Sealed tank system

Abstract

This system provides a sealed tank system that avoids automatically performing depressurization preparation for refueling more than necessary, prioritizing the user's intention to refuel before performing depressurization preparation, thereby shortening the waiting time during refueling and preventing the remaining capacity for adsorbing evaporated fuel in the canister from becoming unnecessarily low. [Solution] The system includes a fuel tank 10, a canister 20, a vapor passage 61H, a purge passage 62H, a sealing valve 61, a purge valve 62, a tank internal pressure detection unit 47, a lid door operating unit 41, a lid locking unit 50A that can lock and unlock the lid door and is unlocked when the lid door operating unit is operated by the user and the fuel tank internal pressure is below a predetermined pressure, and a control unit 70. It also includes a refueling pre-operation unit 42 operated by the user, which, when operated prior to the operation of the lid door operating unit, can open the sealing valve and reduce the fuel tank internal pressure to below a predetermined pressure.

Description

Technical Field

[0005] ,

[0004] , ,

[0001] The technology disclosed in this specification relates to a sealed tank system in which the fuel tank of a vehicle equipped with an internal combustion engine is sealed.

Background Art

[0002] A vehicle equipped with an internal combustion engine is provided with a canister that adsorbs and temporarily stores the evaporated fuel generated in the fuel tank. The canister has an adsorbent inside, and has an inlet through which the evaporated fuel from the fuel tank flows in, an opening to the atmosphere, and an outlet through which the stored evaporated fuel flows out to the intake passage of the internal combustion engine. The inlet is connected to the fuel tank through a vapor passage, and the outlet is connected to the intake passage of the internal combustion engine through a purge passage.

[0003] Conventional vehicles are provided with a purge valve in the purge passage, and the opening degree of the purge valve is adjusted according to the operating state of the internal combustion engine. The evaporated fuel stored in the canister is consumed by the internal combustion engine almost without being released into the atmosphere. Also, conventional vehicles are not provided with a valve in the vapor passage, and the vapor passage is always open, so evaporated fuel frequently flows into the canister. However, in conventional vehicles, since the operating frequency of the internal combustion engine that consumes the evaporated fuel in the canister is high, it is almost never that the evaporated fuel overflows in the canister.

[0004] In recent years, the number of PHEVs (plug-in hybrid vehicles) and HEVs (hybrid vehicles) has been increasing. Since PHEVs and HEVs have a lower operating frequency of the internal combustion engine compared to internal combustion engine vehicles (vehicles powered only by an internal combustion engine), the frequency of consuming the evaporated fuel stored in the canister by the internal combustion engine is also low. Therefore, in order not to overflow the evaporated fuel in the canister (in order not to release the evaporated fuel into the atmosphere), a sealed tank system in which a shut-off valve is provided in the vapor passage to seal the fuel tank has been adopted. Note that the sealed tank system can be adopted not only for PHEVs and HEVs but also for internal combustion engine vehicles.

[0005] In conventional vehicles that do not have a sealing valve in the vapor passage, when refueling, the user presses the lid door switch (a switch for opening the lid door that covers the fuel cap) to open the lid door and expose the fuel cap, then removes the fuel cap and refuels. In conventional vehicles that do not have a sealing valve in the vapor passage, the pressure inside the fuel tank (hereinafter referred to as tank pressure) is always approximately atmospheric pressure. Therefore, when the user presses the lid door switch, the lid door opens immediately, and refueling can begin immediately.

[0006] However, in vehicles with a sealed tank system that has a sealing valve in the vapor passage, when refueling, even if the user presses the lid door switch, there may be a waiting time of several tens of seconds before the lid door opens. In a sealed tank system, the fuel tank is sealed by a sealing valve, so the internal pressure of the tank can be very high. If the fuel cap is removed while the internal pressure is high, a large amount of evaporated fuel will be released into the atmosphere. To avoid this, in a sealed tank system, the lid door is not immediately unlocked (opened) when the lid door switch is pressed. In a sealed tank system, when the lid door switch is pressed, the sealing valve is first opened to guide the evaporated fuel in the fuel tank to the canister and reduce the internal pressure of the tank. After the internal pressure of the tank has dropped to near atmospheric pressure, the lid door is unlocked and opened. This time required to reduce the internal pressure of the tank can result in a waiting time of several tens of seconds, and it is desirable to shorten this waiting time.

[0007] For example, Patent Document 1 discloses an evaporative fuel treatment device (corresponding to a sealed tank system) that has a location identification unit that acquires the location of a fuel supply facility and the current location of the vehicle, and performs a depressurization process that opens a sealing valve when a fuel supply facility is located within a predetermined distance from the current location of the vehicle. This reduces the waiting time required for depressurization in the fuel tank during refueling. [Prior art documents] [Patent Documents]

[0008] [Patent Document 1] Japanese Patent Publication No. 2019-203493 [Overview of the project] [Problems that the invention aims to solve]

[0009] In the evaporative fuel treatment device described in Patent Document 1, the depressurization process for preparing for refueling is automatically initiated each time the vehicle approaches a fuel supply facility. In other words, the depressurization process for preparing for refueling is performed automatically even if the user does not intend to refuel, and the amount of evaporated fuel accumulated in the canister increases each time the depressurization process is performed. For example, in urban areas, there may be many fuel supply facilities located in a series along main roads, and even if the user does not intend to refuel, the depressurization process for preparing for refueling is performed more than necessary, which is undesirable because it reduces the remaining capacity in the canister for adsorbing evaporated fuel.

[0010] The objective of the technology disclosed herein to solve the above problems is to provide a sealed tank system that does not automatically perform depressurization processing for refueling preparation more than necessary, but instead prioritizes whether or not the user intends to refuel when performing depressurization processing for refueling preparation, thereby shortening the waiting time during refueling and preventing the remaining capacity for adsorbing evaporated fuel in the canister from becoming unnecessarily low. [Means for solving the problem]

[0011] To solve the above problems, the sealed tank system disclosed herein takes the following measures.

[0012] The first means is a sealed tank system comprising: a fuel tank of a vehicle equipped with an internal combustion engine; a canister capable of adsorbing evaporated fuel generated in the fuel tank and supplying the adsorbed evaporated fuel to the internal combustion engine; a vapor passage connecting the fuel tank and the canister; a purge passage connecting the canister and the intake passage of the internal combustion engine; a sealing valve capable of opening and closing the vapor passage and sealing the fuel tank; a purge valve capable of opening and closing the purge passage; a tank pressure detection unit for detecting the fuel tank pressure, which is the pressure inside the fuel tank; a lid door operating unit operated by the user to unlock the lid door when refueling; a lid locking unit capable of locking and unlocking the lid door covering the fuel filler port provided on the fuel tank, and which is unlocked when the lid door operating unit is operated by the user and the fuel tank pressure is below a predetermined pressure; and a control unit that controls the purge valve, the sealing valve and the lid locking unit. The sealed tank system further includes a pre-fueling operation unit operated by the user, which, when operated prior to the operation of the lid door operation unit, opens the sealing valve and reduces the internal pressure of the fuel tank to below a predetermined pressure.

[0013] According to the first method described above, if the user intends to refuel, they can initiate a reduction in the fuel tank pressure by operating the pre-refueling operation unit a little before reaching the refueling facility, prior to operating the lid door operation unit. As a result, the fuel tank pressure will be reduced by the time the user arrives at the refueling facility. When the user arrives at the refueling facility, they can operate the lid door operation unit, which will immediately unlock the lid, allowing for refueling without any waiting time. Therefore, the system does not automatically perform the pressure reduction process in preparation for refueling more than necessary, and the pressure reduction process in preparation for refueling can be performed prioritizing the user's intention to refuel. This reduces the waiting time during refueling and prevents the remaining capacity for adsorbing evaporated fuel in the canister from becoming unnecessarily low.

[0014] The second means is a sealed tank system relating to the first means described above, having a notification unit capable of notifying the user. The control unit, when the pre-refueling operation unit is operated prior to the operation of the lid door operation unit, opens the sealing valve to reduce the internal pressure of the fuel tank, and when the internal pressure of the fuel tank falls below the predetermined pressure, notifies the user that the lid door operation unit can be operated and accepts the operation of the lid door operation unit, and when the operation of the lid door operation unit is accepted, sets the lid lock unit to the unlocked state.

[0015] According to the second method described above, the timing for operating the lid door operating unit is notified after operating the pre-refueling operation unit prior to operating the lid door operating unit, so the user can easily understand the timing of refueling (the timing for operating the lid door operating unit to open the lid door).

[0016] The third means is a sealed tank system relating to the first means described above, comprising a location information acquisition unit capable of acquiring the location of the vehicle and the location of the refueling facility, and a notification unit capable of notifying the user. The control unit is a sealed tank system that, when the vehicle is within a predetermined range from the refueling facility, notifies the user of at least one of the following: the operating status of the pre-refueling operation unit, the reduced pressure state of the fuel tank based on the operation of the pre-refueling operation unit, or a request for confirmation of whether or not the user intends to refuel.

[0017] According to the third method described above, if the vehicle is within a predetermined range from the location of the refueling facility, the system will notify the user of the operating status of the pre-refueling control unit (e.g., whether it is operated or not), the status of the pressure reduction in the fuel tank (e.g., pressure reduction in progress), and a request to confirm whether the user intends to refuel (e.g., "If you intend to refuel, please operate the pre-refueling control unit"). This allows the system to prompt the user to operate the pre-refueling control unit if they intend to refuel but have forgotten to do so.

[0018] The fourth means is a sealed tank system relating to the first means described above, comprising a location information acquisition unit capable of acquiring the location of the vehicle and the location of a refueling facility, and a notification unit capable of notifying the user. The control unit stores the location of the refueling facility where the vehicle refueled, and when the vehicle is within a predetermined range from the refueling facility location, it notifies the user of at least one of the following: the operating status of the pre-refueling operation unit, the reduced pressure state of the fuel tank based on the operation of the pre-refueling operation unit, or a request to confirm whether or not the user intends to refuel.

[0019] According to the fourth method described above, by remembering the location of the refueling facility where the user has refueled, notifications can be avoided near refueling facilities the user has not used in the past, and notifications can be given near refueling facilities the user has used in the past. When a notification is given, information such as the operating status of the pre-refueling control unit (operated or not operated, etc.), the status of the fuel tank pressure reduction (pressure reduction in progress, etc.), and a request for whether the user intends to refuel (e.g., "If you intend to refuel, please operate the pre-refueling control unit") is also provided. Therefore, for users who have decided on a refueling facility, it is convenient because they will not be notified more than necessary, and if the user has forgotten to operate the pre-refueling control unit, it can be appropriately reminded to do so.

[0020] The fifth means is a sealed tank system relating to the first means described above, comprising a position information acquisition unit capable of acquiring the position of the vehicle and a notification unit capable of notifying the user. The control unit stores the position of the vehicle when the pre-refueling operation unit is operated prior to the operation of the lid door operation unit, which is the pre-refueling operation history position, and if the vehicle is within a predetermined range from the pre-refueling operation history position, it notifies at least one of the following: the operation status of the pre-refueling operation unit, the reduced pressure state of the fuel tank based on the operation of the pre-refueling operation unit, or a request for whether or not the user intends to refuel.

[0021] According to the above fifth means, by memorizing the position when the user operates the pre-fueling operation unit, it is possible to notify the user when they are within a predetermined range from the position where they previously operated the pre-fueling operation unit. Also, when notifying, the operation state of the pre-fueling operation unit (such as the state of being operated or not being operated), the decompression state of the fuel tank internal pressure (such as the state during decompression execution), and the fact of asking whether there is an intention to refuel (if there is an intention to refuel, please operate the pre-fueling operation unit, etc.) are notified. Therefore, it is convenient because it is not notified more than necessary, and when the user forgets to operate the pre-fueling operation unit, the operation of the pre-fueling operation unit can be appropriately urged.

[0022] The sixth means is the sealed tank system according to the above first means, and has a position information acquisition unit capable of acquiring the position of the own vehicle and the position of the fueling facility. And when the pre-fueling operation unit is operated prior to the operation of the lid door operation unit, the control unit adjusts the opening degree of the blocking valve according to the distance from the own vehicle to the fueling facility. It is a sealed tank system.

[0023] According to the above sixth means, by adjusting the opening degree of the blocking valve according to the distance from the position of the own vehicle to the fueling facility, it is possible to suppress wasteful power consumption and aging deterioration of the blocking valve, and to reduce the internal pressure of the fuel tank to a predetermined pressure at an appropriate timing (for example, the timing immediately before arriving at the fueling facility). As a result, when the user arrives at the fueling facility and operates the lid door operation unit, the user can immediately open the lid door and refuel without waiting time.

[0024] The seventh means is the sealed tank system according to the above first means, and has a position information acquisition unit capable of acquiring the position of the own vehicle and the position of the fueling facility. And when the pre-fueling operation unit is operated prior to the operation of the lid door operation unit, the control unit estimates the required time until the own vehicle reaches the fueling facility, and adjusts the opening degree of the blocking valve according to the estimated required time. It is a sealed tank system.

[0025] According to the seventh means described above, by adjusting the opening degree of the blocking valve according to the arrival time required for the host vehicle to reach the refueling facility, it is possible to suppress wasteful power consumption and aging deterioration of the blocking valve, and to reduce the internal pressure of the fuel tank to a predetermined pressure at an appropriate timing (for example, immediately before arriving at the refueling facility). As a result, when the user arrives at the refueling facility and operates the lid door operation unit, the user can immediately open the lid door and refuel without waiting time.

[0026] The eighth means is the sealed tank system according to the first means, wherein when the pre-refueling operation unit is operated prior to the operation of the lid door operation unit, the control unit adjusts the opening degree of the blocking valve according to the internal pressure of the fuel tank. It is a sealed tank system.

[0027] According to the eighth means described above, by adjusting the opening degree of the blocking valve according to the internal pressure of the fuel tank, it is possible to suppress wasteful power consumption and aging deterioration of the blocking valve.

[0028] The ninth means is the sealed tank system according to the first means, and includes a position information acquisition unit capable of acquiring the position of the host vehicle and the position of the refueling facility. When the host vehicle enters the refueling facility in a state where neither the pre-refueling operation unit nor the lid door operation unit is operated, the control unit closes the purge valve and opens the blocking valve to start depressurizing the internal pressure of the fuel tank. It is a sealed tank system.

[0029] According to the ninth means described above, when the user enters the refueling facility forgetting to operate the pre-refueling operation unit, by automatically starting the depressurization of the internal pressure of the fuel tank, the waiting time until the lid door is opened can be made shorter.

[0030] The tenth means is a sealed tank system relating to the first means described above, wherein the control unit, when the pre-fueling operation unit is operated prior to the operation of the lid door operation unit, opens the sealing valve to reduce the internal pressure of the fuel tank, and if the internal combustion engine of the vehicle is stopped, starts the internal combustion engine to make the internal combustion engine operational, and if the vehicle has an idle stop function, prohibits the operation of the idle stop function, and performs purge control to open the purge valve to reduce the internal pressure of the fuel tank.

[0031] According to the tenth method described above, when the user operates the pre-refueling control unit to reduce the internal pressure of the fuel tank, the sealing valve is opened to guide the evaporated fuel in the fuel tank to the canister. If purge control is not performed, the amount of evaporated fuel accumulated in the canister will increase. To avoid this, if the internal combustion engine is stopped, it is set to running, and if it has an idle stop function, the idle stop function is disabled, forcing the internal combustion engine to run and performing purge control to open the purge valve. Therefore, by performing purge control when the internal pressure of the fuel tank is reduced by operating the pre-refueling control unit, it is possible to prevent an increase in the amount of evaporated fuel accumulated in the canister.

[0032] The eleventh means is a sealed tank system relating to any one of the first to tenth means described above, wherein the control unit operates the pre-refueling operation unit prior to the operation of the lid door operation unit to open the sealing valve and reduce the internal pressure of the fuel tank to below the predetermined pressure, transitioning to a refueling standby state where it awaits the operation of the lid door operation unit, and then, if the lid door operation unit is not operated even when the operating state of the vehicle reaches a predetermined operating state, the control unit releases the refueling standby state.

