Oil tank isolating valve

Abstract

The invention relates to the technical field of automobile fuel systems, in particular to a fuel tank isolating valve which comprises a fuel tank isolating valve body, and a fuel tank end channel connector and a carbon tank end channel connector which are communicated with each other are arranged on the fuel tank isolating valve body. A rotor assembly module is installed between the fuel tank end channel connector and the carbon tank end channel connector in the fuel tank isolation valve body, the upper end cover of the fuel tank isolation valve body is provided with a shell upper cover, the upper end of the shell upper cover is connected with an electric control module assembly, and a gear speed reduction module is installed on the electric control module assembly. And a valve body rotor is arranged on the rotor assembly module. The oil tank isolating valve is controlled by the motor, the motor drives the valve body rotor to rotate, and the opening degree of the pressure relief channel is adjusted by controlling the rotating angle, so that the pressure relief flow is effectively controlled, different pressure relief curves and strategies can be appointed for different valves, and the pressure relief blocking risk of a system is thoroughly solved; and the risk that the liquid overflows due to large-flow pressure relief is reduced.

Description

Technical Field

[0001] The invention relates to the technical field of automobile fuel systems, in particular to a fuel tank isolation valve. Background Art

[0002] A fuel tank isolation valve (FTIV) is a valve used in cars, airplanes or other vehicles using internal combustion engines. It is mainly used to cut off the fuel supply under specific circumstances, such as in an emergency or for safety maintenance. It can prevent fuel from leaking from the tank to the engine or other parts, helping to improve the safety of the system.

[0003] At present, the oil tank isolation valve on the market adopts the solenoid valve to control the opening and closing of the oil tank isolation valve. Once the oil tank isolation valve is energized, the internal solenoid valve is energized to drive the solenoid valve core to move up and down, so as to realize the opening and closing of the oil tank isolation valve. However, the structural design has the following disadvantages: 1. The solenoid valve needs continuous power supply to open, and the system energy consumption is high, which is not energy-saving enough; 2. Once the electronic valve is opened, the system channel is fully opened, and the flow rate reaches the maximum value instantly (it is impossible to achieve a step-by-step increase in the flow rate). In this case, the exhaust valve on the oil tank may be blocked during the pressure relief process, and the pressure relief may not be able to be relieved or the pressure relief time is too long, causing system failure and customer complaints; 3. The structure of the solenoid valve core determines the installation angle of the isolation valve in actual use (the valve core structure cannot face downward, otherwise it will affect the function of the solenoid valve), so that the product is limited by the installation angle in actual use; 4. The solenoid valve is powered on for a long time, and there is self-heating, which is easy to affect the service life. Summary of the invention

[0004] The purpose of the present invention is to provide an oil tank isolation valve to solve the problem raised in the above background technology that the oil tank isolation valve on the market currently uses a solenoid valve to control opening and closing, requires continuous power supply, is not energy-efficient, and has self-heating, which affects the service life, and the installation angle of the solenoid valve core is limited, which is difficult to install.

[0005] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a fuel tank isolation valve, comprising a fuel tank isolation valve body, the fuel tank isolation valve body is provided with a fuel tank end channel interface and a carbon canister end channel interface which are interconnected, and a rotor assembly module is installed in the fuel tank isolation valve body between the fuel tank end channel interface and the carbon canister end channel interface, the upper end cover of the fuel tank isolation valve body is provided with a shell upper cover, and the upper end of the shell upper cover is connected to an electronic control module assembly, and a gear reduction module is installed on the electronic control module assembly, the rotor assembly module is provided with a valve body rotor, and a negative pressure air supply valve and a positive pressure exhaust valve are installed in the valve body rotor, the upper end of the valve body rotor is integrally provided with a pin structure for limiting, and the gear reduction module acts on the pin structure of the valve body rotor.

[0006] Preferably, a connecting bracket is provided on the electric control module assembly, and the connecting bracket is an L-shaped structure.

[0007] Preferably, a motor module is mounted on the connecting bracket, and an output shaft of the motor module is meshedly connected with a gear reduction module via a gear.

[0008] Preferably, a control unit is also installed on the electric control module assembly, and the control unit acts on the motor module, and the control unit is screwed to the side of the connecting bracket.

[0009] Preferably, the upper end of the valve body rotor is penetrated and matched with the shell upper cover, and the shell upper cover is welded and fixed to the oil tank isolation valve body.

[0010] Preferably, exhaust passage sealing gasket assemblies are respectively provided on both sides of the valve body rotor, and the exhaust passage sealing gasket assembly is pre-pressed into the channel interface at the fuel tank end and the channel interface at the carbon canister end.

[0011] Preferably, a positive pressure exhaust valve mounting bottom cover is clamped and fixed to the bottom of the valve body rotor.

