JP6269929B2 - Vehicle fuel system - Google Patents

Description

  The present invention relates to a fuel device for a vehicle that can detect immersion of a leveling valve into a fuel level.

In a fuel device for a vehicle, particularly a vehicle such as a hybrid vehicle in which a driving motor and an engine are combined, where there is little opportunity to operate the engine, in order to suppress the evaporation of the fuel vapor in the fuel tank to the atmosphere, Adopting a sealing system to prevent the evaporation gas from leaking out of the fuel tank.
In such a sealed system, the evaporative gas in the fuel tank is processed (burned) using the opportunity of engine operation, but the evaporative gas cannot be processed because the operation of the engine is stopped during refueling. For this reason, the fuel device of the closed system uses a canister as a countermeasure when refueling. Specifically, a structure is adopted in which a leveling valve provided in the fuel tank and a canister are communicated with each other through a vapor passage, and a sealing valve is provided in the vapor passage (see, for example, Patent Document 1). As a result, in the normal state, the inside of the fuel tank is sealed by blocking the sealing valve, and during refueling, the evaporative gas in the fuel tank is led from the leveling valve to the canister by opening the sealing valve. Adsorption is performed to prevent evaporative gas from being released into the atmosphere from the fuel filler port of the fuel tank.

  By the way, in a closed system, when a vehicle is parked on a road with a slope, a leveling valve may be immersed in the fuel level in the fuel tank. In such a case, the fuel easily flows out from the fuel filler opening.

JP2013-92135A

Therefore, it is conceivable to prepare for such a point by detecting the immersion of the leveling valve. In many cases, a dedicated detection structure is provided separately.
However, the dedicated detection structure tends to be quite structurally complicated, and thus it is likely to be costly.
SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicle fuel device that can detect that a leveling valve is immersed in a fuel level with a simple structure.

According to the first aspect of the present invention, there is provided a fuel tank in which fuel is supplied, a canister that adsorbs fuel vapor generated in the fuel tank, a fuel tank, and fuel in the fuel tank. A leveling valve that regulates fuel supply, a leveling valve and a canister are connected to each other, a first vapor passage that guides evaporated gas in the fuel tank to the canister, and the vapor passage is sealed so that the inside of the fuel tank is sealed. And a first pressure sensor that is provided in a vapor passage portion between the sealing valve and the leveling valve and that detects a pressure in the fuel tank, and is provided in the fuel tank at a position different from the first pressure sensor. a second pressure sensor for detecting the pressure in the fuel tank, a leveling bar on the basis of the fluctuation in detected pressure of the first pressure sensor and the second pressure sensor at the time of opening of the sealing valve It was assumed to have an immersive determination unit determines immersion into fuel in the fuel tank of the probe.

According to a second aspect of the present invention, the fuel tank is disposed at a position higher than the leveling valve, and a fuel cutoff valve that prevents the fuel from flowing out of the fuel tank, a fuel cutoff valve, and a leveling valve, And a second vapor passage for leading the evaporated gas in the fuel tank to the canister via the leveling valve, and a throttle portion disposed in the second vapor passage. The second pressure sensor is connected to the throttle portion. Was also placed upstream.

According to the third aspect of the present invention, in the fuel tank, it is determined whether the fuel tank supplies fuel into the fuel tank, the door body that opens and closes the opening of the fuel filler, and the leveling valve is immersed in the fuel level. And a door actuator for locking the door body.
The aspect which concerns on the invention of Claim 4 shall have further the alerting | reporting part which alert | reports the said immersion, if the immersion to the fuel liquid level of the said leveling valve is determined.

According to the first aspect of the present invention, it is possible to detect the immersion of the leveling valve with a simple structure .
Moreover , it is possible to determine whether the leveling valve is submerged with high accuracy by the behavior of the detected pressure of the first pressure sensor and the second pressure sensor.
According to the invention of claim 2 , it is possible to reliably determine whether the level ring valve is submerged based on the behavior of the detected pressure of the first pressure sensor and the second pressure sensor.

