Abstract:
The invention concerns a closing and opening apparatus for the filling opening of the tank of a motor vehicle. This includes a drive element for the opening and closing of a tank cap ( 3 ) functioning in conjunction with a filling opening ( 2 ) of a motor vehicle, a lever drive follower for the drive element and a control apparatus ( 100 ) with which the drive element is controllable from the interior of the motor vehicle space, especially from the driver&#39;s seat.

Description:
BACKGROUND OF THE INVENTION 
     The invention concerns a closure apparatus for motor vehicle fuel tanks. 
     Normally, such an apparatus encompasses a tank cap, which is generally secured in the manner of a bayonet connection on the filling opening of the tank intake pipe. The filling hole as well as the tank cap are placed in a compartmentalized, lidded compartment of the vehicle body, here called the “recess”. A disadvantage of the conventional arrangement is the necessity of manually opening and closing the tank cap upon filling. In particular, with diesel fuels, the tank cap is often dirtied, so that only by the use of gloves can a soiling of the hands be avoided. Further, the possibility exists that a tank cap is not correctly restored on the filling pipe and consequently the smell of fuel enters the vehicle interior. Also, an incorrectly replaced cap can be lost during travel. Finally, after tanking up, a cap can be left behind at a filling station. If this occurs, then liquid fuel can splash out of the filling pipe. 
     OBJECTIVES AND SUMMARY OF THE INVENTION 
     In regard to the above, it is the purpose of the invention to propose a closure apparatus, which is improved in this respect. 
     This purpose can be achieved by means of a closing apparatus bearing the features of the present invention. This apparatus embraces a drive element for the automatic opening and closing of the of the tank cap, a transmission rod of said drive element and a control arrangement by which the drive is controllable from within the vehicle interior, preferably from the driver&#39;s seat. With such a closure apparatus, the disadvantages enumerated in the above introduction are fully avoided. The only required manual activity upon tanking, is to place the feed nozzle in the filling hole and at the end of the operation to remove same and hang it properly on its support. The opening and the closing of the tank cap is done very simply by a push button or a switch (etc.) placed in the vehicle interior. 
     The closing of the tank cap can even be accomplished by a logical recognition system. It is further conceivable that when the tank cap is open, turning on the ignition activates a closing action. 
     In vehicles, many times, a pneumatic or hydraulic onboard network is available. If this is the case, it is then practical to employ a correspondingly activated drive. However, even in vehicles which possess no such onboard utility, hydraulic or pneumatic energy can be easily produced by a compressor or a hydraulic pump. Obviously, an electrical element can also be used. Preferably, pneumatic drive elements are installed, since they are more simply built, lighter and more environmentally friendly. Particularly advantageous is the installation of a double action pneumatic diaphragm cylinder. As a source of pressure, atmospheric pressure will serve, as the diaphragm cylinder is suction activated. The source of the suction is the low pressure generated in the intake manifold of the motor. 
     Another advantageous embodiment is the provision of a pneumatic or hydraulic hand-pump, which connects to the drive element and loads this in the direction of the opening position. In the case of failure of the control device, the tank cap can be opened by hand. In the case of yet another advantageous embodiment, the opening and closing movement of the tank cap is mechanically coupled with the opening and closing motion of the lid of the tank recess. In this way, with a single operation, both the tank recess lid and the tank cap are opened and closed. 
     For the opening and closing mechanism, there are a great number of different possibilities available. An arrangement easy to construct and reliable in operation is comprised in that the tank cap is pivotably affixed to an axle, which axle is radially displaced from the cap, but running parallel to the surface plane thereof. The cap then, with a simply designed lever arrangement, or the like, can be opened and shut with the help of a drive. In a more practical way, the pivot axle lies with its ends in first pivot eyes in two retaining lugs set on the outer periphery of the tank cap, the plane surfaces of which lugs run parallel to one another and also parallel to an imaginary diameter line of the tank cap. 
