Fuel tank vent valve, fuel tank closure unit, and vehicle

Abstract

The invention relates to a fuel tank vent valve, in particular a rollover relief valve, which can be displaced from an open position into a closed position inclined relative to the open position, comprising a working chamber extending along a longitudinal axis, in the upper region of which a valve unit is formed or arranged, according to the invention, the valve unit comprises a closing element which can be displaced for opening and closing the valve unit and which is operatively connected for displacement to an actuating element which can be actuated by a, in particular spherical, actuating element arranged in the working chamber, the operating element is displaceable in the working chamber in such a way that the operating element contacts the actuating element for actuation in the open position and contacts the closing element in the closed position.

Description

Technical Field

[0001] The present invention relates to a fuel tank vent valve, in particular a rollover safety valve, and a vehicle, in particular a land vehicle such as a motorcycle. Background Art

[0002] Fuel tank venting valves or fuel tank venting systems of the type discussed are used, for example, to vent fuel tanks in vehicles with internal combustion engines. In extreme tilt situations or accidents, for example, this venting function should be disabled to prevent unintended fuel spillage. In this regard, DE 199 22 453 A1 proposes a rollover safety valve designed as a solenoid-operated valve. A disadvantage of this valve is that a sensor system is required for valve control. This solution is therefore quite complex and prone to failure. Summary of the Invention

[0003] The object of the present invention is to provide a tank venting valve, a tank closing unit and a vehicle, wherein the tank venting valve is to be designed to be robust and reliable.

[0004] This object is achieved by a tank venting valve according to claim 1, a tank closing unit according to claim 11, and a vehicle according to claim 13. Further advantages and features are apparent from the dependent claims as well as from the description and the drawings.

[0005] According to the present invention, a tank vent valve, particularly a rollover valve (displaceable from an open position to a closed position inclined relative to the open position), includes a working chamber extending along a longitudinal axis. A valve unit is constructed or arranged in the upper region of the working chamber. The valve unit includes a closure element that is displaceable, particularly into a valve seat, to open and close the valve unit. The closure element is operatively connected to an actuator for displacement. The actuator can be actuated by a particularly spherical operating element disposed in the working chamber. The operating element is arranged to be displaceable in the working chamber such that the operating element contacts the actuator for actuation in the open position and contacts the closure element in the closed position. The tank vent valve includes an inlet and an outlet. When the tank vent valve is in the open position, a fluid, such as an air-fuel mixture, can be introduced via the inlet, and the fluid can be discharged via the outlet. According to a preferred embodiment, the outlet is fluidically connected to another component, particularly preferably an activated carbon container. When the tank vent valve is in the open position, the fluid can flow through the tank vent valve. In the closed position, flow is prevented. In this case, the closing element of the valve unit cooperates with a correspondingly constructed valve seat to prevent throughflow. Thus, in the event of an accident or in an extremely tilted position of the corresponding vehicle, it can be ensured that fuel does not undesirably reach the environment or flow into the activated carbon container, etc. In the installed position of the fuel tank vent valve, the aforementioned longitudinal axis extends at least substantially or approximately along the vertical or vertical axis. In particular, the fuel tank vent valve is arranged in the installed position so that the operating element operates or contacts the actuator, whereby the valve unit opens. Suitably, the actuator is connected to the closing element or contacts such that the closing element is operated by a change in the position of the actuator. The change in the position of the actuator is caused by an operating element, which can be displaced in the working chamber so that it contacts or does not contact the actuator depending on the position of the fuel tank vent valve.

[0006] To this end, the operating element is correspondingly displaceably arranged. Displaceability is achieved, in particular, by the shape of the working chamber or can be achieved thereby. In the open position, the operating element rests on the actuator. The actuator is supported in such a way that the closing element moves away from the valve seat. When the fuel tank exhaust valve is tilted from its normal position (open position), the operating element moves toward the closing element so that the closing element eventually contacts and moves into the valve seat. The fuel tank exhaust valve is closed (closed position). The closing element is connected to the actuator, in particular, supported in or on the actuator. When the closing element moves, the actuator moves, and vice versa. The return movement of the closing element is advantageously achieved by the actuator. When the fuel tank exhaust valve is returned to its normal position again, the operating element moves back accordingly, wherein the working chamber is shaped in such a way that the operating element contacts the actuator, in particular, rests on it. This force introduction causes movement of the actuator and therefore causes return movement of the closing element, which is operatively connected to the actuator.

