Fuel Pump Relay Module

RELATED APPLICATION

0001This application is a non-provisional application claiming the benefit of U.S. Provisional Application No. 60/824,349, filed Sep. 1, 2006, incorporated herein in its entirety by reference.

FIELD

0002The present invention is related to vehicle components, and more particularly, to fuel pump relays.

BACKGROUND

0003A fuel pump is an essential component on a vehicle having an internal combustion engine. Fuel has to be pumped from the fuel tank to the engine and delivered under low pressure to the carburetor or under high pressure to the fuel injection system. Some fuel injected engines have two fuel pumps for this purpose: one low pressure/high volume supply pump in the fuel tank and one high pressure/low volume pump on or near the engine.

0004An electric fuel pump is commonly located inside the fuel tank. The pump creates positive pressure in the fuel lines pushing the gasoline to the engine. In most cars, the fuel pump delivers a constant flow of gasoline to the engine; fuel not used is returned to the tank.

0005The electric fuel pump is generally operating whenever the car's ignition switch is in the “on” position. Depressing the gas pedal results in the throttle body opening on the engine (metering the air going in) rather than engaging the fuel pump. The ignition switch does not carry the power to the fuel pump, instead it activates a relay which handles the higher current load. A relay is an electrical switch that opens and closes under control of another electrical circuit. The relay is commonly a modular unit found in the fuse or relay box of the vehicle and is easily replaceable.

0006Some cars with an electronic control unit have safety logic that will shut the electric fuel pump off even if the ignition is “on” if there is no oil pressure, either due to engine bearing damage or a non stalled engine, e.g., in a car accident. In case of an accident, this will also prevent fuel leaking from any ruptured fuel line. Other cars have an additional rollover valve that will shut off the fuel pump in case the car rolls over.

0007The safety logic and rollover valve described above, and cars without an electronic control unit, are not adequate to shut off the electric fuel pump for many types of accidents. For instance, in an accident, the engine might not be damaged and, therefore maintains a high oil pressure while a fuel line might nonetheless be leaking and contributing to a fire. Similarly, many accidents do not involve a rollover situation.

0008It would, therefore, be highly desirable to have an improved safety system that provides vehicle manufacturers, aftermarket, and custom vehicle enthusiasts a means to shut off the electric fuel pump quickly after a violent event to prevent fire and explosion due to a fuel line rupture.

SUMMARY

0009Embodiments in accordance with the present invention provide a fuel pump relay module for controlling a fuel pump, comprising a relay including an activation coil, a normally open contact and an armature, the activation coil in operable arrangement with the armature, the armature in operable arrangement to contact the normally open contact when activated by the activation coil and a shock sensor, including a normally closed contact adapted to open upon experiencing an acceleration force above a predetermined value, the normally closed contact connected in electrical series with the normally open contact and connected in electrical series with the fuel pump.

0010In another embodiment, the fuel pump relay module further comprises an oil pressure switch connected in electrical parallel with the normally open contact, the normally closed contact connected in electrical series with the normally open contact and the oil pressure switch.

0011In another embodiment, the fuel pump relay module further comprises a fusible link connected in electrical series with the normally closed contact, the fusible link adapted to mechanically fail at a predetermined temperature severing electrical communication with the normally closed contact.

0012In another embodiment, the fuel pump relay module further comprises a visual indicator adapted to respond to the open or closed state of the circuit including the shock sensor, the visual indicator connected in electrical series with the normally closed contact. In another embodiment, the visual indicator comprises a resettable switch adapted to provide a means for closing the normally closed contact.

0013Embodiments in accordance with the present invention provide a fuel pump relay module, comprising a relay including an activation coil, a normally open contact and an armature, the activation coil in operable arrangement with the armature, the armature in operable arrangement to contact the normally open contact when activated by the activation coil, and a shock sensor including a normally closed contact adapted to open upon experiencing an acceleration force above a predetermined value, the normally closed contact connected in electrical series with the normally open contact.