     The section of the pivot axle which extends between the retaining lugs, penetratingly enters the free ends of two band like carriers embracingly affixed to the outer circumferential surface of the filling pipe, which carriers proceed therefrom on a slant. For its swinging motion, the tank cap possesses a positioning axle which runs parallel to the first pivot axle and the ends of which lie respectively within second pivot eyes in the retaining lugs. On the positioning axle is connected a drive rod of the drive element, preferably being the piston rod of a pneumatic diaphragm cylinder. The two pivot eyes of the retaining lugs are so positioned, that their connection line with a defined plane of the tank top closes an acute angle opening away from the drive rod. By means of this arrangement, there arises a two armed angular, pivotable lever about the pivoting axle. Advantageously, between the drive rod and a position axle, a swinging arm is interposed, which, with its end proximal to the drive, is linkedly connected with the drive rod. Through this design, it is assured that the drive rod carries out only a translation movement. Thereby a possibly required radius linking of the drive rod as well as the securement of drive element on the vehicle body is simplified. 
     For the locking of the tank cap a locking slider is provided, which is run on the upper side of the tank cap between a released and a locked position. The one end of the locking slider is connected with the position axle, while the other end in the locked position penetrates a wall cutout, the wall radially offset from the tank cap. 
     The position axle is placed in the second pivot eye of the retaining lugs, which eyes are designed as elongated ovals and which extend parallel to the movement direction of the locking slider. By means of this construction, assurance is given that the drive axle first pulls the locking slider out of its lock position into its release position and only then permits the tank cap to be swung away from the filling pipe. In a particularly advantageous arrangement, the tank cap is, essentially, a pot shaped housing, in which is placed an axially movable gasketing piece matching the opening circumferential rim of the filling pipe. The gasketing piece penetrates the housing upper side with at least two pressure clamps. 
     The pressure clamps laterally flank the locking slider and act together with it in the manner of a inclined drive in such a way that the gasketing element in the locked position of the tank cap is pressed against the circumferential rim of the filling pipe. This arrangement assures that the tank cap is continually hermetically, tightly seated on the rim of the filling pipe. 
     The motion transmitting coupling between the tank cap and the tank recess lid is accomplished, in a preferred design, in that the translation movement of the drive rod is transmitted by means of a connection bar to a two armed lever affixed to the inside of the tank lid. 
     Additional objects, advantages, and features of the invention may be learned from practice of the invention as set forth in the following description, with reference to the attached drawings. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The invention will now be described more closely, with the aid of the enclosed drawings of a designed embodiment example. There is shown in: 
     FIG. 1 a perspective view of a closure apparatus in accord with the present invention, 
     FIG. 2 a longitudinal section view taken along Section Line II—II as shown in FIG. 1, 
     FIG. 3 a plan view in the direction of arrow III in FIG. 2 with a closed tank cap and closed tank recess lid, 
     FIG. 4 a diagrammatic view of a pneumatic diaphragm cylinder with emergency activation, 
     FIG. 5 a diagrammatic view of a pneumatic diaphragm cylinder with alternate emergency operation, 
     FIG. 6 a functional schematic illustration, which shows a closure apparatus in accord with the invention in a controllable situation and 
     FIG. 7 a partial section view showing detail VII from FIG.  2 . 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Reference will now be made in detail to the presently preferred embodiments of the present invention, one or more examples of which are illustrated in the drawings. Each example is provided by way of explanation of the invention, and not meant as a limitation of the invention. For example, features illustrated or described as part of one embodiment may be used with another embodiment to yield yet another embodiment. It is intended that the present invention include such modifications and variations. 
     In FIG. 1, for reasons of quick comprehension and clarity, only the mechanical components of a closure apparatus are presented, namely, the upper end of a filling pipe  1  with a filling opening  2 , a tank cap  3 , the lid  4  of the tank recess on the vehicle body, and a drive rod  5 . The drive rod  5  acts upon a lever connection, which functions with tank cap  3 . The lever drive is more closely described below. 
     The tank cap  3  is essentially an assembly of a generally pot shaped cap housing  6  together with a gasketing piece  7 . At the outer circumferential edge of the cap housing  6  are two retaining lugs  9  which are integral with said housing  6 . These retaining lugs are spaced apart and arranged parallel to one another. The face planes of these lugs  9  run parallel to the centerline  8  of the cap  3  as well as the centerline  10  of the cap  3  and are situated with both centerlines between them. 