[0033] According to the 11th method described above, even though the refueling pre-operation unit is operated prior to the operation of the lid door operation unit, reducing the internal pressure of the fuel tank to below a predetermined pressure and transitioning to a refueling standby state, waiting for the user to operate the lid door operation unit, there is a possibility that the user does not operate the lid door operation unit. For example, the user may operate the refueling pre-operation unit with the intention of refueling, but some circumstances may arise before arriving at a refueling facility, causing the user to continue driving without stopping at a refueling facility. After transitioning to the refueling standby state, if the lid door operation unit is not operated even when the vehicle's driving state reaches a predetermined driving state (for example, even when the driving time exceeds a predetermined driving time), the refueling standby state is canceled, returning to the state before the refueling pre-operation unit was operated, and returning to a sealed tank system without the intention to refuel. [Effects of the Invention]

[0034] The sealed tank system disclosed herein, by employing the means described above, does not automatically perform depressurization processing for refueling preparation more than necessary, but instead prioritizes whether or not the user intends to refuel when performing depressurization processing for refueling preparation, thereby shortening the waiting time during refueling and preventing the remaining capacity for adsorbing evaporated fuel in the canister from becoming unnecessarily low. [Brief explanation of the drawing]

[0035] [Figure 1] This diagram illustrates an example of the overall configuration of a sealed tank system. [Figure 2] This diagram illustrates an example of the structure around the lid door covering the fuel filler cap, and an example of the structure of the lid lock. [Figure 3] This is a cross-sectional view taken along line III-III in Figure 2. [Figure 4] This is a flowchart illustrating an example of the [overall processing] which is the processing of the control unit in the first embodiment. [Figure 5] This flowchart illustrates a detailed example of the [inputs such as switches and various accumulating processes] shown in Figure 4. [Figure 6] This is a flowchart illustrating a detailed example of the [notification process] in Figure 4. [Figure 7] This flowchart illustrates a detailed example of the process during general decompression in Figure 4. [Figure 8] This flowchart illustrates a detailed example of the process during manual pre-decompression in Figure 4. [Figure 9] This flowchart illustrates a detailed example of the [cancellation confirmation process] in Figure 8. [Figure 10] This flowchart illustrates a detailed example of the process during automatic pre-decompression in Figure 4. [Figure 11] This flowchart illustrates a detailed example of [seal valve / lid lock control] in Figure 4. [Figure 12] This flowchart illustrates a detailed example of [General Depressurization Control] in Figure 11. [Figure 13] This flowchart illustrates a detailed example of [Lid Door Lock Control] in Figure 12. [Figure 14] This flowchart illustrates a detailed example of [Manual Pre-Decompression Control] in Figure 11. [Figure 15] This figure illustrates examples of target sealing valve opening characteristics and target purge adjustment opening characteristics in the first embodiment. [Figure 16] This is a flowchart illustrating an example of the [purge valve control] process in the first embodiment. [Figure 17] This flowchart illustrates a detailed example of the [Automatic Pre-Decompression Control] shown in Figure 11. [Figure 18] This is a flowchart illustrating an example of the [engine stop / operation control] process in the first embodiment. [Figure 19] This diagram illustrates the [operation waveform example 1-1] of general pressure reduction control. [Figure 20] This diagram illustrates the [operational waveform example 1-2] of general pressure reduction control. [Figure 21] This figure illustrates the [operation waveform example 2-1] of manual pre-pressure control. [Figure 22]This figure illustrates the [operation waveform example 2-2] of manual pre-pressure control. [Figure 23] This figure illustrates the [operation waveform example 3-1] of automatic pre-pressure reduction control. [Figure 24] This is a flowchart illustrating an example of the [overall processing] which is the processing of the control unit in the second embodiment. [Figure 25] This flowchart illustrates a detailed example of the [inputs such as switches and various accumulating processes] shown in Figure 24. [Figure 26] This flowchart illustrates a detailed example of the process during general pressure reduction control in Figure 24. [Figure 27] This flowchart illustrates a detailed example of the process during manual pre-decompression control in Figure 24. [Figure 28] This flowchart illustrates a detailed example of the [cancellation confirmation process] in Figure 27. [Figure 29] This flowchart illustrates a detailed example of [seal valve / lid lock control] in Figure 24. [Figure 30] This figure illustrates examples of target sealing valve opening characteristics and target purge adjustment opening characteristics in the second embodiment. [Figure 31] This is a flowchart illustrating an example of the [purge control] process in the second embodiment. [Figure 32] This is a flowchart illustrating an example of the [engine stop / operation control] process in the second embodiment. [Modes for carrying out the invention]

[0036] <Overall configuration of sealed tank system 1 (Figure 1)> The embodiments will be described below with reference to the drawings. Figure 1 shows an example of the overall configuration of a sealed tank system 1 mounted on a vehicle. As shown in Figure 1, the sealed tank system 1 includes a fuel tank 10, a canister 20, a vapor passage 61H, a purge passage 62H, a sealing valve 61, a purge valve 62, a tank internal pressure detection unit 47, a lid door operating unit 41, a refueling pre-operation unit 42, a lid locking unit 50A, a control unit 70, etc. The following description will use a vehicle (PHEV, HEV, internal combustion engine vehicle) equipped with a gasoline engine (internal combustion engine) that uses gasoline as fuel as an example.

[0037] The fuel tank 10 is connected to a fuel supply pipe 11, and a fuel cap 12 is attached to the end of the fuel supply pipe 11. As shown in Figures 2 and 3, the fuel cap 12 is normally covered by the lid door 50 and is not exposed. When refueling, the user operates the lid door operating unit 41 (lid door switch, etc.) to open the lid door 50 and expose the fuel cap 12, then removes the fuel cap 12 and refuels.

[0038] A vapor passage 61H is connected to the fuel tank 10, which connects the inside of the fuel tank 10 to the canister 20. One end of the vapor passage 61H is connected to the fuel tank 10, and the other end is connected to the inlet 21 of the canister 20, guiding the evaporated fuel (gas) generated in the fuel tank 10 to the canister 20. A float 13 is also provided on the fuel tank 10 side of the vapor passage 61H to prevent liquid fuel from entering the vapor passage 61H when the amount of fuel in the fuel tank 10 is close to the upper limit.

[0039] The sealing valve 61 is provided in the vapor passage 61H and can open and close the vapor passage 61H by adjusting the opening degree of the vapor passage 61H based on a control signal from the control unit 70, thereby sealing the fuel tank 10. Although not shown in the figures, the sealing valve 61 is provided with a first bypass passage that connects the fuel tank 10 side and the canister 20 side to prevent damage to the fuel tank 10 when the pressure inside the fuel tank 10 exceeds the allowable upper pressure. Also, although not shown in the figures, the sealing valve 61 is provided with a second bypass passage that connects the fuel tank 10 side and the canister 20 side to prevent denting of the fuel tank 10 when the pressure inside the fuel tank 10 falls below the allowable lower pressure. As a result, the internal pressure of the fuel tank is kept within the range of the allowable lower pressure to the allowable upper pressure.

[0040] The tank pressure detection unit 47 is installed in the fuel tank 10 and detects the fuel tank pressure (hereinafter referred to as "tank pressure"), which is the pressure inside the fuel tank. The tank pressure detection unit 47 is, for example, a pressure sensor and outputs a detection signal corresponding to the tank pressure to the control unit 70.

[0041] The fuel pump 14 is located inside the fuel tank 10. The fuel pump 14 is driven by a control signal from the control unit 70 and pumps fuel from the fuel tank 10 into the fuel piping 14H. The fuel pumped into the fuel piping 14H is supplied to an injector (not shown). The fuel pump 14 is also equipped with a fuel level detection unit 15 that detects the remaining amount of fuel in the fuel tank 10. The fuel level detection unit 15 is, for example, a fuel level sensor and outputs a detection signal corresponding to the remaining fuel amount to the control unit 70.

[0042] The purge valve 62 is located in the purge passage 62H and can open and close the purge passage 62H by adjusting the opening degree of the purge passage 62H based on a control signal from the control unit 70. The control unit 70 adjusts the opening degree of the purge valve 62 according to the operating state of the internal combustion engine.

[0043] The canister 20 is filled with activated carbon and has a vapor passage 61H and a purge passage 62H connected to it. The canister 20 temporarily adsorbs evaporated fuel (vapor) flowing in from the vapor passage 61H and discharges (supplies) the adsorbed evaporated fuel towards the intake passage of the internal combustion engine via the purge passage 62H. One end of the purge passage 62H is connected to the outlet 22 of the canister 20, and the other end is connected to the intake passage of the internal combustion engine (intake passage, intake manifold, etc.). When the purge valve 62 is open, the evaporated fuel in the canister 20 is drawn out by the negative pressure in the intake passage of the internal combustion engine. The internal combustion engine burns the fuel injected from the injector (not shown) according to the intake volume and the evaporated fuel from the purge passage 62H.

[0044] The canister 20 has an atmospheric vent 23 that is open to the atmosphere. For example, when the sealing valve 61 is fully closed and the purge valve 62 is opened while the internal combustion engine is running, the evaporated fuel in the canister 20 is drawn out into the intake passage, and air flows in through the atmospheric vent 23. Also, for example, when the purge valve 62 is fully closed and the sealing valve 61 is opened, the evaporated fuel in the fuel tank 10 flows into the canister 20, and the air after the evaporated fuel has been adsorbed flows out through the atmospheric vent 23. Also, for example, when the purge valve 62 is opened and the sealing valve 61 is opened while the internal combustion engine is running, the evaporated fuel in the fuel tank 10 is drawn out into the intake passage via the vapor passage 61H, the canister 20, and the purge passage 62H.

[0045] The lid door 50 covers the fuel cap 12 and is configured to be locked by the lid lock 50A and not opened except when refueling. The lid lock 50A includes a movable pin 53 that can lock and unlock the lid door 50, an unlocking device 52 that operates the movable pin 53, and a pin position detection unit 54 that detects the position of the movable pin 53. The unlocking device 52 operates the movable pin 53 based on a control signal from the control unit 70. The pin position detection unit 54 is, for example, a proximity sensor and outputs a detection signal to the control unit 70 according to the position of the movable pin 53 (unlocked position, locked position). Details of the lid door 50 and the lid lock 50A will be described later.

[0046] The location information acquisition unit 30 is, for example, a navigation system, and stores map information that includes various roads and various facilities (including refueling facilities). It overlays the vehicle's position, acquired based on signals received from GPS satellites 90, onto a map based on this map information. The location information acquisition unit 30 can acquire the vehicle's position and the positions of refueling facilities (so-called gas stations, etc.). The location information acquisition unit 30 is also connected to the vehicle's communication line T (for example, a CAN communication line) and can transmit various information, including information about the vehicle's position and the positions of refueling facilities, to various devices (including the control unit 70) connected to the communication line T. The location information acquisition unit 30 can also receive various information from various devices connected to the communication line T.

[0047] The location information acquisition unit 30 has a monitor capable of displaying text information, a speaker capable of outputting audio information, etc., and these monitor and speaker correspond to the notification unit 31 that can notify the user. In addition to displaying map information and outputting notifications, the location information acquisition unit 30 is also used to output various information to the user and to receive input from the user, such as instructions for air conditioning equipment or instructions for music playback.

[0048] The control unit 70 is, for example, an engine control computer (control device) and includes a CPU 71, RAM 72, ROM 73 (including Flash-ROM), timer 74, non-volatile memory device 75, etc. The control unit 70 receives detection signals as input from the lid door operation unit 41, refueling pre-operation unit 42, ignition switch 43, vehicle speed detection unit 44, atmospheric pressure detection unit 45, intake air volume detection unit 46, tank internal pressure detection unit 47, pin position detection unit 54, fuel level detection unit 15, etc. The control unit 70 also outputs control signals to drive the sealing valve 61, purge valve 62, unlocking device 52, fuel pump 14, etc.

[0049] The control unit 70 is connected to the vehicle's communication line T and can transmit various information to various devices (including the location information acquisition unit 30) connected to the communication line T. The control unit 70 can also receive various information from various devices (including the location information acquisition unit 30) connected to the communication line T.

[0050] The lid door operating unit 41 is, for example, a conventional lid door switch, which is operated (pressed by the user) by the user to unlock the lid door 50 and open it during refueling. However, if the sealing valve 61 is fully closed and the tank pressure is high, the lid door 50 will not immediately unlock even if the lid door operating unit 41 is operated. When the lid door operating unit 41 is operated while the tank pressure is high, the control unit 70 first opens the sealing valve 61 to gradually reduce the tank pressure until it is below a predetermined pressure near atmospheric pressure, and then unlocks the lid door 50. In other words, when the tank pressure is high, there may be a waiting time for the tank pressure to decrease between the time the user operates the lid door operating unit 41 and the time the lid door 50 is unlocked, and this waiting time may be about several tens of seconds.

[0051] The pre-refueling operation unit 42 is, for example, a newly installed pre-refueling switch, which is operated (pressed) by the user prior to the operation of the lid door operation unit 41. If the user intends to refuel, they can start reducing the pressure inside the tank by operating the pre-refueling operation unit 42 a little before reaching the refueling facility while driving their vehicle, prior to operating the lid door operation unit 41. Then, when they arrive at the refueling facility, the pressure inside the tank will have decreased sufficiently, so when the user operates the lid door operation unit 41, the lid door 50 can be unlocked and opened immediately without any waiting time.

[0052] The refueling pre-operation unit 42 may also be used in conjunction with the lid door operation unit 41. For example, the control unit 70 may determine that the operation of the lid door operation unit 41 is occurring when the lid door operation unit 41 is pressed and held down, and that the operation of the refueling pre-operation unit 42 is occurring when the lid door operation unit 41 is pressed instantaneously. In the following description of the embodiment, an example will be given in which the lid door operation unit 41 and the refueling pre-operation unit 42 are provided as separate switches.

[0053] The ignition switch 43 is a switch that the user operates (presses) when starting and ending the operation of the vehicle. The user presses the ignition switch to turn the ignition ON when starting the operation and presses the ignition switch to turn the ignition OFF when ending the operation. The control unit 70 can detect whether the ignition is ON or OFF.

[0054] The vehicle speed detection unit 44 is, for example, a vehicle speed sensor, and outputs a detection signal corresponding to the vehicle speed to the control unit 70.

[0055] The atmospheric pressure detection unit 45 is, for example, an atmospheric pressure sensor, and outputs a detection signal corresponding to the atmospheric pressure to the control unit 70.

[0056] The intake volume detection unit 46 is, for example, an intake volume sensor, which is installed in the intake path (intake passage) of the internal combustion engine and outputs a detection signal corresponding to the intake volume to the control unit 70.

[0057] <Structure surrounding the lid door 50 and structure of the lid lock part 50A (Figures 2 and 3)> Figure 2 is a perspective view showing a schematic image of the structure around the lid door 50 covering the fuel filler opening of a vehicle, and Figure 3 is a cross-sectional view taken along line III-III in Figure 2. In Figures 2 and 3, front, rear, left, right, top, and bottom indicate the respective directions in a vehicle where the lid door 50 is installed.

[0058] The lid door 50 is located on the side of the vehicle and covers the fuel cap 12 located within the cap surrounding space 50K. The lid door 50 is rotatable at a hinge portion 55 and is biased outward from the vehicle by an elastic body 57. The lid door 50 has a locking portion 51 on the edge opposite to the hinge portion 55 that curves inward from the vehicle, and the locking portion 51 is provided with a locking hole 51H.

[0059] On the vehicle side that is near the locking portion 51 when the lid door 50 is closed, a lid lock portion 50A is provided, which includes a movable pin 53, an unlocking device 52, a pin position detection unit 54, an elastic body 56, and the like.

[0060] When the unlocking device 52 is energized by a control signal from the control unit 70, it moves the movable pin 53 toward the pin position detection unit 54 with a force greater than the elastic force of the elastic body 56. If the unlocking device 52 is energized while the lid door 50 is closed, the unlocking device 52 pulls out the movable pin 53 inserted through the locking hole 51H, and unlocks the lid door 50. The unlocked lid door 50 rotates toward the outside of the vehicle by the elastic body 57, and the lid door 50 is opened.

[0061] When the power supply from the control unit 70 to the unlocking device 52 is cut off, the movable pin 53 is pushed out in the opposite direction to the pin position detection unit 54 by the elastic force of the elastic body 56. When the lid door 50 is closed, the pushed-out movable pin 53 is inserted into the locking hole 51H, and the lid door 50 is locked so that it cannot be opened.

[0062] The movable pin 53 is biased by the elastic body 56 in the direction toward the locking hole 51H. As described above, when the unlocking device 52 is energized, the movable pin 53 is pulled toward the pin position detection unit 54, and when the power to the unlocking device 52 is stopped, the elastic body 56 pushes it toward the pin position detection unit 54. Also, when the lid door 50 is open, and the user gradually closes the lid door 50, the curved portion of the locking unit 51 pushes the movable pin 53 toward the pin position detection unit 54. When the lid door 50 is in the completely closed position, the position of the tip of the movable pin 53 coincides with the position of the locking hole 51H, and the elastic body 56 pushes the movable pin 53 out and inserts it into the locking hole 51H, and the lid door 50 is locked.

[0063] The pin position detection unit 54 is a proximity sensor that turns ON when, for example, the movable pin 53 is close (approaching), and OFF otherwise. For example, the pin position detection unit 54 outputs ON to the control unit 70 when the movable pin 53 is pulled toward the pin position detection unit 54 by the energized unlocking device 52. The pin position detection unit 54 also outputs ON to the control unit 70 when the movable pin 53 temporarily approaches the pin position detection unit 54 when the user closes the open lid door 50 (only if it approaches).

[0064] <<First Embodiment (Figures 4-23)>> <[Overall Processing] Processing Procedure (Figure 4)> The following describes the pressure reduction control process in which the control unit 70 controls the sealing valve 61, etc., to reduce (depressurize) the internal pressure of the tank in response to user operations such as the operation of the pre-fueling operation unit 42 (pre-fueling switch) and the lid door operation unit 41 (lid door switch).

[0065] Furthermore, there are three types of pressure reduction control in which the control unit 70 opens the sealing valve 61 to reduce the internal pressure of the tank: (A) general pressure reduction control, (B) manual pre-pressure reduction control, and (C) automatic pre-pressure reduction control.As shown in the "Pressure Reduction Mode" at the bottom of the [Operation Waveform Examples] in Figures 19 to 23, the control unit 70 sets the value of "Pressure Reduction Mode" according to the execution status of each pressure reduction control.

[0066] <(A) General pressure reduction control> "General pressure reduction control" is a pressure reduction control that is started when the user operates the lid door operating unit 41 (lid door switch) from a state where neither the lid door operating unit 41 (lid door switch) nor the refueling pre-operation unit 42 (refueling pre-operation switch) has been operated, as shown in the [Example of Operation Waveform] in Figures 19 and 20. When pressure reduction is completed by general pressure reduction control (when the pressure reduction mode is "12"), the control unit 70 unlocks and opens the lid door 50. During the execution of general pressure reduction control, the "pressure reduction mode" is set to one of 10, 11, 12, or 13, as shown in the bottom row of the [Example of Operation Waveform] in Figures 19 and 20.

