Abstract:
A movable fuel valve lies within a housing at an end of a housing fuel passage. A fuel tube has a nozzle end inserted within a first end of the housing fuel passage while the movable valve element is situated at a second end of the housing fuel passage and controls fuel flow from the second end of the housing fuel passage. The nozzle end remains surrounded in fuel when the valve element is closed and sealed against the second end of the housing fuel passage. When the fuel pressure within the housing fuel passage is greater than a fuel pressure on the other side of the valve, the fuel flows from the housing fuel passage, through the part of the housing surrounding the valve, and into the reservoir. The movable valve element prevents fuel from flowing from the main-side of a fuel tank to the sub side of the tank.

Description:
FIELD OF THE INVENTION 
   The present invention relates to fuel pump module jet pumps, and more specifically, to the reservoir area surrounding the jet nozzle and an integrated anti-siphon valve. 
   BACKGROUND OF THE INVENTION 
   Devices for transferring fuel within an automobile fuel tank are known in the art. In one instance, in a saddle-type fuel tank, fuel may be siphoned between a fuel tank main side, which contains the fuel pump module that pumps liquid fuel to the engine, and a fuel tank sub side. To maintain an uninterrupted supply of fuel to the engine, the jet pump of the fuel pump module must be submerged in fuel at all times to maintain its primed state in order to transfer fuel from the sub-side to the main side via siphoning. If the jet pump of the fuel pump module is not maintained in a primed condition, siphoning may not be maintained, and thus, the uninterrupted supply of fuel to the engine may not be maintained. 
   During instances of quick maneuvering, sloshing of fuel from the fuel tank main side to the fuel tank sub side may occur. When this occurs, an instant imbalance of fuel levels between the saddles of the fuel tank occurs. While current transfer lines between the saddles of the tank are designed to deliver fuel to the main side, this process may be slow depending upon the size of the transfer line. Additionally, if the main side has sloshed enough fuel to the sub side, then the prime state may be lost. Ultimately, this may result in losing the uninterrupted supply of fuel to the engine, even when the fuel tank sub side has fuel to be siphoned to the main side. 
   Furthermore, if fuel sloshing occurs from the sub side to the main side, thereby creating unequal fuel levels between the saddle tanks, current fuel tank transfer lines will transfer fuel from the main side to the sub side, which is an unnecessary event since fuel on the main side will eventually be pumped to the engine to be used in combustion. 
   Therefore, a need remains in the art for a saddle tank fuel siphon transfer line that maintains its fuel prime condition on the main side of the tank in preparedness for transferring fuel from the sub side to the main side to maintain fuel on the main side of the fuel tank when the fuel level on the sub side is higher than on the main side, such as immediately after a fuel sloshing event from the tank main side to the tank sub side. 
   SUMMARY OF THE INVENTION 
   In accordance with the teachings of the invention, a transfer jet pump prime reservoir with an integrated anti-siphon valve feature may have a housing with a fuel passage, into which a fuel tube nozzle seals. A movable valve element may be situated at a second end of the housing fuel passage to control fuel flow from the housing fuel passage that flows into the reservoir. The valve&#39;s movable valve element may have a pliable sealing element to form a seal with the second end of the housing fuel passage, a part of which is encased within the housing. 
   The housing may be fastened to a top side of the fuel pump module reservoir, or a similarly convenient and functional location, and when the fuel pressure within the housing fuel passage is greater than a fuel pressure outside the housing fuel passage, fuel flows from the housing fuel passage and into the reservoir through the open valve element. Fuel exiting the housing fuel passage flows through the housing and into the fuel reservoir. By this arrangement, the nozzle end remains surrounded in fuel when the valve element is sealed against the housing fuel passage. The movable valve element acts as an anti-siphon valve to prevent fuel from flowing from a fuel tank main side to a fuel tank sub side. 
   Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein: 
       FIG. 1  is side view of an automobile depicting a fuel system in phantom according to the teachings of the present invention; 
       FIG. 2  is a perspective view of a saddle style fuel tank depicting a fuel pump module and a siphon transfer line between the saddles according to the teachings of the present invention; 
       FIG. 3  is an explanatory view of a saddle style fuel tank depicting fuel levels in the saddles and a siphon transfer line running between the saddles; 
       FIG. 4  is an explanatory view of a saddle style fuel tank depicting fuel movement and levels in the saddles and a siphon transfer line running between the saddles; 
       FIG. 5  is an explanatory view of a saddle style fuel tank depicting fuel levels in the saddles and fuel transferring in a siphon transfer line running between the saddles; 
       FIG. 6  is an explanatory view of a saddle style fuel tank depicting fuel movement and levels in the saddles and a siphon transfer line running between the saddles; 
       FIG. 7  is a top perspective view of a fuel pump module depicting a jet pump module prime reservoir according to the teachings of the present invention; 
       FIG. 8  is a bottom perspective view of a fuel pump module according to the teachings of the present invention; 
       FIG. 9  is a top perspective view of a jet pump module prime reservoir according to the teachings of the present invention; 
       FIG. 10  is a cross-sectional view of a jet pump module prime reservoir depicting a closed anti-siphon valve according to the teachings of the present invention; 
       FIG. 11  is a cross-sectional view of a jet pump module prime reservoir depicting an open anti-siphon valve according to the teachings of the present invention; and 
       FIG. 12  is a top view of a jet pump module prime reservoir depicting an anti-siphon valve and a fuel flow-through area according to the teachings of the present invention. 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
   The following description of the preferred embodiments is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. 
   Some automobiles, and more specifically, sports cars and sport sedans, are rear wheel drive vehicles having a drive shaft running between an engine located in the front of the vehicle, and a rear differential located in the rear of the vehicle. Like most vehicles, these sports cars and sport sedans have a rearward mounted fuel tank. However, because the driveshaft and the fuel tank must share rearward space, many fuel tanks on these types of vehicles must be separated into two main areas bridged with a tank area between them, with the driveshaft running between the two main tank areas. The division of the fuel tank, and more specifically, transferring fuel between the two main areas, has lead to the development of the teachings of the present invention, which will be explained below using  FIGS. 1–12 . 
   Turning now to  FIG. 1 , an automobile  10  employs an engine  12 , a fuel tank  14 , and a fuel line  16  running from the engine  12  to the fuel tank  14  to supply the engine  12  with fuel that is pumped from a fuel pump module  18 . With reference to  FIG. 2 , an arrangement of the operative workings of the saddle fuel tank  14  will be explained. The saddle fuel tank  14  is primarily composed of two large fuel holding areas, a fuel tank main side  20  and a fuel tank sub side  22 . The main side  20  houses the fuel pump module  18  that is responsible for pumping fuel from the main side  20  through the fuel pump module outlet  24  ( FIG. 3 ), which is connected to the fuel line  16 . The main side  20  and sub side  22  are bridged by a fuel tank bridge  26 , which contains an internal siphon transfer line  28  used to siphon fuel between the main side  20  and a sub side  22 . The fuel tank bridge  26  provides a cavern between the main side  20  and the sub side  22  of the fuel tank  14 , while the internal siphon transfer line  28  provides a direct fuel tube link between the sub side transfer module  30  and the main side fuel pump module  18 . 
     FIGS. 3 through 6  depict a fuel transfer scenario that may occur in a saddle style fuel tank  14  and prompted the teachings of the present invention.  FIG. 3  depicts a fuel tank  14  in which the fuel levels  32 ,  34  are equal on opposing sides of the tank  14 , that is, the level in the tank main side  20  is equal to the level in the tank sub side  22 . The fuel levels  32 ,  34  of  FIG. 3  are fuel levels that a vehicle might experience when the vehicle travels in a straight line or rather, is not experiencing any cornering events. In such a fuel tank  14 , the fuel  40  in the main side  20  is pumped by the fuel pump module  18  to the engine  12  via the fuel outlet  24  and the fuel line  16 . 
   During the pumping of fuel  40  from the tank main side  20  to the engine  12 , the fuel level  32  may eventually be reduced to the level depicted in  FIG. 4 . In another scenario, the fuel level of the tank main side  20  may be significantly reduced in just a few seconds if the vehicle  10  experiences quick, hard cornering in a particular direction. For instance, if the vehicle of  FIG. 1  undergoes particular cornering at an elevated speed, the fuel levels of  FIG. 4  may result. Specifically, the fuel from the tank main side  20  may slosh or transfer to the tank sub side  22  via the fuel tank bridge  26  due to the lateral forces and lateral g&#39;s involved in such a cornering maneuver. When this occurs, the fuel pump module  18 , and more specifically, the jet pump, may not be submerged in fuel for a period of time before fuel is transferred by the siphon transfer line  28  from the tank sub side  22  to the tank main side  20 , as depicted in  FIG. 5 , to equalize the fuel levels once again. Such a fuel transfer takes place only when the fuel transfer line  28  is primed with fuel. 
   In order to ensure that the transfer line remains primed with fuel and that fuel transfer via siphoning is possible via the internal fuel transfer siphon line  28 , the teachings of the present invention are invoked. With continued reference to  FIGS. 1 through 6 , and more specific reference to  FIGS. 7–12 , the operative workings of the teachings of the present invention will be explained. 
