KR100956962B1 - Gas control valve for fuel tank - Google Patents

Abstract

PURPOSE: A gas control valve for a fuel tank is provided to maintain the appropriate inner pressure of a fuel tank by controlling the inflow and outflow of the fuel vapor. CONSTITUTION: A gas control valve for a fuel tank comprises a valve housing(100), a first valve unit(200), a second valve unit(300), and a third valve unit(400). The valve housing is divided into an upper chamber(150) and a lower chamber(160) by a partition wall. The upper chamber and the lower chamber are connected to a canister and a fuel tank, respectively. The first valve unit comprises a spool-shaped first valve body(210), a pressure hole, a ball(220), a stopper(230), a second pressure hole, and a first spring(240). The second valve unit is installed outside a baffle. The second valve unit opens and closes the second vent in the abnormal pressure of the fuel tank. The third valve unit is installed in the lower chamber.

Description

GAS CONTROL VALVE FOR FUEL TANK

The present invention relates to a gas control valve for a fuel tank, and more specifically, is installed in a fuel tank to control the inflow and discharge of fuel vapor when a positive pressure, a negative pressure or an overpressure occurs in the fuel tank to maintain an appropriate internal pressure of the fuel tank. The present invention relates to a valve capable of preventing the fuel of the tank from flowing out when the vehicle is overturned.

In general, the vehicle's fuel supply system is intended to provide the most combustible mixer for the engine under all operating conditions. The fuel supply system includes a fuel tank in which fuel is stored, a fuel pump module for transporting fuel from the fuel tank to the engine, and a canister for collecting the evaporated gas of the fuel (hereinafter referred to as fuel steam) and directing it to the intake pipe. canister) and various valves for controlling the flow of the steam.

The fuel supply system described above controls the flow of fuel vapor through various valves installed in the fuel tank, for example, a check valve, a relief valve, and a rollover valve, so that the inside of the fuel tank is maintained at a constant pressure. For example, when the internal pressure of the fuel tank is low, the pressure is increased by introducing the atmosphere from the outside, and when the internal pressure of the fuel tank is high, the fuel vapor is discharged to the outside to lower the pressure.

However, fuel vapor generated from the fuel tank, that is, hydrocarbon gas (Hydrocarbon Gas; HC Gas) is a contaminated air pollutant and when it is discharged to the atmosphere pollutes the atmospheric environment. In particular, the fuel vapor is generated when the fuel evaporates. When a large amount of fuel vapor is discharged to the outside, the fuel stored in the fuel tank is reduced, thereby lowering fuel economy. Of course, the canister is used to purify or recover the fuel vapor, but its efficiency is not satisfactory, and it is difficult to cope with this when the internal pressure of the fuel tank rises sharply.

As a result, it is necessary to develop a gas control valve that can maintain the internal pressure of the fuel tank properly and improve the efficiency of purification and recovery through the canister in the process of discharging fuel steam, and improve fuel efficiency by preventing evaporation of unnecessary fuel. do. In addition, there is a need for a gas control valve capable of simultaneously performing the roles of a check valve, a relief valve, and a rollover valve, thereby preventing the economic loss of installing each valve separately.

The present invention is to solve the above-mentioned problems, it is installed in the fuel tank to control the inflow and discharge of fuel steam when the positive pressure, negative pressure or abnormal overpressure in the fuel tank to maintain the internal pressure of the fuel tank properly, when the vehicle overturn It is an object of the present invention to provide a gas control valve for a fuel tank that can prevent the fuel of the tank from leaking to the outside.

Gas control valve for a fuel tank according to the present invention for achieving this object,

The upper chamber and the lower chamber are partitioned by a partition wall, and the upper and lower chambers are respectively connected to the canister and the fuel tank, and a cylindrical baffle is formed between the center of the partition wall and the first and second vents formed around the partition wall. A valve housing projecting upwardly;

A spool-type first valve body installed inside the baffle, a first pressure hole formed at an upper portion of the first valve body, and positioned inside the first valve body to open and close the first pressure hole to open and close the fuel vapor. A ball for controlling the discharge of the gas, a stopper coupled to the lower end of the first valve body, a second pressure hole formed at the bottom of the stopper, and the first valve body downward to close the first vent. A first valve unit comprising a first spring for convenience;

A second valve unit installed outside the baffle and installed to be movable up and down in the upper chamber and opening and closing the second vent when an abnormal overpressure occurs in a fuel tank; And

And a third valve unit installed in the lower chamber and movable up and down, the third valve unit opening and closing the first vent according to the level of the fuel charged in the fuel tank or the inclination of the vehicle.

