WO2022209414A1

WO2022209414A1 - Fuel tank system

Info

Publication number: WO2022209414A1
Application number: PCT/JP2022/006754
Authority: WO
Inventors: 篤志若松; 大輔千野; 亨介植松; 洋史矢倉
Original assignee: 三菱自動車工業株式会社
Priority date: 2021-03-31
Filing date: 2022-02-18
Publication date: 2022-10-06
Also published as: JPWO2022209414A1; JP7501787B2

Abstract

A fuel tank system according to the present disclosure is for a vehicle having an internal combustion engine and a fuel tank. The fuel tank system comprises a sealing valve and a control unit. The sealing valve seals, in the fuel tank, evaporated gas generated in the fuel tank. The control unit controls the opening/closing of the sealing valve and detects a collision of the vehicle. Upon detection of a collision of the vehicle, the control unit inhibits the sealing valve from opening.

Description

fuel tank system

This disclosure relates to a fuel tank system.

Conventionally, there has been known a fuel tank system that seals the fuel tank in order to prevent the release of fuel evaporative gas generated in the fuel tank of a vehicle having an internal combustion engine into the atmosphere (for example, Patent Document 1). The fuel tank system of Patent Document 1 includes a sealing valve that controls electrical connection between the fuel tank and the canister.

Japanese Patent Application Laid-Open No. 2015-45263

Patent Document 1 does not disclose control for preventing leakage of fuel stored in the fuel tank in the event of a vehicle collision. Even in the fuel tank system of Patent Document 1, it is necessary to prevent fuel leakage when the vehicle collides.

An object of the present disclosure is to provide a fuel tank system that can prevent fuel leakage in the event of a vehicle collision.

A fuel tank system according to the present disclosure is a fuel tank system for a vehicle having an internal combustion engine and a fuel tank. A fuel tank system includes a sealing valve and a controller. The sealing valve seals the evaporative gas generated within the fuel tank within the fuel tank. The control unit controls opening and closing of the sealing valve and detects a vehicle collision. The control unit prohibits the closing valve from opening when a vehicle collision is detected.

According to the present disclosure, it is possible to provide a fuel tank system that can prevent fuel leakage in the event of a vehicle collision.

1 is a system diagram of a fuel tank system of the present disclosure; FIG. 4 is a flowchart showing processing performed by an engine ECU of the present disclosure;

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.

As shown in FIG. 1 , the fuel tank system 1 is for a vehicle 4 having an internal combustion engine 2 and a fuel tank 18 . In this embodiment, the vehicle 4 has a motor (not shown) and an internal combustion engine 2, and is a hybrid vehicle or a plug-in hybrid vehicle that runs using either one or both of the motor and the internal combustion engine 2. be.

In addition, in this embodiment, the vehicle 4 has a hybrid ECU (Electronic Control Unit) 6, an airbag 8, an airbag ECU 10, a collision detection sensor 12, and an ignition switch 14.

The hybrid ECU 6 is a control device that controls various devices of the vehicle 4 including the motor and the internal combustion engine 2 . A hybrid ECU is actually configured by a microcomputer including an arithmetic unit, a memory, an input/output buffer, and the like. The airbag ECU 10 and an engine ECU 16, which will be described later, are also configured by a microcomputer including an arithmetic unit, a memory, an input/output buffer, and the like, similarly to the hybrid ECU 6. FIG. Hybrid ECU 6 is electrically connected to airbag ECU 10 and engine ECU 16 .

The hybrid ECU 6 adjusts the vehicle 4 to a desired operating state based on signals from these ECUs, signals from sensors and devices mounted on the vehicle 4, and maps and programs stored in memory. Control various devices. Various controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuits).

The ignition switch 14 is an operating device that is electrically connected to the hybrid ECU 6 and is operated by the user of the vehicle 4 to put the vehicle 4 into a running state. In this embodiment, the ignition switch 14 is a push-type button. For example, when the user of the vehicle 4 presses the ignition switch 14 while stepping on the brake (not shown), the hybrid ECU 6 can drive the vehicle 4. (ready-on state). When the hybrid ECU 6 enables the vehicle 4 to run, the engine ECU 16 also enters an ignition ON state (hereinafter referred to as IG ON in the specification and drawings) in which the internal combustion engine 2 can be operated. On the other hand, when the user of the vehicle 4 presses the ignition switch 14 while the vehicle 4 is stopped, the hybrid ECU 6 enters a sleep state and the operation of the internal combustion engine 2 is stopped. ) state.

