Fuel system, fuel supply system and vehicle

Abstract

The present application relates to the technical field of vehicles and discloses a fuel system, a fuel supply system and a vehicle, wherein the fuel system comprises a fuel tank, a fuel filling pipeline, a return gas pipeline, a pressure sensor and a main control unit; the main control unit is configured to control a return gas pipeline cover to open when a fuel filling instruction is received; after determining that the return gas pipeline is in communication with a gas collecting pipeline of a gas collecting system through a locking structure, the main control unit controls an FTIV valve to open, so that fuel vapor in the fuel tank is collected to the gas collecting system through the return gas pipeline and the gas collecting pipeline; when the pressure value is less than a preset pressure value, the main control unit controls a fuel filling pipeline cover to open, so that fuel is added to the fuel tank through the fuel filling pipeline. The fuel system can improve the design freedom, pressure resistance range and weather resistance of the fuel tank, release a large amount of vehicle layout space, reduce the layout workload, reduce the emission of the vehicle, shorten the development cycle of the vehicle, reduce the workload and cost of calibration, and improve the stability of engine operation.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a fuel system, a fuel supply system and a vehicle. BACKGROUND

[0002] With the continuous increase of the number of vehicles in China, motor vehicle pollutants have become an important source of environmental pollution in China. In order to further improve air quality, it is necessary to control fuel evaporation emissions during refueling to prevent fuel vapor from being directly discharged into the atmosphere.

[0003] In the related art, activated carbon canisters are usually used to collect fuel vapor. However, since the activated carbon canister needs to collect fuel vapor generated when the vehicle is parked, fuel vapor generated during driving, and fuel vapor generated during refueling, a larger activated carbon canister, a complete set of adsorption and desorption pipelines, and an atmospheric pipeline are required. Further, in order to ensure the integrity of the fuel and fuel evaporation control system during use, a leak diagnosis module, a pressure sensor, and a dust filter are also required. In addition, in order to prevent the fuel in the fuel tank from entering the activated carbon canister when the tank is filled, a FLVV valve (Fill Limit Venting Valve) and a GVV valve (Grade Venting Valve) are required in the fuel tank, and a FTIV valve (Fuel Tank Isolation Valve) is additionally required in a plug-in hybrid vehicle or a range extended electric vehicle. In addition, a desorption strategy and a leak diagnosis strategy need to be developed and the system needs to be calibrated.

[0004] However, this system has high cost, is difficult to arrange, has high emissions, and has a long calibration period. If the design is not reasonable or the calibration is not in place, there will still be a series of risks such as emission over standard and fines. SUMMARY

[0005] The present application aims to at least partially solve one of the technical problems in the related art. To this end, the first object of the present application is to provide a fuel system that absorbs fuel vapor generated by releasing high pressure in the fuel tank before refueling and fuel vapor generated during refueling through a secondary oil vapor recovery device of a refueling station, which can solve a series of problems such as complex structure, high emissions, high cost, difficult arrangement, and long calibration period of the current fuel system, improve the design freedom, pressure resistance range, and weather resistance of the fuel tank, release a large amount of vehicle arrangement space, reduce the arrangement workload, reduce the emissions of the vehicle as the number of components is reduced, shorten the development period of the vehicle, reduce the workload and cost of calibration, and improve the stability of the engine.

[0006] The second object of the present application is to provide a fuel supply system.

[0007] The third object of the present application is to provide a vehicle.

[0008] To achieve the above object, the first aspect of the present application provides a fuel supply system, comprising a fuel tank, a fuel filling pipeline, a gas return pipeline, a pressure sensor and a main control unit; the gas return pipeline comprises a first gas return end and a second gas return end, and the gas return pipeline is provided with an FTIV valve; the first gas return end is connected with the fuel tank, and the second gas return end is provided with a locking structure and a gas return pipe cover; the fuel filling pipeline comprises a first fuel filling end and a second fuel filling end, wherein the first fuel filling end is connected with the fuel tank, and the second fuel filling end is provided with a fuel filling pipe cover; the pressure sensor is arranged at the top of the fuel tank, used for detecting the pressure value in the fuel tank and sending the pressure value to the main control unit; when receiving a fuel filling instruction, the main control unit controls the gas return pipe cover to be opened; after determining that the gas return pipeline is communicated with a gas collecting pipeline of a gas collecting system through the locking structure, the main control unit controls the FTIV valve to be opened, so as to collect the fuel vapor in the fuel tank to the gas collecting system through the gas return pipeline and the gas collecting pipeline; when the pressure value is less than a preset pressure value, the main control unit controls the fuel filling pipe cover to be opened, so as to add fuel to the fuel tank through the fuel filling pipeline.

[0009] In addition, the fuel supply system according to the above embodiments of the present application can also have the following additional technical features:

[0010] According to some embodiments of the present application, the second gas return end is sequentially provided with a sunken step structure and a trapezoidal boss structure, and the trapezoidal boss structure is close to the port of the second gas return end; the locking structure comprises a first metal spring seat, a first metal spring, a second metal spring seat and a second metal spring; the first metal spring seat and the second metal spring seat are symmetrically arranged at the step of the sunken step structure, the first metal spring is connected with the first metal spring seat, and the second metal spring is connected with the second metal spring seat.

[0011] According to some embodiments of the present application, when the gas return pipeline is communicated with the gas collecting pipeline, the first metal spring and the second metal spring are compressed, the first metal spring is electrically connected with the second metal spring through the metal joint of the first gas collecting end of the gas collecting pipeline; the main control unit sends an electric signal to the FTIV valve through the first metal spring and the second metal spring, so that the FTIV valve is opened.

[0012] According to some embodiments of the present application, the fuel system further comprises a return pipe cover motor, the return pipe cover motor being in communication connection with the master control unit; the return pipe cover motor is provided with a first locking pin, the first locking pin interferes with the return pipe cover when exposed to control the return pipe cover to be closed; when the master control unit receives the refueling instruction, the master control unit sends a first opening instruction to the return pipe cover motor, so that the return pipe cover motor controls the first locking pin to be retracted according to the first opening instruction, and the interference between the first locking pin and the return pipe cover is released, so that the return pipe cover is opened.

[0013] According to some embodiments of the present application, the fuel system further comprises a refueling pipe cover motor, the refueling pipe cover motor being in communication connection with the master control unit; the refueling pipe cover motor is provided with a second locking pin, the second locking pin interferes with the refueling pipe cover when exposed to control the refueling pipe cover to be closed; when the master control unit responds to the pressure value being less than the preset pressure value, the master control unit sends a second opening instruction to the refueling pipe cover motor, so that the refueling pipe cover motor controls the second locking pin to be retracted according to the second opening instruction, and the interference between the second locking pin and the refueling pipe cover is released, so that the refueling pipe cover is opened.

[0014] According to some embodiments of the present application, the fuel system further comprises: when the return pipe is separated from the gas collecting pipe along the axial direction, the first metal spring and the second metal spring are disconnected, and the FTIV valve is closed.

[0015] According to some embodiments of the present application, the fuel system further comprises: the master control unit is further configured to send a first locking instruction to the return pipe cover motor in response to the vehicle speed of the target vehicle being not zero or the parking time of the target vehicle being greater than a preset time threshold, so that the return pipe cover motor controls the first locking pin to be exposed according to the first locking instruction, the first locking pin interferes with the return pipe cover, and the return pipe cover is locked.

[0016] According to some embodiments of the present application, the fuel system further comprises: the master control unit is further configured to send a second locking instruction to the refueling pipe cover motor in response to the vehicle speed of the target vehicle being not zero or the parking time of the target vehicle being greater than a preset time threshold, so that the refueling pipe cover motor controls the second locking pin to be exposed according to the second locking instruction, the second locking pin interferes with the refueling pipe cover, and the refueling pipe cover is locked.

[0017] The fuel system according to the embodiment of the present application comprises an oil tank, a refueling pipeline, a gas return pipeline, a pressure sensor and a main control unit; the gas return pipeline comprises a first gas return end and a second gas return end, and the gas return pipeline is provided with an FTIV valve; the first gas return end is connected with the oil tank, and the second gas return end is provided with a locking structure and a gas return pipe cover; the refueling pipeline comprises a first refueling end and a second refueling end, wherein the first refueling end is connected with the oil tank, and the second refueling end is provided with a refueling pipe cover; the pressure sensor is arranged at the top of the oil tank, is used for detecting the pressure value in the oil tank, and sends the pressure value to the main control unit; when receiving a refueling instruction, the main control unit controls the gas return pipe cover to be opened; after determining that the gas return pipeline is communicated with a gas collecting pipeline of a gas collecting system through the locking structure, the main control unit controls the FTIV valve to be opened, so that the fuel vapor in the oil tank is collected to the gas collecting system through the gas return pipeline and the gas collecting pipeline; when the pressure value is less than a preset pressure value, the main control unit controls the refueling pipe cover to be opened, so that fuel is added to the oil tank through the refueling pipeline. Thus, the fuel system can absorb the fuel vapor generated by the high-pressure oil tank pressure release before refueling of the oil tank and the fuel vapor generated during refueling through the secondary oil vapor recovery device of the refueling station, can solve a series of problems such as complex structure, high emission, high cost, difficult arrangement, long calibration period and the like of the current fuel system, can improve the design freedom, pressure resistance range and weather resistance of the oil tank, can release a large amount of vehicle arrangement space, can reduce the arrangement workload, the emission of the vehicle can also be reduced along with the reduction of components, the development cycle of the vehicle can be shortened, the workload and calibration cost of calibration can be reduced, and the stability of engine operation can be improved.

[0018] The second object of the present application is to provide a fuel supply system, which can absorb the fuel vapor generated by the high-pressure oil tank pressure release before refueling of the oil tank and the fuel vapor generated during refueling through the secondary oil vapor recovery device of the refueling station, can solve a series of problems such as complex structure, high emission, high cost, difficult arrangement, long calibration period and the like of the current fuel system, can improve the design freedom, pressure resistance range and weather resistance of the oil tank, can release a large amount of vehicle arrangement space, can reduce the arrangement workload, the emission of the vehicle can also be reduced along with the reduction of components, the development cycle of the vehicle can be shortened, the workload and calibration cost of calibration can be reduced, and the stability of engine operation can be improved.