In the gas control valve for fuel tank according to the present invention configured as described above, the first valve unit serves as a check valve, the second valve unit serves as a relief valve, and the third valve unit serves as a rollover valve. You will be in charge of each. Therefore, it is installed in the fuel tank to control the inflow and discharge of fuel vapor in case of positive pressure, negative pressure or abnormal overpressure in the fuel tank to maintain the internal pressure of the fuel tank properly and to prevent the fuel of the tank from flowing out when the vehicle is overturned. .

With reference to the accompanying drawings will be described embodiments of the present invention; In the following description of embodiments according to the present invention, and in adding reference numerals to the components of each drawing, the same reference numerals are added to the same components as much as possible even though they are shown in different drawings.

1 is a cross-sectional view of a gas control valve for a fuel tank according to an embodiment of the present invention, Figures 2 and 3 are a perspective view and an exploded perspective view of the check valve of the gas control valve for fuel tank according to an embodiment of the present invention. .

Gas control valve for a fuel tank according to an embodiment of the present invention is installed in a fuel tank (not shown), more specifically a fuel pump module (not shown). Looking at the structure of the gas control valve for the fuel tank with reference to Figures 1 to 3 as follows.

As shown in FIG. 1, a gas control valve for a fuel tank includes a valve housing 100 and first to third valve units 200 to 400 installed inside the valve housing 100.

First, referring to the valve housing 100, the valve housing 100 includes a housing body 110 and upper and lower covers 120 and 130 coupled to upper and lower portions of the housing body 110, respectively.

The housing main body 110 is formed of a cylindrical upper and lower ends, and the upper and lower covers 120 and 130 are coupled to the opened upper and lower ends, respectively. The interior of the housing main body 110 is hollowed and partitioned into the upper chamber 150 and the lower chamber 160 by the partition wall 140. In addition, first and second through holes 152 and 162 are formed on the outer circumferential surface of the housing main body 110.

The first and second through holes 152 and 162 are formed at an upper side and a lower side of the outer circumferential surface of the housing main body 110, among which the first through holes 152 are positioned at an upper portion of the housing main body 110 and are positioned at an upper side. The chamber 150 is connected to the canister (not shown), and the second through hole 162 is positioned at the lower portion of the housing body 110 to connect the lower chamber 160 to the fuel tank (not shown).

The first vent 142 is formed at the center of the partition wall 140 that divides the upper chamber 150 and the lower chamber 160, and the plurality of second vents 144 are positioned at a predetermined distance from the first vent 142. ) Is radially formed, and a cylindrical baffle 146 is formed between the first cylinder 142 and the second cylinder 144.

In this case, annular first and second seating sheets 143 and 145 protrude upwardly around upper surfaces of the first and second vents 142 and 144, and annular third seating sheets around the lower surface of the first vent 142. 147 protrudes downward, and the microcavity 149 is further formed at one side of the first seating sheet 143.

First and second locking protrusions 122 and 124 for fixing the first and second springs 240 and 330 to be described later are formed on the bottom surface of the upper cover 120 coupled to the upper end of the housing body 110, and the housing body ( A third catching protrusion 132 for fixing the third spring 420 to be described later is formed on an upper surface of the lower cover 130 coupled to the bottom of the 110.

The first valve unit 200 installed in the upper chamber 150 of the housing body 110 serves as a check valve to block fuel vapor discharged through the first vent 142. Looking at the configuration, the first valve body 210 is installed inside the baffle 146, the ball 220 is located inside the first valve body 210, and is coupled to the lower end of the first valve body 210 The stopper 230 and the first spring 240 for elastically biasing the first valve body 210 toward the first vent 142.

1 to 3, the first valve body 210 of the first valve unit 200 has a spool shape. That is, the first valve body 210 includes a central portion 212 of the cylinder and an annular edge 214 formed along the circumference of the central portion 212. In addition, an insertion groove 216 is formed between the central portion 212 and the edge 214 in which the lower end of the first spring 240 is inserted.