[0007] The entire arrangement advantageously requires only very few parts or components. The actual actuation mechanism is indirectly implemented through the shape of the working chamber. The working chamber is preferably designed so that, in the normal position of the respective vehicle, the operating element contacts the actuator, which in turn holds the closing element in the open position. If the respective vehicle, and therefore the fuel tank vent valve, is displaced, the operating element moves out of its position and toward the closing element. The working chamber is designed so that the operating element must contact the closing element. Upon or as a result of this contact, the valve unit is closed. For this purpose, the closing element interacts in a suitable manner with a valve seat designed to correspond thereto.

[0008] According to a preferred embodiment, the working chamber is conical or substantially conical in its lower region, or at least in its lower region. This design advantageously allows for reliable contact with the actuator in the open position. The actuator, or the corresponding region of the actuator contacted by the operating element, is conveniently located at the lower end of the conical working chamber. Furthermore, the conical shape enables the aforementioned displacement of the operating element toward the closing element when the tank vent valve is tilted. The angle of the cone advantageously allows for simple adjustment of the desired response speed of the tank vent valve, particularly, for example, the angle at which the tank vent valve should close. The term "conical" should be understood to mean that it does not necessarily require a perfect cone. A number of correspondingly inclined surfaces are sufficient to provide the function of the cone. In other words, the working chamber, and in particular its lower region, is designed so that the operating element can reliably actuate the actuator in the open position and contact the closing element in the closed position. According to a preferred embodiment, the closing element is positioned opposite the corresponding region of the actuator.

[0009] According to a preferred embodiment, the cone angle is in the range of 20-60°, particularly preferably in the range of 30-50°. However, upward and downward deviations are conceivable and possible, depending on the application. The cone angle is measured between the longitudinal axis and the surface of the working chamber that is inclined relative to it.

[0010] According to a preferred embodiment, the operating element is in particular a ball or spherical element. Suitable materials include plastic or metal. Metal is currently preferred due to its higher specific gravity. The typical diameter of the ball is advantageously in the range of 0.5 to 2 cm, in particular in the range of approximately 1 to 2 cm.

[0011] Preferably, the actuator has a support section, which serves as a support for the operating element in the open position, thereby enabling the actuator to be operated or actuated. According to a preferred embodiment, the support section is arranged aligned below the closing element. Suitably, the support section is constructed or arranged in the lowest area of ​​the working chamber. Suitably, the support section forms the end of the working chamber or is arranged there. Preferably, the support section has a surface on which the operating element can rest in the open position of the fuel tank exhaust valve. As a result, a force acts on the actuator, which moves the closing element into the open position. When the operating element actuates the closing element, the support section is also displaced accordingly, in particular towards the closing element, in other words, at least slightly away from the lower area of ​​the working chamber.

[0012] The actuator is supported by a bearing point. The actuator is rotatably supported about an axis of rotation. Preferably, the fuel tank vent valve includes a housing in which the actuator is rotatably supported about the axis of rotation. The actuator is expediently designed so that it intersects the working chamber, preferably in the upper region of the working chamber.

[0013] Suitably, the rotation axis is arranged or positioned in the area of ​​the valve unit, the actuator has an arm, a support section is constructed at the end of the arm, and the arm has or includes an engagement area for cooperating with the closing element. The arm is supported in particular in the above-mentioned housing via the support portion, intersecting the working chamber and then extending along the working chamber to the lower area of ​​the working chamber. In the area where the arm intersects the working chamber, an engagement area for cooperating with the closing element is suitably constructed or provided. The closing element of the valve unit is movably supported along the closing axis. The closing axis is preferably oriented parallel to the above-mentioned longitudinal axis. The engagement area of ​​the closing element and the arm cooperates or is supported in the engagement area so that when the closing element moves along the closing axis, the actuator always moves therewith. Therefore, the closing element is suitably forcibly guided by the arm, or the arm or the actuator is forcibly guided by the closing element.

