WO2020050221A1

WO2020050221A1 - Pressure control valve

Info

Publication number: WO2020050221A1
Application number: PCT/JP2019/034448
Authority: WO
Inventors: 晴光杉山; 隆弘酒井
Original assignee: 株式会社パイオラックス
Priority date: 2018-09-05
Filing date: 2019-09-02
Publication date: 2020-03-12
Also published as: JPWO2020050221A1; JP7018143B2

Abstract

Provided is a pressure control valve capable of controlling an opening/closing operation of a diaphragm as required. This pressure control valve 10 has a housing 20, a tank communication pipe 30, a canister communication pipe 35, a valve seat 40, a diaphragm 50, a cover 60, a spring 55, and an actuator 70 that controls opening/closing of the diaphragm 50 according to an external signal. The actuator 70 has an activation member 73 capable of advancing and retracting. In a state in which the activation member 73 is retracted, the diaphragm 50 is enabled to open with respect to the valve seat 40 against the spring 55. In a state in which the activation member 73 is protruding, the diagphragm 50 is prevented from opening with respect to the valve seat 40.

Description

Pressure regulating valve

(4) The present invention relates to a pressure regulating valve which is disposed in a pipe connecting a fuel tank and a canister and adjusts a pressure in the fuel tank.

For example, a valve is mounted on a fuel tank of a vehicle such as an automobile to adjust the pressure in the tank.

As such a valve, Patent Literature 1 below discloses a valve body having a first connection pipe communicating with a tank side and a second connection pipe communicating with a canister side, and a second connection pipe arranged in the valve body. A diaphragm that opens and closes a proximal opening, a compression spring that urges the diaphragm in a closing direction, and an umbrella valve that is mounted in a passage hole formed in a partition wall on the base end of the second connection pipe and opens and closes the passage hole. And a negative pressure cut valve having: Then, when the tank internal pressure rises more than usual, the diaphragm is separated from the base end side opening of the second connection pipe, and the fuel vapor is discharged to the canister side, so that the tank internal pressure is reduced. On the other hand, when the tank internal pressure is lower than usual, the umbrella valve opens from the passage hole of the second connection 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 composed of a gasoline engine and an electric motor is widely put into practical use. In this hybrid car, when the motor is operating without operating the engine, fuel vapor is supplied to the canister. There was a situation that he did not want to discharge. This is because the fuel vapor discharged to the canister side due to the increase in the tank internal pressure is not sucked into the engine side when the engine is not operating, so that the fuel vapor accumulates in the canister more than necessary (fuel Steam overflows).

Here, the negative pressure cut valve disclosed in Patent Document 1 merely opens and closes the diaphragm according to the tank internal pressure, and does not have a structure that can adjust the intake and exhaust of fuel vapor by opening and closing the diaphragm as needed. 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 motor is started without the engine running, the diaphragm will be closed. It is not possible to control the discharge to the canister by holding it.

Therefore, an object of the present invention is to provide a pressure regulating valve capable of controlling opening and closing operations of a diaphragm as required.

In order to achieve the above object, a pressure adjusting valve according to the present invention is arranged in a pipe connecting a fuel tank and a canister arranged outside the fuel tank to adjust a 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 connection part of a pipe communicating with the canister, and the other end is provided on the other end side of the canister communication pipe located in the internal space of the housing, and the canister communication pipe is provided inside the canister communication pipe. A valve seat, which is an opening communicating with a space, and which is mounted on an opening of the housing so as to surround the internal space between the housing and the valve seat; A diaphragm that opens and closes with respect to the valve seat, a spring that urges the diaphragm toward the valve seat, and an actuator that enables opening and closing of the diaphragm to be controlled by an external signal. With a possible actuating member, in a state in which the actuating member is retracted, the diaphragm can be opened against the valve seat against the spring, and in a state in which the actuating member protrudes, The diaphragm is configured to be restricted from opening with respect to the valve seat.

According to the present invention, since the diaphragm can be prevented from opening with respect to the valve seat by projecting the operating member of the actuator, the communication passage between the fuel tank and the canister is closed even when the internal pressure of the fuel tank increases. State can be maintained. 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 when the engine is not operating.

