Fuel tank pressure maintaining control valve adaptive to fuel high-pressure and normal-pressure systems

Abstract

The fuel tank pressure maintaining control valve comprises a valve body, a valve element, a valve deck and a spring, the valve body is of a hollow cylindrical structure, one end of the valve body is a valve seat, the other end of the valve body is an air inlet end, a valve cavity is formed in the valve seat, an exhaust hole communicated with the air inlet end is formed in the bottom of the valve seat, and the valve element and the spring are both arranged in the valve cavity. The valve element comprises a rod part and a head part, the rod part is sleeved with the spring, the outer side of the spring is plugged through a valve deck connected to an opening of the valve seat, and the spring enables the head part of the valve element to abut against the exhaust hole. The valve cover is provided with an air outlet hole, and the rod portion of the valve element is arranged in the air outlet hole in a penetrating mode and can move in the air outlet hole in the axial direction. The pressure drop of the fuel tank system is within 0.5 Kpa through an internal breathing hole structure, and the fuel tank system is pressed to be opened when the pressure difference between the fuel tank system and the outside is more than 4kpa through the space volume formed by matching of the valve element connector and the valve cavity and the spring matched with the valve element connector; pressure relief can be rapidly achieved, and the working stability of the fuel tank system is guaranteed.

Description

Technical Field

[0001] The utility model relates to the technical field of pressure maintaining valves, in particular to a fuel tank pressure maintaining control valve adapted to fuel high-pressure and normal-pressure systems. Background Art

[0002] A pressure maintaining valve, that is, a pressure maintaining control valve, is an important automatic control device mainly used in hydraulic or pneumatic systems to maintain the stability of the system pressure, prevent liquid or gas leakage, and protect equipment and systems from damage. When the pressure in the fuel tank system is 0 - 4 Kpa, the pressure drop needs to be controlled within 0.5 Kpa. However, the existing pressure maintaining valve structure has a relatively large pressure drop range, resulting in unstable system pressure and unable to meet the requirements of the fuel tank system. Summary of the Utility Model

[0003] The technical problem to be solved by the utility model is: In order to overcome the deficiencies in the prior art, the utility model provides a fuel tank pressure maintaining control valve adapted to fuel high-pressure and normal-pressure systems.

[0004] The technical solution adopted by the utility model to solve its technical problems is: A fuel tank pressure maintaining control valve adapted to fuel high-pressure and normal-pressure systems includes a valve body, a valve core, a valve cover, and a spring. Among them, the valve body is a hollow cylindrical structure, with one end being a valve seat and the other end being an air inlet end. A valve cavity is provided inside the valve seat, and an exhaust hole communicating with the air inlet end is provided at the bottom of the valve cavity. The valve core and the spring are both arranged in the valve cavity. The valve core includes a rod portion and a head portion integrally connected. The spring is sleeved on the rod portion and is blocked by the valve cover connected to the opening of the valve seat on the outside. And the spring presses the head of the valve core against the exhaust hole; an air outlet hole is provided on the valve cover, and the rod portion of the valve core passes through the air outlet hole and can move axially in the air outlet hole; the pressure difference for controlling the opening of the valve core is above 4 kpa.

[0005] Further, a plurality of convex ribs parallel to the axis are provided on the surface of the rod portion, so that the cross-section of the rod portion is in a cross-star shape, and air flow channels are formed between the convex ribs; fins are provided at the connection of the convex ribs and the head portion, the radial dimension of the fins is larger than the radial dimension of the convex ribs, and a spring groove is circumferentially provided along the circumference of the rod portion on the surface of the head portion at the bottom of the fins. The end of the spring is embedded in the spring groove, and the inner side of the end of the spring is stuck on the fins, and the spring can be supported and fixed by the fins.

[0006] Further, a double-layer ring sleeve is provided at one end of the valve cover connected to the valve seat. The double-layer ring sleeve includes an inner sleeve portion and an outer sleeve portion arranged coaxially. A plurality of inclined ribs are provided on the outer wall of the inner sleeve portion, and the inclined ribs form a spring connection portion for supporting and fixing the spring; the air outlet hole inside the inner sleeve portion simultaneously forms a guiding hole for the rod portion, and the outer sleeve portion is connected to the valve seat.

[0007] Further, the inner wall of the outer sleeve is connected to the valve seat by laser welding.