[0019] To achieve the above object, the second embodiment of the present application provides a fuel supply system, which comprises the above fuel system and a gas collecting system, and the gas collecting system comprises a gas collecting pipeline and a gas collecting recovery device; the gas collecting pipeline is used for being communicated with the gas return pipeline through the locking structure, so as to collect the fuel vapor in the oil tank through the gas return pipeline; and the gas collecting recovery device is used for storing the fuel vapor collected by the gas collecting pipeline.

[0020] In addition, the fuel supply system according to the above embodiment of the present application can have the following additional technical features:

[0021] According to some embodiments of the present application, the inside of the first gas collecting end of the gas collecting pipeline is provided with a receiving groove in the circumferential direction, a reset metal spring is arranged in the receiving groove, and the reset metal spring is connected with a locking steel ball; when the gas collecting pipeline is assembled with the gas returning pipeline in the axial direction, the locking steel ball contacts with the oblique side of the trapezoidal boss structure, the locking steel ball is pressed into the receiving groove, when the locking steel ball further crosses the straight side of the trapezoidal boss structure, the locking steel ball is re-pressed out under the action of the reset metal spring, is clamped at the other oblique side of the trapezoidal boss structure, and the gas collecting pipeline is communicated with the gas returning pipeline.

[0022] According to some embodiments of the present application, the second gas collecting end of the gas collecting pipeline is communicated with a gas collecting and recovering device.

[0023] According to some embodiments of the present application, the first gas collecting end is provided with a conductive metal joint.

[0024] The oil supply system according to the embodiments of the present application comprises the fuel system and the gas collecting system, the gas collecting system comprises a gas collecting pipeline and a gas collecting and recovering device; the gas collecting pipeline is used for being communicated with the gas returning pipeline through the locking structure to collect the fuel vapor in the fuel tank through the gas returning pipeline; and the gas collecting and recovering device is used for storing the fuel vapor collected by the gas collecting pipeline. Thus, the fuel vapor generated by the high-pressure fuel tank pressure release before the fuel tank is refueled and the fuel vapor generated during the refueling process are absorbed by the secondary oil vapor recovery device of the refueling station, a series of problems such as complex structure, high emission, high cost, difficult arrangement, long calibration period and the like of the current fuel system can be solved, the design freedom, pressure resistance range and weather resistance of the fuel tank are improved, a large amount of vehicle arrangement space is released, the arrangement workload is reduced, the emission of the vehicle is also reduced with the reduction of components, the development cycle of the vehicle is shortened, the calibration workload and calibration cost are reduced, and the stability of engine operation is improved.

[0025] To achieve the above object, the third aspect of the present application provides a vehicle comprising the fuel system.

[0026] The vehicle according to the embodiments of the present application absorbs the fuel vapor generated by the high-pressure fuel tank pressure release before the fuel tank is refueled and the fuel vapor generated during the refueling process through the secondary oil vapor recovery device of the refueling station, a series of problems such as complex structure, high emission, high cost, difficult arrangement, long calibration period and the like of the current fuel system can be solved, the design freedom, pressure resistance range and weather resistance of the fuel tank are improved, a large amount of vehicle arrangement space is released, the arrangement workload is reduced, the emission of the vehicle is also reduced with the reduction of components, the development cycle of the vehicle is shortened, the calibration workload and calibration cost are reduced, and the stability of engine operation is improved.

[0027] Additional aspects and advantages of the present application will be made apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 Flow chart of refueling of a tank in accordance with some embodiments of the application;

[0029] Figure 2 Flow chart of refueling of a tank in accordance with some embodiments of the application;

[0030] Figure 3 Flow chart of refueling of a tank in accordance with some embodiments of the application;

[0031] Figure 4 Flow chart of refueling of a tank in accordance with some embodiments of the application;

[0032] Figure 5 Flow chart of refueling of a tank in accordance with some embodiments of the application;

[0033] Figure 6 Flow chart of refueling of a tank in accordance with some embodiments of the application;

[0034] Figure 7 Flow chart of refueling of a tank in accordance with some embodiments of the application;

[0035] Figure 8 Flow chart of refueling of a tank in accordance with some embodiments of the application;

[0036] BRIEF DESCRIPTION OF DRAWINGS

[0037] 1-ECU, 2-fueling signal wire harness, 3-second adsorption pipeline, 4-fueling button, 5-recirculation tee, 6-FTIV valve control wire harness, 7-first adsorption pipeline, 8-first recirculation pipeline, 9-FTIV valve, 10-liquid collector outlet pipeline, 11-first GVV valve outlet pipeline, 12-first GVV valve, 13-liquid collector outlet port, 14-first liquid collector inlet port, 15-liquid collector, 16-second liquid collector inlet port, 17-liquid collector inlet tee, 18-FLVV outlet pipeline, 19-FLVV, 20-oil level sensor and float, 21-fuel pump outlet port, 22-fuel pump flange, 23-fuel pump outlet pipe (in-tank), 24-pressure sensor, 25-fuel pump core, 26-fuel pump storage tank, 27-high pressure tank reinforcing column (multiple), 28-full liquid level surface, 29-second GVV valve, 30-fuel tank, 31-ICV, 32-fueling connecting hose, 33-second GVV valve outlet pipeline, 34-throttle valve, 35-pressure sensor wire harness, 36-fuel pump outlet pipe (out-tank), 37-fuel filler cap motor control wire harness, 38-fuel filler cap motor, 39-fuel tank cap, 40-fuel filler cap (open state), 41-fuel filler hose, 42-second recirculation pipeline, 43-fuel tank cap, 44-recirculation pipe inlet, 45-fuel filler port shield, 46-fuel filler cap (closed state), 47-high pressure fuel pump, 48-engine, 49-air cleaner, 50-first inlet connecting pipe, 51-desorption inlet, 52-second inlet connecting pipe, 53-fifth desorption pipe, 54-desorption venturi, 55-turbocharger, 56-fourth desorption pipe, 57-boost pipeline, 58-desorption drive pipe, 59-intake manifold, 60-desorption tee, 61-third desorption pipe, 62-dual one-way valve tee with pressure sensor, 63-second desorption pipe, 64-carbon canister solenoid valve, 65-first desorption pipe, 66-carbon canister desorption pipe port, 67-carbon canister adsorption pipe port, 68-activated carbon canister, 69-carbon canister air vent pipe port, 70-first air vent pipeline, 71-leak diagnosis module, 72-second air vent pipeline, 73-carbon canister filter, 101-main control unit, 102-fueling signal wire harness, 103-fueling control button, 104-pressure sensor wire harness, 105-first return gas end, 106-FTIV valve, 107-full liquid level surface, 108-fuel pump outlet port, 109-oil level sensor and float, 110-fuel pump outlet pipeline (in-tank), 111-fuel pump core, 112-storage tank, 113-pressure sensor, 114-fuel pump flange, 115-high pressure tank reinforcing column, 116-tank, 117-fueling connecting hose, 118-ICV valve, 119-FTIV valve control first wire harness, 120-FTIV valve control second wire harness, 121-fueling pipeline, 121a-first fueling end, 121b-second fueling end, 122-fueling port,123a - first metal spring, 123b - first metal spring seat, 124a - second metal spring, 124b - second metal spring seat, 125 - second gas return end, 126 - fuel filler cap (integrated gas return pipe cap 131, fuel filler cap 129), 127 - gas return pipe dust cover, 128 - fuel filler cap shroud, 129 - fuel filler cap, 130 - fuel tank cap, 131 - gas return pipe cap, 132 - gas return pipe port, 133 - fuel filler cap motor, 134 - gas return pipe cap motor, 135 - fuel filler cap motor wiring harness, 136 - gas return pipe cap motor wiring harness, 137 - air cleaner, 138 - high-pressure fuel pump, 139 - intake connection pipe, 140 - fuel pump oil outlet pipeline, 141 - turbocharger, 142 - turbocharger pipe, 143 - intake manifold, 144 - engine, 145 - reset metal spring, 146 - locking steel ball, 147 - rubber sealing ring, 148 - electrically conductive metal joint, 149 - gas collection pipeline and electrically conductive metal joint connection structure, 150 - gas collection pipeline, 151 - gas collection recovery device, 152 - gas return pipeline, 153 - locking structure, 154 - first locking pin and 155 - second locking pin. DETAILED DESCRIPTION

[0038] In order to make the objectives, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to specific embodiments and drawings.

[0039] It should be noted that, unless otherwise defined, technical terms or scientific terms used in the embodiments of the present application should be understood as their common meanings to those skilled in the art to which the present application pertains. The terms "first", "second" and similar terms used in the embodiments of the present application do not denote any order, quantity or importance, but are only used to distinguish different components. The terms "comprise", "include" and similar terms mean that the elements or objects before the terms encompass the elements or objects listed after the terms and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" and similar terms do not mean physical or mechanical connection, but can include electrical connection, whether direct or indirect. The terms "upper", "lower", "left", "right" and the like only represent relative positional relationships, and when the absolute positions of the described objects change, the relative positional relationships may also change accordingly.

[0040] As the background part, with the continuous increase of the number of vehicles in our country, motor vehicle pollutants have become an important source of environmental pollution in our country, in order to further improve air quality, need to control the fuel evaporation emission when refueling, fuel vapor can not be directly discharged into the atmosphere, but to use the carbon tank for collection, compared with the direct discharge of fuel vapor into the atmosphere, the vapor recovery is more than 95%, and a main part related to fuel evaporation is activated carbon tank, the carbon tank not only collects the fuel vapor in the process of vehicle parking and driving, but also collects the fuel vapor when refueling, so a larger carbon tank is needed, in order to prevent the gun, the cost of columnar carbon is higher.