According to the invention of claim 3 , when the leveling valve is submerged, the oil filler opening is not opened, which is safe.
According to the invention of claim 4 , since it is notified that the leveling valve has been submerged, the present situation can be grasped and a quick response can be made.

The figure which shows schematic structure of the fuel apparatus of the vehicle used as the aspect which concerns on the 1st Embodiment of this invention. The flowchart which shows the control which determines that a leveling valve was immersed in the fuel liquid level. The diagram explaining the behavior of the first pressure sensor and the second pressure sensor when the leveling valve is exposed from the fuel liquid level. The diagram explaining the behavior of the first pressure sensor and the second pressure sensor when the leveling valve is immersed in the fuel liquid level. The diagram explaining mutual monitoring of the 1st pressure sensor and the 2nd pressure sensor performed after exposure judgment of a leveling valve. The flowchart which shows the control which determines that the leveling valve was immersed in the fuel liquid level with the different method used as the principal part of the aspect which concerns on the 2nd Embodiment of this invention.

Hereinafter, the present invention will be described based on a first embodiment shown in FIGS.
FIG. 1 shows a schematic configuration of a fuel device used in a vehicle to which the present invention is applied, for example, a hybrid vehicle combining a driving motor and an engine, and FIG. 2 shows control in the fuel device.
1, 1 is a reciprocating engine, 10 is a fuel tank that stores fuel (liquid fuel such as gasoline), 30 is an evaporative gas processing unit that processes evaporative gas in the fuel tank 10, and 50. Indicates a dedicated canister (during refueling) installed in the evaporative gas processing unit 30.

Explaining each part, the engine 1 combined with the traveling motor has an intake manifold 2, a surge tank 3, a throttle valve 4, an air cleaner 5 and the like on the intake side. A fuel injector 6 is attached to the intake manifold 2.
The fuel tank 10 is formed by a flat tank, for example. In the upper part of the fuel tank 10, a fuel cutoff valve 11 (for example, a float valve), a vapor passage 12 (this application) having the fuel cutoff valve 11 and a two-way valve 12a (corresponding to the throttle portion of the present application). Leveling valve 13 (for example, constituted by a float valve) connected in series is disposed via the second vapor passage. The opening at the lower portion of the leveling valve 13 (the opening portion closed by the fuel liquid level) is positioned at a full tank position of the fuel stored in the fuel tank 10. That is, when refueling is started from the refueling port 20, the liquid level in the fuel tank 10 rises while expelling the vaporized gas in the fuel tank 10 from the leveling valve 13 to the canister 50. When the liquid level rises, the float valve provided in the leveling valve 13 rises and the opening is closed by the float valve. As a result, the amount of oil supply is regulated by blocking the air outlet in the fuel tank 10. The opening at the lower part of the fuel cut-off valve 11 (opening portion closed by the fuel liquid level) is positioned at a position higher than the leveling valve 13, and after the full tank position of the fuel tank 10 is regulated by the leveling valve 13. Even so, the vaporized gas in the fuel tank 10 escapes through the cut-off valve 11 to prevent the vaporized gas in the fuel tank 10 from becoming a high pressure and excessively increasing the pressure in the fuel tank. On the other hand, the fuel cut-off valve 11 prevents the liquid level of the fuel tank 10 from exceeding the full tank position regulation and entering the vapor passage 12 while the vehicle is running or when the vehicle rolls over.

  A fuel pump 15 is installed at the bottom of the fuel tank 10. The fuel passage 14 extending from the discharge part of the fuel pump 15 is connected to the fuel injector 6, and the fuel in the fuel tank 10 is supplied from the fuel injector 6 to a combustion chamber (not shown) of the engine 1. A return path from the fuel injector 6 back to the fuel tank 10 is not shown.

