Abstract:
A fuel tank structure comprising a fuel tank; a canister that adsorbs evaporated fuel within the fuel tank, and that releases vapor after adsorption of evaporated fuel; a full tank regulating valve within the fuel tank that becomes a closed state due to a float floating in fuel when a fuel liquid surface reaches a full tank liquid level that is set in advance; a communication pipe that communicates the fuel tank and the canister via the full tank regulating valve, a cross-sectional area varying valve that, when tank internal pressure that is applied from inside of the fuel tank increases, reduces a cross-sectional area of a flow path of vapor that flows toward the float; and a suppressing member that is positioned between the cross-sectional area varying valve and the float, and that suppresses airflow from the cross-sectional area varying valve from directly abutting the float.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application claims priority under 35 USC 119 from Japanese Patent Application No. 2013-030393 filed Feb. 19, 2013, the disclosure of which is incorporated by reference herein. 
       BACKGROUND OF THE INVENTION 
       [0002]    1. Technical Field 
         [0003]    The present invention relates to a fuel tank structure. 
         [0004]    2. Related Art 
         [0005]    Japanese Patent Application Laid-Open (JP-A) No. 2011-246031 discloses, as a fuel tank structure, a structure that is provided with a second valve mechanism beneath a float, and is provided with a fuel cut-off valve in which, when airflow that is headed toward the fuel cut-off valve is received from the fuel tank interior, a closing body reduces the opening surface area of an introduction port. 
         [0006]    In the structure of JP-A No. 2011-246031, a connection hole is provided at the closing body in order to ensure ventilation even in the state in which the valve is closed. However, when a flow path to a canister that adsorbs evaporated fuel within the fuel tank is opened, or the like, there are cases in which the vapor that has passed through this connection hole acts on the float. 
         [0007]    In such cases as well, it is desirable to make it such that the float does not close inadvertently. 
       SUMMARY 
       [0008]    In consideration of the above-described circumstances, a subject of the present invention is to provide a fuel tank structure that, in a state in which an interior pressure of a fuel tank is high, can suppress airflow from the fuel tank from acting on a full tank regulating valve and the full tank regulating valve closing. 
         [0009]    A fuel tank structure of a first aspect of the present invention has: a fuel tank that can accommodate fuel at an interior; a canister that, by an adsorbent, adsorbs evaporated fuel within the fuel tank, and that releases, to the atmosphere, vapor after adsorption of evaporated fuel; a full tank regulating valve that is provided within the fuel tank, and that closes due to a float floating in fuel when a fuel liquid surface within the fuel tank reaches a full tank liquid level that is set in advance; a communication pipe that communicates the fuel tank and the canister via the full tank regulating valve, and at which is provided a sealing valve that can be opened and closed by control; a cross-sectional area varying valve that, when tank internal pressure that is applied from inside of the fuel tank increases, reduces a cross-sectional area of a flow path of vapor that flows toward the float; and a suppressing member that is positioned between the cross-sectional area varying valve and the float, and that suppresses direct abutment of airflow from the cross-sectional area varying valve to the float. 
         [0010]    In this fuel tank structure, in the state in which the sealing valve is open, the fuel tank and the canister are communicated by the communication pipe. Therefore, vapor, that contains evaporated fuel within the fuel tank, can be moved to the canister. 
         [0011]    Further, at the time of supplying fuel to the fuel tank, when the fuel liquid surface reaches the full tank liquid level, the float floats in the fuel and the full tank regulating valve closes. Therefore, it is made such that the vapor within the fuel tank is not discharged to the exterior, and the supplied fuel can be made to reach the fueling gun from the inlet pipe and the like. 
         [0012]    When the tank internal pressure that is applied from the interior of the fuel tank increases, the cross-sectional area varying valve decreases the cross-sectional area of the flow path of the vapor that flows toward the float. Accordingly, even if the sealing valve is opened in the state in which the tank internal pressure of the fuel tank is high, the flow rate of the vapor that flows from the fuel tank interior to the float decreases. 
         [0013]    Moreover, the suppressing member is provided between the cross-sectional area varying valve and the float. The suppressing member suppresses direct abutment of the airflow from the cross-sectional area varying valve to the float. Accordingly, vapor within the fuel tank, that has passed-through the flow path, can be suppressed from hitting the float directly such that the float is moved in the valve closing direction. 
