CA2089647C - Electrostatically dissipative fuel filter - Google Patents
Electrostatically dissipative fuel filter Download PDFInfo
- Publication number
- CA2089647C CA2089647C CA002089647A CA2089647A CA2089647C CA 2089647 C CA2089647 C CA 2089647C CA 002089647 A CA002089647 A CA 002089647A CA 2089647 A CA2089647 A CA 2089647A CA 2089647 C CA2089647 C CA 2089647C
- Authority
- CA
- Canada
- Prior art keywords
- fuel
- housing
- further characterized
- electrically conductive
- filter
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D27/00—Cartridge filters of the throw-away type
- B01D27/08—Construction of the casing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/22—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system
- F02M37/32—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system characterised by filters or filter arrangements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D2201/00—Details relating to filtering apparatus
- B01D2201/04—Supports for the filtering elements
- B01D2201/0461—Springs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D2201/00—Details relating to filtering apparatus
- B01D2201/50—Means for dissipating electrostatic charges
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
- Elimination Of Static Electricity (AREA)
- Filtering Materials (AREA)
- Processing And Handling Of Plastics And Other Materials For Molding In General (AREA)
- Feeding, Discharge, Calcimining, Fusing, And Gas-Generation Devices (AREA)
- Feeding And Controlling Fuel (AREA)
Abstract
A fuel filter for a motor vehicle includes a housing made of a base Nylon 12 material to which are added stainless steel fibers to render the housing electrically conductive while retaining moldability. The electrically conductive housing permits charges generated by the fuel passing through the filtering media to be dissipated to the vehicle body, thereby preventing erosion of the housing and subsequent leaks.
Description
W'O 92/04097 c PCr/US9(~/~b9~3:~
' :., E: y-,. _ _o_ ELECTROSTATICALLY DISSIPATIVE FUEL FILTER
This invention relates to a fuel filter for use in the fuel line that delivers fuel to a motor vehicle engine.
The housings for filters used to filter the fuel delivered to a motor vehicle engine have commonly been made of metal or a polymer material, such as Nylon 12.
Because of their inherently lower cost and other advantages, non-metallic fuel filters are preferred. Such non-metallic fuel filters have been commonly used on vehicles having carbureted engines without problems for many years. However, when such prior art non-metallic fuel filters were used on vehicles equipped with electronic fuel injection (EFI) systems, the non-metallic material occasionally broke down and started leaking.
Since leaking fuel in the hot engine compartment of a motor vehicle is extremely dangerous, any leakage from a fuel filter is unacceptable. Accordingly, metallic filters have been used in vehicle equipped with electronic fuel injection systems.
According to the present invention, it has been discovered that the material used in prior art non-metallic filters for electronic fuel injecticn fuel . systems broke down and began leaking due to electrostatic buildup within the filter. Although the generation of electrical charges in hydrocarbon systems has been a recognized phenomena, it has been of little concern in the past, because the metallic components used in prior art systems provided an electrical path for the electrical charges to move freely to the grounded vehicle body.
However. with non-conductive systems in which both the tubing and the filter are made from a non-conductive material, the pathway has been removed, leaving no way for the charges to drain to ground.
According to the present inven~ion, a fuel filter for a motor vehicle is made from a moldable material which may be safely used in vehicles equipped with electronic fuel injection syster.:. This and other advantages of the present invention wil'_ become aaparer.t °_ro:~ the following dV0 92/04097 F C1'/L~S901~6983 :i
' :., E: y-,. _ _o_ ELECTROSTATICALLY DISSIPATIVE FUEL FILTER
This invention relates to a fuel filter for use in the fuel line that delivers fuel to a motor vehicle engine.
The housings for filters used to filter the fuel delivered to a motor vehicle engine have commonly been made of metal or a polymer material, such as Nylon 12.
