An oil and gas management valve assembly and fuel tank system, and a vehicle

Abstract

This utility model provides an oil / gas management valve assembly and fuel tank system, as well as a vehicle, relating to the field of fuel tank technology. The oil / gas management valve assembly includes a housing, an isolation mechanism, and a refueling limiting mechanism. A first partition of the housing divides the housing body's accommodating cavity into a first chamber and a second chamber. The first chamber wall has a first opening for communication with the carbon canister, and the second chamber wall has a second opening for communication with the fuel tank. A third opening is provided on the first partition. The isolation mechanism is at least partially disposed within the first chamber, used to open or close the third opening on the side of the first partition facing the first chamber. The refueling limiting mechanism is disposed within the second chamber, used to open or close the third opening on the side of the first partition facing the second chamber. This utility model's oil / gas management valve assembly, by integrating the isolation mechanism and the refueling limiting mechanism, simplifies the structure of the oil / gas management valve assembly and the fuel tank system in which it is applied, reduces overall size and space occupation, and improves assembly efficiency and maintenance convenience.

Description

Technical Field

[0001] This utility model relates to the field of fuel tank technology, specifically to an oil and gas management valve assembly and fuel tank system, and a vehicle. Background Technology

[0002] To prevent automotive fuel from evaporating into the atmosphere, cars are typically equipped with carbon canisters to adsorb fuel vapors and recycle them. To ensure the proper functioning of the carbon canisters and prevent saturation and failure of the adsorption material, regular desorption and cleaning are necessary. This is usually achieved by starting the engine and introducing the adsorbed fuel vapors into the engine's combustion chamber for combustion. However, for plug-in hybrid electric vehicles (PHEVs), which have the capability to operate on pure electric power, their engines may not start for extended periods. This can easily lead to the carbon canisters failing to desorb in a timely manner, causing adsorption saturation and fuel vapor overflow, resulting in excessive emissions and air pollution.

[0003] To address this, related technologies employ fuel tank systems without ventilation (i.e., the fuel tank is not directly connected to the atmosphere) to prevent fuel vapors from being directly released into the atmosphere. However, such fuel tank systems in these technologies have relatively complex structures, especially with numerous and intricately arranged pipes and valves, leading to increased system size and space requirements, as well as increased maintenance difficulty and the risk of malfunction. Utility Model Content

[0004] The problem this invention addresses is: how to simplify the structure of a fuel tank system.

[0005] To solve the above problems, this utility model provides an oil and gas management valve assembly and fuel tank system, and a vehicle.

[0006] In a first aspect, this utility model provides an oil and gas management valve assembly, including a housing, an isolation mechanism, and a refueling limiting mechanism. The housing includes a shell body with a receiving cavity and a first partition disposed within the receiving cavity, the first partition dividing the receiving cavity into a first chamber and a second chamber. The first chamber has a first opening on its wall for connecting the first chamber to a carbon canister, and the second chamber has a second opening on its wall for connecting the second chamber to an oil tank. The first partition has a third opening for connecting the first chamber and the second chamber. The isolation mechanism is at least partially disposed within the first chamber and is used to open or close the third opening on the side of the first partition facing the first chamber. The refueling limiting mechanism is disposed within the second chamber and is used to open or close the third opening on the side of the first partition facing the second chamber.

[0007] Optionally, the oil and gas management valve assembly further includes a breather valve disposed through the first partition. The breather valve is configured to enable unidirectional flow from the second chamber to the first chamber when the pressure in the second chamber is greater than a first preset pressure value, or to enable unidirectional flow from the first chamber to the second chamber when the pressure in the second chamber is less than a second preset pressure value.

[0008] Optionally, the oil and gas management valve assembly further includes a protection valve, which is disposed at the interface of the breather valve for communicating with the second chamber. The breather valve communicates with the second chamber through the protection valve. The protection valve is configured to shut off when the liquid level in the second chamber exceeds a preset liquid level height or when the oil tank posture is abnormal, or to open when the liquid level in the second chamber does not exceed the preset liquid level height and the oil tank posture is normal.

[0009] Optionally, the housing further includes a second partition disposed within the second cavity, the second partition dividing the second cavity into a liquid accumulation cavity and a refueling limiting cavity, the liquid accumulation cavity being located between the first cavity and the refueling limiting cavity; the second partition is provided with a fourth opening for communicating between the liquid accumulation cavity and the refueling limiting cavity, and the liquid accumulation cavity communicating with the first cavity through the third opening; the second opening is disposed on the cavity wall of the refueling limiting cavity; the refueling limiting mechanism is disposed within the refueling limiting cavity, for opening or closing the fourth opening on the side of the second partition away from the first partition.

[0010] Optionally, the isolation mechanism includes a first drive structure and a first cover, wherein the first cover is disposed at one end of the first drive structure facing the third opening; the first drive structure is used to drive the first cover to move to a position to open or close the third opening; And / or, the refueling limiting mechanism includes a second drive structure and a second cover, the second cover being disposed at one end of the second drive structure facing the fourth opening; the second drive structure is used to drive the second cover to move to a position where the fourth opening is opened or closed.

[0011] Optionally, the first drive structure includes a solenoid valve, and the first cover is disposed at one end of the valve core of the solenoid valve facing the third opening.

[0012] Optionally, the oil and gas management valve assembly further includes a liquid level monitoring mechanism disposed in the refueling limiting cavity and / or the oil tank; the second drive structure includes an active drive structure; the second cover is disposed at one end of the active drive structure facing the fourth opening; the active drive structure is communicatively connected to the liquid level monitoring mechanism. Alternatively, the second drive structure includes a passive drive structure, with the second cover disposed at one end of the passive drive structure facing the fourth opening; the passive drive structure is configured to float with the fuel level in the refueling limiting chamber.

[0013] Optionally, the isolation mechanism and the refueling limit mechanism are communicatively connected.

[0014] Secondly, this utility model provides a fuel tank system, including a fuel tank and an oil and gas management valve assembly as described in the first aspect.

[0015] Thirdly, this utility model provides a vehicle including the oil and gas management valve group as described in the first aspect, or the fuel tank system as described in the second aspect.