[0041] The pipeline connected with the activated carbon tank usually has three kinds of pipelines, the first kind is the adsorption pipeline from the tank to the carbon tank, in order to reduce the intake resistance when refueling, the adsorption pipeline needs to use larger inner diameter (such as Φ13.5, i.e. 13.5mm); The second kind is the desorption pipeline from the carbon tank to the engine, the pipeline needs to increase the carbon tank electromagnetic valve to control the desorption, the opening time and opening frequency of the carbon tank electromagnetic valve are controlled by ECU (Engine Control Unit, engine control unit), for supercharged engine, the desorption pipeline is divided into 2 ways, when not supercharged, the desorption pipeline is directly connected to the intake manifold, when the engine is supercharged, the pressure difference between the positive pressure in the intake manifold and the constant pressure before the increase is used to drive the venturi, and the desorption is carried out by venturi effect; The third kind is the atmospheric pipeline, in order to prevent water from entering the carbon tank when the vehicle is involved in water, the pipeline is usually led to a higher position in the wheel cover.

[0042] In addition, in order to ensure the integrity of the fuel and fuel evaporation control system during use, the fuel system leak diagnosis function is additionally increased, the leak diagnosis module and pressure sensor need to be increased, in order to prevent the damage of the fuel system leak diagnosis module, the carbon tank ash filter needs to be added on the carbon tank atmospheric pipeline to effectively protect the leak diagnosis module.

[0043] For the fuel system, the fuel vapor generated when the fuel tank is refueled is no longer directly discharged into the atmosphere, but is directly discharged into the carbon canister. In order to prevent the fuel in the fuel tank from entering the activated carbon canister when the fuel tank is filled, an FLVV valve is used in the fuel tank, which is closed when the fuel tank is filled. On the one hand, the fueling flow can be effectively controlled, and on the other hand, liquid fuel can be prevented from entering the carbon canister. In order to ensure normal breathing of the fuel tank during vehicle use, at least one GVV valve is also used in the fuel tank. The valve is a pressure opening valve, which can effectively prevent over-fueling, and can also ensure the tank ventilation function of the vehicle under various operating conditions and various fuel amounts. The activated carbon canister only temporarily stores fuel vapor. When the engine is running, the fuel vapor in the carbon canister needs to be desorbed in time to prevent the carbon canister from overflowing and causing emissions to exceed the standard. However, the desorbed fuel vapor also needs to be effectively controlled to prevent affecting the engine combustion. Therefore, the desorption strategy of the carbon canister needs to be calibrated. At the same time, the leakage of the fuel system also needs to develop a corresponding diagnosis strategy to ensure the rationality and accuracy of the diagnosis results.

[0044] For plug-in hybrid electric vehicles or extended-range electric vehicles and other new energy vehicles, considering the electric driving condition, the engine cannot effectively desorb the activated carbon canister when it is not working. In order to prevent the evaporation of a large amount of fuel vapor in the fuel tank from causing the carbon canister to overflow, eventually leading to fuel vapor leakage, an FTIV valve is usually added to the adsorption pipeline of the carbon canister. The valve is a normally closed valve that can temporarily store fuel vapor in the fuel tank. The pressure in the fuel tank will increase, so plug-in hybrid electric vehicles or extended-range electric vehicles and other new energy vehicles need to use high-pressure fuel tanks. The traditional fuel tank is increased with a reinforcing structure to ensure that the deformation of the fuel tank under high pressure is within the design allowable range. When the fuel tank is refueled or the pressure in the fuel tank exceeds a certain limit, the FTIV valve will open, releasing the fuel vapor in the high-pressure fuel tank into the activated carbon canister. The fuel vapor generated during refueling will also be released into the activated carbon canister. Therefore, plug-in hybrid electric vehicles or extended-range electric vehicles and other new energy vehicles, like traditional fuel vehicles, also have activated carbon canisters and related pipelines for fuel evaporation, fuel system leakage diagnosis modules, and other components.

[0045] Therefore, at present, whether it is a fuel vehicle or a plug-in hybrid electric vehicle or an extended-range electric vehicle and other new energy vehicles, the fuel system needs to use a larger activated carbon canister, a complete set of adsorption and desorption pipelines and atmospheric pipelines, and a leakage diagnosis module and pressure sensors and ash filters. The FLVV valve and the GVV valve are used in the fuel tank. Plug-in hybrid electric vehicles or extended-range electric vehicles and other new energy vehicles also need to use an FTIV valve. At the same time, desorption strategies and leakage diagnosis strategies need to be developed and the system needs to be calibrated. This system not only has high cost, difficult layout, and large emissions, but also has a long calibration period. If the design is not reasonable or the calibration is not in place, there is still a risk of emissions exceeding the standard.

[0046] The applicant found in the process of implementing the present application that in the related art, the carbon canister is cancelled, and the oil vapor recovery system is configured as a closed recovery system, the fuel tank for storing fuel is connected with the gas storage tank through a connecting pipeline, a pressure sensor is installed on the fuel tank, and a controller controls the vacuum pump according to the pressure in the fuel tank. When the pressure in the fuel tank is relatively high, the vacuum pump pumps the fuel vapor in the fuel tank into the gas storage tank, and the gas storage tank is heat exchanged by a cooling device. The cooling device can be part of the vehicle cooling system or a separately arranged cooling device that circulates independently. The cooling device can cool and liquefy the fuel vapor in the gas storage tank, and the liquefied fuel flows back to the fuel tank through a return pipeline. In addition, the connecting pipeline also includes an exhaust pipeline arranged between the gas storage tank and the engine, and the fuel vapor in the gas storage tank can enter the engine through the exhaust pipeline. A first control valve is arranged on the exhaust pipeline to control the opening and closing of the exhaust pipeline, a second control valve is arranged on the return pipeline to control the opening and closing of the return pipeline, and a third control valve is arranged on the intake pipeline to control the opening and closing of the intake pipeline.

[0047] In the above-mentioned related art, the fuel vapor is stored in the cooling tank, and the fuel vapor is liquefied by the cooling device to cancel the carbon canister. However, the controller receives the pressure of the pressure sensor, and when the pressure is relatively high, the vacuum pump pumps the fuel vapor in the fuel tank into the gas storage tank, and the fuel vapor in the gas storage tank is cooled to liquid state by the cooling device and flows back to the fuel tank. However, if the vehicle is locked in a high-temperature working condition, and the controller detects that the pressure in the fuel tank is relatively high, if the operation of pumping and cooling is still continued, on the one hand, a large amount of power consumption will be generated, on the other hand, the continuous noise generated in the locked working condition will cause users to complain and panic, and on the other hand, the continuous operation of electrical components in the unattended locked working condition will cause unpredictable risks. In order to save a carbon canister, the system additionally increases a pressure sensor, a controller, a vacuum pump, three control valves and a plurality of pipelines, on the one hand, the control is too complex and prone to failure, and the adsorption and desorption structure with a carbon canister is simpler, on the other hand, the cost will be significantly increased, and on the third aspect, the complex structure makes the vehicle arrangement very difficult. Compared with the traditional carbon canister, the storage capacity of the gas storage tank for storing fuel vapor is significantly smaller, so the gas storage tank needs to be made very large, and the vehicle arrangement becomes very difficult.

[0048] In addition, the cooling device can be part of the vehicle cooling system or a separate cooling device for independent circulation. If it is part of the original cooling system, the temperature of the cooling liquid is very high under high temperature working conditions, and it is difficult to cool the fuel vapor to liquid fuel. Even if a separate cooling device is used, it is also difficult to cool the fuel vapor to liquid fuel under high temperature working conditions. When the vehicle is refueled, a large amount of fuel vapor will be generated quickly, and if the storage tank is too small or the cooling is not timely, the risk of high pressure in the fuel tank and refueling jump will occur. The storage tank is actively sent to the engine through the exhaust pipe, and the amount of desorption needs to be determined according to the working condition of the engine.

[0049] Therefore, although the related art can cancel the carbon canister, all the adsorption and desorption pipelines still exist, and the fuel system leakage diagnosis system still exists. However, due to the additional increase of multiple controllers, vacuum pumps and other components, the traditional leakage diagnosis method is no longer applicable, a new leakage diagnosis method needs to be adopted, and the diagnosis becomes more complex and uncertain.

[0050] Therefore, the present application provides a fuel system, comprising a fuel tank, a refueling pipeline, a return gas pipeline, a pressure sensor and a main control unit; the return gas pipeline comprises a first return gas end and a second return gas end, and the return gas pipeline is provided with an FTIV valve; the first return gas end is connected with the fuel tank, and the second return gas end is provided with a locking structure and a return gas pipe cover; the refueling pipeline comprises a first refueling end and a second refueling end, wherein the first refueling end is connected with the fuel tank, and the second refueling end is provided with a refueling pipe cover; the pressure sensor is arranged at the top of the fuel tank and is used for detecting the pressure value in the fuel tank and sending the pressure value to the main control unit; the main control unit is used for controlling the return gas pipe cover to open when receiving a refueling instruction; after determining that the return gas pipeline is communicated with the gas collecting pipeline of the gas collecting system through the locking structure, the FTIV valve is controlled to open, so that the fuel vapor in the fuel tank is collected to the gas collecting system through the return gas pipeline and the gas collecting pipeline; when the pressure value is less than a preset pressure value, the main control unit controls the refueling pipe cover to open, so that the fuel tank is added with fuel through the refueling pipeline. Thus, the fuel system can absorb the fuel vapor generated by the release of high pressure in the fuel tank before refueling and the fuel vapor generated during refueling through the secondary oil vapor recovery device of the refueling station, can solve a series of problems such as complex structure, high emission, high cost, difficult arrangement, long calibration period and the like of the existing fuel system, can improve the design freedom, pressure resistance range and weather resistance of the fuel tank, can release a large amount of vehicle arrangement space, can reduce the arrangement workload, the emission of the vehicle can also be reduced with the reduction of components, the development period of the vehicle can be shortened, the workload and calibration cost of calibration can be reduced, and the stability of engine operation can be improved.

[0051] Reference Figure 1 is a schematic view of a fuel system in the related art according to some embodiments of the present application.

