JP4170974B2 - Fuel tank structure - Google Patents

Description

  The present invention relates to a fuel tank structure, and in particular, first and second chambers are provided on both ends of an elongated fuel tank, respectively, and fuel is supplied to an engine by a first fuel pump in the first chamber. The present invention relates to a fuel tank structure for supplying fuel to an engine with a second fuel pump in a second chamber.

2. Description of the Related Art A fuel tank structure in which two fuel pumps are provided in a fuel tank and fuel is supplied to the engine with the two fuel pumps is known (for example, see Patent Document 1).
JP 2001-254654 A

Patent document 1 is demonstrated based on the following figure.
FIG. 11 is a diagram for explaining a conventional basic configuration.
The fuel tank structure 200 includes first and second tank portions 202 and 203 in the fuel tank 201, and the first and second tank portions 202 and 203 communicate with each other so as to have substantially the same vapor pressure. The first and second tank portions 202 and 203 are provided with first and second reservoirs 204 and 205, respectively, a first fuel pump 206 is provided in the first reservoir 204, and a second reservoir 205 is provided in the second reservoir 205. A fuel pump 207 is provided, and a crossover fuel line 208 is provided across the first and second tank portions 202 and 203.

  When the first and second fuel pumps 206 and 207 are driven, the first and second shuttle valves 209 and 210 are opened, and the fuels 211 and 211 in the first and second tank portions 202 and 203 are The first and second reservoirs 204 and 205 are supplied.

  At the same time, the fuel 211 is supplied from the lower relative level of the fuel 211, 211 in the first and second tank portions 201, 201 to the higher relative level via the crossover fuel line 208, so that the first The levels of the fuels 211 and 211 in the second tank portions 202 and 203 are kept substantially uniform.

Therefore, it is possible to prevent any one of the fuels 211 of the first tank part 202 and the second tank part 203 from becoming empty earlier than the other fuel 211.
As a result, the fuel 211 can be supplied from the first and second fuel pumps 206 and 207 to the engine 212 until all the fuel 211 in the fuel tank 201 becomes empty. It can be driven.

Here, in some fuel tank structures, the fuel tank is elongated. An example in which this elongated fuel tank structure is arranged in the longitudinal direction of the vehicle body will be described with reference to FIG.
In the fuel tank structure shown in FIG. 12, the same members as those in the fuel tank structure shown in FIG.

FIG. 12 is a view for explaining a conventional fuel tank structure. Fr indicates the front of the vehicle body and Rr indicates the rear of the vehicle body.
The fuel tank structure 220 includes a fuel tank 221 that extends long in the front-rear direction of the vehicle body. The fuel tank structure 221 includes first and second reservoirs 204 and 205 at a front portion 222 and a rear portion 223, respectively. A first fuel pump 206 is provided in 204, a second fuel pump 207 is provided in the second reservoir 205, and a crossover fuel line 208 is provided across the first and second reservoirs 204, 205.

  According to the fuel tank structure 220, when the automobile 211 is accelerated or the vehicle travels uphill when the fuel 211 in the fuel tank 221 is small, the fuel 211 moves to the rear portion 223 in the fuel tank 221.

For this reason, the fuel 211 is separated from the front and rear shuttle valves 209 and 210, and the fuel 211 cannot be supplied into the first and second reservoirs 204 and 205 from the respective shuttle valves 209 and 210.
Therefore, it is difficult to satisfactorily supply the fuel 211 from the first and second fuel pumps 206 and 207 to the engine 212, and the engine 212 may not be driven appropriately.

  The present invention provides a fuel tank structure in which fuel can be satisfactorily supplied to the engine and the engine can be suitably driven during acceleration / deceleration and running on a slope while the fuel in the fuel tank is relatively small. This is the issue.

  In the invention according to claim 1, the fuel tank is formed in an elongated shape, and the first chamber is provided on one end side in the fuel tank, and the second chamber is provided on the other end side. The first and second fuel pumps are respectively provided in the second chamber, and the first fuel pump is driven to drive the fuel in the first chamber to the engine via the first supply flow path communicating with the first fuel pump. And the surplus fuel from the first supply flow path is returned to the first chamber through the first return flow path, and the second fuel pump is driven to communicate with the second fuel pump. In the fuel tank structure in which the fuel in the second chamber is supplied to the engine via the flow path and surplus fuel from the second supply flow path is returned to the second chamber via the second return flow path, the first fuel pump A first vapor jet pump that guides the fuel in the fuel tank from the one end side into the first chamber using a vapor jet flow discharged from the first fuel pump during driving. And when the second fuel pump is driven, a fuel jet discharged from the second fuel pump is used to allow fuel in the fuel tank to enter the second chamber from the other end side. A second vapor jet pump is provided, and fuel adjusting means capable of adjusting the remaining amount of fuel in the first and second chambers is provided.

Here, in a state where the amount of fuel in the fuel tank is relatively small, for example, when the vehicle travels at an acceleration / deceleration or on a slope (uphill, downhill), the fuel in the fuel tank It will be biased toward the end of the end and will no longer exist at the end on the opposite side.
When the fuel is biased toward the end of the fuel tank, it is possible to supply fuel to the engine with the fuel pump on the side where the fuel is biased, but supply fuel to the engine with the fuel pump on the opposite side. Is difficult.

Accordingly, in claim 1, a first vapor jet pump is provided for guiding the fuel in the fuel tank into the first chamber from one end side of the fuel tank, and the first vapor jet pump is provided from the other end side of the fuel tank. A second vapor jet pump leading into the two chambers was provided.
In addition, fuel adjustment means capable of adjusting the remaining amount of fuel in the first and second chambers is provided.

Thereby, for example, when the fuel is biased toward one end, the biased fuel is guided into the first chamber by the first vapor jet pump.
The fuel in the first chamber is supplied to the engine by the first fuel pump, and the remaining fuel in the first and second chambers is adjusted by the fuel adjusting means.
Therefore, even when the fuel is biased toward one end, the fuel can be supplied to the engine by the first and second fuel pumps.

If the fuel is biased toward the other end, the biased fuel is guided into the second chamber by the second vapor jet pump.
The fuel in the second chamber is supplied to the engine by the second fuel pump, and the remaining fuel in the first and second chambers is adjusted by the fuel adjusting means.
Therefore, even when the fuel is biased toward the other end, the fuel can be supplied to the engine by the first and second fuel pumps.

