FUEL TANK SHUT-OFF VALVE FOR A VEHICLE

Abstract

Fuel tank shut-off valve for a vehicle, comprising the following parts: a first armature (15) which is drawn into the inside of the core (14) by the electromagnetic force generated when current is supplied to the coil (12); and a second armature (23) which opens and closes the flow path by being actuated in the same direction as the first armature, since it is connected to the first armature, wherein the first and the second armatures are connected such that there is no gap in the axial direction, characterized in that an armature assembly is constructed such that its guide (16) and a first spring (41) are provided between the first and the second armature, wherein both ends of the first spring are supported and compressed by the guide and the second armature, and a locking groove (16b) for the spring compression amount is formed on the upper surface of the guide.and before the armature assembly is fitted inside the fuel tank shut-off valve, the lower surface of the body of the first armature is in contact with the bottom surface of the retaining groove for the spring compression amount, and, when the armature assembly is fitted inside the fuel tank shut-off valve, the first spring is further compressed as the guide comes into contact with the core and moves towards the second armature.

Description

[Technical area of ​​the invention]

[0001] The present invention relates to a fuel tank shut-off valve for a vehicle, namely a fuel tank shut-off valve for a vehicle that is installed between a fuel tank and a canister, wherein it opens the flow path when required and normally keeps the fuel tank in a blocked state. [Technical background of the invention]

[0002] Since fuel vapor gas produced in a vehicle's fuel tank is an air pollutant, it is prohibited to release the gas directly into the atmosphere. Therefore, in a vehicle, the fuel vapor gas is adsorbed and stored in a canister containing activated carbon, and then fed into the engine's combustion chamber for combustion.

[0003] Pipes connect the fuel tank and canister of a vehicle, and the canister and the intake manifold of an engine (throttle body) to the intake system. A purge control solenoid valve (PCSV) is installed between the canister and the intake system to control the opening and closing of the purge line for the fuel vaporization gas.

[0004] In addition, a fuel tank isolation valve (FTIV) is installed in the fuel vapor gas outlet pipe between the fuel tank and the canister.

[0005] A fuel tank shut-off valve is essentially a solenoid valve that is actuated and controlled by an electronic control unit. The conventional fuel tank shut-off valve includes, as shown in... Fig. Figure 1 shows the following parts: a first armature 2, actuated by the electromagnetic force of a solenoid coil, and a second armature 3, connected to the lower end of the first armature 2 and actuated together. A piston 4 is installed outside the second armature 3 to open and close the flow path 1b on one side of the canister together with the second armature 3. The unspecified reference numeral 1 denotes a valve body and 1a denotes the flow path on one side of the fuel tank.

[0006] A first spring 6 pushes the second anchor 3 downwards by being installed between the guide 5 and the second anchor 3, and the piston 4 receives an upward force by being elastically supported by the second spring 7.

[0007] Since the fuel tank shut-off valve must normally be kept in a closed state, the first spring 6 must be compressed by a predetermined amount in the assembled state as described above, and as a result of the compression reaction force, an airtight seal is maintained between the first armature 2 and the piston 4, as well as between the piston 4 and the surrounding part of the inlet of the flow path 1b on one side of the canister.

[0008] To ensure the extent of the spring compression of the first spring 6, as described above, is achieved simultaneously with product assembly, a gap P is provided in the connecting part of the first armature 2 and the second armature 3, allowing them to float relative to each other. Due to this gap P, when an armature assembly (first armature 2, second armature 3, guide 5, and first spring 6) is mounted between the solenoid and the valve body 1, the first spring 6 is compressed, generating a spring reaction force necessary for the airtightness of the valve.

[0009] However, according to the conventional structure described above, there is a problem that, by allowing relative floating between the first anchor 2 and the second anchor 3 through the gap P, floating in the axial direction on the first anchor 2 occurs in the fully assembled state of a product.

[0010] Since the floating of the first armature 2 causes a change in position in the axial direction on the first armature 2, the strength of the effective magnetic force generated when the valve is switched on is not constant, which has the problem that the operating performance of the valve is reduced.

[0011] Furthermore, there is a problem that noise is generated due to a collision between components at the connecting part of the first armature 2 and the second armature 3 when the armature is actuated and returned according to the switching on / off of the valve.

