Automobile high-pressure fuel tank refueling and discharging active control system and method

Abstract

The invention discloses an active control system and method for refueling and discharging of an automobile high-pressure oil tank. The active control system comprises a main carbon canister, an auxiliary carbon canister, a three-way electromagnetic valve, an electronic weight meter, a vacuum pump, the high-pressure oil tank, an engine and an automobile ECU. Before the automobile is refueled, the ECU calculates the remaining working capacity based on the weight of the main carbon canister and calculates the working capacity needed by the main carbon canister based on the refueling oil gas generation amount; the ECU adopts different control strategies according to the residual working capacity and the required working capacity of the main carbon canister; if the ECU judges that the remaining working capacity of the main carbon tank is insufficient, an instruction is sent to the vacuum pump, and the vacuum pump quantitatively desorbs oil gas in the main carbon tank to the auxiliary carbon tank; after refueling is completed, the auxiliary carbon tank is quantitatively desorbed in the operation process of the engine, and the auxiliary carbon tank can share oil gas generated in the non-refueling period on the premise that the next refueling has enough remaining working capacity. The working capacity of the carbon canister is fully utilized, the refueling and discharging active control function is achieved, and the problem of refueling and discharging of the automobile high-pressure fuel tank is effectively solved.

Description

Technical Field

[0001] The invention belongs to the field of automobile emission control, and in particular relates to an active control system and method for refueling emissions from an automobile high-pressure fuel tank. Background Art

[0002] Gasoline is a mixed fuel composed of multiple hydrocarbons and is highly volatile. Automobile evaporative emissions mainly refer to emissions generated by fuel volatilization. Usually, vehicles use carbon canister adsorption / desorption technology to control fuel evaporative emissions. The carbon canister adsorbs gasoline vapor discharged from the fuel tank, and then the engine provides a desorption flow to desorb the adsorbed material into the combustion chamber to participate in combustion. With the continuous tightening of emission regulations, many automobile manufacturers have adopted high-pressure fuel tanks to control evaporative emissions in recent years. Gasoline vapor is stored in the high-pressure fuel tank, which means that the carbon canister only works during the refueling stage of the car most of the time. The popularity of high-pressure fuel tanks means that refueling emissions may become the main source of evaporative emissions for automobiles in the future. Regardless of the high-pressure fuel tank pressure relief process or the refueling process, it will be accompanied by violent movement of oil and gas molecules. A large amount of gasoline vapor will enter the carbon canister in a short period of time, and the carbon canister can be easily punctured. Reducing the refueling emissions of automobile high-pressure fuel tanks is a technical problem that needs to be solved urgently.

[0003] Existing patents CN115182830A and CN117571334A respectively propose methods for controlling refueling emissions from the two aspects of desorption efficiency and structural design. Both methods can reduce automobile refueling emissions to a certain extent, but cannot achieve efficient adsorption of refueling emissions every time refueling. Existing patent CN105802492B proposes an on-board oil and gas control device and method for hybrid electric vehicles. Refueling emissions are adsorbed by a first carbon canister, and other evaporative emissions are adsorbed by a second carbon canister. The first carbon canister is preferentially desorbed during engine operation. This method can effectively control refueling emissions, but lacks active control functions and wastes the effective working capacity of the carbon canister. At present, there is a lack of an active control system for refueling emissions from automobile high-pressure fuel tanks. Proposing an efficient control method is of great significance for reducing vehicle carbon emissions. Summary of the invention

[0004] Purpose of the invention: The present invention provides an active control system and method for refueling emissions from a high-pressure fuel tank of an automobile, which realizes the active control function of refueling emissions while fully utilizing the working capacity of the carbon canister, and effectively solves the refueling emission problem of the automobile high-pressure fuel system.

