  32   b  against the influence of the friction damper, the vent valve  32   b  remains in a partially open condition long enough to prevent any significant rise in the pressure in the passenger compartment  52   b  of the vehicle  36   b . The construction and mode of operation of the closing spring and friction damper connected with the vent valve  32   b  is the same as the construction and mode of operation of the closing spring  112  and friction damper  132  of the embodiment of the invention illustrated in  FIGS. 1-8 . 
     Embodiment of  FIGS. 15 and 16   
     In the embodiment of the invention illustrated in  FIGS. 1-14 , the vent valve  32  is held in a closed condition under the influence of a closing spring, corresponding to the closing spring  112  of  FIGS. 4 and 8 . In the embodiment of the invention illustrated in  FIGS. 15 and 16 , the vent valve is held in the closed condition under the influence of the closing spring and a magnet. Since the embodiment of the invention illustrated in  FIGS. 15 and 16  is generally similar to the embodiments of the invention illustrated in  FIGS. 1-14 , similar numerals will be utilized to designate similar components, the suffix letter “c” being associated with the numerals with the  FIGS. 15 and 16 . 
     A vent valve assembly  30   c  includes a vent valve  32   c . The vent valve  32   c  is connected with a door position sensor assembly, corresponding to the door position sensor assembly  62  of  FIGS. 1-3  by an actuator assembly, corresponding to the actuator assembly  34  of  FIGS. 1-3 . It should be understood that although the door position sensor assembly and actuator assembly  34  have not been illustrated in  FIG. 15 , the door position sensor assembly and actuator assembly may have any one of the constructions illustrated in  FIGS. 1-14 . It should also be understood that although a connection, corresponding to the slide connection  94  of  FIGS. 1-3 , has not been shown in association with the vent valve  32   c , a connection corresponding to the slide connection  94  of  FIGS. 1-3  is utilized to connect an actuator assembly with the vent valve assembly  32   c . In addition, a closing spring  112   c  and friction damper  132   c  are provided in association with the vent valve  32   c  in the same manner as previously discussed in connection with the embodiment of the invention illustrated in  FIGS. 1-8 . 
     In accordance with a feature of this embodiment of the invention, a magnet  172  is mounted on the base  114   c  ( FIG. 16 ) adjacent to the vent opening  48   c . The magnet  172  cooperates with a piece  174  ( FIG. 15 ) of magnetizable metal mounted on the vent valve  32   c . The magnet  172  attracts the magnetizable metal (steel) on the vent valve  32   c  to hold the vent valve in the closed condition illustrated in  FIG. 15 . 
     The vent valve assembly  30   c  may include or not include a slide connection, the magnet  172 , the friction damper  132   c , the closing spring  112   c  and/or the piece  174 . Accordingly, the vent valve assembly  30   c  may have a modular design. 
     Embodiment of  FIGS. 17 and 18   
     In the embodiments of the invention illustrated in  FIGS. 1-16 , closing springs  112  and friction dampers  132 , having the construction illustrated in  FIGS. 4 and 8 , are utilized in association with the vent valves  32 . In the embodiment of the invention illustrated in  FIGS. 17 and 18 , a closing spring and friction damper having a different construction are utilized in association with the vent valve. Since the embodiment of the invention illustrated in  FIGS. 17 and 18  is generally similar to the embodiments of the invention illustrated in  FIGS. 1-16 , similar numerals will be utilized to designate similar components, the suffix letter “d” being associated with the numerals of  FIGS. 17 and 18  to avoid confusion. 
     A vent valve assembly  30   d  is utilized to prevent formation of excessive air pressure in the passenger compartment of a vehicle, corresponding to the vehicle  36  of  FIGS. 1-3 . The vent valve assembly  30   d  is connected with a door position sensor assembly, corresponding to the door position sensor assembly  62  of  FIGS. 1-3 , by an actuator assembly, corresponding to the actuator assembly  34  of  FIGS. 1-3 . Although only the vent valve  32   d  and base  114   d  have been illustrated schematically in  FIG. 17 , it should be understood that the vent valve  32   d  is connected with a door position sensor having a construction similar to the construction of a door position sensor  62  of  FIGS. 1-3  by an actuator assembly having a construction similar to the construction of the actuator assembly  34  of  FIGS. 1-3 . It should also be understood that a slide connection having a construction similar to the construction of the slide connection  94  of  FIGS. 1-3  is utilized to connect the actuator assembly with the vent valve  32   d  of  FIG. 17 . The vent valve  32   d  of  FIG. 17  includes a flat valve member  182  ( FIG. 18 ) which is pivotally mounted on the base  114   d  at a hinge  90   d  ( FIG. 17 ). 
     In the embodiment of the invention illustrated in  FIGS. 17 and 18 , the closing spring is formed by a one piece spring  186  mounted on a shaft  188  of the valve member  182  ( FIG. 18 ). The closing spring  186  has an outwardly extending arm section  192  which engages a recess  194  in the valve member  182  in the manner illustrated schematically in  FIG. 17 . In addition, the spring  186  has an arm section  196  which engages the base  114   d  ( FIG. 17 ). The two arm sections  194  and  196  cooperate with the valve member  182  and base  114   d  to hold the vent valve  32   d  in the closed condition of  FIG. 17 . The closing spring  186  cooperates with the vent valve  32   d  to perform the same functions as the closing spring  112  of  FIGS. 4 and 8 . 