  According to a second aspect of the present invention, the fuel adjusting means uses a return flow of surplus fuel flowing through the first return flow path to guide the fuel in the second chamber from the first suction port into the first chamber. And a second return jet pump that guides the fuel in the first chamber from the second suction port into the second chamber using the return flow of the surplus fuel flowing through the second return flow path. The suction port is disposed in the second chamber and on the other end side of the fuel tank, and the second suction port is disposed in the first chamber and on one end side of the fuel tank. It is characterized by that.

Here, in a state where the fuel in the first and second chambers is relatively small, for example, when the vehicle travels on an acceleration / deceleration or on a slope (uphill or downhill), the fuel in the fuel tank is adjusted. The liquid level of the fuel in the first and second chambers is inclined, and the first and second suction ports are located above the liquid level.
When the first and second suction ports are located above the liquid level, fuel cannot be sucked from the first and second suction ports. For this reason, the remaining amount of fuel in the first and second chambers may not be adjusted.

Therefore, in claim 2, the first suction port is disposed in the second chamber and on the other end side of the fuel tank, and the second suction port is disposed in the first chamber and the fuel tank. Arranged on one end side.
This makes it possible to position the suction port below the liquid level in the chamber where the fuel in the fuel tank is biased.
The fuel sucked from the suction port can be supplied to the opposite chamber to adjust the remaining fuel amount in the first and second chambers.

  According to a third aspect of the present invention, when one end of the fuel tank is positioned above the other end of the fuel tank so that the fuel tank has a predetermined inclination angle, the suction port of the first vapor jet pump Even when the liquid level of the fuel is lowered below, the height of the first suction port is determined so that the liquid level reaches the first suction port, and the fuel tank has a predetermined inclination angle. Even when the liquid level of the fuel descends below the suction port of the second vapor jet pump when the other end is positioned above the one end of the fuel tank, the second suction The height of the second suction port is determined so that the liquid level reaches the mouth.

The heights of the first and second suction ports were determined so that the liquid level reached the first suction port or the second suction port when the fuel tank had a predetermined inclination angle.
The fuel in the second chamber can be supplied into the first chamber by immersing the first suction port in the fuel, and the fuel in the first chamber can be supplied into the second chamber by immersing the second suction port in the fuel. Can be supplied within.

  According to a fourth aspect of the present invention, the elongated fuel tank is disposed in the longitudinal direction of the vehicle body so that the one end portion is disposed on the vehicle body front side and the other end portion is disposed on the vehicle body rear side. The adjusting means is configured by a first return jet pump that guides the fuel in the second chamber from the first suction port into the first chamber using the return flow of the surplus fuel flowing through the first return flow path. The first suction port is arranged in the second chamber and on the other end side of the fuel tank.

Here, in a state where a relatively small amount of fuel is stored in the fuel tank 11, for example, when the vehicle is in a rapid acceleration traveling state or an uphill traveling state, the fuel in the fuel tank is moved to the rear end portion (hereinafter referred to as “rear side”). It is biased toward the “end” side.
In sudden acceleration traveling or climbing traveling, the fuel demand flow rate of the engine is large, so it is necessary to supply fuel from the first and second fuel pumps to the engine.

On the other hand, for example, when the vehicle is decelerated or travels downhill for a long time, the fuel in the fuel tank is biased toward the front side of the vehicle body (hereinafter referred to as the “front end”).
When driving at a reduced speed or traveling downhill, the required fuel flow rate of the engine is small, so the second fuel pump on the rear side of the vehicle is stopped and fuel is supplied to the engine only by the first fuel pump on the front side of the vehicle. Is possible.

Accordingly, in claim 4, the first return jet pump is provided in the first chamber on the front side of the vehicle body, and the fuel in the second chamber on the rear side of the vehicle body is supplied into the first chamber.
As a result, when the vehicle is in a state of rapid acceleration or climbing and the fuel in the fuel tank is biased toward the rear end, the fuel in the second chamber on the rear side of the vehicle body is moved to the first side on the front side of the vehicle body. By supplying the fuel into one chamber, the fuel can be supplied to the engine by the first and second fuel pumps.

On the other hand, when the vehicle is decelerating or traveling downhill for a long time and the fuel in the fuel tank is biased toward the front end, the second fuel pump on the vehicle rear side is stopped and the vehicle front side is stopped. Fuel is supplied to the engine only by the first fuel pump.
In this case, the fuel in the fuel tank is guided into the first chamber by the first vapor jet pump to secure the fuel in the first chamber.
Thus, even when the vehicle is decelerating or traveling downhill for a long time and the fuel in the fuel tank is biased toward the front end, the fuel can be supplied to the engine by the first fuel pump.

  According to a fifth aspect of the present invention, when the front end of the fuel tank is positioned above the end of the fuel tank on the rear side of the fuel tank so that the fuel tank has a predetermined inclination angle, The height of the first suction port is determined so that the liquid level reaches the first suction port even when the fuel level drops below the suction port of the paget pump.

The height of the first suction port is set so that the liquid tank reaches the first suction port when the end of the fuel tank on the front side of the vehicle body is located above and the fuel tank has a predetermined inclination angle. decided.
By immersing the first suction port in the fuel, the fuel in the second chamber can be supplied into the first chamber.

  In the invention according to claim 1, when the vehicle travels on an acceleration / deceleration or on a slope (uphill or downhill) with a relatively small amount of fuel in the fuel tank, the fuel in the fuel tank is on one end side or Even when it is biased toward the other end, there is an advantage that the first and second fuel pumps can supply fuel to the engine.

  In the invention according to claim 2, by making it possible to adjust the remaining amount of fuel in the first and second chambers, the fuel in the first chamber is supplied to the engine by the first fuel pump, and the second fuel pump Thus, there is an advantage that the fuel in the second chamber can be supplied to the engine.

  The third aspect has an advantage that when the fuel tank has a predetermined inclination angle, the fuel in the first and second chambers can be suitably supplied to the engine by the first and second fuel pumps.

  In the invention according to claim 4, by providing the first return jet pump in the first chamber on the front side of the vehicle body, the first and second fuel pumps are used for the engine during the rapid acceleration traveling or the uphill traveling. There is an advantage that the fuel can be supplied to the engine by the first fuel pump when the fuel is supplied and the vehicle is decelerated or travels downhill for a long time.

  According to a fifth aspect of the present invention, when the end of the fuel tank on the front side of the vehicle body is positioned upward and the fuel tank has a predetermined inclination angle, the first and second fuel pumps use the first and second fuel pumps. There is an advantage that the fuel in the chamber can be suitably supplied to the engine.

  The best mode for carrying out the present invention will be described below with reference to the accompanying drawings. “Front” and “rear” indicate the direction as viewed from the driver, Fr indicates the front side, and Rr indicates the rear side.

