Locking type fuel tank cap lock

Abstract

The invention relates to a locking type fuel tank cap lock applied to the field of fuel tanks, which comprises a positioning ring fixedly mounted at the upper end of an opening of an automobile fuel tank, a cap shell hinged to the upper end of the positioning ring, and a fuel tank cap locking monitoring system carried at a central control end of an automobile, through the cooperation of the locking guide rod, the sensing core strip, the fuel tank cap locking sensing unit and the locking prompting unit, data about whether the cap shell is closed or not and whether the sealing plug is locked or not can be effectively monitored, and visual prompt tone feedback can be generated when a driver closes the cap shell and locks the sealing plug. A driver is effectively assisted in judging the locking state of the sealing plug, the problem of poor locking caused by misoperation is avoided, then the sealing effect of the spring bolt on the oil tank is effectively guaranteed, the hidden danger of fuel oil leakage is avoided, in the follow-up driving process, the continuous locking state of the sealing plug can be monitored and fed back, and the driving safety is improved. And an abnormal locking alarm signal is sent to a driver in time, so that the driving safety is ensured.

Description

Technical Field

[0001] The invention relates to a fuel tank cover lock, in particular to a locking type fuel tank cover lock used in the field of fuel tanks. Background Art

[0002] The fuel tank cap is an important part of the car's fuel tank. Its main function is to protect the fuel in the tank from external pollution and damage, and also to prevent dangerous events such as fuel leakage and fire. The fuel tank cap lock is a safety device used to prevent unauthorized personnel from opening the fuel tank cap, thereby protecting the car's fuel from being stolen or contaminated.

[0003] In the current application of fuel tank cap locks, when drivers close and lock the fuel tank cap after refueling, it is often difficult to intuitively and accurately assess whether the locking mechanism is in place. During this process, due to human negligence or improper operation, the fuel tank cap may appear to be locked, but in fact it is not in the ideal locking state, thereby weakening its proper sealing performance.

[0004] If the above situation is not discovered and corrected in time, it will bury the hidden danger of fuel leakage in the subsequent driving process, which may not only cause resource waste and environmental pollution, but more importantly, significantly increase the safety risk in the driving process and pose a potential threat to driving safety. Therefore, optimizing the design of the fuel tank cap lock and enhancing its intuitive feedback mechanism of the locking state are of great practical significance for improving the safety of vehicle use. Summary of the invention

[0005] In view of the above-mentioned prior art, the technical problem to be solved by the present invention is how to monitor and provide feedback on whether the fuel tank cap is completely locked in place to ensure driving safety.

[0006] In order to solve the above problems, the present invention provides a locking type fuel tank cap lock, comprising a positioning ring fixedly installed at the upper end of the mouth of the automobile fuel tank, a cover shell hinged at the upper end of the positioning ring, and a fuel tank cap locking monitoring system mounted on the central control end of the automobile, a sealing plug fixedly connected to the lower end of the cover shell, a locking tongue installed at the lower end of the sealing plug, a guide rod seat located at the rear side of the sealing plug fixedly connected to the lower end of the cover shell, and a locking guide rod connected to the lower end of the guide rod seat; The lower end of the positioning ring is fixedly connected with an induction arc block corresponding to the guide rod seat, the lower end of the induction arc block is fixedly connected with an induction support block corresponding to the locking guide rod, an induction base is installed in the induction support block, and a locking induction cylinder is fixedly connected to the upper end of the induction base, and an induction core strip matching the locking guide rod is slidably arranged in the locking induction cylinder, and an induction cavity is provided in the induction core strip, and the upper and lower inner walls of the induction cavity are fixedly connected with a locking touch rod, and an auxiliary spring slidably sleeved on the outer side of the locking touch rod is fixedly connected between the upper and lower inner walls of the induction cavity; The fuel tank cap locking monitoring system includes a locking monitoring processing unit, the input end of which is connected to a fuel tank cap locking sensing unit, a fuel tank cap switch lock collection unit and a vehicle driving status collection unit, and the output end of which is connected to a fuel tank cap locking data transmission unit, a fuel tank pressure control unit, a locking prompt unit and an abnormal locking alarm unit; The input end of the fuel tank cap locking sensing unit is connected to the locking touch rod signal, the input end of the fuel tank cap unlocking collection unit is connected to the lock tongue signal, the input end of the vehicle driving status collection unit is connected to the vehicle central control terminal signal, the output end of the fuel tank pressure control unit is connected to the pressure regulating valve signal set on the sealing plug, the output end of the locking prompt unit is connected to the buzzer signal installed on the positioning ring, and the output ends of the abnormal locking alarm unit and the fuel tank cap locking data transmission unit are both connected to the vehicle central control terminal signal.