[0008] Further, a plurality of axially extending arc-shaped grooves are provided on the inner wall of the valve seat, and the arc-shaped grooves are evenly arranged on the inner wall. The arc-shaped grooves can ensure stable air flow during pressure relief and can quickly relieve pressure.

[0009] Further, an annular groove is provided at the bottom of the valve seat, and the exhaust hole is communicated with the annular groove through at least one communication groove provided on the side wall of the annular groove. The number of communication grooves can be set according to the pressure relief speed. The more communication grooves, the faster the pressure relief, but too many communication grooves are not conducive to sealing during pressure holding. Therefore, in this solution, it is preferably that there are two communication grooves, which are symmetrically arranged along the radial direction.

[0010] Specifically, the pressure holding control valve is of type I, type L or type T.

[0011] Further, the type I pressure holding control valve has an air inlet end and an air outlet end, and the air inlet end and the air outlet end are coaxially arranged, and the air outlet end is arranged on one side of the valve cover and is on a straight line, and the gas goes in and out directly.

[0012] Further, the type L pressure holding control valve includes an air inlet end, an air outlet end and an end cover, and the axis of the air inlet end is perpendicular to the axis of the valve body, that is, the air inlet end and the air outlet end are at 90°, the air outlet end is arranged on one side of the valve cover and is coaxially arranged with the valve body, and the opening on the side of the valve body close to the air inlet end is blocked by the end cover.

[0013] Further, the type T pressure holding control valve includes two air inlet ends and an air outlet end. The two air inlet ends are both arranged on the valve body, and one air inlet end is coaxially arranged with the valve body, and the axis of the other air inlet end is perpendicular to the axis of the valve body. The air outlet end is arranged on one side of the valve cover and is coaxially arranged with the valve body.

[0014] The beneficial effects of the present utility model are as follows: A fuel tank pressure holding control valve adapted to the fuel high-pressure and atmospheric pressure systems provided by the present utility model enables the pressure drop of the fuel tank system to be within 0.5 Kpa through the internal breathing hole structure. The space volume formed by the cooperation of the valve core connector and the valve cavity and the spring cooperating therewith enable the fuel tank system to be pressed open only when the pressure difference from the outside is more than 4 kpa; the pressure of the fuel tank supply system can drop below 1 Kpa within 30S to 2 min under the action of the pressure holding control valve, which can quickly relieve pressure and ensure the stability of the fuel tank system operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The present utility model will be further described below with reference to the drawings and embodiments.

[0016] Figure 1It is a three-dimensional structural schematic diagram of the I-type pressure-holding control valve of the present utility model.

[0017] Figure 2 It is Figure 1 a sectional structural schematic diagram of the I-type pressure-holding control valve in

[0018] Figure 3 a structural schematic diagram of the valve core.

[0019] Figure 4 It is Figure 3 a sectional structural schematic diagram of the valve core in the axial direction in

[0020] Figure 5 a structural schematic diagram of the cross-section of the rod part of the valve core.

[0021] Figure 6 a structural schematic diagram of the valve cover.

[0022] Figure 7 a structural schematic diagram of the valve body of the I-type pressure-holding control valve.

[0023] Figure 8 It is Figure 7 a sectional structural schematic diagram of the valve body in

[0024] Figure 9 a three-dimensional structural schematic diagram of the L-type pressure-holding control valve.

[0025] Figure 10 It is Figure 9 a sectional structural schematic diagram of the L-type pressure-holding control valve in

[0026] Figure 11 a three-dimensional structural schematic diagram of the valve body of the L-type pressure-holding control valve.

[0027] Figure 12 It is Figure 11 a sectional structural schematic diagram of the valve body in

[0028] Figure 13 a three-dimensional structural schematic diagram of the T-type pressure-holding control valve.

[0029] Figure 14 It is Figure 13 a sectional structural schematic diagram of the T-type pressure-holding control valve in

[0030] Figure 15 a three-dimensional structural schematic diagram of the valve body of the T-type pressure-holding control valve.

[0031] Figure 16 It is Figure 15 a top-view structural schematic diagram of the valve body of the T-type pressure-holding control valve in

[0032] Figure 17 It is Figure 15Schematic top view of the cross-section of the middle T-shaped pressure-holding control valve.