[0016] The beneficial effects of this utility model's oil and gas management valve assembly, fuel tank system, and vehicle are as follows: The oil and gas management valve assembly of this utility model integrates structures such as the isolation mechanism for oil and gas isolation and the refueling limit mechanism for refueling limit (or fuel level limit) by setting a shell. This reduces the number of independent pipelines and external valve bodies required in the fuel tank system where the oil and gas management valve assembly is applied, lowers the complexity and assembly difficulty of the fuel tank system structure, reduces the overall volume and space occupation, and improves assembly efficiency and maintenance convenience. Furthermore, the integrated design helps improve the sealing performance of the oil and gas management valve assembly and the fuel tank system it is applied to, reduces the risk of leakage at connections, improves the operational reliability, stability, and service life of the fuel tank system, and further enhances the orderly management capability of fuel vapor, meeting higher emission control and environmental protection requirements. The isolation mechanism and the refueling limit mechanism are located on opposite sides of the first partition, facilitating independent separation and coordinated operation of their functions. On the one hand, this ensures the efficient execution of functions such as oil-gas isolation, oil-gas discharge (to the carbon canister), and fuel level limitation. It prevents liquid fuel from accidentally entering the carbon canister and causing contamination, while also ensuring that fuel vapor can flow and be discharged in an orderly manner according to actual operating conditions, effectively maintaining the sealing and safety of the fuel tank system. On the other hand, the independent arrangement of the two mechanisms also facilitates the optimized design and subsequent maintenance of their respective structures, improving the stability and reliability of the entire oil-gas management valve group and meeting diverse needs under different operating environments and conditions. Attached Figure Description

[0017] Figure 1 This is a cross-sectional schematic diagram of the part of the structure connecting the oil and gas management valve group to the oil tank in an embodiment of this utility model; Figure 2 This is a schematic diagram of the structure of an oil and gas management valve assembly in an embodiment of this utility model; Figure 3 This is a cross-sectional schematic diagram of an oil and gas management valve assembly in an embodiment of this utility model; Figure 4This is a cross-sectional schematic diagram of the oil and gas management valve group in an embodiment of this utility model.

[0018] Figure label: 1. Shell; 11. Shell body; 111. First opening; 112. Second opening; 12. First partition; 121. Third opening; 13. Second partition; 131. Fourth opening; 14. Receiving cavity; 141. First cavity; 142. Second cavity; 142a. Liquid accumulation cavity; 142b. Filling limit cavity; 2. Isolation mechanism; 21. First drive structure; 22. First cover; 3. Filling limit mechanism; 31. Second drive structure; 32. Second cover; 4. Breathing valve; 5. Protective valve; 6. Oil tank. Detailed Implementation

[0019] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0020] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this utility model described herein can be implemented in sequences other than those illustrated or described herein.

[0021] Combination Figure 1 , Figure 2 As shown, this utility model embodiment provides an oil and gas management valve assembly, including a housing 1, an isolation mechanism 2, and a refueling limiting mechanism 3. The housing 1 includes a shell body 11 with a receiving cavity 14 and a first partition 12 disposed within the receiving cavity 14. The first partition 12 divides the receiving cavity 14 into a first cavity 141 and a second cavity 142. The cavity wall of the first cavity 141 is provided with a first opening 111 for connecting the first cavity 141 with a carbon canister, and the cavity wall of the second cavity 142 is provided with a second opening 112 for connecting the second cavity 142 with an oil tank 6. The first partition 12 is provided with a third opening 121 for connecting the first cavity 141 and the second cavity 142. The isolation mechanism 2 is at least partially disposed within the first cavity 141 and is used to open or close the third opening 121 on the side of the first partition 12 facing the first cavity 141. The refueling limiting mechanism 3 is disposed within the second cavity 142 and is used to open or close the third opening 121 on the side of the first partition 12 facing the second cavity 142.

[0022] In this embodiment, the oil and gas management valve group can be applied to the fuel tank system and equipment (such as vehicles) that rely on the fuel tank system to provide fuel, in order to achieve effective management of fuel vapor, prevent fuel vapor from being discharged into the atmosphere in a disorderly manner, and avoid the problem of excessive emissions caused by carbon canister adsorption saturation.

[0023] The oil and gas management valve assembly is used to provide a controllable (open or closed) oil and gas (i.e. fuel vapor) passage connecting the fuel tank 6 and the carbon canister, so as to selectively open or close the oil and gas passage under different operating conditions, thereby ensuring that the internal pressure of the fuel tank 6 is maintained within a reasonable range, improving the reliability, airtightness and safety of the fuel tank system in which the oil and gas management valve assembly is applied, and effectively suppressing the escape of fuel vapor and reducing the risk of environmental pollution.

[0024] Specifically, the oil / gas management valve assembly includes a housing 1 for integrating the various components within the assembly. This reduces the number and complexity of pipes and valves required for the overall fuel tank system, simplifies the system's structure, reduces its size and space requirements, and improves assembly efficiency and maintenance convenience. Simultaneously, the integrated design of the housing 1 helps improve the sealing performance of the oil / gas management valve assembly and fuel tank system, reduces the risk of leakage at connections, and enhances their durability and reliability. The housing body 11 of the housing 1 contains a receiving cavity 14. A first partition 12 of the housing 1 is disposed within the receiving cavity 14, dividing it into a first cavity 141 and a second cavity 142 to achieve oil / gas separation (e.g., liquid fuel is located in the second cavity 142, and gaseous fuel is located in the first cavity 141). The cavity wall of the first cavity 141 (such as the side wall of the first cavity 141 on the shell body 11) is provided with a first opening 111 for connecting the first cavity 141 and the carbon canister. Fuel vapor entering the first cavity 141 can be introduced into the carbon canister through the first opening 111, realizing the orderly transportation and centralized treatment of fuel vapor. This helps to improve the systematicness and efficiency of fuel vapor management, avoid problems such as disorderly retention or leakage of fuel vapor, and thus provide effective protection for the emission control and environmental performance of the fuel tank system used in the oil and gas management valve group. The cavity wall of the second chamber 142 (such as the side wall where the second chamber 142 is located on the shell body 11) is provided with a second opening 112 for connecting the second chamber 142 and the fuel tank 6. This allows fuel vapor generated in the fuel tank 6 to enter the second chamber 142 through the second opening 112, and then be introduced into the carbon canister through the first chamber 141 for adsorption treatment. On the one hand, this achieves effective recovery and emission control of fuel vapor in the fuel tank 6, preventing fuel vapor from being directly emitted into the atmosphere, reducing the risk of environmental pollution, and improving fuel utilization to meet emission standards. On the other hand, it effectively reduces the pressure inside the fuel tank 6, especially for fuel tank systems of devices where the engine is not working for a long time and cannot effectively consume fuel vapor (such as plug-in hybrid electric vehicles). This prevents the fuel tank 6 from expanding and deforming or failing to seal due to fuel vapor accumulation, thereby improving the structural stability, operational safety, and service life of the fuel tank system in which the fuel vapor management valve group is used.