Because of their inherently lower cost and other advantages, non-metallic fuel filters are preferred. Such non-metallic fuel filters have been commonly used on vehicles having carbureted engines without problems for many years. However, when such prior art non-metallic fuel filters were used on vehicles equipped with electronic fuel injection (EFI) systems, the non-metallic material occasionally broke down and started leaking.
Since leaking fuel in the hot engine compartment of a motor vehicle is extremely dangerous, any leakage from a fuel filter is unacceptable. Accordingly, metallic filters have been used in vehicle equipped with electronic fuel injection systems.
According to the present invention, it has been discovered that the material used in prior art non-metallic filters for electronic fuel injecticn fuel . systems broke down and began leaking due to electrostatic buildup within the filter. Although the generation of electrical charges in hydrocarbon systems has been a recognized phenomena, it has been of little concern in the past, because the metallic components used in prior art systems provided an electrical path for the electrical charges to move freely to the grounded vehicle body.
However. with non-conductive systems in which both the tubing and the filter are made from a non-conductive material, the pathway has been removed, leaving no way for the charges to drain to ground.
According to the present inven~ion, a fuel filter for a motor vehicle is made from a moldable material which may be safely used in vehicles equipped with electronic fuel injection syster.:. This and other advantages of the present invention wil'_ become aaparer.t °_ro:~ the following dV0 92/04097 F C1'/L~S901~6983 :i
- 2 -description, with reference to the acco;npanying drawing, ' the sole Figure of which is a cross-sectional view of a fuel filter made pursuant to the teachings of the present invention and its attachment to an associated automotive body.
Referring now to the drawing, a fuel filter generally indicated by the numeral 10 includes a housing 12 which is manufactured from a material which is non-conductive, such as Nylon 12 or another polymer ' material to which a conductive filler has been added, as will hereinafter be described. The housing 12 is equipped with an inlet fitting 14 and outlet fitting 16. The inlet fitting 14 and outlet fitting 16 are connected into the fuel line which delivers fuel from the fuel tank to the engine. The fuel line may also be made of a non-conductive material.
A filter element generally ir.~icated by the numeral 18 is mounted within.the housing 12 to filter fue'_ communicated through the fu~~ _ine. ~lemer.t 18 includes a conventional circumferentially egte.~.ding array of pleated filter media generally indicates by the numeral 20. The pleats for;r,ing the filterir.: r',edis 20 deFine outer tips 22 and inner tips 24. A close3 e.~.d cap 26 closes the erd of the element 18 adjacent to inlet fitting 14 snd~bridges across the inner cavity 28 defined within the array cf media 20. A circumferentially extending band of sealin;, material 30 is dispensed into the end cap 26, and seals the edges of the pleats comprising the media 20 to prevent bypass of fuel around the ends of the pleats. A
corresponding circumferentially extending band of sealing material 32 is dispensed in end cap 34 which closes the opposite end of the inner cavity 28. The sealing material 32 seals the opposite edges of the pleats comprising the media 20. The outlet fitting 16 extends through the end cap 34 to communicate with the inner cavity 28. A sp:i:.~
36 is disposed in the inner cavit;~~ 28 and engages the inner tips 24 of the media 20 to prever:t insaard collapse o' the media. The housing 12 is secured to the meta_ ~~JB~~~~'~
wo 9zio~o~; ~ r~c-ri~~~oio6»a
Referring now to the drawing, a fuel filter generally indicated by the numeral 10 includes a housing 12 which is manufactured from a material which is non-conductive, such as Nylon 12 or another polymer ' material to which a conductive filler has been added, as will hereinafter be described. The housing 12 is equipped with an inlet fitting 14 and outlet fitting 16. The inlet fitting 14 and outlet fitting 16 are connected into the fuel line which delivers fuel from the fuel tank to the engine. The fuel line may also be made of a non-conductive material.
