JP7018143B2 - Pressure regulation valve - Google Patents

Description

The present invention relates to a pressure adjusting valve which is arranged in the middle of a pipe connecting a fuel tank and a canister and for adjusting the pressure in the fuel tank.

For example, a valve is attached to a fuel tank of a vehicle such as an automobile for adjusting the pressure in the tank.

As such a valve, the following Patent Document 1 describes a valve body having a first connecting pipe communicating with the tank side and a second connecting pipe communicating with the canister side, and a valve body arranged in the valve body and having a second connecting pipe. A diaphragm that opens and closes the opening on the proximal end side, a compression spring that urges the diaphragm in the closing direction, and an umbrella valve that is attached to the passage hole formed in the partition wall on the proximal end side of the second connecting pipe and opens and closes the passage hole. Negative pressure cut valves with and are described. When the tank internal pressure rises more than usual, the diaphragm separates from the base end side opening of the second connecting pipe and the fuel vapor is discharged to the canister side, so that the tank internal pressure is lowered. On the other hand, when the tank internal pressure is lower than usual, the umbrella valve opens from the passage hole of the second connecting pipe and air flows into the tank side, so that the tank internal pressure is increased. Further, a part of the fuel vapor discharged to the canister side is sucked to the engine side (purged) and used for combustion.

Japanese Patent No. 3091947

By the way, a hybrid car consisting of a gasoline engine and an electric motor has been widely put into practical use. In this hybrid car, if the engine is not operating and the motor is operating, fuel vapor is sent to the canister side. There was a situation that I did not want to discharge it. This is because the fuel vapor discharged to the canister side due to the increase in the tank internal pressure is not sucked to the engine side when the engine does not operate, so that the fuel vapor accumulates in the canister more than necessary (fuel). Steam overflows).

Here, the negative pressure cut valve of Patent Document 1 has a structure in which the diaphragm only opens and closes according to the internal pressure of the tank, and the diaphragm can be opened and closed as necessary to adjust the intake and exhaust of the fuel vapor. Therefore, even if this negative pressure cut valve is used in a hybrid car as described above, the diaphragm will open when the tank internal pressure rises, so if the engine does not operate and the motor operates, the diaphragm will be closed. It cannot be held to regulate emissions to the canister side.

Therefore, an object of the present invention is to provide a pressure adjusting valve capable of controlling the opening / closing operation of the diaphragm as needed.

In order to achieve the above object, the pressure adjusting valve according to the present invention is arranged in the middle of the pipe connecting the fuel tank and the canister arranged outside the fuel tank to adjust the pressure in the fuel tank. A housing having an internal space and an opening, and a tank communication pipe having one end forming a connecting portion of a pipe communicating with the fuel tank and the other end being connected to the housing and communicating with the internal space. One end forms a connecting portion of a pipe communicating with the canister, and the other end is provided with a canister communication pipe located in the internal space of the housing and the other end side of the canister communication pipe, and the canister communication pipe is provided inside the canister. A valve seat having an opening for communicating with the space, a diaphragm attached to the opening of the housing so as to surround the internal space between the housing and the valve seat, and a diaphragm that can be opened and closed with respect to the valve seat, and the above. It has a spring that urges the diaphragm toward the valve seat and an actuator that can control the opening and closing of the diaphragm by an external signal. The actuator has an actuating member capable of advancing and retreating, and the actuating member In the retracted state, the diaphragm can be opened with respect to the valve seat against the spring, and in the protruding state, the diaphragm can be opened with respect to the valve seat. Is characterized by being configured to be regulated.

According to the present invention, the diaphragm can be prevented from opening with respect to the valve seat by projecting the operating member of the actuator, so that the communication passage between the fuel tank and the canister is closed even if the internal pressure of the fuel tank increases. Can be maintained in a state. Therefore, for example, in a hybrid car driven by an engine and also driven by a motor, it is possible to prevent the fuel vapor in the fuel tank from flowing to the canister side when the engine is not operating.

Further, since the diaphragm can be opened by retracting the operating member of the actuator, when the pressure in the fuel tank is high, the diaphragm is opened to communicate the tank communication pipe and the canister communication pipe. The fuel vapor can be allowed to flow to the canister side. Therefore, for example, when refueling in a hybrid car, if the internal pressure of the fuel tank is high, the actuator is retracted by an external signal, fuel vapor is flowed to the canister side, and fuel is ejected from the refueling port. Can be prevented.

