JP2015150924A - fuel tank - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fuel tank which reduces a number of integrated components and secures liquid level of fuel during high speed turn.SOLUTION: A saddle type fuel tank 10 is configured so that: a connection part 22 for connecting a main tank 24 and a sub tank 26 has a partition member 36 pivotally supported to a support part 40 disposed on a salient 16A of an upper wall 16. The partition member 36 is configured to rotate freely in only the main tank 24 side from a vertical direction. Therefore, even when fuel F moves toward the sub tank 26 side from the main tank 24 side by centrifugal force during high speed turn of a vehicle, the partition member 36 inhibits movement of the fuel. In other words, liquid level S of the fuel F on the main tank 24 side is highly maintained, and even the liquid level S inclined during actuation of the centrifugal force reaches a filter 30. Namely, the fuel F can be supplied stably to an engine without a sub cup or the like on the main tank 24 during high speed turn.

Description

  The present invention relates to a fuel tank.

  Conventionally, a so-called vertical fuel tank in which the upper part of the main tank and the sub tank is connected at the center in the vehicle width direction is used for the vehicle fuel tank in order to avoid an exhaust pipe and the like. This vertical fuel tank supplies fuel from the main tank to the engine with a fuel pump. Therefore, in order to ensure that fuel can be supplied even when the fuel level drops, the fuel from the sub tank to the main tank Can be transported. Specifically, a jet pump that generates a negative pressure for fuel transfer is provided in the main tank. (See Patent Document 1).

JP 2010-71098 A

  In the above prior art, centrifugal force acts on the fuel in the fuel tank when the vehicle turns at high speed, the fuel moves from the main tank to the sub tank, the fuel level in the main tank decreases, and the fuel pump sucks the fuel. There was a risk of being unable to do so.

  In order to prevent this, it is necessary to provide a small sub-cup in the main tank to secure the fuel level with respect to the fuel pump, and to constantly drive the jet pump to replenish the fuel from the sub-cup.

  However, since the vertical fuel tank is divided into a main tank and a sub tank, the number of built-in parts is large, and there is a demand for reducing the number of built-in parts such as a sub cup.

  The present invention has been made in consideration of the above facts, and an object of the present invention is to provide a fuel tank that can stably supply fuel to an engine when the vehicle turns at high speed while reducing the number of built-in components.

  The invention according to claim 1 is provided with a first storage part in which fuel to be supplied to the engine by a fuel pump is stored inside, the first storage part being separated from the first storage part in the vehicle width direction, and the fuel is stored in the first storage part. A second storage part, an upper part of the first storage part and the upper part of the second storage part, a connection part having an upper wall and a bottom wall, and a connection part provided between the upper wall and the bottom wall. And a partition member rotatably supported in the vehicle width direction.

  In this fuel tank, a first storage part and a second storage part for supplying fuel to the engine by a fuel pump are communicated at the upper part by a connecting part. Therefore, when the vehicle turns at high speed toward the first reservoir and centrifugal force acts on the fuel tank, the fuel moves from the first reservoir to the second reservoir. At this time, since the partition member that is rotatable in the vehicle width direction is provided between the upper wall and the bottom wall of the connecting portion, the movement of the fuel that has flowed into the connecting portion from the first storage portion is suppressed by the partition member, A change in the fuel level in the first reservoir is suppressed. Therefore, fuel can be stably supplied to the fuel pump even when the vehicle turns at high speed.

  According to a second aspect of the present invention, in the first aspect of the present invention, the partition member is provided closer to the first storage portion than the uppermost portion of the bottom wall of the connecting portion in the vehicle width direction.

  In this fuel tank, a partition member is provided closer to the first storage portion than the uppermost portion of the bottom wall of the connecting portion in the vehicle width direction. Therefore, after the fuel flowing into the connecting portion from the first reservoir due to centrifugal force at the time of high-speed turning of the vehicle contacts the partition member, it does not reach at least the uppermost portion of the bottom wall to reach the second reservoir. Must not. Therefore, it is suppressed that the fuel of the 1st storage part side flows into the 2nd storage part side from the clearance gap between a partition member and the wall surface of a connection part.

  According to a third aspect of the present invention, in the first or second aspect of the present invention, the partition member is more preferably moved from the second reservoir than the flow resistance against fuel moving from the first reservoir to the second reservoir. The flow resistance to the fuel moving to the first reservoir is small.

  In this fuel tank, the partition member has a smaller flow resistance against the fuel moving from the second reservoir to the first reservoir than the flow resistance against the fuel moving from the first reservoir to the second reservoir. Therefore, the movement of the fuel from the first reservoir to the second reservoir during high-speed turning is suppressed, and the movement of the fuel from the second reservoir to the first reservoir is promoted. That is, the fuel level with respect to the fuel pump in the first reservoir is ensured.