In addition, 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 connect the tank communication pipe and the canister communication pipe. This allows the fuel vapor to flow to the canister. 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, the fuel vapor flows to the canister side, and the fuel is ejected from the refueling port. Can be prevented.

It is an exploded perspective view showing one embodiment of a pressure regulation valve concerning the present invention. It is sectional drawing of the same pressure adjustment valve. FIG. 2 is a schematic configuration diagram of a hybrid car to which the same pressure adjustment valve is applied. FIG. 3 is a cross-sectional view of the pressure adjustment valve in a state where an operation member protrudes. FIG. 4 is a cross-sectional view of the pressure adjustment valve in a case where the tank internal pressure falls below a predetermined value in a state where the operating member is retracted. FIG. 4 is a cross-sectional view of the pressure adjustment valve when the tank internal pressure is equal to or higher than a predetermined value in a state where the operating member is retracted. FIG. 4 is a flowchart illustrating the operation of a valve and a diaphragm accompanying the operation of an actuator in a hybrid car using the same pressure adjustment valve. FIG. 10 is a cross-sectional view showing another embodiment of the pressure regulating valve according to the present invention, in a state where an operating member is projected. FIG. 4 is a cross-sectional view of the pressure adjustment valve in a case where the tank internal pressure falls below a predetermined value in a state where the operating member is retracted. FIG. 4 is a cross-sectional view of the pressure adjustment valve when the tank internal pressure is equal to or higher than a predetermined value in a state where the operating member is retracted.

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

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 a canister 2 arranged outside the fuel tank 1. It is arranged in the middle of the pipe 3 to adjust the pressure in the fuel tank 1. The adjustment valve 10 is mounted at a predetermined location outside the fuel tank 1.

Further, as shown in FIG. 3, the adjustment valve 10 of this embodiment includes 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”). The present invention is applied to a so-called hybrid car (any kind of hybrid car such as a series system, a parallel system, and a split system). However, the present invention may be applied to a vehicle employing only a normal gasoline engine instead of a hybrid car.

燃料 Further, the fuel tank 1 is provided with a full tank regulating valve V1 for preventing supercharging into the fuel tank and a cut valve V2 for preventing fuel from flowing out of the fuel tank when the vehicle rolls over. The pipe 3 is composed of a tank-side pipe 3a and a canister-side pipe 3b. The tank-side pipe 3a is connected to a full tank regulating valve V1, and is inserted into the fuel tank 1 via the full tank regulating valve V1. Communicating. On the other hand, the canister-side pipe 3 b is connected to the canister 2. Further, a fuel supply pipe 6 (hereinafter, also simply referred to as “fuel supply pipe 6”) extends from a side wall of the fuel tank 1, and is connected to a fuel supply port 6 a (hereinafter, simply referred to as “fuel supply port 6 a”). Has an oil supply cap (not shown) detachably attached thereto. A fuel cover 6b is provided outside the fuel port 6a so as to be openable and closable (see FIG. 3).

As shown in FIGS. 1 and 2, the adjustment valve 10 of this embodiment mainly includes a housing 20 having an internal space R1 and a housing 20 having a space between the housing 20 and the internal space R1. A diaphragm 50 is mounted on the opening 25 of the first member, a spring 55 for urging the diaphragm 50 toward the valve seat 40 via a spring supporting member 57, and a cover for holding the peripheral edge of the diaphragm between the housing 20 and the spring 55. 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 substantially disk-shaped bottom wall 21 and a cylindrical peripheral wall 22 erected from the periphery thereof, and above (on the side opposite to the bottom wall 21). It has a substantially cylindrical shape with a bottom provided with an opening 25, and the internal space R1 is provided inside thereof. An annular concave portion 25 a for supporting the outer peripheral portion 53 of the diaphragm 50 is formed at the inner peripheral portion of the opening 25. Further, a mounting portion 23 for mounting the housing 20 and the entire adjustment valve 10 to the fuel tank 1 is provided at a predetermined position of the peripheral wall 22.

Further, from the opposing portion of the peripheral wall 22 of the housing 20, the tank communication pipe 30 and the canister communication pipe 35 extend outward along a straight line L (see FIG. 1) passing through the axis C of the housing 20. They are respectively extended at predetermined lengths.