[0012] Furthermore, since the first anchor 2 vibrates due to externally transmitted vibrations, even when the valve is switched off, noise is generated, thus creating a problem that abrasion occurs due to unnecessary friction with surrounding components. [Status of the technical document][Patent specification]

[0013] The US publication US 2017 / 0 191 580 A1 (06.07.2017) and the subsequently published publication DE 10 2020 130 722 A1 show fuel tank shut-off valves, each with an armature assembly driven by a coil. [Content of the invention][Purpose of the invention]

[0014] Accordingly, the present invention is made to solve the above problems, and the purpose of the present invention is to provide a fuel tank shut-off valve for a vehicle which, when the valve is fitted, can ensure both the compression amount of the first spring and prevent the first armature from floating. [Technical solution]

[0015] To achieve the above purpose, the invention relates to a fuel tank shut-off valve for a vehicle, comprising the following parts: a first armature which is drawn into the inside of the core by the electromagnetic force generated when current is supplied to the coil; and a second armature which opens and closes the flow path by being actuated in the same direction as the first armature, since it is connected to the first armature, wherein the first and second armatures are connected such that there is no gap in the axial direction, wherein an armature assembly is constructed such that its guide and a first spring are provided between the first and second armatures, wherein both ends of the first spring are supported and compressed by the guide and the second armature, and a locking groove for the amount of spring compression is formed on the upper surface of the guide.and before the armature assembly is mounted inside the fuel tank shut-off valve, the lower surface of the body of the first armature is in contact with the bottom surface of the retaining groove for the spring compression amount, and, when the armature assembly is mounted inside the fuel tank shut-off valve, the first spring is further compressed as the guide comes into contact with the core and moves towards the second armature. An extension part is formed on the body of the first armature, wherein a neck part with a reduced diameter is formed at the end part of the extension part and, in turn, a retaining end part with an increased diameter is formed at the end part of the neck part, and a tubular connecting part is formed on the upper surface of the second armature, wherein a connecting hole is formed on the upper plate part of the connecting part, and the first and second armatures are connected to each other in a state thatwhere the neck part passes through the connecting hole and the retaining end part is captured on the lower surface of the upper plate part of the connecting part, and since the upper and lower lengths of the neck part and the upper plate part are the same, there is no axial gap in the connecting part of the first and second anchors.

[0016] The second anchor is designed in a tubular shape, with a flow path running through the second anchor, and a relief valve, which is actuated by the differential pressure between the fuel tank and the canister, is installed inside the second anchor.

[0017] Several projections are formed along the outer circumferential surface of the relief valve, whereby, since a gap is formed between the outer circumferential surface of the relief valve and the inner circumferential surface of the second armature by the projections, the fuel vaporizing gas can flow in through the gap.

[0018] The second anchor is inserted inside the outer cylinder element, with the outer cylinder element being inserted into the valve housing and supported axially by the second spring.

[0019] A tubular connecting part is formed on the upper surface of the second anchor and an opening hole is formed on a side surface of the connecting part, wherein a flow path hole is formed through the upper surface of the second anchor and a flow path hole is formed through a cover combined with the lower end of the second anchor, and a flow path hole is formed through the bottom surface of the outer cylindrical element. [Effects of the invention]

[0020] As described above, according to the present invention there is no gap in the connecting part between the first and second anchors, and instead a fuel tank shut-off valve is provided on the upper surface of the guide in which a space (locking groove for a spring compression amount) is formed to secure the compression amount of the first spring.

[0021] Since, as described above, a locking groove for the spring compression amount is formed on the upper surface of the guide, a required compression amount can be ensured while the first spring is compressed through the guide when the armature assembly is mounted inside the valve.

[0022] Furthermore, since there is no gap between the first and second armatures, it is prevented that the first armature floats in the axial direction when the valve is fully assembled.

[0023] Since the position of the first armature is always constant when the valve is off, the magnitude of the effective magnetic force therefore remains constant, as it is generated when the valve is turned on, and consequently, the actuation of the valve is always stable and uniform.

[0024] Since, when the armature assembly is actuated according to the on / off switching of the valve, no collision occurs between parts at the connecting part of the first armature and the second armature, damage and noise generation of the armature parts are prevented.