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the partition member has a rotation angle on the first storage section side larger than a rotation angle on the second storage section side. .

  In this fuel tank, the rotation angle of the partition member on the first storage unit side is larger than that on the second storage unit side. Therefore, when the fuel moves from the first storage unit side to the second storage unit side during high-speed turning of the vehicle, the rotation angle (opening amount) of the partition member is small, so that the movement of the fuel is suppressed. On the other hand, when the fuel moves from the second storage portion to the first storage portion, the rotation angle (opening amount) of the partition member is large but large, so that the movement of the fuel is promoted. That is, the fuel level with respect to the fuel pump in the first reservoir is ensured.

  Since the present invention is configured as described above, in a so-called saddle type fuel tank having the first reservoir and the second reservoir, the fuel can be stably supplied from the fuel pump to the engine and the liquid level of the fuel is secured. Therefore, the number of built-in parts can be reduced.

1 is a longitudinal sectional view of a fuel tank according to a first embodiment of the present invention. It is a longitudinal cross-sectional view which shows the attachment structure of the partition member which concerns on 1st Embodiment of this invention. In the fuel tank concerning a 1st embodiment of the present invention, it is a longitudinal section showing the state at the time of the left turn of vehicles. In the fuel tank concerning a 1st embodiment of the present invention, it is a longitudinal section showing the state at the time of the right turn of vehicles. It is a longitudinal cross-sectional view of the fuel tank which concerns on a comparative example. It is a longitudinal section showing the left turn state of vehicles in the attachment structure of the partition member concerning a 2nd embodiment of the present invention. It is a longitudinal section showing the right turn state of vehicles in the attachment structure of the partition member concerning a 2nd embodiment of the present invention.

[First Embodiment]

  A fuel tank according to a first embodiment of the present invention will be described with reference to FIGS.

  Hereinafter, in each drawing, the upper direction of the vehicle is indicated by an arrow UP direction and the vehicle width direction is indicated by an arrow W. Various components are attached to the inside of the fuel tank, but only the components related to this embodiment are shown, and the other components are not shown.

  As shown in FIG. 1, the fuel tank 10 is a fuel tank body 19 having a left wall 12, a right wall 14, an upper wall 16, and a bottom wall 18, in which a closed space 20 for storing fuel is formed. .

  The upper wall 16 includes a convex portion 16A that protrudes upward in the vehicle width direction (arrow W direction) center portion, and base portions 16B and 16C that are formed at both ends of the convex portion 16A in the vehicle width direction. Further, the bottom wall 18 includes a convex portion 18A having a center portion in the vehicle width direction protruding upward, and base portions 18B and 18C formed at both ends of the convex portion 18A in the vehicle width direction.

  In the closed space 20, a portion surrounded by the convex portion 16 </ b> A of the upper wall 16 and the convex portion 18 </ b> A of the bottom wall 18 is a connecting portion 22, and a main tank 24 and a sub tank 26 are provided at both ends of the connecting portion 22 in the vehicle width direction. It is configured.

  A pump module 28 is attached to the base 18 </ b> B of the bottom wall 18 of the main tank 24. At the lower end of the pump module 28, a bag-like filter 30 for removing foreign substances from the sucked fuel is provided. The pump module 28 supplies the fuel stored in the closed space 20 to the engine by driving a fuel pump (not shown).

  The pump module 28 is provided with a jet pump that generates a negative pressure by returning a part of the fuel F sent to the engine by driving the fuel pump.

  On the other hand, the sub tank 26 is provided with a bag-like filter 32 for removing foreign substances from the sucked fuel at the base portion 18 </ b> C of the bottom wall 18. Further, the tube 34 communicates from the inside of the filter 32 to the pump module 28 (jet pump suction side) of the main tank 24 through the convex portion 18A side of the bottom wall 18 of the connecting portion 22. Therefore, when the fuel pump is driven, the fuel is transferred from the sub tank 26 to the main tank 24 via the tube 34 by the suction force of the jet pump.

  As shown in FIG. 1, the tube 34 is routed on the convex portion 18 </ b> A side of the bottom wall 18 of the connecting portion 22, and the convex portion 16 </ b> A of the upper wall 16 has a plate shape that is rotatable in the vehicle width direction. The partition member 36 is disposed.

