Integrated high-pressure oil tank isolating valve for hybrid electric vehicle and vehicle

Abstract

According to the integrated high-pressure oil tank isolating valve for the hybrid electric vehicle and the vehicle, a first elastic piece is arranged on an electromagnetic valve assembly to be connected with a first valve disc, so that a second valve disc connected into a lower cavity through a second elastic piece abuts against the interior of a pressure relief channel between an upper cavity and the lower cavity; when the electromagnetic valve assembly is powered on or the oil tank end is in a negative pressure state, the first valve disc is driven to move upwards to open the gap for pressure relief, and when the oil tank end is in the negative pressure state, the second valve disc is driven by airflow to compress a second elastic piece. The second valve disc moves towards the interior of the lower cavity so as to be away from the first valve disc, so that the circulating hole in the first valve disc communicates with the upper cavity and the lower cavity for pressure relief, and the first valve disc and the second valve disc are matched with each other so as to open or close the pressure relief channel. The situation that independent sealing faces and independent rubber valves of the two valves need to be arranged for control is avoided, and the sealing requirement and cost are reduced.

Description

Technical Field

[0001] The utility model relates to an integrated high-pressure oil tank isolation valve for a hybrid vehicle and the vehicle, belonging to the field of oil tank isolation valves. Background Art

[0002] To meet increasingly stringent vehicle emissions regulations, commercial and passenger vehicle manufacturers have launched hybrid models. Hybrid electric vehicles (PHEVs) are not only highly intelligent but also feature both oil and electricity, resulting in superior fuel economy. In response to this demand, the high-pressure fuel tank isolation valve has emerged. It strictly controls the discharge of fuel vapor from the fuel tank to the carbon canister, preventing the frequent transfer of fuel vapor from the fuel tank to the carbon canister during the switching between the fuel and electrical circuits in PHEVs, which could saturate the canister or even cause it to be vented directly to the atmosphere.

[0003] Existing fuel tank isolation valves typically divide the interior of the housing into two upper and lower air chambers via a central sealing surface. A mechanical valve pressure relief channel is designed in the center of the sealing surface. Solenoid valve pressure relief channels are distributed around the mechanical valve pressure relief channel. The solenoid valve pressure relief channel is sealed in the upper air chamber with the solenoid valve's rubber seal, while the mechanical valve pressure relief channel is sealed in the lower air chamber with the mechanical valve's rubber seal. However, these two valve pressure relief channels operate independently, requiring independent sealing surfaces and independent rubber valves for control. This requires high machining precision to meet sealing requirements, resulting in high cost and complex manufacturing processes for high-pressure fuel tank isolation valves. Utility Model Content

[0004] The purpose of the utility model is to provide an integrated high-pressure fuel tank isolation valve for a hybrid vehicle and the vehicle, so as to solve the above problems.

[0005] To achieve the above-mentioned object, the present invention provides the following technical solution: an integrated high-pressure fuel tank isolation valve for a hybrid vehicle, the integrated high-pressure fuel tank isolation valve comprising:

[0006] The housing has an upper chamber connected to the fuel tank and a lower chamber connected to the carbon canister formed therein, a sealing surface formed between the upper chamber and the lower chamber, and a pressure relief passage connected to the upper chamber and the lower chamber formed on the sealing surface;

[0007] a solenoid valve assembly located in the upper chamber, the solenoid valve assembly comprising an armature assembly and a first elastic member driving the armature assembly to move toward the lower chamber, the armature assembly comprising an armature, a center carrier movably connected to the armature, and a first valve disc disposed at an end of the center carrier, the first valve disc being provided with a flow hole, a connecting structure being formed between the armature and the center carrier, the connecting structure comprising a convex connecting cone and a connecting portion, the connecting portion comprising a plurality of connecting bodies spaced apart around the circumference of the convex connecting cone, a movable groove being formed between the plurality of connecting bodies for allowing the convex connecting cone to move along its axial direction, and the plurality of connecting bodies being configured to undergo elastic deformation in an axial direction away from the movable groove;

[0008] A mechanical pressure relief assembly includes a second valve disc movably arranged in the pressure relief channel and a second elastic member driving the second valve disc to move toward the upper chamber, a gap is formed between the second valve disc and the inner wall of the pressure relief channel, the force applied to the second valve disc by the second elastic member causes the second valve disc to have a tendency to move toward the upper chamber, the projection of the first valve disc in the axial direction of the pressure relief channel covers the gap, and the projection of the flow hole in the axial direction of the pressure relief channel falls on the second valve disc.