  A fuel pipe 17 and a recirculation pipe 18 for refueling are provided on the side wall of the fuel tank 10. The outlet side of the fuel pipe 17 is connected to, for example, the middle stage of the side wall of the fuel tank 10, and the inlet side of the fuel pipe 17 is connected to a fuel box 19 provided at a point above the position of the fuel tank 10, A fuel filler 20 is configured. The fuel filler opening 20 is closed by a fuel cap 21 so as to be opened and closed. The opening of the fuel box 19 is closed by a rotating fuel door 23 (corresponding to the door body of the present application). The fuel door 23 is locked by a door actuator 22 (corresponding to the door actuator of the present application). When the lock is released and the fuel cap 21 is opened, a fuel gun (both not shown) is used to open the fuel door 20. Fuel can be supplied to the fuel tank 10.

One end of the recirculation pipe 18 is connected in communication with the vicinity of the fuel filler opening 20 of the fuel pipe 17. The other end of the recirculation pipe 18 passes through the upper stage of the side wall of the fuel tank 10 and is disposed at a position slightly lower than the full tank position defined by the leveling valve 13.
A pressure sensor 24 (corresponding to the second pressure sensor of the present application) for detecting the internal pressure of the fuel tank 10 is provided on the upper wall of the fuel tank 10. Thus, the pressure sensor 24 is disposed upstream of the two-way valve 12a serving as a throttle portion. Incidentally, as the pressure sensor 24, a sensor having a narrow area and high-precision characteristics is used.

  The canister 50 is equipped with a leak check module 51 which is mainly used for performing a leak check in the fuel tank 10. Specifically, the canister 50 is composed of a container containing activated carbon (not shown). Although not shown in the figure, this container has two entrances, an entrance on the evaporative gas side and an entrance on the atmosphere side. Of these, a leak check module 51 is provided at the air-side entrance / exit. The leak check module 51 is formed by modularizing, for example, a negative pressure pump 52, a vent pipe 53 that opens to the atmosphere, a negative pressure pump 52, and a switching valve 54 that switches communication of the vent pipe 53. Incidentally, the vent pipe 53 is provided with a filter 55.

  The evaporative gas processing unit 30 includes, for example, a vapor passage 31 (corresponding to the first vapor passage in the present application) that communicates between the leveling valve 13 and the evaporative gas side inlet / outlet of the canister 50, and the vapor passage 31 on the inlet / outlet side of the vapor passage 31. A purge passage 32 communicating between the end portion and an intake passage of the engine 1, for example, an intake passage portion between the surge tank 3 and the throttle valve 4, and a normally closed type sealing valve 35 provided in each portion of the passages 31, 32. And a normally closed purge valve 36 and a normally open canister valve 37, and a control unit 38 (for example, an electronic unit comprising a CPU, a ROM, a RAM, etc.) for controlling these valves.

  Specifically, the sealing valve 35 is provided along with the bidirectional safety valve 40 in the middle of the vapor passage 31. The purge valve 36 is provided in the middle of the purge passage 32, and the canister valve 37 is provided at the evaporative gas side inlet / outlet of the canister 50. In addition, a pressure sensor 33 (corresponding to the first pressure sensor of the present application) for detecting the pressure in the fuel tank 10 is provided in a vapor passage portion between the leveling valve 13 and the sealing valve 35. Since the vapor passage portion is a portion where the pressure easily fluctuates in a wide range, a sensor having a wide range and low accuracy characteristics different from the characteristics of the pressure sensor 24 is used for the pressure sensor 33. These pressure sensors 24 and 33 having different characteristics at different positions are used to effectively detect the pressure in the fuel tank 10 while reducing costs.

  And the sealing system which seals the inside of the fuel tank 10 under normal conditions is comprised by the characteristic of each valve. Specifically, in the normal state, the fuel includes a space from the liquid level in the fuel tank 10 to an upper space, a purge passage part closed by the sealing valve 35, and a fuel pipe part closed by the fuel cap 21. The closed space in the tank 10 is kept sealed. Thus, the evaporated gas in the fuel tank 10 (the gas from which the fuel has evaporated) is prevented from leaking out of the fuel tank 10.