0014In another embodiment, the fuel pump relay module further comprises an oil pressure switch connected in electrical parallel with the normally open contact, the normally closed contact connected in electrical series with the normally open contact and the oil pressure switch.

0015In another embodiment, the fuel pump relay module further comprises a fusible link connected in electrical series with the normally closed contact, the fusible link adapted to mechanically fail at a predetermined temperature severing electrical communication with the normally closed contact.

0016In another embodiment, the fuel pump relay module further comprises a visual indicator adapted to respond to the open or closed state of the circuit including the shock sensor, the visual indicator connected in electrical series with the normally closed contact. In another embodiment, the visual indicator comprises a resettable switch adapted to provide a means for closing the normally closed contact.

0017Embodiments in accordance with the present invention provide a fuel pump relay module, comprising a relay including an activation coil, a normally open contact and an armature, the activation coil in operable arrangement with the armature, the armature in operable arrangement to contact the normally open contact when activated by the activation coil, and a shock sensor including a normally closed contact adapted to open upon experiencing an acceleration force above a predetermined value, the normally closed contact connected in electrical series with the activation coil.

0018In another embodiment, the fuel pump relay module further comprises an oil pressure switch connected in electrical parallel with the normally open contact and the armature, the normally closed contact connected in electrical series with the activation coil and the oil pressure switch.

0019In another embodiment, the fuel pump relay module further comprises a fusible link connected in electrical series with the normally closed contact, the fusible link adapted to mechanically fail at a predetermined temperature severing electrical communication with the normally closed contact.

0020In another embodiment, the fuel pump relay module further comprises a visual indicator adapted to respond to the open or closed state of the circuit including the shock sensor, the visual indicator connected in electrical series with the normally closed contact. In another embodiment, the visual indicator comprises a resettable switch adapted to provide a means for closing the normally closed contact.

0021Embodiments in accordance with the present invention provide a fuel pump relay module comprising a relay including an activation coil, a normally open contact and an armature, the activation coil in operable arrangement with the armature, the armature in operable arrangement to contact the normally open contact when activated by the activation coil, and an oil pressure switch connected in electrical parallel with the normally open contact.

0022In another embodiment, the fuel pump relay module further comprises a shock sensor including a normally closed contact adapted to open upon experiencing an acceleration force above a predetermined value, the normally closed contact connected in electrical series with the normally open contact and the oil pressure switch.

0023In another embodiment, the fuel pump relay module further comprises a fusible link connected in electrical series with the normally closed contact, the fusible link adapted to mechanically fail at a predetermined temperature severing electrical communication with the normally closed contact.

0024In another embodiment, the fuel pump relay module further comprises a visual indicator adapted to respond to the open or closed state of the circuit including the shock sensor, the visual indicator connected in electrical series with the normally closed contact. In another embodiment, the visual indicator comprises a resettable switch adapted to provide a means for closing the normally closed contact.

BRIEF DESCRIPTION OF THE DRAWINGS

0025Like reference numbers generally indicate corresponding elements in the figures.

0026<figref idref="DRAWINGS">FIG. 1</figref> is a schematic of a vehicle system including a fuel pump relay module, in accordance with an embodiment of the present invention;

0027<figref idref="DRAWINGS">FIG. 2</figref> is a schematic of a vehicle system including a fuel pump relay module, in accordance with another embodiment of the present invention;

0028<figref idref="DRAWINGS">FIG. 3</figref> is a schematic of a vehicle system including a fuel pump relay module, in accordance with another embodiment of the present invention;

0029<figref idref="DRAWINGS">FIG. 4</figref> is a schematic of a vehicle system including a fuel pump relay module, in accordance with another embodiment of the present invention; and

0030<figref idref="DRAWINGS">FIG. 5</figref> is a schematic of a vehicle system including a fuel pump relay module, in accordance with another embodiment of the present invention.

DETAILED DESCRIPTION

0031References will now be made to embodiments illustrated in the drawings and specific language which will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, such alterations and further modifications in the illustrated devices, as such further applications of the principles of the invention as illustrated therein as being contemplated as would normally occur to one skilled in the art to which the invention relates.