         [0014]    Due to the above, even in a state in which the tank internal pressure of the fuel tank is high, the float moving toward the valve closing side is suppressed, and closing of the full tank regulating valve is suppressed. 
         [0015]    In a fuel tank structure of a second aspect of the present invention, in the first aspect, the cross-sectional area varying valve has: a partitioning wall that partitions the flow path of the vapor at an upstream side of the flow path than the suppressing member, and an opening portion is formed in the partitioning wall; and a cross-sectional area varying valve main body that is provided further toward the upstream side of the vapor flow path than the partitioning wall, and the cross-sectional area varying valve main body can, due to an increase in the tank internal pressure, move from a separated state of being separated from the partitioning wall to a contacting state of contacting the partitioning wall, and the cross-sectional area varying valve main body opens the opening portion in the separated state, and partially closes the opening portion in the contacting state. 
         [0016]    Accordingly, in the separated state of the cross-sectional area varying valve main body, the opening portion is opened, and the cross-sectional area of the flow path of vapor from the fuel tank interior toward the float can be ensured to be relatively large. In contrast, when the tank internal pressure increases and the cross-sectional area varying valve main body enters into the contacting state, the opening portion is partially closed, and therefore, the flow rate of the vapor that flows from the fuel tank interior to the float can be reduced reliably. 
         [0017]    In a fuel tank structure of a third aspect of the present invention, in the first or second aspect, the suppressing member has: a barrier portion that is positioned between the cross-sectional area varying valve and the float; and a side wall portion that stands erect from the barrier portion and surrounds a periphery of the float. 
         [0018]    Namely, because the barrier portion is positioned between the flow path of vapor and the float, the vapor, that is from the fuel tank and has passed-through the flow path, can be suppressed from directly hitting the float by the barrier portion. 
         [0019]    Further, the side wall portion stands erect from the periphery of the barrier portion and surrounds the periphery of the float. Therefore, the vapor, that is from the fuel tank and has passed-through the flow path, can be suppressed from hitting the periphery of the float. 
         [0020]    In a fuel tank structure of a fourth aspect of the present invention, in the third aspect, a flow-down hole is formed in the barrier portion and causes fuel above the barrier portion to flow downward. 
         [0021]    Accordingly, the fuel that has accumulated above the barrier portion can be made to flow downward through the flow-down hole. 
         [0022]    Because the present invention is structured as described above, in the state in which the tank internal pressure of the fuel tank is high, airflow from the fuel tank can be suppressed from acting on the full tank regulating valve such that the full tank regulating valve is closed. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0023]      FIG. 1  is a schematic structural drawing showing a fuel tank structure of a first embodiment of the present invention; 
           [0024]      FIG. 2  is a cross-sectional view showing, in an enlarged manner, a full tank regulating valve of the fuel tank structure of the first embodiment of the present invention, and a vicinity thereof; 
           [0025]      FIG. 3  is a cross-sectional view showing, in an enlarged manner, the full tank regulating valve of the fuel tank structure of the first embodiment of the present invention, and the vicinity thereof; 
           [0026]      FIG. 4  is a cross-sectional view showing, in an enlarged manner, the full tank regulating valve of the fuel tank structure of the first embodiment of the present invention, and the vicinity thereof; and 
           [0027]      FIG. 5  is a graph that qualitatively shows the relationship between tank internal pressure and flow rate in the first embodiment of the present invention. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0028]    A fuel tank structure  12  of a first embodiment of the present invention is shown in  FIG. 1 . Further, a full tank regulating valve  24 , that structures the fuel tank structure  12 , and the vicinity thereof are shown in a cross-sectional view in  FIG. 2 . 
         [0029]    The fuel tank structure  12  has a fuel tank  14  that can accommodate fuel at the interior thereof. The lower end portion of an inlet pipe  16  is connected to the upper portion of the fuel tank. The opening portion at the upper end of the inlet pipe  16  is a fueling port  16 H. A fueling gun is inserted into the fueling port  16 H and fuel can be supplied to the fuel tank  14 . The fueling port  16 H of the inlet pipe  16  is usually opened and closed by a fuel cap  26 . At times of fueling, the fuel cap  26  is removed by the fueling operator or the like. 