[0005] Technical solution: An active control system for refueling emissions from a high-pressure fuel tank of an automobile, comprising a high-pressure fuel tank system, an oil and gas recovery system, an engine system, a control system and a power supply, wherein the high-pressure fuel tank system is connected to the oil and gas recovery system via a pressure relief pipeline, the oil and gas recovery system is connected to the engine system via a desorption pipeline, and the control system is connected to the high-pressure fuel tank system, the oil and gas recovery system and the engine system by signal;

[0006] The high-pressure fuel tank system comprises a high-pressure fuel tank, an oil level sensor is arranged in the high-pressure fuel tank, a pressure sensor is arranged on the top of the high-pressure fuel tank, an electronic refueling button and a refueling locking device are arranged at the refueling port of the high-pressure fuel tank, and a pressure relief valve is arranged on the pressure relief pipeline;

[0007] The engine system includes an engine, a desorption solenoid valve arranged in a desorption pipeline, a flow sensor and an intake manifold;

[0008] In the oil and gas recovery system, the main carbon canister desorption port, the vacuum pump suction port, and the second three-way electronic valve are connected through the first three-way electronic valve, the vacuum pump outlet is connected to the auxiliary carbon canister adsorption port, the auxiliary carbon canister desorption port, the first three-way electronic valve, and the intake manifold are connected through the second three-way electronic valve, the main carbon canister and the auxiliary carbon canister are placed on the first electronic weighing meter and the second electronic weighing meter, respectively, and the volume of the auxiliary carbon canister is smaller than that of the main carbon canister.

[0009] The control system includes an automobile controller ECU and a power supply; the ECU is connected to a vacuum pump, a first electronic weighing instrument, a second electronic weighing instrument, a pressure sensor, an oil level sensor, an electronic refueling button, a refueling locking device, a desorption solenoid valve, a first three-way solenoid valve, a second three-way electronic valve, and a pressure relief valve signal, and the ECU and the vacuum pump are powered by the power supply.

[0010] A method for actively controlling refueling emissions from a high-pressure fuel tank of an automobile, comprising the following steps:

[0011] S1. Determine refueling information: ECU receives the refueling electronic button trigger information and determines that the car is about to refuel;

[0012] S2. Calculation of the remaining working capacity of the main carbon canister: Based on the weight of the main carbon canister, the ECU calculates the remaining working capacity W of the main carbon canister. Remaining ;

[0013] S3. Calculation of the required working capacity of the main carbon canister: Based on the amount of oil and gas produced during refueling, the ECU calculates the required working capacity W of the main carbon canister. Need ;

[0014] S4, refueling emission control: based on the remaining working capacity W of the main carbon canister Remaining and required work capacity W Need , ECU adopts corresponding control strategy;

[0015] S5. Before the next refueling: If the auxiliary carbon canister has a weight change, the auxiliary carbon canister will be quantitatively desorbed during the engine operation before the next refueling;

[0016] The S3 is specifically: Remaining (g) The calculation method is:

[0017] W Remaining =M max -(M now -M initial )*K

[0018] M initial (g) is the weight of the canister when it does not absorb any oil or gas, M max (g) is the maximum fuel gas mass that the charcoal canister can absorb; M now is the current main carbon canister weight, and K is the mass conversion coefficient.

[0019] The S3 is specifically:

[0020] The amount of oil and gas generated during refueling is the sum of the decompression oil and gas volume and the oil and gas volume generated during refueling. The decompression oil and gas volume M Drain and the amount of oil and gas produced during refueling M Refueling The equations and empirical coefficients are derived from the ideal gas equation respectively;

[0021] The amount of pressure relief oil and gas is:

[0022]

[0023] k is the fuel molar flux, P is the high pressure tank pressure, R is the molar gas constant, T is the temperature, h is the height from the fuel surface to the top of the tank, P s is the partial pressure on the fuel surface, and t is the pressure relief time;

[0024] The amount of oil and gas generated during the refueling process takes the empirical coefficient of 1g / L, that is, adding 1L of fuel produces 1g of oil and gas, and the fuel filling amount takes the maximum value V max (L), which is the maximum capacity of the high pressure tank minus the current fuel volume;

[0025] M Refueling =V max *1

[0026] The ECU then calculates the required working capacity of the main canister based on the amount of fuel and gas produced during refueling;

[0027] The required working capacity of the main carbon canister is:

[0028] W Need =(M Drain +V max *1)*K

[0029] M Drain V is the pressure relief oil and gas volume; max is the amount of fuel added, multiplied by the empirical coefficient 1 (g / L), which is the amount of oil and gas generated during the refueling process; (M Drain +V max*1) is the amount of oil and gas produced during refueling; multiplied by the mass conversion factor K, it is the required working capacity of the main carbon canister.