[0025] Furthermore, since the first armature does not vibrate when the valve is switched off due to external vibration transmission, there is an effect that noise due to vibration, friction and wear due to friction do not occur. [Brief description of the drawings]

[0026] They show: Fig. 1: A cross-sectional view of a main part of a fuel tank shut-off valve according to the state of the art. Fig. 2: A cross-sectional view of a fuel tank shut-off valve according to the present invention. Fig. 3: An exploded view and arrangement view of the anchor assembly, which is the main construction of the present invention. Fig. 4: A cross-sectional view of the anchor assembly. Fig. 5: a view showing the installed state of the armature assembly in a valve; Fig. 6: a view showing the installation status of the Fig. The anchor assembly shown in section 5 represents an exemplary view in the case of different compression amounts of the first spring. [Detailed description of the invention]

[0027] Since the present invention can have various modifications and embodiments, certain embodiments are illustrated in the drawings and described in detail. However, this is not intended to limit the present invention to specific embodiments; rather, it should be understood that all modifications, equivalents, and substitutes are included within the spirit and scope of the present invention. The thickness of the lines or the size of the components shown in the accompanying drawings may be exaggerated for the sake of clarity and ease of explanation.

[0028] Furthermore, the terms to be described later, which are defined with regard to functions in the present invention, may be varied according to the user's or operator's intent or precedent. Therefore, definitions of these terms should be based on the content of this entire patent specification.

[0029] Preferred embodiments according to the present invention are described in detail below with reference to the accompanying drawings.

[0030] As in Fig. As shown in Figure 2, the fuel tank shut-off valve according to the present invention consists of a solenoid part 10 and a valve part 20.

[0031] The following components are provided in the solenoid part 10, located inside the solenoid housing 11: a coil 12; a coil former 13 on which the coil 12 is wound; a core 14 inserted into the coil former 13; and a first armature 15 inserted into the core 14 and pulled to the inside (upwards in the drawing) of the core 14 when current is supplied to the coil 12.

[0032] The first anchor 15 is pre-assembled when an “anchor assembly” to be described later is mounted, and it is inserted into the inside of the core 14 when the solenoid part 10 and the valve part 20 are mounted.

[0033] Since a connector 17 is formed on one side of the solenoid housing 11, which includes a connection terminal 17a connected to the coil 12, current can be supplied to the coil 12.

[0034] The valve part 20 comprises the following components: a valve housing 21 connected to one side of the solenoid housing 11; an outer cylinder element 22 installed inside the valve housing 21; and an 'armature assembly' located inside the outer cylinder element 22.

[0035] The valve housing 21 has an approximately cylindrical shape, with a connecting pipe 21a formed on one side of the outer circumferential surface at the side of the fuel tank, to which a pipeline at the side of the fuel tank is connected, and a connecting pipe 21b formed on one side of the end part at the side of the canister, to which a pipeline at the side of the canister is connected. The connecting pipe 21a at the side of the fuel tank and the connecting pipe 21b at the side of the canister are arranged orthogonally to each other.

[0036] The outer cylinder element 22 is installed such that it can slide up and down along the inner circumferential surface of the valve housing 21, and it is elastically supported upwards by the second spring 42. The flow path hole 22a extends through the center of its base part. A sealing element 22b is provided on the lower surface of its base part. Although not shown in the drawings, there is a flow path between the outer cylinder element 22 and the valve housing 21 through which the fuel vaporizing gas can flow, such as a flow path hole or a gap. Therefore, when the entire armature assembly is lifted by the electromagnetic force of the solenoid part 10, the fuel vaporizing gas can move through the flow path between the outer cylinder element 22 and the inner circumferential surface of the valve housing 21.

[0037] As in the Fig. 3 and Fig. As shown in Figure 4, the 'anchor assembly' comprises the following parts: a first anchor 15; a second anchor 23 connected to the first anchor 15; the cover 24 combined with the second anchor 23; a guide 16 through which the first anchor 15 passes; and a first spring 41 installed between the guide 16 and the second anchor 23.

[0038] At the lower end of the body of the first anchor 15, an extension part 15a is formed, which passes through a hole formed in the middle of the guide 16, wherein at the lower end of the extension part 15a a neck part 15b is formed, the diameter of which is reduced compared to the diameter of the extension part 15a, and at the lower end of the neck part 15b a disc-shaped retaining end part 15c is formed, the diameter of which is increased again.