[0033] In the figure: 1. Valve body, 1.1 Valve seat, 1.2 Valve cavity, 1.3 Exhaust hole, 1.4 Annular groove, 1.5 Intake end, 1.6 Connecting groove, 1.7 Arc-shaped groove, 2. Spool, 2.1 Rod part, 2.2 Head part, 2.3 Convex rib, 2.4 Fins, 2.5 Spring groove, 2.6 Air flow channel, 3. Valve cover, 3.1 Inner sleeve part, 3.2 Outer sleeve part, 3.3 Guide hole, 3.4 Inclined rib, 3.5 Outlet end, 4. Spring, 5. End cover. Detailed implementation mode

[0034] Now, the present invention will be further described in detail with reference to the accompanying drawings. These drawings are all simplified schematic diagrams, only illustrating the basic structure of the present invention in a schematic manner. Therefore, they only show the components related to the present invention. Directions and references (such as up, down, left, right, etc.) can only be used to assist in the description of the features in the drawings. Therefore, the following detailed implementation mode is not adopted in a restrictive sense, and the scope of the claimed subject matter is only defined by the appended claims and their equivalent forms.

[0035] The fuel tank pressure-holding control valve adapted to the fuel high-pressure and normal-pressure systems of the present utility model can have various structures. Below, the structures of the I-shaped, L-shaped, and T-shaped pressure-holding control valves are used as three products to illustrate the structure of the pressure-holding control valve. Embodiment 1

[0036] As Figure 1 - Figure 2 shown, it is an I-shaped pressure-holding control valve, including a valve body 1, a spool 2, a valve cover 3, and a spring 4. Among them, the valve body 1 is a hollow cylindrical structure, and one end thereof is a valve seat 1.1, and the other end is an intake end 1.5. A valve cavity 1.2 is provided inside the valve seat 1.1, and an exhaust hole 1.3 communicating with the intake end 1.5 is provided at the bottom of the valve cavity 1.2. The spool 2 and the spring 4 are both arranged in the valve cavity 1.2. The spool 2 includes a rod part 2.1 and a head part 2.2 integrally connected. The spring 4 is sleeved on the rod part 2.1, and the outside is blocked by the valve cover 3 connected to the opening of the valve seat 1.1. And the spring 4 presses the head part 2.2 of the spool 2 against the exhaust hole 1.3. An air outlet hole is provided on the valve cover 3 as the outlet end 3.5. The rod part 2.1 of the spool 2 passes through the air outlet hole and can move axially in the air outlet hole. The pressure difference for controlling the opening of the spool is above 4 kPa. The I-shaped pressure-holding control valve has one intake end 1.5 and one outlet end 3.5, and the intake end 1.5 and the outlet end 3.5 are coaxially arranged, and the outlet end 3.5 is arranged on one side of the valve cover 3 and is on a straight line, and the gas enters and exits directly. The I-shaped pressure-holding control valve is suitable for occasions where the air flow direction needs to be straight.

[0037] As Figure 3 - Figure 5As shown, the surface of the rod 2.1 is provided with a plurality of ridges 2.3 parallel to the axis, so that the cross section of the rod 2.1 is in the shape of a cross-section of a cross, and an air flow channel 2.6 is formed between the ridges 2.3; a fin 2.4 is provided at the connection between the ridge 2.3 and the head 2.2, and the radial dimension of the fin 2.4 is greater than the radial dimension of the ridge 2.3, and a spring groove 2.5 is provided on the surface of the head 2.2 at the bottom of the fin 2.4 along the circumference of the rod 2.1, and the end of the spring 4 is embedded in the spring groove 2.5, and the inner side of the end of the spring 4 is clamped on the fin 2.4.

[0038] like Figure 6 As shown, the end of the valve cover 3 connected to the valve seat 1.1 is provided with a double-layer ring sleeve, the double-layer ring sleeve includes an inner sleeve portion 3.1 and an outer sleeve portion 3.2 arranged coaxially, the outer wall of the inner sleeve portion 3.1 is provided with a plurality of oblique edges 3.4, the oblique edges 3.4 form the connection portion of the spring 4, the air outlet hole inside the inner sleeve portion 3.1 also forms the guide hole 3.3 of the rod portion 2.1, and the outer sleeve portion 3.2 is connected to the valve seat 1.1. Preferably, the inner wall of the outer sleeve portion 3.2 is connected to the valve seat 1.1 by laser welding.