[0009] Furthermore, the gap includes a first gap and a second gap sequentially arranged from one side of the upper chamber toward one side of the lower chamber, the first gap is smaller than the second gap, and the projection of the first valve disc at least covers the first gap.

[0010] Furthermore, the second valve disc includes a second valve disc body and a wing portion radially extending from the end of the second valve disc body, the first gap is formed between the wing portion and the pressure relief channel, and the second gap is formed between the second valve disc body and the pressure relief channel.

[0011] Furthermore, an annular sealing ring is provided on the first valve disc, and the projection of the annular sealing ring blocks the first gap and is partially located on the sealing surface and the second valve disc.

[0012] Furthermore, a guide structure is formed between the central carrier and the second valve disc to drive the second valve disc to move in the axial direction of the pressure relief channel.

[0013] Furthermore, the guide structure includes a guide post and a guide groove, one of the guide post and the guide groove is arranged on the first valve disc, and the other is arranged on the second valve disc.

[0014] Furthermore, the solenoid valve assembly further includes a coil assembly for driving the armature to move, and the first elastic member is connected between the central carrier and a housing of the coil assembly.

[0015] Furthermore, the connector includes a first connector and a second connector symmetrically arranged at the end of the central carrier, the first connector and the second connector surround the movable groove, and the first connector and the second connector are configured to be elastically deformable toward an axial direction away from the movable groove.

[0016] Furthermore, an opening for the convex connecting cone to enter the movable groove is formed between the first connecting body and the second connecting body, and the width of the opening is smaller than the maximum diameter of the convex connecting cone.

[0017] The present application provides a vehicle, comprising the integrated high-pressure fuel tank isolation valve for a hybrid vehicle as described above.

[0018] The beneficial effects of the present invention are as follows: the present application arranges a first elastic member on the solenoid valve assembly to connect the first valve disc, so as to hold the second valve disc connected to the lower chamber through the second elastic member in the pressure relief channel between the upper chamber and the lower chamber, and blocks the gap between the second valve disc and the pressure relief channel through the first valve disc; when the solenoid valve assembly is energized or the oil tank end is in a negative pressure state, the first valve disc is driven to move upward to open the gap for pressure relief; when the oil tank end is in a negative pressure state, the second valve disc is driven by airflow to compress the second elastic member, thereby causing the second valve disc to move toward the lower chamber to move away from the first The valve disc, thereby connecting the flow hole on the first valve disc to the upper chamber and the lower chamber for pressure relief, and the first valve disc and the second valve disc cooperate with each other to realize opening or closing of the pressure relief channel, avoiding the need to arrange independent sealing surfaces and independent rubber valves for control of two valves, greatly reducing the high-precision sealing requirements, thereby reducing production costs. In addition, the second valve disc is movably connected to the armature through the central carrier, and the elastic deformation of the connecting body is utilized to realize the relative swing of the central carrier and the armature while having a self-centering function, thereby reducing the assembly precision requirements of the two.

[0019] The present application also provides a vehicle including the above-mentioned integrated high-pressure fuel tank isolation valve for hybrid vehicles, which avoids the need to arrange two independent sealing surfaces and independent rubber valves for control, reduces production costs, and simplifies the assembly process.

[0020] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention and to implement it according to the contents of the specification, the following is a detailed description of the preferred embodiments of the present invention in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a diagram of the internal structure of an integrated high-pressure fuel tank isolation valve for a hybrid vehicle shown in an embodiment of the present application.

[0022] Figure 2 for Figure 1 Enlarged view of the structure of part A in the middle.

[0023] Figure 3 for Figure 1 Structural diagram of the middle armature assembly.

[0024] Figure 4 for Figure 3 Axial structural diagram of the middle armature assembly.

[0025] Figure 5 for Figure 3 Schematic diagram of the swinging state of the middle armature assembly.

[0026] Figure 6 for Figure 1 Schematic diagram of operating condition 1 of the integrated high-pressure fuel tank isolation valve for hybrid electric vehicles.

[0027] Figure 7 for Figure 1 Schematic diagram of operating condition 2 of the integrated high-pressure fuel tank isolation valve for hybrid electric vehicles.