[0012] Preferably, the outer parts of the upper and lower ends of the valve body rotor are respectively provided with a rotor upper end sealing ring and a rotor lower end sealing ring, and the rotor upper end sealing ring and the rotor lower end sealing ring are respectively matched with the shell cover and the oil tank isolation valve body.

[0013] Preferably, the negative pressure air supply valve and the positive pressure exhaust valve are respectively pressed into the interior of the valve body rotor through a spring structure, and the negative pressure air supply valve is located above the positive pressure exhaust valve, and the bottom of the negative pressure air supply valve is plugged into and matched with the upper end of the positive pressure exhaust valve.

[0014] Preferably, the spring structure of the negative pressure air supply valve is located between the negative pressure air supply valve and the valve body rotor, and the spring structure of the positive pressure exhaust valve is located between the positive pressure exhaust valve and the positive pressure exhaust valve mounting bottom cover.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] 1. The oil tank isolation valve is controlled by a motor, which drives the valve body rotor to rotate. The opening of the pressure relief channel is adjusted by controlling the rotation angle, thereby effectively controlling the pressure relief flow. Different pressure relief curves and strategies can be specified for different valves, which completely solves the risk of system pressure relief blockage and reduces the risk of liquid overflow due to large-flow pressure relief.

[0017] 2. The oil tank isolation valve has a compact design structure, no installation angle requirements, and a high degree of product modularity. It is not constrained by spatial layout, has a large degree of freedom in system matching, and has low cost.

[0018] 3. The oil tank isolation valve effectively controls the valve body rotation angle and channel size through rotation, and realizes multi-level control of the pressure relief flow. After the motor controls the rotor to reach the set angle, the power can be cut off, and there is no need for continuous power supply, which saves energy and reduces the damage caused by self-heating. The motor controls the pressure relief flow channel to avoid the risk of poor pressure relief caused by system blockage, and the pressure relief speed is fast, which can achieve "non-sensing" refueling. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a cross-sectional view of a fuel tank isolation valve of the present invention;

[0020] Figure 2 This is a schematic diagram of an overpressure protection structure of an oil tank isolation valve of the present invention;

[0021] Figure 3 It is a schematic diagram of a negative pressure compensation structure of an oil tank isolation valve of the present invention;

[0022] Figure 4 A schematic diagram of an electrified exhaust structure of a fuel tank isolation valve system of the present invention;

[0023] Figure 5 This is an exploded view of an oil tank isolation valve of the present invention.

[0024] In the figure: 1. Fuel tank isolation valve body; 2. Fuel tank end channel interface; 3. Shell cover; 4. Electronic control module assembly; 401. Connecting bracket; 402. Control unit; 403. Gear reduction module; 404. Motor module; 5. Rotor assembly module; 501. Valve body rotor; 502. Rotor upper end sealing ring; 503. Negative pressure air supply valve; 504. Positive pressure exhaust valve; 505. Positive pressure exhaust valve installation bottom cover; 506. Rotor lower end sealing ring; 6. Carbon canister end channel interface; 7. Exhaust channel sealing gasket assembly. DETAILED DESCRIPTION