The airbag ECU 10 is a control device for deploying the airbag 8 when the collision detection sensor 12 detects a collision. The airbag 8 may be provided in a driver's seat, a passenger's seat, and sides of these seats of the vehicle 4 (not shown). The collision detection sensors 12 may be provided in front, left and right sides, and rear of the vehicle 4, and may detect collisions from each direction. When detecting a collision, the airbag ECU 10 determines whether or not to deploy the airbag 8 in the direction of the collision. When determining to deploy the airbag 8, the airbag ECU 10 transmits a collision flag to the hybrid ECU 6 indicating that the vehicle 4 is in a collision state. In this embodiment, when the hybrid ECU 6 acquires the collision flag from the airbag ECU 10, the hybrid ECU 6 stores the collision flag in the memory and also transmits the collision flag to the engine ECU 16, which will be described later.

The fuel tank system 1 includes an engine ECU (an example of a control unit) 16, a fuel tank 18, a sealing valve 20, a first tank pressure sensor 22, a second tank pressure sensor 24, a vapor passage 26, and a canister 28. , a purge passage 30 , a purge valve 32 , a bypass valve 34 and a leak monitor module 36 .

The fuel tank 18 includes a fuel filler port 18a, a fuel pump 18b, a fuel cutoff valve 18c, and a leveling valve 18d. The fuel tank 18 is made of plate-shaped metal or resin and holds at least a fuel cutoff valve 18c and a leveling valve 18d.

The fuel filler port 18a is a fuel inlet to the fuel tank 18. The fuel pump 18b supplies fuel from the fuel tank 18 to the fuel injection valve 2b through the fuel pipe 2c. The fuel cutoff valve 18 c prevents fuel from flowing out of the fuel tank 18 to the vapor passage 26 . The leveling valve 18d controls the liquid level in the fuel tank 18 during refueling. Also, the fuel evaporative gas generated in the fuel tank 18 is discharged to the canister 28 or the internal combustion engine 2 via the fuel cutoff valve 18c and the leveling valve 18d.

The sealing valve 20 closes the fuel tank 18 by opening and closing the vapor passage 26 . In this embodiment, the sealing valve 20 is a normally closed electromagnetic valve having an electromagnetic solenoid. The sealing valve 20 is an electromagnetic valve that closes when the electromagnetic solenoid is not energized (OFF) and opens when the electromagnetic solenoid is supplied with a drive signal from the outside and energized (ON). The vapor passage 26 communicates the fuel tank 18 and the sealing valve 20 .

The first tank pressure sensor 22 is arranged on the vapor passage 26 and detects the pressure of the fuel tank 18 via the vapor passage 26 . The first tank pressure sensor 22 is an absolute pressure sensor and detects the pressure of the fuel tank 18 as an absolute pressure.

The second tank pressure sensor 24 is arranged at a position different from that of the first tank pressure sensor 22 . In this embodiment, the second tank pressure sensor 24 is arranged above the fuel tank 18 . The second tank pressure sensor 24 is a differential pressure sensor that detects pressure based on the difference from the atmospheric pressure.

The first tank pressure sensor 22 is provided so that the pressure can be detected mainly even when the pressure inside the fuel tank 18 rises. On the other hand, the second tank pressure sensor 24 is provided so as to be able to detect whether or not the pressure in the fuel tank 18 is near atmospheric pressure, mainly when refueling. Therefore, the first tank pressure sensor 22 can detect a wider pressure range than the second tank pressure sensor 24 . On the other hand, the second tank pressure sensor 24 can detect pressure more accurately than the first tank pressure sensor 22 can.

The canister 28 absorbs fuel evaporative emissions from the fuel tank 18 . The purge passage 30 communicates between the seal valve 20 and the intake passage 2 a of the internal combustion engine 2 . The canister 28 has activated carbon inside, and adsorbs the fuel evaporation gas generated in the fuel tank 18 with the activated carbon. The canister 28 is branched from the purge passage 30 and connected. The canister 28 is provided to supply the adsorbed fuel evaporative gas to the intake passage 2a through the purge passage 30. As shown in FIG.

The purge valve 32 opens and closes between the intake passage 2 a and the purge passage 30 . In this embodiment, the purge valve 32 is an electromagnetic solenoid valve, which is opened by an instruction from the engine ECU 16 to supply fuel evaporative gas to the intake passage 2a during tank pressure abnormality control and purge control (release control), which will be described later. do. The purge valve 32 is a normally closed type electromagnetic valve, which closes when the electromagnetic solenoid is not energized (OFF), and opens when the electromagnetic solenoid is supplied with a drive signal from the outside and energized (ON). state.