[0028] Figure 8 for Figure 1 Schematic diagram of operating condition three of the integrated high-pressure fuel tank isolation valve for hybrid electric vehicles. DETAILED DESCRIPTION

[0029] The following embodiments are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0030] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "axial", "radial", "circumferential", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the present invention.

[0031] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of this utility model, "plurality" means two or more, unless otherwise specifically defined.

[0032] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal communication between two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances. In addition, in the present invention, unless otherwise clearly specified and limited, the first feature being "above" or "below" the second feature can mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium.

[0033] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. Throughout this specification, the schematic representations of these terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0034] Please refer to Figures 1 to 3 An embodiment of the present application shows an integrated high-pressure fuel tank isolation valve for a hybrid vehicle. The integrated high-pressure fuel tank isolation valve includes a housing 10, a solenoid valve assembly 20 and a mechanical pressure relief assembly 30.

[0035] An upper chamber 11 connected to the fuel tank and a lower chamber 12 connected to the carbon canister are formed inside the shell 10. A sealing surface 15 is formed between the upper chamber 11 and the lower chamber 12, and a pressure relief channel connecting the upper chamber 11 and the lower chamber 12 is formed on the sealing surface 15.

[0036] The solenoid valve assembly 20 is located in the upper chamber 11. The solenoid valve assembly 20 includes an armature assembly 21 and a first elastic member 213 that drives the armature assembly 21 to move toward the lower chamber 12. The armature assembly 21 includes an armature 214, a center carrier 212 movably connected to the street iron 214, and a first valve disc 211 arranged at the end of the center carrier 212. A flow hole 2111 is provided on the first valve disc 211. A connecting structure is formed between the street iron 214 and the center carrier 212. The connecting structure includes a convex connecting cone 2141 and a connecting portion. The connecting portion includes a plurality of connecting bodies arranged at intervals on the circumference of the convex connecting cone 2141. A movable groove for the convex connecting cone 2141 to move along its axial direction is formed between the plurality of connecting bodies, and the plurality of connecting bodies are configured to undergo elastic deformation toward the axial direction away from the movable groove. In this embodiment, the central carrier 212 and the first valve disc 211 are integrally formed. Of course, in other embodiments, the central carrier 212 and the first valve disc 211 may also be provided separately. This can be set as needed and is not specifically limited here.

[0037] In this embodiment, the solenoid valve assembly 20 includes a coil assembly and an armature assembly 21. The coil assembly includes pins, a diode, a coil bobbin, a base plate, an iron core assembly, and an O-ring. The pins, diode, and coil bobbin are mounted on one side of a guide post, while the iron core assembly and O-ring are mounted on the top of the guide post. The solenoid valve assembly 20 is assembled with the coil bobbin and left and right pins, which are then wound. The fixed iron core assembly and O-ring are assembled inside the solenoid valve assembly to achieve internal sealing. The internal diode is a transient suppressor diode, connected in parallel with the pins to prevent transient overvoltage from damaging the vehicle control system. The base plate generates an electromagnetic force field inside the solenoid valve assembly, thereby achieving electromagnetic power supply. The coil housing 10, made of PASGF material, is externally sealed, making the product's housing waterproof and dustproof, protecting the life of the internal electromagnetic components. The mounting holes in the housing accommodate the assembly of a shock-absorbing assembly (rubber and positioning guide sleeves), preventing weld fractures caused by excessive vibration during vehicle operation. This is prior art and will not be described in detail here.

[0038] In one embodiment, the first elastic member 213 is connected between the center carrier 212 and the coil assembly housing. The center carrier 212 is movable in the axial direction relative to the armature 214. Specifically, the first elastic member 213 is a spring connected between the coil assembly housing and the spring retainer of the center carrier 212. When the tank end 13 is under positive pressure, the high-pressure airflow acting on the first valve disc 211 drives the center carrier 212 to overcome the first elastic member 213 and move toward the armature 214, thereby opening the first gap 331 to relieve pressure.

[0039] In one embodiment, a connecting structure is formed between the armature 214 and the center carrier 212. The connecting structure includes a convex connecting protrusion 2141 and a connecting portion. The connecting portion includes a movable groove for the convex connecting protrusion 2141 to move. The convex connecting protrusion 2141 is mounted on the center carrier 212, while the connecting portion is mounted on the armature 214. The first elastic member 213 is sleeved onto the outer side of the connecting structure. This arrangement facilitates the coil assembly to drive the armature 214 to move the center carrier 212, and also facilitates the second valve disc 31 to drive the center carrier 212 toward the armature 214, overcoming the first elastic member 213. Of course, in other embodiments, the connecting portion may be mounted on the armature, and the convex connecting protrusion 2141 may be mounted on the center carrier 212.