One end 31 of the tank communication pipe 30 is connected to a tank side pipe 3 a communicating with the fuel tank 1, and the other end 32 is connected to the peripheral wall 22 of the housing 20 to communicate with the internal space R <b> 1. (See FIG. 2).

On the other hand, the canister communication pipe 35 has one end 36 connected to the canister-side pipe 3b communicating with the canister 2 and the other end 37 located in the internal space R1 of the housing 20. 37 so as to penetrate the peripheral wall 22 of the housing 20. On the other end 37 side of the canister communication pipe 35 located in the internal space R1, a valve seat 40 is provided which forms an opening for communicating the canister communication pipe 35 with the internal space R1. That is, the canister communication pipe 35 extends from the inner periphery of the peripheral wall 22 of the housing 20 toward the axis C of the housing 20, and the leading end in the extending direction forms the other end 37. At a position adjacent to and aligned with the axis C of the housing 20, there is provided a cylindrical wall 38 extending along the axis C of the housing 20 and opening upward (on the side of the opening 25). The tip of the cylindrical wall 38 forms the valve seat 40 (see FIG. 1).

In this embodiment, the tank communication pipe 30 and the canister communication pipe 35 extend along a straight line L passing through the axis C of the housing 20 (that is, the extending direction of the tank communication pipe 30). And the extension direction of the canister communication pipe 35 is 180 °), for example, the extension direction of the canister communication pipe is set to a predetermined angle (an angle other than 180 °) with respect to the extension direction of the tank communication pipe. For example, the pipe may extend obliquely, or one of the tank communication pipe and the canister communication pipe may extend downward of the housing, and may be appropriately selected depending on the shape of the fuel tank. The mounting position and the shape of the mounting portion provided outside the housing can also be appropriately selected according to the shape and the like of the fuel tank.

Next, a description will be given of the 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 is capable of being opened and closed with respect to the valve seat 40.

The diaphragm 50 of the present embodiment is integrally formed from an elastic material such as rubber or elastic elastomer, and has a disk-shaped base portion 51 which comes into contact with and separates from the valve seat 40 to open and close. It has an elastically deforming portion 52 that has a shape that is annularly widened from the peripheral edge, is thinner than the base portion 51, and can be flexibly deformed by pressure fluctuations in the internal space R1. As shown in FIG. 2, the elastically deforming portion 52 has an upwardly convex shape, that is, a shape that protrudes so as to form a gentle curved surface in a direction away from the valve seat 40, and has an outer diameter. Is adapted to the inside diameter of the opening 25 of the housing 20.

Further, as shown in FIG. 2, an annular convex portion 53 a protrudes from an inner peripheral side (a surface facing the internal space R <b> 1 of the housing 20) of the outer peripheral edge 53 of the elastically deformable portion 52. ing. The diaphragm 50 is attached to the opening 25 of the housing 20 by fitting the convex portion 53a into the concave portion 25a provided on the inner peripheral edge of the opening 25 of the housing 20, and the diaphragm 50 and the housing 20 are connected to each other. The internal space R1 is surrounded between the openings, and the opening 25 is closed.

Next, the cover 60 for sandwiching the diaphragm 50 between the diaphragm 50 and the housing 20 will be described.

The cover 60 in this embodiment includes a substantially disk-shaped ceiling portion 61 and an outer peripheral edge of the ceiling portion 61, which protrudes from an inner surface side (a surface facing the diaphragm 50 side) of the ceiling portion 61. And a holding portion 63 for holding the outer peripheral edge 53 of the holding member. The outer diameter of the ceiling 61 is adapted to the inner diameter of the opening 25 of the housing 20, and covers (covers) the entire area of the diaphragm 50. An annular spring support projection 61a for supporting one end of the spring 55 is provided at the center of the inner surface of the ceiling 61 (see FIG. 2).

As shown in FIG. 2, the diaphragm 50 is mounted on the opening 25, and a spring support member 57 having a substantially disk shape and a plurality of annular walls 57 a provided on the outer surface side of the base 51 of the diaphragm 50. After being placed, the spring support member 57 supports the other end of the spring 55, and one end of the spring 55 is supported by the spring support protrusion 61 a 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, and the holding portion 63 of the cover 60 is pressed. And the inner periphery 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 located between the holding portion 63 of the cover 60 and the recess 25 a of the housing 20. The peripheral portion 53 is sandwiched, and a spring 55 is arranged in a compressed state between the diaphragm 50 and the cover 60 so that the cover 60 is attached to the opening 25 of the housing 20.