     FIG. 7  depicts a fuel pump module  18  to which an anti-siphon transfer jet pump  42  ( FIG. 9 ), according to teachings of the present invention, is attached.  FIG. 8  depicts the underside of the fuel pump module  18 , revealing the fuel pump module reservoir  48  that maintains a source of fuel for the fuel pump module  18 . The fuel pump module  18  also has a flange  50 , a fuel inlet  44  and a fuel outlet  24 . 
   Turning now to  FIG. 9 , the operative workings of the teachings of the present invention will be described.  FIG. 9  depicts a fuel transfer jet pump prime reservoir with an integrated anti-siphon valve  42 . Individually, the jet pump  51 , prime reservoir  62  and flapper valve  64  ( FIG. 10 ) generally make up the fuel transfer jet pump prime reservoir with an anti-siphon valve  42 ; however, all of the components associated with the device  42  will be explained with reference to  FIGS. 1–12 , with  FIGS. 9–12  being used for specific operation of the fuel transfer jet pump prime reservoir with an integrated anti-siphon valve  42 . 
   When the fuel in the fuel tank  14  sloshes or splashes to the sub side  22  of the tank  14 , due to hard cornering for example, as depicted by slosh direction arrow  36 , transfer of that sloshed fuel back to the main tank side  20  is desirable so that the fuel pump module  18  can utilize the fuel by pumping it to the engine  12  for combustion. A low fuel situation is noted in  FIG. 4 . Transferring the fuel becomes necessary, via siphoning, in order to transfer the fuel back to the main side  20  via fuel line  28 , as depicted in  FIG. 5  by the fuel transfer direction arrow  38 . 
   To successfully transfer the fuel from the sub side  22  to the main side  20 , both ends of the siphon transfer line  28  must remain primed. As depicted in  FIGS. 3–6 , since the end of the transfer line  28  remains very close to the bottom of the tank sub side  22 , it remains primed, which means that it remains surrounded by fuel. However, due to the presence of the fuel pump module  18 , the fuel pump (not shown), and the arrangement of such in the tank main side  20 , the end of the transfer line  28  may be farther from the bottom of the tank main side  20 , and may be susceptible to losing its primed condition. 
   When the fuel level situation of  FIG. 4  is present, that is, the tank sub side  22  level is higher than the tank main side  20  level, fuel siphoning from the sub side  22  to the main side  20  will occur. An advantage of the teachings of the present invention is that once fuel is transferred to the main side  20  via the transfer line  28 , it cannot transfer back to the sub side  22  via the transfer line  28 . This advantage is the anti-siphon feature of the jet pump prime reservoir. Another advantage is that because both ends of the transfer line  28  remain primed, the fuel transfer from the sub side  22  to the main side  20  is instantaneous and continuous when the difference between fuel levels, that is, the level of the sub side is higher than the main side, dictates such a fuel transfer. Such an instantaneous and continuous transfer is possible via a gravity feed siphoning process since the entire transfer line  28  remains primed with fuel. 
   Before the specific operation of the fuel transfer jet pump prime reservoir with an integrated anti-siphon valve  42  is explained, its construction will be described. With reference to  FIGS. 10 and 11 , the fuel transfer jet pump prime reservoir with an integrated anti-siphon valve  42  has a jet pump  51 , located at an end that is connected to a jet tube  52 , which has a nozzle  54 . The nozzle  54  has a slight radius at its exit point to facilitate easier flow into the jet pump box tube  61 . The jet pump box tube  61  is also known as the jet pump housing tube  61  or valve housing tube  61 . The jet pump box  60  surrounds the nozzle  54  of the jet tube  52  and with its slightly larger diameter than the jet pump box tube  61 , contains a clip  56  and an O-ring  58 . The clip  56  secures the jet pump box tube  61  to the jet tube  52 , while the O-ring  58  creates a seal around the nozzle end of the jet tube  52  between the clip  56  and the nozzle  54 . 
   Further along the jet pump box tube  61  is a jet pump box tube sealing surface  86  that forms a fuel outlet of the jet pump box tube  61 . Against this box tube sealing surface  61  abuts a seal  68  of a valve stem  66 . Together the stem  66 , seal  68 , and sealing surface  86  form a movable valve element or flapper valve  64 . Additionally, the stem  66  may have a stem post  70  that meets the stem  66  to form a stopper together with the back wall  78  of the jet pump prime reservoir  62 . 