[0039] The second anchor 23 is a cylindrical element with an open lower part, wherein a cylindrical connecting part 23a is formed at the upper end part. A connecting hole 23c extends vertically through the center of the upper plate 23b of the connecting part 23a, the connecting hole 23c extending radially along the connecting part 23a and opening towards the outer circumferential surface of the connecting part 23a. Furthermore, an opening hole 23d is formed on the outer circumferential surface of the connecting part 23a, which connects through the connecting hole 23c. Additionally, a flow path hole 23e is formed on the bottom surface of the inner side of the connecting part 23a, i.e., in the center of the upper surface of the second anchor 23.

[0040] Therefore, the neck part 15b and the retaining end part 15c of the first anchor 15 can be inserted from the side of the connecting part 23a of the second anchor 23 through the connecting hole 23c and the opening hole 23d into the inside of the connecting part 23a. As a result, as shown in Fig. As shown in Figure 4, the upper plate 23b of the connecting part 23a is inserted into the neck part 15b of the first anchor 15, and the retaining end part 15c of the first anchor 15 is engaged on the lower surface (surrounding part of the connecting hole 23c) of the upper plate 23b of the connecting part 23a. Accordingly, the first anchor 15 and the second anchor 23 are axially dependent on each other (anchor actuation direction) and actuate together.

[0041] In particular, the neck section 15b of the first anchor 15 and the upper plate 23b of the connecting section 23a of the second anchor 23 have the same length in the axial direction. Accordingly, the upper plate 23b of the connecting section 23a is inserted into the groove around the neck section 15b without a gap in the axial direction, and as a result, the first 15 and second anchors 23 cannot float relative to each other in the axial direction.

[0042] Meanwhile, the guide 16 and the first spring 41 are installed between the first anchor 15 and the second anchor 23. For this purpose, before combining the first anchor 15 and the second anchor 23, the extension part 15a of the first anchor 15 is inserted into the central hole of the guide 16. By inserting the first spring 41 from below towards the outside of the extension part 15a, the upper end of the first spring 41 is pushed onto the outer circumference of a knob (boss) 16a formed on the lower surface of the guide 16. In this state, the lower end of the first spring 41 is compressed upwards, and after the neck part 15b and the retaining end part 15c of the first spring 41 are released to the outside of the first spring 41, it is combined with the connecting part 23a of the second anchor 23.After combining, the first spring 41 is reset and at the same time the lower end of the first spring 41 is inserted onto the outer circumference of the connecting part 23a.

[0043] Furthermore, a retaining groove 16b for the spring compression is formed on the upper surface of the guide 16. The retaining groove 16b for the spring compression is a disc-shaped groove with a larger diameter than the body of the first anchor 15, so that the body of the first anchor 15 can be inserted and securely seated. Preferably, the circumferential surface of the retaining groove 16b for the spring compression is formed as an inclined surface with a diameter that extends upwards from the bottom surface of the groove to prevent interference with the body of the first anchor 15.

[0044] Since, in a state where the combination of the first anchor 15 and the second anchor 23 is fully completed, the first spring 41 is compressed by a small amount, both end parts are supported on the lower surface of the guide 16 and the upper surface of the second anchor 23, respectively. Furthermore, since the guide 16 is pressed against the body of the first anchor 15 by the restoring force of the first spring 41, the lower surface of the body of the first anchor 15 is in close contact with the bottom surface of the retaining groove 16b for the amount of spring compression of the guide 16.

[0045] The second armature 23 is a cylindrical part with an open lower end. The relief valve 25 and the third spring 43, which supports the relief valve 25, can be inserted inside the second armature 23 through this open lower end.

[0046] After the relief valve 25 and the third spring 43 are inserted inside the second armature 23, the cover 24 is combined with the end part of the second armature 23. The lower end of the third spring 43 is inserted onto the outer circumference of the knob (boss) formed in the center of the inside of the cover 24, and the upper end of the third spring 43 is inserted into a circular spring groove formed on the lower surface of the relief valve 25. Therefore, the relief valve 25 is always pressed upwards by the third spring 43 to block the flow path hole 23e. Since a disc-shaped sealing element 25a is provided on the upper surface of the relief valve 25, the flow path hole 23e can be reliably blocked.

