A new energy vehicle high-pressure oil tank control strategy and system

Abstract

The application discloses a new energy automobile high-pressure oil tank control strategy and system, and the strategy comprises the following steps: in response to receiving a leakage diagnosis request sent by an engine management system, an oil tank isolation valve is controlled to be opened, the oil tank isolation valve is arranged between a high-pressure oil tank and a carbon tank; if the oil tank isolation valve is opened and a stop leakage diagnosis request sent by the engine management system is received within a first preset time, the oil tank isolation valve is controlled to be closed. Through cooperation of a vehicle controller and the engine management system, the vehicle controller controls the oil tank isolation valve arranged between the high-pressure oil tank and the carbon tank, so that leakage diagnosis of the high-pressure oil tank is realized, and environmental pollution caused by fuel leakage is reduced.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and more specifically, to a high-pressure fuel tank control strategy and system for new energy vehicles. Background Technology

[0002] For traditional gasoline-powered vehicles, the engine is the sole power source, generating power by burning gasoline. Under normal circumstances, a private car's fuel tank capacity is approximately 40-50 liters. Therefore, based on the fuel consumption rate of a normal commute, the refueling cycle is approximately 20 days.

[0003] In new energy vehicles, the power sources are fuel and high-voltage batteries. Especially for plug-in hybrid electric vehicles, for economic reasons, high-voltage batteries are used as the main power source, while fuel serves as a backup energy source to address range anxiety. Therefore, the refueling cycle for new energy vehicles is approximately two months or even longer. To reduce the ineffective evaporation of gasoline and environmental pollution, high-pressure fuel tanks need to be installed in new energy vehicles.

[0004] The China VI emission standard requires leak diagnosis of the fuel tank evaporation system, but there is no clear leak diagnosis and control strategy for high-pressure fuel tanks in the current technology. Summary of the Invention

[0005] This application provides a high-pressure fuel tank control strategy and system for new energy vehicles. Through the cooperation of the vehicle controller and the engine management system, the vehicle controller controls the fuel tank isolation valve located between the high-pressure fuel tank and the carbon canister, thereby realizing the leakage diagnosis of the high-pressure fuel tank and reducing environmental pollution caused by fuel leakage.

[0006] This application provides a high-pressure fuel tank control strategy for new energy vehicles, applied to the vehicle controller. The high-pressure fuel tank control strategy includes:

[0007] In response to receiving a leak diagnosis request from the engine management system, the fuel tank isolation valve is opened. The fuel tank isolation valve is located between the high-pressure fuel tank and the carbon canister.

[0008] If a stop leak diagnostic request is received from the engine management system within the first preset time after the fuel tank isolation valve is opened, the fuel tank isolation valve will be closed.

[0009] Preferably, if no stop leak diagnostic request is received from the engine management system after a first preset time after the fuel tank isolation valve is opened, the fuel tank isolation valve is actively controlled to close.

[0010] Preferably, the high-pressure fuel tank control strategy for new energy vehicles further includes:

[0011] Upon receiving a refueling request, determine whether the vehicle meets the refueling requirements;

[0012] If so, the control tank isolation valve will open to release pressure from the high-pressure tank;

[0013] Receive the pressure signal from the pressure sensor of the high-pressure oil tank and determine whether the oil tank pressure has reached the preset range;

[0014] If so, the motor lock on the fuel tank cap will be unlocked, and a refueling notification will be sent simultaneously.

[0015] During refueling, monitor the status of the fuel tank cap;

[0016] If the fuel tank cap changes from a closed state to an open state, and then subsequently changes from an open state to a closed state, the motor lock of the fuel tank cap will be locked after a second preset time delay.

[0017] Preferably, if the fuel tank cover remains closed for a third preset period of time after the motor lock of the fuel tank cover is unlocked, the motor lock of the fuel tank cover is actively locked.

[0018] Preferably, the high-pressure fuel tank control strategy for new energy vehicles further includes:

[0019] Real-time reception of pressure signals from the pressure sensor in the high-pressure oil tank;

[0020] If the pressure signal is greater than the upper pressure limit or less than the lower pressure limit, the control tank isolation valve will open to allow the high-pressure tank to release or replenish pressure.