It is an exploded perspective view which shows one Embodiment of the pressure adjustment valve which concerns on this invention. It is sectional drawing of the pressure adjustment valve. It is a schematic block diagram of a hybrid car to which the same pressure adjustment valve is applied. It is sectional drawing in the state which the actuating member protrudes in the same pressure adjustment valve. It is sectional drawing in the same pressure adjustment valve in the case where the pressure in a tank falls below a predetermined value in a state where the operating member is retracted. It is sectional drawing in the same pressure adjustment valve when the pressure in a tank becomes more than a predetermined value with the actuating member retracted. It is a flow chart explaining the operation of a valve and a diaphragm accompanying the operation of an actuator in a hybrid car using the same pressure adjustment valve. Another embodiment of the pressure adjusting valve according to the present invention is shown, and is a cross-sectional view in a state where the operating member is projected. It is sectional drawing in the same pressure adjustment valve in the case where the pressure in a tank falls below a predetermined value in a state where the operating member is retracted. It is sectional drawing in the same pressure adjustment valve when the pressure in a tank becomes more than a predetermined value with the actuating member retracted.

Hereinafter, an embodiment of the pressure adjusting valve according to the present invention will be described with reference to FIGS. 1 to 7.

As shown in FIG. 3, the pressure adjusting valve 10 of this embodiment (hereinafter, also simply referred to as “adjusting valve 10”) communicates the fuel tank 1 with the canister 2 arranged outside the fuel tank 1. It is arranged in the middle of the pipe 3 and is for adjusting the pressure in the fuel tank 1. The adjusting valve 10 is adapted to be attached to a predetermined position outside the fuel tank 1.

Further, as shown in FIG. 3, the adjusting valve 10 of this embodiment has a gasoline engine 4 (hereinafter, also simply referred to as “engine 4”) and an electric motor 5 (hereinafter, also simply referred to as “motor 5”). , So-called hybrid car (any kind of hybrid car such as series system, parallel system, split system, etc. may be used). However, it may be applied not to a hybrid car but to a vehicle using only a normal gasoline engine.

Further, the fuel tank 1 is equipped with a full tank control valve V1 for preventing overfueling into the fuel tank, a cut valve V2 for preventing fuel from flowing out of the fuel tank when the vehicle rolls over, and the like. The pipe 3 is composed of a tank side pipe 3a and a canister side pipe 3b, and the tank side pipe 3a is connected to the full tank regulation valve V1 and enters the fuel tank 1 via the full tank regulation valve V1. Communicating. On the other hand, the canister side pipe 3b is connected to the canister 2. Further, a fuel refueling pipe 6 (hereinafter, also simply referred to as “refueling pipe 6”) extends from the side wall of the fuel tank 1 to the fuel refueling port 6a (hereinafter, also simply referred to as “refueling port 6a”). Is attached with a removable refueling cap (not shown). Further, a refueling cover 6b is provided on the outside of the refueling port 6a so as to be openable and closable (see FIG. 3).

Then, as shown in FIGS. 1 and 2, the adjusting valve 10 of this embodiment mainly has a housing 20 so as to surround the internal space R1 between the housing 20 having the internal space R1 and the housing 20. A cover that sandwiches the diaphragm peripheral edge between the diaphragm 50 mounted on the opening 25 and the spring 55 that urges the diaphragm 50 toward the valve seat 40 via the spring support member 57, and the housing 20. It has a 60 and an actuator 70 attached to the cover 60.

First, the housing 20 will be described. The housing 20 in this embodiment has a bottom wall 21 having a substantially disk shape and a peripheral wall 22 having a cylindrical shape erected from the peripheral edge thereof, and above the bottom wall 21 (on the side opposite to the bottom wall 21). It has a substantially bottomed cylindrical shape with an opening 25, and the internal space R1 is provided inside the bottomed cylinder. Further, an annular recess 25a for supporting the outer peripheral edge portion 53 of the diaphragm 50 is formed in the inner peripheral edge portion of the opening portion 25. Further, at a predetermined position on the peripheral wall 22, a mounting portion 23 for mounting the housing 20 and the entire adjusting valve 10 is provided on the fuel tank 1.

Further, from the facing portion of the peripheral wall 22 of the housing 20, the tank communication pipe 30 and the canister communication pipe 35 are outward along the straight line L (see FIG. 1) passing through the axis C of the housing 20. Each is extended to a predetermined length.

One end 31 of the tank communication pipe 30 forms a connection portion of the tank side pipe 3a communicating with the fuel tank 1, and the other end 32 is connected to the peripheral wall 22 of the housing 20 and communicates with the internal space R1. (See Fig. 2).

On the other hand, one end 36 of the canister communication pipe 35 forms a connection portion of the canister side pipe 3b communicating with the canister 2, and the other end 37 is located in the internal space R1 of the housing 20. It extends toward 37 so as to penetrate the peripheral wall 22 of the housing 20. Further, on the other end 37 side of the canister communication pipe 35 located in the internal space R1, a valve seat 40 having an opening for communicating the canister communication pipe 35 with the internal space R1 is provided. That is, the canister communication pipe 35 extends from the inner circumference of the peripheral wall 22 of the housing 20 toward the axial center C of the housing 20, and the tip end portion in the extending direction forms the other end 37, and the other end 37 thereof. A cylindrical wall portion 38 extending along the axis C of the housing 20 and opening upward (opening 25 side) is provided at a position adjacent to the axis C of the housing 20 and aligned with the axis C of the housing 20. The tip of the cylindrical wall portion 38 forms the valve seat 40 (see FIG. 1).