     In the outwardly lying area of the lugs  9 , radially remote from the cap  3 , are placed first pivot eyes  13 . These pivot eyes  13  are bearings for a pivot axle  14 , which lies therein inclusive of its ends. This pivot axle  14  is affixed by means of its section located between the retaining lugs  9 , and pivotally holds two of the carriers  15  which extend slantingly upward from the outer circumferential surface of the filling pipe  1 , the carriers each being somewhat quadrilateral in cross-section. The tank cap  3  is thus pivotable on these carriers  15 , in other words, swingably borne on the filling pipe  1 . The pivot axle  14  exhibits a radial spatial offset from the tank cap  3  and runs parallel to the plane  20  thereof, which is to say, parallel to the extended plane  21  of the opening rim  16  of the filling pipe  1 . Otherwise, the pivot axle  14  is axially at a right angle to the imaginary diametrical centerline  10  of the tank cap  3 . 
     On the upper side  17  of the cap housing  6  is a locking slider  18  which is guided to slip in the direction of the diametric centerline  10 . The centerline  10  forms in this way the travel path  19  of the locking slider  18 . At the same time, it defines the travel path of a drive rod  5  which activates the opening and closing of the tank cap  3 . The drive rod  5  is connected to the piston of a pneumatic cylinder  23  (see FIGS.  4 - 6 ). 
     The locking slider  18  is a flat part, plate shaped and quadrilateral in cross section. It lies with its flat side on the upper surface  17  of the cap housing  6 . This slider  18  is guided along its sides and in the direction shown by the centerline  10  of the tank cap  3 . The guidance is carried out with the aid of two flanking guide projections  24 . The guide projections  24  are essentially structural angles, of which one leg  25   a  stands up somewhat at right angles from the tank cap upper surface  17  and the other leg  25   b  runs parallel to the face plane of the locking slider  18  and extends itself over the upper side  26  of the slider  18  which said side is remote from the cap housing  6 . 
     On its end proximal to the drive rod  5 , the locking slider  18  possesses two guide pins  27  laterally offset from the slide, each of which are respectively inserted in a second set of pivot eyes  28  which penetrate the retaining lugs  9 . The pivot eyes of the second set are designed as elliptically long openings  28 , which run parallel to the movement direction  19 , that is, parallel to a horizontal plane  20  of the tank cap  3 . The imaginary connection line  22  between the first pivot eye  13  and and end of the second elliptical pivot eye  28  in a retaining lug  9 , closes an acute angle a with the plane  20  of the tank cap  3 . The guide pins  27  and the locking slider  18  are slidable in the travel direction  19  over a spatial interval stretch  29 , which stretch is made up of the difference between the length of the elliptical openings  28  and the diameter of guide pins  27 . 
     The guide pins  27  are formed from the protruding ends of a position axle  30  which is at right angles to the locking slider  18 . From the front side  33  of the locking slider  18  facing the drive rod  5 , extends a recess  34 . In this recess  34  is found the one end of a pivot arm  36  which is penetrated by the positioning axle  30 . The other end, proximal to the drive rod  5 , is somewhat U-shaped, wherein the two U-legs  37  are penetrated by a pivot axle  38 . The pivot axle  38  runs parallel to the positioning axle  30 . In the intervening space existing between the U-legs  37  the drive rod  5  extends with a pivot eye  39 . The pivot eye  39  is penetrated by the axle  38 . 
     The cap housing  6  encompasses a base plate  40 , on the sides of which plate an apron  43  is integrated, this projecting downward at about a ninety degree angle. Within the apron  43 , the gasketing part  7  is placed movable on centerline  8 . 
     From the upper side  44  of this gasketing part  7  stand, more or less again at right angles, a total of four pressure latches  45 , which clampingly reach through the correspondingly dimensioned openings  46  in the base plate  40 . The pressure latches  45  are essentially bar shaped components, which, with their flat sides turned to one another, assure an additional guidance for the locking slider  18 . The pressure latches  45  are placed, pairwise, opposite one another and are penetrated by the elongated slots  47  which extend essentially in movement direction  19 . Into these elongated holes are inserted guide pins  48  which protrude from the sides of two supporting protrusions  49 . These protrusions  49  are spatially separated in the movement direction  19  and protrude out of the upper surface  26  of the locking slider  18 . The mid-section  50  of the elongated slots  47  runs upwardly in an inclined manner in the locking direction  35 , as is especially visible in FIG.  7 . This mid-section  50  forms with the locking direction  35  an acute angle β, opening in the same direction. 