[0021] If the pressure signal returns to between the upper and lower pressure limits, the control tank isolation valve will close.

[0022] This application also provides a high-pressure fuel tank control system for new energy vehicles, which is applied to the vehicle controller. The high-pressure fuel tank control system includes a request receiving module, a valve opening module, and a valve closing module.

[0023] The request receiving module is used to receive leakage diagnosis requests and stop leakage diagnosis requests sent by the engine management system;

[0024] The valve opening module is used to control the opening of the fuel tank isolation valve when a leak diagnosis request is received from the engine management system;

[0025] The valve closing module is used to control the fuel tank isolation valve to close when a stop leak diagnostic request is received from the engine management system.

[0026] The oil tank isolation valve is located between the high-pressure oil tank and the carbon canister.

[0027] Preferably, the high-pressure fuel tank control system of the new energy vehicle also includes a timing module, which is used to time the opening time of the fuel tank isolation valve;

[0028] The valve closing module is used to actively control the fuel tank isolation valve to close if no stop leak diagnostic request is received from the engine management system after a first preset time following the opening of the fuel tank isolation valve.

[0029] Preferably, the request receiving module is also used to receive refueling requests;

[0030] The high-pressure fuel tank control system also includes a refueling condition judgment module, a pressure signal receiving module, an unlocking module, a prompt sending module, a fuel tank cap status receiving module, and a locking module;

[0031] The refueling condition judgment module is used to determine whether the vehicle meets the refueling conditions after receiving a refueling request;

[0032] The valve opening module is used to control the fuel tank isolation valve to open when a refueling request is received and the vehicle meets the refueling conditions, so as to release the pressure in the high-pressure fuel tank.

[0033] The pressure signal receiving module is used to receive the pressure signal from the pressure sensor of the high-pressure oil tank;

[0034] The unlocking module is used to unlock the motor lock on the oil tank cover when the oil tank pressure reaches a preset range;

[0035] The notification sending module is used to send a refueling notification while controlling the unlocking of the motor lock on the fuel tank cap;

[0036] The fuel tank cap status receiving module is used to receive the status of the fuel tank cap during the refueling process;

[0037] The locking module is used to control the motor lock of the fuel tank cover to lock after a second preset time delay when the fuel tank cover changes from the open state to the closed state.

[0038] Preferably, the timing module is also used to start timing after the motor lock on the fuel tank cap is unlocked;

[0039] The locking module is also used to actively control the motor lock of the fuel tank cover to lock when the fuel tank cover remains closed for a third preset time after the motor lock of the fuel tank cover is unlocked.

[0040] Preferably, the valve opening module is also used to control the oil tank isolation valve to open when the pressure signal of the high-pressure oil tank is greater than the upper pressure limit or less than the lower pressure limit, so as to depressurize or replenish the pressure of the high-pressure oil tank.

[0041] The valve closing module is used to control the tank isolation valve to close when the pressure signal returns to between the upper and lower pressure limits.

[0042] Other features and advantages of this application will become clear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0043] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments of the present application and, together with their description, serve to explain the principles of the present application.

[0044] Figure 1 This is a schematic diagram of the fuel system provided in this application;

[0045] Figure 2 A flowchart illustrating the leakage diagnosis function of the high-pressure oil tank provided in this application;

[0046] Figure 3 A flowchart of the refueling function provided in this application;

[0047] Figure 4 A flowchart illustrating the pressure protection function of the high-pressure oil tank provided in this application;

[0048] Figure 5 The structural diagram of the high-pressure fuel tank control system for new energy vehicles provided in this application. Detailed Implementation

[0049] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the present application.

[0050] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the scope of this application and its application or use.

[0051] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, they should be considered part of the specification.