[0007] In the above-mentioned locking type fuel tank cap lock, it can effectively monitor whether the cover shell is closed and whether the sealing plug is locked. It can also generate intuitive prompt sound feedback when the driver closes the cover shell and locks the sealing plug, effectively assisting the driver to judge the locking state of the sealing plug, avoiding the problem of poor locking due to operational errors, and effectively ensuring the sealing effect of the lock tongue on the fuel tank, avoiding the hidden danger of fuel leakage.

[0008] As a further improvement of the present application, an extension rod is fixedly connected to the lower end of the sensing core strip, the lower end of the extension rod extends to the outside of the sensing base and is fixedly connected to a bottom plate, and a tension spring slidably mounted on the outside of the extension rod is fixedly connected between the upper end of the bottom plate and the lower end of the sensing base.

[0009] As a further improvement of the present application, a plurality of wave contact rods located outside the tension spring are fixedly connected to the upper end of the base plate, a plurality of wave contact pieces cooperating with the wave contact rods are embedded at the lower end of the sensing base, and the input end of the locking monitoring processing unit is also connected to a pressure fluctuation abnormality collection unit, and the input end of the pressure fluctuation abnormality collection unit is respectively connected to the wave contact piece and the locking contact rod signal.

[0010] As a further improvement of the present application, a guide rod groove is provided at the lower end of the guide rod seat, a guide rod spring is fixedly connected to the inner wall of the guide rod groove, and the lower end of the guide rod spring is fixedly connected to the upper end of the locking guide rod.

[0011] As a further improvement to the present application, the inner diameter of the tension spring is larger than the outer diameter of the induction core strip, the stiffness coefficient of the tension spring is larger than the sum of the stiffness coefficients of the auxiliary spring and the guide rod spring, and the stiffness coefficient of the guide rod spring is larger than the stiffness coefficient of the auxiliary spring.

[0012] As a further improvement of the present application, a plurality of locking grooves located outside the sealing plug are provided at the lower end of the cover shell, and adsorption iron blocks are provided in the locking grooves.

[0013] As another improvement of the present application, a plurality of L-shaped arc blocks corresponding to the locking grooves are fixedly connected to the lower end of the positioning ring, a forced locking electromagnetic block is fixedly connected to the upper end of the L-shaped arc block, the output end of the locking monitoring and processing unit is connected to the emergency forced locking unit, and the output end of the emergency forced locking unit is connected to the forced locking electromagnetic block signal.

[0014] As another improvement of the present application, an elastic adaption block is fixedly connected to the inner wall of the locking groove, the lower end of the elastic adaption block is fixedly connected to the adsorption iron block, and the adsorption iron block and the locking groove are in sliding fit.

[0015] In summary, through the cooperation of the locking guide rod, the sensing core strip, the fuel tank cap locking sensing unit and the locking prompt unit, it is possible to effectively monitor whether the cover shell is closed and the sealing plug is locked. It can also generate intuitive prompt sound feedback when the driver closes the cover shell and locks the sealing plug, effectively assisting the driver to judge the locking state of the sealing plug and avoid poor locking caused by operating errors, thereby effectively ensuring the sealing effect of the lock tongue on the fuel tank and avoiding the hidden danger of fuel leakage. In addition, in the subsequent driving process, it can also monitor and feedback the continuous locking state of the sealing plug, and promptly send an abnormal locking alarm signal to the driver, effectively ensuring the sealing of the fuel tank during driving, while reducing environmental pollution caused by fuel leakage, it can also greatly reduce safety risks during driving and ensure driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is an axonometric view of the locking fuel tank cap of the first and second embodiments of the present application when the lock is opened; Figure 2 This is a control logic diagram of the fuel tank cap locking monitoring system of the first and second embodiments of the present application; Figure 3 It is a left side view of the locking type fuel tank cover of the first and second embodiments of the present application when the lock is opened; Figure 4 It is a front cross-sectional view of the locking sensing cylinder when the locking fuel tank cap lock of the first and second embodiments of the present application is opened; Figure 5 It is a front cross-sectional view of the locking sensing cylinder when the locking fuel tank cover of the first and second embodiments of the present application is locked; Figure 6 This is a front cross-sectional view of the locking sensing cylinder when the pressure in the oil tank is too high in the first and second embodiments of the present application; Figure 7 This is a front cross-sectional view of the locking sensing cylinder when the pressure in the oil tank is too low in the first and second embodiments of the present application; Figure 8Exploded view of the locking type fuel tank cover of the first and second embodiments of the present application when the lock is closed; Fig. 9 This is an axonometric view of the locking type fuel tank cover lock of the second embodiment of the present application when it is closed and locked normally; Fig.10 This is a partial cross-sectional view of the locking type fuel tank cover of the second embodiment of the present application when the lock is closed and locked normally; Fig.11 This is an axonometric view of the locking type fuel tank cover lock of the second embodiment of the present application when it is closed and forcedly locked; Fig.12 This is a partial cross-sectional view of the front view of the locking type fuel tank cap when the lock is closed and forced to lock according to the second embodiment of the present application.