[0030] The S4 is specifically:

[0031] According to the remaining working capacity W of the main carbon canister Remaining and required work capacity W Need , ECU control strategy is divided into two cases,

[0032] When W Need ≤W Remaining When the pressure relief valve opens to release the pressure, the refueling locking device is unlocked after the pressure is released, allowing refueling to begin;

[0033] When W Need >W Remaining When the ECU sends a timed desorption command to the desorption pump, the desorption speed of the desorption pump is constant, and the desorption time is W Need With W Remaining The ratio of the difference between the value of and the desorption rate. During this process, the refueling lock device is normally closed. After the desorption is completed, the pressure relief valve opens to release the pressure. After the pressure is released, the refueling lock device is unlocked, allowing refueling to begin.

[0034] The S5 is specifically:

[0035] If the weight of the auxiliary carbon canister changes during this refueling process, the ECU calculates the required desorption amount of the auxiliary carbon canister, and the auxiliary carbon canister will be quantitatively desorbed during engine operation. The actual desorption amount is calculated by the flow sensor. After desorption is completed, before the next refueling, if the ECU determines that the main carbon canister has no remaining working capacity, it will instruct the desorption pump to quantitatively desorb the main carbon canister. If the remaining working capacity of the auxiliary carbon canister is less than 1 / 2, desorption will be stopped.

[0036] Beneficial effects: The present invention proposes an active control system and method for refueling emissions from a high-pressure fuel tank of an automobile, including a main carbon canister, an auxiliary carbon canister, a three-way solenoid valve, an electronic weighing instrument, a vacuum pump, a high-pressure fuel tank, an engine, and an automobile controller (ECU); before refueling the automobile, the ECU will calculate the remaining working capacity of the main carbon canister based on its weight, and calculate the required working capacity of the main carbon canister based on the amount of oil and gas generated during refueling; the ECU adopts different control strategies according to the remaining working capacity and the required working capacity of the main carbon canister; if the ECU determines that the remaining working capacity of the main carbon canister is insufficient, it will send an instruction to the vacuum pump, and the vacuum pump will quantitatively desorb the oil and gas in the main carbon canister to the auxiliary carbon canister; after refueling is completed, the auxiliary carbon canister is quantitatively desorbed during the operation of the engine, and the auxiliary carbon canister will share the oil and gas generated during the non-refueling period under the premise of ensuring that there is sufficient remaining working capacity for the next refueling. The present invention realizes the active control function of refueling emissions on the premise of fully utilizing the working capacity of the carbon canister, and effectively solves the refueling emission problem of the automobile high-pressure fuel tank. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0038] Figure 1 This is a structural diagram of the active control system for refueling emissions from a high-pressure fuel tank in an automobile according to the present invention.

[0039] Figure 2 This is a flow chart of the refueling emission control strategy during refueling according to the present invention.

[0040] Figure 3 This is a flow chart of the system control strategy before the next refueling according to the present invention. DETAILED DESCRIPTION

[0041] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0042] In the description of the present invention, it is necessary to understand that the terms "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0043] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0044] like Figures 1 to 3As shown, an active control system for refueling emissions from a high-pressure fuel tank of an automobile comprises a high-pressure fuel tank system, an oil and gas recovery system, an engine system, a control system and a power supply, wherein the high-pressure fuel tank system is connected to the oil and gas recovery system via a pressure relief pipeline, the oil and gas recovery system is connected to the engine system via a desorption pipeline, and the control system is connected to the high-pressure fuel tank system, the oil and gas recovery system and the engine system by signal;

[0045] The high-pressure fuel tank system comprises a high-pressure fuel tank 1, a fuel level sensor 2 is arranged inside the high-pressure fuel tank 1, a pressure sensor 3 is arranged on the top of the high-pressure fuel tank 1, a refueling electronic button 5 and a refueling locking device 6 are arranged at the refueling port of the high-pressure fuel tank 1, and a pressure relief valve 18 is arranged on the pressure relief pipeline;

[0046] The engine system includes an engine 7, a desorption solenoid valve 8 arranged in a desorption pipeline, a flow sensor 9 and an intake manifold 10;