[0067] <(B) Manual pre-pressure control> "Manual pre-pressure reduction control" is a pressure reduction control that is started when the user operates the refueling pre-operation unit 42 (refueling pre-switch) from a state where neither the lid door operation unit 41 (lid door switch) nor the refueling pre-operation unit 42 (refueling pre-switch) has been operated, as shown in the [Example of Operation Waveform] in Figures 21 and 22. After the pressure reduction is completed by the manual pre-pressure reduction control (after the pressure reduction mode becomes "22"), the control unit 70 waits for the user to operate the lid door operation unit 41, and when the lid door operation unit 41 is operated, it unlocks and opens the lid door 50. During the execution of manual pre-pressure reduction control, the "pressure reduction mode" is set to one of 20, 21, 22, or 23, as shown in the bottom row of the [Example of Operation Waveform] in Figures 21 and 22.

[0068] <(C) Automatic pre-pressure control> "Automatic pre-pressure reduction control" is a pressure reduction control that is automatically started when the vehicle enters a refueling facility while neither the lid door operation unit 41 (lid door switch) nor the refueling pre-operation unit 42 (refueling pre-switch) is operated, as shown in the [Example of Operation Waveform] in Figure 23. After the pressure reduction is completed by the automatic pre-pressure reduction control (after the pressure reduction mode becomes "32"), the control unit 70 waits for the user to operate the lid door operation unit 41, and unlocks and opens the lid door 50 when the lid door operation unit 41 is operated. While the automatic pre-pressure reduction control is running, the "pressure reduction mode" is set to one of 30, 31, 32, or 33, as shown in the bottom row of the [Example of Operation Waveform] in Figure 23.

[0069] Figure 4 shows an example of the processing procedure for the [overall processing] of the control unit 70 in the first embodiment. In the first embodiment, an example is described in which the position of the vehicle and the position of the refueling facility acquired by the position information acquisition unit 30 are used for reducing the pressure inside the tank, but in the second embodiment, which will be described later, an example will be described in which the position of the vehicle and the position of the refueling facility are not used for reducing the pressure inside the tank. Furthermore, the processing enclosed by dotted lines in the flowcharts in Figures 4 to 18, and the characteristics enclosed by dotted lines (Figure 15), are the processing and characteristics that are executed and used in the first embodiment, but are omitted in the second embodiment, which will be described later.

[0070] Regardless of whether the ignition switch is ON or OFF, the control unit 70 initiates the process shown in Figure 4 at predetermined time intervals (for example, intervals of several tens to several hundred milliseconds) and proceeds to step A00.

[0071] In step A00, the control unit 70 performs [switch input and various accumulation processing] and proceeds to step A02. Details of [switch input and various accumulation processing] will be described later.

[0072] In step A02, the control unit 70 performs a [notification process] and proceeds to step A10. Details of the [notification process] will be described later.

[0073] In step A10, the control unit 70 determines whether or not general pressure reduction control is being performed. If general pressure reduction control is being performed (Yes), the process proceeds to step A12; otherwise, the process proceeds to step A20. When general pressure reduction control is being performed, the "Pressure Reduction Mode" at the bottom of the operation waveform example in Figures 19 and 20 is one of 10, 11, 12, or 13. Therefore, the control unit 70 determines that general pressure reduction control is being performed when the pressure reduction mode is "1*".

[0074] If the process proceeds to step A12, the control unit 70 executes the [processing during general pressure reduction control] and proceeds to step A80. Details of the [processing during general pressure reduction control] will be described later.

[0075] If the process proceeds to step A20, the control unit 70 determines whether manual pre-depressurization control is being performed. If manual pre-depressurization control is being performed (Yes), the process proceeds to step A22; otherwise, the process proceeds to step A30. When manual pre-depressurization control is being performed, the "Depressurization Mode" at the bottom of the operation waveform example in Figures 21 and 22 is one of 20, 21, 22, or 23. Therefore, the control unit 70 determines that manual pre-depressurization control is being performed when the depressurization mode is "2*".

[0076] If the process proceeds to step A22, the control unit 70 executes the [processing during manual pre-depressurization control] and proceeds to step A80. Details of the [processing during manual pre-depressurization control] will be described later.

[0077] If the process proceeds to step A30, the control unit 70 determines whether or not automatic pre-depressurization control is being performed. If automatic pre-depressurization control is being performed (Yes), the process proceeds to step A32; otherwise, the process proceeds to step A40. Note that if automatic pre-depressurization control is being performed, the "Depressurization Mode" at the bottom of the example operation waveform in Figure 23 will be one of 30, 31, 32, or 33. Therefore, the control unit 70 determines that automatic pre-depressurization control is being performed when the depressurization mode is "3*".

[0078] If the process proceeds to step A32, the control unit 70 executes the [processing during automatic pre-decompression control] and proceeds to step A80. Details of the [processing during automatic pre-decompression control] will be described later.

[0079] If the process proceeds to step A40, the control unit 70 determines whether the lid reception flag is ON or OFF. If the lid reception flag is ON (Yes), the process proceeds to step A45. If the lid reception flag is NOT ON (No), the process proceeds to step A50. If the process proceeds to step A40, the depressurization mode is "00", and no depressurization control is currently being performed. The lid reception flag, as shown in Figure 5, is a flag that is set to ON for a lid reception time (for example, a few seconds) when the lid door operation unit 41 (lid door switch) is operated (pressed).

[0080] If the process proceeds to step A45, the control unit 70 sets the depressurization mode to "10" and starts general depressurization control (see time T12 in Figure 19 and time T22 in Figure 20), and proceeds to step A80. If the process proceeds to step A40, the depressurization mode is "00", so if the lid reception flag is ON, general depressurization control is started.

[0081] If the process proceeds to step A50, the control unit 70 determines whether the pre-reception flag is ON or OFF. If the pre-reception flag is ON (Yes), the process proceeds to step A52. If the pre-reception flag is NOT ON (No), the process proceeds to step A62. The pre-reception flag, as shown in Figure 5, is a flag that is set to ON for a pre-reception time (for example, a few seconds) when the pre-fueling operation unit 42 (pre-fueling switch) is operated (pressed).

[0082] If the process proceeds to step A52, the control unit 70 determines whether the vehicle is outside the refueling facility. Based on the vehicle's position on the map or on Earth, the location of the refueling facility, and the site boundaries, etc., obtained in step A00 [Input of switches, etc. and each accumulation process], the control unit 70 determines whether the vehicle is outside the refueling facility. If the control unit 70 determines that the vehicle is outside the refueling facility (Yes), it proceeds to step A53. If the control unit 70 determines that the vehicle is inside the refueling facility (No), it proceeds to step A57.

[0083] If the process proceeds to step A53, the control unit 70 stores the vehicle's position on the map or on Earth at the time the pre-refueling operation unit 42 was operated prior to the operation of the lid door operation unit 41 in the "pre-refueling operation history position," and proceeds to step A54. The "pre-refueling operation history position" will be used in the [notification process] shown in Figure 6, which will be described later.

[0084] In step A54, the control unit 70 determines whether execution condition A is met. Execution condition A is, for example, "tank internal pressure > atmospheric pressure + β" and "fuel remaining amount ≤ predetermined remaining amount". The values ​​of β and predetermined remaining amount are set to appropriate values ​​confirmed through experiments or simulations using actual vehicles. For example, β is set to a value of approximately 5 [kPa]. If execution condition A is met (Yes), the control unit 70 proceeds to step A55; otherwise, it proceeds to step A80.

[0085] If the process proceeds to step A55, the control unit 70 sets the Engine Force Start 1 flag to ON and the Idle Stop Prohibition 1 flag to ON (see time T31 in Figures 21 and 22) and proceeds to step A56. The Engine Force Start 1 flag is used to force the engine to start when the ignition is ON and the engine is stopped. The Idle Stop Prohibition 1 flag is used to disable the idle stop function. In other words, after the processing in step A55, if the ignition is ON, the engine will be running (see time T31 in Figures 21 and 22).

[0086] If the process proceeds to step A56, the control unit 70 sets the depressurization mode to "20" and starts manual pre-depressurization control (see time T31 in Figures 21 and 22), and proceeds to step A80. If the process proceeds to step A50, the depressurization mode is "00", so if the pre-reception flag is ON, the location is outside the refueling facility, and execution condition A is met, manual pre-depressurization control is started.

[0087] If the process proceeds to step A57, the control unit 70 outputs a notification such as "Please press the lid door switch" as text or audio information using the monitor or speaker of the notification unit 31, and proceeds to step A80. If the vehicle is already inside the refueling facility, the control unit 70 prompts the user to perform general pressure reduction control by operating the lid door operation unit 41 (lid door switch).

[0088] If the process proceeds to step A62, the control unit 70 determines whether the vehicle is inside the refueling facility or not. If the control unit 70 determines that the vehicle is inside the refueling facility (Yes), it proceeds to step A63; if it determines that the vehicle is outside the refueling facility (No), it proceeds to step A80.

[0089] If the process proceeds to step A63, the control unit 70 determines whether the lid operation wait flag is ON or OFF. The lid operation wait flag is set to ON in step E27 in Figure 8 and to OFF in step H71 in Figure 11. If the lid operation wait flag is ON (Yes), the control unit 70 proceeds to step A80; otherwise, it proceeds to step A64.

[0090] If the process proceeds to step A64, the control unit 70 determines whether execution condition B is met. Execution condition B is, for example, "vapor concentration in the canister ≥ predetermined vapor concentration (VS%)" and "ignition ON". The vapor concentration is calculated using existing purge control based on intake air volume, internal combustion engine speed, fuel injection amount, purge valve opening, air-fuel ratio, etc., so this is used. The value of the predetermined vapor concentration (VS%) is set to an appropriate value confirmed through experiments and simulations using actual vehicles. If execution condition B is met (Yes), the control unit 70 proceeds to step A65; if execution condition B is not met (No), it proceeds to step A67.

[0091] If the process proceeds to step A65, the control unit 70 sets the Engine Force Start 2 flag to ON and the Idle Stop Prohibition 2 flag to ON (see time T51 in Figure 23) and proceeds to step A66. The Engine Force Start 2 flag is used to force the engine to start when the ignition is ON and the engine is stopped. The Idle Stop Prohibition 2 flag is used to disable the idle stop function. In other words, after the processing in step A65, if the ignition is ON, the engine will be running (see time T51 in Figure 23).

[0092] In step A66, the control unit 70 outputs a notification from the notification unit 31 such as "If you are refueling, turn the ignition OFF and press the lid door switch" and proceeds to step A80. Since execution condition B is met and the vapor concentration is high, before starting the automatic pre-depressurization control, the engine is put into operation and purge control is performed to reduce the vapor concentration (see time T52 to T54 in Figure 23).

[0093] If the process proceeds to step A67, the control unit 70 determines whether execution condition C is met. Execution condition C is, for example, "tank internal pressure > atmospheric pressure + β" and "fuel remaining amount ≤ predetermined remaining amount". The values ​​of β and predetermined remaining amount are set to appropriate values ​​confirmed through experiments or simulations using actual vehicles. If execution condition C is met (Yes), the control unit 70 proceeds to step A68; if execution condition C is not met (No), it proceeds to step A80.

[0094] If the process proceeds to step A68, the control unit 70 sets the purge prohibition flag to ON (see time T54 in Figure 23) and proceeds to step A69. The purge prohibition flag is a flag used to prohibit purge control while the engine is running. The automatic pre-pressure reduction control, which is executed when the vehicle enters the refueling facility without operating the lid door operation unit 41 or the pre-refueling operation unit 42, opens the sealing valve 61 to a relatively large degree in order to reduce the tank pressure in a shorter time (see time T54 to T55 in Figure 23). Therefore, if purge control is executed, the fluctuation of the engine's air-fuel ratio will become large, so purge control is prohibited (the purge valve is closed).

[0095] In step A69, the control unit 70 sets the depressurization mode to "30" and starts automatic pre-depressurization control (see time T54 in Figure 23), and proceeds to step A80. If the process proceeds to step A50, the depressurization mode is "00", so if the lid reception flag is OFF, the pre-reception flag is OFF, the location is within a refueling facility, the lid operation waiting flag is OFF, execution condition B is not met, and execution condition C is met, then automatic pre-depressurization control is started.

[0096] If the process proceeds to step A80, the control unit 70 executes [seal valve / lid lock control] and proceeds to step A83. Details of [seal valve / lid lock control] will be described later.

[0097] In step A83, the control unit 70 determines whether execution condition B is met. Note that execution condition B is the same as execution condition B in step A64 (vapor concentration in the canister ≥ predetermined vapor concentration (VS%) and ignition ON). If execution condition B is met (Yes), the control unit 70 terminates the process shown in Figure 4, and if execution condition B is not met (No), it proceeds to step A84.

[0098] If the process proceeds to step A84, the control unit 70 sets the forced engine operation 2 flag to OFF and the idle stop prohibition 2 flag to OFF (see time T54 in Figure 23), and terminates the process shown in Figure 4.

[0099] Details of [switch and other input / various calculation processes] (Figure 5) Figure 5 is a flowchart illustrating a detailed example of step A00 in Figure 4, [Input of switches, etc. and various accumulation processing]. When the control unit 70 executes step A00 in Figure 4, [Input of switches, etc. and various accumulation processing], it proceeds to step B00 of [Input of switches, etc. and various accumulation processing] shown in Figure 5.

[0100] In step B00, the control unit 70 counts up each timer, acquires various inputs, and proceeds to step B10. Each timer is named after a timer, such as the "lid reception timer" and "pre-reception timer" in Figure 5, the "re-notification timer" in Figure 6, the "lid operation waiting timer" in Figure 8, and the "unlock timer" in Figures 12 and 13. Each timer is set to an appropriate initial value when the ignition is turned from OFF to ON. Various inputs include, for example, atmospheric pressure (acquired using the atmospheric pressure detection unit 45), fuel level (acquired using the fuel level detection unit 15), tank pressure (acquired using the tank pressure detection unit 47), vehicle speed (acquired using the vehicle speed detection unit 44), intake air volume (acquired using the intake air volume detection unit 46), and vapor concentration (acquired using the existing purge control).

[0101] In step B10, the control unit 70 determines whether the lid reception flag is OFF or OFF. As shown in Figure 5, the lid reception flag is a flag that is set to ON for a lid reception time (for example, a few seconds) when the lid door operation unit 41 is operated (when the lid door switch is pressed). If the lid reception flag is OFF (Yes), the control unit 70 proceeds to step B11, and if the lid reception flag is not OFF (No), it proceeds to step B13.

[0102] If the process proceeds to step B11, the control unit 70 determines whether the lid door switch is ON or OFF (whether the lid door operating unit 41 is pressed or OFF). If the lid door switch is ON (Yes), the control unit 70 proceeds to step B12; otherwise, it proceeds to step B20.

[0103] If the process proceeds to step B12, the control unit 70 sets the lid reception flag to ON, initializes the lid reception timer (resets it to zero), and proceeds to step B20.

[0104] If the process proceeds to step B13, the control unit 70 determines whether the lid reception timer has exceeded the lid reception time. If the lid reception timer has exceeded the lid reception time (Yes), the control unit 70 proceeds to step B14; otherwise, it proceeds to step B20.

[0105] If the process proceeds to step B14, the control unit 70 sets the lid reception flag to OFF and proceeds to step B20.

[0106] If the process proceeds to step B20, the control unit 70 determines whether the ignition is ON or OFF. If the ignition is ON (Yes), the process proceeds to step B21; otherwise, the process proceeds to step B26.

[0107] If the process proceeds to step B21, the control unit 70 determines whether the vehicle speed is greater than or equal to the predetermined vehicle speed. The predetermined vehicle speed is, for example, about 4 km / h. If the vehicle speed is greater than or equal to the predetermined vehicle speed (Yes), the control unit 70 proceeds to step B22; if the vehicle speed is less than the predetermined vehicle speed (No), it proceeds to step B26.

[0108] If the process proceeds to step B22, the control unit 70 determines whether the pre-reception flag is OFF or OFF. As shown in Figure 5, the pre-reception flag is a flag that is set to ON for a pre-reception time (for example, a few seconds) when the pre-fueling operation unit 42 is operated (when the pre-fueling switch is pressed). If the pre-reception flag is OFF (Yes), the control unit 70 proceeds to step B23, and if the pre-reception flag is not OFF (No), it proceeds to step B25.

[0109] If the process proceeds to step B23, the control unit 70 determines whether the pre-refueling switch is ON or OFF (whether the pre-refueling operation unit 42 is pressed or OFF). If the pre-refueling switch is ON (Yes), the control unit 70 proceeds to step B24; otherwise, it proceeds to step B30.

[0110] If the process proceeds to step B24, the control unit 70 sets the pre-acceptance flag to ON, initializes the pre-acceptance timer (resets it to zero), and proceeds to step B30.

[0111] If the process proceeds to step B25, the control unit 70 determines whether the pre-acceptance timer has exceeded the pre-acceptance time. If the pre-acceptance timer has exceeded the pre-acceptance time (Yes), the control unit 70 proceeds to step B26; otherwise, it proceeds to step B30.

[0112] If the process proceeds to step B26, the control unit 70 sets the pre-acceptance flag to OFF and proceeds to step B30.

[0113] If the process proceeds to step B30, the control unit 70 obtains the location of the vehicle on a map or on Earth, the location of the refueling facility, and the site area from the location information acquisition unit 30, and proceeds to step B40.

[0114] In step B40, the control unit 70 determines whether the previous depressurization mode (the depressurization mode during the previous processing) was "21" (the state just before manual pre-depressurization is completed). The control unit 70 then executes step B42 when the manual pre-depressurization control is completed in steps B40 and B41 (when the depressurization mode changes from "21" to "22") to initialize each accumulated value and start accumulating. Each accumulated value is used in the [cancellation confirmation process] in Figure 9. If the previous depressurization mode was "21" (Yes), the control unit 70 proceeds to step B41; otherwise, it proceeds to step B43.