[0017] Description of the numbers in the figure: 1 positioning ring, 11 induction arc block, 12 induction support block, 13 L-shaped arc block, 2 cover shell, 21 lock tongue, 22 sealing plug, 3 locking induction cylinder, 31 induction base, 32 induction core strip, 33 locking touch rod, 34 auxiliary spring, 35 extension rod, 36 bottom plate, 37 tension spring, 38 wave touch rod, 4 locking guide rod, 41 guide rod seat, 42 guide rod spring, 5 forced locking electromagnetic block, 6 adsorption iron block, 61 elastic adaptation block. DETAILED DESCRIPTION

[0018] Two implementation modes of the present application are described in detail below with reference to the accompanying drawings.

[0019] The first implementation method: Figure 1 - Figure 8 The locking type fuel tank cap lock is shown, comprising a positioning ring 1 fixedly mounted on the upper end of the mouth of the automobile fuel tank, a cover shell 2 hinged on the upper end of the positioning ring 1, and a fuel tank cap locking monitoring system mounted on the central control end of the automobile, a sealing plug 22 is fixedly connected to the lower end of the cover shell 2, a locking tongue 21 is installed at the lower end of the sealing plug 22, a guide rod seat 41 located at the rear side of the sealing plug 22 is fixedly connected to the lower end of the cover shell 2, and a locking guide rod 4 is connected to the lower end of the guide rod seat 41; The lower end of the positioning ring 1 is fixedly connected with an induction arc block 11 corresponding to the guide rod seat 41, the lower end of the induction arc block 11 is fixedly connected with an induction support block 12 corresponding to the locking guide rod 4, an induction base 31 is installed in the induction support block 12, the upper end of the induction base 31 is fixedly connected with a locking induction cylinder 3, an induction core strip 32 cooperating with the locking guide rod 4 is slidably arranged in the locking induction cylinder 3, an induction cavity is opened in the induction core strip 32, the upper and lower inner walls of the induction cavity are fixedly connected with a locking touch rod 33, and an auxiliary spring 34 slidably sleeved on the outside of the locking touch rod 33 is fixedly connected between the upper and lower inner walls of the induction cavity; The fuel tank cap locking monitoring system includes a locking monitoring processing unit, the input end of which is connected to a fuel tank cap locking sensing unit, a fuel tank cap switch lock collection unit and a vehicle driving status collection unit, and the output end of which is connected to a fuel tank cap locking data transmission unit, a fuel tank pressure control unit, a locking prompt unit and an abnormal locking alarm unit; The input end of the fuel tank cover locking sensing unit is connected to the locking feeler rod 33 signal, the input end of the fuel tank cover unlocking acquisition unit is connected to the lock tongue 21 signal, the input end of the vehicle driving status acquisition unit is connected to the vehicle central control terminal signal, the output end of the fuel tank pressure control unit is connected to the pressure regulating valve signal arranged on the sealing plug 22, the output end of the locking prompt unit is connected to the buzzer signal installed on the positioning ring 1, and the output ends of the abnormal locking alarm unit and the fuel tank cover locking data transmission unit are both connected to the vehicle central control terminal signal. Through the cooperation of the locking guide rod 4, the sensing core strip 32, the fuel tank cover locking sensing unit and the locking prompt unit, it is possible to effectively realize whether the cover shell 2 is closed and whether the sealing plug 22 is locked. The locking device 21 can effectively monitor the tight data and generate intuitive prompt sound feedback when the driver closes the cover shell 2 and locks the sealing plug 22, which effectively assists the driver to judge the locking state of the sealing plug 22 and avoids the problem of poor locking due to operational errors, thereby effectively ensuring the sealing effect of the locking tongue 21 on the fuel tank and avoiding the hidden danger of fuel leakage. In addition, during the subsequent driving process, the continuous locking state of the sealing plug 22 can be monitored and feedback can be given, and an abnormal locking alarm signal can be sent to the driver in time, effectively ensuring the sealing of the fuel tank during driving, while reducing the environmental pollution problem caused by fuel leakage, it can also greatly reduce the safety risks during driving and ensure driving safety.