The bypass valve 34 opens and closes between the canister 28 and the purge passage 30 . In the present embodiment, the bypass valve 34 is an electromagnetic solenoid valve, and is closed by an instruction from the engine ECU 16 to prevent fuel evaporative gas from being supplied to the canister 28 in the case of tank pressure abnormality control, which will be described later. On the other hand, in the case of purge control (release control), the bypass valve 34 is opened by an instruction from the engine ECU (an example of a control unit) 16 to supply fuel evaporative gas adsorbed in the canister 28 to the purge passage 30 . The bypass valve 34 is a normally open type solenoid valve. The bypass valve 34 opens when the electromagnetic solenoid is not energized (OFF), and closes when the electromagnetic solenoid is supplied with a drive signal from the outside and energized (ON).

The leak monitor module 36 is a device for diagnosing failures in the fuel tank system 1 . The leak monitor module 36 includes a negative pressure pump, a switching valve, and a canister pressure sensor (not shown). A leak monitor module 36 is connected to the canister 28 . The leak monitor module 36 uses the negative pressure pump, switching valve, and canister pressure sensor to diagnose the presence or absence of leakage of vaporized gas from the fuel tank system 1 in a predetermined failure detection cycle.

The engine ECU 16 receives a signal to start the internal combustion engine 2 from the hybrid ECU 6 and information on the output to be operated, and controls the internal combustion engine 2 and the fuel tank system 1 by software stored in the engine ECU 16. The engine ECU 16 is electrically connected to each sensor and various devices mounted on the internal combustion engine 2, and based on the signals from each sensor and various devices and the map and program stored in the memory, the internal combustion engine 2 Various devices are controlled to achieve desired operating conditions. Various controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuits). The engine ECU 16 detects a collision of the vehicle 4 by acquiring a collision flag indicating that the vehicle 4 is in a collision state from the airbag ECU 10 . In this embodiment, engine ECU16 acquires a collision flag via hybrid ECU6. However, the engine ECU 16 may directly acquire the collision flag from the airbag ECU 10 .

In addition, the engine ECU 16 acquires information from various devices included in the fuel tank system 1, transmits signals for controlling each valve to each valve, and controls the fuel tank system 1 to a desired operating state. Control. In the present embodiment, the term "open control" indicates that the engine ECU 16 transmits a control signal for opening each valve and instructs each valve to open. Each valve receives a control signal for open control and actually opens if there is no failure. Similarly, the term "close control" indicates that the engine ECU 16 transmits a control signal to close each valve and instructs each valve to close. Each valve receives a control signal for closing control and closes if there is no failure.

The controls that the engine ECU 16 can execute include tank pressure abnormality control (an example of protection control), oil supply control, purge control, and failure diagnosis control. The tank pressure abnormality control is a control for reducing the pressure in the fuel tank 18 to the atmospheric pressure at least when the pressure in the fuel tank 18 rises above the tolerable pressure. Specifically, the sealing valve 20 and the bypass valve 34 are controlled to open, the fuel tank 18 is opened to the atmosphere via the canister 28, and the pressure in the fuel tank 18 is lowered to atmospheric pressure. Refueling control is a control that puts a refueling lid (not shown) in an openable state when a user presses a refueling switch (not shown). Specifically, the sealing valve 20 and the bypass valve 34 are controlled to open, and the pressure in the fuel tank 18 is lowered to near atmospheric pressure. Purge control is control for causing fuel evaporative gas to be sucked into the operating internal combustion engine 2 . Specifically, when the pressure in the fuel tank 18 exceeds a predetermined pressure, the seal valve 20 and the purge valve 32 are controlled to be opened, and the bypass valve 34 is controlled to be closed so that the fuel evaporative gas is drawn into the running internal combustion engine 2 . The failure diagnosis control is control in which the engine ECU 16 is activated when a predetermined failure detection cycle is reached, and a failure of the fuel tank system 1 is diagnosed using the leak monitor module 36 . The engine ECU 16 controls the opening of the sealing valve 20 as necessary in the failure diagnosis control.

Next, the control procedure performed by the engine ECU 16 of the present disclosure will be described using the flowchart of FIG. It should be noted that the engine ECU 16 starts the control procedure immediately after shipment.