[0115] If the process proceeds to step B41, the control unit 70 determines whether the current depressurization mode is "22" (the state in which manual pre-depressurization has been completed). If the current depressurization mode is "22" (Yes), the control unit 70 proceeds to step B42; otherwise, it proceeds to step B45.

[0116] If the process proceeds to step B42, the control unit 70 initializes (resets to zero) the accumulated time, accumulated mileage, and accumulated intake air volume, and then proceeds to step B46.

[0117] If the process proceeds to step B43, the control unit 70 determines whether the previous depressurization mode (the depressurization mode during the previous process) was "31" (the state just before automatic pre-depressurization is completed). The control unit 70 then executes step B42 to initialize each accumulated value and start accumulating when the depressurization of the automatic pre-depressurization control is completed in steps B43 and B44 (when the depressurization mode changes from "31" to "32"). Each accumulated value is used in the [cancellation confirmation process] in Figure 9. If the previous depressurization mode was "31" (Yes), the control unit 70 proceeds to step B44; otherwise, it proceeds to step B45.

[0118] If the process proceeds to step B44, the control unit 70 determines whether the current depressurization mode is "32" (the state in which automatic pre-depressurization has been completed). If the current depressurization mode is "32" (Yes), the control unit 70 proceeds to step B42; otherwise, it proceeds to step B45.

[0119] If the process proceeds to step B45, the control unit 70 adds a predetermined time [sec], which is the interval for initiating the process shown in Figure 4, to the "cumulative time" [sec] and stores it. The control unit 70 also calculates the distance traveled [m] by multiplying the vehicle speed [m / sec] obtained using the vehicle speed detection unit 44 by the predetermined time [sec], and adds the distance traveled [m] to the "cumulative distance traveled" [m] and stores it. The control unit 70 also calculates the intake air volume [g] by multiplying the intake air volume [g / sec] obtained using the intake air volume detection unit 46 by a predetermined time [sec], and adds the intake air volume [g] to the "cumulative intake air volume" [g] and stores it. Then the control unit 70 proceeds to step B46.

[0120] If the process proceeds to step B46, the control unit 70 reads the (current) depressurization mode, stores it in "Previous Depressurization Mode," terminates the process shown in Figure 5, and returns the process to below step A00 in Figure 4.

[0121] Details of the notification process (Figure 6) Figure 6 is a flowchart illustrating a detailed example of the [Notification Processing] in step A02 of Figure 4. When the control unit 70 executes the [Notification Processing] in step A02 of Figure 4, it proceeds to step C10 of the [Notification Processing] shown in Figure 6.

[0122] In step C10, the control unit 70 determines whether the depressurization mode is "00". If the depressurization mode is "00" (Yes), the control unit 70 proceeds to step C11 because it has not performed any depressurization control (general depressurization control, manual pre-depressurization control, automatic pre-depressurization control). If the depressurization mode is not "00" (No), the control unit 70 terminates the process shown in Figure 6 and returns to the bottom of step A02 in Figure 4 because it has already performed one of the depressurization control methods.

[0123] If the process proceeds to step C11, the control unit 70 determines whether the pre-refueling switch (not the pre-reception flag, but the pre-refueling switch) is ON or OFF. If the pre-refueling switch is ON (Yes), the control unit 70 proceeds to step C12; otherwise, it proceeds to step C13.

[0124] If the process proceeds to step C12, the control unit 70 determines whether the vehicle's position is within the refueling facility. If the vehicle's position is within the refueling facility (Yes), the control unit 70 proceeds to step C40; if the vehicle's position is outside the refueling facility (No), it proceeds to step C13. Whether or not the vehicle is within the refueling facility is determined, for example, by whether or not the vehicle is located within the premises of the refueling facility as shown on the map in the location information acquisition unit.

[0125] If the process proceeds to step C40, the control unit 70 outputs a notification from the notification unit 31 such as "If you wish to refuel, please press the lid door switch," and terminates the process shown in Figure 6, returning to the bottom of step A02 in Figure 4. With this notification, the control unit 70 prompts the user to press the lid door switch if the vehicle is inside a refueling facility and the pre-refueling switch has been pressed.

[0126] If the process proceeds to step C13, the control unit 70 determines whether the remaining fuel level is below a predetermined level. The predetermined level is set to an appropriate value confirmed through experiments using actual vehicles or simulators. If the remaining fuel level is below the predetermined level (Yes), the control unit 70 proceeds to step C14; otherwise (No), it terminates the process shown in Figure 6 and returns to the bottom of step A02 in Figure 4.

[0127] If the process proceeds to step C14, the control unit 70 determines whether the tank pressure is higher than atmospheric pressure + β. For example, β is set to a value of approximately 5 [kPa]. If the tank pressure is higher than atmospheric pressure + β (Yes), the control unit 70 proceeds to step C20; otherwise (No), it terminates the process shown in Figure 6 and returns to the bottom of step A02 in Figure 4.

[0128] If the process proceeds to step C20, the control unit 70 determines whether the vehicle's position is within a predetermined range from the location of the refueling facility (at least one of the distance or estimated time required is within the predetermined range). The "location of the refueling facility" is the position of the vehicle when the lid door is opened, as stored in step D13 in Figure 7, step E15 in Figure 8, and step F16 in Figure 10 (i.e., the location of the refueling facility where refueling was performed in the past). If the vehicle is within a predetermined range from the location of the refueling facility (Yes), the control unit 70 proceeds to step C30; otherwise, it proceeds to step C21. Based on the vehicle's position and the location of the refueling facility, the control unit 70 can determine the distance or estimated time required from the vehicle to the refueling facility.

[0129] If the process proceeds to step C21, the control unit 70 determines whether the vehicle's position is within a predetermined range from the pre-refueling operation history position (at least one of the distance to the pre-refueling operation history position or the estimated time required is within the predetermined range). The "pre-refueling operation history position" is, as described above, the position of the vehicle when the pre-refueling operation unit was operated in the past, as stored in step A53 of Figure 4. If the vehicle is within a predetermined range from the pre-refueling operation history position (Yes), the control unit 70 proceeds to step C30; otherwise, it proceeds to step C22.

[0130] If the process proceeds to step C22, the control unit 70 determines whether the vehicle's position is within a predetermined range from the location of the refueling facility (at least one of the distance or estimated travel time is within the predetermined range). Based on the vehicle's position and the location of the refueling facility, the control unit 70 can determine the distance or estimated travel time from the vehicle to the refueling facility. In step B30 of Figure 5, the control unit 70 successively acquires the locations of refueling facilities near the vehicle. If the vehicle is within a predetermined range from the location of the refueling facility (Yes), the control unit 70 proceeds to step C30; otherwise (No), it terminates the process shown in Figure 6 and returns to the bottom of step A02 in Figure 4.

[0131] If the process proceeds to step C30, the control unit 70 determines whether the re-notification timer is equal to or greater than the re-notification time. Since frequent notifications to the user in steps C32 and C33 are undesirable, notifications are made at re-notification intervals (for example, the re-notification time is set to a few seconds to several tens of seconds). If the re-notification timer is equal to or greater than the re-notification time (Yes), the control unit 70 proceeds to step C31; otherwise (No), it terminates the process shown in Figure 6 and returns to the bottom of step A02 in Figure 4.

[0132] If the process proceeds to step C31, the control unit 70 determines whether the vehicle is located inside a refueling facility. If the vehicle is located inside a refueling facility (Yes), the control unit 70 proceeds to step C33; if the vehicle is located outside a refueling facility (No), the control unit 70 proceeds to step C32.

[0133] If the process proceeds to step C32, the control unit 70 outputs a notification from the notification unit 31 such as "(You are near a refueling facility.) The pressure is not currently reduced. If you wish to refuel, please press the refueling pre-operation switch." and proceeds to step C34 (see notifications before time T31 in Figures 21 and 22). With this notification, the control unit 70 prompts the user to operate the refueling pre-operation unit 42 (by pressing the refueling pre-operation switch) if the user intends to refuel. In addition, the notification may include at least one of the following: the operating status of the refueling pre-operation unit (e.g., whether it is being operated or not), the reduced pressure status of the fuel tank (e.g., reduced pressure is being performed), or a question about whether the user intends to refuel (e.g., "If you intend to refuel, please operate the refueling pre-operation unit").

[0134] If the process proceeds to step C33, the control unit 70 outputs a notification from the notification unit 31 such as "You are inside the refueling facility. The pressure is not currently being reduced. If you wish to refuel, please press the lid door switch," and proceeds to step C34 (see notifications before time T12 in Figure 19 and notifications before time T22 in Figure 20). With this notification, the control unit 70 prompts the user to operate the lid door operation unit 41 (by pressing the lid door switch) if the user intends to refuel. In addition, the notification may include at least one of the following: the operating status of the pre-refueling operation unit (e.g., whether it is being operated or not), the reduced pressure status of the fuel tank (e.g., reduced pressure is being performed), or a question about whether the user intends to refuel (e.g., "If you intend to refuel, please operate the pre-refueling operation unit").

[0135] If the process proceeds to step C34, the control unit 70 initializes the re-notification timer (resets it to zero), terminates the process shown in Figure 6, and returns the process to below step A02 in Figure 4.

[0136] Details of the process during general pressure reduction control (Figure 7) Figure 7 is a flowchart illustrating an example of the details of the process during general decompression in step A12 of Figure 4.

[0137] General pressure reduction control is a type of pressure reduction control that is initiated when the user operates the lid door operating unit 41 upon arrival at a refueling facility (or just before arrival at a refueling facility), and is equivalent to conventional pressure reduction control (the same waiting time as before occurs). In general pressure reduction control, the control unit 70 performs pressure reduction by changing the pressure reduction mode from 10 to 11, 12, and 13. First, the operating state in each case of pressure reduction mode "10", "11", "12", and "13" will be explained.

[0138] When the decompression mode is set to "10" (see times T12-T13 in Figure 19 and T22-T23 in Figure 20), the control unit 70 is gradually opening the sealing valve 61 toward opening FA%, gradually reducing the tank pressure toward atmospheric pressure + α (general decompression state). When the tank pressure falls below atmospheric pressure + α, the control unit 70 changes the decompression mode to "11" (see time T13 in Figure 19 and time T23 in Figure 20). The value of "α" is, for example, about 0.2 [kPa].

[0139] When the decompression mode is set to "11" (see times T13-T14 in Figure 19 and T23-T24 in Figure 20), the tank pressure is reduced from atmospheric pressure + α to atmospheric pressure by the control unit 70 gradually opening the sealing valve 61 from FA% to 100% (general decompression completion preparation state). When the sealing valve 61 is opened to 100%, the control unit 70 changes the decompression mode to "12" (see time T14 in Figure 19 and time T24 in Figure 20).

[0140] When the pressure reduction mode is set to "12" (see times T14-T15 in Figure 19 and T24-T25 in Figure 20), the tank pressure reduction is complete (general pressure reduction completed state), and the lid door 50 can be unlocked and opened at any time. General pressure reduction control is initiated by the user operating the lid door operating unit 41, with the intention not only to refuel but also to open the lid door 50. Therefore, after changing the pressure reduction mode to "12" (after the general pressure reduction completed state), the control unit 70 changes the pressure reduction mode to "13" and unlocks and opens the lid door 50 without waiting for an operation from the lid door operating unit 41 (see time T15 in Figure 19 and time T25 in Figure 20).

[0141] When the depressurization mode is set to "13" (see times T15-T16 in Figure 19 and T25-T26 in Figure 20), the lid door 50 is unlocked and opened (lid door open). In this state, the user can open the fuel cap and refuel. When the user finishes refueling, attaches the fuel cap, and closes the lid door 50, the control unit 70 changes the depressurization mode to "00" (see time T16 in Figure 19 and time T26 in Figure 20).

[0142] When the control unit 70 executes the [processing during general pressure reduction control] in step A12 of Figure 4, it proceeds to step D10 of the [processing during general pressure reduction control] shown in Figure 7.

[0143] In step D10, the control unit 70 determines whether the depressurization mode is "12". If the depressurization mode is "12" (Yes), the control unit 70 proceeds to step D11; otherwise, it proceeds to step D20.

[0144] If the process proceeds to step D11, the control unit 70 outputs a notification from the notification unit 31 such as "Depressurization complete. The lid door will be unlocked and opened." (See time T14 in Figure 19 and time T24 in Figure 20) and proceeds to step D12. With this notification, the control unit 70 informs the user that the lid door 50 will be unlocked and opened without the user having to operate the lid door operation unit 41.

[0145] In step D12, the control unit 70 sets the pressure reduction mode to "13" and proceeds to step D13. After setting the pressure reduction mode to "13", the control unit 70 unlocks and opens the lid door 50 using the [sealing valve / lid lock control] described later.

[0146] In step D13, the control unit 70 stores the current position of the vehicle (the position where the lid door 50 is unlocked and opened, i.e., the position of the refueling facility where refueling was performed) in the refueling facility location, and then terminates the process shown in Figure 7, returning to the process below step A12 in Figure 4.

[0147] If the process proceeds to step D20, the control unit 70 determines whether the depressurization mode is "10". If the depressurization mode is "10" (Yes), the control unit 70 proceeds to step D22; otherwise, it proceeds to step D21.

[0148] If the process proceeds to step D21, the control unit 70 determines whether the depressurization mode is "11". If the depressurization mode is "11" (Yes), the control unit 70 proceeds to step D22; otherwise (No), it terminates the process shown in Figure 7 and returns to the bottom of step A12 in Figure 4.

[0149] If the process proceeds to step D22, the control unit 70 outputs a notification such as "Depressurization in progress. Please wait until depressurization is complete." from the notification unit 31 (see times T12 to T14 in Figure 19 and times T22 to T24 in Figure 20), and terminates the process shown in Figure 7. The control unit 70 then returns the process to below step A12 in Figure 4. It is preferable that the notification in step D22 is issued at predetermined time intervals of, for example, a few seconds.

[0150] Details of the process during manual pre-pressure control (Figure 8) Figure 8 is a flowchart illustrating an example of the details of the process during step A22 of Figure 4, [Manual pre-decompression control].

[0151] Manual pre-pressure reduction control is a pressure reduction control that is initiated when the user operates the pre-fueling operation unit 42 prior to operating the lid door operation unit 41, shortly before reaching the refueling facility. In manual pre-pressure reduction control, the control unit 70 performs pressure reduction by changing the pressure reduction mode from 20 to 21, 22, and 23. First, the operating state in each case of pressure reduction mode "20", "21", "22", and "23" will be explained.

[0152] When the decompression mode is set to "20" (see times T31 to T34 in Figures 21 and 22), the control unit 70 is gradually opening the sealing valve 61 toward opening FB%, gradually reducing the tank pressure toward atmospheric pressure + α (manual pre-decompression state). However, when the decompression mode becomes "20", the engine is first brought into operation (time T31), purge control is executed (time T32), and the sealing valve is opened only after the purge valve opening is greater than or equal to opening PS% (time T33). Then, when the tank pressure falls below atmospheric pressure + α, the control unit 70 changes the decompression mode to "21" (see time T34 in Figures 21 and 22). The value of "α" is, for example, about 0.2 [kPa].

[0153] When the decompression mode is set to "21" (see times T34 to T35 in Figures 21 and 22), the control unit 70 is gradually adjusting the opening of the sealing valve 61 from opening FB% to opening FK% (opening during normal operation) after the tank internal pressure has become ≤ atmospheric pressure + α (preparation state for manual pre-decompression completion). When the opening of the sealing valve 61 is within the range of opening FK% ± ΔK%, the control unit 70 changes the decompression mode to "22" (see time T35 in Figures 21 and 22).

[0154] When the pressure reduction mode is set to "22" (see time T35 to T37 in Figure 21), the tank internal pressure reduction is complete (manual pre-pressure reduction completed state), and the lid door 50 can be unlocked and opened at any time (fueling standby state). In manual pre-pressure reduction control, after changing the pressure reduction mode to "22" (after the manual pre-pressure reduction completed state), the control unit 70 changes the pressure reduction mode to "23" and unlocks and opens the lid door 50 when the user operates the lid door operating unit 41 (see time T37 in Figure 21).

[0155] When the depressurization mode is set to "23" (see time T37-T38 in Figure 21), the lid door 50 is unlocked and opened (lid door open). In this state, the user can open the fuel cap and refuel. When the user finishes refueling, attaches the fuel cap, and closes the lid door 50, the control unit 70 changes the depressurization mode to "00" (see time T38 in Figure 21).

[0156] When the control unit 70 executes the [processing while manual pre-depressurization control is being performed] in step A22 of Figure 4, it proceeds to step E10 of the [processing while manual pre-depressurization control is being performed] shown in Figure 8.

[0157] In step E10, the control unit 70 determines whether the depressurization mode is "22". If the depressurization mode is "22" (Yes), the control unit 70 proceeds to step E11; otherwise, it proceeds to step E20.

[0158] If the process proceeds to step E11, the control unit 70 outputs a notification from the notification unit 31 such as "Depressurization complete. Press the lid door switch if you wish to refuel." (See time T35 to T37 in Figure 21) and proceeds to step E12. The control unit 70 notifies that the lid door operation unit 41 can be operated when the tank internal pressure is below a predetermined pressure (atmospheric pressure + α or less), and accepts operation of the lid door operation unit 41 in step E12. With this notification, the control unit 70 prompts the user to operate the lid door operation unit 41 (lid door switch) if the user intends to refuel. It is preferable that the notification in step E11 is issued at predetermined time intervals of, for example, a few seconds.

[0159] In step E12, the control unit 70 determines whether the lid reception flag is ON or OFF. If the lid reception flag is ON (Yes), the control unit 70 proceeds to step E13; otherwise, it proceeds to step E16.