[0025] The first partition 12 is provided with a third opening 121 for connecting the first chamber 141 and the second chamber 142. The connection between the first chamber 141 and the second chamber 142 can be achieved by managing the opening and closing state of the third opening 121. The isolation mechanism 2 is at least partially disposed in the first chamber 141, such as if the isolation mechanism 2 is partially or entirely located in the first chamber 141. It is used to open or close the third opening 121 on the side of the first partition 12 facing the first chamber 141, thereby controlling (managing) the flow of oil and gas from the second chamber 142 to the first chamber 141. This helps to achieve intelligent and differentiated control of the conduction and isolation of fuel vapor according to different operating conditions, and improves the flexibility and responsiveness of oil and gas passage management. For example, under operating conditions such as engine operation, strong carbon canister desorption requirements, or high oil and gas pressure in the fuel tank 6, the isolation mechanism 2 can be controlled to open the third opening 121, allowing fuel vapor to flow smoothly into the first chamber 141 and be introduced into the carbon canister.

[0026] The refueling limiting mechanism 3 is located within the second chamber 142 and is used to open or close the third opening 121 on the side of the first partition 12 facing the second chamber 142. On one hand, it can control (manage) the flow of oil and gas from the second chamber 142 to the first chamber 141, ensuring orderly flow of the oil and gas path. On the other hand, it can limit refueling to prevent excessive liquid fuel from being added to the fuel tank 6, which could cause the liquid fuel to directly enter the carbon canister through the third opening 121 and the first chamber 141, resulting in carbon canister contamination or reduced adsorption function. For example, the refueling limiting mechanism 3 can sense or respond to the fuel level during refueling, and promptly close the third opening 121 when the fuel level rises to a set height, blocking the liquid fuel path. This improves the adaptive control capability of the refueling state, ensures a stable working environment for the carbon canister, and extends the service life of the carbon canister.

[0027] In summary, the vapor control valve assembly, by incorporating a housing, integrates the isolation mechanism 2 (for vapor separation) and the refueling limit mechanism 3 (for refueling limit, or fuel level limit). This reduces the number of independent pipelines and external valves required in the fuel tank system where the vapor control valve assembly is applied, lowers the complexity and assembly difficulty of the fuel tank system structure, reduces the overall size and space occupation, and improves assembly efficiency and maintenance convenience. Furthermore, the integrated design helps improve the sealing performance of the vapor control valve assembly and the fuel tank system it is applied to, reduces the risk of leakage at connections, improves the operational reliability, stability, and service life of the fuel tank system, and further enhances the ability to manage fuel vapor in an orderly manner, meeting higher emission control and environmental protection requirements. The isolation mechanism 2 and the refueling limit mechanism 3 are located on opposite sides of the first partition 12, which facilitates independent separation and coordinated operation of their functions. On the one hand, it ensures the efficient execution of functions such as oil and gas isolation, oil and gas discharge (to the carbon canister), and fuel level limitation. This not only prevents liquid fuel from accidentally entering the carbon canister and causing carbon canister contamination, but also ensures that fuel vapor can flow and be discharged in an orderly manner according to actual working conditions, effectively maintaining the sealing and safety of the fuel tank system. On the other hand, the independent arrangement of the two also facilitates the optimized design and subsequent maintenance of their respective structures, improving the stability and reliability of the entire oil and gas management valve group, and meeting the diverse needs under different operating environments and conditions.

[0028] It is worth noting that the operating logic and related software programs involved in the opening and closing process of the isolation mechanism 2 and the refueling limit mechanism 3 of the oil and gas management valve group are existing technologies; or in this process, the relevant personnel can manually control the opening and closing of the isolation mechanism 2 and the refueling limit mechanism 3.

[0029] Optionally, the vapor management valve assembly is sealed to the fuel tank 6 via the housing 1 to ensure the sealing of the connection between the vapor management valve assembly and the fuel tank 6, preventing fuel vapor or liquid fuel from leaking at the connection point, and improving the overall sealing reliability and operational safety of the fuel tank system to which the vapor management valve assembly is applied. In some embodiments, the housing 1 of the vapor management valve assembly and the housing of the fuel tank 6 are welded together to ensure the sealing of the connection and improve its stability.

[0030] Optionally, combined Figure 1 , Figure 3 and Figure 4 As shown, the oil and gas management valve group also includes a breather valve 4 that passes through the first partition 12. The breather valve 4 is configured to enable unidirectional flow from the second chamber 142 to the first chamber 141 when the pressure in the second chamber 142 is greater than the first preset pressure value, or to enable unidirectional flow from the first chamber 141 to the second chamber 142 when the pressure in the second chamber 142 is less than the second preset pressure value.

[0031] In this embodiment, the oil and gas management valve group is equipped with a breather valve 4 that penetrates the first partition 12. The two ends of the breather valve 4 extend into the first chamber 141 and the second chamber 142, respectively, facilitating communication between the two chambers. The breather valve 4 is configured such that: when the pressure in the second chamber 142 is higher than a first preset pressure value, the breather valve 4 automatically opens, enabling unidirectional flow from the second chamber 142 to the first chamber 141, thereby relieving excessive pressure in the oil tank 6 and preventing expansion or damage to the oil tank 6; when the pressure in the second chamber 142 is lower than a second preset pressure value (which is lower than the first preset pressure value), the breather valve 4 automatically opens, enabling unidirectional flow from the first chamber 141 to the second chamber 142, allowing gas from the first chamber 141 to enter the second chamber 142 and the oil tank 6, preventing deformation or sealing failure of the oil tank 6 due to excessive negative pressure. This effectively ensures that the pressure in the oil tank 6 is within the normal range, thereby guaranteeing the normal and stable storage and supply of oil (such as for the engine and other mechanisms) in the oil tank 6.