At this time, the upper end of the central portion 212 is formed in a tapered shape that the diameter becomes smaller toward the upper portion, the first pressure hole 218 for the discharge of fuel vapor and the inflow of outside air is formed on the upper surface. In addition, a plurality of protrusions 219 are radially formed on the outer circumferential surface of the edge 214, and fuel vapor is discharged or outside air is introduced between the plurality of protrusions 219.

The stopper 230 is formed in a circumferential shape so as to be coupled through the lower end of the center portion 212 of the first valve body 210. The flange 232 is formed at the lower end of the stopper 230 to prevent the stopper 230 from being inserted more than a predetermined depth. A plurality of second pressure holes 234 are radially disposed in the stopper 230 having a shape such that the outside of the air introduced through the first pressure hole 218 and the fuel vapor discharged through the first vent 142 are provided. Make it possible to move.

On the other hand, although not shown in the drawing, the center of the upper surface of the stopper 230 may be formed with a mounting groove so that the ball 220 can be seated. The seating groove is formed in a shape in which a lower portion of the ball 220 can be inserted, and allows a part of the second pressure hole 234 to be opened in the state in which the ball 220 is inserted. As such, the reason for forming the seating groove is to allow the ball 220 to always be seated at the same position so that the inflow of outside air and the discharge of fuel vapor through the second pressure hole 234 are smooth.

The second valve unit 300 installed in the upper chamber 150 of the housing main body 110 increases the pressure of the fuel tank by opening the second vent 144 when the internal pressure of the fuel tank rises above a predetermined pressure. It acts as a relief valve to release.

Looking at the configuration of the second valve unit 300 with reference to Figure 1, the second valve body 310 is formed in an annular shape so as to be inserted into the baffle 146 to move up and down, and the lower surface of the second valve body 310 It includes a first hermetic seal (320) to be coupled, and a second spring (330) for elastically biasing the second valve body (310) downward to close the second vent (144).

The first hermetic seal 320 which is in close contact with the second seating seat 145 of the second vent 144 when the second valve body 310 descends among the components of the second valve unit 300 described above, It is preferable to be made of a predetermined elastic body so as to improve the airtight efficiency of the two-pipe 144.

The third valve unit 400 is installed in the lower chamber 160 of the housing main body 110 and serves as a rollover valve for opening and closing the first vent 142 according to the level of fuel charged in the fuel tank or the inclination of the vehicle. Do it.

As shown in FIG. 1, the third valve unit 400 is installed in the lower chamber 160 and floats 410 moving up and down according to the level of fuel charged in the fuel tank or the inclination of the vehicle. The third spring 420 is installed between the lower end of the 410 and the lower cover 130, and the flap 430 is provided on the upper portion of the float 410 and the extension portion 432 protrudes in a direction facing each other; First and second flap rings 442 and 444 formed on the upper surface of the float 410 and the extension part 432 of the flap 430 inserted therein, and the second hermetic seal 450 provided on the upper surface of the flap 430. It includes.

At this time, the second hermetic seal 320 is preferably made of a predetermined elastic body to improve the airtight efficiency of the first vent 142. In addition, the first and second flap rings 442 and 444 may be formed at different heights so as to have a deflection load in a process in which the flap 430 that opens and closes the first vent 142 is spaced apart from the third seating sheet 147. desirable.

Meanwhile, a mounting protrusion 412 is formed at the center of the upper surface of the float 410 of the third valve unit 400, and a mounting groove 434 is formed at the lower surface of the flap 430. The mounting protrusion 412 and the mounting groove 434 is to ensure that the flap 430 descending later than the float 410 by the deflection load described above can always be seated in the same position.

4 to 12, the pressure maintaining process, the abnormal overpressure release process, and the fuel leakage prevention process using the gas control valve for the fuel tank according to the present embodiment will be described.

4 to 7 are views illustrating a pressure maintaining process of a gas control valve for a fuel tank according to an embodiment of the present invention.

[Normal pressure]

The internal pressure of the fuel tank (not shown) is preferably maintained at atmospheric pressure. This state is called flat pressure, and FIG. 4 shows the above-mentioned flat pressure state.

As shown in FIG. 4, since the atmospheric pressure and the internal pressure of the fuel tank are the same in the flat pressure state, the first and second valve bodies 210 and 310 are elastically biased downward by the first and second springs 240 and 330.