[0040] Please refer to Figure 4 and Figure 5 In one embodiment, the connecting portion includes a first connecting body 2121 and a second connecting body 2122 symmetrically arranged at the ends of the central carrier 212, the first connecting body 2121 and the second connecting body 2122 are arranged to form a movable groove, and the first connecting body 2121 and the second connecting body 2122 are configured to be elastically shaped toward the axial direction away from the movable groove. The first connector 2121 and the second connector 2122 are both made of elastically deformable, non-rigid materials. By configuring the connection portion to enclose the first connector 2121 and the second connector 2122, when both the armature 214 and the center carrier 212 apply pressure to the connection structure, the first connector 2121 and the second connector 2122 can expand bilaterally, causing the axes of the center carrier 212 and the armature 214 to swing at an acute angle to each other. When the pressure ceases, the first connector 2121 and the second connector 2122 return to their original alignment, and under the action of the first elastic member 213, the axes of the center carrier 212 and the armature 214 are realigned, thereby providing the axes of the center carrier 212 and the armature 214 with a floating, swinging, self-centering function. Of course, in other embodiments, the connection portion may also be composed of three or four connectors, which can be configured as needed and are not specifically limited herein.

[0041] The movable groove has a first limiting surface and a second limiting surface in the axial direction of the convex connecting cone 2141. When the convex connecting cone 2141 abuts against the first limiting surface, it can drive the central carrier 212 to move away from the lower chamber. When the convex connecting cone 2141 abuts against the second limiting surface, it can drive the central carrier 212 to move toward the lower chamber, thereby actively adjusting the balance state between the first elastic member and the second elastic member to open or seal the gap.

[0042] An opening is formed between the first connecting body 2121 and the second connecting body 2122 for the convex connecting cone 2141 to enter the movable groove. The width of the opening is smaller than the maximum diameter of the convex connecting cone 2141. When the convex connecting cone 2141 enters the movable groove, the first connecting body 2121 and the second connecting body 2122 are driven to undergo elastic deformation to both sides to increase the width of the opening, so that the convex connecting cone 2141 can be smoothly assembled into the movable groove. After the convex connecting cone 2141 is assembled into the movable groove, the first connecting body 2121 and the second connecting body 2122 rebound to restore the opening to its initial size, thereby locking the convex connecting cone 2141 in the movable groove.

[0043] The mechanical pressure relief assembly 30 includes a second valve disc 31 movably arranged in the pressure relief channel and a second elastic member 32 that drives the second valve disc 31 to move toward the upper chamber 11. A gap 33 is formed between the second valve disc 31 and the inner wall of the pressure relief channel. The force applied to the second valve disc 31 by the second elastic member 32 causes the second valve disc 31 to have a tendency to move toward the upper chamber 11.

[0044] The projection of the first valve disc 211 in the axial direction of the pressure relief channel covers the gap 33, and the projection of the flow hole 2111 in the axial direction of the pressure relief channel falls on the second valve disc 31. In this embodiment, the first elastic member 213 and the second elastic member 32 are both springs and are both in a compressed state. Under normal conditions, the first valve disc 211 holds the second valve disc 31 in the pressure relief channel and the first valve disc 211 covers the sealing surface 15 and the second valve disc 31. At this time, the force applied by the first elastic member 213 on the first valve disc 211 is equal to the force applied by the second elastic member 32 on the second valve disc 31. The two are in a balanced state and the gap 33 is blocked by the first valve disc 211. Preferably, the force applied by the first elastic member 213 on the first valve disc 211 is slightly greater than the force applied by the second elastic member 32 on the second valve disc 31, so that the first valve disc 211 can fit tightly against the sealing surface 15, thereby ensuring the sealing effect of the first valve disc 211 on the gap 33. Of course, in other embodiments, the first valve disc 211 may also be of a size comparable to the pressure relief channel. Under the action of the first elastic member 213, the force applied by the first elastic member 213 on the first valve disc 211 is slightly greater than the force applied by the second elastic member 32 on the second valve disc 31, and the first valve disc 211 partially extends into the pressure relief channel to block the pressure relief channel, thereby achieving the blocking of the gap 33.