[0032] The breather valve 4 can be an active control valve, which actively controls the state of the breather valve 4 based on the pressure (detected) in the second chamber 142, thereby achieving more precise pressure regulation and oil and gas management. Alternatively, the breather valve 4 can be a passive control valve, such as a valve body that automatically opens and closes based on pressure difference using internal mechanical structures such as springs, diaphragms, or valve cores, requiring no external control signal, and featuring a simple structure, rapid response, and reliability. In some embodiments, the first preset pressure value and the second preset pressure value for the breather valve 4 can be set or adjusted according to actual needs to adapt to the internal pressure control requirements of different types of fuel tank systems. For example, for a breather valve 4 using a passive control valve relying on mechanical structures, the first preset pressure value and the second preset pressure value can be adjusted by adjusting the parameters of the mechanical structure (such as changing the preload of the spring, replacing the spring, etc.). For a breather valve 4 using an active control valve, the control signal parameters used to trigger the opening and closing of the valve body (such as the threshold pressure, control voltage, or current corresponding to the first preset pressure value and the second preset pressure value, etc.) can be adjusted, combined with real-time detection of the internal pressure of the oil and gas management valve group and the fuel tank 6, to achieve dynamic adjustment and precise control of the valve body opening and closing pressure points.

[0033] In this way, by further integrating the breather valve 4, the oil and gas management valve assembly can effectively reduce the number of independent pipelines and external valve bodies required in the fuel tank system to which the oil and gas management valve assembly is applied, thereby reducing the complexity and assembly difficulty of the fuel tank system structure, reducing the overall volume and space occupation, and improving assembly efficiency and maintenance convenience. Moreover, the integrated design helps to improve the sealing performance of the oil and gas management valve assembly and the fuel tank system to which it is applied, reduce the risk of leakage at the connection, improve the operational reliability, stability and service life of the fuel tank system, and further enhance the ability to manage fuel vapor in an orderly manner, so as to meet higher emission control and environmental protection requirements.

[0034] Optionally, combined Figure 1 , Figure 3 and Figure 4 As shown, the oil and gas management valve group also includes a protection valve 5. The protection valve 5 is located at the interface of the breather valve 4 for communicating with the second chamber 142. The breather valve 4 is connected to the second chamber 142 through the protection valve 5. The protection valve 5 is configured to cut off when the liquid level in the second chamber 142 exceeds the preset liquid level height or the oil tank 6 is in an abnormal position, or to open when the liquid level in the second chamber 142 does not exceed the preset liquid level height and the oil tank 6 is in a normal position.

[0035] In this embodiment, considering that the liquid level in the second chamber 142 may exceed the preset liquid level height or the fuel tank 6 may be abnormal (such as the fuel tank 6 overturning), which may cut off the contact between the liquid fuel and the breather valve 4, the oil and gas management valve group is provided with a protection valve 5 at the interface of the breather valve 4 used to communicate with the second chamber 142. By setting the protection valve 5, the liquid fuel in the second chamber 142 is prevented from flowing to the first chamber 141 and the carbon canister through the breather valve 4, thus ensuring the normal and stable operation of the carbon canister. Accordingly, the protection valve 5 is configured to shut off when the liquid level in the second chamber 142 exceeds a preset liquid level (i.e., to cut off the passage between the second chamber 142 and the interface of the breather valve 4 used to communicate with the second chamber 142), to prevent liquid fuel from flowing into the first chamber 141 and the carbon canister through the breather valve 4, thus avoiding fuel leakage and environmental pollution; and to shut off when the fuel tank 6 is in an abnormal posture (such as the fuel tank 6 tilting or overturning to a certain extent), to prevent liquid fuel from flowing into the first chamber 141 and the carbon canister through the breather valve 4, thus avoiding fuel leakage and environmental pollution. Alternatively, the protection valve 5 can achieve unidirectional flow from the first chamber 141 to the second chamber 142 when the pressure in the second chamber 142 is less than a second preset pressure value, ensuring that the breather valve 4 can normally stabilize the pressure in the fuel tank 6, so that the pressure in the fuel tank 6 is within the normal range, and will not be too high or too low, causing the fuel tank 6 to deform or fail to seal, thereby ensuring the normal and stable storage and supply of fuel in the fuel tank 6.

[0036] For example, the protection valve 5 can adopt a ball valve structure, which uses the movement of the ball within the valve seat to open and close the valve. This ball valve structure uses the force generated by changes in liquid level or the posture of the fuel tank 6 to cause the ball to roll or move, automatically cutting off or opening the passage, thereby achieving effective isolation of liquid fuel and normal flow of fuel gas. For instance, when the liquid level in the second chamber 142 changes to exceed the preset liquid level height, the ball floats up due to liquid buoyancy and moves to the valve seat sealing position, thereby cutting off the passage between the second chamber 142 and the breather valve 4; or, when the posture of the fuel tank 6 is abnormal, such as when the fuel tank 6 overturns, the ball moves towards the valve seat under the action of gravity, sealing and closing the passage, cutting off the connection between the second chamber 142 and the breather valve 4. When the liquid level in the second chamber 142 does not exceed the preset liquid level height and the posture of the fuel tank 6 is normal, there is a gap between the ball and the valve seat, ensuring normal flow of fuel gas.

[0037] In this way, by further integrating the protection valve 5, the oil and gas management valve assembly can effectively reduce the number of independent pipelines and external valve bodies required in the fuel tank system where the oil and gas management valve assembly is applied, while realizing the corresponding functions of the protection valve 5. This reduces the complexity of the fuel tank system structure and the difficulty of assembly, reduces the overall size and space occupation, and improves assembly efficiency and maintenance convenience. Moreover, the integrated design helps to improve the sealing performance of the oil and gas management valve assembly and the fuel tank system it is applied to, reduces the risk of leakage at the connection, improves the operational reliability, stability and service life of the fuel tank system, and further enhances the ability to manage fuel vapor in an orderly manner, meeting higher emission control and environmental protection requirements.

[0038] Optionally, combined Figure 1 , Figure 3 and Figure 4 As shown, the housing 1 also includes a second partition 13 disposed within the second cavity 142, which divides the second cavity 142 into a liquid accumulation cavity 142a and a refueling limiting cavity 142b. The liquid accumulation cavity 142a is located between the first cavity 141 and the refueling limiting cavity 142b. The second partition 13 is provided with a fourth opening 131 for connecting the liquid accumulation cavity 142a and the refueling limiting cavity 142b, and the liquid accumulation cavity 142a is connected to the first cavity 141 through a third opening 121. The second opening 112 is disposed on the cavity wall of the refueling limiting cavity 142b. The refueling limiting mechanism 3 is disposed within the refueling limiting cavity 142b and is used to open or close the fourth opening 131 on the side of the second partition 13 opposite to the first partition 12.