     Upon opening of a vehicle door, similar to the door  38  of  FIG. 1 , a door position sensor assembly effects operation of an actuator assembly to effect pivotal movement of the valve member  182  about a central axis of the shaft  188  at the hinge  90 . When the vehicle door moves back to the closed position, in the manner illustrated schematically in  FIG. 3 , the closing spring  186   FIGS. 17 and 18  is effective to pivot the shaft  188  at the hinge  90   d . However, pivotal movement of the shaft  188  and valve member  182  are resisted by a soft damper material  200  against which the shaft  188  is pressed. Friction force between the damper material  200  and the shaft  188  functions as a friction damper to delay movement of the valve member  182  under the influence of the closing spring  186 . 
     In the embodiments of the invention illustrated in  FIGS. 1-18 , friction dampers have been utilized to delay movement of the vent valve to the closed condition after closing of a vehicle door. However, it is contemplated that other known types of dampers may be utilized if desired. For example, a pneumatic damper may be utilized. As another example, a hydraulic damper may be utilized. 
     The vent valve assembly  30   d  may include or not include a door position sensor assembly, spring  186 , and/or the soft damper material  200 . Accordingly, the vent valve assembly  30   d  may have a modular design. 
     Embodiment of  FIGS. 19 and 20   
     In the embodiments of the invention illustrated in  FIGS. 1-16 , closing springs  112  and friction dampers  132  are associated with the vent valve  32  to urge the vent valve toward the closed condition and to delay movement of the vent valve to its closed condition. In the embodiment of the invention illustrated in  FIGS. 19 and 20  a closing spring and damper having a different construction are illustrated. Since the embodiment of the invention illustrated in  FIGS. 19 and 20  is generally similar to the embodiments of the invention illustrated in  FIGS. 1-18 , similar numerals will be utilized to designate similar components, the suffix letter “e” being associated with the numerals of  FIGS. 19 and 20  to avoid confusion. 
     A vent valve assembly  30   e  includes a vent valve  32   e . The vent valve  32   e  is connected with a door position sensor assembly, corresponding to the door position sensor assembly  62  of  FIGS. 1-3 , by an actuator assembly, corresponding to the actuator assembly  34 . The actuator assembly is connected with the vent valve  32   e  by a slide connection, corresponding to the slide connection  94  of  FIGS. 1-3 . 
     The vent valve  32   e  ( FIG. 20 ) includes a valve member  182   e  which is integrally formed as one piece with a shaft  188   e . A closing spring, corresponding to the closing spring  112  of  FIGS. 4 and 8  is formed by a metal leaf spring  210 . The leaf spring  210  may be formed of a material other than metal. For example, the leaf spring  210  may be formed of a polymeric material. 
     The one piece leaf spring  210  includes a base section  212  and a pair of arm sections  214  and  216 . The base section  212  ( FIG. 20 ) is positioned in a recess  220  formed in the valve member  182   e . A pair of pins or pegs  224  and  226  extend through openings  228  and  230  ( FIG. 20 ) formed in the base section  212  of the leaf spring  210 . The pins  224  and  226  cooperate with the openings  228  and  230  to position the leaf spring in the recess  220 . The arm sections  214  and  216  extend under the shaft  188   e  and engage ramps  234  and  236  ( FIG. 20 ) formed on the base  114   e.    
     After the leaf spring  210  has been positioned in the recess  220  in the valve member  182   e , the shaft  188   e  is snapped into support sections  240  and  242  on the base  114   e . End portions of the shaft  188   e  are received in openings  244  and  246  formed in the support sections  240  and  242  ( FIG. 20 ). The support sections  240  and  242  hold the shaft  188   e  against sideways movement relative to the base  114   e  while permitting the shaft to rotate relative to the base. 
     As the shaft  188   e  is snapped into the openings  244  and  246 , the shaft is pressed firmly against a friction damper section  250 . The friction damper section  250  is formed of a material which has a higher coefficient of friction than the surface of the shaft  188   e  and which retards rotation of the shaft relative to the base  114   e . The friction damper section  250  cooperates with the shaft  188   e  to delay closing of the vent valve  32   e  in the same manner as in which the friction damper  132  delays closing of the vent valve  32  ( FIGS. 4 and 8 ). 
     The vent valve  32   e  is connected with a door position sensor assembly, corresponding to the door position sensor assembly  62  of  FIGS. 1-3 , by an actuator assembly, corresponding to the actuator assembly  34  of  FIGS. 1-3 . The actuator assembly is connected with the vent valve  32   e  by a slide connection, corresponding to the slide connection  94  of  FIGS. 1-3 . 
     The vent valve assembly  30   e  may include or not include a door position sensor assembly, the leaf spring  210 , and/or the soft material of the friction damper section  250 . Accordingly, the vent valve assembly  30   e  may have a modular design. 
     From the above description of the invention, those skilled in the art will perceive improvements, changes and modifications. For example, the vent valve may have a configuration other than the illustrated configuration. Such improvements, changes and modifications within the skill of the art are intended to be covered by the appended claims.