[0052] In the related art, a low-emission fuel tank 30 with a 6-layer structure is generally used. For the current plug-in hybrid electric vehicle or extended-range electric vehicle model, the driving range in electric mode is longer, usually more than 100 km. In electric mode, the engine usually does not work, and cannot effectively desorb. Therefore, the current plug-in hybrid electric vehicle or extended-range electric vehicle model needs to add an FTIV valve 9 on the oil tank to the active carbon canister 68 liquid collector oil outlet pipeline 10. The valve is a normally closed valve to prevent a large amount of fuel vapor in the tank from flowing out. Since the fuel vapor in the tank is trapped inside the tank, the pressure in the tank will change greatly with changes in ambient temperature. Therefore, a high-pressure tank is required, which requires the pressure of the high-pressure tank to be in the range of -15 kPa to +35 kPa, and the deformation of the tank to be in the range of <10 mm.

[0053] In order to increase the anti-deformation ability of the tank, high-pressure tank reinforcing columns (multiple) 27 are added to the tank. The fuel pump assembly is arranged in the fuel tank 30, and the fuel pump core 25 is arranged in the fuel pump oil bucket 26. The fuel pump draws oil from the bottom of the tank, through the fuel pump oil outlet pipe (in the tank) 23 to the fuel pump oil outlet pipe opening 21 on the fuel pump flange 22, and then through the fuel pump oil outlet pipe (outside the tank) 36 to the high-pressure pump 47 on the engine 48 for engine combustion. The oil level sensor and the float 20 are fixed on the side wall of the fuel pump oil bucket 26. The float will float up and down with the height of the fuel liquid level in the tank. The other end of the float rod slides back and forth on the oil level sensor. The resistance of the oil level sensor changes with the change of the oil quantity in the tank, which can accurately measure the oil quantity in the tank. One of the main components related to system fuel evaporation is the activated carbon canister 68. By using the activated carbon canister 68 to collect fuel vapor, the activated carbon canister 68 not only collects fuel vapor when refueling, but also collects fuel vapor released from the tank when the FTIV valve 9 is opened during engine operation. Therefore, a larger carbon canister is required. In order to prevent gun jumping, a columnar carbon with smaller resistance and higher cost is required.

[0054] There are usually three kinds of pipes connected with the activated carbon canister 68. The first one is the adsorption pipe from the oil tank to the activated carbon canister 68. The fuel vapor in the oil tank flows into the canister outlet pipe 10 from the canister outlet pipe opening 13 of the liquid collector 15, then flows into the first adsorption pipe 7 through the FTIV valve 9, and is divided into two paths through the recirculation tee 5. The thicker one flows to the second adsorption pipe 3, then to the activated carbon canister adsorption pipe opening 67, and finally into the activated carbon canister 68. The thinner one flows to the first recirculation pipe 8, then to the second recirculation pipe 42 through the throttle valve 34, and finally enters the recirculation inlet 44 on the fuel filler pipe 41. The recirculation pipe has two functions. On the one hand, it can reduce the amount of air sucked into the oil tank through the recirculation of fuel vapor, thereby reducing the volume of the air-fuel mixture in the oil tank, so as to reduce the load of the activated carbon canister 68. However, the recirculation amount cannot be too large, otherwise it will cause the fueling emission to exceed the standard. Therefore, the throttle valve 34 is added to the pipe to control the amount of recirculated vapor. On the other hand, in the case that the ICV valve is overwhelmed by fuel, the recirculation pipe can effectively diagnose the leakage of the fuel filler pipe.

[0055] The second pipe connected with the activated carbon canister 68 is the desorption pipe from the activated carbon canister 68 to the engine 48. The carbon canister electromagnetic valve 64 needs to be added to the pipe to control desorption. When the engine 48 is desorbed, the fuel vapor will flow from the carbon canister desorption pipe opening 66 into the first desorption pipe 65, then flow to the second desorption pipe 63 through the carbon canister electromagnetic valve 64. The opening time and frequency of the carbon canister electromagnetic valve are controlled by the ECU. For a supercharged engine, the desorption pipe is divided into two paths through the double one-way valve tee 62 with a pressure sensor 24. The pressure sensor 24 can be used to determine whether the desorption pipe is disconnected or leaked. When the engine 48 is not supercharged, the fuel vapor will enter the intake manifold 59 through the third desorption pipe 61. When the engine 48 is supercharged, the fuel vapor will take the positive pressure in the intake manifold 59 through the desorption tee 60, then flow through the desorption drive pipe 58 to drive the desorption venturi 54. The other end of the desorption venturi 54 is connected to the desorption inlet 51 through the fifth desorption pipe 53. The desorption inlet 51 is connected in series between the first intake connection pipe 50 and the second intake connection pipe 52 from the air filter 49 to the turbocharger 55. This end is at atmospheric pressure. The desorption venturi 54 uses the venturi effect generated by the pressure difference to desorb through the fourth desorption pipe 56. The desorbed fuel vapor first enters the turbocharger 55, then flows into the intake manifold 59 through the supercharging pipe 57, and finally enters the engine 48 to participate in the combustion of the engine 48.

[0056] The third pipe connected with the activated carbon tank 68 is an air vent pipe from the activated carbon tank 68 to the atmosphere, which comprises a first air vent pipe 70 connected with the activated carbon tank air vent 69, the other end of the first air vent pipe 70 is connected with a leak diagnosis module 71, the other end of the leak diagnosis module 71 is connected with a second air vent pipe 72, the other end of the second air vent pipe 72 is connected with a carbon tank dust filter 73. In different working conditions, the gas flowing direction in the activated carbon tank air vent pipe is different. When the fuel tank is refueled, the gas in the activated carbon tank 68 can flow out to the atmosphere through the air vent pipe, when the activated carbon tank 68 is desorbed, the air will flow into the activated carbon tank 68 through the air vent pipe to realize the pressure balance in the activated carbon tank 68. In order to prevent water from entering the activated carbon tank 68 when the vehicle is wading, the carbon tank dust filter 73 is usually arranged at a relatively high position in the wheel cover. In order to ensure the integrity of the fuel and fuel vapor control system during use, the leak diagnosis module 71 is connected in series in the air vent pipe, which can block the air vent pipe and release positive pressure or negative pressure in the fuel vapor pipe, and finally determine whether there is a leak in the fuel system through the change rate of pressure. The main function of the carbon tank dust filter 73 is to protect the fuel system leak diagnosis module 71.

[0057] Reference Figure 2 The flow chart of refueling according to some embodiments of the present application.

[0058] S201, press the refueling button.

[0059] S202, the ECU controls the FTIV valve to open, and the fuel vapor in the fuel tank flows into the activated carbon tank.

[0060] S203, the pressure sensor detects the pressure in the fuel tank.

[0061] S204, determine whether the pressure <1kPa is true. If yes, execute step S205; if no, return to step S203.

[0062] S205, the ECU controls the refueling cap motor to unlock, the refueling cap is automatically popped open, the fuel tank cap is unscrewed, and the refueling is completed.

[0063] S206, install the fuel tank cap and close the refueling cap.

[0064] S207, when the vehicle speed >0 or the vehicle is locked or parked >20min, the ECU controls the refueling cap to lock and the FTIV valve to close.

[0065] Since the current plug-in hybrid or extended-range electric vehicle model adopts a high-pressure fuel tank, the pressure in the tank must be released before refueling. The refueling process is as follows: first, press the refueling button 4, and the refueling signal line bundle 2 will deliver the refueling signal to the engine ECU 1. The ECU 1 will control the FTIV valve 9 through the FTIV valve 9 control line bundle 6 to open the FTIV valve 9, and the fuel vapor in the fuel tank will be discharged into the activated carbon canister 68 through the first adsorption pipeline 7 and the second adsorption pipeline 3. The pressure in the tank will drop, and the pressure sensor 24 arranged on the fuel pump flange 22 will measure the pressure in the tank and transmit the pressure signal to the ECU 1 through the pressure sensor line bundle 35. When the monitored pressure is <1kPa, the ECU 1 will send an opening instruction to the refueling port cover motor 38 through the refueling port cover motor control line bundle 37, and the refueling port cover will be switched from the refueling port cover (closed state) 46 to the refueling port cover (open state) 40. Since the tank has dropped to normal pressure, the fuel tank cover 39, 44 can be unscrewed, and normal refueling can be performed. As for the current fuel vehicle, which is a normal pressure tank, before refueling, there is no need to have a tank pressure release process. As long as the vehicle is unlocked, the refueling port cover can be opened, and the fuel tank cover can be directly unscrewed to refuel. After refueling, the fuel tank cover 39, 44 is tightened again, and the refueling port cover 46 is closed. When the vehicle speed is >0 or the vehicle is locked or parked for >20min, the engine ECU 1 will send a locking instruction to the refueling port cover motor 38 through the refueling port cover motor control line bundle 37. As for the current plug-in hybrid or extended-range electric vehicle model, the engine ECU 1 will also close the FTIV valve 9 through the FTIV valve 9 control line bundle 6, and the high-pressure fuel tank 30 will return to a closed state.

[0066] For the current plug-in hybrid or extended-range electric vehicle models, the FTIV valve 9 is provided with a mechanical protection valve. When the monitored tank pressure > 35 kPa or pressure < -15 kPa, the mechanical protection valve will open for the protection of the tank, the fuel tank vapor will be quickly discharged into the activated carbon canister 68 or the outside air through the carbon canister ash filter 73 and the activated carbon canister 68 to the tank to prevent the tank from being damaged due to the pressure exceeding the limit. The fuel tank cap 39, 43 is usually a dead plug structure. For the current fuel vehicle, without FTIV valve 9 structure, the fuel tank cap is usually designed as a two-way opening valve, which is opened under extreme working conditions to protect the tank. When opened under positive pressure, the fuel vapor will be directly discharged into the atmosphere. The fuel vapor generated during refueling is no longer directly discharged into the atmosphere, but directly discharged into the activated carbon canister 68. The fuel tank needs to use FLVV valve 19. The fuel vapor generated during refueling will pass through the FLVV valve 19 through the gas outlet pipeline 18 of the FLVV valve 9 into the second liquid collector inlet 16, then into the liquid collector 15. The liquid collector is provided with a labyrinth structure, which can separate the liquid fuel and fuel vapor that accidentally enters the interior to prevent liquid fuel from entering the activated carbon canister 68, effectively preventing the activated carbon canister 68 from failing. When the fuel is filled to the full liquid level 28, the FLVV valve 19 is just closed, and the fuel vapor in the tank cannot be discharged, the pressure in the tank rises, causing the refueling to jump the gun. The FLVV valve 19 is closed when the fuel is filled, which can effectively control the refueling amount and prevent liquid fuel from entering the activated carbon canister 68.