[0047] In the oil and gas recovery system, the desorption port of the main carbon canister 17, the air intake port of the vacuum pump 15, and the second three-way electronic valve 11 are connected through the first three-way electronic valve 19, the air outlet of the vacuum pump 15 is connected to the adsorption port of the auxiliary carbon canister 13, the desorption port of the auxiliary carbon canister 13, the first three-way electronic valve 19, and the intake manifold 10 are connected through the second three-way electronic valve 11, the main carbon canister 17 and the auxiliary carbon canister 13 are placed on the first electronic weighing meter 16 and the second electronic weighing meter 12 respectively, and the volume of the auxiliary carbon canister 13 is smaller than that of the main carbon canister 17.

[0048] The control system includes an automobile controller ECU4 and a power supply 14; the ECU4 is signal-connected to a vacuum pump 15, a first electronic weighing meter 16, a second electronic weighing meter 12, a pressure sensor 3, an oil level sensor 2, an electronic refueling button 5, a refueling locking device 6, a desorption solenoid valve 8, a first three-way solenoid valve 19, a second three-way electronic valve 11, and a pressure relief valve 18, and the ECU4 and the vacuum pump 15 are powered by the power supply 14.

[0049] A method for actively controlling refueling emissions from a high-pressure fuel tank of an automobile, comprising the following steps:

[0050] S1. Determine refueling information: ECU 4 receives trigger information of refueling electronic button 5 and determines that the vehicle is about to refuel;

[0051] S2. Calculation of the remaining working capacity of the main carbon canister: Based on the weight of the main carbon canister 17, the ECU 4 calculates the remaining working capacity W of the main carbon canister 17. Remaining ;

[0052] S3. Calculation of the required working capacity of the main carbon canister: Based on the amount of oil and gas generated during refueling, the ECU 4 calculates the required working capacity W of the main carbon canister 17. Need ;

[0053] S4, refueling emission control: according to the remaining working capacity W of the main carbon canister 17 Remaining and required work capacity W Need , ECU4 adopts the corresponding control strategy;

[0054] S5, before the next refueling: if the auxiliary carbon canister 13 has a weight change, before the next refueling, the auxiliary carbon canister 13 will be quantitatively desorbed during the operation of the engine 7;

[0055] The S3 is specifically: Remaining The calculation method of g is:

[0056] W Remaining =M max -(M now -M initial )*K

[0057] M initial g is the weight of the canister when it does not absorb any oil or gas, M max g is the maximum fuel gas mass that the charcoal canister can absorb; M now is the current main carbon canister weight, and K is the mass conversion coefficient.

[0058] The S3 is specifically:

[0059] The amount of oil and gas generated during refueling is the sum of the decompression oil and gas volume and the oil and gas volume generated during refueling. The decompression oil and gas volume M Drain and the amount of oil and gas produced during refueling M Refueling The equations and empirical coefficients are derived from the ideal gas equation respectively;

[0060] The amount of pressure relief oil and gas is:

[0061]

[0062] k is the fuel molar flux, P is the high pressure tank pressure, R is the molar gas constant, T is the temperature, h is the height from the fuel surface to the top of the tank, P s is the partial pressure of fuel surface, t is the pressure relief time;

[0063] The amount of oil and gas generated during the refueling process takes the empirical coefficient of 1g / L, that is, adding 1L of fuel produces 1g of oil and gas, and the fuel filling amount takes the maximum value V max (L), i.e. the maximum volume of the high pressure fuel tank 1 minus the current fuel volume;

[0064] M Refueling =V max *1

[0065] Then the ECU 4 calculates the required working capacity of the main carbon canister 17 according to the amount of fuel gas produced during refueling;

[0066] The required working capacity of the main carbon canister is:

[0067] W Need =(M Drain +V max *1)*K

[0068] M Drain V is the pressure relief oil and gas volume; max is the amount of fuel added, multiplied by the empirical coefficient 1g / L, which is the amount of oil and gas generated during the refueling process; (M Drain +V max *1) is the amount of oil and gas produced during refueling; multiplied by the mass conversion factor K, it is the required working capacity of the main carbon canister.