In this embodiment, the tank communication pipe 30 and the canister communication pipe 35 are extended along a straight line L passing through the axis C of the housing 20 (that is, the extension direction of the tank communication pipe 30). And, the angle formed by the canister communication pipe 35 with the extension direction is 180 °), for example, the extension direction of the canister communication pipe is set to a predetermined angle (angle other than 180 °) with respect to the extension direction of the tank communication pipe. It may be extended diagonally so as to form a structure, or one of the tank communication pipe and the canister communication pipe may be extended downward of the housing, which can be appropriately selected according to the shape of the fuel tank and the like. The mounting position, shape, and the like of the mounting portion provided on the outside of the housing can also be appropriately selected according to the shape and the like of the fuel tank.

Next, a diaphragm 50 which is attached to the opening 25 of the housing 20 so as to surround the internal space R1 with the housing 20 and which can be opened and closed with respect to the valve seat 40 will be described.

The diaphragm 50 of this embodiment is integrally formed of an elastic material such as rubber or an elastic elastomer, and has a disk-shaped base 51 that is brought into contact with and opened and closed from the valve seat 40, and the base 51. It has an elastically deformed portion 52 that has a shape that extends in an annular shape from the peripheral edge, is thinner than the base portion 51, and is flexible and deformable due to pressure fluctuations in the internal space R1. Further, as shown in FIG. 2, the elastically deformed portion 52 has an upward convex shape, that is, a shape protruding so as to form a gentle curved surface toward a direction away from the valve seat 40, and its outer diameter thereof. Is adapted to fit the inner diameter of the opening 25 of the housing 20.

Further, as shown in FIG. 2, the outer peripheral edge portion 53 of the elastically deformed portion 52, and the convex portion 53a having an annular shape is projected from the inner surface side thereof (the surface facing the internal space R1 side of the housing 20). ing. Then, by fitting the convex portion 53a into the concave portion 25a provided at the inner peripheral edge portion of the opening 25 of the housing 20, the diaphragm 50 is attached to the opening 25 of the housing 20, and the diaphragm 50 and the housing 20 are combined. The internal space R1 is surrounded between them so that the opening 25 is closed.

Next, the cover 60 that sandwiches the diaphragm 50 with the housing 20 will be described.

The cover 60 in this embodiment is a ceiling portion 61 having a substantially disk shape and an outer peripheral edge portion of the ceiling portion 61, which protrudes from the inner surface side (the surface facing the diaphragm 50 side) and the diaphragm 50. It has a sandwiching portion 63 that sandwiches the outer peripheral edge portion 53 of the above. The outer diameter of the ceiling portion 61 is sized to match the inner diameter of the opening 25 of the housing 20, and covers (covers) the entire area of the diaphragm 50. Further, in the center of the ceiling portion 61 on the inner surface side, an annular spring support protrusion 61a for supporting one end of the spring 55 is provided (see FIG. 2).

Then, as shown in FIG. 2, a diaphragm 50 is attached to the opening 25, and a spring support member 57 having a substantially disk shape and a plurality of annular walls 57a is provided on the outer surface side of the base 51 of the diaphragm 50. It is placed so that the other end of the spring 55 is supported by the spring support member 57, and one end of the spring 55 is supported by the spring support protrusion 61a of the cover 60. In this state, the cover 60 is arranged on the outer surface side of the diaphragm 50 (the side opposite to the internal space R1 of the housing 20), and the cover 60 is pushed toward the opening 25 of the housing 20 to hold the cover 60. And the inner circumference of the opening 25 of the housing 20 are fixed by an adhesive or other welding means, so that the outside of the diaphragm 50 is between the holding portion 63 of the cover 60 and the recess 25a of the housing 20. The peripheral edge portion 53 is sandwiched, and the spring 55 is arranged in a compressed state between the diaphragm 50 and the cover 60 so that the cover 60 can be attached to the opening 25 of the housing 20.

As a result, a sealed backside space R2 is formed between the cover 60 and the diaphragm 50. That is, in the adjustment valve 10 of this embodiment, the diaphragm 50 is used as a partition wall, and the internal space R1 is defined on the inner surface side (front side of the diaphragm 50) and the back surface side (rear side of the diaphragm 50). The side space R2 is defined. Further, in this state, the spring 55 held in the compressed state urges the base portion 51 of the diaphragm 50 toward the valve seat 40 via the spring support member 57, and the valve seat 40 is in a closed state. ing.

