A tank tip valve split flow design mechanism

Abstract

This utility model relates to the field of automotive valve technology, and in particular to a fuel tank tipping valve diversion design mechanism, including a valve body, a connecting flange on the valve body, an air inlet on the upper end face of the valve body, an air inlet pipe on the connecting flange communicating with the air inlet, and a through hole on the valve body communicating with the fuel tank. The valve body includes a first valve chamber and a second valve chamber, which are connected by a connecting hole. A valve core assembly is slidably disposed in the second valve chamber. A connector is disposed in the first valve chamber, and a sealing element is slidably disposed below the connector in the first valve chamber. An exhaust channel is provided on the connector extending to one side from its center. The sealing element can open and close the exhaust channel. An exhaust groove is provided in the middle of the connector, and the exhaust groove communicates with the air inlet. An exhaust pipe is provided on the connecting flange communicating with the exhaust channel. The beneficial effects of this utility model are: providing an air inlet to realize the functions of fuel pump supply and air intake, and fuel tank refueling and exhaust, thus providing a fuel tank tipping valve diversion design mechanism.

Description

Technical Field

[0001] This utility model relates to the field of automotive valve technology, specifically to a flow diversion design mechanism for a fuel tank tipping valve. Background Technology

[0002] For fuel to flow from a car's fuel tank, the air pressure inside and outside the tank needs to be balanced. Therefore, an internal and external gas exchange pipe needs to be installed on the top cover of the fuel tank. The fuel tank tipping valve is located inside the internal and external gas exchange pipe on the inside side of the top cover of the fuel pump assembly. It is used to prevent fuel from overflowing from the gas exchange pipe due to bumps or tipping of the car.

[0003] However, the existing tipping valve's air inlet is only used to balance the gas pressure in the fuel tank when the fuel pump supplies fuel. When refueling at a high fuel level, the gas pressure in the fuel tank increases. To avoid the risk of fuel overflow, the anti-overflow mechanism will slow down the refueling speed and the exhaust speed of the vent will also slow down, resulting in reduced efficiency. The gas pressure in the fuel tank cannot be released in time, which may cause the fuel nozzle to frequently shut off, prolonging the refueling time. Summary of the Invention

[0004] The technical problem to be solved by this utility model is to address the shortcomings of the prior art by providing a system that separates the air inlet and outlet, while the air inlet of the tipper valve enables the oil pump to supply oil and air, and the oil tank to refuel and exhaust.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a fuel tank tipping valve diversion design mechanism, comprising a valve body, a connecting flange on the valve body, an air inlet on the upper end face of the valve body, an air inlet pipe communicating with the air inlet on the connecting flange, and a through hole connected to the fuel tank on the valve body. The valve body comprises a first valve chamber and a second valve chamber, which are connected through the connecting hole. A valve core assembly capable of opening and closing the connecting hole is slidably disposed within the second valve chamber. A connecting member is disposed within the first valve chamber, and a sealing member is slidably disposed below the connecting member within the first valve chamber. The connecting member extends to one side from its center to form an exhaust channel, and the sealing member is capable of opening and closing the exhaust channel. Several exhaust grooves are formed in the middle of the connecting member, and these exhaust grooves communicate with the air inlet. An exhaust pipe communicating with the exhaust channel is disposed on the connecting flange.

[0006] The above technical solution, compared with the prior art where the air intake is only used for fuel pump supply and air intake, utilizes the connection and sealing components of this invention. When the engine continuously consumes fuel, the fuel pump continuously draws fuel from the tank, causing the tank pressure to gradually decrease, triggering air intake demand. During fuel pump supply and air intake, the valve core assembly is away from the connection hole. Air then enters the first valve chamber through the intake pipe, via the intake hole and exhaust channel, then through the connection hole into the second valve chamber, and finally through the through hole into the fuel tank, balancing the air pressure. During the initial refueling stage, after fuel is injected into the tank, the fuel tank... The internal air is compressed, and oil and air enter the second valve chamber. The air is discharged into the first valve chamber through the connection hole and then into the exhaust pipe through the exhaust channel. At this time, there is still a large space in the fuel tank, and the air pressure rises only slightly. As refueling continues, the fuel level rises higher and higher. At this time, the valve core assembly rises with buoyancy and gradually closes the connection hole. At the same time, the air pressure rises sharply, pushing the seal upward and gradually narrowing the exhaust channel inlet to prevent a small amount of fuel from being sprayed out through the exhaust channel. Meanwhile, the air can be discharged from the air intake through the exhaust channel, accelerating the exhaust efficiency.

[0007] A further feature of this invention is that an exhaust hole is vertically downwardly opened at one end of the exhaust channel near the center. The sealing element can open and close the exhaust hole. The exhaust hole is flared from top to bottom. A sealing ball head is provided at the upper end of the sealing element. The sealing ball head can be located inside the exhaust hole, thereby closing the exhaust channel.