  In order to process the evaporated gas in the fuel tank 10 by the operation of the engine 1, the control unit 38 opens the purge valve 36 and the sealing valve 35, for example, when the engine 1 is operated under a predetermined condition. A function for closing the canister valve 37 is set. That is, the evaporated gas in the fuel tank 10 is purged from the fuel cut-off valve 11 and the leveling valve 13 to the intake passage of the operating engine 1 through the vapor passage 31 and the purge passage 32 and burned in the engine 1.

  In addition, the control unit 38 is set with a function to prevent the evaporated gas in the fuel tank 10 from being released into the atmosphere from the fuel filler port 20 when refueling (a situation where the engine 1 is not operating). For example, when the fuel door switch 39 is operated to release the lock of the fuel door 23 for refueling, the sealing valve 35 is opened, and the switching valve 54 (leak check module 51) is switched to the atmosphere opening side. It is constituted by a function (the negative pressure pump 52 may be operated). That is, when the fuel is supplied, the sealed state of the fuel tank 10 is released, and as shown by the solid line arrow in FIG. 1, the evaporated gas in the fuel tank 10 flows from the fuel cutoff valve 11 and the leveling valve 13 to the vapor passage 31. Then, the gas is guided to the canister 50 through the canister valve 37, and the evaporated gas is adsorbed on the activated carbon, thereby preventing the evaporated gas from being discharged from the fuel filler port 20.

  During this refueling, the pressure in the fuel tank 10 is sufficient for the control unit 38 according to the pressure detected by the pressure sensors 24 and 33 in order to prevent the fuel from flowing out from the refueling port 20 (due to the increase in tank internal pressure). When the value is lowered, the function of operating the door actuator 22 to the unlocking side is set. That is, measures are taken to prevent the fuel door 23 from being opened unless the pressure in the fuel tank 10 is sufficiently reduced.

  Further, the control unit 38 uses the behavior of pressure in the vapor passage portion between the leveling valve 13 and the sealing valve 35 to check whether the leveling valve 13 is exposed from the fuel level when the sealing valve 35 opens. A function for determining whether the vehicle is immersed (liquid immersion), a door non-opening function for opening the fuel door 23 using the determination result, and a notification function for notifying the occurrence of liquid immersion are set.

  Here, the principle of the submergence determination will be described. When the sealing valve 35 is opened from the state in which the leveling valve 13 is exposed from the fuel liquid level, the evaporated gas in the fuel tank 10 becomes the fuel cutoff valve. 11 and the leveling valve 13 gradually escape through the vapor passage 31, so that the pressure in the fuel tank 10 and the vapor passage 31 gradually behaves toward atmospheric pressure. That is, the pressures detected by the pressure sensors 24 and 33 both tend toward the atmospheric pressure with slow pressure fluctuations.

  On the other hand, when the sealing valve 35 is opened from the state in which the leveling valve 13 is immersed in the fuel level, the portion between the fuel cutoff valve 11 and the leveling valve 13, that is, the vapor passage 12 and the two-way valve. 12a becomes a choke (throttle portion), the pressure in the vapor passage portion immediately goes to atmospheric pressure, and the pressure in the upper space of the fuel liquid surface is different from this, and gradually increases to atmospheric pressure as described above. Head to.

For this reason, the pressure sensor 33 for detecting the pressure in the fuel tank 10 is provided in the vapor passage portion between the leveling valve 13 and the sealing valve 35, so that not only the pressure of the fuel tank 10 but also the leveling is detected. It is also possible to detect sudden pressure fluctuations accompanying the immersion of the valve 13.
Therefore, the control unit 38 is set with a function for determining whether the leveling valve 13 is submerged based on the pressure that fluctuates rapidly. For example, the control unit 38 is set with a function for determining whether or not there is a fluctuation (absolute value) of most of the initial value, for example, 80% or more, for a predetermined time after the sealing valve 35 is opened. This is a determination function for determining whether the valve 13 is submerged (corresponding to the immersion determination unit of the present application).