[0020] Figure 4 - Figure 7 It is shown that the lower end of the sensing core strip 32 is fixedly connected to an extension rod 35, the lower end of the extension rod 35 extends to the outside of the sensing base 31 and is fixedly connected to a bottom plate 36, and a tension spring 37 slidably sleeved on the outside of the extension rod 35 is fixedly connected between the upper end of the bottom plate 36 and the lower end of the sensing base 31. The cooperation of the extension rod 35, the bottom plate 36 and the tension spring 37 can effectively support the sensing core strip 32, ensure the cooperation of the sensing core strip 32 and the locking guide rod 4 to monitor the locking state of the sealing plug 22, promote the continuity and effectiveness of the sensing data, and can realize real-time monitoring during the locking operation and driving process to ensure driving safety.

[0021] Figure 2 and Figure 4 - Figure 7It is shown that a plurality of wave feeler rods 38 located outside the tension spring 37 are fixedly connected to the upper end of the bottom plate 36, and a plurality of wave feeler plates cooperating with the wave feeler rods 38 are embedded at the lower end of the sensing base 31. The input end of the locking monitoring processing unit is also connected to a pressure fluctuation abnormality acquisition unit. The input end of the pressure fluctuation abnormality acquisition unit is respectively connected to the wave feeler plate and the locking feeler rod 33 signal. The cooperation of the pressure fluctuation abnormality acquisition unit, the locking feeler rod 33 and the wave feeler plate effectively realizes the real-time acquisition and feedback of the sealing state data of the sealing plug 22 during driving. When the sealing plug 22 has a poor seal, the pressure regulating valve will fail to regulate the pressure in the fuel tank, which will cause the problem of excessive pressure or insufficient pressure in the fuel tank. The large fluctuation of the pressure in the fuel tank can trigger the pressure fluctuation abnormality acquisition unit to be triggered, effectively forming the collection and transmission of the poor sealing data of the sealing plug 22, effectively reminding the driver to stop the car for inspection, adjust and maintain the locking of the lock tongue 21, avoid fuel leakage caused by poor sealing, and ensure safety during subsequent driving.

[0022] Figure 4 - Figure 7 It is shown that a guide rod groove is opened at the lower end of the guide rod seat 41, and a guide rod spring 42 is fixedly connected to the inner wall of the guide rod groove. The lower end of the guide rod spring 42 is fixedly connected to the upper end of the locking guide rod 4. The guide rod spring 42 can effectively buffer the locking guide rod 4 and can be used for the floating effect of the pressure in the oil tank during driving, thereby reducing the damage to the locking guide rod 4 and the induction core strip 32.

[0023] Figure 4 - Figure 7 It is shown that the inner diameter of the tension spring 37 is larger than the outer diameter of the induction core strip 32, the stiffness coefficient of the tension spring 37 is larger than the sum of the stiffness coefficients of the auxiliary spring 34 and the guide rod spring 42, the stiffness coefficient of the guide rod spring 42 is larger than the stiffness coefficient of the auxiliary spring 34, and the limitation of the stiffness coefficients of the auxiliary spring 34, the tension spring 37 and the 45 can effectively feedback the data of the pressure fluctuation in the fuel tank. When the pressure fluctuation in the fuel tank is small, the constant triggering effect of the locking touch rod 33 is maintained. When the pressure fluctuation in the fuel tank is large, the feedback trigger of the pressure abnormality is generated in time, so as to realize the reminder effect to the driver and ensure driving safety.