[0008] The above technical solution is adopted: the exhaust port is set with a flared opening. When exhausting, the gas flows into the exhaust channel through the flared opening. The flared opening can promote the increase of air flow rate and the decrease of pressure. At the same time, when the sealing element moves upward due to air pressure, the sealing ball head gradually contacts the exhaust port, which can gradually reduce the air discharge and reduce the discharge speed, instead of directly closing the exhaust port.

[0009] A further feature of this invention is that the valve core assembly includes at least one float, and the upper end of the float is provided with a sealing diaphragm, which can open and close the connection hole.

[0010] The above technical solution is adopted: by setting up a float, when the fuel is filled to a certain height, the float gradually rises due to buoyancy, so that the sealing diaphragm can close the connection hole and prevent fuel from overflowing.

[0011] A further feature of this invention is that: a lower valve cover is detachably provided at the lower end of the valve body, a mounting boss is provided on the lower valve cover, a mounting cavity is provided at the bottom of the float, and a compression spring is provided between the float and the lower valve cover. One end of the compression spring is connected to the mounting boss, and the other end is connected to the mounting cavity. The elastic force of the compression spring is less than the weight of the float.

[0012] The above technical solution is adopted: the elastic force of the compression spring is less than the weight of the float. Therefore, when there is no oil buoyancy, the float can fall due to gravity, so that the compression spring is in a compressed state. When the oil enters the second valve chamber, the float can rise under the combined action of the oil buoyancy and the elastic force of the compression spring, causing the sealing diaphragm to close the connection hole.

[0013] A further feature of this invention is that two latching blocks are provided on both sides of the lower outer wall of the valve body, and the lower valve cover is provided with latching grooves for the latching blocks to engage.

[0014] The above technical solution is adopted: by setting the snap-fit ​​block and snap-fit ​​groove, the lower valve cover is placed on the lower end of the valve body. After the snap-fit ​​block is squeezed and deformed, it can be snapped into the snap-fit ​​groove to realize the snap-fit ​​connection, which is convenient for workers to assemble.

[0015] A further feature of this invention is that a positioning block is provided on the outer wall of the valve body between the snap-fit ​​blocks, and a positioning groove corresponding to the positioning block is provided on the lower valve cover.

[0016] The above technical solution achieves the positioning function before the lower valve cover is installed by setting the positioning block and positioning groove. Simply align the positioning groove with the positioning block and install it so that the snap block can be snapped into the snap groove, thus completing the installation.

[0017] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of this utility model.

[0019] Figure 2 This is a cross-sectional view of the present invention.

[0020] Figure 3 This utility model Figure 2 Enlarged view of point A in the middle.

[0021] Figure 4 This is an exploded view of the present invention.

[0022] Figure 5 This is a schematic diagram of the connector structure of this utility model.

[0023] Figure 6 These are cross-sectional views of this utility model from different perspectives.

[0024] Labeling: Valve body 1, air inlet 11, first valve chamber 12, connector 121, exhaust channel 121a, exhaust groove 121b, exhaust hole 121c, seal 122, sealing ball head 122a, second valve chamber 13, valve core assembly 131, float 131a, mounting cavity 1311a, sealing diaphragm 131b, compression spring 131c, connecting hole 14, snap-fit ​​block 15, positioning block 16, connecting flange 2, air inlet pipe 21, exhaust pipe 22, lower valve cover 3, mounting boss 31, snap-fit ​​groove 32, positioning groove 33. Detailed Implementation

[0025] In the accompanying drawings of this specific embodiment and the disclosed embodiments, only the structures involved in the disclosed embodiments are involved. Other structures can be referred to with ordinary design. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but as long as they are within the scope of the claims of this utility model, they are protected by patent law.

[0026] like Figure 1-6 The illustrated fuel tank tipping valve diversion design mechanism includes a valve body 1, a connecting flange 2 on the valve body 1, an air inlet 11 on the upper end face of the valve body 1, an air inlet pipe 21 communicating with the air inlet 11 on the connecting flange 2, a through hole on the valve body 1 connecting to the fuel tank, and the valve body 1 including a first valve chamber 12 and a second valve chamber 13, which are connected by a connecting hole 14. A valve core assembly 131 capable of opening and closing the connecting hole 14 is slidably disposed in the second valve chamber 13; the first valve chamber... A connector 121 is provided inside the first valve chamber 12. A sealing element 122 is slidably provided below the connector 121 inside the first valve chamber 12. An exhaust channel 121a is provided on one side of the connector 121 with its center as the starting point. The sealing element 122 can open and close the exhaust channel 121a. Several exhaust grooves 121b are provided in the middle of the connector 121, and the exhaust grooves 121b are connected to the air inlet 11. An exhaust pipe 22 connected to the exhaust channel 121a is provided on the connecting flange 2.

[0027] like Figure 2-3 The exhaust passage 121a shown has an exhaust hole 121c vertically downward at one end near the center. The sealing member 122 can open and close the exhaust hole 121c. The exhaust hole 121c is flared from top to bottom. The upper end of the sealing member 122 is provided with a sealing ball head 122a. The sealing ball head 122a can be located inside the exhaust hole 121c, thereby closing the exhaust passage 121a.