[0014] According to one embodiment, the closing element has a section extending through the engagement region, which has contact surfaces on both sides of the arms for cooperating with the arms. This section can be designed, for example, as a bridge extending through the engagement region of the actuator, which is designed, for example, as an opening. The contact surfaces serve to transmit forces from the actuator to the closing element and vice versa, particularly along the closing axis / longitudinal axis.

[0015] The closing element has an actuating section, by which the closing element can be moved along the closing axis toward the valve seat by introducing force via the actuating element. The reverse movement is caused by an actuator that cooperates with the closing element.

[0016] According to a preferred embodiment, the arm extends or is arranged at least partially or sectionally in a recess or depression formed in the housing of the fuel tank vent valve. The recess is preferably integrally formed with or connected to the working chamber, and the actuator extends as little as possible within the working chamber itself. This ensures that the operating element can move unimpeded within the working chamber, regardless of the tilting direction of the fuel tank vent valve.

[0017] As described above, the closure element is advantageously mounted so as to be linearly movable along the closing axis. The closing axis is preferably located in the rotational plane of the actuator. The rotational plane is the plane described by the movement of the actuator. The rotational plane is preferably oriented parallel to the longitudinal axis. The longitudinal axis is in turn oriented parallel to the closing axis. This results in a robust and space-saving design overall.

[0018] The inlet is preferably configured or arranged in the lower region of the working chamber. Thus, fluid can flow from the bottom up through the working chamber. The outlet is correspondingly preferably arranged in the upper region. According to one embodiment, the outlet can be configured as a pipe joint to which the pipeline can be connected. Alternatively, the outlet can be configured as a recess or the like into which a hose or the like can be inserted. The inlet can be configured in a similar manner.

[0019] The present invention also relates to a fuel tank closure unit, in particular for a vehicle, comprising a fuel tank venting valve according to the invention. The type of vehicle in question can be a water vehicle, an air vehicle, or a land vehicle. According to a preferred embodiment, this relates to a fuel tank closure unit for a moped or leaning vehicle, in particular a motorcycle or a moped. The term "moped" also includes multi-wheeled vehicles such as quad bikes or LNM vehicles (Low-Wheel Multi-Motorcycles).

[0020] The fuel tank closure unit preferably comprises a housing with an opening for inserting the filler neck of the fuel tank device. The fuel tank closure unit preferably comprises a cover or a cover element that can be removed to release the filler neck. The housing is designed to be mounted in or on the fuel tank of a corresponding vehicle. This mounting is preferably achieved in a form-fitting and / or force-fitting manner, and in particular in a fluid-tight manner, by means of a corresponding number of screws.

[0021] According to a preferred embodiment, the tank vent valve is integrated into the tank closure unit. Suitably, the housing of the tank vent valve is the housing of the tank closure unit described herein. Alternatively, the tank vent valve can also be arranged as a separate structural unit in the fuel tank of the corresponding vehicle.

[0022] The present invention also relates to a vehicle comprising a tank venting valve according to the invention or a tank closing unit according to the invention. The advantages and features mentioned in this respect also apply analogously and accordingly to the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Further advantages and features are obtained from the following description of embodiments of the fuel tank vent valve according to the present invention with reference to the accompanying drawings.