0032Embodiments in accordance with the present invention relate to a fuel pump relay module having safety elements such that the fuel pump is turned off after a violent event. The fuel pump relay module comprises safety elements in the form of a shock sensor circuit means that detects acceleration forces, wherein, above a predetermined force level, the fuel pump is caused to shut off. The fuel pump relay module is adapted to simply be swapped for the standard fuel pump relay module provided with the vehicle.

0033It is understood and appreciated that the function of a relay can be provided by an electro-mechanical system and by solid state devices, among others. The embodiments of the present invention are not limited to the specific relay module described, but are applicable to any means having a relay function.

0034It is understood and appreciated that the term shock sensor as described below is used as a generic term for any means adapted to break an electrical connection in response to an acceleration force above a predetermined value. Such a function may be provided by any of a mechanical, electro-mechanical, electrical, and optical device, among others, and is not limited thereto. The embodiments of the present invention are not limited to a specific shock sensor described, but are applicable to any means having the said function.

0035By way of example, not limited thereto, the fuel pump relay module is for a motor vehicle having an engine comprising a combustion chamber, an air intake passage defining a throttle bore with a throttle valve therein for controlling the flow of combustion air to the combustion chamber, electric powered fuel injection means effective, when activated, to supply fuel to the combustion chamber in proper quantity and timing for combustion with the combustion air, a spark ignition system effective to initiate combustion of the fuel and air in the combustion chamber, an oil lubrication system including an oil pump powered by the engine while the engine operates, an electric power source. The fuel pump relay module comprises a relay, a shock sensor circuit means, and with or without an oil pressure switch operative to close when the pressure generated by the oil pump exceeds a predetermined value indicative of engine operation. The shock sensor circuit means is effective to provide electrical conduction from the electric power source to the fuel pump via the relay and/or the oil pressure switch when the shock sensor circuit means is not triggered and to sever electric conduction from the electric power source to the fuel pump when the shock sensor circuit means is triggered, having been triggered by an acceleration force above a predetermined value. In another embodiment, the shock sensor circuit means also provides a visual indicator of the trigger status, such as a light emitting diode (LED) that illuminates in response to a triggering event.

0036The fuel pump relay module operates advantageously to stop the fuel pump so as to stop the flow of fuel after an accident or violent event sufficient to potentially lead to fuel line rupture. Thus, the fuel is no longer supplied to the fuel line so as to prevent continuous leaking from the fuel system with the possibility of fire or explosion.

0037<figref idref="DRAWINGS">FIG. 1</figref> is a schematic of a vehicle system including a fuel pump relay module <b>60</b>, in accordance with an embodiment of the present invention. This arrangement is suitable for older cars and in custom cars where the fuel pump is controlled by a relay and is not redundantly controlled by an oil pressure switch.

0038The shock sensor circuit means effective to control the fuel pump is included in the fuel pump relay module <b>60</b> having contacts in series with a relay <b>21</b> and an electric power source. Referring to <figref idref="DRAWINGS">FIG. 1</figref>, a motor vehicle is provided with a standard electric power source, symbolized by battery <b>10</b>. It is understood that the electric power source may also include an alternator, voltage regulator, fuses, etc. An engine <b>11</b> includes a fuel injector <b>17</b> positioned to inject fuel into an intake passage in response to an electric fuel injection control <b>18</b>. Fuel injection control <b>18</b> may be any typical electric fuel injection control, which provides injection signals at appropriate times for the injection of fuel into the intake passage in proper amount for combustion with intake air and will generally include additional sensors, not shown, for air flow (or pressure), temperature, crankshaft position, etc. Fuel injection control <b>18</b> is powered from battery <b>10</b> through an ignition switch <b>20</b>, which is controllable by the vehicle operator to enable or disable engine operation. The fuel injection enabling switch may be the vehicle ignition switch.