[0025] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0026] See also Figure 1-5The present invention provides a technical solution: a fuel tank isolation valve, comprising a fuel tank isolation valve body 1, the fuel tank isolation valve body 1 is provided with a fuel tank end channel interface 2 and a carbon canister end channel interface 6 which are interconnected, and a rotor assembly module 5 is installed between the fuel tank end channel interface 2 and the carbon canister end channel interface 6 in the fuel tank isolation valve body 1, the upper end cover of the fuel tank isolation valve body 1 is provided with a shell cover 3, and the upper end of the shell cover 3 is connected to an electric control module assembly 4, the electric control module assembly 4 is provided with a connecting bracket 401, and the connecting bracket 401 is an L-shaped structure, this structure can provide an installation fixing point for the electric control module assembly 4 through the connecting bracket 401, so that the electric control module assembly 4 is firmly fixed on the shell cover 3, a motor module 404 is installed on the connecting bracket 401, and the motor module The output shaft of the block 404 is meshed and connected with the gear reduction module 403 through a gear. The motor module 404 of this structure drives the gear reduction module 403 to rotate the valve body rotor 501. The control unit 402 is also installed on the electric control module assembly 4, and the control unit 402 acts on the motor module 404, and the control unit 402 is screwed to the side of the connecting bracket 401. The control unit 402 of this structure is used for the switch control processing of the motor module 404, so that when the motor module 404 is powered on, the motor module 404 can drive the gear reduction module 403 to drive the valve body rotor 501 to rotate, and the motor module 404 can stop energizing after rotating the valve body rotor 501, so that the valve body rotor 501 can be kept in the state of rotation. The rotation angle and channel size are maintained to achieve multi-level control of the pressure relief flow rate, avoiding the risk of poor pressure relief caused by system blockage, and a gear reduction module 403 is installed on the electronic control module assembly 4, and a valve body rotor 501 is provided on the rotor assembly module 5. The upper end of the valve body rotor 501 is penetrated and matched with the shell cover 3, and the shell cover 3 is welded and fixed to the fuel tank isolation valve body 1. This structure can achieve the sealing of the channel between the fuel tank end channel interface 2 and the carbon canister end channel interface 6 through the welding and fixing of the shell cover 3 and the fuel tank isolation valve body 1. The two sides of the valve body rotor 501 are respectively contacted with exhaust channel sealing gasket assemblies 7, and the exhaust channel sealing gasket assembly 7 is pre-pressed into the fuel tank end channel interface 2 and the carbon canister end channel interface 6. This structure can be achieved through the exhaust channel sealing gasket assembly 7 In order to perform relative sealing treatment between the valve body rotor 501 and the fuel tank isolation valve body 1, when the valve body rotor 501 is closed, the circuit between the fuel tank end channel interface 2 and the carbon canister end channel interface 6 is ensured to be disconnected. A positive pressure exhaust valve mounting bottom cover 505 is fixedly connected to the bottom of the valve body rotor 501. This structure can perform bottom support and fixing treatment for the positive pressure exhaust valve 504 through the positive pressure exhaust valve mounting bottom cover 505. A negative pressure air replenishment valve 503 and a positive pressure exhaust valve 504 are installed in the valve body rotor 501. A latch structure for limiting is integrally provided at the upper end of the valve body rotor 501, and the gear reduction module 403 acts on the latch structure of the valve body rotor 501. The outer parts of the upper and lower ends of the valve body rotor 501 are respectively sleeved with a rotor upper end sealing ring 502 and a rotor lower end sealing ring 506.The upper sealing ring 502 of the rotor and the lower sealing ring 506 of the rotor are matched with the upper cover 3 of the shell and the main body 1 of the oil tank isolation valve respectively. The upper sealing ring 502 of the rotor and the lower sealing ring 506 of the rotor in this structure can be used for sealing treatment of the valve body rotor 501 relative to the upper cover 3 of the shell and the main body 1 of the oil tank isolation valve respectively, so as to ensure the sealing performance of the valve body rotor 501 when it is closed. The negative pressure air supply valve 503 and the positive pressure exhaust valve 504 are respectively pressed into the interior of the valve body rotor 501 through the spring structure, and the negative pressure air supply valve 503 is located above the positive pressure exhaust valve 504, and the bottom of the negative pressure air supply valve 503 is plugged into the upper end of the positive pressure exhaust valve 504. This structure enables the negative pressure air supply valve 503 and the positive pressure exhaust valve 504 to be pressed into the valve body rotor 501 in the early stage of the installation of the positive pressure exhaust valve installation bottom cover 505, and then installed into the oil tank isolation valve body 1 along with the valve body rotor 501. The spring structure of the negative pressure air supply valve 503 is located between the negative pressure air supply valve 503 and the valve body rotor 501, and the spring structure of the positive pressure exhaust valve 504 is located between the positive pressure exhaust valve 504 and the positive pressure exhaust valve installation bottom cover 505. When the pressure at the oil tank end is too high, the positive pressure exhaust valve 504 will be compressed by the pressure and the spring structure will be opened, so as to ensure that the pressure of the entire system is not too high, and overpressure protection is achieved, such as, Figure 2 As shown; when the system pressure is small, the negative pressure air supply valve 503 is opened, and the system is supplemented with gas from the outside to achieve pressure balance and negative pressure air supply, such as Figure 3 As shown; when the system needs to release pressure, the motor control function of the tank isolation valve body 1 is started, the motor module 404 is energized to drive the gear reduction module 403 to rotate, and then drive the valve body rotor 501 to rotate, so as to achieve the connection between the tank end channel interface 2 and the carbon canister end channel interface 6, so as to achieve rapid pressure relief, such as Figure 4 shown.