The engine ECU 16 determines whether or not the IG is on (step S1). When the engine ECU 16 determines that the IG is on (step S1 Yes), it determines whether or not the collision flag is established (step S2).

Here, the state in which the collision flag is established means the state in which the engine ECU 16 acquires the collision flag via the hybrid ECU 6 . The collision flag may be a flag that is established according to the collision mode. For example, the airbag ECU 10 identifies the direction in which the collision occurred, and sets the collision flag only when the fuel tank 18 is deformed and the fuel cutoff valve 18c or the leveling valve 18d falls off from the fuel tank 18. It may be established. More specifically, the airbag ECU 10 operates only when the fuel tank 18 is in a rearward or lateral collision with the vehicle 4 and when the airbag 8 deploys. , a collision flag may be established. Alternatively, the airbag ECU 10 transmits information on the direction in which the collision occurred to the hybrid ECU 6 or the engine ECU 16, and the hybrid ECU 6 or the engine ECU 16 determines whether the collision is as described above and establishes a collision flag. may The engine ECU 16 records the collision flag in the memory when the collision flag is established while the IG is on.

When the engine ECU 16 determines that the collision flag is established (step S2 Yes), it prohibits the sealing valve 20 from opening (step S3). More specifically, the engine ECU 16 prohibits opening control of the sealing valve 20 during tank pressure abnormality control, refueling control, purge control, and failure diagnosis control.

As a result, even if the vehicle 4 collides, fuel leakage can be prevented. More specifically, the collision of the vehicle 4 may deform the fuel tank 18 . When the fuel tank 18 is deformed, the fuel cut-off valve 18c and the leveling valve 18d held in the fuel tank 18 drop out of the fuel tank 18 and are submerged in the fuel stored in the fuel tank 18. As a result, the fuel cutoff valve 18c and the leveling valve 18d may lose their function of preventing fuel leakage during a collision. Even in such a case, if the sealing valve 20 is closed, fuel leakage can be prevented. Since the sealing valve 20 is a normally closed type solenoid valve, the closed state of the sealing valve 20 can be maintained if the engine ECU 16 prohibits the opening control.

In step S4, the engine ECU 16 determines whether or not the sealing valve 20 is open. The open state of the sealing valve 20 means that, for example, when the vehicle 4 collides, at least one of the tank pressure abnormality control, the refueling control, the purge control, and the failure diagnosis control is performed, and the sealing valve 20 is opened. It is in a controlled state. The engine ECU 16 prohibits opening control of the sealing valve 20 when the vehicle 4 collides.

If the seal valve 20 is not open (step S4 No), the engine ECU 16 determines whether or not there is an engine start request from the hybrid ECU 6 to start the internal combustion engine 2 (step S5). When the hybrid ECU 6 wants to start the internal combustion engine 2 , for example, the hybrid ECU 6 may transmit an engine start request signal to the engine ECU 16 . The engine ECU 16 may start the engine when receiving the engine start request signal. When the engine ECU 16 determines that there is no request to start the engine (step S5 No), it continues to prohibit the opening control of the sealing valve 20 and determines whether the vehicle 4 is running (step S6). The engine ECU 16 may determine whether or not the vehicle 4 is running from a vehicle speed sensor mounted on the vehicle 4, for example. When the engine ECU 16 determines that the vehicle 4 is not running (step S6 No), the process proceeds to step S7.

Step S7 shows the case where the IG is turned off. The engine ECU 16 prohibits the seal valve 20 from opening based on the collision flag recorded during the IG ON period. More specifically, the engine ECU 16 refers to the collision flag recorded during the IG ON period, If the collision flag is not turned off, control to open the sealing valve 20 is prohibited.

In this embodiment, tank pressure abnormality control and purge control are mainly performed during the IG ON period. Failure diagnosis control is mainly performed during the IG off period. Since fueling control is started by the user pressing a fueling button (not shown), there is a possibility that the fueling control will be performed both during the IG ON period and during the IG OFF period. Therefore, the engine ECU 16 prohibits the opening control so that the sealing valve 20 does not open even when fuel supply control or failure diagnosis control is performed during the IG off period after the vehicle 4 collides.