     The end  53  of the locking slider  18 , remote from the drive rod  5 , penetrates, in the locked position, into a through opening  54  in a wall  55 . The wall  55  is affixed on the outer circumferential surface of the filling pipe  1  and is spaced when the cap housing  6  is in the closed position a radial distance from the outer circumferential surface of the cap housing  6 , which is to say, the apron  43 . As seen in the direction of the center longitudinal axis  56  of the filling pipe, the wall  55  extends upwardly from the plane  21  of the opening rim  16  of the filling pipe  1 . 
     The tank recess lid  4 , which, in FIG. 3, is made transparent for illustrative purposes, is swingably fixed in position in a way and manner not further described here, by means of a pivot axle  57  on the body of a vehicle (not shown). This pivot axle  57  runs parallel the other axles, for instance, parallel to pivot axle  38 . 
     The pivot axle  57  penetrates two respective pivot arms  58 , which form a double-armed lever. The pivot axle  57  is so positioned, that it subdivides each of the pivot arms  58 , respectively in a longer section  58   a  and a shorter section  58   b.  The free end of the longer section  58   a  is connected with the under, that is, the inner side  59 , of the tank recess lid  4 . At the free end of the shorter section  58   b,  a coupling pin  60  is arranged which essentially protrudes at a right angle from the outer sides of the pivot arms  58 , which arms are oppositely aligned to one another. The coupling pins  60  swingably penetrate respectively elongated slots  64  at the ends of connection rods  63 , which skirt around each side of the filling pipe  4  at a radial offset Each other end of the connection rods  63  is designed as an axially extended pivot eye  65 . The pivot eyes  65  of the connection rods  63  are penetrated through by the pivot axle  38  which protrudes laterally out of the U-legs  37  of the pivot arms  36 . The connection rod  63  is angled, whereby a first section  63   a  extends away from the coupling pin  60  somewhat in the movement direction  19  and then joins the upwardly inclining second section  63   b  as is shown in the side view of FIG.  2 . 
     If, starting from the situation shown in FIG. 3, the drive rod  5 , activated by a drive element further described below, is moved in an opening direction  66 , at first, only the locking slider  18  is moved. This will be moved along the slide stretch  29 . At the end of this movement, the guide pins  27 , i.e. the position axle  30 , lie on the drive side ends of the elongated slots, and the locking end  53  of the locking slider  18  finds itself outside of the through opening  54 . From this point, the linear movement of the drive rod  5  is transformed by the lever combination formed from the pivot arm  36  of the pivot axle  38 , the position axle  30 , the pivot axle  14  and the retaining lugs  9 , into a pivoting action of the tank cap  3 , whereby this is pulled in the direction of the arrow  67  away from the filling opening  2  of the filling pipe  1 . 
     In the beginning phase of the drive rod  5  motion, in which the locking slider  18  is moved into its releasing position, and in which the release direction  66  runs essentially parallel to path  19  of the locking slider  18 , the tank recess lid  4  remains at first stationary. 
     Only when the coupling pin  60  strikes the end  68  of the slot  64  remote from the drive rod  5 , is the tank recess lid swung in the direction of the arrow  69 . Previously, or at the start of the movement of the drive rod  5  in the opening direction  66 , the tank recess lid  4  is locked, because a clamplike locking part  61  on the inner side  59  of the lid  4  lockingly engages behind a head shaped widening  62  on the drive rod  5 . If the drive rod  5  has completed its maximum stroke travel, then the tank cap  3  and the tank recess lid  4  are swung so far out of the tank recess of the vehicle, that the filling opening  2  is easily accessible for the insertion of a fuel nozzle. After the completion of the fueling operation, the drive rod  5  moves in the closing direction  41 . When this is begun, the connection rod  63  first makes a dead run because of its slot  64 . On the contrary, the tank cap swings immediately in the direction of the arrow  73 . 