[0160] If the process proceeds to step E13, the control unit 70 outputs a notification such as "The lid door will be unlocked and opened." from the notification unit 31 (see time T37 in Figure 21) and proceeds to step E14. With this notification, the control unit 70 informs the user that the lid door 50 will be unlocked and opened by operation of the lid door operation unit 41.

[0161] In step E14, the control unit 70 sets the pressure reduction mode to "23" and proceeds to step E15. After setting the pressure reduction mode to "23", the control unit 70 unlocks and opens the lid door 50 using the [sealing valve / lid lock control] described later.

[0162] In step E15, the control unit 70 stores the current position of the vehicle (the position where the lid door 50 has been unlocked and opened, i.e., the position of the refueling facility where refueling was performed) in the refueling facility location and proceeds to step E30.

[0163] If the process proceeds to step E30, the control unit 70 sets the following to OFF (see time T37 in Figure 21) and terminates the process shown in Figure 8. The control unit 70 then returns to the process below step A22 in Figure 4.

[0164] If the process proceeds to step E16, the control unit 70 executes a [cancellation confirmation process] to terminate the process shown in Figure 8 and returns the process to below step A22 in Figure 4. Details of the [cancellation confirmation process] will be described later.

[0165] If the process proceeds to step E20, the control unit 70 determines whether the depressurization mode is "20". If the depressurization mode is "20" (Yes), the control unit 70 proceeds to step E22; otherwise, it proceeds to step E21.

[0166] If the process proceeds to step E21, the control unit 70 determines whether the depressurization mode is "21". If the depressurization mode is "21" (Yes), the control unit 70 proceeds to step E22; otherwise (No), it terminates the process shown in Figure 8 and returns to the bottom of step A22 in Figure 4.

[0167] If the process proceeds to step E22, the control unit 70 determines whether the ignition is OFF or not. If the ignition is OFF (Yes), the control unit 70 proceeds to step E25; if the ignition is ON (No), it proceeds to step E23.

[0168] If the process proceeds to step E23, the control unit 70 determines whether the vehicle is located inside a refueling facility. If the vehicle is located inside a refueling facility (Yes), the control unit 70 proceeds to step E25; otherwise, it proceeds to step E24.

[0169] If the process proceeds to step E24, the control unit 70 outputs a notification from the notification unit 31 such as "Depressurization in progress. You cannot press the lid door switch yet." (See times T31 to T35 in Figures 21 and 22) and terminates the process shown in Figure 8. Then the control unit 70 returns the process to below step A22 in Figure 4. The control unit 70 notifies the user that the lid door switch cannot be pressed yet (the lid door operating unit 41 cannot be operated). It is preferable that the notification in step E24 is issued at predetermined time intervals of, for example, a few seconds.

[0170] If the process proceeds to step E25, the control unit 70 sets the depressurization mode to "00" to cancel the manual pre-depressurization control and proceeds to step E26. The control unit 70 cancels the manual pre-depressurization control at a stage just before the completion of the manual pre-depressurization control (depressurization mode is "22") (when the depressurization mode is "20" or "21") because the ignition is turned OFF or the vehicle has entered the refueling facility. Furthermore, in step E27, the control unit 70 sets the lid operation waiting flag to ON and waits for the user to operate the lid door operation unit 41 (lid door switch) without executing the automatic pre-depressurization control described later (see step A63 in Figure 4).

[0171] In step E26, the control unit 70 outputs a notification from the notification unit 31 such as "Depressurization has been canceled. Press the lid door switch to refuel," and proceeds to step E27.

[0172] In step E27, the control unit 70 sets the lid operation wait flag to ON and proceeds to step E28. The lid operation wait flag is set to OFF in step H71 in Figure 11 and is used in step A63 in Figure 4.

[0173] In step E28, the control unit 70 initializes (resets to zero) the lid operation waiting timer and proceeds to step E30.

[0174] Details of the [cancellation confirmation process] (Figure 9) Figure 9 is a flowchart illustrating a detailed example of the [cancellation confirmation process] in step E16 of Figure 8. When the control unit 70 executes the [cancellation confirmation process] in step E16 of Figure 8, it proceeds to step G10 of the [cancellation confirmation process] shown in Figure 9. Note that the [cancellation confirmation process] in step F17 of Figure 10 is the same process as shown in Figure 9.

[0175] After manual pre-pressurization is completed and the system enters the refueling standby state of depressurization mode "22" (or after automatic pre-pressurization is completed and the system enters the refueling standby state of depressurization mode "32"), the control unit 70 unlocks and opens the lid door 50 when the user operates the lid door operating unit 41. However, there may be cases where, for some reason, the user no longer intends to refuel and does not operate the lid door operating unit 41. In such cases (when the vehicle's operating state reaches a predetermined operating state), the control unit 70 cancels the refueling standby state due to manual pre-pressurization control (or automatic pre-pressurization control). Whether or not the predetermined operating state has been reached is determined by the cumulative time, cumulative mileage, and cumulative intake air volume.

[0176] In step G10, the control unit 70 determines whether the accumulated time is equal to or greater than the cancellation execution time. The "accumulated time" is the elapsed time from the point when manual pre-depressurization is completed, where the depressurization mode changes from "21" to "22" (or when automatic pre-depressurization is completed, where the depressurization mode changes from "31" to "32"), as shown in steps B40 to B45 of Figure 5. The "cancellation execution time" is longer than the "cancellation confirmation time" in step G20, for example, approximately 10 minutes to 10 hours. If the accumulated time is equal to or greater than the cancellation execution time (Yes), the control unit 70 proceeds to step G13; otherwise, it proceeds to step G11.

[0177] If the process proceeds to step G11, the control unit 70 determines whether the accumulated mileage is greater than or equal to the cancellation execution distance. The "accumulated mileage" is the cumulative value of the mileage from the time when manual pre-depressurization is completed when the depressurization mode changes from "21" to "22" (or when automatic pre-depressurization is completed when the depressurization mode changes from "31" to "32"), as shown in steps B40 to B45 of Figure 5. The "cancellation execution distance" is, for example, a distance of approximately 10 km. If the accumulated mileage is greater than or equal to the cancellation execution distance (Yes), the control unit 70 proceeds to step G13; otherwise, it proceeds to step G12.

[0178] If the process proceeds to step G12, the control unit 70 determines whether the cumulative intake air volume is equal to or greater than the cancellation execution intake air volume. The "cumulative intake air volume" is the cumulative value of the intake air volume from the time when manual pre-decompression is completed when the decompression mode changes from "21" to "22" (or when automatic pre-decompression is completed when the decompression mode changes from "31" to "32"), as shown in steps B40 to B45 of Figure 5. The "cancellation execution intake air volume" is set to an appropriate value confirmed through experiments and simulations using actual vehicles. If the cumulative intake air volume is equal to or greater than the cancellation execution intake air volume (Yes), the control unit 70 proceeds to step G13; otherwise, it proceeds to step G20.

[0179] If the process proceeds to step G13, the control unit 70 sets the depressurization mode to "00" to cancel (release) the refueling standby state (the state in which manual or automatic pre-depressurization is completed and the lid door switch is being pressed) and proceeds to step G14.

[0180] In step G14, the control unit 70 outputs a notification such as "The refueling standby state has been canceled" from the notification unit 31 and proceeds to step G15.

[0181] In step G15, the control unit 70 sets the following flags to OFF: engine forced start 1 flag, idle stop disable 1 flag, and purge valve opening adjustment flag, and proceeds to step G16. Since the vapor concentration in the canister is estimated to be low after operation for a sufficiently long time, a sufficiently long distance, or a sufficient intake volume, these flags are set to OFF along with the cancellation of the refueling standby state.

[0182] In step G16, the control unit 70 sets the engine forced operation 2 flag, idle stop prohibition 2 flag, and purge prohibition flag to OFF, ending the process shown in Figure 9 and returning to the process below step E16 in Figure 8. Since the vapor concentration in the canister is estimated to be low after operation for a sufficiently long time, a sufficiently long distance, or a sufficient intake volume, these flags are set to OFF along with canceling the refueling standby state.

[0183] If the process proceeds to step G20, the control unit 70 determines whether the accumulated time is equal to or greater than the cancellation confirmation time. The "cancellation confirmation time" is shorter than the "cancellation execution time" in step G10, for example, a time of divisor [min] to divisor 10 [min]. If the accumulated time is equal to or greater than the cancellation confirmation time (Yes), the control unit 70 proceeds to step G21; otherwise, it proceeds to step G30.

[0184] If the process proceeds to step G21, the control unit 70 outputs a notification from the notification unit 31 such as "If you wish to refuel, press the lid door switch once. If you do not wish to refuel, perform the cancellation operation by pressing the pre-refueling switch twice," and proceeds to step G22. It is preferable that the notification in step G21 is issued once and not issued again until a predetermined time has elapsed.

[0185] In step G22, the control unit 70 determines whether the pre-refueling switch (pre-refueling operation unit 42) has been pressed twice (a cancellation operation by the user). Note that the determination in step G22 is made based on the pre-refueling switch, not the pre-acceptance flag. If the control unit 70 detects that the pre-refueling switch has been pressed twice (a cancellation operation by the user) (Yes), it proceeds to step G23; otherwise (No), it terminates the process shown in Figure 9 and returns to the bottom of step E16 in Figure 8.

[0186] If the process proceeds to step G23, the control unit 70 sets the depressurization mode to "00" to cancel the refueling standby state (the state in which manual or automatic pre-depressurization is completed and the lid door switch is being pressed). The control unit 70 then sets the pre-reception flag to OFF to prevent the "manual pre-depressurization control" from starting, and proceeds to step G24.

[0187] In step G24, the control unit 70 outputs a notification from the notification unit 31 such as "Cancellation operation confirmed. Fueling standby state has been canceled," and proceeds to step G25.

[0188] In step G25, the control unit 70 sets the Engine Force Start 3 flag, Idle Stop Prohibition 3 flag, and Cancel Processing flag to ON, and sets the Engine Force Start 1 flag, Idle Stop Prohibition 1 flag, and Purge Valve Opening Adjustment flag to OFF, before proceeding to step G26. The Engine Force Start 3 flag is used to force the engine to start when the ignition is ON and the engine is stopped. The Idle Stop Prohibition 3 flag is used to disable the idle stop function. In other words, after the processing in step G25, if the ignition is ON, the engine will be running (see time T3B in Figure 22).

[0189] If the user cancels the refueling standby state, the vapor concentration in the canister may increase due to pressure reduction. To lower the vapor concentration, the Engine Force Start 3 flag, Idle Stop Prohibition 3 flag, and Cancel Processing flag are temporarily set to ON, and the other flags are set to OFF. The Engine Force Start 3 flag is a flag that forces the engine to start when the ignition is ON, and is set to OFF in step H62 of Figure 11. The Idle Stop Prohibition 3 flag is a flag that prohibits the operation of the idle stop function, and is set to OFF in step H62 of Figure 11. The Cancel Processing flag is a flag that is used in step H60 of Figure 11 and is set to OFF in step H62, and is used to turn OFF the Engine Force Start 3 flag and the Idle Stop Prohibition 3 flag.

[0190] In step G26, the control unit 70 sets the following flags to OFF: Engine Force Start 2 flag, Idle Stop Prohibition 2 flag, and Purge Prohibition flag. Then, the control unit 70 finishes the process shown in Figure 9 and returns to the process below step E16 in Figure 8.

[0191] If the process proceeds to step G30, the control unit 70 determines whether the pre-refueling switch is ON or OFF. Note that the determination in step G30 is made based on the pre-refueling switch, not the pre-reception flag. If the pre-refueling switch is ON (Yes), the control unit 70 proceeds to step G31; otherwise (No), it terminates the process shown in Figure 9 and returns to the bottom of step E16 in Figure 8.

[0192] If the process proceeds to step G31, the control unit 70 outputs a notification such as "Press the lid door switch once when refueling" from the notification unit 31, terminates the process shown in Figure 9, and returns to the bottom of step E16 in Figure 8.

[0193] Details of the process during automatic pre-pressure control (Figure 10) Figure 10 is a flowchart illustrating an example of the details of the process during step A32 of Figure 4, [Automatic pre-decompression].

[0194] Automatic pre-pressure reduction control is a pressure reduction control that is automatically started when the vehicle enters a refueling facility while the user is not operating either the lid door operation unit 41 or the pre-refueling operation unit 42. In automatic pre-pressure reduction control, the control unit 70 changes the pressure reduction mode from 30 to 31, 32, and 33 and performs pressure reduction. First, the operating state in each case of pressure reduction mode "30", "31", "32", and "33" will be explained.

[0195] When the decompression mode is set to "30" (see time T54-T55 in Figure 23), the control unit 70 is gradually opening the sealing valve 61 toward 100% and gradually reducing the tank pressure toward atmospheric pressure + α (automatic pre-decompression state). When the tank pressure falls below atmospheric pressure + α, the control unit 70 changes the decompression mode to "31" (see time T55 in Figure 23). The value of "α" is, for example, about 0.2 [kPa]. In the "manual pre-decompression control" described above, when the manual pre-decompression state is in progress (decompression mode = "20"), the sealing valve 61 is opened to an opening FB% that is not 100% to reduce the pressure (see time T33-T34 in Figure 21). In contrast, with "automatic pre-depressurization control," since the vehicle has already entered the refueling facility, the opening of the sealing valve 61 is set to 100% during the automatic pre-depressurization state (depressurization mode = "30") to reduce the pressure in a short time (see time T54 to T55 in Figure 23).

[0196] When the decompression mode is set to "31" (see time T55-T56 in Figure 23), the tank internal pressure becomes ≤ atmospheric pressure + α, and the control unit 70 is gradually adjusting the opening of the sealing valve 61 from 100% to 0% (automatic pre-decompression completion preparation state). When the opening of the sealing valve 61 reaches 0%, the control unit 70 changes the decompression mode to "32" (see time T56 in Figure 23).

[0197] When the pressure reduction mode is set to "32" (see time T56 to T58 in Figure 23), the tank internal pressure reduction is complete (automatic pre-pressure reduction completed state), and the lid door 50 can be unlocked and opened at any time (fueling standby state). In automatic pre-pressure reduction control, after changing the pressure reduction mode to "32" (after the automatic pre-pressure reduction completed state), the control unit 70 changes the pressure reduction mode to "33" and unlocks and opens the lid door 50 when the user operates the lid door operating unit 41 (see time T58 in Figure 23).

[0198] When the depressurization mode is set to "33" (see time T58 to T59 in Figure 23), the lid door 50 is opened from the locked state to the unlocked state (lid door open state). In this state, the user can open the fuel cap and refuel. When the user finishes refueling, attaches the fuel cap, and closes the lid door 50, the control unit 70 changes the depressurization mode to "00" (see time T59 in Figure 23).

[0199] When the control unit 70 executes the [processing during automatic pre-decompression control] in step A32 of Figure 4, it proceeds to step F10 of the [processing during automatic pre-decompression control] shown in Figure 10.

[0200] In step F10, the control unit 70 determines whether the depressurization mode is "32". If the depressurization mode is "32" (Yes), the control unit 70 proceeds to step F11; otherwise, it proceeds to step F20.

[0201] If the process proceeds to step F11, the control unit 70 outputs a notification from the notification unit 31 such as "Depressurization complete. Press the lid door switch if you wish to refuel." (See time T56 to T58 in Figure 23) and proceeds to step F12. The control unit 70 notifies that the lid door operation unit 41 can be operated when the tank internal pressure is below a predetermined pressure (atmospheric pressure + α or less), and accepts operation of the lid door operation unit 41 in step F13. With this notification, the control unit 70 prompts the user to operate the lid door operation unit 41 (lid door switch) if the user intends to refuel. It is preferable that the notification in step F11 be issued at predetermined time intervals of, for example, a few seconds.

[0202] In step F12, the control unit 70 sets the purge prohibition flag to OFF and proceeds to step F13. The purge prohibition flag is the flag that was set to ON in step A68 in Figure 4, and it is a flag that prohibits purge control while automatic pre-depressurization is being performed.

[0203] In step F13, the control unit 70 determines whether the lid reception flag is ON or OFF. If the lid reception flag is ON (Yes), the control unit 70 proceeds to step F14; otherwise, it proceeds to step F17.

[0204] If the process proceeds to step F14, the control unit 70 outputs a notification such as "The lid door will be unlocked and opened." from the notification unit 31 (see time T58 in Figure 23) and proceeds to step F15. With this notification, the control unit 70 informs the user that the lid door 50 will be unlocked and opened by operation of the lid door operation unit 41.

[0205] In step F15, the control unit 70 sets the pressure reduction mode to "33" and proceeds to step F16. After setting the pressure reduction mode to "33", the control unit 70 unlocks and opens the lid door 50 using the [sealing valve / lid lock control] described later.

[0206] In step F16, the control unit 70 stores the current position of the vehicle (the position where the lid door 50 is unlocked and opened, i.e., the position of the refueling facility where refueling was performed) in the refueling facility location, terminates the process shown in Figure 10, and returns to the process below step A32 in Figure 4.

[0207] If the process proceeds to step F17, the control unit 70 executes a [cancellation confirmation process] to terminate the process shown in Figure 10 and returns the process to below step A32 in Figure 4. Details of the [cancellation confirmation process] have already been explained using Figure 9, so they are omitted here.

[0208] If the process proceeds to step F20, the control unit 70 determines whether the depressurization mode is "30". If the depressurization mode is "30" (Yes), the control unit 70 proceeds to step F22; otherwise, it proceeds to step F21.

[0209] If the process proceeds to step F21, the control unit 70 determines whether the depressurization mode is "31". If the depressurization mode is "31" (Yes), the control unit 70 proceeds to step F22; otherwise (No), it terminates the process shown in Figure 10 and returns to the bottom of step A32 in Figure 4.