0039The fuel pump relay module <b>60</b> comprises a relay <b>21</b> having an activation coil <b>25</b> and contacts including a normally open contact <b>22</b> and an armature <b>23</b> effective to contact normally open contact <b>22</b> when activated by the activation coil <b>25</b>. The activation coil <b>25</b> is connected in series with the ignition switch <b>20</b> and battery <b>10</b> so as to conduct when the ignition switch <b>20</b> is closed or activated.

0040It is understood and appreciated that the function of a relay <b>21</b> can be provided by an electro-mechanical system as described and by solid state devices, among others. The embodiments of the present invention are not limited to the specific relay described, but are applicable to any means having a relay function.

0041The fuel pump relay module <b>60</b> further comprises a shock sensor <b>50</b>. The shock sensor <b>50</b> comprises a normally closed contact <b>52</b>, which opens upon experiencing an acceleration force above a predetermined value. The normally closed contact <b>52</b> of the shock sensor <b>50</b> is connected in series with the normally open contact <b>22</b> and armature <b>23</b> of the relay <b>21</b> and battery <b>10</b>, so that it will conduct and be powered whenever the ignition switch <b>20</b> is closed. The shock sensor <b>50</b> is described in more detail below.

0042The engine <b>11</b> is provided with a spark ignition system <b>26</b> which provides suitable spark firing pulses to a spark plug <b>27</b> located in the combustion chamber of the engine <b>11</b> and effective, when it receives such pulses, to initiate combustion of the fuel and air provided to the combustion chamber.

0043The electric motor driven fuel pump <b>30</b> is connected in series with the normally open contact <b>22</b> and armature <b>23</b> of the relay <b>21</b>, the normally closed contact <b>52</b> of the shock sensor <b>50</b>, and battery <b>10</b>. In the engine of <figref idref="DRAWINGS">FIG. 1</figref>, the fuel injection control and spark ignition system are controlled simultaneously by the ignition switch <b>20</b> to both cease operation at the same time when the ignition switch <b>20</b> is opened by the operator to cease engine operation. The fuel pump <b>30</b> is also controlled by the ignition switch <b>20</b> through the fuel pump relay module <b>60</b>.

0044The normally closed contact <b>52</b> of the shock sensor <b>50</b> conducts power to the normally open contact <b>22</b> in normal operation. Upon a violent event producing an acceleration force above a predetermined value, the shock sensor <b>50</b> opens the normally closed contact <b>52</b>, thus severing conduction to the fuel pump <b>30</b>.

0045It is understood and appreciated that the normally closed contact <b>52</b> of the shock sensor <b>50</b> can be in the circuit either before or after the normally open contact <b>22</b>.

0046<figref idref="DRAWINGS">FIG. 2</figref> is a schematic of a vehicle system including a fuel pump relay module <b>62</b>, in accordance with another embodiment of the present invention. The activation coil <b>25</b> is connected in series with the ignition switch <b>20</b> and battery <b>10</b> so as to conduct when the ignition switch <b>20</b> is closed or activated. The normally closed contact <b>52</b> of the shock sensor <b>50</b> is connected in series with the activation coil <b>25</b> of the relay <b>21</b> and the battery <b>10</b>, so that it will conduct and be powered whenever the ignition switch <b>20</b> is closed. The normally closed contact <b>52</b> of the shock sensor <b>50</b> conducts power to the activation coil <b>25</b> in normal operation. Upon a violent event producing an acceleration force above a predetermined value, the shock sensor <b>50</b> opens the normally closed contact <b>52</b>, thus severing conduction to the activation coil <b>25</b> and, thus, to the fuel pump <b>30</b> by opening the armature <b>23</b>.

0047It is understood and appreciated that the normally closed contact <b>52</b> of the shock sensor <b>50</b> can be in the circuit either before or after the activation coil <b>25</b>.