  Further, when the control unit 38 determines that the leveling valve 13 is submerged, the control unit 38 restricts the opening of the fuel filler opening 20 by closing the sealing valve 35 and restricting the outflow of fuel, or by continuing to lock the door actuator 22. A function and a function for notifying the current state in which the leveling valve 13 is submerged are set using the display device 38a which is a notification unit, for example, to ensure safety.

  Such submergence determination and various functions are established only when there is no abnormality in the pressure sensors 24 and 33. Therefore, the control unit 38 is set with a function of monitoring the pressure sensor 24 and the pressure sensor 33 with each other and detecting the presence or absence of an abnormality. For example, as shown in FIG. 5, when the leveling valve 13 is exposed and the sealing valve 35 is opened (normal state), in the period Tn until the first predetermined pressure is reduced to the second predetermined pressure. The inclination of each pressure sensor 24, 33 is calculated (within the detection area of the pressure sensor 24). If each inclination is within a predetermined error range, it is determined to be normal, and if it is outside the range, it is determined to be abnormal. Has been made.

For example, the following processing is performed by the control unit 38 so that the abnormality of the pressure sensors 24 and 33 is determined.
That is, in the control unit 38, based on the following formula (1), the change in the period Tn until the first tank internal pressure P1 in FIG. 5 detected by the pressure sensor 24 changes from the first predetermined pressure Pn1 to the second predetermined pressure Pn2. Calculate the rate ΔPw.

ΔPw = (Pn2−Pn1) / Tn (1)
When the first tank internal pressure P1 becomes the first predetermined pressure Pn1, the second tank internal pressure Pw1 at the first predetermined pressure Pn1, which is the second tank internal pressure P2 detected by the pressure sensor 33, and the first tank internal pressure P1 are When the second predetermined pressure Pn2 is reached, the second tank internal pressure Pw2 at the second predetermined pressure Pn2, which is the second tank internal pressure P2, and the first tank internal pressure P1 from the first predetermined pressure Pn1 to the second predetermined pressure Pn2 Based on the period Tn and the following equation (2), the rate of change ΔPn of the second tank internal pressure P2 detected by the pressure sensor 33 in the period Tn is calculated.

ΔPn = (Pw2−Pw1) / Tn (2)
Based on the following equation (3), an error rate Er between the change rate ΔPw of the first tank internal pressure P1 and the change rate ΔPn of the second tank internal pressure P2 is calculated, and it is determined whether or not the error rate Er is equal to or greater than a predetermined value. Thus, the abnormality of the pressure sensors 24 and 33 is detected.
Er = | (ΔPw−ΔPn) / ΔPn | × 100 (3)
In FIG. 5, r1 indicates a measurable region of the pressure sensor 24, and r2 indicates a measurable region of the pressure sensor 33.

  The abnormality detection of the pressure sensors 24 and 33 performed by this mutual monitoring is normal when the detected pressure of the pressure sensor 33 varies greatly with respect to the other pressure sensor 24, such as when the leveling valve 13 is submerged. Nevertheless, it is easy to cause an erroneous determination that it is determined to be abnormal. Therefore, the control unit 38 is set to prohibit the detection of the abnormality of the pressure sensors 24 and 33 when it is determined that the leveling valve 13 is submerged so as not to cause such an erroneous determination.

FIG. 2 shows a flow chart schematically summarizing each control of such a fuel device. With reference to this FIG. 2, the control regarding the liquid immersion determination of the leveling valve 13 is demonstrated with other control.
For example, in order to supply fuel, the fuel door switch 39 is turned on as shown in step S1.