[0210] If the process proceeds to step F22, the control unit 70 outputs a notification from the notification unit 31 such as "Depressurization in progress. You cannot press the lid door switch yet." (See time T54 to T56 in Figure 23) and terminates the process shown in Figure 10. Then the control unit 70 returns to the process below step A32 in Figure 4. The control unit 70 notifies the user that the lid door switch cannot be pressed yet (the lid door operating unit 41 cannot be operated). It is preferable that the notification in step F22 is issued at predetermined time intervals of, for example, a few seconds.

[0211] <[Details of sealing valve / lid lock control] (Figure 11)> Figure 11 is a flowchart illustrating a detailed example of the [Sealing Valve / Lid Lock Control] step A80 in Figure 4. When the control unit 70 executes the [Sealing Valve / Lid Lock Control] step A80 in Figure 4, it proceeds to step H10 of the [Sealing Valve / Lid Lock Control] shown in Figure 11.

[0212] In step H10, the control unit 70 determines whether or not general pressure reduction control is being performed. If general pressure reduction control is being performed (Yes), the process proceeds to step H11; otherwise, the process proceeds to step H20. The control unit 70 determines that general pressure reduction control is being performed when the pressure reduction mode is "1*".

[0213] If the process proceeds to step H11, the control unit 70 executes [general pressure reduction control] and proceeds to step H50. Details of [general pressure reduction control] will be described later.

[0214] In step H20, the control unit 70 determines whether manual pre-depressurization control is being performed. If manual pre-depressurization control is being performed (Yes), the process proceeds to step H21. If manual pre-depressurization control is not being performed (No), the process proceeds to step H30. The control unit 70 determines that manual pre-depressurization control is being performed when the depressurization mode is "2*".

[0215] If the process proceeds to step H21, the control unit 70 performs [manual pre-decompression control] and proceeds to step H50. Details of [manual pre-decompression control] will be described later.

[0216] In step H30, the control unit 70 determines whether or not automatic pre-decompression control is being performed. If automatic pre-decompression control is being performed (Yes), the process proceeds to step H31. If automatic pre-decompression control is not being performed (No), the process proceeds to step H40. The control unit 70 determines that automatic pre-decompression control is being performed when the decompression mode is "3*".

[0217] If the process proceeds to step H31, the control unit 70 executes [automatic pre-decompression control] and proceeds to step H50. Details of [automatic pre-decompression control] will be described later.

[0218] If the process proceeds to step H40, the control unit 70 determines whether the purge valve opening is equal to or greater than a predetermined purge valve opening (PS%). If the purge valve opening is equal to or greater than the predetermined purge valve opening (PS%) (Yes), the control unit 70 proceeds to step H41; otherwise, it proceeds to step H42. The value of the predetermined purge valve opening (PS%) is set to an appropriate value confirmed through experiments and simulations using actual vehicles.

[0219] If the process proceeds to step H41, the control unit 70 calculates the target sealing valve opening (FK%) according to the opening of the purge valve, sets the target sealing valve opening to FK%, and proceeds to step H50. The control unit 70 determines the target sealing valve opening FK%, for example, using the [Target Sealing Valve Opening Characteristic 4] in Figure 15.

[0220] If the process proceeds to step H42, the control unit 70 sets the target sealing valve opening to 0% (fully closed) and proceeds to step H50.

[0221] If the process proceeds to step H50, the control unit 70 gradually changes the opening degree of the sealing valve 61 to approach the target sealing valve opening degree and proceeds to step H60.

[0222] In step H60, the control unit 70 determines whether the cancellation processing flag is ON or OFF. The cancellation processing flag is the flag that is set to ON in step G25 in Figure 9, and after executing the cancellation processing in steps G23 to G26 in Figure 9, it is a flag that keeps the forced engine operation 3 flag and idle stop prohibition 3 flag ON until the vapor concentration in the canister falls below a predetermined vapor concentration (VS%). If the cancellation processing flag is ON (Yes), the control unit 70 proceeds to step H61, and if not (No), it proceeds to step H70.

[0223] If the process proceeds to step H61, the control unit 70 determines whether the vapor concentration in the canister is less than or equal to a predetermined vapor concentration VS%. The vapor concentration is calculated using existing purge control based on intake air volume, internal combustion engine speed, fuel injection amount, purge valve opening, air-fuel ratio, etc., so this is used. The predetermined vapor concentration (VS%) value is set to an appropriate value confirmed through experiments and simulations using actual vehicles. If the vapor concentration is less than or equal to the predetermined vapor concentration (VS%) (Yes), the control unit 70 proceeds to step H62; otherwise, it proceeds to step H70.

[0224] If the process proceeds to step H62, the control unit 70 sets the following flags to OFF: engine forced start 3 flag, idle stop prohibition 3 flag, and cancel processing flag, and then proceeds to step H70.

[0225] If the process proceeds to step H70, the control unit 70 determines whether the lid operation wait timer has exceeded a predetermined waiting time. The predetermined waiting time is set to a value of approximately 10 seconds to 10 minutes. The lid operation wait flag is set to ON in step E27 in Figure 8 and is used in step A63 in Figure 4. If the lid operation wait timer has exceeded the predetermined waiting time, the control unit 70 proceeds to step H71; otherwise (No), it terminates the process shown in Figure 11 and returns to the bottom of step A80 in Figure 4.

[0226] If the process proceeds to step H71, the control unit 70 sets the lid operation waiting flag to OFF, terminates the process shown in Figure 11, and returns the process to below step A80 in Figure 4.

[0227] <[General pressure reduction control] Details (Figure 12)> Figure 12 is a flowchart illustrating a detailed example of the [General Depressurization Control] in step H11 of Figure 11. When the control unit 70 executes the [General Depressurization Control] in step H11 of Figure 11, it proceeds to step J10 of the [General Depressurization Control] shown in Figure 12.

[0228] In step J10, the control unit 70 determines whether the depressurization mode is "10". If the depressurization mode is "10" (Yes), the control unit 70 proceeds to step J11; otherwise, it proceeds to step J20.

[0229] If the process proceeds to step J11, the control unit 70 calculates the target sealing valve opening (FA%), sets FA% as the target sealing valve opening, and proceeds to step J12. When the pressure reduction mode is "10", the control unit 70 gradually changes the opening of the sealing valve 61 toward FA% (see times T12-T13 in Figure 19 and times T22-T23 in Figure 20). The target sealing valve opening FA% may be a constant value, or it may be a value obtained using a map or the like with values ​​set according to the tank pressure, etc.

[0230] In step J12, the control unit 70 determines whether the tank pressure is below atmospheric pressure + α. The value of "α" is, for example, about 0.2 [kPa]. If the tank pressure is below atmospheric pressure + α (Yes), the control unit 70 proceeds to step J13; otherwise (No), it terminates the process shown in Figure 12 and returns to the bottom of step H11 in Figure 11.

[0231] If the process proceeds to step J13, the control unit 70 sets the depressurization mode to "11" (see time T13 in Figure 19 and time T23 in Figure 20), terminates the process shown in Figure 12, and returns the process to below step H11 in Figure 11.

[0232] If the process proceeds to step J20, the control unit 70 determines whether the depressurization mode is "11". If the depressurization mode is "11" (Yes), the control unit 70 proceeds to step J21; otherwise, it proceeds to step J30.

[0233] If the process proceeds to step J21, the control unit 70 sets the target sealing valve opening to 100% and proceeds to step J22. When the pressure reduction mode is "11", the control unit 70 gradually changes the opening of the sealing valve 61 toward 100% (see times T13 to T14 in Figure 19 and times T23 to T24 in Figure 20).

[0234] In step J22, the control unit 70 determines whether the sealing valve opening is 100% or not. If the sealing valve opening is 100% (Yes), the control unit 70 proceeds to step J23; otherwise (No), it terminates the process shown in Figure 12 and returns to the process below step H11 in Figure 11.

[0235] If the process proceeds to step J23, the control unit 70 sets the depressurization mode to "12" (see time T14 in Figure 19 and time T24 in Figure 20), terminates the process shown in Figure 12, and returns the process to below step H11 in Figure 11.

[0236] If the process proceeds to step J30, the control unit 70 determines whether the depressurization mode is "12". If the depressurization mode is "12" (Yes), the control unit 70 proceeds to step J31; otherwise, it proceeds to step J41.

[0237] If the process proceeds to step J31, the control unit 70 sets the target sealing valve opening to 100% (see times T14-T15 in Figure 19 and times T24-T25 in Figure 20), terminates the process shown in Figure 12, and returns the process to below step H11 in Figure 11.

[0238] If the process proceeds to step J41 (in this case, the depressurization mode is "13"), the control unit 70 sets the target sealing valve opening to 100% (see time T15-T16 in Figure 19 and time T25-T26 in Figure 20) and proceeds to step J42.

[0239] In step J42, the control unit 70 determines whether the previous depressurization mode was "12". If the previous depressurization mode was "12" (Yes), the control unit 70 proceeds to step J43; otherwise, it proceeds to step J44.

[0240] If the process proceeds to step J43, the control unit 70 initializes the unlock timer (resets it to zero) and proceeds to step J44. The control unit 70 initializes the unlock timer when the depressurization mode changes from "12" to "13" (the timing when the lid door is opened after the general depressurization is complete).

[0241] If the process proceeds to step J44, the control unit 70 executes [Lid Door Lock Control] to terminate the process shown in Figure 12 and returns the process to below step H11 in Figure 11. Details of [Lid Door Lock Control] will be described later.

[0242] <[Lid Door Lock Control] Details (Figure 13)> Figure 13 is a flowchart illustrating a detailed example of the [Lid Door Lock Control] step J44 in Figure 12. Note that the [Lid Door Lock Control] step K44 in Figure 14 and the [Lid Door Lock Control] step L44 in Figure 17 are also the [Lid Door Lock Control] in Figure 13. The following explanation will use an example of executing the [Lid Door Lock Control] from step J44 in Figure 12. When the control unit 70 executes the [Lid Door Lock Control] step J44 in Figure 12, it proceeds to step M10 of the [Lid Door Lock Control] shown in Figure 13.

[0243] In step M10, the control unit 70 determines whether the unlock timer is less than or equal to the unlock time. The unlock time is the time for which the lid door remains unlocked, and is set to a time of approximately several hundred milliseconds to approximately 1 second. If the unlock timer is less than or equal to the unlock time (Yes), the control unit 70 proceeds to step M11; otherwise, it proceeds to step M21.

[0244] If the process proceeds to step M11, the control unit 70 energizes the unlocking device 52 (see "Energy supply" in "Unlocking device control signal" at time T15 in Figure 19 and time T25 in Figure 20) and proceeds to step M12. When the control unit 70 energizes the unlocking device 52, the unlocking device 52 shown in Figure 2 moves the movable pin 53 toward the pin position detection unit 54, the lid door 50 is unlocked and opens.

[0245] In step M12, the control unit 70 sets the lid door open flag to ON, indicating that the lid door is open, and proceeds to step M13.

[0246] In step M13, the control unit 70 outputs a notification such as "Lid door opened." from the notification unit 31 (see time T15 in Figure 19 and time T25 in Figure 20), and terminates the process shown in Figure 13. Then the control unit 70 returns to the process below step J44 in Figure 12.

[0247] If the process proceeds to step M21, the control unit 70 stops the power supply to the unlocking device 52 and proceeds to step M22.

[0248] In step M22, the control unit 70 determines whether the lid door open flag is ON or OFF. If the lid door open flag is ON (Yes), the control unit 70 proceeds to step M23; otherwise (No), it terminates the process shown in Figure 13 and returns to the process below step J44 in Figure 12.

[0249] If the process proceeds to step M23, the control unit 70 determines whether the lid door has been closed from the open state. In this case, the control unit 70 determines whether ON has been output from the pin position detection unit 54 shown in Figures 2 and 3. If ON has been output from the pin position detection unit 54 (Yes), the control unit 70 proceeds to step M24; otherwise (No), it terminates the process shown in Figure 13 and returns to the process below step J44 in Figure 12.

[0250] If the process proceeds to step M24, the control unit 70 sets the lid door open flag to OFF (see time T16 in Figure 19 and time T26 in Figure 20) and proceeds to step M25.

[0251] In step M25, the control unit 70 outputs a notification such as "The lid door has been closed." from the notification unit 31 (see time T16 in Figure 19 and time T26 in Figure 20) and proceeds to step M26.

[0252] In step M26, the control unit 70 sets the depressurization mode to "00" (see time T16 in Figure 19 and time T26 in Figure 20), terminates the process shown in Figure 13, and returns to the process below step J44 in Figure 12. The control unit 70 sets the depressurization mode to "00" because refueling is complete and the lid door has been closed (returning to a state where no depressurization control is being performed).

[0253] <[Manual Pre-Depressurization Control] Details (Figure 14), and examples of target sealing valve opening characteristics and target purge adjustment opening characteristics (Figure 15)> Figure 14 is a flowchart illustrating a detailed example of the [Manual Pre-Decompression Control] in step H21 of Figure 11. When the control unit 70 executes the [Manual Pre-Decompression Control] in step H21 of Figure 11, it proceeds to step K10 of the [Manual Pre-Decompression Control] shown in Figure 14.

[0254] In step K10, the control unit 70 determines whether the depressurization mode is "20". If the depressurization mode is "20" (Yes), the control unit 70 proceeds to step K11; otherwise, it proceeds to step K20.

[0255] If the process proceeds to step K11, the control unit 70 determines whether the purge valve opening is equal to or greater than a predetermined purge valve opening (PS%). The purge valve opening PS% is set to an appropriate value confirmed through experiments and simulations using actual vehicles. If the purge valve opening is equal to or greater than the predetermined purge valve opening (PS%) (Yes), the control unit 70 proceeds to step K12; otherwise, it proceeds to step K14.

[0256] If the process proceeds to step K12, the control unit 70 calculates the target seal valve opening (FB%) and sets it to FB%. The control unit 70 also calculates the target purge adjustment opening (PB%) and sets it to PB%, then proceeds to step K13. For example, the control unit 70 stores at least one of the following characteristics shown in Figure 15: [Target seal valve opening characteristic 1, Target purge adjustment opening characteristic 1], [Target seal valve opening characteristic 2, Target purge adjustment opening characteristic 2], and [Target seal valve opening characteristic 3, Target purge adjustment opening characteristic 3]. The control unit 70 uses the stored characteristics to calculate the target seal valve opening (FB%) and the target purge adjustment opening (PB%).

[0257] For example, the [Target sealing valve opening characteristic 1, Target purge adjustment opening characteristic 1] has a target sealing valve opening FB% and a target purge adjustment opening PB% set according to the tank pressure, and is set so that the target sealing valve opening FB% and target purge adjustment opening PB% decrease as the tank pressure increases. The control unit 70 can adjust the opening of the sealing valve according to the tank pressure.

[0258] For example, the [Target Sealing Valve Opening Characteristic 2, Target Purge Adjustment Opening Characteristic 2] has a target sealing valve opening FB% and a target purge adjustment opening PB% set according to the distance from the vehicle's position to the refueling facility, and is set so that the target sealing valve opening FB% and target purge adjustment opening PB% decrease as the distance increases. The control unit 70 can adjust the opening of the sealing valve according to the distance from the vehicle's position to the refueling facility.

[0259] For example, the [Target sealing valve opening characteristic 3, Target purge adjustment opening characteristic 3] is set with a target sealing valve opening FB% and a target purge adjustment opening PB% according to the estimated time required from the vehicle's position to the refueling facility. The longer the estimated time required, the smaller the target sealing valve opening FB% and target purge adjustment opening PB% become. The control unit 70 can adjust the opening of the sealing valve according to the estimated time required from the vehicle to the refueling facility.

[0260] The control unit 70 calculates the target block valve opening FB% and the target purge adjustment opening PB% using at least one of [target block valve opening characteristic 1, target purge adjustment opening characteristic 1], [target block valve opening characteristic 2, target purge adjustment opening characteristic 2], and [target block valve opening characteristic 3, target purge adjustment opening characteristic 3]. When using two or more, the maximum or minimum target block valve opening FB% and target purge adjustment opening PB% may be selected, or the average value may be used as the target block valve opening FB% and target purge adjustment opening PB%.

[0261] In step K13, the control unit 70 sets the purge valve opening adjustment flag to ON and proceeds to step K16. The purge opening adjustment flag is used in step P14 of FIG. 16 described later.

[0262] When proceeding to step K14, the control unit 70 sets the target block valve opening to 0% and proceeds to step K15. When the purge valve opening < a predetermined purge valve opening (PS%), the opening of the block valve is set to 0%.

[0263] In step K15, the control unit 70 sets the purge valve opening adjustment flag to OFF and proceeds to step K16.

[0264] When proceeding to step K16, the control unit 70 determines whether the internal pressure in the tank is equal to or less than the atmospheric pressure + α. The value of "α" is, for example, about 0.2 [kPa]. When the internal pressure in the tank is equal to or less than the atmospheric pressure + α (Yes), the control unit 70 proceeds to step K17; otherwise (No), the process shown in FIG. 14 ends and the process returns to below step H21 of FIG. 11.

[0265] When proceeding to step K17, the control unit 70 sets "21" in the decompression mode (refer to time T34 in FIGS. 21 and 22) and proceeds to step K18.

[0266] In step K18, the control unit 70 sets the purge valve opening adjustment flag to OFF, ends the process shown in FIG. 14, and returns the process to below step H21 of FIG. 11.

[0267] When the process proceeds to step K20, the control unit 70 determines whether the decompression mode is "21". If the decompression mode is "21" (Yes), the control unit 70 proceeds to step K21; otherwise (No), it proceeds to step K30.

[0268] When the process proceeds to step K21, the control unit 70 determines whether the purge valve opening degree is equal to or greater than a predetermined purge valve opening degree (PS%). If the purge valve opening degree is equal to or greater than the predetermined purge valve opening degree (PS%) (Yes), the control unit 70 proceeds to step K22; otherwise (No), it proceeds to step K23.