As a result, a closed back 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 to define an internal space R1 on the inner surface side (the front side of the diaphragm 50) and the inner surface side (the rear side of the diaphragm 50). The side space R2 is defined. In this state, the base portion 51 of the diaphragm 50 is urged toward the valve seat 40 via the spring support member 57 by the spring 55 held in a compressed state, and the valve seat 40 is closed. ing.

Although the cover 60 in this embodiment has a shape that covers the entire area of the diaphragm 50, any shape may be used as long as the periphery of the diaphragm 50 can be sandwiched between the cover 60 and the housing. However, in this case, the back space is not defined between the housing and the housing.)

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

取付 A substantially rectangular frame-shaped mounting portion 67 having an open upper portion for mounting the actuator 70 is provided upright from the center of the outer surface side of the ceiling portion 61 of the cover 60. The mounting portion 67 is provided such that its internal space is at a position matching the orifice 65. In addition, square-shaped openings 67a are respectively formed on the base end sides of both sides of the mounting portion 67 (see FIG. 1). Each opening 67a communicates with the internal space of the mounting portion 67 that communicates with the orifice 65, and discharges air in the rear space R2 to the outside of the adjustment valve through the orifice 65, or The outside air passes through the orifice 65 and is taken into the rear space R2.

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 moves forward and backward so as to slide with respect to the main body 71, that is, an orifice 65 formed in the cover 60, An operating member 73 protrudes in a direction approaching the valve seat 40 (see FIG. 4) or retracts in a direction away from the orifice 65 and the valve seat 40 (see FIGS. 5 and 6). . As shown in FIGS. 4 to 6, the operating member 73 includes a shaft portion 74 slidably inserted into and supported by a bearing portion 71 a provided on the main body 71, and a shaft portion 74 provided at an axial end of the shaft portion 74. And a disk-shaped contact portion 75 provided. Note that the outer diameter of the contact portion 75 is formed larger than the inner diameter of the orifice 65, and closes the entire opening of the orifice 65 in a state of contact with the annular projection 65a.

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

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

As shown in FIGS. 5 and 6, in the adjustment valve 10, 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 protrudes.

That is, as shown in FIG. 5, when the operating member 73 retreats, the contact portion 75 separates from the annular protrusion 65a, and the orifice 65 is opened, the closed rear side space R2 is opened, and the rear side space R2 is opened. Since the space R2 communicates with the outside of the housing, when the pressure in the internal space R1 increases, a pressure difference is generated between the internal space R1 and the rear space R2, and the diaphragm 50 can be opened with respect to the valve seat 40. Become. When 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 in the internal space R1 of the housing 20, as shown in FIG. The valve seat 40 is kept closed by the diaphragm 50.

When the pressure in the fuel tank 1 rises, the fuel vapor passes through the cut valve V2, the full tank regulating valve V1, the tank side pipe 3a, and the tank communication pipe 30, and the fuel vapor flows into the internal space R1 of the housing 20. And 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 increases, as shown in FIG. 6, the elastic deformation portion 52 of the diaphragm 50 moves from the internal space R1 side to the rear space R2 side. The diaphragm 50 is pushed upward to bend and deform, whereby the diaphragm 50 is pushed up against the pressing force from the rear space R2 and the elastic biasing force of the spring 55, and the base 51 thereof is moved from the valve seat 40. When separated, the valve seat 40 opens. As a result, since the tank communication pipe 30 and the canister communication pipe 35 communicate with each other via the valve seat 40, 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.

As described above, in a state where the operating member 73 is retracted, the orifice 65 is opened, the back space R2 is opened, and the internal pressure is reduced, so that the base 51 of the diaphragm 50 is in contact with the valve seat 40 and the ceiling 61 of the cover 60. , 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 contacts the annular protrusion 65a, and the orifice 65 is closed, the rear side space R2 is closed, and the internal space R1 side is closed. Is increased, no pressure difference occurs between the internal space R1 and the back space R2, the base 51 is kept in contact with the valve seat 40, and the opening of the valve seat 40 is restricted. .