[0069] The S4 is specifically:

[0070] According to the remaining working capacity W of the main carbon canister 17 Remaining and required work capacity W Need , ECU4 control strategy is divided into two cases,

[0071] When W Need ≤W Remaining When the pressure relief valve 18 is opened to release the pressure, after the pressure relief, the refueling locking device 6 is unlocked, allowing refueling to start;

[0072] When W Need >W Remaining When , ECU4 sends a timed desorption instruction to the desorption pump 15, the desorption speed of the desorption pump 15 is constant, and the desorption time is W Need With W Remaining The ratio of the difference between the values ​​of and the desorption rate. During this process, the refueling lock device 6 is normally closed. After the desorption is completed, the pressure relief valve 18 is opened to release the pressure. After the pressure is released, the refueling lock device 6 is unlocked, allowing refueling to begin.

[0073] The S5 is specifically:

[0074] If the weight of the auxiliary carbon canister 13 changes during this refueling process, ECU4 calculates the required desorption amount of the auxiliary carbon canister 13, and the auxiliary carbon canister 13 will be quantitatively desorbed during the operation of the engine 7, and the actual desorption amount is calculated by superposition of the flow sensor 9; after desorption is completed, before the next refueling, if ECU4 determines that the main carbon canister 17 has no remaining working capacity, it will instruct the desorption pump 15 to quantitatively desorb the main carbon canister 17, and the remaining working capacity of the auxiliary carbon canister 13 is less than 1 / 2, and desorption is stopped.

[0075] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0076] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An active control system for refueling emissions from a high-pressure fuel tank of an automobile, characterized in that: It includes a high-pressure fuel tank system, an oil and gas recovery system, an engine system, a control system and a power supply. The high-pressure fuel tank system is connected to the oil and gas recovery system through a pressure relief pipeline, the oil and gas recovery system is connected to the engine system through a desorption pipeline, and the control system is connected to the high-pressure fuel tank system, the oil and gas recovery system and the engine system signal; The high-pressure fuel tank system comprises a high-pressure fuel tank (1), a fuel level sensor (2) is arranged inside the high-pressure fuel tank (1), a pressure sensor (3) is arranged on the top of the high-pressure fuel tank (1), a refueling electronic button (5) and a refueling locking device (6) are arranged at the refueling port of the high-pressure fuel tank (1), and a pressure relief valve (18) is arranged on the pressure relief pipeline; The engine system comprises an engine (7), a desorption solenoid valve (8) arranged in a desorption pipeline, a flow sensor (9) and an intake manifold (10); In the oil and gas recovery system, the desorption port of the main carbon tank (17), the air intake port of the vacuum pump (15), and the second three-way electronic valve (11) are connected via a first three-way electronic valve (19); the air outlet of the vacuum pump (15) is connected to the adsorption port of the auxiliary carbon tank (13); the desorption port of the auxiliary carbon tank (13), the first three-way electronic valve (19), and the intake manifold (10) are connected via a second three-way electronic valve (11); the main carbon tank (17) and the auxiliary carbon tank (13) are placed on a first electronic weighing instrument (16) and a second electronic weighing instrument (12), respectively; and the volume of the auxiliary carbon tank (13) is smaller than that of the main carbon tank (17).

2. The active control system for refueling emissions of a high-pressure fuel tank of an automobile according to claim 1, characterized in that: The control system comprises an automobile controller ECU (4) and a power supply (14); the ECU (4) is signal-connected with a vacuum pump (15), a first electronic weighing instrument (16), a second electronic weighing instrument (12), a pressure sensor (3), an oil level sensor (2), an electronic refueling button (5), a refueling locking device (6), a desorption solenoid valve (8), a first three-way solenoid valve (19), a second three-way electronic valve (11), and a pressure relief valve (18); and the ECU (4) and the vacuum pump (15) are powered by the power supply (14).