[0269] When the process proceeds to step K22, the control unit 70 calculates a target blocking valve opening degree (FK%) according to the opening degree of the purge valve, sets FK% to the target blocking valve opening degree, and proceeds to step K24. For example, the control unit 70 stores [Target Blocking Valve Opening Degree Characteristic 4] shown in FIG. 15, and uses this to calculate the target blocking valve opening degree (FK%).

[0270] When the process proceeds to step K23, the control unit 70 sets the target blocking valve opening degree to 0% and proceeds to step K24. At times T34 to T35 in FIGS. 21 and 22, since the target blocking valve opening degree is set to FK%, the blocking valve opening degree is gradually changed toward FK%.

[0271] When the process proceeds to step K24, the control unit 70 determines whether the blocking valve opening degree is equal to or less than the target blocking valve opening degree + ΔK. Note that ΔK is a minute pressure, and for example, an appropriate value of several [kPa] or less is set. If the blocking valve opening degree is equal to or less than the target blocking valve opening degree + ΔK (Yes), the control unit 70 proceeds to step K25; otherwise (No), it ends the process shown in FIG. 14 and returns the process to below step H21 in FIG. 11.

[0272] If the process proceeds to step K25, the control unit 70 determines whether the sealing valve opening is greater than or equal to the target sealing valve opening - ΔK. If the sealing valve opening is greater than or equal to the target sealing valve opening - ΔK (Yes), the control unit 70 proceeds to step K26; otherwise (No), it terminates the process shown in Figure 14 and returns to the process below step H21 in Figure 11. In steps K24 and K25, if the target sealing valve opening is within the range of target sealing valve opening - ΔK to target sealing valve opening + ΔK, the control unit 70 determines that the sealing valve opening is approximately equal to the target sealing valve opening and proceeds to step K26.

[0273] If the process proceeds to step K26, the control unit 70 sets the depressurization mode to "22" (see time T35 in Figures 21 and 22), terminates the process shown in Figure 14, and returns the process to below step H21 in Figure 11.

[0274] If the process proceeds to step K30, the control unit 70 determines whether the depressurization mode is "22". If the depressurization mode is "22" (Yes), the control unit 70 proceeds to step K31; otherwise, it proceeds to step K41.

[0275] If the process proceeds to step K31, the control unit 70 determines whether the purge valve opening is equal to or greater than a predetermined purge valve opening (PS%). If the purge valve opening is equal to or greater than a predetermined purge valve opening (PS%) (Yes), the control unit 70 proceeds to step K32; otherwise, it proceeds to step K33.

[0276] If the process proceeds to step K32, the control unit 70 calculates the target sealing valve opening (FK%) according to the opening degree of the purge valve and sets the target sealing valve opening to FK% (see times T35 to T36 in Figures 21 and 22), and proceeds to step K34. For example, the control unit 70 stores the [Target Sealing Valve Opening Characteristic 4] shown in Figure 15, and uses this to calculate the target sealing valve opening (FK%).

[0277] If the process proceeds to step K33, the control unit 70 sets the target sealing valve opening to 0% and proceeds to step K34.

[0278] If the process proceeds to step K34, the control unit 70 determines whether the tank pressure is higher than atmospheric pressure + β. The value of "β" is, for example, about 5 [kPa]. If the tank pressure is higher than atmospheric pressure + β (Yes), the control unit 70 proceeds to step K35; otherwise (No), it terminates the process shown in Figure 14 and returns to the bottom of step H21 in Figure 11.

[0279] If the process proceeds to step K35, the control unit 70 sets the depressurization mode to "00" and proceeds to step K36. In the case of depressurization mode "22" (a refueling standby state where manual pre-depressurization is completed and the lid door switch is to be operated), if the user does not operate the lid door switch and the tank internal pressure rises, the control unit 70 cancels the refueling standby state.

[0280] In step K36, the control unit 70 outputs a notification such as "The refueling standby state has been canceled" from the notification unit 31 and proceeds to step K37.

[0281] In step K37, the control unit 70 sets the engine forced start 1 flag, idle stop prohibition 1 flag, and purge valve opening adjustment flag to OFF, ending the process shown in Figure 14 and returning to the process below step H21 in Figure 11.

[0282] If the process proceeds to step K41 (in this case, the depressurization mode is "23"), the control unit 70 sets the target sealing valve opening to 100% (see time T37 to T38 in Figure 21) and proceeds to step K42.

[0283] In step K42, the control unit 70 determines whether the previous depressurization mode was "22". If the previous depressurization mode was "22" (Yes), the control unit 70 proceeds to step K43; otherwise, it proceeds to step K44.

[0284] When the process proceeds to step K43, the control unit 70 initializes (resets to zero) the unlocking timer and proceeds to step K44. The control unit 70 initializes the unlocking timer at the timing when the decompression mode changes from "22" to "23" (the timing when the lid door switch is operated to open the lid door from the manually pre-decompressed state).

[0285] When the process proceeds to step K44, the control unit 70 executes [lid door locking control], ends the process shown in FIG. 14, and returns the process to below step H21 in FIG. 11. Note that the details of [lid door locking control] have already been described using FIG. 13, so they are omitted.

[0286] <[Example of purge valve control (FIG. 16)]> FIG. 16 is a flowchart for explaining an example of purge valve control in which the control unit 70 controls the opening degree of the purge valve 62. The control unit 70 activates [purge valve control] shown in FIG. 16 at, for example, a predetermined time interval (interval of several [ms] to several tens of [ms]) and proceeds to step P10.

[0287] At step P10, the control unit 70 determines whether the purge execution condition is satisfied. Note that step P10 is an existing process, and the details of the purge execution condition are omitted. If the purge execution condition is satisfied (Yes), the control unit 70 proceeds to step P11; otherwise (No), it proceeds to step P17.

[0288] When the process proceeds to step P11, the control unit 70 determines whether the purge prohibition flag is ON. The purge prohibition flag is a flag set to ON at step A68 in FIG. 4. If the purge prohibition flag is ON (Yes), the control unit 70 proceeds to step P17; otherwise (No), it proceeds to step P12.

[0289] When the process proceeds to step P12, the control unit 70 sets the purge execution flag to ON and proceeds to step P13.

[0290] In step P13, the control unit 70 calculates a provisional target purge valve opening (PK%) based on the engine operating state and proceeds to step P14. Since the process in step P13 is an existing process, a detailed explanation will be omitted.

[0291] In step P14, the control unit 70 determines whether the purge valve opening adjustment flag is ON or OFF. If the purge valve opening adjustment flag is ON (Yes), the control unit 70 proceeds to step P16; otherwise, it proceeds to step P15. The purge valve opening adjustment flag is the flag that is turned ON in step K13 of Figure 14.

[0292] If the process proceeds to step P15, the control unit 70 sets the provisional target purge valve opening PK% to the target purge valve opening and proceeds to step P20. The provisional target purge valve opening PK% is determined in step P13. Figures 21 and 22 show an example where the target purge valve opening is set to opening PK% from time T34 to time T36.

[0293] If the process proceeds to step P16, the control unit 70 sets the target purge adjustment opening PB% to the target purge valve opening and proceeds to step P20. The target purge adjustment opening PB% is determined in step K12 of Figure 14. The times T32 to T34 in Figures 21 and 22 show an example where the target purge valve opening is set to opening PB%.

[0294] If the process proceeds to step P17, the control unit 70 sets the purge execution flag to OFF and proceeds to step P18.

[0295] In step P18, the control unit 70 sets the target purge valve opening to 0% and proceeds to step P20.

[0296] If the process proceeds to step P20, the control unit 70 controls the purge valve opening to gradually change so that it approaches the target purge valve opening, and then terminates the process shown in Figure 16. Note that the process in step P20 is an existing process.

[0297] <[Automatic pre-decompression control] details (Figure 17)> Figure 17 is a flowchart illustrating a detailed example of the [Automatic Pre-Decompression Control] in step H31 of Figure 11. When the control unit 70 executes the [Automatic Pre-Decompression Control] in step H31 of Figure 11, it proceeds to step L10 of the [Automatic Pre-Decompression Control] shown in Figure 17.

[0298] In step L10, the control unit 70 determines whether the depressurization mode is "30". If the depressurization mode is "30" (Yes), the control unit 70 proceeds to step L11; otherwise, it proceeds to step L20.

[0299] If the process proceeds to step L11, the control unit 70 sets the target sealing valve opening to 100% (see time T54 to T55 in Figure 23) and proceeds to step L12.

[0300] If the process proceeds to step L12, the control unit 70 determines whether the tank pressure is below atmospheric pressure + α. The value of "α" is, for example, about 0.2 [kPa]. If the tank pressure is below atmospheric pressure + α (Yes), the control unit 70 proceeds to step L13; otherwise (No), it terminates the process shown in Figure 17 and returns to the bottom of step H31 in Figure 11.

[0301] If the process proceeds to step L13, the control unit 70 sets the depressurization mode to "31" (see time T55 in Figure 23), terminates the process shown in Figure 17, and returns the process to below step H31 in Figure 11.

[0302] If the process proceeds to step L20, the control unit 70 determines whether the depressurization mode is "31". If the depressurization mode is "31" (Yes), the control unit 70 proceeds to step L21; otherwise, it proceeds to step L30.

[0303] If the process proceeds to step L21, the control unit 70 sets the target sealing valve opening to 0% (see time T55 to T56 in Figure 23) and proceeds to step L22.

[0304] In step L22, the control unit 70 determines whether the sealing valve opening is 0% or not. If the sealing valve opening is 0% (Yes), the control unit 70 proceeds to step L23; otherwise (No), it terminates the process shown in Figure 17 and returns to the process below step H31 in Figure 11.

[0305] If the process proceeds to step L23, the control unit 70 sets the depressurization mode to "32" (see time T56 in Figure 23), terminates the process shown in Figure 17, and returns the process to below step H31 in Figure 11.

[0306] If the process proceeds to step L30, the control unit 70 determines whether the depressurization mode is "32". If the depressurization mode is "32" (Yes), the control unit 70 proceeds to step L31; otherwise, it proceeds to step L41.

[0307] If the process proceeds to step L31, the control unit 70 sets the target valve opening to 0% (see time T56 to T58 in Figure 23) and proceeds to step L32.

[0308] In step L32, the control unit 70 determines whether the tank pressure is higher than atmospheric pressure + β. The value of "β" is, for example, about 5 [kPa]. If the tank pressure is higher than atmospheric pressure + β (Yes), the control unit 70 proceeds to step L33; otherwise (No), it terminates the process shown in Figure 17 and returns to the bottom of step H31 in Figure 11.

[0309] If the process proceeds to step L33, the control unit 70 sets the depressurization mode to "00" and proceeds to step L34. In the case of depressurization mode "32" (a refueling standby state where automatic pre-depressurization is completed and the lid door switch is to be operated), if the user does not operate the lid door switch and the tank internal pressure rises, the control unit 70 cancels the refueling standby state.

[0310] In step L34, the control unit 70 outputs a notification such as "The refueling standby state has been canceled" from the notification unit 31 and proceeds to step L35.

[0311] In step L35, the control unit 70 sets the engine forced start 2 flag, idle stop prohibition 2 flag, and purge prohibition flag to OFF, ending the process shown in Figure 17 and returning to the process below step H31 in Figure 11.

[0312] If the process proceeds to step L41 (in this case, the depressurization mode is "33"), the control unit 70 sets the target sealing valve opening to 100% (see time T58 to T59 in Figure 23) and proceeds to step L42.

[0313] In step L42, the control unit 70 determines whether the previous depressurization mode was "32". If the previous depressurization mode was "32" (Yes), the control unit 70 proceeds to step L43; otherwise, it proceeds to step L44.

[0314] If the process proceeds to step L43, the control unit 70 initializes the unlock timer (resets it to zero) and proceeds to step L44. The control unit 70 initializes the unlock timer when the depressurization mode changes from "32" to "33" (the timing when the lid door switch is operated and the lid door is opened, after the automatic pre-depressurization is completed).

[0315] If the process proceeds to step L44, the control unit 70 executes [Lid Door Lock Control] to complete the process shown in Figure 17 and returns to the process below step H31 in Figure 11. Details of [Lid Door Lock Control] have already been explained using Figure 13, so they are omitted here.

[0316] <[Engine Stop / Operation Control] Example (Figure 18)> Figure 18 is a flowchart illustrating an example of control by the control unit 70 to stop or start (operate) the engine. The control unit 70 activates the [engine stop / start control] shown in Figure 18 at predetermined time intervals (several [ms] to several tens [ms] intervals) and proceeds to step N10.

[0317] In step N10, the control unit 70 determines whether the engine is stopped or not. If the engine is stopped (Yes), the control unit 70 proceeds to step N11; if the engine is running (No), it proceeds to step N21.

[0318] If the process proceeds to step N11, the control unit 70 determines whether the ignition is ON or OFF. If the ignition is ON (Yes), the control unit 70 proceeds to step N12; if the ignition is OFF (No), it terminates the process shown in Figure 18.

[0319] If the process proceeds to step N12, the control unit 70 determines whether the engine forced start 1 flag is ON or OFF. If the engine forced start 1 flag is ON (Yes), the control unit 70 proceeds to step N17; otherwise, it proceeds to step N13.

[0320] If the process proceeds to step N13, the control unit 70 determines whether the engine forced start 2 flag is ON or OFF. If the engine forced start 2 flag is ON (Yes), the control unit 70 proceeds to step N17; otherwise, it proceeds to step N14.

[0321] If the process proceeds to step N14, the control unit 70 determines whether the engine forced start 3 flag is ON or OFF. If the engine forced start 3 flag is ON (Yes), the control unit 70 proceeds to step N17; otherwise, it proceeds to step N15.

[0322] If the process proceeds to step N15, the control unit 70 determines whether the conditions for returning from idle stop have been met. Step N15 is an existing process, so the details of the conditions for returning from idle stop will not be explained. If the conditions for returning from idle stop have been met (Yes), the control unit 70 proceeds to step N17; otherwise, it proceeds to step N16.

[0323] If the process proceeds to step N16, the control unit 70 determines whether the other engine starting conditions are met. Step N16 is an existing process, and details of the other engine starting conditions will not be explained. If the other engine starting conditions are met (Yes), the control unit 70 proceeds to step N17; otherwise (No), it terminates the process shown in Figure 18.

[0324] If the process proceeds to step N17, the control unit 70 starts the engine and puts it into operation, and the process shown in Figure 18 is terminated. Note that step N17 is an existing process, and the details of starting the engine are omitted from the explanation.

[0325] If the process proceeds to step N21, the control unit 70 determines whether the ignition is ON or OFF. If the ignition is ON (Yes), the control unit 70 proceeds to step N22; otherwise, it proceeds to step N27.

[0326] If the process proceeds to step N22, the control unit 70 determines whether the idle stop prohibition 1 flag is ON or OFF. If the idle stop prohibition 1 flag is ON (Yes), the control unit 70 terminates the process shown in Figure 18; otherwise, it proceeds to step N23.

[0327] If the process proceeds to step N23, the control unit 70 determines whether the idle stop prohibition 2 flag is ON or OFF. If the idle stop prohibition 2 flag is ON (Yes), the control unit 70 terminates the process shown in Figure 18; otherwise, it proceeds to step N24.

[0328] If the process proceeds to step N24, the control unit 70 determines whether the idle stop prohibition 3 flag is ON or OFF. If the idle stop prohibition 3 flag is ON (Yes), the control unit 70 terminates the process shown in Figure 18; otherwise, it proceeds to step N25.

[0329] If the process proceeds to step N25, the control unit 70 determines whether the idle stop condition is met. Step N25 is an existing process, so the details of the idle stop condition will not be explained. If the idle stop condition is met (Yes), the control unit 70 proceeds to step N27; otherwise, it proceeds to step N26.

[0330] If the process proceeds to step N26, the control unit 70 determines whether or not other engine stop conditions are met. Step N26 is an existing process, and details of the other engine stop conditions will not be explained. If the other engine stop conditions are met (Yes), the control unit 70 proceeds to step N27; otherwise (No), it terminates the process shown in Figure 18.

[0331] If the process proceeds to step N27, the control unit 70 stops the engine and puts it into a stopped state, thus terminating the process shown in Figure 18. Note that step N27 is an existing process, and the details of stopping the engine are omitted from the explanation.

[0332] If your vehicle does not have an idle stop function, you may omit steps N15 and N22-N25.

[0333] <Examples of operating waveforms for general pressure reduction control (Figure 19 [Operating waveform example 1-1], Figure 20 [Operating waveform example 1-2])> Next, using Figures 19 and 20, we will explain the [operation waveform examples 1-1] and [operation waveform examples 1-2] of the "general pressure reduction control" performed by the control unit 70 as described above. Figure 19 shows an example of the operation waveform when the user presses the lid door switch to start "general pressure reduction control" just before entering the refueling facility from a stopped engine state (in the case of PHEV and HEV). Figure 20 shows an example of the operation waveform when the user presses the lid door switch to start "general pressure reduction control" just before entering the refueling facility from an running engine state.

[0334] In Figure 19, the engine is stopped immediately before time T12 (in the case of PHEV and HEV). In Figure 20, the engine is running immediately before time T22. Also, before time T12 in Figure 19 (time T22 in Figure 20), the vehicle has not entered the refueling facility, so the notification in step C32 of Figure 6 is executed.

[0335] At time T12 in Figure 19 (time T22 in Figure 20), just before entering the refueling facility, the user pressed the lid door switch instead of the pre-refueling switch. Therefore, in step A45 of Figure 4, the control unit 70 sets the pressure reduction mode to "10" (general pressure reduction state) and starts "general pressure reduction control". Furthermore, in step J11 of Figure 12, the control unit sets the target seal valve opening to FA% and controls the seal valve opening toward FA%. As a result, the pressure inside the tank is reduced. The user entered the refueling facility at time T1N in Figure 19 (time T2N in Figure 20) and turned the ignition OFF at time T1M in Figure 19 (time T2M in Figure 20).