The cover 60 in this embodiment has a shape that covers the entire area of the diaphragm 50, but it may be a shape as long as the peripheral edge of the diaphragm can be sandwiched between the cover 60 and the housing, and may be, for example, an annular ring shape (or an annular ring shape). However, in this case, the space on the back side is not defined between the housing and the housing).

Further, as shown in FIG. 2, an orifice 65 having a circular hole shape is formed in the radial center of the ceiling portion 61 of the cover 60, and the orifice 65 communicates with the back side space R2. .. Further, as shown in FIG. 4, an annular projection 65a is projected from the outer peripheral edge of the orifice 65. As shown in FIGS. 4 to 6, an operating member 73 of the actuator 70 is brought into contact with and separated from the annular projection 65a to open and close the orifice 65.

Further, from the center of the ceiling portion 61 of the cover 60 on the outer surface side, a mounting portion 67 having a substantially square frame shape with an upper opening for mounting the actuator 70 is erected. The mounting portion 67 is provided so that its internal space is aligned with the orifice 65. Further, square hole-shaped openings 67a are formed on both side base ends of the mounting portion 67 (see FIG. 1). Each opening 67a communicates with the internal space of the mounting portion 67 communicating with the orifice 65, and the air in the rear side space R2 is discharged to the outside of the adjusting valve through the orifice 65, or It allows outside air to pass through and is taken into the back space R2 from the orifice 65.

In the adjusting valve 10, the actuator 70 can control the opening and closing of the diaphragm 50 by an external signal.

The actuator 70 in this embodiment is a so-called electric actuator, and has a substantially cylindrical main body 71 and an orifice 65 formed in the cover 60 so as to slide forward and backward with respect to the main body 71. It has a working member 73 that protrudes in a direction close to the valve seat 40 (see FIG. 4) or retracts in a direction away from the orifice 65 or the valve seat 40 (see FIGS. 5 and 6). .. As shown in FIGS. 4 to 6, the operating member 73 is provided at a shaft portion 74 slidably inserted and supported by a bearing portion 71a provided on the main body 71, and at the axial tip of the shaft portion 74. It is composed of a disc-shaped contact portion 75 formed. The outer diameter of the contact portion 75 is formed to be larger than the inner diameter of the orifice 65, and the entire opening of the orifice 65 is closed in a state of being in contact with the annular projection 65a.

Further, the actuator 70 is inserted into the mounting portion 67 of the cover 60 via the bracket 77 (see FIG. 1) having a substantially U-shaped frame shape, and is mounted on the mounting portion 67 by the mounting pin 78. It has become. In this mounting state, the contact portion 75 of the operating member 73 is arranged toward the orifice 65 side of the cover 60, and is in a position aligned with the opening 67a of the mounting portion 67.

Further, the actuator 70 in this embodiment is a solenoid (electromagnetic valve) actuator that uses the electric power obtained by the electromagnet, but a linear actuator using a linear motor or a shape memory alloy may be used to input a current. An actuator using Joule heat, a rubber actuator using a rubber tube, an advancing / retreating structure using a ball screw or the like, or a pressure cylinder using pneumatic pressure or hydraulic pressure may be applied. Any structure may be used as long as it can move forward and backward.

Then, in the adjusting valve 10, as shown in FIGS. 5 and 6, when the operating member 73 is retracted, the diaphragm 50 can be opened with respect to the valve seat 40 against the spring 55. As shown in FIG. 4, the diaphragm 50 is configured to be restricted from opening with respect to the valve seat 40 when the operating member 73 is in a protruding state.

That is, as shown in FIG. 5, when the operating member 73 retracts, the abutting portion 75 separates from the annular projection 65a, and the orifice 65 opens, the closed back side space R2 is opened and the back side. Since the space R2 and the outside of the housing communicate with each other, when the pressure inside the internal space R1 rises, a pressure difference occurs between the internal space R1 and the rear side space R2, and the diaphragm 50 can be opened with respect to the valve seat 40. Become. If the pressure in the fuel tank 1 is not so high (below a predetermined value) and the urging force of the spring 55 overcomes the pressure of the internal space R1 of the housing 20, as shown in FIG. The valve seat 40 is held in the closed state by the diaphragm 50.

Then, when the pressure in the fuel tank 1 rises, the fuel vapor passes through the cut valve V2, the full tank regulation valve V1, the tank side pipe 3a, and the tank communication pipe 30, and the fuel vapor enters the internal space R1 of the housing 20. The pressure in the internal space R1 rises. Then, when the pressure in the fuel tank 1 becomes equal to or higher than a predetermined value and the pressure in the internal space R1 rises, as shown in FIG. 6, the elastically deformed portion 52 of the diaphragm 50 is moved from the internal space R1 side to the back side space R2 side. The pressing force acts toward and deforms and deforms, whereby the diaphragm 50 is pushed up against the pressing force from the rear space R2 and the elastic urging force of the spring 55, and the base 51 thereof is pushed up from the valve seat 40. The valve seat 40 opens when it separates. As a result, the tank communication pipe 30 and the canister communication pipe 35 communicate with each other via the valve seat 40, so that the fuel vapor in the internal space R1 passes through the valve seat 40, the canister communication pipe 35, and the canister side pipe 3b. Then, it is discharged to the canister 2.