The fuel vapor generated in the fuel tank in such a flat pressure state is discharged through the first vent 142, flows into the inside of the first valve body 210 through the second pressure hole 234, and then the upper chamber 150. Or discharged to the upper chamber 150 through the micro-pores 149 formed on one side of the first seating sheet 143. The fuel vapor thus discharged is discharged to the canister through the first through hole 152 and is purified and recovered from the canister (not shown).

The amount of fuel vapor generated in the above-mentioned flat pressure state is small so that it does not affect air pollution and fuel loss.

[Low pressure]

When the amount of generation of fuel vapor increases due to the temperature rise in the state of constant pressure, the inside of the fuel tank becomes a static pressure. This static pressure state is divided into a low pressure state and a high pressure state, and FIG. 5 illustrates a case of a low pressure state.

When the pressure rises inside the fuel tank to a low pressure state, the first valve body 210 through the second pressure hole 234 than the amount of fuel vapor discharged into the upper chamber 150 through the micro-pores 149. The amount of water flowing into the inside of) increases. Therefore, the ball 220 is raised by the fuel vapor introduced into the first valve body 210 to close the first pressure hole 218.

As a result, even if the internal pressure of the fuel tank slightly rises, since the fuel vapor is discharged through the fine holes 149, the fuel vapor can be purified and recovered through the canister.

[High pressure]

When the internal pressure of the fuel tank rises to a predetermined pressure or higher as the fuel steam is continuously generated, the fuel vapor discharged through the first vent 142 as shown in FIG. 6 is formed in the first valve body 210. Raise). Therefore, the fuel vapor discharged through the first vent 142 is discharged to the upper chamber 150 through the protrusions 219 of the first valve body 210 and transferred to the canister.

In this way, the fuel vapor discharged under high pressure is much higher than the normal pressure and low pressure, but it can prevent the fuel system from malfunctioning by preventing the pressure increase in the fuel tank. Can be satisfied.

[Negative pressure state]

When the pressure of the fuel tank is lowered below atmospheric pressure due to the external environment, the first and second valve bodies 210 and 310 are elastically biased downward by the first and second springs 240 and 330. At this time, outside air flows into the upper chamber 150 through the first through hole 152, and the introduced outside air flows into the fuel tank through the first and second pressure holes 218 and 234 of the first valve body 210. do. Therefore, the internal pressure of the fuel tank is increased to atmospheric pressure to prevent the fuel system from malfunctioning.

8 is a diagram illustrating an abnormal overpressure release process of a gas control valve for a fuel tank according to an exemplary embodiment of the present invention.

As described above, the internal pressure of the fuel tank (not shown) is preferably maintained at atmospheric pressure. However, in the case of fuel injection, the internal pressure of the fuel tank rises rapidly, causing abnormal overpressure. When such an abnormal overpressure occurs, the second valve body 310 of the second valve unit 300 is raised by the internal pressure of the fuel tank, and the abnormal overpressure is eliminated by temporarily increasing the flow rate securing space.

Thereafter, when the rapidly rising pressure is lowered, the fuel tank maintains the atmospheric pressure through the high pressure and low pressure states described above, and the flat pressure state is maintained.

9 and 10 are diagrams illustrating a fuel leakage prevention process of a gas control valve for a fuel tank according to an embodiment of the present invention.

When the level of the fuel rises due to fuel injection or the vehicle is inclined, as shown in FIG. 9, the float 410 rises, so that the second hermetic seal 450 of the flap 430 becomes the third seating sheet 147. In close contact with the first vent 142 is closed.

Thereafter, when the level of the fuel is lowered due to fuel consumption or the vehicle is switched to the horizontal state, the float 410 moves downward by its own weight, and the float 410 pulls the flap 430 downward to make a third seat. The second hermetic seal 450 is spaced apart from the sheet 147.

In this case, since the heights of the first and second flap rings 442 and 444 pulling the flap 430 are different from each other, the flap 430 is entirely shown in FIG. 10. While inclined, the first flap ring 442 side is spaced first and the second flap ring 444 side is spaced later. That is, since the deflection load is applied to the flap 430, it is possible to appropriately adjust the internal pressure of the fuel tank.

As a result, when the third valve unit 400 is used, the internal pressure of the fuel tank may also be adjusted through the flap 430 that operates in a biased manner as well as the role of the roll-over valve. In addition, the opening and closing operation of the first vent 142 through the flap 430 can be made smoothly and surely.