0048<figref idref="DRAWINGS">FIG. 3</figref> is a schematic of a vehicle system including a fuel pump relay module <b>64</b>, in accordance with another embodiment of the present invention. The shock sensor circuit means effective to control the fuel pump <b>30</b> is included in the fuel pump relay module <b>64</b> having contacts in series with not only with the normally open contact <b>22</b> and armature <b>23</b>, or the activation coil <b>25</b>, as described for the embodiments of <figref idref="DRAWINGS">FIGS. 1 and 2</figref>, but also with an oil pressure switch <b>28</b>, with the fuel pump <b>30</b> connected also to the oil pressure switch <b>28</b>. The fuel pump relay module <b>64</b> is particularly suited to vehicles provided with a relay module powering an electric motor driven fuel pump <b>30</b> and having the oil pressure switch <b>28</b> across the contacts as a backup for a fuel pump relay. The arrangement of <figref idref="DRAWINGS">FIG. 3</figref> is suitable for newer cars where the fuel pump <b>30</b> is also controlled by an oil pressure switch with fuel pump relay module <b>64</b> replacing both a fuel pump relay and a pressure switch.

0049Referring to <figref idref="DRAWINGS">FIG. 3</figref>, a motor vehicle is provided with a standard electric power source, symbolized by the battery <b>10</b>. It is understood that the electric power source may also include a standard alternator, voltage regulator, fuses, etc. An engine <b>11</b> includes a fuel injector <b>17</b> positioned to inject fuel into an intake passage in response to an electric fuel injection control <b>18</b>. The fuel injection control <b>18</b> may be any typical electric fuel injection control, which provides injection signals at appropriate times for the injection of fuel into the intake passage in proper amount for combustion with intake air and will generally include additional sensors, not shown, for air flow (or pressure), temperature, crankshaft position, etc. The fuel injection control <b>18</b> is powered from the battery <b>10</b> through a fuel injection enabling switch, which is controllable by the vehicle operator to enable or disable engine operation. The fuel injection enabling switch may be the standard vehicle ignition switch <b>20</b>.

0050The fuel pump relay module <b>64</b> comprises a relay <b>121</b> having contacts including a normally open contact <b>22</b> and an armature <b>23</b> effective to contact the normally open contact <b>22</b> when activated by an activation coil <b>25</b>. The activation coil <b>25</b> is connected in series with the ignition switch <b>20</b> and battery <b>10</b> so as to conduct when the ignition switch <b>20</b> is closed or activated. In addition, the fuel pump relay module <b>64</b> comprises an oil pressure switch <b>28</b> in parallel with the normally open contact <b>22</b> and the armature <b>23</b>, as will be described below.

0051The fuel pump relay module <b>64</b> further comprises a shock sensor <b>50</b>. The shock sensor <b>50</b> comprises a normally closed contact <b>52</b> which opens upon experiencing an acceleration force above a predetermined value. The normally closed contact <b>52</b> of the shock sensor <b>50</b> is connected in series with both the normally open contact <b>22</b> and armature <b>23</b> of the relay <b>121</b> and battery <b>10</b>, and the oil pressure switch <b>28</b>, so that it will conduct and be powered whenever the ignition switch <b>20</b> is closed. The shock sensor <b>50</b> is described in more detail below.

0052The engine <b>11</b> is provided with a spark ignition system <b>26</b> which provides suitable spark firing pulses to a spark plug <b>27</b> located in the combustion chamber of the engine <b>11</b> and effective, when it receives such pulses, to initiate combustion of the fuel and air provided to the combustion chamber. The engine <b>11</b> is also provided with the oil pressure switch <b>28</b> connected across the normally open contact <b>22</b> and the armature <b>23</b> and, thus, connecting, when closed, the fuel pump <b>30</b> in series with the battery <b>10</b>. The oil pressure switch <b>28</b> is responsive to the oil pressure in an oil lubrication system of the engine <b>11</b>, the lubricating system including an oil pump mechanically powered by the engine <b>11</b> while the engine operates: that is, while the engine crankshaft is rotating. Such a lubricating system including the pump and oil pressure switch is well known in engine design and is thus not shown in the Figure, except for switch <b>28</b>, in accordance with an embodiment of the present invention.