FIG. 1 is a schematic view showing a fuel tank structure according to a first embodiment of the present invention, and shows a fuel tank structure 10 mounted on an automobile.
In the fuel tank structure 10, a fuel tank 11 is formed in an elongated shape in the longitudinal direction of the vehicle body, a first chamber 15 is provided on the front end (one end) 12 side in the fuel tank 11, and a rear end (the other end) The second chamber 16 is provided on the side 13), the first and second fuel pumps 18 and 19 are provided in the first and second chambers 15 and 16, respectively, and the first and second fuel pumps 18 are provided. , 19, the fuel 23 in the first chamber 15 is supplied to the engine 24 through the first supply passage 20 communicated with the first fuel pump 18, and the second fuel pump 19 communicates with the second fuel pump 19. The fuel 23 in the second chamber 16 is supplied to the engine 24 through the supply passage 21.

  In the fuel tank structure 10, a first strainer 38 and a first return flow path 26 are provided in the middle of the first supply flow path 20, a first pressure adjustment valve 28 is provided in the first return flow path 26, and a first pressure adjustment is performed. A first return jet pump 30 is provided below the valve 28, and a first suction port 33 of the first return jet pump 30 is disposed in the second chamber 16 and on the rear end 13 side of the fuel tank 11, A first vapor jet pump 35 is provided in one chamber 15, a first strainer 39 and a second return channel 27 are provided in the middle of the second supply channel 21, and a second pressure regulating valve is provided in the second return channel 27. 29, a second return jet pump 31 is provided below the second pressure regulating valve 29, a second suction port 34 of the second return jet pump 31 is provided in the first chamber 15 and the fuel tank 1 Place the front end portion 12 side of the, in which the second base over Paget pump 36 provided in the second chamber 16.

The first return jet pump 30 and the second return jet pump 31 constitute a fuel adjusting means 32.
The fuel adjusting means 32 is configured to be able to adjust the remaining amount of the fuel 23 in the first and second chambers 15 and 16.

The fuel tank 11 is a substantially rectangular fuel container formed in an elongated shape in the longitudinal direction of the vehicle body. The fuel tank 11 includes a front check valve 42 via a front lid 41 and a rear check via a rear lid 43. A valve 44 is provided.
The front and rear check valves 42 and 44 escape to the canister (not shown) via the discharge passage when the vapor pressure in the fuel tank 11 becomes high, and absorb outside air when the pressure inside the fuel tank 11 becomes negative. is there.

The first chamber 15 is a container having an open upper end 15 a and includes an opening 46 in the bottom 15 b of the fuel tank 11 on the front end 12 side.
The second chamber 16 is a container having an open upper end 16a, and includes an opening 47 in the bottom 16b on the rear end 13 side of the fuel tank 11.

The first return flow path 26 is a flow path for returning surplus fuel out of the fuel flowing through the first supply flow path 20 into the first chamber 15.
The second return flow path 27 is a flow path for returning surplus fuel out of the fuel flowing through the second supply flow path 21 into the second chamber 16.

The first pressure regulating valve 28 is kept closed when the pressure of the fuel flowing in the first supply flow path 20 is equal to or less than the predetermined value P1, and the pressure of the fuel flowing in the first supply flow path 20 has the predetermined value P1. When exceeded, the valve is opened.
By using the first pressure regulating valve 28, when the fuel exceeding a predetermined amount is sent from the first fuel pump 18 to the first supply flow path 20, the first pressure regulating valve 28 is opened to remove excess fuel. 1 Return to the return flow path 26.

The second pressure regulating valve 28 is kept closed when the pressure of the fuel flowing in the second supply flow path 21 is equal to or less than the predetermined value P1, and the pressure of the fuel flowing in the second supply flow path 21 becomes the predetermined value P1. When exceeded, the valve is opened.
By using the second pressure regulating valve 28, when the fuel exceeding the predetermined amount is sent from the second fuel pump 19 to the second supply passage 21, the second pressure regulating valve 28 is opened to remove excess fuel. 2 Escape to return flow path 27.

The first fuel pump 18 is accommodated in the first chamber 15 and includes a first fuel suction passage 50 at a lower end portion, a first filter 51 at an end portion of the first fuel suction passage 50, and a first filter portion at an upper end portion. 1 The base end portion 20a of the supply channel 20 is connected.
A front end portion 20 b of the first supply flow path 20 is connected to the engine 24, and a first strainer 38 is provided in the middle of the first supply flow path 20.
The first strainer 38 is for removing foreign substances contained in the fuel 23.
As an example, the first filter 51 is a mesh filter formed in a substantially cylindrical shape.

By driving the first fuel pump 18, the fuel 23 in the first chamber 15 is sucked into the first fuel suction passage 50 through the first filter 51, and the sucked fuel 23 is sent out to the first supply passage 20. .
The fuel 23 sent out to the first supply channel 20 is supplied to the engine 24 via the first strainer 38 and the first supply channel 20.

The second fuel pump 19 is housed in the second chamber 16 and includes a second fuel suction passage 53 at the lower end, a second filter 54 at the end of the second fuel suction passage 53, and a second filter at the upper end. 2 The base end portion 21a of the supply channel 21 is connected.
A tip end portion 21 b of the second supply channel 21 is connected to the engine 24, and a second strainer 39 is provided in the middle of the second supply channel 21.
The second strainer 39 is for removing foreign substances contained in the fuel 23.
As an example, the second filter 54 is a mesh filter formed in a substantially cylindrical shape.

By driving the second fuel pump 19, the fuel 23 in the second chamber 16 is sucked into the second fuel suction passage 53 via the second filter 54, and the sucked fuel 23 is sent out to the second supply passage 21. .
The fuel 23 sent out to the second supply passage 21 is supplied to the engine 24 via the second strainer 39 and the second supply passage 21.

FIG. 2 is a sectional view showing a second vapor jet pump having a fuel tank structure according to the first embodiment.
The second vapor jet pump 36 is provided with a nozzle 56 for discharging a vapor at a lower portion of the second fuel pump 19, and an outlet of the nozzle 56 is covered with a casing 57, and a fuel inflow chamber 58 formed by the casing 57 is provided. The injection port 56 a of the nozzle 56 is faced, the suction channel 61 is provided at the base end portion 57 a of the casing 57, and the feed channel 62 is provided at the distal end portion 57 b of the casing 57.