A filter element generally ir.~icated by the numeral 18 is mounted within.the housing 12 to filter fue'_ communicated through the fu~~ _ine. ~lemer.t 18 includes a conventional circumferentially egte.~.ding array of pleated filter media generally indicates by the numeral 20. The pleats for;r,ing the filterir.: r',edis 20 deFine outer tips 22 and inner tips 24. A close3 e.~.d cap 26 closes the erd of the element 18 adjacent to inlet fitting 14 snd~bridges across the inner cavity 28 defined within the array cf media 20. A circumferentially extending band of sealin;, material 30 is dispensed into the end cap 26, and seals the edges of the pleats comprising the media 20 to prevent bypass of fuel around the ends of the pleats. A
corresponding circumferentially extending band of sealing material 32 is dispensed in end cap 34 which closes the opposite end of the inner cavity 28. The sealing material 32 seals the opposite edges of the pleats comprising the media 20. The outlet fitting 16 extends through the end cap 34 to communicate with the inner cavity 28. A sp:i:.~
36 is disposed in the inner cavit;~~ 28 and engages the inner tips 24 of the media 20 to prever:t insaard collapse o' the media. The housing 12 is secured to the meta_ ~~JB~~~~'~
wo 9zio~o~; ~ r~c-ri~~~oio6»a
- 3 -vehicle body, a portion of which is indicated at 38, by a bracket 40. The bracket 40 may be either a separate metallic member attached to the housing 12 or molded as a part of the housing 12 from the same material used for 'the housing 12. Accordingly, fuel communicated into 'the inlet fitting 14 is received in inlet cavity 42 which is defined between the element 18 and the housing 12. Fuel in the inlet cavity 92 communicates through the media 20 into the inner or outlet cavity 28 which is communicated directly with the outlet fitting 16.
As the fuel communicates through the media 20 from inlet cavity 42 to the inner or outlet cavity 28, electrical charges are generated, regardless of the type of media used. Although the media 20 is most commonly a pleated paper media, other materials might be used. As the hydrocarbon paraffin passes through the filter media, electrons are stripped from the outs= shell of the paraffin as a result of the impact between the paraffin and the media. Accordingly, the hydrocarbon molecules in the cavity 28 are pos'_tiveiy charge , and an excess of electrons is present in the inlet cavity 42, so that hydrocarbon molecules in the inlet cavity take on the characteristics of a negatively charged molecule od ion.
Thus the fuel in the inlet cavity 42 becomes negatively charged. Although some electrical charge generation 27 occurs in the fuel lines upstream and downstream of the filter due to stripping of electrons due to friction between the fuel and the walls of the fuel line, the charge generation due to the impact of the hydrocarbon paraffin against the media 20 may be as much as several orders of magnitude higher than the generation taking place in the lines themselves.
The magnitude of the charge generated in the inlet cavity 42 will also be a function of the flow rate through the housing l2. In fact, as studies have shown, the charge generation in the inle~ chamber 42 is almos~
directly proportional to the flog ra:.e t:~.roug:z the fil ~e:
media 20. Accordingly, fuel °il~e:s used i.~. rec~_..u'_a~or:
WO 92/04097 r PC'f/ US90/06983 . _ 4 fueling systerns, such as electronic fuel injection systems where flows through the fuel line are substantially higher than flows in older carbureted systems, will generate a proportionally higher charge level in the inlet chamber 42, Under undisturbed conditions, the charge generated in the inlet cavity 42 would be evenly distributed about the filter. Accordingly, the charge would then be evenly dissipated or passed through the filter. However, when a grounding plane is within "striking distance" of the electrostatic charge in the inlet cavity 42, a discharge takes place from the portion of housing 12 closest to the plane 38 whenever the charges in the cavity 42 exceed the strength of the dielectric between the inlet cavity 42 through the housing 12 to the grounding plane. In this case, the grounding plane is 18 provided by the body o: the vehicle indicated at 38.