  As shown in FIG. 2, a support portion 40 that protrudes downward is formed on the convex portion 16 </ b> A at the position of the vertex 38 of the convex portion 18 </ b> A in the vehicle width direction. The support portion 40 includes a pair of shaft support portions 44 that support the rotating shaft 42 of the partition member 36 at both ends in the vehicle front-rear direction, and a restriction portion 46 that extends between the pair of shaft support portions 44 in the vehicle front-rear direction. The restricting portion 46 is formed on the sub tank side of the partition member 36 so that the side surface of the partition member 36 contacts when the partition member 36 faces vertically downward (the apex 38 of the convex portion 18A). Therefore, the partition member 36 is restricted from rotating to the sub tank side by the restricting portion 46 of the support portion 40 and is rotatable only to the main tank side.

  Further, the partition member 36 is constantly urged counterclockwise by an urging member (not shown), and is in a state of facing vertically downward by abutting against the restricting portion 46.

  Further, a gap 48 is formed between the lowermost end (vertical downward position) of the partition member 36 and the convex portion 18 </ b> A (vertex 38) of the bottom wall 18. A tube 34 is routed in the gap 48, and fuel F at the time of refueling can be supplied from the main tank 24 side to the sub tank 26 side.

  The operation of the fuel tank 10 thus configured will be described.

  First, fuel supply during normal travel will be described. As shown in FIG. 1, when a sufficient amount of fuel F is present on the main tank 24 side during normal running, the fuel F in the main tank 24 is sucked into the fuel pump through the filter 30, and the pump It is supplied to the engine via the module 28. At this time, part of the fuel F sucked by the fuel pump is returned to the main tank 24 and passes through the jet pump, whereby the fuel F moves from the sub tank 26 to the main tank 24 (jet pump). Specifically, a negative pressure is generated by the recirculated fuel F passing through the jet pump and acts on the sub tank 26 via the tube 34. As a result, the fuel F stored in the sub tank 26 is transferred to the main tank 24 via the filter 32, the tube 34, and the jet pump.

  In this manner, the fuel F in the main tank 24 is supplied to the engine, and the fuel F in the sub tank 26 is supplied to the main tank 24 by the negative pressure of the jet pump generated when the fuel is supplied.

  Therefore, a sufficient amount of fuel F exists on the main tank 24 side, and the fuel F can be replenished to the engine stably.

  Next, the left high speed turning of the vehicle will be described. In order to explain this operation, first, the operation of the fuel tank of the comparative example of the type having no partition member will be described. In addition, the same referential mark is attached | subjected about the component similar to this embodiment, and the detailed description is abbreviate | omitted.

  As shown in FIG. 5, the fuel tank 100 according to the comparative example has the same shape as the fuel tank 10 according to the present embodiment, but the connection member 22 has no partition member 36 and the base portion of the bottom wall 18 of the main tank 24. The difference is that the sub-cup 102 is disposed on 18B. A pump module and a filter 30 are disposed inside the sub cup 102.

  When the vehicle turns to the left (left side in the figure) at high speed, a centrifugal force acts on the fuel tank 10 on the right side (right side in the figure). As a result, the fuel F stored in the main tank 24 moves to the right side, that is, the sub tank 26 side via the connecting portion 22. Accordingly, the fuel F1 on the main tank side is greatly reduced, and the liquid level S1 of the fuel F1 is not applied to the filter 30. However, since the fuel F2 remains in the sub cup 102 and the filter 30 is below the liquid level S2 of the fuel F2, the fuel F can be supplied to the engine.

  However, it is necessary to dispose the sub cup 102 in the main tank 24 so that the fuel F can be reliably supplied to the engine even during high-speed turning.

  On the other hand, in the case of the fuel tank 10, when the vehicle turns to the left (left side in the figure) at high speed, a centrifugal force acts on the fuel tank 10 on the right side (right side in the figure). As a result, as shown in FIG. 3, the fuel F stored in the main tank 24 flows into the right side, that is, the connecting portion 22. Here, a partition member 36 is formed in the connecting portion 22 at a portion where the gap between the upper wall 16 (the convex portion 16A) and the bottom wall 18 (18A) is the smallest. Accordingly, most of the fuel F flowing into the connecting portion 22 from the main tank 24 comes into contact with the partition member 36 which is brought into a vertical state (unrotatable to the sub tank side) by an urging member (not shown). Inflow to the side is suppressed. That is, only a part of the fuel F only flows into the sub tank 26 from the gap 48 between the partition member 36 and the apex 38 of the convex portion 18A of the bottom wall 18.

  Therefore, as shown in FIG. 3, the fuel F on the main tank 24 side stops on the main tank 24 side with respect to the partition member 36 of the connecting portion 22 except for a part. As a result, although the liquid level S of the fuel F in the main tank 24 is inclined by centrifugal force, the entire filter 30 can be prevented from being exposed from the liquid level S.