[0045] Under normal conditions, the first valve disc 211 abuts against the sealing surface 15, and the second valve disc 31 abuts against the bottom of the first valve disc 211. At this time, the second valve disc 31 is partially located in the lower chamber 12 and partially located in the pressure relief channel. When the solenoid valve assembly 20 is energized to drive the first valve disc 211 to move upward, the second valve disc 31 moves upward with the first valve disc 211, so that the second valve disc 31 partially extends into the upper chamber.

[0046] In one embodiment, the gap 33 includes a first gap 331 and a second gap 332, arranged sequentially from the upper chamber 11 toward the lower chamber 12. The first gap 331 is smaller than the second gap 332, and the projection of the first valve disc 211 at least covers the first gap 331. When the first valve disc 211 moves upward to open the first gap 331 for pressure relief, the high-pressure airflow must first pass through the first gap 331 and then through the second gap 332 to enter the lower chamber 12. At this time, because the first gap 331 is relatively small, the pressure relief is slow in the initial stage. However, due to the upward movement of the first valve disc 211, the force exerted by the first valve disc 211 on the second valve disc 31 becomes smaller, breaking the equilibrium state of the first valve disc 211 and the second valve disc 31. The second elastic member 32 drives the second valve disc 31 to move upward, so that the upper chamber 11 and the lower chamber 12 are connected only through the second gap 332, thereby increasing the pressure relief flow and improving the pressure relief rate. By setting such a stepped first gap 331 and second gap 332, the pressure relief process is gradual, avoiding the safety hazard caused by instantaneous high-pressure release.

[0047] Please refer to Figure 4 In this embodiment, the second valve disc 31 includes a second valve disc body 311 and wing portions 312 extending radially from the ends of the second valve disc body 311. A first gap 331 is formed between the wing portions 312 and the pressure relief channel, and a second gap 332 is formed between the second valve disc body 311 and the pressure relief channel. With this arrangement, when the first valve disc 211 moves upward, the first gap 331 is opened to provide initial pressure relief. The second elastic member 32 then forces the second valve disc 311 upward until the wing portions 312 are fully inserted into the upper chamber 11. At this point, the first gap 331 formed between the wing portions 312 and the pressure relief channel disappears, leaving only the second pressure relief channel between the second valve disc 31 and the pressure relief channel, thereby achieving progressive pressure relief.

[0048] In one embodiment, an annular sealing ring 2112 is provided on the first valve disc 211. The projection of the annular sealing ring 2112 obscures the first gap 331 and is partially located on the sealing surface 15 and the second valve disc 31. An outer sealing lip is provided on the outer edge of the annular sealing ring 2112, and an inner sealing lip is provided on the inner edge. When the first valve disc 211 is abutted against the sealing surface 15 by the action of the first elastic member 213, the outer sealing lip abuts against the sealing surface 15, while the inner sealing lip abuts against the second valve disc 31. Under the action of the second elastic member 32, the outer sealing lip abuts against the sealing surface 15 and the upper surface of the second valve disc 31, respectively, thereby enhancing the sealing effect of the sealing ring on the gap 33. Of course, in other embodiments, the first valve disc 211 can be directly provided as a sealing ring, with the first gap 331 being sealed solely by the first valve disc 211.

[0049] In one embodiment, a guide structure is formed between the central carrier 213 and the second valve disc 31 to drive the second valve disc 31 to move along the axis of the pressure relief passage. Since the second valve disc 31 moves within the pressure relief passage, a guide structure is provided to limit the movement of the second valve disc 31 along the axis of the pressure relief passage to prevent interference between the movement direction of the second valve disc 31 and the pressure relief passage. The guide structure is disposed between the second valve disc 31 and the first valve disc 211. When the solenoid valve assembly 20 is energized, the second valve disc 31 moves in the direction of the central carrier 213. Furthermore, when the solenoid valve assembly 20 is energized, the tank end 13 is under negative pressure, and the second valve disc 31 returns to its original position after downward movement and pressure relief, the guide structure allows the second valve disc 31 to return to its original position along the axis of the pressure relief passage, re-engaging and sealing with the first valve disc 211.