Then, as shown in step S2, the sealing valve 35 is opened, and in the subsequent step S3, it is determined whether or not there is an abnormality in the pressure sensor 33 until the current refueling. In this determination, the abnormality determination result of the pressure sensor until the current refueling is also taken into consideration.
If it is determined in step S3 that the pressure sensor 33 is normal, the process proceeds to step S4. In step S4, after confirming that the pressure detected by the pressure sensor 33 is outside the measurement area of the pressure sensor 24 (+ α kPa or more and −α kPa or less), the sealing valve 35 is opened as in step S5. The degree of pressure fluctuation in the vapor passage portion (first vapor passage) that occurs later is detected.

  That is, when the sealing valve 35 is opened, when the fuel level is below the leveling valve 13 as shown by the solid fuel level in FIG. The accumulated evaporative gas includes a route passing from the fuel cut-off valve 11 to the two-way valve 12a and the leveling valve 13 as shown by a solid line arrow in FIG. 1, and an evaporative gas from the fuel cut-off valve 11 from the leveling valve 13. The canal 50 is adsorbed by the canister 50 through the joining route. Therefore, the pressure in the fuel tank 10 detected by the pressure sensors 24 and 33 is attenuated in the same manner as shown in FIG.

On the other hand, when the fuel level is above the leveling valve 13 (immersion) as shown by the one-dot chain line in FIG. 1, the two-way valve 12a becomes a choke (throttle portion), Only the pressure after the sealing valve 35 from the leveling valve 13 detected by the pressure sensor 33 is attenuated immediately toward the atmospheric pressure.
Step S5 determines whether or not there is a sudden fluctuation in the pressure detected by the pressure sensor 33 at a predetermined time β (for example, 0.5 s) after the sealing valve 35 is opened, for example, so as to capture this sudden pressure fluctuation. For example, it is determined whether or not there is an absolute variation of 80% or more of the initial value.

Here, if it is determined that there is no sudden and large pressure fluctuation (FIG. 3), it is determined that the leveling valve 13 is exposed from the fuel surface (step S6).
Then, from the detection of abnormality of the pressure sensor 33 based on the mutual monitoring of the two pressure sensors 24 and the pressure sensor 33 in the subsequent step S7 and the determination of no abnormality in the step S8, the door as in the step S9. The operation of the actuator 22 leads to the “opening” of the fuel door 23, and the fuel supply becomes possible. The “opening” of the fuel door 23 is performed after the pressure in the fuel tank 10 is sufficiently lowered although not shown.

If it is determined in step S5 that there is a rapid and large pressure fluctuation, the process proceeds to step S10, where it is determined that the leveling valve 13 is immersed in the fuel liquid level, that is, is submerged.
In response to this result, the execution of the abnormality detection of the pressure sensor 33 based on the mutual monitoring of the two pressure sensors 24 and 33 is prohibited as in the subsequent step S11, or by a routine from step S3 to step S12. Then, the fuel door 23 and the sealing valve 35 are kept “closed” to refuse the request for refueling, or the display device 38a informs the outside that the cause of the refueling request rejection is submersion.

In this way, a detection structure in which the pressure sensor 33 for detecting the pressure in the fuel tank 10 is provided in the vapor passage portion, and the liquid level of the leveling valve 13 can be detected without using a dedicated detection structure.
Therefore, it is possible to detect the liquid immersion of the leveling valve 13 with a simple structure, and the complexity and cost of the fuel device can be suppressed.

In addition, when the leveling valve 13 is determined to be submerged, the fuel filler port 20 is not opened due to the lock of the fuel door 23 by the door actuator 22, which is safe.
In addition, since the display device 38a notifies that the leveling valve 13 has been submerged, the current situation can be grasped and a quick response can be made.
FIG. 6 shows a second embodiment of the present invention.