In this way, when the operating member 73 is retracted, the orifice 65 is opened, the back space R2 is opened, and the internal pressure is lowered. Therefore, the base 51 of the diaphragm 50 is connected to the valve seat 40 and the ceiling portion 61 of the cover 60. The diaphragm 50 can be raised and lowered between the two, and the diaphragm 50 can be opened with respect to the valve seat 40 against the spring 55.

On the other hand, as shown in FIG. 4, when the operating member 73 protrudes, the contact portion 75 abuts on the annular protrusion 65a, and the orifice 65 is closed, the back side space R2 is closed and the internal space R1 side. Even if the pressure of the valve seat 40 rises, there is no pressure difference between the internal space R1 and the rear side space R2, the base 51 is maintained in contact with the valve seat 40, and the valve seat 40 is restricted from opening. ..

In this way, when the actuating member 73 is in a protruding state, the orifice 65 is closed and the back side space R2 is closed. Therefore, the pressure in the back side space R2 and the urging force of the spring 55 cause the base 51 of the diaphragm 50 to move. Since the diaphragm 50 is maintained in contact with the valve seat 40, the diaphragm 50 is restricted from opening with respect to the valve seat 40.

As described above, in this embodiment, the orifice 65 provided in the cover 60 is opened and closed by the actuating member 73 of the actuator 70 to increase or decrease the pressure in the back space R2 between the cover 60 and the diaphragm 50. The diaphragm 50 is configured to control the opening and closing of the diaphragm 50, so to speak, the opening and closing operation of the diaphragm 50 is indirectly controlled via the back space R2.

However, the operating member of the actuator may be directly brought into contact with and separated from the diaphragm to control the opening / closing operation of the diaphragm (this will be described in another embodiment described later), and the present invention is not particularly limited.

Further, the protruding / retracting operation of the actuating member 73 of the actuator 70 as described above is controlled by the following structure. Explaining the control structure of the actuator 70, as shown in FIG. 3, the control structure includes a first detection unit 7a for detecting the operation of the engine 4, a second detection unit 7b for detecting the operation of the motor 5. It is arranged between the third detection unit 7c that detects the opening / closing of the refueling cover 6b, the detection units 7a, 7b, 7c, and the actuator 70, and based on the signals from the detection units 7a, 7b, 7c, the actuator 70 It has a control unit 8 that transmits a protrusion signal or a backward signal to the operating member 73.

Referring to the flow chart of FIG. 7, the first detection unit 7a detects the operation or non-operation of the engine 4 (step S1), and when the engine 4 is operating, outputs an engine operation signal. It is transmitted to the control unit 8, and if the engine 4 is not operating, an engine non-operation signal is transmitted to the control unit 8.

Further, the second detection unit 7b detects the operation or non-operation of the motor 5 in the state where the engine 4 is not operating (step S3), and when the motor 5 is operating, the second detection unit 7b outputs a motor operation signal. It is transmitted to the control unit 8, and if the motor 5 is not operating, a motor non-operation signal is transmitted to the control unit 8.

Further, the third detection unit 7c detects the opening / closing operation of the refueling cover 6b in the state where the engine 4 and the motor 5 are not operating (that is, the vehicle is stopped for refueling) (step S5), and refuels. When the cover 6b is to be opened, the cover open signal is transmitted to the control unit 8.

Further, the control unit 8 transmits a backward signal to the operating member 73 of the actuator 70 when the engine operation signal is received from the first detection unit 7a or when the cover opening signal is received from the third detection unit 7c. do. As a result, as shown in FIG. 5, the contact portion 75 of the operating member 73 is separated from the annular projection 65a, and the orifice 65 is opened (see steps S2 and S6).

On the other hand, when the engine non-operation signal is received from the first detection unit 7a and the motor operation signal is received from the second detection unit 7b, the protrusion signal is transmitted to the operating member 73 of the actuator 70. As a result, as shown in FIG. 4, the abutting portion 75 of the operating member 73 abuts on the annular projection 65a to close the orifice 65 (see step S4).

The timing at which the control unit 8 transmits the protrusion signal or the backward signal to the operating member 73 of the actuator 70 is when the engine 4 or the motor 5 is operated from the operating state to the non-operating state or from the non-operating state. The signal may be transmitted at the same time as the state is reached or at the same time as the refueling cover 6b is opened, but there may be a certain time lag (for example, a predetermined time delay from the time when the above state is reached). A protruding signal or a backward signal may be transmitted at the same timing).

Next, the operation of the adjusting valve 10 will be described in more detail with reference to the flow chart of FIG. 7.