The suction flow path 61 includes a suction port 61 a that faces the inside of the fuel tank 11 from the wall 16 c facing the rear end 13 of the fuel tank 11 at the bottom 16 b of the second chamber 16.
Therefore, when the fuel 23 in the fuel tank 11 is biased toward the rear end portion 13, the biased fuel 23 can be sucked from the suction port 61 a of the second vapor jet pump 36 and guided into the second chamber 16.

The feed flow path 62 rises vertically from the base end portion 62a, and the height of the outflow port 62b at the tip is set to the height of H1 from the bottom portion 16b of the second chamber 16.
Therefore, when the first fuel pump 19 is stopped, the fuel 23 can be stored in the second chamber 16 so that the liquid level 23a in the second chamber 16 becomes the height H1.

  According to the second vapor jet pump 36, by driving the second fuel pump 19, the jetted vapor is ejected from the injection port 56a of the nozzle 56, and flows through the fuel inflow chamber 58 at a high speed as indicated by the arrow a. Then, it is discharged into the second chamber 16 through the feed flow path 62. With this vapor injection flow, the fuel inflow chamber 58 is brought into a negative pressure state.

By bringing the fuel inflow chamber 58 into a negative pressure state, the fuel 23 in the fuel tank 11 is sucked from the suction port 61a of the suction flow path 61, and the sucked fuel 23 is guided to the fuel inflow chamber 58 as shown by the arrow b. The fuel 23 guided to the inflow chamber 58 is guided into the second chamber 16 through the feed flow path 62 as indicated by an arrow.
Thus, the fuel 23 in the fuel tank 11 can be guided into the second chamber 16 from the rear end 13 side of the fuel tank 11.

  The first vapor jet pump 35 is a member having the same configuration as the second vapor jet pump 36. Therefore, the same reference numerals as those of the second vapor jet pump 36 are given to the components of the first vapor jet pump 35, and the description of the first vapor jet pump 35 is omitted.

FIG. 3 is a sectional view showing a second return jet pump of the fuel tank structure according to the first embodiment.
The second return jet pump 31 is provided with a jet pump main body 64 in the second return flow path 27, a base end portion 66 a of the second suction flow path 66 is connected to the connecting portion 65 of the jet pump main body 64, and a second suction A second suction port 34 is provided at the tip 66 b of the flow path, and the second suction port 34 is disposed in the first chamber 15.
As an example, the second suction port 34 includes a filter formed of a metal mesh.

According to the second return jet pump 31, the surplus fuel that has flowed into the second return flow path 27 flows at a high speed in the space 64 a in the jet pump body 64 as indicated by the arrow c, and the negative space 64 a in the jet pump body 64 is negative. Pressure is applied.
Due to the return flow of the surplus fuel, the fuel 23 in the first chamber 15 is sucked from the second suction port 34.

The sucked fuel 23 is guided to the distal end portion 27a of the second return flow path 27 as indicated by an arrow d through the space 64a in the jet pump main body 64.
The fuel 23 guided to the tip portion 27a is supplied into the second chamber 16 as shown by an arrow.

Returning to FIG. 1, the second suction port 34 is disposed in the first chamber 15 and on the front end portion 12 side of the fuel tank 11, and is disposed at the height H <b> 2.
Here, the arrangement height H2 of the second suction port 34 will be described.
In many cases, the road surface on which the vehicle travels and the inclination angle of the parking lot in which the vehicle is parked are set to 17 degrees. Therefore, the predetermined inclination angle at which the fuel tank 11 is inclined is set to 17 degrees. The tilt angle of 17 degrees is an example, and the present invention is not limited to this.

The case where the fuel tank 11 has a downward slope with an inclination angle of 17 degrees toward the front will be described.
When the fuel 23 in the fuel tank 11 is in a relatively small amount, the fuel 23 in the fuel tank 11 is biased forward, and the liquid level 23a of the fuel 23 does not reach the suction port 61a of the second vapor jet pump 36. There is.

In this state, the height H2 of the second suction port 34 is set so that the liquid level 23a reaches the second suction port 34 or the liquid level 23a rises above the second suction port 34.
The second suction port 34 is immersed in the fuel 23 in the first chamber 15, and the fuel 23 in the first chamber 15 is supplied into the second chamber 16.
Thus, the fuel 23 in the first and second chambers 15 and 16 can be supplied to the engine 24 by the first and second fuel pumps 18 and 19.

Here, considering only that the second suction port 34 is immersed in the fuel 23 in the first chamber 15, it is preferable to bring the second suction port 34 closer to the bottom 15 b of the first chamber 15.
However, if the second suction port 34 is too close to the bottom 15b of the first chamber 15, the fuel 23 in the first chamber 15 decreases and the fuel 23 is sucked from the second suction port 34 even if the fuel 23 approaches the sky. .
For this reason, the first fuel pump 18 cannot suck the fuel 23 from the first filter 51.

Therefore, it is necessary to leave (secure) a certain amount of fuel 23 in the first chamber 15 so that the first fuel pump 18 can suck the fuel 23 from the first filter 51.
For this reason, it is necessary to secure the height of the second suction port 34 at H2 so that the fuel 23 is not sucked from the second suction port 34 when the fuel 23 in the first chamber 15 is reduced to H2. There is.

The first return jet pump 30 shown in FIG. 1 has substantially the same configuration as the second return jet pump 31, and a description of the first return jet pump 30 is omitted.
Similar to the second return jet pump 31, the first return jet pump 30 has the first suction port 33 disposed in the second chamber 16 and on the rear end 13 side of the fuel tank 11, and has a height H2. It is arranged at the position.
The reason why the first suction port 33 is set to the height H2 is the same as the reason why the height of the second suction port 34 is set to H2.

Next, the operation of the fuel tank structure 10 according to the first embodiment will be described with reference to FIGS.
First, an example of a state in which the vehicle is traveling on a flat road surface will be described.
FIGS. 4A and 4B are diagrams illustrating an example in which fuel is stored in the first and second chambers in the fuel tank structure according to the first embodiment.
In (a), by driving the first fuel pump 18, the first vapor jet pump 35 causes the fuel 23 in the fuel tank 11 to flow into the first chamber 15 from the front end 12 side of the fuel tank 11. Guide as e.
At the same time, by driving the second fuel pump 19, the second vapor jet pump 36 causes the fuel 23 in the fuel tank 11 to flow into the second chamber 16 from the rear end 13 side of the fuel tank 11 as indicated by the arrow e. Lead as follows.

In (b), the fuel 23 is stored in the first and second chambers 15 and 16. The first fuel pump 18 sucks the fuel 23 in the first chamber 15 into the first fuel suction passage 50 through the first filter 51, and sends the sucked fuel 23 to the first supply passage 20.
The fuel 23 sent out to the first supply channel 20 is supplied to the engine 24 as shown by an arrow f through the first strainer 38 and the first supply channel 20.