As described above, in a state where the operating member 73 is protruded, the orifice 65 is closed, and the rear space R2 is closed. Therefore, the pressure in the rear 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 kept in contact with the valve seat 40, the opening of the diaphragm 50 with respect to the valve seat 40 is restricted.

As described above, in this embodiment, the pressure in the back space R2 between the cover 60 and the diaphragm 50 is increased or decreased by opening and closing the orifice 65 provided on the cover 60 by the operating member 73 of the actuator 70. Thus, the opening / closing operation of the diaphragm 50 is controlled, that is, the opening / closing operation of the diaphragm 50 is indirectly controlled via the back space R2.

However, the opening / closing operation of the diaphragm may be controlled by directly bringing the operating member of the actuator into and out of contact with the diaphragm (this will be described in another embodiment described later), and there is no particular limitation.

突出 Further, the projecting / retreating operation of the operating member 73 of the actuator 70 as described above is controlled by the following structure. The control structure of the actuator 70 will be described. As shown in FIG. 3, the control structure includes a first detector 7a for detecting the operation of the engine 4, a second detector 7b for detecting the operation of the motor 5, A third detector 7c for detecting the opening / closing of the refueling cover 6b is disposed between the

detectors

7a, 7b, 7c and the actuator 70, and based on signals from the

detectors

7a, 7b, 7c, the actuator 70 The control unit 8 transmits a protrusion signal or a retreat signal to the operation member 73.

Referring also to the flowchart of FIG. 7, the first detection unit 7a detects the operation or non-operation of the engine 4 (step S1), and outputs an engine operation signal when the engine 4 is operating. The control unit 8 transmits the signal to the control unit 8 and transmits an engine non-operation signal to the control unit 8 when the engine 4 is not operating.

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

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

The controller 8 transmits a retreat signal to the operating member 73 of the actuator 70 when receiving the engine operation signal from the first detector 7a or receiving the cover opening signal from the third detector 7c. I do. As a result, as shown in FIG. 5, the contact portion 75 of the operating member 73 is separated from the annular protrusion 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, a protrusion signal is transmitted to the operation 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 protruding signal or the retreat signal to the operating member 73 of the actuator 70 may be set when the engine 4 or the motor 5 changes from an operating state to a non-operating state or operates from the non-operating state. The signal may be transmitted at the same time as the state or when the refueling cover 6b is opened, but there may be a certain time lag (for example, a predetermined time delay from the above state). The protruding signal and the retreat signal may be transmitted at the same timing.)

Next, the operation of the adjustment valve 10 will be described in more detail with reference to the flowchart of FIG.

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 based on the engine operation signal, the control unit 8 transmits a retreat 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 is separated from the annular projection 65a, the orifice 65 is opened (step S2), and the diaphragm 50 is opposed to the valve seat 40 against the spring 55. Openable.

In this state, when the pressure in the fuel tank 1 is equal to or higher than a predetermined value, the entire diaphragm 50 is opposed to the pressing force from the rear space R2 and the elastic urging force of the spring 55 as shown in FIG. As the valve seat 40 is opened by being pushed up, 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 by the pressing force from the rear space R2 and the elastic urging force of the spring 55. And the valve seat 40 is kept closed.

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

Then, 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 based on the motor operation signal, the control unit 8 transmits the motor operation signal to the operation member 73 of the actuator 70. Send a protruding signal. As a result, as shown in FIG. 4, the contact portion 75 of the operating member 73 contacts the annular protrusion 65a, and the orifice 65 closes (step S4). In this state, the rear space R2 is sealed, and the pressure in the rear space R2 increases, so that the diaphragm 50 is directed toward the valve seat 40 by the internal pressure of the rear space R2 and the urging force of the spring 55. Pressing restricts opening of the valve seat 40.

In addition, when the operation of the motor 5 is not detected in step S3, that is, when the engine 4 and the motor 5 are not operating and the vehicle is stopped for refueling when 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 retreat 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 is separated from the annular projection 65a, the orifice 65 is opened (Step S6), and the diaphragm 50 is opposed to the valve seat 40 against the spring 55. Openable. 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 is opposed to the pressing force from the rear space R2 and the elastic urging force of the spring 55. Is pushed up, 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 the closed state. (Return to step S4).