[0024] Figure 1 - Figure 8It is shown that after the driver has finished refueling, the locking tongue 21 and the sealing plug 22 are inserted into the mouth of the fuel tank through the cover shell 2, and the mouth of the fuel tank is sealed by the sealing plug 22, and then the locking tongue 21 is twisted to lock by the knob on the upper end of the cover shell 2, or the locking tongue 21 is controlled to lock by the electric control button on the cover shell 2. After the locking tongue 21 is locked, the cover shell 2 is in the fitting position of the mouth of the fuel tank, and the guide rod seat 41 and the locking guide rod 4 are driven downward by the cover shell 2, and the locking guide rod 4 squeezes the induction core strip 32 in the locking induction cylinder 3. The induction core strip 32 is caused to contract. Since the stiffness coefficient of the guide rod spring 42 is greater than the stiffness coefficient of the auxiliary spring 34, and the stiffness coefficient of the tension spring 37 is greater than the sum of the stiffness coefficients of the auxiliary spring 34 and the guide rod spring 42, during the process of the locking guide rod 4 compressing the induction core strip 32, the auxiliary spring 34 is first contracted and deformed, causing the induction core strip 32 to contract. Subsequently, under the support of the tension spring 37, the guide rod spring 42 contracts to a certain extent. Under the bidirectional squeezing action between the tightening guide rod 4 and the tension spring 37, the induction core strip 32 and the auxiliary spring 34 are completely contracted and deformed, causing the upper and lower locking feeler rods 33 in the induction core strip 32 to abut and contact, and touch the fuel tank cap locking sensing unit, so that the locking monitoring processing unit receives the locking signal, and the locking monitoring processing unit sends locking prompt data to the locking prompt unit, and the locking prompt unit starts the buzzer to send a buzzer reminder of the locking completion at the position of the cover shell 2, which can provide intuitive sound feedback to the driver or operator who closes the cover shell 2 at this time, effectively assisting the cover shell 2, the locking tongue 21 and the sealing plug 22 to reach the completed locking state, ensuring the locking effectiveness of the sealing plug 22 after each refueling, and avoiding subsequent fuel tank sealing problems caused by poor locking. At the same time, the locking monitoring processing unit will also send locking data to the fuel tank cap locking data transmission unit, so that the fuel tank cap locking data transmission unit transmits the locking data to the automobile central control terminal, which is convenient for the automobile central control terminal to process and store the automobile data.