[0052] In all the examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0053] This application provides a high-pressure fuel tank control strategy and system for new energy vehicles. Through collaboration between the vehicle controller and the engine management system, the vehicle controller controls the fuel tank isolation valve located between the high-pressure fuel tank and the carbon canister, thereby enabling leak diagnosis of the high-pressure fuel tank, reducing environmental pollution caused by fuel leakage. Furthermore, the vehicle controller's control of the high-pressure fuel tank plays a significant role in advancing the field of domain-based vehicle controller development in today's increasingly competitive market. The fuel tank isolation valve effectively reduces fuel leakage, improves fuel efficiency, and saves energy. Simultaneously, the pressure protection function of the high-pressure fuel tank increases its safety. Based on this, this application can achieve greater robustness by prioritizing multiple usage scenarios.

[0054] As an example, such as Figure 1 As shown, the fuel system provided in this application includes a high-pressure fuel tank and a carbon canister. The high-pressure fuel tank is equipped with a filler limit valve, and the carbon canister is equipped with an adsorption port, a vent port, and a desorption port.

[0055] A fuel tank isolation valve (FTIV) is installed on the pipeline between the filler limit valve and the adsorption port of the carbon canister. If the pressure in the high-pressure fuel tank is higher than the upper pressure limit, the FTIV opens, and the gas produced by fuel evaporation in the high-pressure fuel tank enters the carbon canister through the pipeline and the adsorption port. The carbon canister adsorbs the evaporated gas, reducing the pressure in the high-pressure fuel tank and achieving pressure relief. If the pressure in the high-pressure fuel tank is lower than the lower pressure limit, the FTIV opens, and the evaporated gas adsorbed in the carbon canister is replenished into the high-pressure fuel tank through the adsorption port and the FTIV, protecting the fuel tank from being collapsed by atmospheric pressure.

[0056] A dust filter (or simply ash filter) is installed at the end of the pipe connecting the vent to the atmosphere. This ash filter filters dust from the air entering the carbon canister, preventing it from becoming clogged. A leak diagnosis module is located between the ash filter and the vent, used for diagnosing leaks in the high-pressure fuel tank. Specifically, when the fuel tank leak diagnosis is triggered, the FTIV (Fuel Transfer Injection Module) opens, allowing fuel vapor to enter the carbon canister through the FTIV.

[0057] An evaporator pipe is installed between the desorption port and the engine, and a carbon canister solenoid valve is installed on the evaporator pipe. When the carbon canister solenoid valve is opened, the fuel vapors adsorbed in the carbon canister enter the engine through the evaporator pipe, providing some fuel to the engine.

[0058] like Figure 1 As shown, a fuel pump is installed inside the high-pressure fuel tank, and an inlet pipe is installed between the outlet of the fuel pump and the engine. The fuel required by the engine is mainly supplied through the inlet pipe.

[0059] like Figure 1As shown, the high-pressure fuel tank is connected to the fuel tank cap on the vehicle body via a refueling hose. A motor lock is located on the fuel tank cap. The fuel tank cap can only be opened to refuel the high-pressure fuel tank after the motor lock is unlocked.

[0060] like Figure 1 As shown, a nozzle trip trigger is installed between the FTIV and the fuel tank cap. During refueling, if refueling is performed without the FTIV opening, the refueling limit valve will push upwards, triggering the nozzle trip trigger. The nozzle trip trigger will then push the refueling nozzle out, thus stopping the refueling process and protecting the high-pressure fuel tank.

[0061] Based on the above, the main component of the high-pressure fuel tank control strategy for new energy vehicles provided in this application is the vehicle control unit (VCU). By controlling the fuel tank isolation valve FTIV through the VCU, various functions of the high-pressure fuel tank can be realized.

[0062] As an example, such as Figure 2 As shown, the high-pressure fuel tank control strategy for new energy vehicles provided in this application includes a high-pressure fuel tank leakage diagnosis function. Specifically, it includes:

[0063] S210: In response to receiving a leak diagnosis request from the Engine Management System (EMS), the VCU controls the fuel tank isolation valve FTIV to open for fuel tank leak diagnosis.

[0064] It should be noted that this application does not restrict the use of existing leak diagnosis methods to diagnose leaks in the fuel tank after the FTIV isolation valve is opened.