The second fuel pump 19 sucks the fuel 23 in the second chamber 16 into the second fuel suction passage 53 through the second filter 54, and sends the sucked fuel 23 to the second supply passage 21.
The fuel 23 fed to the second supply passage 21 is supplied to the engine 24 through the second strainer 39 and the second supply passage 21 as indicated by an arrow f.

Here, the pumping amount of the fuel 23 guided into the first chamber 15 by the first vapor jet pump 35 is the fuel supply amount supplied to the engine 24 by the first fuel pump 18 except during the limit travel such as continuous full open travel. Greater than.
Similarly, the pumping amount of the fuel 23 guided into the second chamber 16 by the second vapor jet pump 36 is larger than the fuel supply amount supplied to the engine 24 by the second fuel pump 19.
Accordingly, the liquid level 23a of the fuel 23 in the first and second chambers 15 and 16 rises and exceeds the height H2, that is, the first and second suction ports 33 and 34.

FIGS. 5A and 5B are views for explaining the operation of the first and second return jet pumps in the fuel tank structure according to the first embodiment.
In (a), when the second fuel pump 19 is driven, surplus fuel that has flowed into the second return flow path 27 passes through the space 64a in the jet pump main body 64 of the second return jet pump 31 as indicated by an arrow g. It flows at high speed and returns to the second chamber 16 as indicated by an arrow h.

Here, since the second suction port 34 is immersed in the fuel 23, the fuel 23 in the first chamber 15 is sucked from the second suction port 34 by the return flow of surplus fuel.
The sucked fuel 23 is guided to the distal end portion 27a of the second return flow path 27 as indicated by the arrow d through the second suction flow path 66 and the space 64a in the jet pump main body 64, and into the second chamber 16 as indicated by the arrow i. Supply.

In (b), by driving the first fuel pump 18 at the same time, the surplus fuel that has flowed into the first return flow path 26 flows through the first return jet pump 30 at a high speed, and into the first chamber 15. Return like arrow h.
By the return flow of surplus fuel, the fuel 23 in the second chamber 16 is sucked from the first suction port 33, passes through the first suction flow path 63 and the first return jet pump 30, and then the tip of the first return flow path 26. From the portion 26a, the first chamber 15 is supplied as indicated by an arrow i.

The liquid level 23 a of the fuel 23 in the first and second chambers 15 and 16 rises to the upper end portions 15 a and 16 a of the first and second chambers 15 and 16.
The fuel 23 rising to the upper end portions 15a, 16a overflows from the openings of the upper end portions 15a, 16a and returns to the fuel tank 11 as shown by the arrows.
Accordingly, the fuel 23 can be suitably supplied to the engine 24 by the first and second fuel pumps 18 and 19 in a state where the vehicle is traveling on a flat road surface.

Next, an example in which the vehicle is in an accelerated traveling state or an uphill traveling state will be described.
FIGS. 6A and 6B are diagrams illustrating an example in which fuel is stored in the first and second chambers in the fuel tank structure according to the first embodiment. (A) shows a state where a relatively large amount of fuel is stored in the fuel tank 11, and (b) shows a state where a relatively small amount of fuel is stored in the fuel tank 11.

  In (a), in a state where a relatively large amount of fuel is stored in the fuel tank 11, when the vehicle enters an acceleration traveling state or an uphill traveling state, the fuel 23 on the front end portion 12 side in the fuel tank 11 moves backward. . The liquid level 23a has a downward slope toward the front, and the fuel 23 in the fuel tank 11 is biased toward the rear end 13 side.

The fuel 23 in the first chamber 15 also moves rearward, and the liquid level 23a in the first chamber 15 becomes a downward gradient toward the front.
The second suction port 34 is located above the liquid level 23 a in the first chamber 15 and is exposed from the fuel 23 in the first chamber 15.
Therefore, since the fuel does not suck 23 from the second suction port 34, the fuel 23 in the first chamber 15 remains.

In addition, the fuel 23 in the second chamber 16 is sucked by the return flow of surplus fuel from the first suction port 33 and is supplied into the first chamber 15 as indicated by an arrow i.
Therefore, the first fuel pump 18 can suck the fuel 23 in the first chamber 15 into the first fuel suction passage 50 via the first filter 51 and send the sucked fuel 23 to the first supply passage 20. it can.

  Thus, even when the vehicle is in an accelerated traveling state or an uphill traveling state in a state where a relatively large amount of fuel is stored in the fuel tank 11, the first and second fuel pumps 18, 19 are used for the engine 24. The fuel 23 can be suitably supplied.

  In (b), when a relatively small amount of fuel is stored in the fuel tank 11, the fuel 23 on the front end portion 12 side in the fuel tank 11 moves backward when the vehicle is accelerated or climbed. . The liquid level 23a has a downward slope toward the front, and the fuel 23 in the fuel tank 11 is biased toward the rear end 13 side.

  As the fuel 23 in the fuel tank 11 is biased toward the rear end portion 13, the fuel 23 in the first and second chambers 15 and 16 also moves rearward, so that the fuel 23 in the first and second chambers 15 and 16 The liquid level 23a has a downward slope toward the front.

Here, the first suction port 33 of the first return jet pump 30 is disposed in the second chamber 16 and on the rear end portion 13 side of the fuel tank 11.
In addition, the first suction port 33 of the first return jet pump 30 is arranged at the position of the height H2.
Therefore, when the liquid level 23a in the second chamber 16 is biased backward and has a downward slope toward the front, the liquid level 23a can reach the first suction port 33 or be raised upward.
As a result, the first suction port 33 can be immersed in the fuel 23 in the second chamber 16.

Further, the suction port 61 a of the second vapor jet pump 36 was made to enter the fuel tank 11 from the wall 16 c facing the rear end 13 of the fuel tank 11 at the bottom 16 b of the second chamber 16.
Therefore, when the liquid level 23a in the fuel tank 11 is biased rearward and has a downward slope toward the front, the liquid level 23a is raised to above the suction port 61a, and the fuel 23 in the fuel tank 11 The suction port 61a can be immersed.

  Further, the second filter 54 is located below the liquid level 23 a in the second chamber 16 and is maintained in a state immersed in the fuel 23 in the second chamber 16.