[0050] In this embodiment, the guide structure includes a guide post 2113 and a guide groove 34. The guide post 2113 is disposed on the first valve disc 211, and the guide groove 34 is disposed on the second valve disc 31. The guide post 2113 and guide groove 34 enable the second valve disc 31 to move along the guide direction of the first valve disc 211, thereby limiting the movement direction of the second valve disc 31. Simultaneously, when the tank port 13 receives tank overload pressure, air pressure exerts pressure on the first valve disc 211 through the flow hole 2111 of the second valve disc 31. When the tank overload pressure reaches a certain level, the first valve disc 211 overcomes the second elastic member 32 and moves along the guide direction of the central carrier 212, changing the sealing state between the first valve disc 211 and the second valve disc 31 and achieving the desired airflow effect. Of course, in other embodiments, the guide groove 34 may be disposed on the first valve disc 211, and the guide post 2113 may be disposed on the second valve disc 31.

[0051] The integrated high-pressure fuel tank isolation valve for hybrid vehicles has three working conditions, the three working conditions are as follows: First, please refer to Figure 6 , the flow direction of the pressure relief flow is a. When the solenoid valve assembly 20 is energized, the armature 214 moves upward to drive the central carrier 212 to move upward, thereby causing the first valve disc 211 to move upward, so that the annular sealing ring 2112 opens away from the sealing surface 15, and then opens the first gap 331 between the second valve disc 31 and the pressure relief channel to perform preliminary pressure relief. At the same time, since the upward movement of the armature 214 breaks the balance between the first elastic member 213 and the second elastic member 32, the second elastic member 32 relaxes to drive the second valve disc 31 to move upward, so that the second gap 332 formed between the second valve disc body 311 and the pressure relief channel becomes a pressure relief channel between the upper chamber 11 and the lower chamber 12, thereby accelerating the pressure relief process.

[0052] Second, please refer to Figure 7The direction of the pressure relief flow is b. When the vehicle does not use the engine for a long time, there is a large amount of oil and gas vapor inside its fuel tank. When the fuel tank end 13 is in a positive pressure state, the high-pressure airflow from the fuel tank end 13 acts on the second valve disc 31 through the flow hole 2111 to drive the second valve disc 31 to move downward to compress the second elastic member 32, thereby forming a new pressure relief channel between the second valve disc 31 and the annular sealing ring 2112. The airflow from the fuel tank end 13 enters the lower chamber 12 through the flow hole 2111 and the new pressure relief channel, and is discharged from the carbon canister end 14.

[0053] Third, please refer to Figure 8 , the pressure relief flow direction is c. When the vehicle is always running with the engine and the vehicle does not provide an electrical signal to the solenoid valve, or under extreme conditions, when the fuel tank end 13 is in a negative pressure state, the high-pressure airflow from the carbon canister end 14 acts on the annular sealing ring 2112 through the gap 33 to drive the first valve disc 211 to move upward, so that the central carrier 212 moves upward and the first elastic member 213 is compressed, thereby opening the first gap 331 between the second valve disc 31 and the pressure relief channel for preliminary pressure relief. At the same time, since the upward movement of the central carrier 212 breaks the balance between the first elastic member 213 and the second elastic member 32, the second elastic member 32 relaxes to drive the second valve disc 31 to move upward, so that the second gap 332 formed between the second valve disc body 311 and the pressure relief channel becomes a pressure relief channel between the upper chamber 11 and the lower chamber 12, thereby accelerating the pressure relief process.

[0054] The present application provides a vehicle, comprising the above integrated high-pressure fuel tank isolation valve for hybrid vehicles.

[0055] The present invention provides a first elastic member connected to the first valve disc on the solenoid valve assembly, thereby holding the second valve disc, which is connected to the lower chamber via the second elastic member, against the pressure relief passage between the upper and lower chambers. The first valve disc seals the gap between the second valve disc and the pressure relief passage. When the solenoid valve assembly is energized or when the fuel tank end is under negative pressure, the first valve disc is driven upward to open the gap for pressure relief. When the fuel tank end is under negative pressure, airflow drives the second valve disc to compress the second elastic member, causing the second valve disc to move toward the lower chamber away from the first valve disc, thereby connecting the flow hole in the first valve disc with the upper and lower chambers for pressure relief. The first and second valve discs cooperate to open or close the pressure relief passage, eliminating the need for independent sealing surfaces and independent rubber valves for control of the two valves. This significantly reduces the high-precision sealing requirements and thus reduces production costs. In addition, the second valve disc is movably connected to the armature via a central carrier. The elastic deformation of the connector enables the central carrier and the armature to swing relative to each other while providing a self-centering function, thereby reducing the assembly precision requirements for both.