         [0030]    A fuel lid  28  is provided at the outer side of the fuel cap  26  at a panel of the vehicle body. When a lid opening switch  30  provided within the vehicle cabin or the like is operated so as to open the fuel lid  28  and that information is sent to a control device  32 , the control device  32  opens the fuel lid  28  under predetermined conditions that are described later. The opened/closed state of the fuel lid  28  is sensed by a lid opening/closing sensor  34 , and the sensed information is sent to the control device  32 . 
         [0031]    A tank internal pressure sensor  36  is provided at the fuel tank  14 . Information of the tank internal pressure that is sensed by the tank internal pressure sensor  36  is sent to the control device  32 . 
         [0032]    A canister  18  that accommodates an adsorbent such as activated carbon or the like is provided at the exterior of the fuel tank  14 . The vapor layer at the interior of the fuel tank  14  and the canister  18  are connected by a communication pipe  20 , and the vapor within the fuel tank  14  can be made to flow into the canister  18 . The evaporated fuel within the vapor that has flown-in is adsorbed by the adsorbent of the canister  18 . The vapor component (air component) that is not adsorbed is discharged into the atmosphere from an atmosphere communication pipe  22 . 
         [0033]    The canister  18  and an engine  38  are connected by a purge pipe  40 . Due to negative pressure of the engine  38  being applied to the canister  18  in a state in which a sealing valve  48  that is described later is closed, air is introduced-in from the atmosphere communication pipe  22 , and the evaporated fuel that has been adsorbed by the adsorbent can be desorbed (purged). The evaporated fuel that is desorbed is sent to the engine  38  and combusted. 
         [0034]    The sealing valve  48  is provided midway along the communication pipe  20 . In the present embodiment, the sealing valve  48  is an electromagnetic valve, and control of the opening and closing thereof is carried out by the control device  32 . In the state in which the sealing valve  48  is open, vapor within the fuel tank  14  can move through the communication pipe  20  to the canister  18 , and, in the state in which the sealing valve  48  is closed, movement of this vapor becomes impossible. 
         [0035]    The full tank regulating valve  24  is provided at the lower end of the communication pipe  20  so as to be positioned at the upper portion of the interior of the fuel tank  14 . 
         [0036]    As shown in detail in  FIG. 2  and  FIG. 3 , the full tank regulating valve  24  of the present embodiment has a valve housing  42  that substantially cylindrical tube shaped. A suppressing member  50 , that is substantially cylindrical tube shaped and whose top surface is open, is provided within the valve housing  42 . 
         [0037]    As described later, the bottom portion of the suppressing member  50  is a barrier portion  50 A that is substantially disc shaped and is positioned between a float  44  and a through passage  64 C (a flow path FP of vapor) of a cross-sectional area varying valve  60 . A side wall portion  50  that is cylindrical tube shaped stands erect from the periphery of this barrier portion  50 A. 
         [0038]    The side wall portion  50 B surrounds the outer periphery of the float  44 , and suppresses vapor from hitting the float  44  from the lateral direction. 
         [0039]    An unillustrated communication hole is formed in the side wall portion  50 B. As the liquid level within the fuel tank  14  rises, some fuel FE flows into the interior of the suppressing member  50  from this communication hole. 
         [0040]    Further, the barrier portion  50 A has a bottom surface of a shape that gradually falls toward the center (a substantial bowl shape), and a flow-down hole  50 C is formed to pass-through the center of the barrier portion  50 A. The fuel at the interior of the suppressing member  50  flows-down through the flow-down hole  50 C, and is discharged to the exterior of (to beneath) the suppressing member  50 . 
         [0041]    The float  44  is disposed within the suppressing member  50 . Until the liquid surface of the fuel FE within the fuel tank  14  reaches a full tank liquid level FL, there is a state in which there is no fuel within the suppressing member  50  as shown in  FIG. 2  and  FIG. 3 . In this state, the float  44  is supported by the barrier portion  50 A without floating in the fuel. 
         [0042]    In contrast, when the fuel FE reaches the full tank liquid level FL, as shown in  FIG. 4 , the fuel FE flows into the suppressing member  50 . Then, there becomes a state in which the float  44  floats in the fuel FE, and the full tank regulating valve  24  enters into a closed state. In this state in which the full tank regulating valve  24  is closed, the communication pipe  20  is closed by the float  44 , and therefore, movement of vapor from the fuel tank  14  through the communication pipe  20  toward the canister  18  is impeded. 