On the other hand, even when the liquid level 23a in the first chamber 15 has a downward slope toward the front, the first filter 51 is located below the liquid level 23a in the first chamber 15, and the first chamber 15 It is kept immersed in the fuel 23 inside.
However, the second suction port 34 is located above the liquid level 23 a in the first chamber 15 and is exposed from the fuel 23 in the first chamber 15.
In addition, the suction port 61 a of the first vapor jet pump 35 is located above the liquid level 23 a of the fuel tank 11 and is exposed from the fuel 23 in the fuel tank 11.

In this state, the driving of the first and second fuel pumps 18 and 19 is continued.
Therefore, the second vapor jet pump 36 guides the fuel 23 in the fuel tank 11 from the rear end 13 side of the fuel tank 11 into the second chamber 16 as indicated by an arrow e.
The surplus fuel that has flowed into the second return flow path 27 flows at high speed in the space 64a (see FIG. 5A) in the jet pump main body 64 of the second return jet pump 31, and the arrow h enters the second chamber 16. Return like this.

Here, since the second suction port 34 is exposed from the fuel 23, the fuel 23 in the first chamber 15 cannot be sucked from the second suction port 34 due to the return flow of the surplus fuel.
Therefore, the fuel 23 in the first chamber 15 cannot be supplied into the second chamber 16 via the second suction channel 66 or the like.

On the other hand, the first vapor jet pump 35 cannot guide the fuel 23 in the fuel tank 11 from the front end 12 side of the fuel tank 11 into the first chamber 15.
The surplus fuel that has flowed into the first return flow path 26 flows at high speed through the space 64a (see FIG. 5A) in the jet pump main body 64 of the first return jet pump 30, and the arrow h in the first chamber 15 Return like this.

Here, since the first suction port 33 is immersed in the fuel 23 in the second chamber 16, the fuel 23 in the second chamber 16 is sucked from the first suction port 33 by the return flow of the surplus fuel.
The sucked fuel 23 is guided to the front end portion 26a of the first return flow path 26 through the first suction flow path 63 and the space 64a in the jet pump main body 64 (see FIG. 5A), and into the first chamber 15. Supply as shown by arrow i.

By supplying the fuel 23 in the second chamber 16 into the first chamber 15, the first filter 51 can be kept immersed in the fuel 23.
Therefore, the first fuel pump 18 can suck the fuel 23 in the first chamber 15 into the first fuel suction passage 50 via the first filter 51 and send the sucked fuel 23 to the first supply passage 20. it can.

  On the other hand, since the second filter 54 is also kept immersed in the fuel 23, the second fuel pump 19 causes the fuel 23 in the second chamber 16 to pass through the second filter 54 and the second fuel suction passage 53. And the sucked fuel 23 can be sent out to the second supply channel 21.

  As a result, even when the vehicle is accelerated or climbed in a state where a relatively small amount of fuel is stored in the fuel tank 11, the first and second fuel pumps 18 and 19 are used for the engine 24. The fuel 23 can be suitably supplied.

  In addition, in (b), the case where the vehicle is in an acceleration traveling state or an uphill traveling state in a state where a relatively small amount of fuel is stored in the fuel tank 11 has been described as an example, but in the first embodiment, According to the fuel tank structure 10, even when a relatively small amount of fuel is stored in the fuel tank 11 and the vehicle is decelerating or traveling downward on a slope, the same effect can be obtained. Obtainable.

As described above, according to the fuel tank structure 10 of the first embodiment, when the fuel 23 is biased toward the front end portion 12 side or the rear end portion 13 side within the fuel tank 11, the biased fuel 23 Can be led to the opposite side.
Therefore, even when the fuel 23 is biased toward the front end 12 or the rear end 13 in the fuel tank 11, the fuel 23 can be supplied to the engine 24 by the first and second fuel pumps 18 and 19. .

  Next, fuel tank structures according to second to fourth embodiments will be described with reference to FIGS. In the fuel tank structures of the second to fourth embodiments, the same reference numerals are given to the same similar members as those of the fuel tank structure 10 of the first embodiment, and the description thereof is omitted.

Second Embodiment FIG. 7 is a schematic view showing a fuel tank structure according to a second embodiment of the present invention.
The fuel tank structure 70 of the second embodiment is obtained by removing the second return jet pump 31 (see FIG. 1) from the fuel tank structure 10 of the first embodiment, and other configurations are the same as those of the first embodiment. It is the same as the fuel tank structure 10.

In the fuel tank structure 70 of the second embodiment, the first return jet pump 30 constitutes a fuel adjusting means.
The first return jet pump 30 as the fuel adjusting means is configured to be able to adjust the remaining amount of the fuel 23 in the first and second chambers 15 and 16.

Next, the operation of the fuel tank structure 70 of the second embodiment will be described with reference to FIG.
FIGS. 8A and 8B are diagrams illustrating an example in which fuel is supplied by the first fuel pump in the fuel tank structure according to the second embodiment. A relatively small amount of fuel is stored in the fuel tank 11. An example where the vehicle is traveling at a reduced speed or traveling downhill for a long time will be described.
In (a), when the vehicle travels at a reduced speed or travels downhill, the fuel 23 on the rear end 13 side in the fuel tank 11 moves forward. The liquid level 23a becomes an upward slope toward the front, and the fuel 23 in the fuel tank 11 is biased toward the front end portion 12 side.
At the same time, the fuel 23 in the first and second chambers 15 and 16 also moves forward.

The liquid level 23 a in the fuel tank 11 rises to above the suction port 61 a of the first vapor jet pump 35.
Further, the first and second filters 51 and 54 are positioned below the liquid levels 23 a and 23 a in the first and second chambers 15 and 16.

Here, when the vehicle is decelerating or traveling for a long downhill, the required fuel flow rate of the engine 24 is small. Therefore, the second fuel pump 19 is stopped, and the fuel is supplied to the engine 24 only by the first fuel pump 18. Can be supplied.
Therefore, the second fuel pump 19 is stopped and only the first fuel pump 18 is continuously driven.
Accordingly, the fuel 23 is suitably supplied to the engine 24 by the first fuel pump 18.
Note that the second fuel pump 19 is stopped to keep the fuel 23 in the second chamber 16.

In (b), when the vehicle changes from deceleration traveling to acceleration traveling or from long descent traveling to flat traveling, the fuel 23 on the front end 12 side in the fuel tank 11 moves backward as indicated by an arrow j.
Further, the fuel 23 in the first chamber 15 moves backward as indicated by an arrow k, and the fuel 23 in the second chamber 16 moves backward as indicated by an arrow l (alphabet L (lower case)).