     In the open position of the tank cap  3 , no force component acts in the locking direction  35  on the locking slider  18 , namely because of the angular situation between the slots  28  and the closing direction  41 . On this account, the tank cap  3  is at first pivoted as far downward as its gasketing part  7  can go, that is, the gasketing element  74  located on the underside of the cap  3  now lies on the rim  16  of the filling opening  2 . Only then is the locking slider  18  pushed in the locking direction  35  over the sliding stretch  29 . This locking slider  18  now engages at the end of this travel with its locking end penetrating the opening  54  of the wall  55 . The closing motion of the tank cap  3  is supported by a torsion spring  71  which is located on the free end of the carrier  15  which is penetrated by the pivot axle  14 . The closure movement of the tank recess lid  4  is similarly supported by another torsion spring  72  on the pivot arm  58 . This brings about the result that the force components of the drive force provided by the rod  5  and acting in the locking direction  35  will always be less than the force necessary for the pushing of the locking slider  18 . 
     During the sliding motion of the locking slider  18  in the closing direction  41 , the pressure clamps  49  are moved by the guiding pins  48  in the direction of the arrow  75  to make use of the inclined run of the midsection of the slots  47 . The result of this is that the gasketing element  74  is pressed against the rim  16  of the filling opening  2 . 
     The gasketing element  74  possesses an annular disk shape and is held by a central retainer or carrier  76  which is movable within the gasketing part  7  in the direction of the central longitudinal axis  8 . Between the carrier  76  and the underside  77  of the gasketing part  7 , a compression spring  78 , under stress, is inserted. By means of this arrangement, manufacturing tolerances were compensated for and assurance given that the gasketing element  74  is pressed with essentially continuously equalized pressure on the rim  16  of the fuel pipe opening  2 . 
     FIGS. 4 and 5 show a drive element designed as a pneumatic diaphragm cylinder  23  and  23   a,  respectively. The diaphragm cylinder  23  possesses a housing  80  which is subdivided by a diaphragm  83  into a first cylinder space  84  and a second cylinder space  85 . On the diaphragm side proximal to the second cylinder space  85 , the drive rod  5  is installed and penetrates through the housing  80 . On the diaphragm side facing the first valve space  84  there is an activating rod  86  installed, which likewise passes through the housing  80 . 
     On the free end of the activation rod  86  is affixed a hand grip  87 , i.e. a holding plate or the like. The activation rod  86  serves the purpose that in case of a system breakdown of the on-board electrical circuit, an opening of the tank cap  3  and the recess lid  4  can be effected. In such a case, the activation rod  86  is moved in the release direction  66 . The cylinder spaces  84  and  85  can be subjected to pressure/suction by the tubing connections  88 ,  89 . It is also conceivable, that only one connection, for instance the fitting  88 , need be provided by means of which the first cylinder space  84 —according to the direction of travel the drive rod  5  is desired to take—can be alternatingly subjected to pressure at one given time and to suction at another given time. 
     In the presentation of FIG. 5, showing diaphragm cylinder  23   a,  only the drive rod  5  is shown, the actuation rod is omitted. Emergency activation in this case would be by a pneumatic pump, i.e. an air pump. This illustration further depicts a diaphragm pump  90 , the diaphragm  93  of which is loaded by a compression spring  94  in the suction direction. The diaphragm pump  90  delivers air to the cylinder space  85  of the diaphragm cylinder  23   a.  In that space  85 , a high pressure is built up relative to the first cylinder space  84 , whereby the drive rod  5  is moved in release direction  66 . 
     FIG. 6 shows in a very simplified manner, the interaction between the mechanical and control technology of the closing/opening device in accord with the invention. The upper section of the filling pipe  1 , the tank cap  3  and the tank recess lid  4 , along with the interconnected components thereof which enable control/mechanical coactivity, all form together a subassembly type operating group  95 . 
     The upper section of the filling pipe  1  is, of itself, a separate fitting  96 , (see also FIGS. 1,  2 ) but concentrically connectable with said filling pipe  1 . The control of the operating group  95  is accomplished by control group  97 . This includes a 4/3 way valve  99  activated by an electromagnet  98  and a control apparatus  100  preferably installed in the interior space of the vehicle. 