Although the body of a motor vehicle is commonly considered to be "grounded", the grounding is effected by connecting the body to the negative terminal o° the vehicle battery. This provides a grounding plane that is slightly positive with respect to an earth ground. Since the grounding plane provided by the body 38 is slightly positive, the charges in the inlet cavity 42 will be attracted towards the body 3B. Accordingly, the charges will be concentrated in that part cf the cavity 42. closest 2~ to the body 38. Tests have shown that electrical charges move around a curved body, such as the housing 12, much more easily than in bodies having other shapes.
Accordingly, the voltage level of an electrostatic charge in that portion of the inlet chamber 42 closest to the body 38 may be as high as 8kV to lOkV. Since the dielectric strength between the cavity 42 and the body 38 is approximately 7kV, the dielectric begins to allow the charge to pass through the material of the housing 12 when the voltage level o~ the electrostatic charge exceeds 7kV. Accordingly, the material c° which the housing 12 is made is required to absorb a portion c~ the energy associated with the charge, Tf the charge was evenly WO 92/04097 - ~ ~ ~ ~ ~ ~ r~ PCf/US90/0~933 distributed about the housing 12, the strength of the material would ezceed the~~~a,bsorption energy during the lifetime of the filter, but as discussed above, most of the charge is concentrated in that part of the cavity 42 closest to the body 38. When a grounding plane, such as the body 38. is within "striking" distance of a charged body. the plane itself is a target for electron current flow. The energy which makes up the charge will then no longer pass through the body in an evenly distributed manner. This absorption of energy breaks down the material of which the housing 12 is made and results in microscopic pin holes in the housing 12. When a large concentration of these pin holes occurs in a small area, the material comprising the housing 12 breaks down and the housing leaks. Tests have shown that the striking distance is always less than or equal to the radius of the curved body.
According 'to the present invention, an electrically conductive path is provided between the fuel within t:he inlet cavity 42 and the body 38. Accor~ingly, the electrostatic buildup in the cavity 42 will be discharged through the elec~rically conductive path in bracket 40 to the body 38, thus avoiding the aforementioned material erosion that causes leaks. An electrical path through the housing 12 is most easily provided by incorporating small amounts of a conductive filler material in the base Nylon 12 material, thus making the housing electrically conductive while substantially retaining the moldability and other desirable properties °f the polymer material.
Since the filler material must be chemically resistant to the fuel in the housing 12, a filamentary stainless steel fiber product with a high aspect ratio was selected as the filler material. Stainless steel also has , the advantage of requiring smaller quantities for providing the required conducti~:~~y than other conductive fillers, such as carbon black, r.eral flakes and powders, an3 metallize3 r,;icrospheres whip: cossess smal'_ aspect 1V0 92/04097 PCT/'IJ.~r9U/O~a933 ~r'n,' t, ratios. Stainless steel fibers used in this application have a preferable upper limit on fiber diameter of about 8 ' microns. This small diameter, coupled with the low loadings of filler used, allows the matrix to stretch .
freely between and around fibers as long as the filler is properly compounded into the base resin. This reduces , dewetting and disbanding between the filler and base resin, thus preventing cavitation under stress. Stainless steel also presents itself as a filler around which the base,Nylon 12 material bonds to itself. Other electrically conductive fillers, such as the aforementioned carbon, act as stress concentrators and, at the relatively high filler loadings required to achieve conductivity, restrict the , ability of the resin matrix to yield under stress. Also, the stainless steel fibers are duc'.ile and non-rigid unlike straight or metallized carbon fibers or metallized inorganic fibers and whiskers. T2:'_s allows stainless steel fibers to maintain their inte7rity better during melt-processing. Unlike the non-metallic fibers, stainless steel fibers also do not increase mechanical strength or stiffness of the base resin significantly.
Other metal fibers with high aspect ra~ios can be satisfactorily substituted for stainless steel.
The aspect ratio c° the stainless steel fibers used must be large enough to easily conduct electricity at low loadings, but small enough to be easily molded with the base polymer material into the ,final part.