   Enclosing the flapper valve  64  are the walls of the jet pump prime reservoir  62 . With reference to  FIG. 12 , a top view of the jet pump prime reservoir  62  will further explain its construction. The jet pump prime reservoir  62  may be comprised of four sidewalls. These walls are a back wall  78  located adjacent the jet pump box tube  61 , a first sidewall  80 , a second sidewall  84 , and a front wall  82 . The jet pump prime reservoir  62  has a cap  72  which seals the top of the reservoir. The cap  72  is generally L-shaped and extends over the front wall  82  of the jet pump prime reservoir  62 . Within the jet pump prime reservoir  62  is the valve stem  66  with its abutting seal  68 . As previously stated, the seal  68  abuts against the box tube sealing surface  86 . To secure the seal  68  to the stem  66 , the seal  68  passes through the stem and is secured by an enlarged seal portion  74 . The stem  66  has a stem post  70  that may perpendicularly abut and fasten to the stem  66 . The stem post  70  limits the degree of opening of the flapper valve  64  by abutting against the back wall  78 . 
   How the one-way transfer occurs will now be explained with reference to  FIGS. 4 ,  5  and  FIGS. 10–12 . When the fuel level of the sub side  22  is higher than the fuel level of the main tank main side  20 , as depicted in  FIG. 4 , transfer, via siphoning, of fuel from the tank sub side  22  to the main side  20  will occur by the force due to gravity. Fuel begins to flow because the fuel height and thus the fuel pressure, is greater on the tank sub side  22  than on the tank main side  20  and because both ends of the transfer line  28  are in a primed condition with the transfer line  28  remaining full of fuel. 
   More specifically, fuel begins to move from the tank sub side  22  through the transfer line  28  according to the directional arrow  38  and into the tank main side  20 . The fuel arrives at the fuel pump module  18  on the tank main side  20  and flows into the jet pump  51 , and more specifically into the jet tube  52 . The fuel flows from the nozzle  54  and into the jet pump box tube  61 . Because the pressure is greater in the tank sub side  22  than the tank main side  20 , the flapper valve  64  will open, permitting fuel to flow according to the fuel flow route  76  depicted in  FIG. 11 . As shown, when the flapper valve  64  opens, the stem  66  and seal  68  lift from the box tube sealing surface  86  to the extent that the stem post  70  will permit. The fuel flows over the box tube sealing surface  86  and through the opening  76  and into the fuel pump module reservoir  48  via a hole in the top of the fuel pump module reservoir  48  over which the prime reservoir  62  is located. 
   The fuel will continue to flow as depicted by the fuel directional arrow  38  until the fuel levels are of equal height, as depicted in  FIG. 5 . At this point, the fuel levels and pressures are equal and fuel flow halts. Upon equalization of fuel levels, the flapper valve  64  closes, resulting in the seal  68  abutting against the box tube sealing surface  86 . 
   The flapper valve&#39;s one-way feature will now be described. When the fuel levels of  FIG. 6  are evident, the fuel in the tank main side  20  is higher than the fuel in the tank sub side  22 . This causes the fuel pressure at the flapper valve  64  to be higher on the flapper valve stem  66  side than on the flapper valve seal  68  side. More specifically, the fuel pressure above the stem  66  is greater than the fuel pressure within the jet pump box tube  61 , and thus the flapper valve  68  is forced to remain in its closed position, as depicted in  FIG. 10 . Because of the closed flapper valve, no fuel will transfer through the transfer line  28  and the fuel levels depicted in  FIG. 6  exist. 
   The advantage of the fuel levels depicted in  FIG. 6  as a result of the transfer jet pump with prime reservoir  42  are such that fuel remains ready to be pumped from the fuel pump module  18  to the engine  12 . Fuel that is sloshed to the tank main side  20  from the tank sub side  22  and does not siphon out of the tank main side  20  exemplifies the operability of the anti-siphon valve feature of the transferred jet pump prime reservoir according to the teachings of the present invention. Furthermore, in the event that an automobile, in which the transfer jet pump  42  is installed, corners hard such as during a racing event, for example, and additional fuel sloshes from the tank sub side  22  to the tank main side  20 , the fuel will remain in the tank main side  20 , thereby supplying a continuous flow rate of fuel to the engine  12 , as the fuel is demanded. However, in the event that the automobile in which this system is installed makes a cornering event to cause the fuel level situation of  FIG. 4  to occur, that is with fuel being sloshed from the tank main side to the tank sub side  22 , the transfer of fuel from the tank sub side  22  through the transfer line  28  and into the tank main side  20  will immediately begin because both ends of the fuel transfer line  28  will remain primed. 
   The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.