That is, when the operation of the engine 4 is detected by the first detection unit 7a (step S1), the first detection unit 7a transmits an engine operation signal to the control unit 8, and the control unit is based on the engine operation signal. 8 transmits a backward signal to the operating member 73 of the actuator 70. As a result, as shown in FIG. 5, the contact portion 75 of the operating member 73 separates from the annular projection 65a, the orifice 65 opens (step S2), and the diaphragm 50 opposes the spring 55 with respect to the valve seat 40. It will be ready to open.

In this state, when the pressure in the fuel tank 1 is equal to or higher than a predetermined value, as shown in FIG. 6, the entire diaphragm 50 resists the pressing force from the rear space R2 and the elastic urging force of the spring 55. Since the valve seat 40 is pushed up and opened, the fuel vapor is discharged to the canister 2.

On the other hand, when the pressure in the fuel tank 1 is lower than the predetermined value, as shown in FIG. 5, the diaphragm 50 is directed toward the valve seat 40 side by the pressing force from the rear side space R2 and the elastic urging force of the spring 55. Pressed to keep the valve seat 40 closed.

Further, in the above step S1, the non-operating state in which the engine 4 is stopped (that is, when the motor 5 is sufficiently stored with electric power and only the motor 5 operates, or when the engine 4 is stopped due to idling stop, etc.). In the case of, the operation or non-operation of the motor 5 is further determined by the second detection unit 7b (step S3).

When the operation of the motor 5 is detected, the second detection unit 7b transmits a motor operation signal to the control unit 8, and the control unit 8 sends the motor operation signal to the operating member 73 of the actuator 70 based on the motor operation signal. Send a protrusion signal. As a result, as shown in FIG. 4, the contact portion 75 of the operating member 73 comes into contact with the annular projection 65a, and the orifice 65 closes (step S4). In this state, the back side space R2 is sealed and the pressure in the back side space R2 increases. Therefore, the diaphragm 50 is directed toward the valve seat 40 side by the internal pressure of the back side space R2 and the urging force of the spring 55. When pressed, the valve seat 40 is restricted from opening.

Further, in step S3, when the operation of the motor 5 is not detected, that is, when the engine 4 and the motor 5 are not operating and the vehicle is stopped for refueling, the refueling cover 6b is to be opened (step S5). ), The third detection unit 7c transmits a cover opening signal to the control unit 8, and the control unit 8 transmits a backward signal to the operating member 73 of the actuator 70 based on the cover opening signal.

As a result, as shown in FIG. 5, the contact portion 75 of the operating member 73 separates from the annular projection 65a, the orifice 65 opens (step S6), and the diaphragm 50 opposes the spring 55 with respect to the valve seat 40. It will be ready to open. Therefore, when the pressure in the fuel tank 1 is equal to or higher than a predetermined value, as shown in FIG. 6, the entire diaphragm 50 resists the pressing force from the rear space R2 and the elastic urging force of the spring 55. Is pushed up and the valve seat 40 is opened, and the fuel vapor is discharged to the canister 2.

When the third detection unit 7c does not transmit the cover opening signal (in the case of “NO” in step S5), as shown in FIG. 4, the operating member 73 protrudes and the orifice 65 is maintained in a closed state. (Return to step S4).

Further, the protruding / retracting operation of the actuating member 73 of the actuator 70 described above is merely an example, and is not limited to the above mode.

Next, the operation and effect of the adjusting valve 10 according to the present invention having the above configuration will be described.

That is, the adjusting valve 10 has an actuator 70 that controls the opening and closing of the diaphragm 50 by an external signal, and as shown in FIGS. 5 and 6, the diaphragm 50 is in a state where the operating member 73 of the actuator 70 is retracted. Can be opened with respect to the valve seat 40 against the spring 55, while the diaphragm 50 with respect to the valve seat 40 in a state where the actuating member 73 protrudes, as shown in FIG. It is configured to be restricted from opening. That is, the opening / closing operation of the diaphragm 50 can be arbitrarily controlled by the actuator 70.

Then, in this adjustment valve 10, as shown in FIG. 4, the actuating member 73 of the actuator 70 is projected and the orifice 65 is closed to seal the back space R2, so that the base 51 of the diaphragm 50 is a valve. The diaphragm 50 can be restricted from opening with respect to the valve seat 40 while being maintained in contact with the seat 40. Therefore, even if the pressure in the fuel tank 1 increases, the valve seat 40 can be maintained in a closed state at the base 51 of the diaphragm 50 (see FIG. 4), and as a result, the fuel tank 1 and the canister 2 are connected to each other. The passage (tank side pipe 3a, tank communication pipe 30, internal space R1, valve seat 40, canister communication pipe 35, canister side pipe 3b, etc.) can be maintained in a closed state.