[0047] A flow path hole 24a is also formed in the center of the cover 24 through the knob (boss), with a sealing element 24b in a circular ring shape, surrounding the flow path hole 24a, being provided on the lower surface of the cover 24. By contacting the inner bottom surface of the outer cylinder element 22 in an assembled state of the valve, the sealing element 24b blocks the gap between the outer cylinder element 22 and the second valve 23.

[0048] The cover 24 can be combined with the second anchor 23 by a structure of retaining groove and retaining projection or a screw structure.

[0049] Although not shown in the drawings, projections are formed at regular intervals around the circumference of the outer circumferential surface of the relief valve 25. These projections are in contact with the inner circumferential surface of the second armature 23 and move in a vertical direction. A gap exists between the outer circumferential surface of the relief valve 25 and the inner circumferential surface of the second armature 23, through which the fuel vaporizing gas can move. Therefore, when the relief valve 25 moves in the direction of compressing the third spring 43 due to the differential pressure relationship between the fuel tank and the canister, the fuel vaporizing gas can move from the fuel tank to the canister because a flow path is formed such that it passes through the opening hole 23d, the flow path hole 23e, the gap, the flow path hole 24a, and the flow path hole 22a.

[0050] As in Fig. 2 and Fig. As shown in section 5, the anchor assembly (in the assembled state as shown in Fig. (as shown in Figure 4) is inserted into the interior of the outer cylinder element 22, which is first inserted into the valve housing 21. In this state, the solenoid housing 11 and the valve housing 21 are combined, so that the first armature 15 is inserted into the inside of the core 14 of the solenoid part 10.

[0051] At this point, the guide 16 further compresses the first spring 41 by inserting it through a circular seat hole 11a located on the combination surface (the lower surface based on Fig. 2) of the solenoid housing 11, and is in close contact with the lower surface of the core 14 and simultaneously moves towards the second armature 23. With the compression amount of the first spring 41, which corresponds to the design specifications of the fuel tank shut-off valve, the fuel tank shut-off valve can normally open and close the flow path by moving the second armature 23 and the outer cylinder element 22 in the axial direction by the electromagnetic force that arises according to the relationship between the elastic force of the first spring 41 and the second spring 42 and according to the switching on / off of the solenoid part 10.

[0052] Meanwhile, it is assumed that the locking groove 16b for the spring compression amount is not formed on the upper surface of the guide 16, and that a position of the guide 16 is not in the same state as in Fig. 4 - a state in which the lower surface of the locking groove 16b for the spring compression amount of the guide 16 touches the lower surface of the body of the first armature 15 - but in a state in which the upper surface of the guide 16 touches the lower surface of the first armature 15, that is, since the guide 16 is in a state in which the first spring 41 is pre-compressed before the armature assembly is installed inside the fuel tank shut-off valve, a problem arises that a gap is created between the guide 16 and the core 14 when such an armature assembly is installed inside the fuel tank shut-off valve.

[0053] If, as described above, a gap forms between the guide 16 and the core 14, and whenever the first armature 15 rises according to the activation of the solenoid part 10, the guide 16 collapses and collides with the lower surface of the core 14, thereby impairing the performance of the valve actuation and causing noise and vibration, and as a result, the fuel tank shut-off valve cannot be used as a normal one.

[0054] The above assumption confirms the effect of the locking groove 16b on the spring compression amount.

[0055] Meanwhile, in Fig. 5 the spring compression amount C1 through the guide 16 is indeed the same as the depth of the retaining groove 16b for spring compression amount, but as in Fig. As shown in Figure 6, the spring compression amount C2 can be changed.

[0056] The spring compression amount can be varied by the following different design specifications: the thickness of the guide 16; the length of the extension part 15a of the first armature 15; the length of the first spring 41; the length of the second armature 23; and the distance from the lower surface of the core 14 to the base surface of the valve body 21. That is, the spring compression amount can be changed depending on the design specifications.

[0057] As described above, the fuel tank shut-off valve according to the present invention can ensure the required amount of compression by compressing the first spring 41 through the guide 16 when the armature assembly can be mounted inside the fuel tank shut-off valve, since there is no gap in the connecting part between the first armature 15 and the second armature 23 and the locking groove 16b for the spring compression amount is formed on the upper surface of the guide 16.