0053The electric motor driven fuel pump <b>30</b> is connected in series with the normally open contact <b>22</b> and the armature <b>23</b> of the relay <b>121</b> and battery <b>10</b>, as well as connected in series with the oil pressure switch <b>28</b>. In the engine of <figref idref="DRAWINGS">FIG. 3</figref>, the fuel injection control and spark ignition system are controlled simultaneously by the ignition switch <b>20</b> to both cease operation at the same time when the ignition switch <b>20</b> is opened by the operator to cease engine operation. The fuel pump <b>30</b> is also controlled by the ignition switch <b>20</b> through the fuel pump relay module <b>64</b>.

0054The normally closed contact <b>52</b> of the shock sensor <b>50</b> conducts power to the normally open contact <b>22</b> and the oil pressure switch <b>28</b> in normal operation. Upon a violent event producing an acceleration force above a predetermined value, the shock sensor <b>50</b> opens the normally closed contact <b>52</b>, thus, severing conduction to the fuel pump <b>30</b>, regardless of the status of the oil pressure switch <b>28</b>.

0055It is understood and appreciated that the normally closed contact <b>52</b> of the shock sensor <b>50</b> can be in the circuit either before or after the normally open contact <b>22</b>, and before or after the oil pressure switch <b>28</b>.

0056<figref idref="DRAWINGS">FIG. 4</figref> is a schematic of a vehicle system including a fuel pump relay module <b>66</b>, in accordance with another embodiment of the present invention. The fuel pump relay module <b>66</b> comprises a relay <b>121</b> having contacts including a normally open contact <b>22</b> and an armature <b>23</b> effective to contact the normally open contact <b>22</b> when activated by an activation coil <b>25</b>. The activation coil <b>25</b> is connected in series with the ignition switch <b>20</b> and battery <b>10</b> so as to conduct when the ignition switch <b>20</b> is closed or activated. In addition, the fuel pump relay module <b>64</b> comprises an oil pressure switch <b>28</b> in parallel with the normally open contact <b>22</b> and the armature <b>23</b>, as will be described below

0057The normally closed contact <b>52</b> of the shock sensor <b>50</b> is connected in series with the activation coil <b>25</b> and the battery <b>10</b>, and the oil pressure switch <b>28</b>, so that it will conduct and be powered whenever the ignition switch <b>20</b> is closed. The normally closed contact <b>52</b> of the shock sensor <b>50</b> is effective to conduct power to the activation coil <b>25</b> and the oil pressure switch <b>28</b> in normal operation. Upon a violent event producing an acceleration force above a predetermined value, the shock sensor <b>50</b> opens the normally closed contact <b>52</b>, thus severing conduction to the activation coil <b>25</b> and the oil pressure switch <b>28</b> and, thus, to the fuel pump <b>30</b>, regardless of the state of the oil pressure switch <b>28</b>.

0058Referring again to <figref idref="DRAWINGS">FIGS. 1-4</figref>, the fuel pump relay module <b>60</b>,<b>62</b>,<b>64</b>,<b>66</b> further comprises a visual indicator <b>57</b>, in accordance with other embodiments of the present invention. The visual indicator <b>57</b> responds to the state of the circuit including the shock sensor <b>50</b>; whether it is open or closed. As shown in the figures, the visual indicator <b>57</b> is connected in series with the normally closed contact <b>52</b> of the shock sensor <b>50</b>. When the shock sensor <b>50</b> is not triggered, the visual indicator <b>57</b> indicates an active status, in the case of a light emitting diode (LED), turns on. When the shock sensor <b>50</b> triggers upon a triggering event, the normally closed contact <b>52</b> opens, breaking the circuit of the visual indicator <b>57</b> and the visual indicator <b>57</b> indicates a triggered status, in the case of an LED, turns off. In this way, the user has a visual indication of the electrical status of the fuel pump relay module. It is appreciated that other circuit configurations for the visual indicator <b>57</b> may be utilized so as to provide a visual indication of the electrical status of the fuel pump relay module. The visual indicator <b>57</b> is placed within the circuit suitable for the particular purpose.