[0067] Only one FLVV valve 19 is used in the fuel tank, which cannot guarantee the normal operation of the vehicle under various working conditions, because the arrangement position of the FLVV valve 19 in the fuel tank requires to be in the middle and low, when the vehicle is tilted and has more fuel, the FLVV valve 19 may always be in a closed state, and the fuel tank cannot work normally. Therefore, in addition to the FLVV valve 19, at least one or two GVV valves are used according to the shape of the fuel tank. The GVV valve is usually arranged at a position away from the center of the fuel tank, and the closing height of the GVV valve is higher than that of the FLVV valve 19. The valve is a pressure opening valve, which can effectively prevent over-fueling, and can guarantee the venting function of the fuel tank under various working conditions and various fuel amounts. Two GVV valves, i.e. the first GVV valve 12 and the second GVV valve 19, flow into the first liquid collector inlet pipe 14 through the first GVV valve outlet pipe 11 and the second GVV valve outlet pipe 33, respectively, and enter the second liquid collector inlet pipe 16 through the liquid collector inlet three-way pipe, then flow out of the liquid collector through the liquid collector outlet pipe 13, and finally enter the activated carbon tank 68. The activated carbon tank 68 only temporarily stores fuel vapor, and the fuel vapor in the activated carbon tank 68 needs to be desorbed in time when the engine is running, to prevent the activated carbon tank 68 from overflowing and causing emission exceeding. However, the desorbed fuel vapor also needs to be effectively controlled to prevent affecting the combustion of the engine, so the desorption strategy of the activated carbon tank 68 needs to be calibrated. At the same time, the leakage of the fuel system also needs to develop a corresponding diagnosis strategy to ensure that the diagnosis result is reasonable and accurate. In addition, in order to ensure that the fuel tank can work smoothly under various working conditions of the vehicle, a sufficient vapor space is reserved above the full liquid surface of the fuel tank, which is usually > 10% of the rated volume, so the space utilization rate of the fuel tank is low, and the space occupied by the fuel tank is large.

[0068] The fuel vapor control and leakage diagnosis system structure of the current plug-in hybrid electric vehicle or extended-range electric vehicle model is very complex, which not only has high cost, difficult arrangement, large emission, but also has long calibration period and high cost. If the design is unreasonable or the calibration is not in place, there is still a risk of emission exceeding.

[0069] The current fuel vehicle is compared with the plug-in hybrid electric vehicle or extended-range electric vehicle model, only the high-pressure fuel tank 30 is replaced by the normal-pressure fuel tank, the fuel tank does not need to use the reinforcing column 29, does not need to use the FTIV valve 9, does not need to use the pressure sensor 24, the opening pressure range of the fuel tank cover is small, and other structures are basically the same as those of the plug-in hybrid electric vehicle or extended-range electric vehicle model.

[0070] The fuel system, fuel supply system and vehicle according to the embodiments of the present application are described below with reference to the drawings.

[0071] Reference Figure 3Fig. 1 is a schematic diagram of a fuel system according to some embodiments of the present application.

[0072] The fuel system of the present application comprises a fuel tank 116, a fuel filling pipeline 121, a gas return pipeline 152, a pressure sensor 113 and a master control unit 101.

[0073] The fuel tank 116 is a high-pressure fuel tank. The fuel tank 116 has certain rigidity and strength. In the normal use of the vehicle, and under the condition that the fuel tank 116 is completely sealed, a certain pressure allowance needs to be reserved. Through the reasonable design of the internal reinforcing column of the surface reinforcing rib, the deformation of the fuel tank 116 is ensured to be within the pressure range of -20 kPa to +40 kPa, and the deformation of the fuel tank 116 meets the design requirement of <10 mm deformation. The high-pressure fuel tank can be used on new energy vehicles such as fuel vehicles, plug-in hybrid electric vehicles and extended-range electric vehicles.

[0074] The arrangement of the fuel pump assembly in the fuel tank 116 is the same as that of a conventional vehicle. The fuel pump core 111 is arranged in the oil storage bucket 112. The oil level sensor and the float 109 are fixed on the side wall of the fuel pump oil storage bucket 112. The float will float up and down with the high and low of the fuel level in the fuel tank 116. The other end of the float rod slides back and forth on the oil level sensor. The resistance value of the oil level sensor changes with the change of the oil quantity in the fuel tank 116, so that the oil quantity in the fuel tank 116 can be accurately measured. The fuel pump core 111 sucks oil from the bottom of the oil storage bucket 112, and the oil reaches the fuel pump oil outlet 108 through the fuel pump oil outlet pipeline (in the fuel tank 116) 110, and then reaches the high-pressure fuel pump 138 through the fuel pump oil outlet pipeline (outside the fuel tank 116), and then enters the engine 144 for combustion. The intake system is simpler than that of a conventional vehicle. After being filtered by the air filter 137, the air enters the turbocharger 141 through the air inlet connecting pipe 139, is pressurized, enters the turbocharged pipe 142, enters the intake manifold 143, and then enters the engine 144 for combustion.

[0075] The gas return pipeline 152 is a thick pipe with an inner diameter of about Φ18 (i.e. 18 mm). The gas return pipeline 152 is made of plastic. The gas return pipeline 152 is provided with an FTIV valve 106. The valve is a normally closed valve, which is only opened during fuel filling. The valve can realize the sealing function of the fuel tank 116. The FTIV valve 106 is also provided with a mechanical opening valve. The positive opening pressure is >40 kPa, and the negative opening pressure is <-20 kPa. The opening pressure value is higher than that of a conventional high-pressure fuel tank 116. The FTIV valve 106 is only opened under extremely special abnormal conditions, which effectively protects the fuel tank 116. Under other conditions, the FTIV valve 106 is always in a sealed state.

[0076] The return gas pipeline 152 comprises a first return gas end 105 and a second return gas end 125. The first return gas end 105 is arranged at a middle position of the opening in the oil tank 116 (i.e. the opening position of the first return gas end 105 is as close to the middle of the oil tank 116 as possible), and the opening height of the first return gas end 105 corresponds to the height of the normal volume liquid level, so as to control the refueling amount. The first return gas end 105 is connected with the oil tank 116 and the FTIV valve 106.

[0077] Reference Figure 4 Fig. 2 is a structural schematic view of the second return gas end of the return gas pipeline according to some embodiments of the present application.

[0078] The second return gas end 125 is arranged on the side of the vehicle body, near the second refueling end 121b. The second return gas end 125 is provided with a return gas pipeline dustproof cover 127, a return gas pipeline port cover 131 and a locking structure 153. Figure 6 The second return gas end 125 is sealingly connected with the fueling pipe port sheath. The opening height of the second return gas end 125 on the side of the vehicle body is higher than the height of the pressure balance hole of the fueling gun head, so as to ensure smooth jump of the fueling gun when the oil tank is full, and prevent over-fueling.

[0079] The fueling port 122 is connected with the oil tank cover 130, and the oil tank cover 130 seals the fueling port 122 when no fueling is performed. Since the oil tank 116 is a high-pressure fuel tank, the oil tank cover 130 can prevent the high-pressure fuel from leaking and prevent dust and other foreign matters from entering the fueling pipeline 121.

[0080] The second return gas end 125 is sequentially provided with a sunken step structure and a trapezoidal boss structure, and the trapezoidal boss structure is close to the port of the second return gas end 125.

[0081] The locking structure 153 comprises a first metal spring seat 123b, a first metal spring 123a, a second metal spring seat 124b and a second metal spring 124a. The first metal spring seat 123b and the second metal spring seat 124b are symmetrically arranged at the steps of the sunken step structure. In the fueling working condition, the first metal spring 123a is connected with the first metal spring seat 123b, and the second metal spring 124a is connected with the second metal spring seat 124b. In the non-fueling working condition, the first metal spring 123a is disconnected from the first metal spring seat 123b, and the second metal spring 124a is disconnected from the second metal spring seat 124b.

[0082] When the return gas pipeline 152 communicates with the gas collecting pipeline 150, it indicates that the fueling condition is in this case, the first metal spring 123a and the second metal spring 124a are compressed, and the first metal spring 123a is electrically connected with the second metal spring 124a through the metal joint of the first gas collecting end of the gas collecting pipeline 150. The main control unit 101 controls the FTIV valve 106 through the first wire harness 119 and the second wire harness 120 of the FTIV valve control respectively, and the two wire harnesses are connected to the first metal spring 123a and the first metal spring seat 123b and the second metal spring 124a and the second metal spring seat 124b of the second return gas end 125 respectively, and the main control unit 101 sends an electrical signal to the FTIV valve 106 through the first metal spring 123a and the second metal spring 124a, so that the FTIV valve 106 is opened, and the fuel exhaust gas can be discharged through the return gas pipeline 152.

[0083] When the return gas pipeline 152 is separated from the gas collecting pipeline 150 along the axial direction, it indicates that the non-fueling condition is in this case, the electrical connection between the first metal spring 123a and the second metal spring 124a is disconnected, and the FTIV valve 106 is closed, wherein the FTIV valve 106 is always in a closed state except in the fueling condition and the special abnormal condition.

[0084] The fueling pipeline 121 adopts a design mode with a liquid seal structure with an inner diameter of Φ25 (i.e. 25mm), and the fuel tank cover 130 is rotatably and sealingly connected with the fueling pipeline 121. The fueling pipeline 121 comprises a first fueling end 121a and a second fueling end 121b, wherein the first fueling end 121a is connected with the fuel tank 116 through the fueling connecting rubber pipe 117, and the end of the fueling pipeline 121 in the fuel tank 116 is provided with an ICV valve 118. The valve is a normally closed valve, which is only opened during fueling, and can effectively prevent fuel backflow. The second fueling end 121b is provided with a fueling pipe port cover and a locking structure 153, and the second fueling end 121b is sealingly connected with the fueling pipe port sheath by plug-in assembly.