[0025] During driving, the contact between fuel and air caused by the shaking of the car will cause the pressure in the fuel tank to increase, or the continuous consumption of fuel in the fuel tank will cause the pressure in the fuel tank to decrease. Therefore, during driving, the pressure in the fuel tank is in a certain fluctuation state. After the locking monitoring processing unit receives the data about the driving state of the car transmitted by the car driving state acquisition unit, it will send a pressure control instruction to the fuel tank pressure control unit, so that the fuel tank pressure control unit acts on the pressure regulating valve to adjust the pressure fluctuation in the fuel tank, thereby ensuring the safety of the fuel tank during use; When the pressure in the oil tank increases, the tension spring 37 will have a certain squeezing effect through the bottom plate 36, and the tension spring 37 will produce an upward contraction deformation, driving the bottom plate 36 to move upward, and the extension rod 35 will drive the inductive core strip 32 in the contracted state to move upward, generating an upward thrust on the locking guide rod 4, so that the guide rod spring 42 is further compressed. Subsequently, after the pressure regulating valve plays a pressure regulating role, the bottom plate 36 loses the squeezing effect of the pressure, and the tension spring 37 will recover and stretch, driving the inductive core strip 32 to recover and move downward through the bottom plate 36 and the extension rod 35, and under the elastic recovery effect of the guide rod spring 42, the inductive core strip 32 is continuously kept in a fully contracted state; it can effectively ensure the pressure balance in the oil tank and promote the safety of the oil tank application, and at the same time, it can also maintain the continuous monitoring of the sealing state of the sealing plug 22 during driving to ensure driving safety; Or when the pressure fluctuation in the oil tank decreases, the negative pressure in the oil tank will act on the bottom plate 36, causing the bottom plate 36 to be adsorbed and move downward, and the tension spring 37 drives the sensing core strip 32 to move downward. At this time, due to the elastic extension of the guide rod spring 42, after the sensing core strip 32 moves downward, the locking guide rod 4 will be driven to move downward, thereby effectively maintaining the continuous compression of the auxiliary spring 34 in the sensing core strip 32 and the continuous triggering of the locking touch rod 33, which will subsequently play a pressure regulating role in the pressure regulating valve. After that, the bottom plate 36 loses the adsorption effect of the negative pressure, and under the elastic recovery effect of the tension spring 37, the sensing core strip 32 and the locking guide rod 4 will be driven to produce a recovery action, and the guide rod spring 42 maintains a certain compression effect to restore the positions of the sensing core strip 32 and the locking guide rod 4. Since the pressure fluctuation is small and effectively adjusted, the displacement of the bottom plate 36 is not large, so that the movement amount is within the range of the elastic effect of the tension spring 37. Therefore, in this process, the upper and lower locking contact rods 33 in the sensing core strip 32 maintain a continuous resistance effect; In the process of the locking monitoring processing unit controlling the pressure regulating valve through the oil tank pressure control unit to balance the pressure in the oil tank, the pressure in the oil tank continues to increase, causing the bottom plate 36 to move up to continuously compress the tension spring 37, and causing the tension spring 37 and the guide rod spring 42 to also form a complete contraction. After the fluctuation contact rod 38 squeezes and triggers the fluctuation contact piece, the fluctuation contact piece will transmit the triggering data to the pressure fluctuation abnormality acquisition unit. After receiving the pressure abnormality data transmitted by the pressure fluctuation abnormality acquisition unit, the locking monitoring processing unit determines that the pressure regulating valve is not working properly at this time, and the lock tongue 21 is in a poor sealing state, so the abnormal alarm is transmitted to the abnormal locking alarm unit. The abnormal locking alarm unit transmits the alarm signal to the central control end of the car, so that the central control end of the car makes an alarm reminder to the driver in the cab, reminding the driver to find a safe parking spot in time, conduct parking inspection, and investigate the cause of the poor sealing, and deal with the poor cause to ensure the safety of subsequent driving; Or the pressure in the oil tank continues to decrease, causing the bottom plate 36 to continue to move downward, driving the tension spring 37 to continuously stretch and deform, and driving the sensing core strip 32 to continue to move downward through the extension rod 35. When the sensing core strip 32 moves downward to the position where the guide rod spring 42 is fully extended, the locking guide rod 4 no longer exerts an extrusion effect on the sensing core strip 32, and the auxiliary spring 34 in the sensing core strip 32 produces an elastic recovery effect, thereby causing the upper and lower locking contact rods 33 in the sensing core strip 32 to separate. The separation and disconnection signal of the locking contact rod 33 is transmitted to the lock through the pressure fluctuation abnormality acquisition unit. The locking monitoring processing unit determines and processes the received abnormal pressure data, determines that the pressure regulating valve is not working properly at this time, and the lock tongue 21 is in a poor sealing state, so the abnormal alarm is transmitted to the abnormal locking alarm unit, and the abnormal locking alarm unit transmits the alarm signal to the automobile central control end, so that the automobile central control end makes an alarm reminder to the driver in the cab, reminding the driver to find a safe parking spot in time, conduct parking inspection, and investigate the cause of the poor sealing, and deal with the poor cause to ensure the safety of subsequent driving; By timely feeding back the sealing status data of the lock tongue 21 to the driver during driving, the safety of the driving process can be effectively guaranteed, and the fuel leakage caused by the subsequent continued poor sealing can be avoided, which causes the waste of resources and environmental pollution. More importantly, the safety risk during driving is further reduced to ensure driving safety. In the process of the locking monitoring processing unit adjusting the fuel tank pressure and collecting and feeding back the locking sealing status data, the locking monitoring processing unit also transmits the monitored full data to the automobile central control terminal through the fuel tank cap locking data transmission unit, and displays and stores relevant data through the automobile central control terminal, which promotes the correlation between the fuel tank seal and the automobile central control terminal, and further ensures driving safety.

[0026] Second implementation method: Figure 1 - Fig.12 A locking type fuel tank cap lock is shown as a further improvement of the first embodiment. It can achieve further development of the locking type fuel tank cap lock function and realize the multi-specification of the locking type fuel tank cap lock, which can be effectively adapted to different market needs. A plurality of locking grooves located on the outside of the sealing plug 22 are opened at the lower end of the cover shell 2. An adsorption iron block 6 is arranged in the locking groove. The outer diameter of the adsorption iron block 6 is smaller than the inner diameter of the locking groove. According to the positions of the cover shell 2 and the sealing plug 22 of different specifications, a plurality of locking grooves evenly distributed at the lower end of the cover shell 2 can be arranged, or locking grooves with appropriate data and positions can be selected according to the reserved positions of the cover shell 2 to ensure the effectiveness of the subsequent forced locking effect. When the sealing plug 22 is poorly locked and cannot be manually restored by the driver, the forced locking effect can be used to ensure the safety of the driver's journey to the maintenance point or the safe parking point.