[0065] S220: The VCU determines whether it receives a stop leak diagnostic request from the engine management system EMS within the first preset time (e.g., 10 minutes) after the fuel tank isolation valve FTIV is opened. If yes, execute S230; otherwise, execute S240.

[0066] S230: The VCU controls the tank isolation valve FTIV to close, completing the high-pressure tank leak diagnosis.

[0067] S240: If the VCU does not receive a stop leak diagnosis request from the engine management system after the first preset time after the fuel tank isolation valve is opened, it indicates that a fault may have occurred during the leak diagnosis process. In this case, the VCU will actively control the fuel tank isolation valve FTIV to close to ensure the safety of the high-pressure fuel tank.

[0068] As another embodiment, the high-pressure fuel tank control strategy for new energy vehicles provided in this application also includes a refueling function for the high-pressure fuel tank. For example... Figure 3 As shown, the refueling function specifically includes:

[0069] S310: Upon receiving a refueling request from the driver (e.g., the driver presses a refueling request switch), the VCU determines whether the vehicle meets the refueling requirements. If yes, proceed to S320; otherwise, proceed to S390.

[0070] As an example, the refueling conditions are as follows:

[0071] 1. The vehicle's Ready light is off;

[0072] 2. The vehicle speed is less than the threshold (e.g., 3 km / h).

[0073] S320: The VCU controls the opening of the fuel tank isolation valve FTIV, which releases pressure from the high-pressure fuel tank to prevent fuel backflow.

[0074] S330: The VCU receives the pressure signal from the pressure sensor of the high-pressure oil tank and determines whether the oil tank pressure has reached the preset range. If yes, proceed to S340; otherwise, return to S330.

[0075] S340: The VCU controls the unlocking of the fuel tank cap's motor lock and simultaneously sends a refueling reminder to the driver.

[0076] S350: During refueling, the VCU receives the status of the fuel tank cap.

[0077] S360: The VCU determines whether the fuel tank cap has been opened within three preset time intervals after the motor lock on the fuel tank cap has been unlocked. If yes, proceed to S370; otherwise, proceed to S380.

[0078] S370: If the fuel tank cap changes from closed to open and then back to closed, it indicates that a refueling operation has actually been performed. The VCU will then control the motor lock of the fuel tank cap to lock after a second preset time delay, thus completing the refueling operation.

[0079] S380: If the fuel tank cap remains closed within three preset time periods after the motor lock of the fuel tank cap is unlocked, from a safety perspective, it can be determined that the refueling request is a driver's mistake or that the driver voluntarily abandons the refueling operation. In this case, the VCU will actively control the motor lock of the fuel tank cap to lock the fuel tank cap and close the fuel tank cap.

[0080] S390: Issue a stop and engine shutdown warning to the driver. Return to S310.

[0081] As another embodiment, the high-pressure fuel tank control strategy for new energy vehicles provided in this application also includes a pressure protection function for the high-pressure fuel tank. For example... Figure 4 As shown, the pressure protection function of the high-pressure oil tank specifically includes:

[0082] S410: The VCU receives the pressure signal from the pressure sensor of the high-pressure oil tank in real time.

[0083] S420: The VCU determines whether the pressure signal is greater than the upper pressure limit or less than the lower pressure limit. If the pressure signal is greater than the upper pressure limit or less than the lower pressure limit, then execute S430; otherwise, return to S410.

[0084] S430: The VCU controls the opening of the oil tank isolation valve FTIV, allowing the high-pressure oil tank to be depressurized or repressurized.

[0085] S440: The VCU determines whether the pressure signal has returned to between the upper and lower pressure limits. If so, it executes S450; otherwise, it returns to S440.

[0086] S450: VCU controls the oil tank isolation valve to close.

[0087] As another embodiment, the high-pressure fuel tank control strategy for new energy vehicles provided in this application also includes a priority order arrangement. Specifically, it includes:

[0088] P1: If the VCU simultaneously receives a pressure signal from the high-pressure fuel tank that is greater than the upper pressure limit or less than the lower pressure limit, a leak diagnosis request from the engine management system, and a refueling request, the VCU will prioritize responding to the pressure signal that is greater than the upper pressure limit or less than the lower pressure limit.