The operation of projecting and retracting the operation member 73 of the actuator 70 described above is merely an example, and is not limited to the above-described embodiment.

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 for controlling the opening and closing of the diaphragm 50 by an external signal. As shown in FIGS. 5 and 6, when the operating member 73 of the actuator 70 is retracted, the diaphragm 50 is closed. Can be opened with respect to the valve seat 40 against the spring 55, while, as shown in FIG. It is configured so that opening is restricted. That is, the opening and closing operation of the diaphragm 50 can be arbitrarily controlled by the actuator 70.

In the adjustment valve 10, as shown in FIG. 4, the operating member 73 of the actuator 70 is protruded to close the orifice 65, thereby sealing the rear space R 2, so that the base 51 of the diaphragm 50 is closed. The diaphragm 50 can be restricted from opening with respect to the valve seat 40 while being kept in contact with the seat 40. Therefore, even if the pressure in the fuel tank 1 increases, the valve seat 40 can be kept closed at the base 51 of the diaphragm 50 (see FIG. 4). As a result, the connection between the fuel tank 1 and the canister 2 can be maintained. The passages (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, it is ensured that the fuel vapor in the fuel tank 1 flows to the canister 2 when the engine 4 is not operating. Can be blocked.

On the other hand, as shown in FIGS. 5 and 6, by retracting the operating member 73 of the actuator 70 and opening the orifice 65, the rear space R2 is opened and the internal pressure is reduced, so that the base 51 of the diaphragm 50 is reduced. However, it is possible to move up and down between the valve seat 40 and the ceiling portion 61 of the cover 60, so that 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 increases and the pressure in the internal space R1 of the housing 20 increases, the pressing force from the rear space R2 and the elastic urging force of the spring 55 are opposed. When the diaphragm 50 is pushed up, the base portion 51 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, and the fuel vapor flows to the canister 2 side. be able to.

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

As shown in FIG. 2, the adjusting valve 10 of this embodiment further includes a cover 60 for sandwiching the periphery of the diaphragm 50 between the adjusting valve 10 and the housing 20, and the actuator 70 is attached to the cover 60. Therefore, the structure of the adjustment valve 10 can be simplified, the assembling work of the actuator 70 can be facilitated, and the manufacturing cost can be reduced. Further, since the actuator 70 is mounted on the cover 60, the housing 20 and the cover 60 can be easily integrated with the actuator 70, and the mounting workability when mounting the adjustment valve 10 to the outside of the fuel tank 1 can be improved. (If the actuator 70 is separate from the housing 20 and the cover 60, it is necessary to attach them separately to the fuel tank 1 and mounting workability is reduced).

Further, in this embodiment, the cover 60 forms a back space R2 with the diaphragm 50, and the cover 60 is provided with an orifice 65 communicating with the back space R2. 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 rear space R2 is closed, and the internal pressure makes it difficult for the base 51 of the diaphragm 50 to separate from the valve seat 40. Opening of the seat 40 can be more reliably restricted (see FIG. 4).

Further, when the operating member 73 of the actuator 70 retreats and the orifice 65 is opened, the rear space R2 is opened, so that the diaphragm 50 can be opened by the pressure in the internal space R1 of the housing 20 (FIG. 8). Since the operating member 73 of the actuator 70 has only to be a size capable of opening and closing the relatively small-diameter orifice 65 provided on the cover 60, the operating member 73 can be reduced in size to reduce the size of the actuator 70. it can.

In this embodiment, the operating member 73 of the actuator 70 is retracted by an external signal before opening the fuel filler port 6 a of the fuel tank 1, so that the diaphragm 50 can be opened with respect to the valve seat 40. Is controlled as follows.

Therefore, for example, in a hybrid car, the engine 4 operates, the diaphragm 50 closes with respect to the valve seat 40, and the flow of the fuel vapor in the fuel tank 1 to the canister 2 side is blocked. Before the fuel filler port 6a is opened, the operating member 73 is retracted by the external signal (the cover opening signal from the third detection unit 7c) and the diaphragm 50 is opened even when the fuel vapor is filled. By connecting the tank communication pipe 30 and the canister communication pipe 35, the fuel vapor in the fuel tank 1 can be discharged to the canister 2 side (see FIG. 6). As a result, when the fuel supply port 6a is opened to supply the fuel to the fuel tank 1, it is possible to prevent the fuel from being ejected.