In step S8, the engine ECU 16 determines whether the IG has been turned on. When the IG is turned on (Yes at step S8), the engine ECU 16 determines whether or not a predetermined time has elapsed since the IG was turned on (step S9). When the predetermined time has passed (step S9 Yes), the engine ECU 16 determines whether or not the collision flag has disappeared (step S10). The engine ECU 16 holds the collision flag recorded in step S2 until a predetermined time has passed. When the collision flag disappears (step S10 Yes), the engine ECU 16 permits the opening of the sealing valve 20 by canceling the prohibition of opening control of the sealing valve 20 (step S11). Also, the engine ECU 16 deletes the record of the collision flag at this time. After deleting the record of the collision flag, the engine ECU 16 returns the process to before step S1. Note that the IG may be turned off during this period. In this case, the engine ECU 16 advances the process to step S1 with the collision flag cleared from the memory.

In this embodiment, the collision flag of the engine ECU 16 can be erased by erasing the collision flag recorded in the memory of the hybrid ECU 6 when the vehicle 4 is repaired at a maintenance factory or the like. However, immediately after the ignition is turned on, the information indicating that the collision flag has been cleared may not be reflected in the engine ECU 16 due to a delay in communication between the hybrid ECU 6 and the engine ECU 16 . Also, information transmitted from the hybrid ECU 6 within a predetermined time after the ignition is turned on may be uncertain due to noise or the like. Therefore, the engine ECU 16 waits for a predetermined time to determine whether or not the collision flag has disappeared, and holds the collision flag during that time. As a result, it is possible to prevent the acquisition of uncertain information caused by communication delays and noise between the ECUs (in this embodiment, between the hybrid ECU 6 and the engine ECU 16). That is, the engine ECU 16 can reliably acquire information indicating that the collision flag has been cleared from each ECU. As a result, it is possible to prevent the closing valve 20 from being controlled to open even in the collision state.

If the IG is not turned on (step S1 No), the engine ECU 16 returns the process to before step S1. If the collision flag is not established (step S2 No), the engine ECU 16 returns the process to before step S1.

When the sealing valve 20 is open (step S4 Yes), the engine ECU 16 forcibly closes the sealing valve 20 (step S12). More specifically, the engine ECU 16 controls at least one of tank pressure abnormality control (an example of protection control), fuel supply control, and purge control during the IG ON period, and closes the seal valve 20. When the collision flag is acquired during the period of open control, the closing control of the sealing valve 20 is performed. As a result, the sealing valve 20 acquires the collision flag and immediately closes. As a result, leakage of fuel from the fuel tank 18 through the sealing valve 20 can be prevented. After that, the processing of the engine ECU 16 proceeds to step S5.

When the engine ECU 16 determines that there is an engine start request from the hybrid ECU 6 (Yes in S5), the engine ECU 16 cancels the prohibition of opening control of the seal valve 20 during fuel supply control and tank pressure abnormality control to open the seal valve 20. You may permit (step S13). When the hybrid ECU 6 requests the engine ECU 16 to start the engine, the hybrid ECU 6 does not record the collision flag, and there is a possibility that the collision flag is recorded only in the engine ECU 16 . That is, the engine ECU 16 may erroneously detect and hold the collision flag. In such a case, the engine ECU 16 cancels the prohibition of opening control of the sealing valve 20 in the oil supply control necessary for running the vehicle 4 and the abnormal tank pressure control necessary to ensure the safety of the vehicle 4, and the vehicle 4 make it drivable. After that, the process of the engine ECU 16 proceeds to step S7.

When the engine ECU 16 determines that the vehicle 4 is running (S6 Yes), it permits the opening of the sealing valve 20 by canceling the prohibition of opening control of the sealing valve 20 during refueling control and tank pressure abnormality control. (step S13). When the vehicle 4 runs, there is a possibility that the hybrid ECU 6 does not record the collision flag and only the engine ECU 16 records the collision flag. That is, the engine ECU 16 may erroneously detect and hold the collision flag. In such a case, the engine ECU 16 cancels the prohibition of opening control of the sealing valve 20 in the oil supply control necessary for running the vehicle 4 and the abnormal tank pressure control for ensuring the safety of the vehicle 4, so that the vehicle 4 can run. state. After that, the process of the engine ECU 16 proceeds to step S7.

If the vehicle 4 has a rollover sensor (rollover sensor) and the rollover state of the vehicle 4 can be detected by the rollover sensor, the engine ECU 16 does not perform the control in step S13 and prohibits the opening control of the sealing valve 20. You may continue. Thereby, when the vehicle 4 rolls over, the sealing valve 20 can be prohibited from opening.