[0058] Furthermore, since there is no gap between the first armature 15 and the second armature 23, the first armature 15 is prevented from floating axially in the fully assembled state of the valve. Consequently, the magnitude of the effective magnetic force generated when the valve is switched on is reduced, as the position of the first armature 15 remains constant in the valve's off state. Therefore, the valve actuation is always stable and consistent.

[0059] Since no collision occurs between parts at the connecting part of the first armature 15 and the second armature 23 when the armature assembly is actuated according to the switching on / off of the valve, damage and noise generation of the armature parts are prevented.

[0060] Furthermore, since the first armature 15 does not vibrate due to external vibration transmission when the valve is switched off, there is an effect that noise due to vibration, friction and wear due to friction do not occur.

[0061] As described above, the present invention is described with reference to the embodiments shown in the drawings, which are merely exemplary, and it is understood that the average person skilled in the art in the field to which the technology belongs can imagine the various modifications and equivalent other embodiments. Therefore, the true technical scope of protection of the present invention should be defined by the following claims. [List of reference symbols] 10 Solenoid part 11 Solenoid housings 12 coils 13 coil formers 14 core 15 first anchor 16 Leadership 16b Locking groove for the spring compression amount 20 Valve part 21 Valve housings 22 outer cylindrical element 23 second anchor 24 coverage 25 Relief valve 41 first spring 42 second spring 43 third spring

Claims

[1] Fuel tank shut-off valve for a vehicle, comprising the following parts: a first armature (15) which is drawn into the inside of the core (14) by the electromagnetic force generated when current is supplied to the coil (12); and a second armature (23) which opens and closes the flow path by being actuated in the same direction as the first armature, being connected to the first armature, the first and second armatures being connected in such a way that there is no gap in the axial direction, characterized by, that an armature assembly is constructed such that its guide (16) and a first spring (41) are provided between the first and the second armature, with both ends of the first spring being supported and compressed by the guide and the second armature, and a locking groove (16b) for the spring compression amount is formed on the upper surface of the guide, and before the armature assembly is mounted inside the fuel tank shut-off valve, the lower surface of the body of the first armature is in contact with the bottom surface of the locking groove for the spring compression amount, and, when the armature assembly is mounted inside the fuel tank shut-off valve, the first spring is further compressed as the guide comes into contact with the core and moves towards the second armature. [2] Fuel tank shut-off valve for a vehicle according to claim 1, characterized by, that an extension part (15a) is formed on the body of the first anchor (15), wherein a neck part (15b) with a reduced diameter is formed on the end part of the extension part and a retaining end part (15c) with an increased diameter is formed on the end part of the neck part, and that a tubular connecting part (23a) is formed on the upper surface of the second anchor (23), wherein a connecting hole (23c) is formed on the upper plate part of the connecting part, and the first and the second anchors are connected to each other in a state where the neck part passes through the connecting hole and the retaining end part is captured on the lower surface of the upper plate part (23b) of the connecting part, and since the upper and lower lengths of the neck part and the upper plate part are equal, there is no gap in the connecting part of the first and second anchors in the axial direction. [3] Fuel tank shut-off valve for a vehicle according to claim 1, characterized by , that the second anchor (23) is formed in a tubular shape, wherein a flow path is formed which runs through the second anchor, and a relief valve (25) which is actuated by the differential pressure between the fuel tank and the canister is installed inside the second anchor. [4] Fuel tank shut-off valve for a vehicle according to claim 3, characterized by , that several projections are formed along the circumferential surface of the outer circumferential surface of the relief valve (25), wherein, since a gap is formed between the outer circumferential surface of the relief valve and the inner circumferential surface of the second armature (23) by the projections, the fuel vaporizing gas flows in through the gap. [5] Fuel tank shut-off valve for a vehicle according to claim 1, characterized by, that the second anchor (23) is inserted inside the outer cylinder element (22), the outer cylinder element being inserted into the valve housing (21) and supported in the axial direction by the second spring (42). [6] Fuel tank shut-off valve for a vehicle according to claim 5, characterized by , that a tubular connecting part (23a) is formed on the upper surface of the second anchor (23) and an opening hole is formed on a side surface of the connecting part, wherein a flow path hole is formed through the upper surface of the second anchor and a flow path hole is formed through a cover combined with the lower end of the second anchor, and a flow path hole is formed through the bottom surface of the outer cylindrical element (22).

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