[0085] The pressure sensor 113 is arranged at the top of the fuel tank 116, and is used for detecting the pressure value in the fuel tank 116 and sending the pressure value to the main control unit 101. In the non-fueling condition, the pressure sensor 113 can monitor whether the pressure in the fuel tank 116 is abnormal in real time, so as to judge whether there is leakage; in the fueling condition, the pressure sensor 113 can read the pressure value in the fuel tank 116, so as to judge when to open the fueling port cover to fuel.

[0086] The fuel system of the application further comprises a return gas pipe port cover motor 134 and a fueling pipe port cover motor 133.

[0087] The gas return pipe opening cover motor 134 is in communication connection with the main control unit 101, the gas return pipe opening cover motor 134 is provided with a first locking pin 154, the first locking pin 154 interferes with the gas return pipe opening cover 131 when exposed, and the first locking pin 154 controls the gas return pipe opening cover 131 to be closed.

[0088] When the main control unit 101 receives the refueling instruction, the main control unit 101 sends a first opening instruction to the gas return pipe opening cover motor 134, so that the gas return pipe opening cover motor 134 controls the first locking pin 154 to be retracted according to the first opening instruction, the interference between the first locking pin 154 and the gas return pipe opening cover 131 is released, and the gas return pipe opening cover 131 is opened.

[0089] The gas return pipe opening 132 is provided with a gas return pipe dust cover 127, when not refueling (not gas collecting), the gas return pipe dust cover 127 can not only avoid the leakage of fuel vapor, but also avoid the entry of foreign matters into the gas return pipe opening 132.

[0090] The fuel pipe opening cover motor 133 is in communication connection with the main control unit 101, the fuel pipe opening cover motor 133 is provided with a second locking pin 155, the second locking pin 155 interferes with the fuel pipe opening cover when exposed, and the second locking pin 155 controls the fuel pipe opening cover 129 to be closed.

[0091] When the pressure value detected by the pressure sensor 113 is less than the preset pressure value, the main control unit 101 sends a second opening instruction to the fuel pipe opening cover motor 133, so that the gas return pipe opening cover motor 134 controls the second locking pin 155 to be retracted according to the second opening instruction, the interference between the second locking pin 155 and the fuel pipe opening cover is released, and the fuel pipe opening cover 129 is opened.

[0092] It needs to be explained that the pressure resistance range of the oil tank 116 and the inner diameters of the fuel pipe 121 and the gas return pipe 152 are given specific data, but in fact, as long as the use requirements of the vehicle under various working conditions are met and the emission regulations are met, the pressure resistance range of the oil tank 116 and the inner diameters of the fuel pipe 121 and the gas return pipe 152 can also adopt other values.

[0093] As a specific embodiment, as shown in the flowchart of the oil tank refueling of the present application can include the following steps: Figure 5

[0094] S501, press the refueling button.

[0095] S502, the main control unit controls the gas return pipe opening cover motor through the gas return pipe opening cover motor wire harness, the first locking pin is retracted, and the gas return pipe opening cover is popped open.

[0096] S503, the gas collecting pipe of the gas collecting system is inserted into the second gas return end connector through the locking structure.

[0097] ​S504, the main control unit controls the first harness and the second harness of the FTIV valve to make the FTIV valve conductive and open, so as to collect the fuel vapor in the fuel tank to the collection system through the return pipe and the collection pipe.

[0098] S505, the pressure sensor detects the pressure in the fuel tank.

[0099] S506, it is judged whether the pressure value in the fuel tank is less than the preset pressure value. If yes, step S507 is executed; if no, step S506 is continuously executed.

[0100] S507, the main control unit controls the fuel filler cap motor through the fuel filler cap motor harness to make the second lock pin retract and the fuel filler cap open.

[0101] S508, the fuel tank cap is unscrewed, and fuel is added to the fuel tank through the fuel filler pipe.

[0102] S509, after the fuel is filled, the fuel gun is retracted, the locking structure is pulled out, the fuel tank cap and the return pipe cap are installed, the fuel filler cap and the return pipe cap are closed, and the conductive metal joint is pulled out.

[0103] S510, the power supply path of the FTIV valve is disconnected, the FTIV valve is closed, and the fuel filler cap and the return pipe cap are closed.

[0104] S511, when the speed of the target vehicle is not zero or the parking time of the target vehicle is greater than the preset time threshold, the main control unit controls the fuel filler cap and the return pipe cap to lock.

[0105] Continuing to refer to Figure 3 and referring to Figure 6Figure 2 is a schematic diagram of the connection end of the gas collection pipeline and the return gas pipeline according to some embodiments of the present application. When the refueling control button 103 is pressed, the refueling signal line bundle 102 will deliver the refueling instruction of the driver to the main control unit 101. When the refueling instruction is received, the main control unit 101 controls the return gas port cover motor 134 through the return gas port cover motor line bundle 136. The first locking pin 154 is retracted, the return gas port cover 131 is popped open, the locking structure 153 of the return gas pipeline is exposed, the return gas port dust cover 131 is removed, the gas collection pipeline 150 of the gas collection system is inserted through the locking structure 153 and the second return gas end 125, and after the insertion is completed, the locking structure 153 and the second return gas end 125 form an effective seal. At the same time, the first metal spring 123a and the first metal spring seat 123b and the second metal spring 124a and the second metal spring seat 124b are pushed during the assembly process, so that the first metal spring 123a and the first metal spring seat 123b and the second metal spring 124a and the second metal spring seat 124b are connected. The main control unit 101 controls the first line bundle 119 and the FTIV valve control second line bundle 120 to make the FTIV valve 106 conductive and open, so as to collect the fuel vapor in the fuel tank 116 to the gas collection system through the return gas pipeline 152 and the gas collection pipeline 150. Then, the fuel tank 116 starts to release pressure, the pressure sensor 113 on the fuel pump flange 114 detects the pressure value in the fuel tank, and transmits the pressure signal to the main control unit 101 through the pressure sensor line bundle 104. When the pressure signal is received, the main control unit 101 compares the pressure value in the fuel tank 116 with the preset pressure value. When the pressure value in the fuel tank 116 is less than the preset pressure value (<1kPa), the main control unit 101 controls the refueling port cover motor 133 through the refueling port cover motor line bundle 135. The second locking pin 155 is retracted, the refueling connector of the refueling pipeline is exposed, and the refueling port cover 129 is automatically popped open. The fuel tank cover 130 is unscrewed, the refueling gun is connected with the refueling connector of the refueling pipeline, and the fuel tank 116 is added with fuel through the refueling pipeline 121. When the fuel amount reaches the full liquid level 107 corresponding to the rated volume, the first refueling end 121a in the fuel tank 116 is just submerged by the fuel, the pressure in the fuel tank 116 rises, and the fuel rises along with the refueling pipeline 121 and the return gas pipeline 152. Since the opening height of the second refueling end 121b on the side of the vehicle body is higher than the height of the pressure balance hole in the head of the refueling gun, the refueling gun can be smoothly jumped when the fuel tank is full, and over-refueling is avoided. The fuel vapor generated by the pressure release of the fuel tank 116 before refueling and the fuel vapor generated during refueling are connected to the recovery device of the gas collection system of the refueling station, so that the fuel vapor is effectively recovered. Since the refueling pipeline 121 has a self-sealing function, the fuel vapor recovery is not required, and the refueling station only recovers the fuel vapor of the return gas pipeline 152.

[0106] After the oil tank 116 is filled with oil, the refueling gun is retracted, the gas collecting pipe 150 is pulled out, the tank cap 130 and the return gas pipe cap 131 are closed first, and then the refueling pipe cap 129 and the return gas pipe cap 131 are closed. The refueling pipe cap 129 and the return gas pipe cap 131 are integrated on the refueling pipe cap 126, and the A plane of the refueling pipe cap 126 has been shown in Figure 3 .

[0107] When the electrically conductive metal joint 148 is pulled out, the first metal spring 123a and the first metal spring seat 123b and the second metal spring 124a and the second metal spring seat 124b are disconnected again, the power supply path of the FTIV valve 106 is disconnected, the FTIV valve 106 is closed, and the oil tank 116 is in a completely closed state again.

[0108] When the target vehicle is not at zero speed or the target vehicle is parked for more than a preset time threshold (such as 20 minutes), the main control unit 101 sends a first locking instruction to the return gas pipe cap motor 134 through the return gas pipe cap motor wire harness 136 to make the return gas pipe cap motor 134 control the first locking pin 154 to be exposed according to the first locking instruction, so that the first locking pin 154 interferes with the return gas pipe cap 131 to lock the return gas pipe cap 131.

[0109] When the target vehicle is not at zero speed or the target vehicle is parked for more than a preset time threshold, the main control unit 101 sends a second locking instruction to the refueling pipe cap motor 133 through the refueling pipe cap motor wire harness 135 to make the refueling pipe cap motor 133 control the second locking pin 155 to be exposed according to the second locking instruction, so that the second locking pin 155 interferes with the refueling pipe cap to lock the refueling pipe cap.

[0110] In summary, the fuel system according to the embodiment of the present application comprises an oil tank, a refueling pipeline, a gas return pipeline, a pressure sensor and a master control unit; the gas return pipeline comprises a first gas return end and a second gas return end, and is provided with an FTIV valve; the first gas return end is connected with the oil tank, and the second gas return end is provided with a locking structure and a gas return pipe cover; the refueling pipeline comprises a first refueling end and a second refueling end, wherein the first refueling end is connected with the oil tank, and the second refueling end is provided with a refueling pipe cover; the pressure sensor is arranged at the top of the oil tank, is used for detecting the pressure value in the oil tank, and sends the pressure value to the master control unit; when receiving a refueling instruction, the master control unit controls the gas return pipe cover to be opened; after determining that the gas return pipeline is communicated with the gas collection pipeline of the gas collection system through the locking structure, the master control unit controls the FTIV valve to be opened, so as to collect the fuel vapor in the oil tank to the gas collection system through the gas return pipeline and the gas collection pipeline; when the pressure value is less than a preset pressure value, the master control unit controls the refueling pipe cover to be opened, so as to add fuel to the oil tank through the refueling pipeline. Thus, the fuel system can absorb the fuel vapor generated by the release of the high-pressure oil tank before the oil tank is refueled and the fuel vapor generated during the refueling process through the secondary oil vapor recovery device of the refueling station, can solve a series of problems such as complex structure, high emission, high cost, difficult arrangement, long calibration period and the like of the current fuel system, can improve the design freedom, pressure range and weather resistance of the oil tank, can release a large amount of vehicle arrangement space, can reduce the arrangement workload, the emission of the vehicle can also be reduced along with the reduction of components, the development period of the vehicle can be shortened, the calibration workload and calibration cost can be reduced, and the stability of engine operation can be improved.