0059The visual indicator <b>57</b> may be any device capable of communicating the electrical status of the fuel pump relay module. Such devices include, but are not limited to, a mechanical flag, an incandescent filament bulb, a light emitting diode, among others.

0060Referring again to <figref idref="DRAWINGS">FIGS. 1-4</figref>, the fuel pump relay module <b>60</b>,<b>62</b>,<b>64</b>,<b>66</b> further comprises a visual indicator <b>57</b> that is also a resettable switch, in accordance with other embodiments of the present invention. The visual indicator <b>57</b> provides a visual indication as described above, but also provides a means for resetting or closing the open normally closed contact <b>52</b> after the triggering event, similar to that of a resettable circuit breaker. In an embodiment wherein the visual indicator <b>57</b> is a mechanical flag, the flag may pop up or move from a first position in such a way to indicate the status of the fuel pump relay module <b>60</b>,<b>62</b>,<b>64</b>,<b>66</b>, the flag being operable to be moved back to the first position resetting or closing the normally closed contact <b>52</b>.

0061<figref idref="DRAWINGS">FIG. 5</figref> is a schematic of a vehicle system including a fuel pump relay module <b>68</b>, in accordance with another embodiment of the present invention. The fuel pump relay module <b>68</b> is substantially the same as the embodiment of <figref idref="DRAWINGS">FIG. 1</figref> with the addition of a fusible link <b>70</b> connected in series at first link contact <b>72</b> and second link contact <b>74</b> between the battery <b>10</b> and the fuel pump <b>30</b>. The fusible link <b>70</b> is adapted to break an electrical connection upon a predetermined temperature. The fusible link <b>70</b> extends beyond the housing <b>69</b> of the fuel pump relay module <b>68</b>, such that it can be located in a predetermined location. The predetermined location is that location(s) that may be susceptible to a fire after an accident or catastrophic event. Upon exposure to a predetermined level of heat or fire, the fusible link <b>70</b> mechanically fails so as to sever the electrical connection between the battery <b>10</b> and the fuel pump <b>30</b>, terminating the operation of the fuel pump <b>30</b> so as to stop the flow of fuel after an accident or violent event sufficient to potentially lead to fuel line rupture and fire. Thus, the fuel is no longer supplied to the fuel line so as to prevent continuous leaking from the fuel system with the possibility of fire or explosion.

0062In an embodiment in accordance with the present invention, the fusible link <b>70</b> is a wire suitable to be routed to one or more locations of interest. When exposed to excessive heat or fire, the wire melts breaking the electrical connection. The wire may be of sufficient length so that is may be routed extensively to locations of interest, such as, but are not limited to, the passenger compartment and engine compartment of the vehicle.

0063In another embodiment in accordance with the present invention, the fusible link <b>70</b> is a wire with a plurality of solder elements, each suitable to be located in one or more locations of interest. When exposed to excessive heat or fire, a solder element melts breaking the electrical connection. Each solder element may be provided within a housing suitable for mounting to a structure at locations of interest, such as, but are not limited to, the passenger compartment and engine compartment of the vehicle

0064In another embodiment in accordance with the present invention, the fusible link <b>70</b> is provided in a fuel pump relay module <b>68</b> that does not also include a shock sensor circuit means.

0065Shock sensors are known in the art. They come in many forms and operate in one of many different principles. Shock sensors are known as piezoelectric accelerometers, silicon MEMS accelerometers, and magnetometers, among others.

0066By way of example of a piezoelectric accelerometer, a piezoelectric assembly is contained within the sealed housing; a piezoelectric assembly consisting of a seismic mass preloaded to a quartz element stack. The force acting on the quartz element is proportional to the acceleration in accordance with Newton's Law: F=ma. The element yields an electrical charge proportional to the force, and, therefore, to the acceleration. Electrodes collect and wires transmit the charge to a signal conditioner that may be remote or built into the accelerometer. Sensors containing built-in signal conditioners are classified as Integrated Electronics Piezoelectric (IEPE) or voltage mode; charge mode sensors require external or remote signal conditioning. Once the charge is conditioned by the signal conditioning electronics, the signal is available for control.