[0039] like Figure 7 - Figure 8 As shown, the inner wall of the valve seat 1.1 is provided with a plurality of axially extending arc grooves 1.7, and the arc grooves 1.7 are evenly arranged on the inner wall. The bottom of the valve seat 1.1 is provided with an annular groove 1.4, and the exhaust hole 1.3 is connected to the annular groove 1.4 through at least one connecting groove 1.6 provided on the side wall of the annular groove 1.4. In this embodiment, there are two connecting grooves 1.6, which are symmetrically provided on both sides of the exhaust hole 1.3 in the radial direction, so as to ensure balanced airflow. Example 2

[0040] like Figure 9 - Figure 12 As shown, it is an L-type pressure-maintaining control valve. The difference between this embodiment and the first embodiment is that the direction of the air inlet end 1.5 is different, that is, the structure of the valve body 1 is different. Specifically, the L-type pressure-maintaining control valve includes a valve body 1, a valve core 2, a valve cover 3, a spring 4 and an end cover 5, wherein the structure of one end of the valve body 1 is the same as the valve body 1 structure of the I-type pressure-maintaining control valve, and the connection relationship between the valve core 2, the valve cover 3 and the spring 4 is the same as that of the first embodiment. The other end of the valve body 1 is bent into an L-shape as a whole. The L-type pressure-maintaining control valve includes an air inlet end 1.5, an air outlet end 3.5 and an end cover 5. The opening on the side of the valve body 1 close to the air inlet end 1.5 is blocked by the end cover 5. In this embodiment, the end cover 5 is connected to the valve body 1 by laser welding. And the axis of the air inlet end 1.5 is perpendicular to the axis of the valve body 1, that is, the air inlet end 1.5 and the air outlet end 3.5 are 90 degrees, and the air outlet end 3.5 is arranged on one side of the valve cover 3 and is coaxial with the valve body 1. L-type pressure-maintaining control valve is suitable for situations where the direction of air flow needs to be changed. Example 3

[0041] likeFigure 13 - Figure 17 As shown, it is a T-shaped pressure-holding control valve. The difference between this embodiment and the first and second embodiments lies in the number and direction of the intake ends 1.5. The structure of this embodiment combines the structures of the first and second embodiments. Specifically, the L-shaped pressure-holding control valve includes a valve body 1, a valve core 2, a valve cover 3, a spring 4, and an end cover 5. Among them, the structure of one end of the valve body 1 is the same as that of the valve body 1 of the I-shaped pressure-holding control valve, and the connection relationship of the valve core 2, the valve cover 3, and the spring 4 is also the same as that of the previous two embodiments. The difference is that the T-shaped pressure-holding control valve includes two intake ends 1.5 and one outlet end 3.5. The two intake ends 1.5 are both arranged on the valve body 1. One intake end 1.5 is coaxially arranged with the valve body 1, and the axis of the other intake end 1.5 is perpendicular to the axis of the valve body 1. The outlet end 3.5 is arranged on one side of the valve cover 3 and is coaxially arranged with the valve body 1. The T-shaped pressure-holding control valve is applicable to occasions that require multi-port pressure relief and pressure holding.

[0042] Working principle:

[0043] The pressure-holding control valve structure of the present invention forms a breathing hole structure between the exhaust hole 1.3 and the valve core 2. When the pressure in the fuel tank system is between 0 and 4 Kpa, this pressure-holding control valve can make the pressure drop in the fuel tank system within 0.5 Kpa through the internal breathing hole structure. Its specific action process is as follows: The intake end 1.5 is connected to the fuel tank system. After the pressure in the fuel tank system exceeds 4 Kpa, under the action of the pressure at the intake end 1.5, the valve core 2 is controlled to overcome the elastic force of the spring 4, and the valve core 2 moves away from the exhaust hole 1.3, and the exhaust hole 1.3 is opened, so that the air flow is connected through the communication groove 1.6, the annular groove 1.4, the air flow channel 2.6, and the outlet end 3.5, and pressure relief is carried out through the exhaust hole 1.3; the space volume formed by the cooperation of the valve core 2 connector and the valve cavity and the spring 4 cooperating with it makes the fuel tank system be pressured and opened only when the pressure difference from the outside is more than 4 kpa; the pressure of the fuel tank supply system can be reduced to below 1 Kpa within 30 s to 2 min under the action of the pressure-holding control valve.

[0044] Inspired by the ideal embodiment of the present invention described above, through the above description, relevant staff can make various changes and modifications without departing from the scope of the present invention. The technical scope of this utility model is not limited to the content in the specification, and its technical scope must be determined according to the scope of the claims.