         [0043]    The cross-sectional area varying valve  60  is disposed beneath the full tank regulating valve  24 . The cross-sectional area varying valve  60  has a tube portion  60 C that is cylindrical tube shaped, a lower bottom portion  60 B that is substantially disc shaped and forms a lower bottom of the tube portion  60 C, and an upper bottom portion  60 A that forms an upper bottom of the tube portion  60 C. 
         [0044]    The tube portion  60 C is made to be a shape that is continuous with the valve housing  42  of the full tank regulating valve  24 . The cross-sectional area varying valve  60  can be mounted to the full tank regulating valve  24  due to an anchor portion  60 D, that is provided at the tube portion  60 C, being anchored on an anchored portion  42 D that is provided at the valve housing  42 . 
         [0045]    The upper bottom portion  60 A is a partitioning wall and partitions the flow path of vapor at the upstream side (the lower side in  FIG. 2  through  FIG. 4 ) from the barrier portion  50 A of the suppressing member  50 . A through-hole  62 A (opening portion) is formed in the upper bottom portion  60 A. In the state in which the through-hole  62 A is opened, movement of vapor from the upstream side toward the downstream side of the upper bottom portion  60 A is possible. 
         [0046]    A through-hole  62 B is formed in the lower bottom portion  60 B, and movement of vapor from the interior of the fuel tank  14  toward the interior of the cross-sectional area varying valve  60  is possible. 
         [0047]    A cross-sectional area varying valve main body  64  is disposed within the tube portion  60 C. The through passage  64 C, that passes-through the cross-sectional area varying valve main body  64  in the vertical direction, is formed in the center of the cross-sectional area varying valve main body  64 . 
         [0048]    The tank internal pressure of the fuel tank  14  is applied upward to the cross-sectional area varying valve main body  64  (in the valve closing direction). In the state in which the tank internal pressure of the fuel tank  14  is a predetermined value that is lower than a tank sealing pressure, that is described later (refer to the graph shown in  FIG. 5 ), as shown in  FIG. 2 , the cross-sectional area varying valve main body  64  does not move in the valve closing direction (the upward direction) and is supported by the lower bottom portion  60 B. In this state (separated state), at the substantial flow path FP of the vapor, there is a path that goes from the through-hole  62 B via the side of the tube portion  60 C and the through-hole  62 A and reaches the interior of the valve housing  42  of the full tank regulating valve  24 , and a path that passes from the interior of the through passage  64 C through the through-hole  62 A. 
         [0049]    In contrast, when the tank internal pressure of the fuel tank  14  exceeds the predetermined value (but is less than or equal to the tank sealing pressure), as shown in  FIG. 3 , the cross-sectional area varying valve main body  64  moves in the valve closing direction (the upward direction), and contacts the upper bottom portion  60 A from beneath. In this state (contacting state), the through-hole  62 A (opening portion) is partially blocked. Further, the substantial flow path FP of vapor is only the through passage  64 C interior, and the cross-sectional area of the flow path FP becomes small. 
         [0050]    A guiding tube  66  stands erect upwardly from the center of the lower bottom portion  60 B. The through passage  64 C of the cross-sectional area varying valve main body  64  is accommodated within the guiding tube  66 . Clattering and offset of the cross-sectional area varying valve main body  64  in the lateral direction are suppressed at the time when the cross-sectional area varying valve main body  64  moves vertically. 
         [0051]    As shown in  FIG. 1 , a vicinity of the lower end portion of the communicating pipe  20  within the fuel tank  14  is branched-off such that a branched-off pipe  20 D is structured. A cut-off valve  56  is provided at the lower end of the branched-off pipe  20 D. The cut-off valve  56  is provided within the fuel tank  14  at a position that is higher than the full tank regulating valve  24 . 
         [0052]    When the tank internal pressure of the fuel tank  14  rises and exceeds a predetermined value, the cut-off valve  56  is opened and vapor within the fuel tank  14  can flow into the canister  18 . For example, even if the full tank regulating valve  24  is closed, by opening the cut-off valve  56 , vapor within the fuel tank  14  can move to the canister  18 . Due thereto, an excessive rise in the tank internal pressure of the fuel tank  14  is suppressed. 