When the engine ECU 16 determines that the IG is not turned on in step S8 (step S8 No), the process returns to step S7 while retaining the collision flag in the memory. If the predetermined time has not passed in step S9 (step S9 No), the engine ECU 16 waits until the predetermined time passes. If the collision flag is not cleared in step S10, the engine ECU 16 returns the process to before step S5 while retaining the collision flag in the memory. As a result, the engine ECU 16 can prohibit the opening of the sealing valve 20 while the collision flag is established, regardless of whether the IG is on or the IG is off.

As described above, according to the present disclosure, it is possible to provide the fuel tank system 1 that can prevent fuel leakage when the vehicle 4 collides.

<Other embodiments>
Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above embodiments, and various modifications are possible without departing from the scope of the invention. In particular, multiple modifications described herein can be arbitrarily combined as required.

(a) In the above embodiment, an example in which the engine ECU 16 controls the fuel tank system 1 was used, but the present disclosure is not limited to this. One ECU may be sufficient as engine ECU16 and hybrid ECU6, and hybrid ECU6 may perform the control by the said embodiment.

(b) In the above embodiment, the engine ECU 16 detects the collision flag during the IG ON period, but the present disclosure is not limited to this. The engine ECU 16 may detect the collision flag during the IG off period.

(c) In the above embodiment, the vehicle 4 has a motor (not shown) and the internal combustion engine 2, and is a hybrid vehicle or plug-in vehicle that runs using either or both of the motor and the internal combustion engine 2. Although a hybrid vehicle fuel tank system has been disclosed, the disclosure is not so limited. The present invention can be applied to fuel tank systems of all vehicles equipped with internal combustion engines. For example, the present disclosure can be applied to a vehicle that has a charging-only internal combustion engine and is driven only by a motor and a vehicle that is driven only by the internal combustion engine.

Various embodiments have been described above with reference to the drawings, but it goes without saying that the present invention is not limited to such examples. It is obvious that a person skilled in the art can conceive of various modifications or modifications within the scope described in the claims, and these also belong to the technical scope of the present invention. Understood. Moreover, each component in the above embodiments may be combined arbitrarily without departing from the gist of the invention.

This application is based on a Japanese patent application (Japanese Patent Application No. 2021-059635) filed on March 31, 2021, the contents of which are incorporated herein by reference.

Reference Signs List 1: fuel tank system 2: internal combustion engine 4: vehicle 16: engine ECU (an example of a control unit)
18: fuel tank 20: sealing valve

Claims

A fuel tank system for a vehicle having an internal combustion engine and a fuel tank,
a sealing valve that seals in the fuel tank an evaporative gas generated in the fuel tank;
a control unit that controls opening and closing of the sealing valve and detects a collision of the vehicle;
with
The control unit prohibits opening of the sealing valve when a collision of the vehicle is detected.
fuel tank system.
The control unit forcibly closes the sealing valve if the sealing valve is in an open state when the collision of the vehicle is detected.
The fuel tank system according to claim 1.
The control unit records a collision flag when a collision of the vehicle is detected during an ignition-on period in which the internal combustion engine is operable, and records a collision flag during an ignition-off period in which the internal combustion engine is stopped. while prohibiting the closing valve from opening based on the collision flag recorded during the ignition on period;
3. A fuel tank system according to claim 1 or 2.
When the ignition is turned on, the control unit holds the collision flag until a predetermined time elapses, determines whether or not the collision flag is extinguished after the elapse of the predetermined time, and extinguishes the collision flag. allowing said sealing valve to open if
4. A fuel tank system according to claim 3.
The control unit is capable of executing refueling control that opens the sealing valve so that the fuel lid of the vehicle can be opened, and protection control that opens the sealing valve when the pressure exceeds the tolerable pressure of the fuel tank. ,
The control unit permits opening of the sealing valve during one or both of the protection control and the fuel supply control when there is a request to start the internal combustion engine after the collision is detected.
A fuel tank system according to any one of claims 1 to 4.
The control unit is capable of executing refueling control that opens the sealing valve so that the fuel lid of the vehicle can be opened, and protection control that opens the sealing valve when the pressure exceeds the tolerable pressure of the fuel tank. ,
When the control unit detects that the vehicle is running after detecting the collision, the control unit permits the opening of the sealing valve during one or both of the protection control and the fuel supply control.
A fuel tank system according to any one of claims 1 to 5.
The control unit determines a collision type of the vehicle and prohibits opening of the sealing valve according to the collision type.
A fuel tank system according to any one of claims 1 to 6.