[0089] P2: If the VCU receives both a leak diagnosis request and a refueling request from the engine management system at the same time, the VCU will respond to the refueling request first.

[0090] P3: When the vehicle is not in sleep mode, if the VCU only receives a leak diagnosis request sent by the engine management system (EMS), the VCU will respond directly to the leak diagnosis request.

[0091] P4: During the leak diagnosis of the high-pressure oil tank, if the VCU receives a refueling request, the VCU will interrupt the leak diagnosis operation and enter the refueling mode; after the refueling is completed, it will continue to respond to the leak diagnosis request.

[0092] Based on the above, this application also provides a high-pressure fuel tank control system for new energy vehicles applied to the vehicle controller. For example... Figure 5 As shown, the high-pressure oil tank control system includes a request receiving module 510, a valve opening module 520, and a valve closing module 530.

[0093] The request receiving module 510 is used to receive leakage diagnosis requests and stop leakage diagnosis requests sent by the engine management system.

[0094] The valve opening module 520 is used to control the opening of the fuel tank isolation valve when a leak diagnosis request is received from the engine management system.

[0095] The valve closing module 530 is used to control the tank isolation valve to close when a stop leak diagnostic request is received from the engine management system.

[0096] Preferably, the high-pressure oil tank control system further includes a timing module 540, which is used to time the opening time of the oil tank isolation valve.

[0097] The valve closing module 530 is used to actively control the fuel tank isolation valve to close if no stop leak diagnostic request is received from the engine management system after a first preset time following the opening of the fuel tank isolation valve.

[0098] Preferably, the request receiving module 510 is also used to receive refueling requests.

[0099] The high-pressure oil tank control system also includes a refueling condition judgment module 550, a pressure signal receiving module 560, an unlocking module 570, a prompt sending module 580, an oil tank cap status receiving module 590, and a locking module 5100.

[0100] The refueling condition judgment module 550 is used to determine whether the vehicle meets the refueling conditions after receiving a refueling request.

[0101] The valve opening module 520 is used to control the opening of the fuel tank isolation valve when a refueling request is received and the vehicle meets the refueling conditions, so as to release the pressure of the high-pressure fuel tank.

[0102] The pressure signal receiving module 560 is used to receive the pressure signal from the pressure sensor of the high-pressure oil tank.

[0103] The unlocking module 570 is used to control the unlocking of the motor lock on the oil tank cover when the oil tank pressure reaches a preset range.

[0104] The prompt sending module 580 is used to send a refueling prompt while controlling the unlocking of the motor lock on the fuel tank cap.

[0105] The fuel tank cap status receiving module 590 is used to receive the status of the fuel tank cap during the refueling process.

[0106] The locking module 5100 is used to control the motor lock of the fuel tank cover to lock after a second preset time delay when the fuel tank cover changes from the open state to the closed state.

[0107] Preferably, the timing module 540 is also used to start timing after the motor lock on the fuel tank cap is unlocked.

[0108] The locking module 5100 is also used to actively control the motor lock of the fuel tank cover to lock when the fuel tank cover remains closed for a third preset time after the motor lock of the fuel tank cover is unlocked.

[0109] Preferably, the valve opening module 520 is also used to control the oil tank isolation valve to open when the pressure signal of the high-pressure oil tank is greater than the upper pressure limit or less than the lower pressure limit, so as to depressurize or replenish the pressure of the high-pressure oil tank.

[0110] The valve closing module 530 is used to control the tank isolation valve to close when the pressure signal returns to between the upper and lower pressure limits.

[0111] Preferably, the high-pressure fuel tank control system further includes a priority response module 5110, which is used to prioritize responding to the case where the pressure signal of the high-pressure fuel tank is greater than the upper pressure limit or the pressure signal is less than the lower pressure limit, a leak diagnosis request sent by the engine management system, and a refueling request, when simultaneously receiving the pressure signal of the high-pressure fuel tank being greater than the upper pressure limit or the pressure signal being less than the lower pressure limit, as well as the case where the pressure signal is less than the lower pressure limit.