[0027] Working principle: When using the fuel tank isolation valve, first, when the fuel tank isolation valve body 1 is in use, if the pressure at the fuel tank end is too high, the positive pressure exhaust valve 504 will be compressed by the pressure and the spring structure will be opened, so that the gas will flow from one end of the fuel tank end channel interface 2 to the side of the carbon canister end channel interface 6, to ensure that the pressure of the entire system is not too high and to achieve overpressure protection. When the system pressure is low, the pressure at one end of the carbon canister end channel interface 6 is high, so that the negative pressure air supply valve 503 is opened through the compression spring structure, allowing the fuel tank system to replenish gas from the outside to achieve negative pressure air supply and ensure pressure balance. When the system needs to relieve pressure, the motor control function of the fuel tank isolation valve body 1 is started, and the electronic control module assembly 4 controls the motor module 404 to be powered on through the control unit 402, and the motor drives the gear reduction module 403 to rotate, and through the gear The deceleration module 403 cooperates closely with the latch structure at the upper end of the valve body rotor 501, driving the valve body rotor 501 to rotate synchronously, allowing the connection between the fuel tank end channel interface 2 and the carbon canister end channel interface 6, realizing rapid pressure relief, and accurately controlling the opening angle through the motor module 404. The rotor assembly module 5 performs relative sealing treatment on the valve body rotor 501 and the fuel tank isolation valve body 1 through the exhaust channel sealing gasket assembly 7 to ensure the tightness of the valve body rotor 501 closure. The rotor upper end sealing ring 502 and the rotor lower end sealing ring 506 are also used for sealing treatment when the valve body rotor 501 is closed. The positive pressure exhaust valve installation bottom cover 505 plays a role in fixing the bottom of the valve body rotor 501. The connecting bracket 401 makes the electronic control module assembly 4 stable on the shell upper cover 3, thereby completing a series of tasks.

[0028] Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments, or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A fuel tank isolation valve, comprising a fuel tank isolation valve body (1), characterized in that: The oil tank isolation valve body (1) is provided with an oil tank end channel interface (2) and a carbon canister end channel interface (6) which are interconnected, and a rotor assembly module (5) is installed in the oil tank isolation valve body (1) between the oil tank end channel interface (2) and the carbon canister end channel interface (6). The upper end cover of the oil tank isolation valve body (1) is provided with a shell upper cover (3), and the upper end of the shell upper cover (3) is connected to an electric control module assembly (4), and a gear reduction module (403) is installed on the electric control module assembly (4). The rotor assembly module (5) is provided with a valve body rotor (501), and a negative pressure air supply valve (503) and a positive pressure exhaust valve (504) are installed in the valve body rotor (501). The upper end of the valve body rotor (501) is integrally provided with a latch structure for limiting, and the gear reduction module (403) acts on the latch structure of the valve body rotor (501).

2. The fuel tank isolation valve according to claim 1, characterized in that: The electric control module assembly (4) is provided with a connecting bracket (401), and the connecting bracket (401) is an L-shaped structure.

3. The fuel tank isolation valve according to claim 2, characterized in that: The connecting bracket (401) is provided with a motor module (404), and the output shaft of the motor module (404) is meshedly connected with the gear reduction module (403) via a gear.

4. The fuel tank isolation valve according to claim 2, characterized in that: The electric control module assembly (4) is also equipped with a control unit (402), and the control unit (402) acts on the motor module (404), and the control unit (402) is screwed to the side of the connecting bracket (401).

5. The fuel tank isolation valve according to claim 1, characterized in that: The upper end of the valve body rotor (501) is penetrated and matched with the housing upper cover (3), and the housing upper cover (3) is welded and fixed to the oil tank isolation valve body (1).

6. The fuel tank isolation valve according to claim 1, characterized in that: Exhaust channel sealing gasket assemblies (7) are respectively provided in contact with both sides of the valve body rotor (501), and the exhaust channel sealing gasket assembly (7) is pre-pressed into the fuel tank end channel interface (2) and the carbon canister end channel interface (6).

7. The fuel tank isolation valve according to claim 1, characterized in that: A positive pressure exhaust valve mounting bottom cover (505) is clamped and fixed to the bottom of the valve body rotor (501).

8. The fuel tank isolation valve according to claim 1, characterized in that: The upper and lower ends of the valve body rotor (501) are respectively sleeved with a rotor upper end sealing ring (502) and a rotor lower end sealing ring (506), and the rotor upper end sealing ring (502) and the rotor lower end sealing ring (506) are respectively matched with the housing upper cover (3) and the oil tank isolation valve body (1).

9. The fuel tank isolation valve according to claim 1, characterized in that: The negative pressure air supply valve (503) and the positive pressure exhaust valve (504) are respectively pressed into the interior of the valve body rotor (501) through a spring structure, and the negative pressure air supply valve (503) is located above the positive pressure exhaust valve (504), and the bottom of the negative pressure air supply valve (503) is plugged into and matched with the upper end of the positive pressure exhaust valve (504).

10. The oil tank isolation valve according to claim 1, characterized in that: The spring structure of the negative pressure air supply valve (503) is located between the negative pressure air supply valve (503) and the valve body rotor (501), and the spring structure of the positive pressure exhaust valve (504) is located between the positive pressure exhaust valve (504) and the positive pressure exhaust valve mounting bottom cover (505).

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