  The present embodiment is a modification of the first embodiment, and does not determine sudden pressure fluctuations due to the opening of the sealing valve 35 only by the detected pressure of the pressure sensor 33 as in the first embodiment. In the fuel tank 10, the detection pressure of the pressure sensor 24 provided at a position different from the pressure sensor 33 is also used to prevent erroneous determination and to improve the determination accuracy of the liquid level determination of the leveling valve 13. It is.

  That is, the flowchart of FIG. 6 is obtained by replacing steps S3 to S5 shown in FIG. 2 of the first embodiment with steps S13 to S15. Specifically, step S13 is a process for determining whether or not there is any abnormality in both the pressure sensors 24 and 33 until the current refueling, and step S14 is outside the measurement range of the pressure sensor 24. It is set as the process which discriminate | determines whether it is the detected pressure. In subsequent step S15, in order to clarify whether or not the pressure fluctuation (the detected pressure of the pressure sensor 33) occurs when the sealing valve 35 is opened from the state in which the leveling valve 13 is submerged, the pressure sensor 24 is used. The leveling valve 13 is submerged by adding a behavior in which the pressure gradually decreases, for example, whether or not there is an absolute value fluctuation within 20% of the initial value.

As described above, when the liquid immersion determination of the leveling valve 13 is performed based on the pressure fluctuation between the pressure sensor 24 and the pressure sensor 33, the determination can be made with high accuracy. In particular, since the pressure sensor 24 is disposed on the upstream side of the two-way valve 12a serving as a throttle portion, it is possible to reliably determine whether the leveling valve 13 is submerged.
However, in FIG. 6, the same parts as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  The present invention is not limited to the above-described embodiments, and may be implemented in various ways without departing from the spirit of the present invention. In the above-described embodiment, the sealing system using the canister valve has been described. However, the present invention is not limited thereto, and a sealing system that does not use the canister valve may be used.

10 Fuel tank 11 Fuel cut-off valve 12 Vapor passage (second vapor passage)
12a Two-way valve (throttle part)
13 Leveling valve 24 Pressure sensor (second pressure sensor)
31 Vapor passage (first vapor passage)
33 Pressure sensor (first pressure sensor)
35 Sealing valve 38 Control part (Immersion judgment part)
50 canister

Claims (4)

A fuel tank in which fuel is supplied,
A canister that adsorbs fuel evaporative gas generated in the fuel tank;
A leveling valve which is provided in the fuel tank and regulates that the fuel is supplied to the fuel tank;
A first vapor passage that communicates the leveling valve and the canister and guides the evaporated gas in the fuel tank to the canister;
A sealing valve that seals the vapor passage and seals the inside of the fuel tank;
A first pressure sensor that is provided in a vapor passage portion between the sealing valve and the leveling valve and detects a pressure in the fuel tank;
A second pressure sensor provided in the fuel tank for detecting the pressure in the fuel tank at a position different from the first pressure sensor;
An immersion determination unit that determines immersion of the leveling valve into the fuel in the fuel tank based on fluctuations in pressure detected by the first pressure sensor and the second pressure sensor when the sealing valve is opened. Vehicle fuel device. The fuel tank is disposed at a position higher than the leveling valve, and a fuel cutoff valve for preventing the fuel from flowing out of the fuel tank;
A second vapor passage communicating the fuel cut-off valve and the leveling valve, and leading the evaporated gas in the fuel tank to the canister via the leveling valve;
A throttle portion disposed in the second vapor passage,
The vehicle fuel device according to claim 1 , wherein the second pressure sensor is disposed upstream of the throttle portion. The fuel tank is
A fuel filler port for feeding fuel into the fuel tank;
A door body for opening and closing the opening of the filler opening, said claim 1 or claim immersion into fuel level of the leveling valve and having a door actuator for locking the door body and is determined 2 The vehicle fuel device according to claim 1. The vehicle according to any one of claims 1 to 3 , further comprising a notification unit that notifies that the leveling valve is immersed when the immersion of the leveling valve into the fuel liquid level is determined. Fuel system.

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