[0112] Preferably, the priority response module 5110 is also used to prioritize responding to the refueling request when it simultaneously receives a leak diagnosis request and a refueling request sent by the engine management system.

[0113] Preferably, the priority response module 5110 is further configured to, upon receiving a refueling request during the high-pressure oil tank leak diagnosis process, interrupt the leak diagnosis operation and enter the refueling state. After refueling is completed, it continues to respond to leak diagnosis requests.

[0114] While specific embodiments of this application have been described in detail by way of examples, those skilled in the art should understand that the above examples are for illustrative purposes only and are not intended to limit the scope of this application. Those skilled in the art should understand that modifications can be made to the above embodiments without departing from the scope and spirit of this application. The scope of this application is defined by the appended claims.

Claims

1. A high-pressure fuel tank control strategy for new energy vehicles, characterized in that, Applied to the vehicle controller, the high-pressure fuel tank control strategy is primarily based on the vehicle controller. Through the control of the fuel tank isolation valve by the vehicle controller, various functions of the high-pressure fuel tank are achieved. The high-pressure fuel tank control strategy includes: In response to receiving a leak diagnosis request from the engine management system, the fuel tank isolation valve is controlled to open, the fuel tank isolation valve being located between the high-pressure fuel tank and the carbon canister; If a stop leak diagnostic request is received from the engine management system within a first preset time after the fuel tank isolation valve is opened, the fuel tank isolation valve is controlled to close. It also includes arranging the priority order of multiple use cases, and the priority order is as follows: P1: If the vehicle controller simultaneously receives a pressure signal from the high-pressure fuel tank that is greater than the upper pressure limit or less than the lower pressure limit, a leak diagnosis request from the engine management system, and a refueling request, then the vehicle controller will prioritize responding to the pressure signal that is greater than the upper pressure limit or less than the lower pressure limit. P2: If the vehicle controller receives both a leak diagnosis request and a refueling request from the engine management system at the same time, the vehicle controller shall respond to the refueling request first. P3: When the vehicle is not in sleep mode, if the vehicle controller only receives a leakage diagnosis request sent by the engine management system (EMS), the vehicle controller will directly respond to the leakage diagnosis request. P4: During the leak diagnosis of the high-pressure fuel tank, if the vehicle controller receives a refueling request, the vehicle controller will interrupt the leak diagnosis operation and enter the refueling mode; after the refueling is completed, it will continue to respond to the leak diagnosis request.

2. The high-pressure fuel tank control strategy for new energy vehicles according to claim 1, characterized in that, If no stop leak diagnosis request is received from the engine management system after the fuel tank isolation valve has been opened for a first preset time, the fuel tank isolation valve will be actively closed.

3. The high-pressure fuel tank control strategy for new energy vehicles according to claim 1, characterized in that, Also includes: Upon receiving a refueling request, determine whether the vehicle meets the refueling requirements; If so, the control tank isolation valve will open to release pressure from the high-pressure tank; Receive the pressure signal from the pressure sensor of the high-pressure oil tank and determine whether the oil tank pressure has reached the preset range; If so, the motor lock on the fuel tank cap will be unlocked, and a refueling notification will be sent simultaneously. During refueling, monitor the status of the fuel tank cap; If the fuel tank cap changes from a closed state to an open state, and then subsequently changes from an open state to a closed state, the motor lock of the fuel tank cap will be locked after a second preset time delay.

4. The high-pressure fuel tank control strategy for new energy vehicles according to claim 3, characterized in that, If the fuel tank cap remains closed for a third preset period after the motor lock on the fuel tank cap is unlocked, the motor lock on the fuel tank cap will be actively locked.