0067A circuit is provided in the fuel pump relay module that reacts to the electrical charge or signal that is above a predetermined value; a value associated with a violent collision that has the potential of causing fuel line damage or other hazardous conditions associated with fuel delivery, such as, but not limited to 75 G±20%/10 msec. The circuit reacts by terminating conduction to the fuel pump, thereby terminating the conveyance of the fuel.

0068Single axis, biaxial, and triaxial accelerometers are known in the art. A single axis accelerometer can detect forces associated with acceleration predominantly along one axis. Since the exact position of the fuel pump relay module is not consistent from one vehicle to another, it is anticipated that in an embodiment in accordance with the present invention, a plurality of single axis accelerometers are used to detect acceleration forces from a plurality of directions. A biaxial accelerometer is able to detect forces associated with acceleration about two orthogonal axes. A triaxial accelerometer is able to detect forces associated with acceleration about the three orthogonal axes and, therefore, a single triaxial accelerometer can detect acceleration forces from a plurality of directions regardless of initial relay position.

0069A variety of mechanical configurations are available to perform the transduction principles of a piezoelectric accelerometer. These configurations are defined by the nature in which the inertial force of an accelerated mass acts upon the piezoelectric material. Configurations include shear, flexural beam and compression, among others.

0070Shear mode designs bond, or “sandwich”, the sensing crystals between a center post and seismic mass. A compression ring or stud applies a preload force required to create a rigid linear structure. Under acceleration, the mass causes a shear stress to be applied to the sensing crystals. By isolating the sensing crystals from the base and housing, shear accelerometers excel in rejecting thermal transient and base bending effects. Also, the shear geometry lends itself to small size.

0071Flexural mode designs utilize beam-shaped sensing crystals, which are supported to create strain on the crystal when accelerated. The crystal may be bonded to a carrier beam that increases the amount of strain when accelerated. This design offers a low profile, light weight, excellent thermal stability, and an economical price. Insensitivity to transverse motion is also an inherent feature of this design.

0072Compression mode accelerometers are available in three types of designs: upright, inverted, and isolated. Upright compression designs sandwich the piezoelectric crystal between a seismic mass and rigid mounting base. An elastic stud or screw secures the sensing element to the mounting base. When the sensor is accelerated, the seismic mass increases or decreases the amount of force acting upon the crystal, and a proportional electrical output results. The larger the seismic mass is, the greater the stress and, hence, the output are. Inverted compression designs isolate the sensing crystals from the mounting base, reducing base bending effects. Isolated compression designs reduce erroneous outputs due to base strain and thermal transients. These benefits are achieved by mechanically isolating the sensing crystals from the mounting base and utilizing a hollowed-out seismic mass that acts as a thermal insulation barrier.

0073An example of a silicon MEMS accelerometer is the Analog Devices ADXL330 accelerometer that is 4×4-mm (1.45 mm thick) in a 16-lead Leadframe Chip Scale Package (LFCSP), housing a monolithic 3-axis accelerometer and the signal conditioning electronics. The low power (200 μA at 2V) unit measures acceleration with a minimum full-scale range of ±2 g. The accelerometer has a shock rating of 10,000 g and features stable zero g bias, accurate sensitivity, and bandwidth adjustment with a single capacitor. Measurement capabilities include dynamic acceleration resulting from motion, shock, or vibration.

0074The description of the vehicle system provided above is only an example so as to describe the embodiments of the fuel pump relay module. It is understood that the fuel pump relay module can be used in many types of systems having a fuel pump. The fuel pump relay module is not limited to any particular engine configuration, and corresponding fuel supply system, so long as there is an electrically powered fuel pump.

0075While the invention has been described in connection with specific embodiments thereof, it will be understood that it is capable of further modification, and this application is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the invention and including such departures from the present disclosure as come within known or customary practice in the art to which the invention pertains and as may be applied to the essential features hereinbefore set forth, and as fall within the scope of the invention and the limits of the appended claims.