  Further, most of the fuel F that has moved from the main tank 24 side to the right (connecting portion 22) side during the left turn is prevented from moving to the sub tank 26 by the partition member 36 and returns to the main tank 24. As a result, the entire filter 30 is prevented from being exposed from the liquid level S of the fuel F in the main tank 24. In particular, since the partition member 36 is provided at the apex 38 of the bottom wall 18 (projection 18A) in the vehicle width direction, the fuel F stopped by the partition member 36 is guided to the bottom wall 18 (projection 18A). To return to the main tank 24.

  Therefore, it is not necessary to arrange the pump module 28 and the filter 30 in the sub-cup or the like in the main tank 24 in order to maintain the supply of the fuel F to the engine. That is, it is possible to stably supply the fuel F to the engine while reducing the number of built-in components disposed in the main tank 24.

  On the other hand, when the vehicle turns to the right (right side in the figure) at high speed, centrifugal force acts on the fuel tank 10 on the left side (left side in the figure). As a result, as shown in FIG. 4, the fuel F stored in the sub tank 26 moves to the left side, that is, the connecting portion 22. At this time, in the connecting portion 22, the partition member 36 rotates toward the main tank 24 against the urging force by the fuel F flowing into the connecting portion 22 from the sub tank 26. As a result, the gap 48 increases, and most of the fuel F flowing into the connecting portion 22 from the sub tank 26 passes over the apex 38 of the bottom wall 18 (convex portion 18A) of the connecting portion 22 and flows into the main tank 24.

  As described above, in the fuel tank 10 of the present embodiment, when centrifugal force acts on the sub tank 26 side during high-speed turning of the vehicle, the connecting member is connected from the main tank 24 side by the partition member 36 that is always maintained in the vertical direction. The fuel F flowing into the fuel tank 22 is prevented from moving to the sub tank 26 side. As a result, it is possible to suppress the fuel F stored in the main tank 24 from decreasing.

  On the other hand, when a centrifugal force acts on the main tank 24 side (left side) during high-speed turning of the vehicle, the fuel F moving from the sub tank 26 against the biasing force constantly biased counterclockwise. The partition member 36 rotates clockwise to greatly open the gap 48. As a result, a large amount of fuel F flows from the sub tank 26 into the main tank 24.

  That is, in the fuel tank 10, the movement of the fuel F from the main tank 24 to the sub tank 26 is suppressed when a centrifugal force acts on the sub tank side during high-speed turning, and the sub tank 26 when the centrifugal force acts on the main tank side. To the main tank 24 is promoted. As a result, the level S of the fuel F in the main tank 24 is kept high even when the vehicle is turning at high speed. Therefore, the sub-cup 102 or the sub-tank as in the comparative example is not necessary for the main tank 24.

  In addition, the partition member 36 of the present embodiment allows only the main tank 24 side to rotate from the vertical direction, thereby facilitating the movement of the fuel F from the sub tank 26 to the main tank 24, and from the main tank 24 to the sub tank 26. Although it is configured to make the movement of the fuel F difficult to the side, other configurations may be used.

  Further, the partition member 36 is provided at the position of the vertex 38 of the bottom wall 18 (the convex portion 18A) of the connecting portion 22, but it is preferable that the partition member 36 is on the main tank 24 side from the vertex 38. This is because the fuel F that has flowed into the connecting portion 22 from the main tank 24 comes into contact with the partition member 36 and is then guided by the convex portion 18A of the bottom wall 18 to return to the main tank 24. In addition, the fuel F moving from the sub tank 26 comes into contact with the partition member 36 and then flows into the main tank 24 through the gap 48 between the partition member 36 and the convex portion 18A of the bottom wall 18.

  Further, the length of the partition member 36 may be adjusted so that the apex 38 wraps around the rotation locus of the partition member 36 instead of the restricting portion 46 of the partition member 36. Since the apex 38 (the convex portion 18A) is on the rotation locus of the partition member 36, the partition member 36 can be prevented from rotating to the sub side. That is, the fuel can be maintained on the main tank 24 side during high-speed turning.

[Second Embodiment]

  A fuel tank according to a second embodiment of the present invention will be described with reference to FIGS. In addition, the same referential mark is attached | subjected about the component similar to 1st Embodiment, and the detailed description is abbreviate | omitted. Further, since the difference from the first embodiment is the shape of the partition member and the support structure, only the portion will be described with reference to the drawings.

  As shown in FIG. 6, the partition member 52 of the fuel tank 50 has an inverted L-shaped cross section having a base portion 54 extending in the vertical direction and a tip portion 56 bent from the lower end of the base portion 54 toward the main tank 24 side. It is a plate body.