         [0053]    Operation of the fuel tank structure  12  of the present embodiment is described next. 
         [0054]    At the fuel tank structure  12 , by closing the sealing valve  48 , the fuel tank  14  can be made to be airtight. By making the fuel tank  14  airtight, vapor that contains evaporated fuel does not move toward the canister  18 , and therefore, the load of adsorbing evaporated fuel at the canister  18  can be lessened. 
         [0055]    When supplying fuel to the fuel tank  14 , the fueling operator first pushes the lid opening switch  30 . At this time, the control device  32  sets the sealing valve  48  in an open state, and makes it possible for vapor within the fuel tank  14  to move to the canister  18 . Then, in the state in which the tank internal pressure sensor  36  senses that the tank internal pressure of the fuel tank  14  has fallen to less than or equal to a predetermined value, the control device  32  opens the fuel lid  28 . If the fuel lid  28  is opened, the fueling operator can remove the fuel cap  26  from the fueling port  16 H and supply fuel. 
         [0056]    Here, as a comparative example, a fuel tank structure that is not provided with the cross-sectional area varying valve  60  is considered. Note that other than the cross-sectional area varying valve  60 , the comparative example has substantially same structure as the first embodiment. 
         [0057]    In the fuel tank structure of the comparative example, when the sealing valve  48  is opened, if the tank internal pressure of the fuel tank is too high, a large amount of vapor is applied from the fuel tank to the full tank regulating valve. Therefore, there is the concern that the float will be pushed by this vapor and move in the valve closing direction (the upward direction) and the full tank regulating valve will be closed. If the full tank regulating valve is closed, the tank internal pressure within the fuel tank cannot be decreased, and therefore, the lid is not opened by the control device and fueling is not possible. 
         [0058]    The relationship between the tank internal pressure of the fuel tank  14 , and the flow rate of the vapor that flows from the fuel tank  14  through the communication pipe  20  toward the canister  18  (the amount that flows per unit time), is shown qualitatively in  FIG. 5 . In this graph, two-dot chain line L1 shows a time when the cross-sectional area varying valve  60  is in an open state, and dashed line L2 shows a time when the cross-sectional area varying valve  60  is in a closed state. In the present embodiment, the cross-sectional area varying valve  60  is in an open state until the tank internal pressure reaches valve closing pressure TP, and, when the tank internal pressure exceeds the valve closing pressure TP, the cross-sectional area varying valve  60  enters into a closed state. Accordingly, the relationship between the tank internal pressure and flow rate shows behaviors that differ at either side of the valve closing pressure TP, as shown by solid line L3 in  FIG. 5 . In contrast, because the structure of the comparative example does not have the cross-sectional area varying valve  60 , the tank internal pressure and flow rate are the relationship shown by the two-dot chain line L1 (or a relationship that is close to this). 
         [0059]    Note that, in this graph, “tank sealing pressure” is a threshold value of the tank internal pressure at which the sealing valve  48  is closed and the fuel tank  14  is maintained in the airtight state. When the tank internal pressure that is sensed by the tank internal pressure sensor  36  is less than or equal to this tank sealing pressure, the control device  32  maintains the sealing valve  48  in a closed state, but when the tank internal pressure exceeds the tank sealing pressure, the control device  32  opens the sealing valve  48 . Further, the “valve opening limit” in the graph is a flow rate such that, when the flow rate of vapor that flows through the communication pipe  20  is less than or equal to this valve opening limit, the full tank regulating valve  24  is opened, but, at flow rates that exceed the valve opening limit, there is the concern that the full tank regulating valve  24  will be closed. 
         [0060]    As can be understood from this graph, when the tank internal pressure becomes high, the flow rate of vapor is also large. In the fuel tank structure of the comparative example, the amount of the vapor flow rate that accompanies a rise in the tank internal pressure rapidly increases largely. In particular, in the example shown in this graph, the vapor flow rate reaches the valve opening limit before the tank internal pressure reaches the tank sealing pressure. Further, due to the flow rate reaching the valve opening limit, the difference in pressures above and below the float  44  also becomes large, and there is the concern that the full tank regulating valve  24  will close. 