[0028] like Figure 2-6 The valve core assembly 131 shown includes at least one float 131a, the upper end of which is provided with a sealing diaphragm 131b, which can open and close the connection hole 14; as Figure 6The valve body 1 shown is detachably provided with a lower valve cover 3 at its lower end. The lower valve cover 3 is provided with a mounting boss 31. The bottom of the float 131a is provided with a mounting cavity 1311a. A compression spring 131c is provided between the float 131a and the lower valve cover 3. One end of the compression spring 131c is connected to the mounting boss 31, and the other end is connected to the mounting cavity 1311a. The elastic force of the compression spring 131c is less than the weight of the float 131a.

[0029] like Figure 4 The valve body 1 shown has two latching blocks 15 on each side of the lower outer wall. The lower valve cover 3 has a latching groove 32 for latching the latching blocks 15. The valve body 1 has a positioning block 16 between the latching blocks 15 on the outer wall. The lower valve cover 3 has a positioning groove 33 corresponding to the positioning block 16.

[0030] In use, unlike existing technologies where the air intake is only used for fuel pump supply and air intake, this invention, through the connection 121 and the seal 122, allows for continuous fuel intake. As the engine continuously consumes fuel, the fuel pump continuously draws fuel from the tank, causing the tank pressure to gradually decrease, triggering an air intake demand. During fuel pump supply and air intake, the valve core assembly 131 is away from the connection hole 14. Air then enters the first valve chamber 12 through the intake pipe 21, via the intake hole 11 and the exhaust channel 121b, then through the connection hole 14 into the second valve chamber 13, and finally through the through hole into the fuel tank, balancing the air pressure. During the initial refueling stage, after fuel is injected into the tank, air in the tank... When compressed, oil and air enter the second valve chamber 13. Air is discharged into the first valve chamber 12 through the connecting hole 14 and into the exhaust pipe 22 through the exhaust channel 121a. At this time, the remaining space in the fuel tank is large, and the air pressure rises only slightly. As refueling continues, the fuel level rises higher and higher. At this time, the valve core assembly 131 gradually closes the connecting hole 14 as it rises due to buoyancy. Simultaneously, the air pressure rises sharply, pushing the seal 122 upward and gradually narrowing the inlet of the exhaust channel 121a to prevent a small amount of fuel from being ejected through the exhaust channel 121a. Meanwhile, air can be discharged from the air inlet 11 through the exhaust channel 121b, accelerating the exhaust efficiency.

Claims

1. A flow diversion design mechanism for a fuel tank tipping valve, comprising a valve body, a connecting flange on the valve body, an air inlet on the upper end face of the valve body, an air inlet pipe communicating with the air inlet on the connecting flange, and a through hole on the valve body connected to the fuel tank, characterized in that: The valve body includes a first valve chamber and a second valve chamber, which are connected by a connecting hole. A valve core assembly capable of opening and closing the connecting hole is slidably disposed in the second valve chamber. A connector is disposed in the first valve chamber, and a sealing element is slidably disposed below the connector in the first valve chamber. An exhaust channel is provided on the connector extending to one side from its center. The sealing element can open and close the exhaust channel. Several exhaust grooves are opened in the middle of the connector, and the exhaust grooves are connected to the air inlet. An exhaust pipe connected to the exhaust channel is provided on the connecting flange.

2. The oil tank tipping valve diversion design mechanism according to claim 1, characterized in that: An exhaust hole is vertically downward at one end of the exhaust channel near the center. The sealing element can open and close the exhaust hole. The exhaust hole is flared from top to bottom. A sealing ball is provided at the upper end of the sealing element. The sealing ball can be located inside the exhaust hole, thereby closing the exhaust channel.

3. The oil tank tipping valve diversion design mechanism according to claim 2, characterized in that: The valve core assembly includes at least one float, and the upper end of the float is provided with a sealing diaphragm, which can open and close the connection hole.

4. The oil tank tipping valve diversion design mechanism according to claim 3, characterized in that: The lower end of the valve body is detachably provided with a lower valve cover, the lower valve cover is provided with a mounting boss, the bottom of the float is provided with a mounting cavity, a compression spring is provided between the float and the lower valve cover, one end of the compression spring is connected to the mounting boss and the other end is connected to the mounting cavity, and the elastic force of the compression spring is less than the weight of the float.

5. The oil tank tipping valve diversion design mechanism according to claim 4, characterized in that: Two latching blocks are provided on both sides of the lower outer wall of the valve body, and the lower valve cover is provided with latching grooves for the latching blocks to engage.

6. The oil tank tipping valve diversion design mechanism according to claim 5, characterized in that: The valve body has a positioning block located between the snap-fit ​​blocks on its outer wall, and the lower valve cover has a positioning groove corresponding to the positioning block.

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