[0039] In this embodiment, a second partition 13 is further provided in the receiving cavity 14 of the housing 1 of the oil and gas management valve assembly. The second partition 13 is disposed in the second cavity 142 and divides the second cavity 142 into a liquid accumulation cavity 142a and a refueling limiting cavity 142b. The liquid accumulation cavity 142a is located between the first cavity 141 and the refueling limiting cavity 142b. That is, in the receiving cavity 14, the first cavity 141, the liquid accumulation cavity 142a, and the refueling limiting cavity 142b are arranged sequentially. The first cavity 141 and the liquid accumulation cavity 142a are connected through a first opening 111 provided on the first partition 12; the second partition 13 is provided with a fourth opening 131, through which the liquid accumulation cavity 142a and the refueling limiting cavity 142b are connected. The second opening 112 is located on the cavity wall of the refueling limiting cavity 142b (such as the side wall of the refueling limiting cavity 142b on the shell body 11), and the refueling limiting mechanism 3 is located inside the refueling limiting cavity 142b. This ensures that the refueling limiting mechanism 3 can accurately and in real time switch between open and closed states according to the liquid level of the fuel tank 6, thereby achieving refueling limiting and preventing excessive liquid fuel from being added to the fuel tank 6. This would cause the liquid fuel to overflow through the third opening 121 into the first cavity 141 and enter the carbon canister, resulting in carbon canister contamination or attenuation of adsorption function. The refueling limiting mechanism 3 is used to open or close the fourth opening 131 on the side of the second partition 13 away from the first partition 12. By opening or closing the liquid accumulation chamber 142a and the fourth opening 131, the third opening 121 can be opened or closed on the side of the first partition 12 facing the second cavity 142. When the fourth opening 131 is closed, the first partition 12 closes the third opening 121 on the side of the first partition 12 facing the second cavity 142, at least achieving the isolation between the refueling limiting chamber 142b of the second cavity 142 and the first cavity 141. When the fourth opening 131 is open, the third opening 121 is opened on the side of the first partition 12 facing the second cavity 142, facilitating the communication between the refueling limiting chamber 142b of the second cavity 142 and the first cavity 141.

[0040] Specifically, by setting a liquid accumulation chamber 142a between the first chamber 141 and the refueling limit chamber 142b, the fluid inside the oil and gas management valve group is effectively separated and buffered. The liquid accumulation chamber 142a can temporarily store the liquid fuel flowing through it (such as liquid fuel carried out from the refueling limit chamber 142b during the oil and gas flow process, or liquid fuel flowing out of the refueling limit chamber 142b due to the refueling limit mechanism 3 not closing the fourth opening 131 in time), preventing liquid fuel from flowing directly from the refueling limit chamber 142b into the first chamber 141 and the carbon canister, ensuring the normal and stable operation of the carbon canister.

[0041] Optionally, based on the setting of the second partition 13, the breather valve 4 can only penetrate the first partition 12, so that under specific conditions, the flow between the liquid accumulation chamber 142a and the first chamber 141 can be achieved through the breather valve 4. For example, when the pressure in the liquid accumulation chamber 142a is higher than the first preset pressure value, the breather valve 4 automatically opens to achieve one-way flow from the liquid accumulation chamber 142a to the first chamber 141, so as to discharge the excessive pressure in the oil tank 6 and prevent the oil tank 6 from expanding or being damaged. When the pressure in the liquid accumulation chamber 142a is lower than the second preset pressure value (which is lower than the first preset pressure value), the breather valve 4 automatically opens to achieve one-way flow from the first chamber 141 to the liquid accumulation chamber 142a, allowing the gas in the first chamber 141 to enter the liquid accumulation chamber 142a, the filling limit chamber 142b and the oil tank 6, so as to avoid the oil tank 6 from deforming or failing to seal due to excessive negative pressure in the oil tank 6. At this time, the protective valve 5 can be set at the interface of the breather valve 4 for communicating with the liquid accumulation chamber 142a. The breather valve 4 is connected to the liquid accumulation chamber 142a through the protective valve 5. By setting the protective valve 5, the liquid fuel present in the liquid accumulation chamber 142 is prevented from flowing to the first chamber 141 and the carbon canister through the breather valve 4, thereby ensuring the normal and stable operation of the carbon canister.

[0042] Or, combine Figure 1 , Figure 3 and Figure 4 As shown, the breather valve 4 passes through the first partition 12 and the second partition 13 in sequence, so that under certain conditions, the breather valve 4 can connect the refueling limiting chamber 142b with the first chamber 141. For example, when the pressure in the refueling limiting chamber 142b is higher than the first preset pressure value, the breather valve 4 automatically opens to achieve one-way flow from the refueling limiting chamber 142b to the first chamber 141, so as to discharge the excessive pressure in the oil tank 6 and prevent the oil tank 6 from expanding or being damaged. When the pressure in the refueling limiting chamber 142b is lower than the second preset pressure value (which is lower than the first preset pressure value), the breather valve 4 automatically opens to achieve one-way flow from the first chamber 141 to the refueling limiting chamber 142b, allowing the gas in the first chamber 141 to enter the refueling limiting chamber 142b and the oil tank 6, so as to avoid the oil tank 6 from deforming or failing to seal due to excessive negative pressure in the oil tank 6. At this time, the protective valve 5 can be set at the interface of the breather valve 4 for communicating with the refueling limit chamber 142b. The breather valve 4 is connected to the refueling limit chamber 142b through the protective valve 5. By setting the protective valve 5, the liquid fuel present in the refueling limit chamber 142b is prevented from flowing to the first chamber 141 and the carbon canister through the breather valve 4, thereby ensuring the normal and stable operation of the carbon canister.

[0043] Optionally, combined Figures 1-4 As shown, the isolation mechanism 2 includes a first drive structure 21 and a first cover 22. The first cover 22 is disposed at one end of the first drive structure 21 facing the third opening 121. The first drive structure 21 is used to drive the first cover 22 to move to the position of opening or closing the third opening 121. And / or, the refueling limiting mechanism 3 includes a second drive structure 31 and a second cover 32, the second cover 32 being disposed at one end of the second drive structure 31 facing the fourth opening 131; the second drive structure 31 is used to drive the second cover 32 to move to a position where the fourth opening 131 is opened or closed.