By the way, when the vehicle changes to the acceleration running state or the flat running state, the fuel demand flow rate of the engine 24 returns to the normal state. Therefore, it is necessary to drive the second fuel pump 19 and supply fuel to the engine 24 by the first and second fuel pumps 18 and 19.
Here, as described in (a), when the vehicle is decelerating or traveling downhill for a long time, the second fuel pump 19 is stopped and left in the fuel 23 in the second chamber 16. I can leave.

Therefore, when the vehicle changes to the acceleration running state or the flat running state, the second fuel pump 19 is driven to supply the fuel 23 in the second chamber 16 to the engine 24.
Thereby, the fuel demand flow rate of the engine 24 can be suitably supplied by the first and second fuel pumps 18 and 19.

  As described above, according to the fuel tank structure 70 of the second embodiment, the same effect as that of the fuel tank structure 10 of the first embodiment can be obtained.

Third Embodiment FIG. 9 is a schematic view showing a fuel tank structure according to a third embodiment of the present invention.
The fuel tank structure 80 of the third embodiment is configured so that the first supply flow path 20 and the second supply flow path 21 of the first embodiment are merged in the fuel tank 11, and other configurations are as follows. This is the same as the fuel tank structure 10 of the first embodiment.

By joining the first supply channel 20 to the second supply channel 21 in the fuel tank 11, the first and second supply channels 20, 21 can be taken out only from the rear lid 43.
Therefore, both the first and second chambers 15 and 16 can be detached from the opening 11a from which the rear lid 43 is removed.

Here, in the fuel tank structure 10 of the first embodiment shown in FIG. 1, since the first supply flow path 20 is taken out from the front lid 41, the fuel tank is used to detach the first chamber 15 from the fuel tank 11. It is necessary to form the opening 11b in the 11.
The opening 11 b of the fuel tank 11 shown in FIG. 1 is normally closed with a front lid 41.
On the other hand, since the fuel tank structure 80 of the third embodiment can detach both the first and second chambers 15 and 16 from the opening 11a from which the rear lid 43 is removed, the fuel tank 11 has an opening 11b. There is no need to form.

  As shown in the figure, the fuel tank structure 80 of the third embodiment is provided with the front check valve 42 via the front lid 81 in the fuel tank 11. It is also possible to attach the valve 42 by welding or the like.

As described above, according to the fuel tank structure 80 of the third embodiment, the fuel tank 11 may be formed with one opening 11a in order to detach the first and second chambers 15 and 16. , Can reduce costs.
Furthermore, since only one opening for detaching the first and second chambers 15 and 16 needs to be formed on the body (vehicle body) side, the degree of freedom in body design can be increased.
In addition, since only one opening 11a is formed in the fuel tank 11, the amount of fuel vapor permeated can be suppressed more efficiently.

  Furthermore, according to the fuel tank structure 80 of the third embodiment, the same effects as those of the fuel tank structure 10 of the first embodiment can be obtained.

Fourth Embodiment FIG. 10 is a schematic view showing a fuel tank structure according to a fifth embodiment of the present invention.
The fuel tank structure 100 of the fourth embodiment is provided with a transfer tube 101 in place of the first and second return jet pumps 30 and 31 of the first embodiment, and other configurations are the first embodiment. This is the same as the fuel tank structure 10 of the form.

The transfer tube 101 constitutes fuel adjustment means.
The transfer tube 101 as the fuel adjusting means is configured to be able to adjust the remaining amount of the fuel 23 in the first and second chambers 15 and 16.

  The fuel tank structure 100 of the fourth embodiment includes a first lid 102 at the upper end 15 a of the first chamber 15, a second lid 103 at the upper end 16 a of the second chamber 16, and a transfer to the first lid 102. By connecting the front end portion 101a of the tube 101 and connecting the rear end portion 101b of the transfer tube 101 to the first lid 103, the first and second chambers 15 and 16 are communicated with each other by the transfer tube 101. The lid 102 includes a first deaeration hole 105, and the second lid 103 includes a second deaeration hole 106.

The transfer tube 101 is a tube that communicates the first and second chambers 15 and 16.
The first deaeration hole 105 escapes into the fuel tank 11 when the vapor pressure in the first chamber 15 increases, and absorbs gas from the fuel tank 11 when the pressure in the first chamber 15 becomes negative.
The second deaeration hole 106 escapes into the fuel tank 11 when the vapor pressure in the second chamber 16 becomes high, and absorbs gas from the fuel tank 11 when the pressure in the second chamber 16 becomes negative.

  In the fuel tank structure 100 of the fourth embodiment, the first and second fuel pumps 18 and 19 are driven to drive the engine 24 as indicated by an arrow f through the first supply flow path 20 by the first fuel pump 18. The fuel 23 is supplied to the engine 24 and the second fuel pump 19 supplies the fuel 23 to the engine 24 through the second supply passage 21 as indicated by the arrow f.

By driving the first fuel pump 18, the first vapor jet pump 35 guides the fuel 23 in the fuel tank 11 from the front end 12 side of the fuel tank 11 into the first chamber 15 as indicated by an arrow e.
On the other hand, by driving the second fuel pump 19, the second vapor jet pump 36 causes the fuel 23 in the fuel tank 11 to flow into the second chamber 16 from the rear end 13 side of the fuel tank 11 as indicated by the arrow e. Lead as follows.

The pumping amount of the fuel 23 introduced into the first chamber 15 by the first vapor jet pump 35 is larger than the fuel supply amount supplied to the engine 24 by the first fuel pump 18.
Similarly, the pumping amount of the fuel 23 guided into the second chamber 16 by the second vapor jet pump 36 is larger than the fuel supply amount supplied to the engine 24 by the second fuel pump 19.
Therefore, the fuel 23 is stored in the first and second chambers 15 and 16, and the liquid level 23a rises.

Here, for example, when the vehicle is traveling at a reduced speed or traveling downhill for a long time, the required fuel flow rate of the engine 24 is small, so the second fuel pump 19 is stopped and the engine 24 is operated only by the first fuel pump 18. It is possible to supply fuel.
During this travel, the liquid level 23 a in the first chamber 15 may rise and reach the first lid 102. The fuel 23 in the first chamber 15 flows into the second chamber 16 through the transfer tube 101 as indicated by an arrow m.

On the other hand, when the vehicle is traveling slowly accelerating or traveling on a long climb, the required fuel flow rate of the engine 24 is small. Therefore, the first fuel pump 18 may be stopped and the fuel may be supplied to the engine 24 only by the second fuel pump 19.
During this travel, the liquid level 23 a in the second chamber 16 may rise and reach the second lid 103. The fuel 23 in the second chamber 16 flows into the first chamber 15 through the transfer tube 101 as indicated by an arrow n.