8 to 10 show another embodiment of the pressure regulating valve according to the present invention. In addition, the same reference numerals are given to substantially the same parts as those in the above-described embodiment, and the description thereof is omitted.

The pressure adjusting valve 10A (hereinafter, also simply referred to as “adjusting valve 10”) of this embodiment has a structure in which an operating member 73A of an actuator 70 directly contacts and separates 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 adjustment valve 10A is larger than the outer diameter of the disc-shaped abutting portion 75 of the operating member 73A. The contact portion 75 can pass through the orifice 65A.

Further, the operating member 73A of the actuator 70 is configured to move forward and backward such that the contact portion 75 is moved toward and away from the rear surface 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 protrudes, the abutting portion 75 abuts against the spring supporting member 57, and indirectly presses the base 51 of the diaphragm 50 from the back 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 opening of the diaphragm 50 with respect to the valve seat 40 is restricted.

On the other hand, as shown in FIGS. 9 and 10, when the operating member 73A is retracted, the contact portion 75 separates from the spring support member 57, and the pressing state of the base portion 51 of the diaphragm 50 is released, and the diaphragm 50 is released. Can open with respect to 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 in the internal space R1 of the housing 20. In this case, the valve seat 40 is closed. It is kept in the 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, the valve seat 40 is opened, and the tank communication pipe 30 and the canister are opened. The fuel vapor can flow to the canister 2 by communicating with the communication pipe 35.

As described above, in this embodiment, the operating member 73A of the actuator 70 moves forward and backward so as to approach and separate from the back surface of the diaphragm 50 opposite to the contact surface with the valve seat 40, and the operating member 73A Is protruded, the diaphragm 50 is pressed from the back side to maintain the valve seat 40 in a closed state, and when the operating member 73A is retracted, the diaphragm 50 separates from the diaphragm 50, and the diaphragm 50 moves with respect to the valve seat 40. It is configured to allow opening. As described above, since the operating member 73A of the actuator 70 comes into contact with and separates from the back side of the diaphragm 50 and directly controls the opening and closing of the diaphragm 50, 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 present invention, and such embodiments are also included in the scope of the present invention. .

1 fuel tank 2 canister 3 pipe 4 gasoline engine (engine)
5 Electric motor (motor)
10,10A pressure adjustment valve (adjustment valve)
Reference Signs List 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 operating member

Claims

A pressure adjustment valve disposed in the middle of a pipe that communicates a fuel tank and a canister disposed outside the fuel tank to adjust a pressure in the fuel tank,
A housing having an internal space and an opening;
One end forms a connecting portion of a pipe communicating with the fuel tank, and the other end is connected to the housing and communicates with the internal space with a tank communicating pipe;
One end forms a connection part of a 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 attached to the opening of the housing so as to surround the internal space between the housing and the housing, the diaphragm being capable of being opened and closed with respect to the valve seat;
A spring for urging the diaphragm toward the valve seat,
Having an actuator capable of controlling the opening and closing of the diaphragm by an external signal,
The actuator has an operating member that can move forward and backward, and in a state where the operating member is retracted, the diaphragm can be opened with respect to the valve seat against the spring, and the operating member The pressure regulating valve is characterized in that the diaphragm is configured to be restricted from opening with respect to the valve seat when the is projected.
Further comprising a cover for sandwiching the diaphragm peripheral edge with the housing,
The pressure regulating valve according to claim 1, wherein the actuator is attached to the cover.
The cover forms a back space with the diaphragm, and the cover is provided with an orifice communicating with the back space,
The pressure regulating 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 move toward and away from the rear side of the diaphragm opposite to the contact surface with the valve seat, and in a state where the operating member protrudes, the diaphragm moves from the rear side Pressed to maintain the valve seat in a closed state and, when the actuating member is retracted, away from the diaphragm and configured to allow the diaphragm to open relative to the valve seat. The pressure regulating valve according to claim 1, wherein
The operation member of the actuator is retracted by an external signal before opening a fuel filler port of the fuel tank, and is controlled so that the diaphragm can be opened with respect to the valve seat. 5. The pressure regulating valve according to any one of 4.