Therefore, for example, in a hybrid car driven by the engine 4 and also driven by the motor 5, the fuel vapor in the fuel tank 1 is surely distributed to the canister 2 side when the engine 4 is not operating. It can be stopped.

On the other hand, as shown in FIGS. 5 and 6, by retracting the actuating member 73 of the actuator 70 and opening the orifice 65, the back side space R2 is opened and the internal pressure thereof is lowered, so that the base 51 of the diaphragm 50 is reduced. However, it becomes possible to move up and down between the valve seat 40 and the ceiling portion 61 of the cover 60, and the diaphragm 50 can be opened from the valve seat 40. Therefore, as shown in FIG. 6, when the pressure in the fuel tank 1 becomes high and the pressure in the internal space R1 of the housing 20 rises, it resists the pressing force from the back side space R2 and the elastic urging force of the spring 55. , The diaphragm 50 is pushed up, the base 51 thereof is separated from the valve seat 40, the valve seat 40 is opened, the tank communication pipe 30 and the canister communication pipe 35 are communicated with each other, and the fuel steam flows to the canister 2 side. be able to.

Therefore, for example, when refueling in a hybrid car, if the internal pressure of the fuel tank 1 is high, the operating member 73 of the actuator 70 is retracted by an external signal to open the valve seat 40, and the fuel vapor canister. By flowing the fuel to the 2 side, it is possible to prevent the fuel from being ejected from the fuel filler port 6a.

Further, as shown in FIG. 2, the adjusting valve 10 of this embodiment further has a cover 60 that sandwiches the peripheral edge of the diaphragm 50 with the housing 20, and the actuator 70 is attached to the cover 60. Therefore, the structure of the adjusting valve 10 can be simplified, the assembly work of the actuator 70 can be facilitated, and the manufacturing cost can be reduced. Further, by attaching the actuator 70 to the cover 60, the housing 20, the cover 60, and the actuator 70 can be easily integrated, and the attachment workability when the adjustment valve 10 is attached to the outside of the fuel tank 1 is improved. (If the actuator 70 and the housing 20 and the cover 60 are separate bodies, they need to be individually mounted on the fuel tank 1, which reduces the mounting workability).

Further, in this embodiment, the cover 60 forms a back side space R2 with the diaphragm 50, and the cover 60 is provided with an orifice 65 communicating with the back side space R2 to operate the actuator 70. The member 73 is configured to move forward and backward with respect to the cover 60 so as to open and close the orifice 65. According to this aspect, when the operating member 73 of the actuator 70 protrudes and the orifice 65 is closed, the back side space R2 is closed, and the internal pressure thereof makes it difficult for the base 51 of the diaphragm 50 to separate from the valve seat 40, and the valve. The opening of the seat 40 can be more reliably regulated (see FIG. 4).

Further, when the operating member 73 of the actuator 70 retracts and the orifice 65 is opened, the back side space R2 is opened, so that the diaphragm 50 can be opened by the pressure of the internal space R1 of the housing 20 (FIG. FIG. 8). Since the actuating member 73 of the actuator 70 may have a size that can open and close the orifice 65 having a relatively small diameter provided on the cover 60, the actuating member 73 can be made smaller to reduce the size of the actuator 70. can.

Further, in this embodiment, the operating member 73 of the actuator 70 retracts by an external signal before opening the fuel filler port 6a of the fuel tank 1, and the diaphragm 50 can be opened with respect to the valve seat 40. Is controlled.

Therefore, for example, in a hybrid car, the engine 4 operates, the diaphragm 50 closes with respect to the valve seat 40, the flow of fuel vapor in the fuel tank 1 to the canister 2 side is blocked, and the inside of the fuel tank 1 is blocked. Even if the fuel is filled with fuel, the operating member 73 retracts due to an external signal (a cover opening signal from the third detection unit 7c) before the fuel filler port 6a is opened, and the diaphragm 50 opens. The tank communication pipe 30 and the canister communication pipe 35 can be communicated with each other, and the fuel vapor in the fuel tank 1 can be discharged to the canister 2 side (see FIG. 6). As a result, it is possible to prevent the fuel from being ejected when the fuel filler port 6a is opened in order to refuel the fuel tank 1.

8 to 10 show other embodiments of the pressure regulating valve according to the present invention. The same parts as those in the embodiment are designated by the same reference numerals, and the description thereof will be omitted.

The pressure adjusting valve 10A of this embodiment (hereinafter, also simply referred to as “adjusting valve 10”) has a structure in which the operating member 73A of the actuator 70 is directly brought into contact with and separated from the diaphragm 50 to control the opening and closing of the diaphragm 50. ing.

Specifically, as shown in FIG. 8, the inner diameter of the orifice 65A formed in the center of the cover 60 constituting the adjusting valve 10A is larger than the outer diameter of the disk-shaped contact portion 75 of the operating member 73A. Is also large, and the contact portion 75 can pass through the orifice 65A.