     The control apparatus  100  is comprised of a switch  103  responding to a push button, with which a signal for the activation of the electromagnet  98  can be released. When the electromagnet is so energized, it moves the valve  99  into valve position II. In this position, the second space  85  of the diaphragm cylinder  23  is connected by line  104  through valve  99  to vent  105  to the atmosphere. The first cylinder space  84  is connected by line  106  with the suction pipe  107  of the vehicle motor (not shown). The atmospheric pressure moves the diaphragm  83  and with it the drive rod  5  in the release direction  66 . The cap  3  and the tank recess lid  4  are then opened. 
     On the diaphragm cylinder  23  is an emergency activation in accord with FIG. 4, that is, an emergency push rod  86  is available. The emergency activation, however, can be formulated in accord with FIG.  5 . For the closing of the tank cap  3  and the recess lid  4 , the valve  99  is controlled either by the switch  103  or by a logic circuit and moved into its valve position I. In this position, the second cylinder space  85  is exposed to suction, whereby the diaphragm  83  is moved in the locking direction  35 . In the middle position “O” both cylinder spaces  84 ,  85  are vented to the atmosphere and the same pressure exists on both sides of the diaphragm  83 . Thus, as a result, no force is exerted on the drive rod  5 . This valve position is automatically attained at the end of the closure as well as at the end of the opening procedures. 
     If, when the tank cap  3  is open, there is a failure of the on-board electrical circuit, the tank cap  3  can nevertheless still be closed, in that the recess lid  4  can be closed manually. Upon such failure, the valve  99  is moved by a restoring spring  108  into the valve position I. In this position, the first cylinder space  84  is vented to the atmosphere through the line  106 . The drive rod  5  can, therefore, without building a back pressure, be moved in the release direction  66 . Likewise, in the second cylinder space  85 , atmospheric pressure is also found when refueling is in progress. 
     The above described switching and connection logic can be so configured that upon situation when tank cap  3  is open, a closure procedure could be set in motion as soon as he motor is started. 
     In order to enable the above mentioned closure of the recess lid  4  by hand, generally the drive rod  5  can be moved in an opening direction without overcoming a greater opposing force. In the case of a pneumatic drive element, this is possible in the above described manner and method. 
     However, where an electrical drive element is concerned, the connection between the drive rod  5  and the electric motor, or, in some cases, between the electric motor and a gear drive interposed between the motor and drive rod  5 , must be of such a design that the drive rod  5  is movable in the opening direction  66 . Upon closure of the recess lid  4  and the tank cap  3  by hand, then also the locking slider  18  must again be brought into its locking position, in which its locking end  53  penetrates the opening  54 . If the tank recess lid  4  moves in the direction of the arrow  109 , this movement is picked up by the connection rod  63  and the pivot axle  38  and transmitted to the drive rod  5 . This drive rod  5  then moves accordingly in the closure direction  41  and the tank cap  3  swings in the direction of the arrow  73  into its closed position. In order to be able to impel the locking slider  18  into its locking position, the locking part  61  possesses in the direction of the pivot axle  38  a series of triangular key surfaces  10  which work together in a splined manner with the circumferential surface  111  of the axially broadened pivot eye  65 . 
     Towards the end of the movement of the recess lid  4  in the direction of the arrow  109 , the triangular key surfaces  110  impact on the pivot eyes  65 . The recess lid  4  is then again moved in the direction of the arrow  109 . When this occurs, the drive rod  5  is moved in the closing direction  41 . Thus, the locking slider  18  moves in the locking direction. In order to make possible a complete locking of the tank cap  3 , then the recess lid  4  must be pushed into the tank recess  70  beyond its final end position as shown by the dotted line  112  in FIG.  2 . The pivot eyes  65  are thus moved into a closing position by the triangular key surfaces  110  and the tank cap  3  is locked. After the release of the recess lid  4 , this lid moves back to its end position in accord with dotted line  112  by actuation of a spring  113  anchored to the inner wall of the tank recess  70 . 
     It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the scope and spirit of the invention. It is intended that the present invention include such modifications and variations as come within the scope of the appended claims and their equivalents.