Accordingly, stainless steel fibers 'having a diameter of about 8 microns and a nominal length of from 4-6 mm were selected. Longer steel fibers can also be used depending on design of the filter. The longest fiber length dictated by part design and moldability should be used in order to minimize filler usage. The stainless steel in the composite material is about 3% to 9o by weight, of the composite material, which 'is s~:fficier.t to provide a density of about 8 grams of stai:.less steel fibers per cubic centimeter of material, wh'_~:: arovides volume and surface resistivitips in the ' x. 102 to 1 x 106 range PC'lf/'~J~9~914b~fe'9i33 i WU 92/Od09?
- , in ohm units (surface resistivity) and ohm-cm units (volume resistivity).
In order to assure moldability and compatibility between the stainless steel fibers and the base Nylon 12 material, the stainless steel fibers should preferably be coated with small amounts of coupling agents like organofunctional silane or titanate compounds.
Alternately, graft or block copolymers with amide furbctional groups can also be used as coupling agents.
Also, small amounts of polymers with affinity for metal' , surfaces and having good compatibility with polyamides can be used. These interfacial agents help in wetting and increasing interfacial bonding through formation of molecular metal-polymer matrix bridges. In addition to coupling agents, mold-release agents, internal lubricants, and impact modifiers can be used to improve physical properties of the stainless-fiber 'filled resin.
2~
As the fuel communicates through the media 20 from inlet cavity 42 to the inner or outlet cavity 28, electrical charges are generated, regardless of the type of media used. Although the media 20 is most commonly a pleated paper media, other materials might be used. As the hydrocarbon paraffin passes through the filter media, electrons are stripped from the outs= shell of the paraffin as a result of the impact between the paraffin and the media. Accordingly, the hydrocarbon molecules in the cavity 28 are pos'_tiveiy charge , and an excess of electrons is present in the inlet cavity 42, so that hydrocarbon molecules in the inlet cavity take on the characteristics of a negatively charged molecule od ion.
Thus the fuel in the inlet cavity 42 becomes negatively charged. Although some electrical charge generation 27 occurs in the fuel lines upstream and downstream of the filter due to stripping of electrons due to friction between the fuel and the walls of the fuel line, the charge generation due to the impact of the hydrocarbon paraffin against the media 20 may be as much as several orders of magnitude higher than the generation taking place in the lines themselves.
The magnitude of the charge generated in the inlet cavity 42 will also be a function of the flow rate through the housing l2. In fact, as studies have shown, the charge generation in the inle~ chamber 42 is almos~
directly proportional to the flog ra:.e t:~.roug:z the fil ~e:
media 20. Accordingly, fuel °il~e:s used i.~. rec~_..u'_a~or:
WO 92/04097 r PC'f/ US90/06983 . _ 4 fueling systerns, such as electronic fuel injection systems where flows through the fuel line are substantially higher than flows in older carbureted systems, will generate a proportionally higher charge level in the inlet chamber 42, Under undisturbed conditions, the charge generated in the inlet cavity 42 would be evenly distributed about the filter. Accordingly, the charge would then be evenly dissipated or passed through the filter. However, when a grounding plane is within "striking distance" of the electrostatic charge in the inlet cavity 42, a discharge takes place from the portion of housing 12 closest to the plane 38 whenever the charges in the cavity 42 exceed the strength of the dielectric between the inlet cavity 42 through the housing 12 to the grounding plane. In this case, the grounding plane is 18 provided by the body o: the vehicle indicated at 38.
Although the body of a motor vehicle is commonly considered to be "grounded", the grounding is effected by connecting the body to the negative terminal o° the vehicle battery. This provides a grounding plane that is slightly positive with respect to an earth ground. Since the grounding plane provided by the body 38 is slightly positive, the charges in the inlet cavity 42 will be attracted towards the body 3B. Accordingly, the charges will be concentrated in that part cf the cavity 42. closest 2~ to the body 38. Tests have shown that electrical charges move around a curved body, such as the housing 12, much more easily than in bodies having other shapes.