3. An active control method for refueling emissions from a high-pressure fuel tank of an automobile, characterized in that: The specific steps include: S1. Determine refueling information: ECU (4) receives trigger information of the refueling electronic button (5) and determines that the vehicle is about to refuel; S2. Calculation of the remaining working capacity of the main carbon canister: Based on the weight of the main carbon canister (17), the ECU (4) calculates the remaining working capacity W of the main carbon canister (17). Remaining ; S3. Calculation of the required working capacity of the main carbon canister: Based on the amount of oil and gas generated during refueling, the ECU (4) calculates the required working capacity W of the main carbon canister (17). Need ; S4. Refueling emission control: Based on the remaining working capacity W of the main carbon canister (17) Remaining and required work capacity W Need , ECU (4) adopts corresponding control strategy; S5, before the next refueling: if the auxiliary carbon canister (13) has a weight change, before the next refueling, the auxiliary carbon canister (13) will be quantitatively desorbed during the operation of the engine (7).

4. The method for actively controlling refueling emissions from a high-pressure fuel tank of an automobile according to claim 3, characterized in that: The S3 is specifically: Remaining (g) The calculation method is: W Remaining =M max -(M now -M initial )*K M initial (g) is the weight of the canister when it does not absorb any oil or gas, M max (g) is the maximum fuel gas mass that the charcoal canister can absorb; M now is the current weight of the main carbon canister (obtained through an electronic weighing instrument), and K is the mass conversion coefficient.

5. The method for actively controlling refueling emissions from a high-pressure fuel tank of an automobile according to claim 4, characterized in that: The S3 is specifically: The amount of oil and gas generated during refueling is the sum of the decompression oil and gas volume and the oil and gas volume generated during refueling. The decompression oil and gas volume M Drain and the amount of oil and gas produced during refueling M Refueling The equations and empirical coefficients are derived from the ideal gas equation respectively; The amount of pressure relief oil and gas is: k is the fuel molar flux, P is the high pressure tank pressure, R is the molar gas constant, T is the temperature, h is the height from the fuel surface to the top of the tank, P s is the partial pressure of fuel surface, t is the pressure relief time; The amount of oil and gas generated during the refueling process takes the empirical coefficient of 1g / L, that is, adding 1L of fuel produces 1g of oil and gas, and the fuel filling amount takes the maximum value V max (L), i.e. the maximum capacity of the high pressure tank (1) minus the current fuel volume; M Refueling =V max *1 Then the ECU (4) calculates the required working capacity of the main carbon canister (17) according to the amount of fuel gas generated during refueling; The required working capacity of the main carbon canister is: W Need =(M Drain +V max *1)*K M Drain V is the pressure relief oil and gas volume; max is the amount of fuel added, multiplied by the empirical coefficient 1 (g / L), which is the amount of oil and gas generated during the refueling process; (M Drain +V max *1) is the amount of oil and gas produced during refueling; multiplied by the mass conversion factor K, it is the required working capacity of the main carbon canister.

6. The method for actively controlling refueling emissions from a high-pressure fuel tank of an automobile according to claim 5, characterized in that: The S4 is specifically: According to the remaining working capacity W of the main carbon tank (17) Remaining and required work capacity W Need , ECU (4) control strategy is divided into two cases, When W Need ≤W Remaining When the pressure relief valve (18) is opened to release the pressure, the refueling locking device (6) is unlocked after the pressure relief, allowing refueling to start; When W Need >W Remaining When , ECU (4) sends a timed desorption instruction to the desorption pump (15), the desorption speed of the desorption pump (15) is constant, and the desorption time is W Need With W Remaining The ratio of the difference between the values ​​of and the desorption rate is calculated. During this process, the refueling locking device (6) is normally closed. After the desorption is completed, the pressure relief valve (18) is opened to release the pressure. After the pressure is released, the refueling locking device (6) is unlocked, allowing refueling to begin.

7. The method for actively controlling refueling emissions from a high-pressure fuel tank of an automobile according to claim 6, characterized in that: The S5 is specifically: If the weight of the auxiliary carbon canister (13) changes during the refueling process, the ECU (4) calculates the amount of desorption required for the auxiliary carbon canister (13), and the auxiliary carbon canister (13) is quantitatively desorbed during the operation of the engine (7), and the actual desorption amount is calculated by the flow sensor (9); after the desorption is completed, before the next refueling, if the ECU (4) determines that the main carbon canister (17) has no remaining working capacity, it will instruct the desorption pump (15) to quantitatively desorb the main carbon canister (17), and the remaining working capacity of the auxiliary carbon canister (13) is less than 1 / 2, and the desorption is stopped.

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