[0111] The oil supply system according to the embodiment of the present application comprises a fuel system and a gas collection system, and the fuel system comprises an oil tank, a refueling pipeline, a gas return pipeline, a pressure sensor and a master control unit. Figure 7 FIG. 2 is a structural schematic diagram of the gas collection system according to some embodiments of the present application, and the gas collection system comprises a gas collection pipeline 150 and a gas collection recovery device 151.

[0112] The gas collection pipeline 150 is a flexible pipeline, the gas collection pipeline 150 is communicated with the gas return pipeline 152 through the locking structure 153, so as to collect the fuel vapor in the oil tank 116 through the gas return pipeline 152, and the inside of the first gas collection end of the gas collection pipeline 150 is provided with a receiving groove in the circumferential direction, the receiving groove is provided with a reset metal spring 145, and the reset metal spring 145 is connected with a locking steel ball 146.

[0113] When the gas collection pipeline 150 is assembled with the gas return pipeline 152 along the axial direction, the locking steel ball 146 is in contact with the oblique side of the trapezoidal boss structure, the locking steel ball 146 is pressed into the receiving groove, when the locking steel ball 146 further crosses the straight side of the trapezoidal boss structure, the locking steel ball 146 is re-ejected under the action of the reset metal spring 145, is clamped at the other oblique side of the trapezoidal boss structure, and the gas collection pipeline 150 is communicated with the gas return pipeline 152.

[0114] The one end of the FTIV valve control second wire harness 120 is connected with the FTIV valve 106, the other end of the FTIV valve control second wire harness 120 is connected with the second metal spring seat 124b of the second return gas end 125 of the return gas pipeline 152, the second metal spring seat 124b is connected with the second metal spring 124a, the one end of the FTIV valve control first wire harness 119 is connected with the main control unit 101, the other end of the FTIV valve control first wire harness 119 is connected with the first metal spring seat 123b of the second return gas end 125 of the return gas pipeline 152, the first metal spring seat 123b is connected with the first metal spring 123a. The gas collection device 151 is connected with the gas collection pipeline 150, the first gas collection end is connected with the conductive metal joint 148, the gas collection pipeline 150 is connected with the conductive metal joint in a corrugated interference press-fit structure, which can ensure reliable sealing. The second gas collection end of the gas collection pipeline 150 is communicated with the gas collection device 151, so as to collect the fuel vapor in the fuel tank 116 through the gas collection pipeline 150, and the gas collection device 151 stores the fuel vapor collected by the gas collection pipeline 150.

[0115] The front end surface of the conductive metal joint 148 is a plane, 6 groups of locking steel balls 146 and 6 groups of reset metal springs 145 are arranged uniformly around the plane, the reset metal springs 145 press the locking steel balls 146 on the opening of the inner cylindrical surface of the conductive metal joint 148, the exposed height is less than the radius of the reset metal spring 145, and the reset metal spring 145 will not fall out of the opening, a circle of conical rubber sealing ring 147 is arranged at a position away from the plane of the conductive metal joint 148, the second return gas end 125 of the return gas pipeline 152 is designed to have a sunken stepped structure and a trapezoidal boss structure matched with the conductive metal joint 148, when the conductive metal joint 148 is assembled with the return gas pipeline 152 along the axial direction, the six locking steel balls 146 around the conductive metal joint 148 will be pressed into the inside of the conductive metal joint 148 when contacting the inclined edge of the trapezoidal boss on the return gas pipeline 152, the six locking steel balls 146 will be pushed out again under the action of the reset metal spring 145 when crossing the straight edge of the trapezoidal boss, and are clamped at the other inclined edge of the trapezoidal boss, the conductive metal joint 148 and the return gas pipeline 152 have been reliably connected, at this time, through the size matching design, the rubber sealing ring 147 is pressed and sealed with the inclined edge of the trapezoidal boss.

[0116] At the same time, the front end of the conductive metal joint 148 is connected with the first metal spring 123a and the second metal spring 124a, the FTIV valve control first wire harness 119 and the FTIV valve control second wire harness 120 between the main control unit 101 and the FTIV valve 106 are conducted by the conductive metal joint 148, the FTIV valve 106 is opened, the fuel vapor in the fuel tank 116 flows into the gas collecting pipeline 150 through the return pipeline 152, and finally flows into the gas collecting and recycling device 151, and the fuel vapor is absorbed by the gas collecting and recycling device 151. When the refueling operation is completed, the conductive metal joint 148 can be pulled out in the axial direction, at this time, the six locking steel balls 146 are pressed into the inside of the conductive metal joint 148 again, the conductive metal joint 148 can be smoothly pulled out, the FTIV valve control first wire harness 119 and the FTIV valve control second wire harness 120 are disconnected again, the FTIV valve 106 returns to the closed state again, and the fuel tank 116 also returns to the sealed state.

[0117] In some embodiments, referring to Table 1, the cost comparison of the low-cost fuel system of the application and the fuel system of the traditional plug-in hybrid electric vehicle or extended-range electric vehicle.

[0118] Table 1

[0119]

[0120] As can be seen from Table 1, as long as the gas collecting and recycling device 151 is simply modified, mainly by replacing the gas collecting pipeline 150, taking the plug-in hybrid electric vehicle or extended-range electric vehicle as an example, the cost of a single vehicle can be reduced by 670 yuan, and the standard cost of a single vehicle can be saved by 500,000 yuan.

[0121] Therefore, through simple modification of the gas collecting and recycling device 151, the cost reduction is very considerable for large-scale production vehicles. And by optimizing the gas collecting and recycling device 151, the energy utilization efficiency is improved, the energy waste is reduced, and the energy saving effect is improved, which is very important for improving the efficiency of the entire energy system.

[0122] Thus, as long as the high-pressure fuel tank is used on traditional vehicles or new energy vehicles such as plug-in hybrid electric vehicles or extended-range electric vehicles, and the high-pressure fuel tank is in a closed state except for the refueling condition and has a certain rigidity and strength, the deformation amount of the fuel tank 116 can meet the design requirement of maximum deformation < 10 mm in all vehicle normal use conditions and in the case of complete sealing of the fuel tank 116 by increasing the reinforcing ribs on the surface of the fuel tank 116 or optimizing the structure of the fuel tank reinforcing column 115. In order to effectively protect the fuel tank 116 in the case of abnormal increase or decrease of the pressure in the fuel tank 116 under extreme special conditions, a mechanical opening valve is additionally provided on the FTIV valve 106, the opening pressure value of which is higher than that of the traditional fuel tank 116, and the mechanical opening valve will only open under extremely special conditions to effectively protect the fuel tank 116. In other conditions, the FTIV valve 106 is always in a closed state. At the same time, the fuel tank cover 130 is designed as a two-way pressure protection valve with an opening pressure value higher than that of the FTIV valve 106, which can provide secondary protection for the fuel tank 116 under extreme pressure conditions. No matter the mechanical opening valve on the FTIV valve 106 or the two-way valve of the fuel tank cover 130, as long as the pressure is released under high pressure, the fuel vapor will be directly discharged into the atmosphere, but this kind of condition belongs to an emergency protection condition and only occurs under extremely special conditions, so even if the fuel vapor is directly discharged into the atmosphere, the amount of fuel vapor can be ignored. Among them, the fuel tank cover 130 of the traditional fuel vehicle also mostly adopts a double one-way valve structure, and when the fuel tank cover 130 is opened for pressure relief under extremely special conditions, the fuel vapor will also be directly discharged into the atmosphere.

[0123] By collecting the fuel vapor generated during refueling through the collection device 151 and using the high-pressure sealed fuel tank 116, the fuel vapor control system (including the activated carbon canister, the carbon canister electromagnetic valve and all the adsorption, desorption and air pipe) used on traditional vehicles or new energy vehicles such as plug-in hybrid electric vehicles or extended-range electric vehicles can be cancelled, and the desorption pipe joint on the intake pipe is no longer needed. Since the fuel system is always in a closed state, an additional fuel system leak diagnosis system is no longer needed. If there is a leak in the fuel system, the pressure sensor 113 on the fuel pump flange can make a judgment, so the fuel system leak diagnosis module, the carbon canister filter and the pressure sensor 113 on the fuel pipe and the related bracket can be cancelled, and the desorption strategy calibration and the fuel system leak diagnosis calibration are no longer needed. The opening position of the return pipe 152 in the fuel tank 116 is at the full liquid level position, which can control the oil quantity at the full liquid level, and the FLVV valve is no longer needed to control the full liquid level filling quantity.

[0124] Since the oil tank 116 is always closed, there is no need to work on the oil tank 116, and the FLVV valve, GVV valve, and liquid collector structure in the oil tank 116 and the corresponding connecting pipeline can be cancelled, so that the structure of the fuel and fuel evaporation control system is greatly simplified, the cost is effectively reduced, when the oil tank 116 is designed, due to the limitation of the arrangement of the FLVV valve, GVV valve, liquid collector and the like, the vapor space of the oil tank 116 can be smaller, the total volume of the oil tank 116 can be smaller, the design freedom of the oil tank 116 is higher, it is easier to design a high-strength shell structure, the pressure resistance range can be larger than that of the traditional high-pressure oil tank 116, the weather resistance is better, the opening pressure of the mechanical opening valve on the FTIV valve 106 and the oil tank cover 130 bidirectional pressure protection valve can be larger, the possibility of abnormal working condition of the fuel tank cover 130 to the atmosphere is smaller. All adsorption, desorption, atmospheric pipeline, leakage diagnosis module, carbon canister, carbon canister ash filter can be cancelled, not only simple design, reduce cost, but also release a large amount of vehicle layout space, reduce the layout workload, the vehicle emission will also be reduced with the reduction of parts, there is no problem of fuel vapor leakage at the carbon canister atmospheric vent caused by unreasonable carbon canister design, for VII type test, as long as the return gas pipeline 152 is connected to the gas recovery device 151, there is no fuel vapor leakage problem from the fueling pipeline 121 and the activated carbon canister atmospheric vent, the fueling emission can be approximately zero, which is easier to meet the requirements of relevant emission regulations. Since there is no need to calibrate the desorption strategy and calibrate the fuel system leakage diagnosis, the development cycle of the vehicle can be shortened, the workload and calibration cost of calibration can be reduced, in addition, since there is no influence of carbon canister desorption on engine 144 combustion, the engine 144 works more stably.