Accordingly, the voltage level of an electrostatic charge in that portion of the inlet chamber 42 closest to the body 38 may be as high as 8kV to lOkV. Since the dielectric strength between the cavity 42 and the body 38 is approximately 7kV, the dielectric begins to allow the charge to pass through the material of the housing 12 when the voltage level o~ the electrostatic charge exceeds 7kV. Accordingly, the material c° which the housing 12 is made is required to absorb a portion c~ the energy associated with the charge, Tf the charge was evenly WO 92/04097 - ~ ~ ~ ~ ~ ~ r~ PCf/US90/0~933 distributed about the housing 12, the strength of the material would ezceed the~~~a,bsorption energy during the lifetime of the filter, but as discussed above, most of the charge is concentrated in that part of the cavity 42 closest to the body 38. When a grounding plane, such as the body 38. is within "striking" distance of a charged body. the plane itself is a target for electron current flow. The energy which makes up the charge will then no longer pass through the body in an evenly distributed manner. This absorption of energy breaks down the material of which the housing 12 is made and results in microscopic pin holes in the housing 12. When a large concentration of these pin holes occurs in a small area, the material comprising the housing 12 breaks down and the housing leaks. Tests have shown that the striking distance is always less than or equal to the radius of the curved body.
According 'to the present invention, an electrically conductive path is provided between the fuel within t:he inlet cavity 42 and the body 38. Accor~ingly, the electrostatic buildup in the cavity 42 will be discharged through the elec~rically conductive path in bracket 40 to the body 38, thus avoiding the aforementioned material erosion that causes leaks. An electrical path through the housing 12 is most easily provided by incorporating small amounts of a conductive filler material in the base Nylon 12 material, thus making the housing electrically conductive while substantially retaining the moldability and other desirable properties °f the polymer material.
Since the filler material must be chemically resistant to the fuel in the housing 12, a filamentary stainless steel fiber product with a high aspect ratio was selected as the filler material. Stainless steel also has , the advantage of requiring smaller quantities for providing the required conducti~:~~y than other conductive fillers, such as carbon black, r.eral flakes and powders, an3 metallize3 r,;icrospheres whip: cossess smal'_ aspect 1V0 92/04097 PCT/'IJ.~r9U/O~a933 ~r'n,' t, ratios. Stainless steel fibers used in this application have a preferable upper limit on fiber diameter of about 8 ' microns. This small diameter, coupled with the low loadings of filler used, allows the matrix to stretch .
freely between and around fibers as long as the filler is properly compounded into the base resin. This reduces , dewetting and disbanding between the filler and base resin, thus preventing cavitation under stress. Stainless steel also presents itself as a filler around which the base,Nylon 12 material bonds to itself. Other electrically conductive fillers, such as the aforementioned carbon, act as stress concentrators and, at the relatively high filler loadings required to achieve conductivity, restrict the , ability of the resin matrix to yield under stress. Also, the stainless steel fibers are duc'.ile and non-rigid unlike straight or metallized carbon fibers or metallized inorganic fibers and whiskers. T2:'_s allows stainless steel fibers to maintain their inte7rity better during melt-processing. Unlike the non-metallic fibers, stainless steel fibers also do not increase mechanical strength or stiffness of the base resin significantly.
Other metal fibers with high aspect ra~ios can be satisfactorily substituted for stainless steel.
The aspect ratio c° the stainless steel fibers used must be large enough to easily conduct electricity at low loadings, but small enough to be easily molded with the base polymer material into the ,final part.
Accordingly, stainless steel fibers 'having a diameter of about 8 microns and a nominal length of from 4-6 mm were selected. Longer steel fibers can also be used depending on design of the filter. The longest fiber length dictated by part design and moldability should be used in order to minimize filler usage. The stainless steel in the composite material is about 3% to 9o by weight, of the composite material, which 'is s~:fficier.t to provide a density of about 8 grams of stai:.less steel fibers per cubic centimeter of material, wh'_~:: arovides volume and surface resistivitips in the ' x. 102 to 1 x 106 range PC'lf/'~J~9~914b~fe'9i33 i WU 92/Od09?