Further, the actuating member 73A of the actuator 70 is configured such that the contact portion 75 moves forward and backward on the back surface side of the diaphragm 50 opposite to the contact surface with the valve seat 40. .. Then, as shown in FIG. 8, when the operating member 73A is in a protruding state, the contact portion 75 abuts on the spring support member 57 and indirectly presses the base portion 51 of the diaphragm 50 from the back surface side. As a result, the base 51 of the diaphragm 50 comes into contact with the valve seat 40, the valve seat 40 is closed, and the diaphragm 50 is restricted from opening with respect to the valve seat 40.

On the other hand, as shown in FIGS. 9 and 10, when the operating member 73A is retracted, the contact portion 75 is separated from the spring support member 57, the pressed state of the base 51 of the diaphragm 50 is released, and the diaphragm 50 is released. Can be opened against the valve seat 40 against the spring 55.

Note that FIG. 9 shows a case where the pressure in the fuel tank 1 is not so high and the urging force of the spring 55 overcomes the pressure of the internal space R1 of the housing 20. In this case, the valve seat 40 is closed. It is held in the same state. On the other hand, when the pressure in the fuel tank 1 rises, as shown in FIG. 10, the base 51 of the diaphragm 50 is separated from the valve seat 40 to open the valve seat 40, and the tank communication pipe 30 and the canister are opened. It communicates with the communication pipe 35 and allows fuel vapor to flow to the canister 2 side.

As described above, in this embodiment, the actuating member 73A of the actuator 70 moves forward and backward so as to come into contact with and separate from the back surface side of the diaphragm 50 opposite to the contact surface with the valve seat 40, and the actuating member 73A. In the protruding state, the diaphragm 50 is pressed from the back surface side to keep the valve seat 40 closed, and in the state where the actuator 73A is retracted, the diaphragm 50 is separated from the diaphragm 50 and the diaphragm 50 is opposed to the valve seat 40. It is configured to allow it to be opened. In this way, the actuating member 73A of the actuator 70 is brought into contact with and separated from the back surface side of the diaphragm 50 to directly control the opening and closing of the diaphragm 50, so that the opening and closing control of the diaphragm 50 can be reliably performed.

Further, the present invention is not limited to the above-described embodiments, and various modified embodiments are possible within the scope of the gist of the present invention, and such embodiments are also included in the scope of the present invention. ..

1 Fuel tank 2 Canister 3 Piping 4 Gasoline engine (engine)
5 Electric motor (motor)
10,10A pressure adjustment valve (adjustment valve)
20 Housing 25 Opening 30 Tank communication pipe 35 Canister communication pipe 40 Valve seat 50 Diaphragm 55 Spring 57 Spring support member 60 Cover 65, 65A Orifice 70 Actuator 73, 73A Actuating member

Claims (5)

A pressure adjusting valve arranged in the middle of a pipe connecting a fuel tank and a canister arranged outside the fuel tank to adjust the pressure inside the fuel tank.
A housing with an interior space and an opening,
One end forms a connection portion of a pipe communicating with the fuel tank, and the other end is a tank communication pipe connected to the housing and communicating with the internal space.
One end forms a connection part of the pipe communicating with the canister, and the other end is a canister communication pipe located in the internal space of the housing.
A valve seat provided on the other end side of the canister communication pipe and forming an opening for communicating the canister communication pipe with the internal space.
A diaphragm that is attached to the opening of the housing so as to surround the internal space with the housing and is openable and closable with respect to the valve seat.
A spring that urges the diaphragm toward the valve seat,
It has an actuator that can control the opening and closing of the diaphragm by an external signal.
The actuator has an actuating member capable of moving forward and backward, and when the actuating member is retracted, the diaphragm can be opened with respect to the valve seat against the spring, and the actuating member can be opened. A pressure regulating valve characterized in that the diaphragm is configured to be restricted from opening with respect to the valve seat in a protruding state. It further has a cover that sandwiches the diaphragm peripheral edge with the housing.
The pressure adjusting valve according to claim 1, wherein the actuator is attached to the cover. The cover forms a backside space with the diaphragm, and the cover is provided with an orifice communicating with the backside space.
The pressure adjusting valve according to claim 2, wherein the operating member of the actuator moves forward and backward with respect to the cover so as to open and close the orifice. The actuating member of the actuator moves forward and backward so as to come into contact with and separate from the back surface side of the diaphragm opposite to the contact surface with the valve seat, and when the actuating member protrudes, the diaphragm moves from the back surface side. It is configured to be pressed to keep the valve seat closed and, when the actuating member retracts, to separate from the diaphragm and allow the diaphragm to open with respect to the valve seat. The pressure regulating valve according to claim 1 or 2. The actuating member of the actuator retracts by an external signal before opening the fuel filler port of the fuel tank, and is controlled so that the diaphragm can be opened with respect to the valve seat. The pressure adjusting valve according to any one of 4.

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