  The partition member 52 is rotatably supported by a support portion 40 provided on the convex portion 16 </ b> A of the upper wall 16 of the fuel tank body 19.

  The operation of the fuel tank 50 configured as described above will be described.

  When the vehicle turns to the left at a high speed, as shown in FIG. 6, a rightward centrifugal force acts on the fuel tank 50 so that the fuel F on the main tank 24 side reaches the connecting portion 22 and is positioned in the vertical direction. The partition member 36 thus pressed is released to the sub tank 26 side. However, since the partition member 52 is formed in an inverted L-shaped cross section (the front end portion 56 protrudes toward the main tank 24), the flow resistance is large and the rotation angle θ1 is small. As a result, the gap 48 formed by the convex portion 18A of the bottom wall 18 and the partition member 52 is not greatly opened, and the amount of fuel F that moves from the main tank 24 to the sub tank 26 is suppressed.

  On the other hand, when the vehicle turns to the right at a high speed, as shown in FIG. 7, a leftward centrifugal force acts on the fuel tank 50, and the fuel F on the sub-tank 26 side reaches the connecting portion 22 in the vertical direction. The partition member 36 positioned is pressed to open to the main tank 24 side. At this time, since the partition member 52 does not have a tip portion on the sub tank 26 side, the rotation angle θ2 becomes large. As a result, the gap 48 formed by the convex portion 18A of the bottom wall 18 and the partition member 52 is largely opened, and the amount of fuel F that moves from the sub tank 26 to the main tank 24 increases.

  As described above, in the fuel tank 50, the rotation angle of the partition member 52 is not restricted, but the same effect is achieved by making the shape of the partition member 52 asymmetrical between the left and right sides (the main tank 24 side and the sub tank 26 side). . That is, the flow resistance of the fuel F from the main tank 24 to the sub tank 26 is made larger than the flow resistance of the fuel F from the sub tank 26 to the main tank 24. As a result, the liquid level S of the fuel F in the main tank 24 is maintained, and the fuel F can be reliably supplied to the engine. Moreover, a subcup or a subtank can be dispensed with, which contributes to a reduction in the number of built-in components.

  In this embodiment, the flow resistance is differentiated by making the cross-sectional shape of the partition member 52 asymmetrical, but other configurations may be used as long as the flow resistance can be varied.

  In the series of embodiments, the flow resistance is differentiated. However, a plate-like partition member that is rotatably supported may be provided. Also in this case, since the flow of the fuel F from the main tank 24 to the sub tank 26 is suppressed during high-speed turning, the liquid level S of the fuel F in the main tank 24 is kept high, and the fuel is reliably supplied to the engine. be able to. Therefore, it is not necessary to provide a sub cup or the like in the main tank 24. In addition, by making the partition member rotatable, the movement of the fuel F from the main tank 24 to the sub tank 26 at the time of refueling becomes easier than when a fixed partition member is provided.

  Furthermore, in the series of embodiments, the partition members 36 and 52 are provided on the upper wall 16 (projection 16A) of the fuel tank body 19, but may be provided on the bottom wall 18 (projection 18A). Thereby, for example, when a resin fuel tank or the like is blow-molded, the built-in components can be combined on one mold side.

10, 50 Fuel tank 16A Convex part (upper wall of connecting part)
18A Convex (bottom wall of connecting part)
22 connection part 24 main tank (1st storage part)
26 Subtank (second reservoir)
36, 52 Partition member 38 Apex (top)
θ1 rotation angle (rotation angle on the second storage section side)
θ2 rotation angle (rotation angle on the first reservoir side)

Claims (4)

A first storage part in which fuel supplied to the engine by the fuel pump is stored;
A second storage part which is provided apart from the first storage part in the vehicle width direction and in which fuel is stored;
Connecting the upper part of the first storage part and the second storage part, and having a top wall and a bottom wall;
A partition member provided between the upper wall and the bottom wall in the connecting portion and rotatably supported in the vehicle width direction;
With fuel tank.   2. The fuel tank according to claim 1, wherein the partition member is provided closer to the first storage portion than the uppermost portion of the bottom wall of the connecting portion in the vehicle width direction.   The flow rate resistance with respect to the fuel which the said partition member moves to the said 1st storage part from the said 2nd storage part is smaller than the flow resistance with respect to the fuel which moves to the said 2nd storage part from the said 1st storage part. The fuel tank described.   The fuel tank according to any one of claims 1 to 3, wherein the partition member has a rotation angle on the first storage portion side larger than a rotation angle on the second storage portion side.

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