         [0061]    In the fuel tank structure  12  of the present embodiment, when the tank internal pressure of the fuel tank  14  is less than or equal to the valve closing pressure TP shown in  FIG. 5 , the cross-sectional area varying valve main body  64  does not move in the valve closing direction (the upward direction). Accordingly, the vapor flow rate does not exceed the valve opening limit of the full tank regulating valve  24 , and therefore, the full tank regulating valve  24  is not closed, and the vapor within the fuel tank  14  passes through the communication pipe  20  and moves toward the canister  18 . 
         [0062]    Thereafter, when the tank internal pressure exceeds the valve closing pressure TP, the cross-sectional area varying valve main body  64  moves in the valve closing direction (the upward direction), and the substantial flow path of the vapor becomes the through passage  64 C. Because the cross-sectional area of the flow path of the vapor becomes smaller, even if the tank internal pressure is high, the vapor flow rate is low as compared with the fuel tank structure of the comparative example. By suppressing the flow rate in this way, closing of the full tank regulating valve  24  is suppressed more than in the fuel tank structure of the comparative example. 
         [0063]    Moreover, in the present embodiment, the vapor, which heads from the fuel tank  14  through the through passage  64 C toward the float  44  of the full tank regulating valve  24 , hits the barrier portion  50 A of the suppressing member  50 , and therefore, this vapor directly hitting the float  44  is suppressed. Accordingly, the float  44  being pushed-up in the valve closing direction (the upward direction) by the vapor that has flowed through the through passage  64 C is suppressed. 
         [0064]    Due to closing of the full tank regulating valve  24  being suppressed in this way, vapor in the fuel tank  14  flows through the communication pipe  20  to the canister  18 , and the tank internal pressure of the fuel tank  14  falls. Then, when the tank internal pressure becomes less than or equal to a predetermined value, the control device  32  opens the fuel lid  28 , and therefore, the fueling operator can remove the fuel cap  26  and supply fuel to the fuel tank  14 . 
         [0065]    Note that, in the present embodiment, the suppressing member  50  has not only the barrier portion  50 A, but also the side wall portion  50 B that is positioned at the side of the float  44 . Accordingly, offset of the float  44  in the lateral direction at the time when the float  44  moves vertically is suppressed. In particular, the vapor that has passed through the through passage  64 C is suppressed from circling around from the lateral direction and hitting the float  44  such that the float  44  inadvertently moves in the lateral direction are. 
         [0066]    Even at times other than during fueling as described above, if the tank internal pressure exceeds the tank sealing pressure, it is often the case that the control device  32  is controlled to open the sealing valve  48  (to carry out “pressure releasing”) in order to suppress an excessive rise in the tank internal pressure. In the fuel tank structure of the comparative example, when the sealing valve  48  is opened in the state in which the tank internal pressure exceeds the tank sealing pressure, the vapor flow rate exceeds the valve opening limit, and therefore, there is the concern that the full tank regulating valve  24  will be closed. In contrast, in the fuel tank structure  12  of the first embodiment, even if the tank internal pressure reaches the tank sealing pressure, the vapor flow rate does not reach the valve opening limit. Further, the float  44  being pushed-up in the valve closing direction (the upward direction) by the vapor that has flowed through the through passage  64 C is suppressed. For these reasons, closing of the full tank regulating valve  24  is suppressed, and therefore, vapor within the fuel tank  14  can flow from the communicate pipe  20  to the canister  18  and the pressure of the fuel tank  14  interior can be reduced. 
         [0067]    It is preferable that the opening surface area of the through passage  64 C be made to be small, if it is merely in order to limit the vapor flow rate in the state in which the tank internal pressure is high. However, if the opening surface area is made to be too small, the flow rate of the vapor that moves from the fuel tank  14  to the canister  18  becomes too small, and therefore, in the state in which the full tank regulating valve  24  is open, a long time is needed for reducing the tank internal pressure and for fueling. Accordingly, it is preferable to, while satisfying the condition that the full tank regulating valve  24  is not closed at the time when the sealing valve  48  is open, determine the opening surface area of the through passage  64 C such that the flow rate of the communication pipe  20  can be sufficiently ensured at times of reducing the tank internal pressure and at times of fueling.