[0024] Figure 1 An embodiment of a fuel tank vent valve according to the present invention is shown in a sectional view;

[0025] Figure 2 Show Figure 1 Another view of a known fuel tank vent valve. DETAILED DESCRIPTION

[0026] Figure 1A fuel tank vent valve is shown in cross-section. The valve comprises a housing 10 in which an actuator 60 is rotatably mounted about a rotation axis D at a bearing point 14. The actuator 60 has an arm 62 with a bearing section 64 at its end and an engagement region 66 for interaction with the closure element 52. The bearing section 64 is located at the lower end 42 of the working chamber 40. A spherical operating element 20 is disposed in the working chamber 40. In the open position of the fuel tank vent valve shown here, the operating element 20 actuates the actuator 60, which in turn actuates the closure element 52 of the valve unit 50. The closure element 52 is disposed in the upper region 44 of the working chamber 40. In particular, the closure element 52 is disposed substantially aligned above the bearing section 64 where the operating element 20 is located. It can also be seen that the arm 62 of the actuator 60 intersects or crosses the working chamber 40 to a certain extent in the upper region 44. Interaction with the closure element 52 occurs in this "intersection" region. The tank vent valve has an inlet 16 at the bottom, which is designed in this case, for example, so that a hose or the like can be inserted. A fluid, such as an air-fuel mixture, can be introduced into the tank vent valve via the inlet 16. Depending on whether the valve unit 50 is open or closed, the fluid can be discharged from the tank vent valve through the valve unit 50 and the outlet (which is not visible in this schematic diagram), for example in the direction of an activated carbon container not shown here. The engagement region 66 of the actuator 60 is designed, for example, as an opening or a hole, through which a corresponding section of the closure element 52 passes. The reference symbol α indicates the cone angle of the (essentially conical) lower region 42 of the working chamber 40. It can also be seen that the actuator 60 extends over a large area within the recess 12 of the housing 10. This ensures that the operating element 20 can move in the working chamber 40 as unhindered as possible. As mentioned above, in Figure 1 The open position of the fuel tank vent valve is schematically shown in FIG. In this open position, the operating element 20 rests on the actuator 60 or its support section 64, thereby indirectly opening the closure element 52 via the actuator. If the fuel tank vent valve is now tilted, the operating element 20 moves in the working chamber in the direction of the closure element 52, whereby the closure element (due to its linearly movable mounting in the longitudinal direction L) is displaced into the valve seat of the valve unit 50, thereby closing the valve unit 50. Reference numeral 70 denotes a pressure relief valve. Section AA is Figure 2 It is schematically shown in FIG.

[0027] Figure 2 Shown in Figure 1AA is indicated in FIG. Here, it can be seen in particular that the closing element 52 cooperates with the actuator 60 or its engagement region 66. The closing element has a section 54 that passes through the engagement region 66 of the operating element 60. In addition, two contact surfaces 56 are provided on the closing element 52, via which forces can be transferred from the closing element 52 to the actuator 60 and vice versa. In order to cooperate with the operating element 20, the closing element 52 has an operating section 51. The reference numeral S denotes the closing axis, along which the closing element 52 moves linearly. Figure 2 Schematically shows the state in which the operating element 20 is about to move in the direction of the operating section 51. For this purpose, the lower section 42 of the working chamber 40 is designed accordingly. The angle from which the operating element starts to move can be adjusted appropriately by the cone angle or in general by the design of the working chamber 40 (especially in the lower area 42), which is also referred to in this regard. Figure 1 . When the operating element 20 contacts the closing element 42, the closing element is displaced into the valve seat 58 of the valve unit 50 and the valve unit 50 is thus closed. No fluid exchange can take place between the inlet 16 and the outlet 18 (the outlet is currently only schematically indicated by an arrow). If the fuel tank vent valve is moved back again, for example rotated clockwise in this schematic diagram, the operating element 20 contacts the support section 64 of the actuator 60 again and thus pulls the closing element 52 out of the valve seat 58. The reference symbol E indicates the rotation plane in which the actuator 60 moves. The rotation plane E is oriented parallel to the longitudinal axis L, along which the working chamber 40 extends. It can be seen that the closing element 52 is arranged aligned above the support section 64.