[0044] In this embodiment, the isolation mechanism 2 of the oil and gas management valve group includes a first drive structure 21 and a first cover 22. The first cover 22 is disposed at the end of the first drive structure 21 facing the third opening 121, and can move under the drive of the first drive structure 21 to a position to open or close the third opening 121, thereby opening or closing the third opening 121. Exemplarily, the first drive structure 21 can drive the first cover 22 to reciprocate in a predetermined direction through mechanical connection or electric drive, thereby opening or closing the third opening 121, and controlling the flow of fluid between the first cavity 141 and the second cavity 142 (or the liquid accumulation cavity 142a). For example, the first drive structure 21 can adopt a motor drive structure, an electromagnetic drive structure, a pneumatic drive structure, or a hydraulic drive structure, etc., to directly drive the first cover 22 to move, or indirectly drive (such as through a mechanical transmission structure) the first cover 22 to move. In this way, the convenience and accuracy of the isolation mechanism 2 in managing (controlling) the opening or closing of the third opening 121 are improved.

[0045] And / or, the refueling limiting mechanism 3 includes a second drive structure 31 and a second cover 32. The second cover 32 is disposed at the end of the second drive structure 31 facing the fourth opening 131, and can move under the drive of the second drive structure 31 to a position to open or close the fourth opening 131, thereby opening or closing the fourth opening 131. Exemplarily, the second drive structure 31 can drive the second cover 32 to reciprocate in a predetermined direction via mechanical connection or electric drive, realizing the opening or closing of the fourth opening 131, thereby controlling the flow of fluid between the liquid accumulation chamber 142a and the refueling limiting chamber 142b. This improves the convenience and reliability of the refueling limiting mechanism 3 in managing (controlling) the opening or closing of the fourth opening 131.

[0046] Optionally, the first drive structure 21 includes a solenoid valve, and the first cover 22 is disposed at the end of the valve core of the solenoid valve facing the third opening 121.

[0047] In this embodiment, the first drive structure 21 of the oil and gas management valve group adopts a solenoid valve. The first cover 22 is disposed at the end of the solenoid valve core facing the third opening 121. The solenoid valve drives the first cover 22 to perform corresponding extension and retraction movements, thereby opening or closing the third opening 121. For example, when the solenoid valve is energized, the valve core moves away from the third opening 121 under the action of electromagnetic force, driving the first cover 22 away from the third opening 121, thereby opening the third opening 121 and realizing the communication between the first chamber 141 and the second chamber 142. When the solenoid valve is de-energized, the valve core resets, driving the first cover 22 to move towards the third opening 121 to close the third opening 121 and cut off the passage between the first chamber 141 and the second chamber 142. In this way, by using a solenoid valve, the response speed and control accuracy of the isolation mechanism 2 are improved, and the rapid and accurate opening and closing of the third opening 121 is achieved, effectively ensuring the timely switching of the fluid passage between the first chamber 141 and the second chamber 142 in the oil and gas management valve group. In addition, the solenoid valve has a compact structure, is easy to integrate and maintain, and helps to improve the overall stability and reliability of the oil and gas management valve group and the fuel tank system it is used in, so as to meet the needs of oil and gas management under different operating conditions.

[0048] Optionally, the isolation mechanism 2 is sealed to the housing body 11 of the housing 1 at the first cavity 141 to improve the sealing performance of the connection between the isolation mechanism 2 and the housing body 11, prevent fuel vapor or liquid fuel in the first cavity 141 from leaking at the connection, and prevent external substances from entering the first cavity 141 through the connection between the isolation mechanism 2 and the housing body 11, so as to avoid contamination or blockage of the fuel vapor path, thereby ensuring the sealing stability and functional reliability of the oil and gas management valve group under various operating conditions, and further improving the overall safety and durability of the oil and gas management valve group and the fuel tank system to which it is applied. For example, based on the corresponding connection method (such as snap-fit, disassembly, or detachable connection via fasteners) between the isolation mechanism 2 and the shell body 11, a sealing ring is provided at the connection between the isolation mechanism 2 and the shell body 11 of the shell 1. For example, by using two sealing rings to achieve interference fit and sealing, the sealing performance at the connection is effectively improved, preventing leakage at the connection point under thermal expansion and contraction, vibration, or long-term use. In addition, the dual sealing ring design can also maintain the basic sealing function by the other set when one set of sealing rings ages or fails, improving the fault tolerance and reliability of the overall structure and meeting the application requirements of high sealing performance and high durability.

[0049] Optionally, the oil and gas management valve assembly also includes a liquid level monitoring mechanism disposed in the refueling limit chamber 142b and / or the oil tank 6, the second drive structure 31 includes an active drive structure, and the second cover 32 is disposed at one end of the active drive structure facing the fourth opening 131; the active drive structure is communicatively connected to the liquid level monitoring mechanism. Alternatively, the second drive structure 31 includes a passive drive structure, with a second cover 32 disposed at one end of the passive drive structure facing the fourth opening 131; the passive drive structure is configured to float with the fuel level in the refueling limiting chamber 142b.

[0050] In this embodiment, the oil and gas management valve assembly also includes a level monitoring mechanism disposed in the refueling limit chamber 142b and / or the fuel tank 6, for real-time monitoring of fuel level information; the second drive structure 31 may be an active drive structure, and the second cover 32 is disposed at the end of the active drive structure facing the fourth opening 131. The active drive structure actively drives the second cover 32 to move accordingly, thereby realizing the active opening or closing of the fourth opening 131 (or the third opening 121). The active drive structure is communicatively connected to the level monitoring mechanism so that the active drive structure controls the opening or closing of the second cover 32 according to the level monitoring signal fed back by the level monitoring mechanism, thereby realizing precise control of the fourth opening 131 (or the third opening 121) within the second chamber 142.

[0051] Alternatively, the second drive structure 31 can be a passive drive structure, designed to float according to the change in fuel level in the refueling limit chamber 142b. The mechanical force of the change in fuel level directly drives the second cover 32 located at the end of the second drive structure 31 facing the fourth opening 131 to open and close the fourth opening 131, achieving simple and reliable level response control without the need for an additional electronic control system, thereby improving the stability and adaptability of the oil and gas management valve group and the fuel tank system it is applied to.