5. The high-pressure fuel tank control strategy for new energy vehicles according to claim 1, characterized in that, Also includes: Real-time reception of pressure signals from the pressure sensor in the high-pressure oil tank; If the pressure signal is greater than the upper pressure limit or less than the lower pressure limit, the control oil tank isolation valve will open to allow the high-pressure oil tank to release or replenish pressure. If the pressure signal recovers to between the upper and lower pressure limits, the control tank isolation valve will be closed.

6. A high-pressure fuel tank control system for a new energy vehicle, characterized in that, Applied to the vehicle controller, the main body of the high-pressure oil tank control strategy is the vehicle controller. Through the control of the oil tank isolation valve by the vehicle controller, various functions of the high-pressure oil tank are realized. The high-pressure oil tank control system includes a request receiving module, a valve opening module, and a valve closing module. The request receiving module is used to receive leakage diagnosis requests and stop leakage diagnosis requests sent by the engine management system; The valve opening module is used to control the fuel tank isolation valve to open when a leak diagnosis request is received from the engine management system; The valve closing module is used to control the fuel tank isolation valve to close when a stop leak diagnostic request is received from the engine management system. The oil tank isolation valve is located between the high-pressure oil tank and the carbon canister. The high-pressure fuel tank control system prioritizes multiple usage scenarios and also includes a priority response module, which is used to respond first to the pressure signal being greater than the pressure upper limit or less than the pressure lower limit when simultaneously receiving a pressure signal from the high-pressure fuel tank that is greater than the pressure upper limit or less than the pressure lower limit, a leak diagnosis request sent by the engine management system, and a refueling request. The priority response module is also used to prioritize responding to the refueling request when both a leak diagnosis request and a refueling request are received simultaneously from the engine management system. The priority response module is also used to interrupt the leak diagnosis operation and enter the refueling mode when a refueling request is received during the leak diagnosis of the high-pressure oil tank; after the refueling is completed, it continues to respond to the leak diagnosis request.

7. The high-pressure fuel tank control system for new energy vehicles according to claim 6, characterized in that, It also includes a timing module, which is used to time the opening time of the fuel tank isolation valve; The valve closing module is used to actively control the fuel tank isolation valve to close if no stop leak diagnosis request is received from the engine management system after a first preset time following the opening of the fuel tank isolation valve.

8. The high-pressure fuel tank control system for new energy vehicles according to claim 7, characterized in that, The request receiving module is also used to receive refueling requests; The high-pressure oil tank control system also includes a refueling condition judgment module, a pressure signal receiving module, an unlocking module, a prompt sending module, an oil tank cap status receiving module, and a locking module. The refueling condition judgment module is used to determine whether the vehicle meets the refueling conditions after receiving a refueling request. The valve opening module is used to control the fuel tank isolation valve to open when a refueling request is received and the vehicle meets the refueling conditions, so as to release the pressure in the high-pressure fuel tank. The pressure signal receiving module is used to receive the pressure signal from the pressure sensor of the high-pressure oil tank. The unlocking module is used to control the motor lock of the oil tank cover to unlock when the oil tank pressure reaches a preset range; The notification sending module is used to send a refueling notification while controlling the unlocking of the motor lock on the fuel tank cap; The fuel tank cap status receiving module is used to receive the status of the fuel tank cap during the refueling process; The locking module is used to control the motor lock of the fuel tank cover to lock after a second preset time delay when the fuel tank cover changes from an open state to a closed state.

9. The high-pressure fuel tank control system for new energy vehicles according to claim 8, characterized in that, The timing module is also used to start timing after the motor lock on the fuel tank cap is unlocked; The locking module is also used to actively control the motor lock of the fuel tank cover to lock when the fuel tank cover remains closed for a third preset time after the motor lock of the fuel tank cover is unlocked.

10. The high-pressure fuel tank control system for new energy vehicles according to claim 8, characterized in that, The valve opening module is also used to control the oil tank isolation valve to open when the pressure signal of the high-pressure oil tank is greater than the upper pressure limit or less than the lower pressure limit, so as to depressurize or replenish the pressure of the high-pressure oil tank. The valve closing module is used to control the oil tank isolation valve to close when the pressure signal recovers to between the upper pressure limit and the lower pressure limit.

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