Note that the liquid level 23 a in the first chamber 15 and the liquid level 23 a in the second chamber 16 may both rise, and the liquid levels 23 a and 23 a may reach the first lid 102 and the second lid 103 in some cases. .
In this case, the fuel 23 in the first chamber 15 flows out from the first deaeration hole 105 into the fuel tank 11, and the fuel 23 in the second chamber 16 flows out from the second deaeration hole 106 into the fuel tank 11. .

According to the fuel tank structure 100 of the fourth embodiment, the configuration can be simplified by providing the transfer tube 101 in place of the first and second return jet pumps 30 and 31 of the first embodiment. There is an advantage that can be.
Furthermore, according to the fuel tank structure 100 of the fourth embodiment, the same effect as that of the fuel tank structure 10 of the first embodiment can be obtained.

  In the above-described embodiment, an example in which the elongated fuel tank 11 is mounted in the vehicle body front-rear direction has been described. However, the present invention is not limited to this, and the elongated fuel tank 11 may be mounted in the vehicle body width direction. Is possible.

  By mounting the elongate fuel tank 11 in the vehicle body width direction, for example, when the vehicle is turning, especially when the turning state continues for a long time such as in a loop bridge formed with a spiral road, The same effect is exhibited when the engine is continuously driven because the air conditioner is used while the vehicle is parked while being tilted sideways.

  INDUSTRIAL APPLICABILITY The present invention is suitable for application to an automobile provided with first and second fuel pumps on both end sides in an elongated fuel tank, and a fuel tank structure for supplying fuel to the engine with each fuel pump. .

It is the schematic which shows the fuel tank structure of 1st Embodiment which concerns on this invention. It is sectional drawing which shows the 1st vapor jet pump of the fuel tank structure which concerns on 1st Embodiment. It is sectional drawing which shows the 2nd return jet pump of the fuel tank structure which concerns on 1st Embodiment. It is a figure explaining the example which accumulates fuel in the 1st, 2nd chamber in the fuel tank structure concerning a 1st embodiment. It is a figure explaining the effect | action of the 1st, 2nd return jet pump in the fuel tank structure which concerns on 1st Embodiment. It is a figure explaining the example which accumulates fuel in the 1st, 2nd chamber in the fuel tank structure concerning a 1st embodiment. It is the schematic which shows the fuel tank structure of 2nd Embodiment which concerns on this invention. It is a figure explaining the example which supplies fuel with the 1st fuel pump in the fuel tank structure concerning a 2nd embodiment. It is the schematic which shows the fuel tank structure of 3rd Embodiment which concerns on this invention. It is the schematic which shows the fuel tank structure of 4th Embodiment which concerns on this invention. It is a figure explaining the conventional basic composition. It is a figure explaining the conventional fuel tank structure.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10, 70, 80, 100 ... Fuel tank structure, 11 ... Fuel tank, 12 ... Front end part (one end part in a fuel tank), 13 ... Rear end part (the other end part in a fuel tank), 15 ... 1st chamber, 16 ... 2nd chamber, 18 ... 1st fuel pump, 19 ... 2nd fuel pump, 20 ... 1st supply flow path, 21 ... 2nd supply flow path, 23 ... Fuel, 24 ... Engine, 26 ... 1st return flow path, 27 ... 2nd return flow path, 30 ... 1st return jet pump (fuel adjustment means), 31 ... 2nd return jet pump, 32 ... Fuel adjustment means, 33 ... 1st inlet, 34 ... Second inlet 101, transfer tube (fuel adjusting means).

Claims (5)

A fuel tank is formed in an elongated shape, a first chamber is provided on one end side in the fuel tank, a second chamber is provided on the other end side, and a first chamber is provided in each of the first and second chambers. 1. The first fuel pump is provided, and the first fuel pump is driven to supply the fuel in the first chamber to the engine through the first supply passage communicating with the first fuel pump, and the first supply. The surplus fuel from the flow path is returned to the first chamber via the first return flow path, and the second fuel pump is driven to pass through the second supply flow path communicating with the second fuel pump to the second chamber. In the fuel tank structure for supplying the fuel to the engine and returning surplus fuel from the second supply flow path into the second chamber via the second return flow path,
When the first fuel pump is driven, a fuel injection flow discharged from the first fuel pump is used to guide the fuel in the fuel tank from the one end side into the first chamber. Equipped with a one-page jet pump,
When the second fuel pump is driven, a fuel jet discharged from the second fuel pump is used to guide the fuel in the fuel tank from the other end to the second chamber. Equipped with two vapor jet pumps,
A fuel tank structure comprising fuel adjusting means capable of adjusting a remaining amount of fuel in the first and second chambers. The fuel adjusting means;
A first return jet pump that guides fuel in the second chamber from the first suction port into the first chamber using a return flow of surplus fuel flowing through the first return flow path;
A second return jet pump for guiding the fuel in the first chamber from the second suction port into the second chamber using the return flow of the surplus fuel flowing through the second return flow path;
The first suction port is disposed in the second chamber and on the other end side of the fuel tank,
2. The fuel tank structure according to claim 1, wherein the second suction port is disposed in the first chamber and on one end side of the fuel tank. When one end of the fuel tank is positioned above the other end of the fuel tank so that the fuel tank has a predetermined inclination angle, the fuel is disposed below the suction port of the first vapor jet pump. Even when the liquid level is lowered, the height of the first suction port is determined so that the liquid level reaches the first suction port,
When the other end of the fuel tank is located above the one end of the fuel tank so that the fuel tank has a predetermined inclination angle, the fuel tank is disposed below the suction port of the second vapor jet pump. 3. The fuel tank structure according to claim 2, wherein the height of the second suction port is determined so that the liquid level reaches the second suction port even when the liquid level of the second suction port is lowered. By disposing the elongated fuel tank in the longitudinal direction of the vehicle body, the one end portion is disposed on the vehicle body front side, and the other end portion is disposed on the vehicle body rear side,
The fuel adjusting means;
Using a return flow of surplus fuel flowing through the first return flow path, and configured by a first return jet pump that guides the fuel in the second chamber from the first suction port into the first chamber;
2. The fuel tank structure according to claim 1, wherein the first suction port is disposed in the second chamber and on the other end side of the fuel tank.   The suction port of the first vapor jet pump when the front end of the fuel tank is positioned above the end of the fuel tank at the rear of the vehicle so that the fuel tank has a predetermined inclination angle. 5. The fuel tank structure according to claim 4, wherein the height of the first suction port is determined so that the liquid level reaches the first suction port even when the liquid level of the fuel is lowered below the first suction port. .

Images