[0027] Figure 2 and Figure 8 - Fig.12 It is shown that a plurality of L-shaped arc blocks 13 corresponding to the locking grooves are fixedly connected to the lower end of the positioning ring 1, a forced locking electromagnetic block 5 is fixedly connected to the upper end of the L-shaped arc block 13, an emergency forced locking unit is connected to the output end of the locking monitoring processing unit, and the output end of the emergency forced locking unit is connected to the signal of the forced locking electromagnetic block 5. The cooperation of the emergency forced locking unit, the forced locking electromagnetic block 5 and the adsorption iron block 6 can force the sealing plug 22 to be locked when the sealing plug 22 is poorly locked and cannot be restored manually, which can buy effective safe driving time for the driver, ensure the sealing of the fuel tank during the journey when the driver drives the vehicle to a safe parking point or maintenance point, and further ensure driving safety.

[0028] Figure 8 - Fig.12 It is shown that an elastic adaptation block 61 is fixedly connected to the inner wall of the locking groove, and the lower end of the elastic adaptation block 61 is fixedly connected to the adsorption iron block 6, and the adsorption iron block 6 is in sliding fit with the locking groove. The setting of the elastic adaptation block 61 can increase the applicability of the adsorption iron block 6 to cover shells 2 and sealing plugs 22 of different specifications, and maintain the effective adsorption effect of the adsorption iron block 6 and the forced locking electromagnetic block 5 on the cover shell 2 that can be evenly arranged, thereby achieving the forced locking effect of the sealing plug 22. On the cover shell 2 that cannot be evenly arranged, the effective attraction of the adsorption iron block 6 and the forced locking electromagnetic block 5 is guaranteed with the auxiliary effect of the elasticity of the elastic adaptation block 61 itself, thereby promoting the further rotation of the cover shell 2 toward the oil tank mouth, prompting the sealing plug 22 to seal the oil tank mouth, and achieving the forced locking effect.

[0029] Figure 1 - Fig.12It is shown that after the locking monitoring processing unit receives the abnormal tank pressure data transmitted by the pressure fluctuation abnormality acquisition unit, the locking monitoring processing unit sends alarm data to the automobile central control terminal through the abnormal locking alarm unit on the one hand, and transmits the locking prompt instruction to the emergency forced locking unit on the other hand, so that the emergency forced locking unit passes current into the forced locking electromagnetic block 5, so that the forced locking electromagnetic block 5 generates electromagnetic action, and electromagnetically adsorbs the adsorption iron block 6. Through the electromagnetic adsorption action of the forced locking electromagnetic block 5 on the adsorption iron block 6, the position of the sealing plug 22 at the mouth of the fuel tank is moved down and locked and maintained. By locking the sealing plug 22 in a forced locking manner, effective time can be gained for the driver to find a safe parking point or a nearby maintenance point, and driving safety during this section is ensured. After the subsequent locking monitoring processing unit obtains the automobile parking data through the automobile driving status acquisition unit, the emergency forced locking unit cuts off the current passed into the forced locking electromagnetic block 5, so that it loses the forced adsorption action on the adsorption iron block 6, which is convenient for the subsequent replacement and maintenance of the cover shell 2 and the sealing plug 22.

[0030] In view of current practical needs, the above-mentioned implementation mode adopted in this application is not limited to the scope of protection. Various changes made within the knowledge scope of technical personnel in this field without departing from the concept of this application still fall within the scope of protection of the present invention.