[0052] Optionally, when the second drive structure 31 adopts a passive drive structure, in order to ensure that the second cover 32 can accurately open and close the fourth opening 131, a corresponding guide structure can be set to ensure that the second drive structure 31 or the second cover 32 can move smoothly along a predetermined trajectory, avoiding abnormal situations such as skewing and jamming, thereby improving the response accuracy and reliability of the refueling limit mechanism 3 during liquid level changes. In some embodiments, the guide structure may be the cavity wall of the refueling limit cavity 142b and / or an additional guide structure.

[0053] Optionally, the isolation mechanism 2 and the refueling limit mechanism 3 are connected in communication.

[0054] In this embodiment, the isolation mechanism 2 of the oil and gas management valve group is communicatively connected to the refueling limit mechanism 3 so as to realize the state linkage control between the two, improve the intelligence and response efficiency of the oil and gas management valve group and the fuel tank system it applies, and avoid the situation that the two may easily interfere with each other when they operate independently (such as when the third opening 121 needs to be opened, only one of the isolation mechanism 2 and the refueling limit mechanism 3 is in the open state, which causes the oil and gas passage between the first chamber 141 and the second chamber 142 to be unable to be established normally).

[0055] For example, based on the communication connection between the isolation mechanism 2 and the refueling limit mechanism 3, the oil and gas management valve group can be linked with the vehicle control system to dynamically adjust the working state of the isolation mechanism 2 and the refueling limit mechanism 3 according to parameters such as the vehicle start-stop status, the pressure in the fuel tank 6, the liquid level in the fuel tank 6, and the carbon canister saturation. Through the coordinated cooperation of the isolation mechanism 2 and the refueling limit mechanism 3, the oil and gas recovery efficiency can be improved, the service life of the carbon canister can be extended, and the emission regulations can be met.

[0056] For example, based on the communication connection between the isolation mechanism 2 and the refueling limit mechanism 3, the fuel vapor management valve group can achieve linkage control with the control system of its applied fuel tank system or equipment (such as a vehicle). This allows for dynamic adjustment of the operating states of the isolation mechanism 2 and the refueling limit mechanism 3 based on parameters such as vehicle start / stop status, fuel tank 6 pressure, fuel tank 6 level, and carbon canister saturation. Through the coordinated operation of the isolation mechanism 2 and the refueling limit mechanism 3, intelligent management of the fuel vapor path can be achieved, improving fuel vapor recovery efficiency, reducing fuel evaporation loss, extending the service life of the carbon canister, and helping to meet fuel evaporation emission standards.

[0057] For example, for a vehicle using an oil and gas management valve group, when preparing to refuel, the isolation mechanism 2 receives a corresponding instruction and opens the third opening 121 through the isolation mechanism 2 to start depressurization; when the pressure in the fuel tank 6 (or the second chamber 142) reaches the corresponding limit threshold, an unlocking instruction is sent to the fuel tank cover on the vehicle body to open it in preparation for refueling. In the vehicle's refueling mode, the isolation mechanism 2 opens the third opening 121, and the pressure in the fuel tank 6 begins to release to the carbon canister, ensuring smooth refueling. When the set refueling limit level is reached (e.g., when the tank is full), the refueling limit mechanism 3 closes the third opening 121. At this time, the fuel vapor in the fuel tank 6 cannot enter the first chamber 141 and the carbon canister through the high-flow channel (i.e., the third opening 121), causing the refueling nozzle to shut off and completing the refueling process. After the refueling mode ends, the isolation mechanism 2 closes the third opening 121 again, isolating the carbon canister from the fuel tank 6 at the third opening 121. Subsequently, the carbon canister and fuel tank 6 can be connected under specific conditions through the breather valve 4, or the carbon canister and fuel tank 6 can be connected again by opening the third opening 121 through the isolation mechanism 2, so as to achieve orderly delivery and processing of fuel vapor.

[0058] The operating logic and related software programs involved in the opening and closing process of the isolation mechanism 2 and the refueling limit mechanism 3 of the oil and gas management valve group are existing technologies; or in this process, the relevant personnel can manually control the opening and closing of the isolation mechanism 2 and the refueling limit mechanism 3.

[0059] Another embodiment of the present invention provides a fuel tank system, including a fuel tank 6 and the above-mentioned fuel vapor management valve assembly.

[0060] In this embodiment, the fuel tank system includes a fuel tank 6 and the above-mentioned vapor management valve group. The vapor management valve group is connected to the fuel tank 6 through a second opening 112 provided on its housing body 11. By setting the above-mentioned vapor management valve group, the fuel tank system reduces the number of independent pipelines and external valves required in the fuel tank system to which the vapor management valve group is applied, thereby reducing the complexity of the fuel tank system structure and the difficulty of assembly, reducing the overall volume and space occupation, and improving assembly efficiency and maintenance convenience.

[0061] Specifically, the fuel tank system's vapor management valve assembly integrates structures such as the isolation mechanism 2 for vapor separation and the refueling limit mechanism 3 for refueling limit (or fuel level limit) by setting up a housing. This reduces the number of independent pipelines and external valves required in the fuel tank system where the vapor management valve assembly is applied, lowers the complexity and assembly difficulty of the fuel tank system structure, reduces the overall size and space occupation, and improves assembly efficiency and maintenance convenience. Furthermore, the integrated design helps improve the sealing performance of the vapor management valve assembly and the fuel tank system it is applied to, reduces the risk of leakage at the connection, improves the operational reliability, stability and service life of the fuel tank system, and further enhances the orderly management capability of fuel vapor to meet higher emission control and environmental protection requirements. The isolation mechanism 2 and the refueling limit mechanism 3 are located on opposite sides of the first partition 12, which facilitates independent separation and coordinated operation of their functions. On the one hand, it ensures the efficient execution of functions such as oil and gas isolation, oil and gas discharge (to the carbon canister), and fuel level limitation. This not only prevents liquid fuel from accidentally entering the carbon canister and causing carbon canister contamination, but also ensures that fuel vapor can flow and be discharged in an orderly manner according to actual working conditions, effectively maintaining the sealing and safety of the fuel tank system. On the other hand, the independent arrangement of the two also facilitates the optimized design and subsequent maintenance of their respective structures, improving the stability and reliability of the entire oil and gas management valve group, and meeting the diverse needs under different operating environments and conditions.

[0062] Another embodiment of the present invention provides a vehicle including the above-described oil and gas management valve assembly, or the above-described fuel tank system.