[0125] In summary, according to the fuel supply system of the embodiment of the present application, the fuel supply system comprises the fuel system and the gas collection system, the gas collection system comprises a gas collection pipeline and a gas recovery device; the gas collection pipeline is used to communicate with the return gas pipeline through the locking structure to collect the fuel vapor in the oil tank through the return gas pipeline; and the gas recovery device is used to store the fuel vapor collected by the gas collection pipeline. Therefore, the fuel supply system of the present application can absorb the fuel vapor generated by releasing the high-pressure oil tank pressure before refueling and the fuel vapor generated during refueling through the secondary oil vapor recovery device of the fueling station, which can solve a series of problems such as complex structure, high emission, high cost, difficult arrangement, long calibration cycle and the like of the current fuel system, improve the design freedom, pressure resistance range and weather resistance of the oil tank, release a large amount of vehicle layout space, reduce the layout workload, the vehicle emission will also be reduced with the reduction of parts, shorten the development cycle of the vehicle, reduce the workload and calibration cost of calibration, and improve the stability of engine operation.

[0126] Reference Figure 8For a schematic view of a vehicle according to some embodiments of the present application, the present application also proposes a vehicle 1000 comprising the fuel system described above.

[0127] According to the vehicle of the embodiments of the present application, the fuel vapor generated by releasing the high pressure of the fuel tank before refueling and the fuel vapor generated during refueling is absorbed by the secondary fuel vapor recovery device of the refueling station, which can solve a series of problems existing in the current fuel system, such as complex structure, high emission, high cost, difficult arrangement, long calibration period, etc., improve the design freedom, pressure resistance range and weather resistance of the fuel tank, release a large amount of vehicle arrangement space, reduce the arrangement workload, and reduce the emission of the vehicle as the components are reduced, shorten the development cycle of the vehicle, reduce the calibration workload and calibration cost, and improve the stability of the engine operation.

[0128] It should be noted that some embodiments of the present application have been described above. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in a different order and still achieve desirable results. Additionally, the processes depicted in the figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In certain implementations, multitasking and parallel processing can be advantageous.

[0129] It should be noted that, unless otherwise defined, technical terms or scientific terms used in the embodiments of the present application shall be understood as the usual meaning understood by a person having ordinary skills in the art to which the present application belongs. The terms "first", "second" and similar words used in the embodiments of the present application do not represent any order, number or importance, but are only used to distinguish different components. The terms "include" or "contain" and similar words mean that the elements or objects before the word cover the elements or objects listed after the word and their equivalents, and do not exclude other elements or objects. The terms "connected" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to represent relative positional relationships, and when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0130] Although the spirit and principles of the present application have been described with reference to several specific embodiments, it should be understood that the present application is not limited to the disclosed specific embodiments, and the division of aspects does not mean that the features in these aspects cannot be combined for benefit, but only for the convenience of expression. The present application is intended to cover various modifications and equivalent arrangements included in the spirit and scope of the appended claims. The scope of the appended claims is the broadest interpretation, so as to include all such modifications and equivalent structures and functions.

Claims

1. A fuel system, characterized in that, It includes a fuel tank (116), a refueling line (121), a return air line (152), a pressure sensor (113), and a main control unit (101). The return gas pipeline (152) includes: a first return gas end (105) and a second return gas end (125), and the return gas pipeline (152) is provided with an FTIV valve (106); the first return gas end (105) is connected to the oil tank (116), and the second return gas end (125) is provided with a locking structure (153) and a return gas pipe port cover (131); The refueling pipeline (121) includes: a first refueling end (121a) and a second refueling end (121b), wherein the first refueling end (121a) is connected to the fuel tank (116), and the second refueling end (121b) is provided with a refueling pipe cap (129). The pressure sensor (113) is located on the top of the oil tank (116) and is used to detect the pressure value inside the oil tank (116) and send the pressure value to the main control unit (101). The main control unit (101) is used to control the opening of the return gas pipe cap (131) when a refueling command is received; when it is determined that the return gas pipe (152) is connected to the gas collection pipe (150) of the gas collection system of the gas station through the locking structure (153), the main control unit (101) controls the opening of the FTIV valve (106) to collect the fuel vapor in the fuel tank (116) to the gas collection system of the gas station through the return gas pipe (152) and the gas collection pipe (150); when the pressure value is less than the preset pressure value, the main control unit (101) controls the opening of the refueling pipe cap (129) to add fuel to the fuel tank (116) through the refueling pipe (121); The second return air end (125) is provided with a recessed step structure and a trapezoidal boss structure in sequence, and the trapezoidal boss structure is close to the port of the second return air end (125); the locking structure (153) includes a first metal spring seat (123b), a first metal spring (123a), a second metal spring seat (124b) and a second metal spring (124a); the first metal spring seat (123b) and the second metal spring seat (124b) are symmetrically arranged at the step of the recessed step structure, the first metal spring (123a) is connected to the first metal spring seat (123b), and the second metal spring (124a) is connected to the second metal spring seat (124b).

2. The fuel system according to claim 1, characterized in that, When the return gas pipeline (152) is connected to the gas collection pipeline (150), the first metal spring (123a) and the second metal spring (124a) are compressed, and the first metal spring (123a) is electrically connected to the second metal spring (124a) through the metal connector at the first gas collection end of the gas collection pipeline (150). The main control unit (101) sends an electrical signal to the FTIV valve (106) through the first metal spring (123a) and the second metal spring (124a) to open the FTIV valve (106).

3. The fuel system according to claim 1, characterized in that, It also includes a return air port cover motor (134), which is communicatively connected to the main control unit (101); the return air port cover motor (134) is provided with a first locking pin (154), which interferes with the return air port cover (131) when exposed, thereby controlling the return air port cover (131) to close; When the main control unit (101) receives the refueling command, it sends a first opening command to the gas return pipe cover motor (134) so ​​that the gas return pipe cover motor (134) controls the retraction of the first locking pin (154) according to the first opening command, thereby releasing the interference between the first locking pin (154) and the gas return pipe cover (131) so that the gas return pipe cover (131) can be opened.

4. The fuel system according to claim 1, characterized in that, It also includes a fuel filler cap motor (133), which is communicatively connected to the main control unit (101); the fuel filler cap motor (133) is provided with a second locking pin (155), which interferes with the fuel filler cap (129) when exposed, thereby controlling the fuel filler cap (129) to close; When the pressure value is less than the preset pressure value, the main control unit (101) sends a second opening command to the fuel filler cap motor (133) so that the return air cap motor (134) controls the retraction of the second locking pin (155) according to the second opening command, thereby releasing the interference between the second locking pin (155) and the fuel filler cap (129) so that the fuel filler cap (129) can be opened.

5. The fuel system according to claim 2, characterized in that, Also includes: When the return gas line (152) is separated from the gas collection line (150) along the axial direction, the first metal spring (123a) and the second metal spring (124a) are electrically disconnected, and the FTIV valve (106) is closed.

6. The fuel system according to claim 3, characterized in that, Also includes: The main control unit (101) is also configured to send a first locking command to the vent pipe cover motor (134) in response to the target vehicle's speed being non-zero or the target vehicle's parking time being greater than a preset time threshold, so that the vent pipe cover motor (134) controls the first locking pin (154) to be exposed according to the first locking command, so that the first locking pin (154) interferes with the vent pipe cover (131) so that the vent pipe cover (131) is locked.

7. The fuel system according to claim 4, characterized in that, Also includes: The main control unit (101) is also configured to send a second locking command to the fuel filler cap motor (133) in response to the target vehicle's speed being non-zero or the target vehicle's parking time being greater than a preset time threshold, so that the fuel filler cap motor (133) controls the second locking pin (155) to be exposed according to the second locking command, so that the second locking pin (155) interferes with the fuel filler cap (129) to lock the fuel filler cap (129).

8. An oil supply system, characterized in that, Includes a fuel system and a gas collection system as described in any one of claims 1-7, wherein the gas collection system includes a gas collection pipeline (150) and a gas collection recovery device (151). The gas collection line (150) is connected to the return gas line (152) via a locking structure (153) to collect fuel vapor in the fuel tank (116) via the return gas line (152); The gas collection and recovery device (151) is used to store the fuel vapor collected by the gas collection pipeline (150).

9. The oil supply system according to claim 8, characterized in that, The first gas collecting end of the gas collecting pipeline (150) is provided with a circumferentially arranged receiving groove, and a reset metal spring (145) is provided in the receiving groove. The reset metal spring (145) is connected to a locking steel ball (146). When the gas collecting pipe (150) is assembled with the return gas pipe (152) along the axial direction, the locking steel ball (146) contacts the inclined side of the trapezoidal boss structure, and the locking steel ball (146) is pressed into the receiving groove. When the locking steel ball (146) further crosses the straight side of the trapezoidal boss structure, the locking steel ball (146) is pushed out again under the action of the reset metal spring (145) and stuck at the other inclined side of the trapezoidal boss structure. The gas collecting pipe (150) is connected to the return gas pipe (152).

10. The oil supply system according to claim 9, characterized in that, The second gas collecting end of the gas collecting pipeline (150) is connected to the gas collecting and recovery device (151).

11. The oil supply system according to claim 10, characterized in that, The first gas collecting end is provided with a conductive metal connector (148).

12. A vehicle, characterized in that, Includes the fuel system as described in any one of claims 1-7.

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