Claims

1. A locking type fuel tank cap lock, characterized in that: The invention comprises a positioning ring (1) fixedly mounted on the upper end of the mouth of a vehicle fuel tank, a cover shell (2) hingedly connected to the upper end of the positioning ring (1), and a fuel tank cover locking monitoring system mounted on the central control end of the vehicle, wherein the lower end of the cover shell (2) is fixedly connected to a sealing plug (22), the lower end of the sealing plug (22) is equipped with a locking tongue (21), the lower end of the cover shell (2) is fixedly connected to a guide rod seat (41) located at the rear side of the sealing plug (22), and the lower end of the guide rod seat (41) is connected to a locking guide rod (4); The lower end of the positioning ring (1) is fixedly connected to an arc sensing block (11) at a position corresponding to the guide rod seat (41), the lower end of the arc sensing block (11) is fixedly connected to an arc sensing support block (12) at a position corresponding to the locking guide rod (4), an induction base (31) is installed in the induction support block (12), the upper end of the induction base (31) is fixedly connected to a locking induction cylinder (3), an induction core strip (32) cooperating with the locking guide rod (4) is slidably arranged in the locking induction cylinder (3), an induction cavity is provided in the induction core strip (32), the upper and lower inner walls of the induction cavity are fixedly connected to a locking contact rod (33), and an auxiliary spring (34) slidably sleeved on the outside of the locking contact rod (33) is fixedly connected between the upper and lower inner walls of the induction cavity; The fuel tank cap locking monitoring system comprises a locking monitoring processing unit, the input end of which is connected to a fuel tank cap locking sensing unit, a fuel tank cap switch lock acquisition unit and a vehicle driving status acquisition unit, and the output end of which is connected to a fuel tank cap locking data transmission unit, a fuel tank pressure control unit, a locking prompt unit and an abnormal locking alarm unit; The input end of the fuel tank cover locking sensing unit is connected to the locking feeler rod (33) by signal, the input end of the fuel tank cover unlocking collection unit is connected to the lock tongue (21) by signal, the input end of the vehicle driving status collection unit is connected to the vehicle central control terminal by signal, the output end of the fuel tank pressure control unit is connected to the pressure regulating valve signal provided on the sealing plug (22), the output end of the locking prompt unit is connected to the buzzer signal installed on the positioning ring (1), and the output ends of the abnormal locking alarm unit and the fuel tank cover locking data transmission unit are both connected to the vehicle central control terminal by signal.

2. The locking type fuel tank cap lock according to claim 1, characterized in that: The lower end of the sensing core strip (32) is fixedly connected to an extension rod (35), the lower end of the extension rod (35) extends to the outside of the sensing base (31) and is fixedly connected to a bottom plate (36), and a tension spring (37) slidably sleeved on the outside of the extension rod (35) is fixedly connected between the upper end of the bottom plate (36) and the lower end of the sensing base (31).

3. The locking type fuel tank cap lock according to claim 2, characterized in that: The upper end of the bottom plate (36) is fixedly connected to a plurality of wave contact rods (38) located outside the tension spring (37); the lower end of the sensing base (31) is embedded with a plurality of wave contact pieces that cooperate with the wave contact rods (38); the input end of the locking monitoring processing unit is also connected to a pressure fluctuation abnormality collection unit; the input end of the pressure fluctuation abnormality collection unit is respectively connected to the wave contact pieces and the locking contact rod (33) for signals.

4. The locking type fuel tank cap lock according to claim 2, characterized in that: A guide rod groove is formed at the lower end of the guide rod seat (41), a guide rod spring (42) is fixedly connected to the upper inner wall of the guide rod groove, and the lower end of the guide rod spring (42) is fixedly connected to the upper end of the locking guide rod (4).

5. The locking type fuel tank cap lock according to claim 4, characterized in that: The inner diameter of the tension spring (37) is greater than the outer diameter of the induction core strip (32), the stiffness coefficient of the tension spring (37) is greater than the sum of the stiffness coefficients of the auxiliary spring (34) and the guide rod spring (42), and the stiffness coefficient of the guide rod spring (42) is greater than the stiffness coefficient of the auxiliary spring (34).

6. The locking type fuel tank cap lock according to claim 1, characterized in that: The lower end of the cover shell (2) is provided with a plurality of locking grooves located outside the sealing plug (22), and adsorption iron blocks (6) are arranged in the locking grooves.

7. The locking type fuel tank cap lock according to claim 6, characterized in that: The lower end of the positioning ring (1) is fixedly connected to a plurality of L-shaped arc blocks (13) at positions corresponding to the locking grooves, the upper end of the L-shaped arc block (13) is fixedly connected to a forced locking electromagnetic block (5), the output end of the locking monitoring processing unit is connected to an emergency forced locking unit, and the output end of the emergency forced locking unit is signal-connected to the forced locking electromagnetic block (5).

8. The locking type fuel tank cap lock according to claim 6, characterized in that: An elastic adaptable block (61) is fixedly connected to the inner wall of the locking groove, and the lower end of the elastic adaptable block (61) is fixedly connected to the adsorption iron block (6), and the adsorption iron block (6) and the locking groove are in sliding fit.

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