[0063] In this embodiment, the vehicle effectively manages fuel vapor by setting up the above-mentioned oil and gas management valve group or the above-mentioned fuel tank system equipped with the oil and gas management valve group, preventing the disorderly emission of fuel vapor into the atmosphere, and avoiding the problem of excessive emissions caused by carbon canister adsorption saturation.

[0064] Specifically, the vehicle's (fuel tank system) vapor management valve assembly integrates structures such as the isolation mechanism 2 for vapor separation and the refueling limit mechanism 3 for refueling limit (or fuel level limit) by setting a housing. This reduces the number of independent pipelines and external valves required in the fuel tank system where the vapor management valve assembly is applied, lowers the complexity and assembly difficulty of the fuel tank system structure, reduces the overall size and space occupation, and improves assembly efficiency and maintenance convenience. Furthermore, the integrated design helps improve the sealing performance of the vapor management valve assembly and the fuel tank system it is applied to, reduces the risk of leakage at the connection, improves the operational reliability, stability and service life of the fuel tank system, and further enhances the orderly management capability of fuel vapor to meet higher emission control and environmental protection requirements. The isolation mechanism 2 and the refueling limit mechanism 3 are located on opposite sides of the first partition 12, which facilitates independent separation and coordinated operation of their functions. On the one hand, it ensures the efficient execution of functions such as oil and gas isolation, oil and gas discharge (to the carbon canister), and fuel level limitation. This not only prevents liquid fuel from accidentally entering the carbon canister and causing carbon canister contamination, but also ensures that fuel vapor can flow and be discharged in an orderly manner according to actual working conditions, effectively maintaining the sealing and safety of the fuel tank system. On the other hand, the independent arrangement of the two also facilitates the optimized design and subsequent maintenance of their respective structures, improving the stability and reliability of the entire oil and gas management valve group, and meeting the diverse needs under different operating environments and conditions.

[0065] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.

Claims

1. An oil and gas management valve block, characterized by, The system includes a housing (1), an isolation mechanism (2), and a refueling limiting mechanism (3). The housing (1) includes a shell body (11) with a receiving cavity (14) and a first partition (12) disposed in the receiving cavity (14). The first partition (12) divides the receiving cavity (14) into a first cavity (141) and a second cavity (142). The cavity wall of the first cavity (141) is provided with a first opening (111) for connecting the first cavity (141) and the carbon canister. The cavity wall of the second cavity (142) is provided with a second opening (111) for connecting the second cavity (142) and the fuel tank (6). An opening (112) is provided on the first partition (12) for connecting the first cavity (141) and the second cavity (142); the isolation mechanism (2) is at least partially disposed in the first cavity (141) for opening or closing the third opening (121) on the side of the first partition (12) facing the first cavity (141); the refueling limiting mechanism (3) is disposed in the second cavity (142) for opening or closing the third opening (121) on the side of the first partition (12) facing the second cavity (142).

2. The gas management valve block of claim 1, wherein, It also includes a breathing valve (4) that runs through the first partition (12). The breathing valve (4) is configured to enable one-way flow from the second chamber (142) to the first chamber (141) when the pressure in the second chamber (142) is greater than a first preset pressure value, or to enable one-way flow from the first chamber (141) to the second chamber (142) when the pressure in the second chamber (142) is less than a second preset pressure value.

3. The gas management valve block of claim 2, wherein, It also includes a protection valve (5), which is disposed at the interface of the breather valve (4) for communicating with the second chamber (142). The breather valve (4) is connected to the second chamber (142) through the protection valve (5). The protection valve (5) is configured to cut off when the liquid level in the second chamber (142) exceeds a preset liquid level height or the oil tank (6) is in an abnormal posture, or to open when the liquid level in the second chamber (142) does not exceed the preset liquid level height and the oil tank (6) is in a normal posture.

4. The gas management valve block of any one of claims 1-3, wherein, The housing (1) further includes a second partition (13) disposed in the second cavity (142), the second partition (13) dividing the second cavity (142) into a liquid accumulation cavity (142a) and a refueling limiting cavity (142b), the liquid accumulation cavity (142a) being located between the first cavity (141) and the refueling limiting cavity (142b); the second partition (13) is provided with a fourth opening (131) for connecting the liquid accumulation cavity (142a) and the refueling limiting cavity (142b), and the liquid accumulation cavity (142a) is connected to the first cavity (141) through the third opening (121); the second opening (112) is disposed on the cavity wall of the refueling limiting cavity (142b); the refueling limiting mechanism (3) is disposed in the refueling limiting cavity (142b) for opening or closing the fourth opening (131) on the side of the second partition (13) away from the first partition (12).

5. The gas management valve block of claim 4, wherein, The isolation mechanism (2) includes a first drive structure (21) and a first cover (22), wherein the first cover (22) is disposed at one end of the first drive structure (21) facing the third opening (121); the first drive structure (21) is used to drive the first cover (22) to move to a position to open or close the third opening (121); And / or, the refueling limiting mechanism (3) includes a second drive structure (31) and a second cover (32), the second cover (32) being disposed at one end of the second drive structure (31) facing the fourth opening (131); the second drive structure (31) is used to drive the second cover (32) to move to a position where the fourth opening (131) is opened or closed.

6. The gas management valve block of claim 5, wherein, The first drive structure (21) includes a solenoid valve, and the first cover (22) is disposed at one end of the valve core of the solenoid valve facing the third opening (121).

7. The gas management valve block of claim 5, wherein, The oil and gas management valve assembly also includes a liquid level monitoring mechanism disposed in the refueling limit chamber (142b) and / or the oil tank (6), the second drive structure (31) includes an active drive structure, and the second cover (32) is disposed at one end of the active drive structure facing the fourth opening (131); the active drive structure is communicatively connected to the liquid level monitoring mechanism; Alternatively, the second drive structure (31) includes a passive drive structure, and the second cover (32) is disposed at one end of the passive drive structure facing the fourth opening (131); the passive drive structure is configured to float with the fuel level in the refueling limiting chamber (142b).

8. The gas management valve block of any one of claims 1-3, wherein, The isolation mechanism (2) and the refueling limit mechanism (3) are connected in communication.

9. A fuel tank system characterized by, It includes an oil tank (6) and an oil and gas management valve assembly as described in any one of claims 1-8.

10. A vehicle characterized by comprising: Includes the oil and gas management valve assembly as described in any one of claims 1-8, or the fuel tank system as described in claim 9.

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