- , in ohm units (surface resistivity) and ohm-cm units (volume resistivity).
In order to assure moldability and compatibility between the stainless steel fibers and the base Nylon 12 material, the stainless steel fibers should preferably be coated with small amounts of coupling agents like organofunctional silane or titanate compounds.
Alternately, graft or block copolymers with amide furbctional groups can also be used as coupling agents.
Also, small amounts of polymers with affinity for metal' , surfaces and having good compatibility with polyamides can be used. These interfacial agents help in wetting and increasing interfacial bonding through formation of molecular metal-polymer matrix bridges. In addition to coupling agents, mold-release agents, internal lubricants, and impact modifiers can be used to improve physical properties of the stainless-fiber 'filled resin.
2~
Claims (13)
1. Method of manufacturing a housing of a fuel filter for filtering fuel flowing through a fuel line delivering fuel to the engine of a motor vehicle, characterized in that said method comprises the steps of embedding an electrically conductive filler material in a polymer material to form an electrically conductive composite moldable material and then molding said composite material into the shape of said housing.
2. Method of manufacturing a housing as claimed in claim 1, further characterized in that said electrically conductive material comprises electrically conductive fibers.
3. Method of manufacturing a housing as claimed in claim 2, further characterized in that said fibers are stainless steel fibers.
4. Method of manufacturing a housing as claimed in claim 3, further characterized in that said stainless steel fibers comprise at least 3% to 9%
by weight of the composite material.
by weight of the composite material.
5. Method of manufacturing a housing as claimed in claim 4, further characterized in that said stainless steel fibers have a minimum length of about 4mm.
6. Fuel filter for filtering fuel flowing through a fuel line for delivering fuel to the engine of a motor vehicle, said motor vehicle having a common electrical plane maintained at a common electrical potential, said filter having a housing having an inlet and an outlet connected in said fuel line, said housing being primarily composed of a polymer material, characterized in that an electrically conductive filler material is randomly embedded in said polymer material to form a composite material providing an electrically conductive path through said housing between the fuel within the housing and said common electrical plane.
7. Fuel filter as claimed in claim 6, further characterized in that said electrically conductive filler material includes electrically conductive fibers distributed randomly in said polymer material.
8. Fuel filter as claimed in claim 7, further characterized in that said fibers comprise at least 3% to 9% by weight of the composite material.
9. Fuel filter as claimed in claim 7 or 8, further characterized in that said fibers are stainless steel fibers having a minimum length of about 4mm.
10. Fuel filter as claimed in any of claims 6-9, further characterized in that a filtering media within said housing divides the latter into an inlet chamber communicated with said inlet and an outlet chamber communicated with said outlet, said electrically conductive path extending between the fuel in said inlet chamber and the common electrical plane.
11. Fuel filter as claimed in claim 10, further characterized in that said filtering media is an annular member having inner and outer surfaces, said outer surface cooperating with said housing to define said inlet chamber between the housing and said outer surface of the media.
12. Method of manufacturing a housing as claimed in claim 1, further characterized in that said fuel line delivers fuel to said engine by means of a fuel injection system.