[0028] As schematically shown here, the housing can be the housing of a fuel tank vent valve. Alternatively, the housing can also be the housing of a fuel tank closure unit, in which the fuel tank vent valve is integrated. In this embodiment, the fuel tank vent valve is not a separate structural unit, but is instead directly integrated into the fuel tank closure unit. The fuel tank closure unit is, in turn, designed to be installed directly in a fuel tank of a vehicle, in particular, a fuel tank of a motor scooter, such as a motorcycle or a moped.

[0029] Reference Signs List

[0030] 10 shell

[0031] 12 dimples

[0032] 14 Supporting parts

[0033] 16 entrances

[0034] Exit 18

[0035] 20 operating elements, balls

[0036] 40 working chambers

[0037] 42 lower area

[0038] 44 upper area

[0039] 50 valve unit

[0040] 51 Operation section

[0041] 52 closure element

[0042] Section 54

[0043] 56 contact surface

[0044] 58 valve seat

[0045] 60 actuators

[0046] 62 arms

[0047] 64 support sections

[0048] 66 inlay area

[0049] 70 overpressure valve

[0050] α cone angle

[0051] L longitudinal axis

[0052] D Rotation axis

[0053] E rotation plane

[0054] S close axis

Claims

1. A fuel tank vent valve, in particular a rollover safety valve, which is displaceable from an open position into a closed position inclined relative to the open position, the fuel tank vent valve comprising a working chamber (40) extending along a longitudinal axis (L), a valve unit (50) being constructed or arranged in an upper region (44) of the working chamber (40), the valve unit comprising a closing element (52) which is displaceable for opening and closing the valve unit (50), and the closing element (52) being operatively connected to an actuator (60) for displacement, the actuator being operable by an operating element (20) which is in particular spherical and is arranged in the working chamber (40), and the operating element (20) being arranged to be displaceable in the working chamber (40) so that the operating element (20) contacts the actuator (60) for operation in the open position and contacts the closing element (52) in the closed position.

2. The fuel tank exhaust valve according to claim 1, wherein: The working chamber (40) is conical or substantially conical in the lower region (42).

3. The fuel tank exhaust valve according to claim 2, wherein: The cone angle (α) is in the range of 20 degrees to 60 degrees.

4. A fuel tank vent valve according to any one of the preceding claims, wherein: The actuator (60) has a bearing section (64) which, in the open position, serves as a bearing for the operating element (20), whereby the actuator (60) is actuated or operable. 5 . The tank venting valve according to claim 1 , comprising a housing ( 10 ) in which the actuator ( 60 ) is mounted so as to be rotatable about an axis of rotation (D).

6. The fuel tank exhaust valve according to claim 5, wherein: The axis of rotation (D) is located in the region of the valve unit (50), and the actuator (60) has an arm (62), at the end of which the bearing section (64) is formed, and the arm (62) has an engagement region (66) for cooperating with the closure element (52).

7. The fuel tank exhaust valve according to claim 6, wherein: The closure element (52) has a section (54) extending through the engagement region (66) and having contact surfaces (56) on both sides of the arm (52) for cooperating with the arm (62).

8. The fuel tank exhaust valve according to claim 6 or 7, wherein: The arm (62) extends or is arranged at least partially or sectionally in a recess (12) which is formed in a housing (10) of a tank vent valve.

9. A fuel tank vent valve according to any one of the preceding claims, wherein: The closing element (52) is mounted so as to be linearly movable along a closing axis (S), and the closing axis (S) lies in a rotational plane (E) of the actuator (60).

10. A fuel tank vent valve according to any one of the preceding claims, wherein: The working chamber (40) has an inlet (16), and the inlet (16) is formed in the lower region (42). 11 . A tank closing unit, in particular for a motorcycle, comprising a tank venting valve according to claim 1 .

12. The fuel tank closing unit according to claim 11, wherein: The housing (10) of the fuel tank vent valve is the housing of a fuel tank closing unit.

13. A vehicle, in particular a motor vehicle, comprising a tank venting valve according to any one of claims 1 to 10 or a tank closing unit according to claim 11 or 12.

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