While the present invention has been described through the preferred embodiments, the above-described embodiments are merely illustrative of the technical idea of the present invention, and various changes may be made without departing from the technical idea of the present invention. Those of ordinary skill will understand. Therefore, the protection scope of the present invention should be interpreted not by the specific embodiments, but by the matters described in the claims, and all technical ideas within the equivalent scope should be interpreted as being included in the scope of the present invention.

1 is a cross-sectional view of a gas control valve for a fuel tank according to an embodiment of the present invention.

2 and 3 are a perspective view and an exploded perspective view of the check valve of the gas control valve for fuel tank according to an embodiment of the present invention.

4 to 7 are views illustrating a pressure maintaining process of a gas control valve for a fuel tank according to an embodiment of the present invention.

8 is a diagram illustrating a process for releasing abnormal overpressure of a gas control valve for a fuel tank according to an embodiment of the present invention.

9 and 10 are views illustrating a fuel leakage prevention process of the gas control valve for a fuel tank according to an embodiment of the present invention.

* Description of the symbols for the main parts of the drawings *

100: valve housing 110: housing body

120: upper cover 130: lower cover

140: bulkhead 150: upper chamber

160: lower chamber 200: first valve unit

210: first valve body 220: ball

230: stopper 240: first spring

300: second valve unit 310: second valve body

320: first hermetic seal 330: second spring

400: third valve unit 410: float

420: third spring 430: flap 430

450: second hermetic seal

Claims (12)

The upper chamber and the lower chamber are partitioned by a partition wall, and the upper and lower chambers are respectively connected to the canister and the fuel tank, and a cylindrical baffle is formed between the center of the partition wall and the first and second vents formed around the partition wall. A valve housing projecting upwardly; A spool-type first valve body installed inside the baffle, a first pressure hole formed at an upper portion of the first valve body, and positioned inside the first valve body to open and close the first pressure hole to open and close the fuel vapor. A ball for controlling the discharge of the gas, a stopper coupled to the lower end of the first valve body, a second pressure hole formed at the bottom of the stopper, and the first valve body downward to close the first vent. A first valve unit comprising a first spring for convenience; A second valve unit installed outside the baffle and installed to be movable up and down in the upper chamber and opening and closing the second vent when an abnormal overpressure occurs in a fuel tank; And And a third valve unit installed in the lower chamber and movable up and down, the third valve unit opening and closing the first vent according to the water level of the fuel charged in the fuel tank or the inclination of the vehicle. The method according to claim 1, A gas control valve for a fuel tank, characterized in that the first seat seat protrudes along the upper circumference of the first vent, and micropores are formed on one side of the first seat seat. The method according to claim 1, The second pressure hole is formed in a plurality, the gas control valve for the fuel tank, characterized in that arranged radially. The method according to claim 3, A seating groove in which a lower end portion of the ball is inserted is formed on an upper surface of the stopper, and a part of the second pressure hole is opened while the ball is inserted into the seating groove. The method according to any one of claims 1 to 4, The second valve unit includes a second valve body inserted into the baffle and movable up and down, and a second spring for elastically biasing the second valve body downward to close the second vent. Gas control valve for tank. The method according to claim 5, A gas control valve for a fuel tank, further comprising a first hermetic seal attached to a lower surface of the second valve body and made of a predetermined elastic body to improve the airtight efficiency of the second vent. The method according to claim 6, A gas control valve for a fuel tank, characterized in that the second seat seat protrudes along the upper circumference of the second vent. The method of claim 7, The third valve unit is installed in the lower chamber to move up and down depending on the level of the fuel or fuel in the fuel tank or the inclination of the vehicle, and a third installed between the bottom of the float and the bottom of the valve housing A gas control valve for a fuel tank including a spring, a flap provided on an upper portion of the float and extending in a direction facing each other, and first and second flap rings formed on an upper surface of the float and into which the extension is inserted. . The method according to claim 8, Gas control valve for a fuel tank, characterized in that the first and second flap ring protrudes at different heights. The method according to claim 9, And a second hermetic seal attached to an upper surface of the flap and made of a predetermined elastic body so as to improve the airtight efficiency of the first vent. The method according to claim 10, And a mounting protrusion is formed at the center of the upper surface of the float, and a mounting groove is formed at the lower surface of the flap. The method of claim 11, A gas control valve for a fuel tank, characterized in that the third seating seat protrudes along the circumference of the lower surface of the first vent.

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