[0056] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0057] The above-described embodiments merely represent several implementations of the present invention. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that a person skilled in the art would be able to make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements fall within the scope of protection of the present invention. Therefore, the scope of protection of the present utility model patent shall be determined by the appended claims.

Claims

1. An integrated high-pressure fuel tank isolation valve for hybrid vehicles, characterized in that: The integrated high-pressure tank isolation valve comprises: The housing has an upper chamber connected to the fuel tank and a lower chamber connected to the carbon canister formed therein, a sealing surface formed between the upper chamber and the lower chamber, and a pressure relief passage connected to the upper chamber and the lower chamber formed on the sealing surface; a solenoid valve assembly located in the upper chamber, the solenoid valve assembly comprising an armature assembly and a first elastic member driving the armature assembly to move toward the lower chamber, the armature assembly comprising an armature, a center carrier movably connected to the armature, and a first valve disc disposed at an end of the center carrier, the first valve disc being provided with a flow hole, a connecting structure being formed between the armature and the center carrier, the connecting structure comprising a convex connecting cone and a connecting portion, the connecting portion comprising a plurality of connecting bodies spaced apart around the circumference of the convex connecting cone, a movable groove being formed between the plurality of connecting bodies for allowing the convex connecting cone to move along its axial direction, and the plurality of connecting bodies being configured to undergo elastic deformation in an axial direction away from the movable groove; A mechanical pressure relief assembly includes a second valve disc movably arranged in the pressure relief channel and a second elastic member driving the second valve disc to move toward the upper chamber, a gap is formed between the second valve disc and the inner wall of the pressure relief channel, the force applied to the second valve disc by the second elastic member causes the second valve disc to have a tendency to move toward the upper chamber, the projection of the first valve disc in the axial direction of the pressure relief channel covers the gap, and the projection of the flow hole in the axial direction of the pressure relief channel falls on the second valve disc.

2. The integrated high-pressure fuel tank isolation valve for hybrid vehicles according to claim 1, characterized in that: The gap includes a first gap and a second gap sequentially arranged from the upper chamber side toward the lower chamber side, the first gap is smaller than the second gap, and the projection of the first valve disc at least covers the first gap.

3. The integrated high-pressure fuel tank isolation valve for hybrid vehicles according to claim 2, characterized in that: The second valve disc includes a second valve disc body and a wing portion radially extending from the end of the second valve disc body. The first gap is formed between the wing portion and the pressure relief channel, and the second gap is formed between the second valve disc body and the pressure relief channel.

4. The integrated high-pressure fuel tank isolation valve for hybrid vehicles according to claim 1, characterized in that: An annular sealing ring is provided on the first valve disc. The projection of the annular sealing ring blocks the first gap and is partially located on the sealing surface and the second valve disc.

5. The integrated high-pressure fuel tank isolation valve for hybrid vehicles according to claim 1, characterized in that: A guide structure is formed between the central carrier and the second valve disc to drive the second valve disc to move in the axial direction of the pressure relief channel.

6. The integrated high-pressure fuel tank isolation valve for hybrid vehicles according to claim 5, characterized in that: The guide structure includes a guide column and a guide groove, one of the guide column and the guide groove is arranged on the first valve disc, and the other is arranged on the second valve disc.

7. The integrated high-pressure fuel tank isolation valve for hybrid vehicles according to claim 1 or 6, characterized in that: The solenoid valve assembly further includes a coil assembly for driving the armature to move, and the first elastic member is connected between the central carrier and a housing of the coil assembly.

8. The integrated high-pressure fuel tank isolation valve for a hybrid vehicle according to claim 7, characterized in that: The connector includes a first connector and a second connector symmetrically arranged at the ends of the central carrier, the first connector and the second connector surround the movable groove, and the first connector and the second connector are configured to be elastically deformable toward an axial direction away from the movable groove.

9. The integrated high-pressure fuel tank isolation valve for a hybrid vehicle according to claim 8, characterized in that: An opening for the convex connecting cone to enter the movable groove is formed between the first connecting body and the second connecting body, and a width of the opening is smaller than a maximum diameter of the convex connecting cone.

10. A vehicle, characterized in that: The invention comprises the integrated high-pressure fuel tank isolation valve for a hybrid vehicle according to any one of claims 1 to 9.

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