Claims

1. A fuel tank pressure control valve adapted to fuel high pressure and normal pressure systems, characterized in that: It includes a valve body, a valve core, a valve cover and a spring, wherein the valve body is a hollow cylindrical structure, and one end of the valve body is a valve seat, and the other end is an air inlet end, a valve cavity is provided inside the valve seat, and an exhaust hole connected to the air inlet end is provided at the bottom of the valve cavity, the valve core and the spring are both arranged in the valve cavity, the valve core includes a rod portion and a head portion which are integrally connected, the spring is sleeved on the rod portion, and the outer side is sealed by a valve cover connected to the valve seat opening, and the spring presses the head of the valve core against the exhaust hole; an air outlet hole is provided on the valve cover, and the rod portion of the valve core is inserted into the air outlet hole and can move axially in the air outlet hole; the pressure difference for controlling the opening of the valve core is above 4kpa.

2. The fuel tank pressure maintaining control valve adapted to the fuel high pressure and normal pressure systems as claimed in claim 1, characterized in that: The surface of the rod is provided with multiple ridges parallel to the axis, and air flow channels are formed between the ridges; a fin is provided at the connection between the ridge and the head, and the radial dimension of the fin is larger than the radial dimension of the ridge; a spring groove is provided on the head surface at the bottom of the fin along the circumference of the rod, and the spring end is embedded in the spring groove, and the inner side of the spring end is clamped on the fin.

3. The fuel tank pressure maintaining control valve adapted to the fuel high pressure and normal pressure systems as claimed in claim 1, characterized in that: A double-layer ring sleeve is provided at one end of the valve cover connected to the valve seat, and the double-layer ring sleeve includes an inner sleeve portion and an outer sleeve portion which are coaxially arranged. A plurality of oblique edges are provided on the outer wall of the inner sleeve portion, and the oblique edges form a spring connecting portion. The air outlet hole on the inner side of the inner sleeve portion also forms a guide hole for the rod portion, and the outer sleeve portion is connected to the valve seat.

4. The fuel tank pressure maintaining control valve adapted to the fuel high pressure and normal pressure systems as claimed in claim 3, characterized in that: The inner wall of the outer sleeve is connected to the valve seat by laser welding.

5. The fuel tank pressure maintaining control valve adapted to the fuel high pressure and normal pressure systems as claimed in claim 1, characterized in that: The inner wall of the valve seat is provided with a plurality of axially extending arc-shaped grooves, and the arc-shaped grooves are evenly arranged on the inner wall.

6. The fuel tank pressure maintaining control valve adapted to the fuel high pressure and normal pressure systems as claimed in claim 1, characterized in that: An annular groove is provided at the bottom of the valve seat, and the exhaust hole is connected to the annular groove through at least one connecting groove provided on the side wall of the annular groove.

7. The fuel tank pressure maintaining control valve adapted to the fuel high pressure and normal pressure system according to any one of claims 1 to 6, characterized in that: The pressure maintaining control valve is of I type, L type or T type.

8. The fuel tank pressure maintaining control valve adapted to the fuel high pressure and normal pressure systems as claimed in claim 7, characterized in that: The I-type pressure-maintaining control valve has an air inlet end and an air outlet end, and the air inlet end and the air outlet end are coaxially arranged, and the air outlet end is arranged on one side of the valve cover.

9. The fuel tank pressure maintaining control valve adapted to the fuel high pressure and normal pressure systems as claimed in claim 7, characterized in that: The L-shaped pressure-maintaining control valve includes an air inlet end, an air outlet end and an end cover, and the axis of the air inlet end is perpendicular to the axis of the valve body. The air outlet end is arranged on one side of the valve cover and is coaxially arranged with the valve body. The opening on one side of the valve body close to the air inlet end is sealed by the end cover.

10. The fuel tank pressure maintaining control valve adapted to the fuel high pressure and normal pressure systems as claimed in claim 7, characterized in that: The T-shaped pressure-maintaining control valve comprises two air inlet ends and one air outlet end. The two air inlet ends are both arranged on the valve body, and one air inlet end is coaxially arranged with the valve body, and the axis of the other air inlet end is perpendicular to the axis of the valve body. The air outlet end is arranged on one side of the valve cover and coaxially arranged with the valve body.

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