13. Fuel filter as claimed in claim 6, further characterized in that said fuel line delivers fuel to said engine by means of a fuel injection system.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US07575260 US5076920B2 (en) | 1990-08-30 | 1990-08-30 | Electrostatically dissipative fuel filter |
US575,260 | 1990-08-30 | ||
PCT/US1990/006983 WO1992004097A1 (en) | 1990-08-30 | 1990-11-15 | Electrostatically dissipative fuel filter |
Publications (2)
Publication Number | Publication Date |
---|---|
CA2089647A1 CA2089647A1 (en) | 1992-03-01 |
CA2089647C true CA2089647C (en) | 2001-04-17 |
Family
ID=24299574
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
CA002089647A Expired - Lifetime CA2089647C (en) | 1990-08-30 | 1990-11-15 | Electrostatically dissipative fuel filter |
Country Status (9)
Country | Link |
---|---|
US (3) | US5076920B2 (en) |
EP (1) | EP0545924B1 (en) |
JP (1) | JP2612657B2 (en) |
AU (1) | AU642616B2 (en) |
CA (1) | CA2089647C (en) |
DE (1) | DE69016464T2 (en) |
ES (1) | ES2067917T3 (en) |
NZ (1) | NZ239064A (en) |
WO (1) | WO1992004097A1 (en) |
Families Citing this family (59)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5498372A (en) * | 1992-08-14 | 1996-03-12 | Hexcel Corporation | Electrically conductive polymeric compositions |
US6132645A (en) * | 1992-08-14 | 2000-10-17 | Eeonyx Corporation | Electrically conductive compositions of carbon particles and methods for their production |
US5380432A (en) * | 1993-05-13 | 1995-01-10 | Parr Manufacturing, Inc. | Fuel filter with electrostatic charge preventing media |
US5382359A (en) * | 1993-05-13 | 1995-01-17 | Parr Manufacturing, Inc. | Plastic fuel filter with conductive coating for providing an evaporative barrier and for dissipating electrostatic charges |
DE4329898A1 (en) | 1993-09-04 | 1995-04-06 | Marcus Dr Besson | Wireless medical diagnostic and monitoring device |
KR100302448B1 (en) * | 1994-11-04 | 2002-07-02 | 오카메 히로무 | Fuel supply |
KR100298617B1 (en) * | 1995-02-03 | 2002-07-31 | 가부시키가이샤 덴소 | Fuel supply system and its supporting unit |
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1990
- 1990-08-30 US US07575260 patent/US5076920B2/en not_active Expired - Lifetime
- 1990-11-15 CA CA002089647A patent/CA2089647C/en not_active Expired - Lifetime
- 1990-11-15 WO PCT/US1990/006983 patent/WO1992004097A1/en active IP Right Grant
- 1990-11-15 AU AU69161/91A patent/AU642616B2/en not_active Expired
- 1990-11-15 DE DE69016464T patent/DE69016464T2/en not_active Expired - Lifetime
- 1990-11-15 ES ES91901157T patent/ES2067917T3/en not_active Expired - Lifetime
- 1990-11-15 JP JP3501562A patent/JP2612657B2/en not_active Expired - Lifetime
- 1990-11-15 EP EP91901157A patent/EP0545924B1/en not_active Expired - Lifetime
-
1991
- 1991-07-01 US US07724240 patent/US5164879B1/en not_active Expired - Lifetime
- 1991-07-01 US US07724223 patent/US5164084B2/en not_active Expired - Lifetime
- 1991-07-22 NZ NZ239064A patent/NZ239064A/en not_active IP Right Cessation
Also Published As
Publication number | Publication date |
---|---|
US5164084B2 (en) | 1998-05-05 |
AU6916191A (en) | 1992-03-30 |
US5164879A (en) | 1992-11-17 |
US5076920B1 (en) | 1996-06-25 |
JPH06500373A (en) | 1994-01-13 |
US5164879B1 (en) | 1998-09-08 |
WO1992004097A1 (en) | 1992-03-19 |
US5076920A (en) | 1991-12-31 |
US5076920B2 (en) | 1998-05-05 |
EP0545924B1 (en) | 1995-01-25 |
DE69016464D1 (en) | 1995-03-09 |
US5164084A (en) | 1992-11-17 |
CA2089647A1 (en) | 1992-03-01 |
JP2612657B2 (en) | 1997-05-21 |
US5164084B1 (en) | 1995-03-28 |
AU642616B2 (en) | 1993-10-21 |
EP0545924A1 (en) | 1993-06-16 |
NZ239064A (en) | 1993-11-25 |
DE69016464T2 (en) | 1995-10-05 |
ES2067917T3 (en) | 1995-04-01 |
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