[0336] At time T13 in Figure 19 (time T23 in Figure 20), the control unit 70 has determined that the tank pressure ≤ atmospheric pressure + α, and therefore sets the depressurization mode to "11" (general depressurization completion preparation state) in step J13 of Figure 12. Furthermore, in step J21 of Figure 12, the control unit 70 sets the target sealing valve opening to 100% and controls the sealing valve opening toward 100%. As a result, between time T13 and T14 in Figure 19 (between time T23 and T24 in Figure 20), the tank pressure has decreased to atmospheric pressure.

[0337] At time T14 in Figure 19 (time T24 in Figure 20), the control unit 70 determines that the sealing valve opening has reached 100% (the target sealing valve opening has reached 100%), and sets the depressurization mode to "12" (general depressurization completed state) in step J23 of Figure 12, and sets the target sealing valve opening to 100% in step J31 of Figure 12.

[0338] At time T15 in Figure 19 (time T25 in Figure 20), the control unit 70 has set the pressure reduction mode to "12", so in step D12 in Figure 7, it sets the pressure reduction mode to "13" (lid door open state). Furthermore, in step J44 in Figure 12 and step M11 in Figure 13, the control unit 70 energizes the unlocking device to unlock and open the lid door. The user can refuel during the period from time T15 to time T16 in Figure 19 (time T25 to time T26 in Figure 20).

[0339] At time T16 in Figure 19 (time T26 in Figure 20), the control unit 70 detects that the user has closed the lid door because a movable pin detection signal has been input (ON) when the lid door open flag is ON. In steps J44 in Figure 12 to M24 in Figure 13, the lid door open flag is set to OFF, and in step M26, the pressure reduction mode is set to "00".

[0340] <Example of operation waveform for manual pre-pressure control (Figure 21 [Operation Waveform Example 2-1])> Next, using Figure 21, we will explain the [Operation Waveform Example 2-1] of the "Manual Pre-Depressurization Control" performed by the control unit 70 as described above. Figure 21 shows an example of the operation waveform when the user presses the pre-refueling switch to initiate "Manual Pre-Depressurization Control" from an ignition ON and engine stopped state (in the case of PHEV and HEV) just before a refueling facility.

[0341] At time T31 in Figure 21, the user pressed the pre-refueling switch before reaching the refueling facility while driving the vehicle. Therefore, in step A56 of Figure 4, the control unit 70 sets the depressurization mode to "20" (manual pre-depressurization state) and starts "manual pre-depressurization control". The control unit 70 then sets the forced engine start 1 flag and the idle stop disable 1 flag to ON to start the engine. In "manual pre-depressurization control", the opening of the sealing valve remains at 0% until the engine is running and the purge valve opening reaches PS% or more (steps K11 to K13 in Figure 14).

[0342] At time T32 in Figure 21, the engine is running, the purge execution flag is turned ON, and purge control has started (the purge valve opening is gradually opening from 0%).

[0343] At time T33 in Figure 21, the purge valve opening was greater than or equal to PS%, so the control unit 70 set the target purge adjustment opening to PB% and the target seal valve opening to FB% in steps K11 and K12 in Figure 14. As a result, the tank pressure reduction has begun. Also, as shown in Figure 15, the lower the tank pressure, or the shorter the distance from the vehicle's position to the refueling facility, or the shorter the estimated time required from the vehicle's position to the refueling facility, the larger the target purge adjustment opening PB% and the target seal valve opening FB% will be set to. Between times T33 and T34 in Figure 21, the vehicle is gradually approaching the refueling facility, so the target seal valve opening FB% is gradually increasing.

[0344] At time T34 in Figure 21, the control unit 70 determines that the tank internal pressure is ≤ atmospheric pressure + α, and therefore sets the depressurization mode to "21" (ready state for manual pre-depressurization completion) in step K17 of Figure 14. Furthermore, in step K22 of Figure 14, the control unit 70 sets the target sealing valve opening to FK% and controls the sealing valve opening toward FK%.

[0345] At time T35 in Figure 21, the control unit 70 determined that the target sealing valve opening FK% + ΔK% ≥ sealing valve opening ≥ target sealing valve opening FK% - ΔK%, and therefore, in step K26 in Figure 14, the depressurization mode was set to "22" (manual pre-depressurization completed state). The user entered the refueling facility at time T3N in Figure 21.

[0346] At time T36 in Figure 21, the user has turned the ignition OFF. The control unit 70 stops the engine, sets the target seal valve opening to 0% in step K33 in Figure 14, and controls the seal valve opening toward 0%. When the pressure reduction mode is "22", the control unit 70 enters a refueling standby state, waiting for the user to press the lid door switch.

[0347] At time T37 in Figure 21, the user pressed the lid door switch, so the control unit 70 set the pressure reduction mode to "23" (lid door open state) in step E14 in Figure 8. Then, in step K41 in Figure 14, the control unit 70 sets the target sealing valve opening to 100% and controls the sealing valve opening toward 100%. As a result, the tank internal pressure is reduced to atmospheric pressure. Furthermore, from step K44 in Figure 14 to step M11 in Figure 13, the control unit 70 energizes the unlocking device, unlocking and opening the lid door. The user can refuel during the period from time T37 to time T38 in Figure 21.

[0348] At time T38 in Figure 21, the control unit 70 detects that the user has closed the lid door because a movable pin detection signal has been input (ON) when the lid door open flag is ON. In steps K44 in Figure 14 to M24 in Figure 13, the lid door open flag is set to OFF, and in step M26, the depressurization mode is set to "00".

[0349] <Example of operation waveform for manual pre-pressure control (Figure 22 [Operation Waveform Example 2-2])> Next, using Figure 22, we will explain the [operation waveform example 2-2] of the "manual pre-pressure reduction control" performed by the control unit 70 as described above. Figure 22 is the same as Figure 21 from time T31 to time T36, and shows an example where the user performs a cancellation operation by pressing the pre-refueling switch twice from time T36 onwards.

[0350] At time T35 in Figure 22, the control unit 70 sets the depressurization mode to "22" (manual pre-depressurization completed state), as explained in Figure 21, and enters a refueling standby state, waiting for the user to press the lid door switch.

[0351] In Figure 22, between time T3A and T3B, the user performed a cancellation operation (pressing the pre-refueling switch twice), so the control unit 70 sets the pressure reduction mode to "00" in step E16 in Figure 8 and step G23 in Figure 9.

[0352] <Example of operation waveform for automatic pre-pressure control (Figure 23 [Operation waveform example 3-1])> Next, using Figure 23, we will explain the [Operation Waveform Example 3-1] of the "Automatic Pre-Depressurization Control" performed by the control unit 70 as described above. Figure 23 shows an example of the operation waveform when the "Automatic Pre-Depressurization Control" is automatically started when the vehicle enters a refueling facility with the ignition ON and the user has not pressed either the pre-refueling switch or the lid door switch.

[0353] At time T51 in Figure 23, the user driving the vehicle enters the refueling facility with neither the pre-refueling switch nor the lid door switch pressed. However, from time T51 to T54, the vapor concentration in the canister is greater than or equal to VS%, so the execution condition B of step A64 in Figure 4 (vapor concentration in the canister is greater than or equal to the predetermined vapor concentration VS%, and ignition is ON) is met, the engine forced operation 2 flag and idle stop prohibition 2 flag are set to ON, vapor concentration reduction is performed, and the depressurization mode remains at "00". Also, from time T51 to T54 in Figure 23, the notification in step A66 in Figure 4 is executed. Note that before time T51 in Figure 23, the vehicle has not yet entered the refueling facility, so the notification in step C32 in Figure 6 is executed.

[0354] At time T54 in Figure 23, the vapor concentration became < concentration VS%, so the control unit 70 sets the depressurization mode to "30" (automatic pre-depressurization state) in step A69 in Figure 4 and starts "automatic pre-depressurization control". Then, in step A68 in Figure 4, the control unit 70 sets the purge prohibition flag to ON, and in step L11 in Figure 17, sets the target opening of the sealing valve to 100% and controls the sealing valve opening toward 100%.

[0355] At time T55 in Figure 23, the control unit 70 determines that the tank internal pressure is ≤ atmospheric pressure + α, and therefore sets the decompression mode to "31" (automatic pre-decompression completion preparation state) in step L13 of Figure 17. Furthermore, in step L21 of Figure 17, the control unit 70 sets the target sealing valve opening to 0% and controls the sealing valve opening toward 0%.

[0356] At time T56 in Figure 23, the control unit 70 has determined that the sealing valve opening has reached 0% (the target sealing valve opening has been reached), and therefore, in step L23 of Figure 17, it sets the depressurization mode to "32" (automatic pre-depressurization completed state).

[0357] At time T57 in Figure 23, the user has turned the ignition OFF. The control unit 70 stops the engine, sets the target sealing valve opening to 0% in step L31 in Figure 17, and controls the sealing valve opening toward 0%. When the pressure reduction mode is "32", the control unit 70 enters a refueling standby state, waiting for the user to press the lid door switch.

[0358] At time T58 in Figure 23, the user pressed the lid door switch, so the control unit 70 set the pressure reduction mode to "33" (lid door open state) in step F15 of Figure 10. Then, in step L41 of Figure 17, the control unit 70 sets the target sealing valve opening to 100% and controls the sealing valve opening toward 100%. As a result, the tank internal pressure is reduced to atmospheric pressure. Furthermore, from step L44 of Figure 17 to step M11 of Figure 13, the control unit 70 energizes the unlocking device, unlocking and opening the lid door. The user can refuel during the period from time T58 to time T59 in Figure 23.

[0359] At time T59 in Figure 23, the control unit 70 detects that the user has closed the lid door because a movable pin detection signal has been input (ON) when the lid door open flag is ON. In steps L44 in Figure 17 to M24 in Figure 13, the lid door open flag is set to OFF, and in step M26, the depressurization mode is set to "00".

[0360] <Examples of pressure reduction control operation in various situations> (1) When the pre-refueling switch (pre-refueling operation unit 42) is pressed and "manual pre-pressure control" is executed, the system enters a refueling standby state (pressure reduction mode = "22") and waits for the lid door switch (lid door operation unit 41) to be pressed, if the cancellation time has elapsed, a notification is issued to confirm the user's intention (steps G20 to G21 in Figure 9). (2) If the lid door switch is pressed multiple times in a short period of time, the control unit 70 recognizes it as being pressed once, as shown in Figure 5 (see lid reception flag). If "general pressure reduction control" is started based on this recognition, even if the lid door switch or the pre-refueling switch is pressed while "general pressure reduction control" is being performed, no new pressure reduction control will be started, and the ongoing "general pressure reduction control" will continue (steps A10 and A12 in Figure 4). Similarly, if the pre-refueling switch is pressed multiple times in a short period of time, the control unit 70 recognizes it as being pressed once, as shown in Figure 5 (see pre-reception flag). If "manual pre-pressure reduction control" is started based on this recognition, even if the lid door switch or the pre-refueling switch is pressed while "manual pre-pressure reduction control" is being performed, no new pressure reduction control will be started, and the ongoing "manual pre-pressure reduction control" will continue (steps A20 and A22 in Figure 4). (3) If the refueling pre-pressure control switch is pressed even if the purge control is not successful, the system will accept the instruction for "manual pre-pressure control". If the system accepts the instruction for "manual pre-pressure control", it will start the engine (and disable the idle stop function) and execute the purge control, opening the sealing valve while executing the purge control and reducing the tank pressure without increasing the vapor concentration in the canister (times T31 to T34 in Figure 21). (4) If the vehicle enters a refueling facility while "manual pre-pressure control" is in operation (pressure mode is "20" or "21"), the "manual pre-pressure control" is canceled and the user is prompted to press the lid door switch (steps E23, E25-E26 in Figure 8). (5) After performing "manual pre-pressure reduction control" or "automatic pre-pressure reduction control" and transitioning to a refueling standby state where the vehicle waits for the user to press the lid door switch, if for any reason the user loses the intention to refuel and the vehicle remains stopped or driven for a long period of time, the refueling standby state is canceled in steps G10 to G16 of Figure 9. (6) If the vehicle is inside a refueling facility without either the pre-refueling switch or the lid door switch being pressed, and neither pressure reduction control is being performed, and the user mistakenly presses the pre-refueling switch instead of the lid door switch, steps C10 to C12 and C40 in Figure 6 will prompt the user to press the lid door switch, and "manual pre-pressure reduction control" will not be started (step A52 in Figure 4). (7) In "Manual Pre-Decompression Control," when decompression is initiated, the decompression mode is set to "20" and decompression is started if the tank pressure > atmospheric pressure + β and the remaining fuel amount ≤ predetermined amount (Execution condition A of step A54 in Figure 4). (8) In "Automatic Pre-Decompression Control," when decompression is initiated, if the tank pressure > atmospheric pressure + β and the remaining fuel amount ≤ predetermined amount, the decompression mode is set to "30" and decompression is initiated (Execution condition C of step A67 in Figure 4).

[0361] (9) If the vehicle is within a predetermined range from the location of a refueling facility (or the location of a refueling facility used, or the location of a pre-refueling operation history) (at least one of the distance or estimated time required is within the predetermined range), the notification unit will notify the operator of the pre-refueling switch, the reduced pressure in the fuel tank based on the operation of the pre-refueling switch, or a request to confirm whether or not the vehicle intends to refuel (steps C20 to C34 in Figure 6). (10) If the notification described in (9) above is implemented, no further notification will be given until the re-notification time has elapsed (steps C30 to C34 in Figure 6). (11) The system learns and stores the location of the refueling facility where the user has refueled (refueling facility location), and when the vehicle is within a predetermined range from that refueling facility location, the notification unit notifies the user of at least one of the following: the status of operation of the pre-refueling switch, the reduced pressure in the fuel tank based on the operation of the pre-refueling switch, or a request to confirm whether the user intends to refuel (steps C20, C30 to C34 in Figure 6). The system may also learn and use refueling facility locations that have been used a predetermined number of times. (12) The system learns and stores the position where the user pressed the pre-refueling switch (pre-refueling operation history position), and when the vehicle is near that pre-refueling operation history position, the notification unit notifies the user of at least one of the following: the operation status of the pre-refueling switch, the reduced pressure state of the fuel tank based on the operation of the pre-refueling switch, or a request to confirm whether the user intends to refuel (steps C21, C30 to C34 in Figure 6). Alternatively, the system may learn and use the position where the pre-refueling switch has been pressed a predetermined number of times as a pre-refueling operation history position. (13) If the decompression mode is not "00", one of the decompression control methods (general decompression control, manual pre-decompression control, automatic pre-decompression control) is being performed, so the notifications in (9) to (12) above are not performed (step C10 in Figure 6). (14) After performing "manual pre-pressure control" and setting the pressure reduction mode to "22" (manual pre-pressure completion state) and transitioning to the refueling standby state, if the user does not press the lid door switch and the tank internal pressure > atmospheric pressure + β, the refueling standby state is canceled and the pressure reduction mode is set to "00" (steps K34 to K37 in Figure 14). (15) After executing "automatic pre-pressure control" and setting the pressure reduction mode to "32" (automatic pre-pressure completion state) and transitioning to the refueling standby state, if the user does not press the lid door switch and the tank internal pressure > atmospheric pressure + β, the refueling standby state is canceled and the pressure reduction mode is set to "00" (steps L32 to L35 in Figure 17).

[0362] (16) In "manual pre-pressure reduction control," if the distance from the vehicle's position to the refueling facility (or refueling facility location, or refueling pre-operation history location) is far (long), the target purge adjustment opening PB% and target seal valve opening FB% are set to small values. If the distance from the vehicle's position to the refueling facility (or refueling facility location, or refueling pre-operation history location) is close (short), the target purge adjustment opening PB% and target seal valve opening FB% are set to large values ​​(step K12 in Figure 14, Figure 15). Similarly, in "manual pre-pressure reduction control," if the estimated time required from the vehicle's position to the refueling facility (or refueling facility location, or refueling pre-operation history location) is long, the target purge adjustment opening PB% and target seal valve opening FB% are set to small values, and if the estimated time required from the vehicle's position to the refueling facility (or refueling facility location, or refueling pre-operation history location) is short, the target purge adjustment opening PB% and target seal valve opening FB% are set to large values ​​(step K12 in Figure 14, Figure 15).

[0363] (17) If the vehicle enters the refueling facility without pressing the lid door switch or the pre-refueling switch, the purge prohibition flag is set to ON and "automatic pre-depressurization control" is started (steps A68 and A69 in Figure 4). While "automatic pre-depressurization control" is running (depressurization mode "30"), purge control is prohibited and the sealing valve is opened to its fullest extent to depressurize in a short time (times T54 to T55 in section 23). (18) If the depressurization is completed by performing "manual pre-depressurization control" or "automatic pre-depressurization control" and the system transitions to the refueling standby state, but the user does not press the lid door switch even after the cancellation confirmation time has elapsed, the system will notify the user whether they intend to refuel or cancel (step E16 in Figure 8, step F17 in Figure 10, steps G20 and G21 in Figure 9). If the user cancels, the system will start the engine by setting the forced engine operation 3 flag and idle stop prohibition flag 3 to ON, thereby opening the purge valve and sealing valve and reducing the vapor concentration in the canister (steps G22 to G26 in Figure 9). (19) If the vehicle enters the refueling facility with neither the lid door switch nor the pre-refueling switch pressed, and the vapor concentration in the canister is greater than or equal to VS%, then without starting "automatic pre-pressure reduction control," the engine is started by setting the Engine Force Operation 2 flag and Idle Stop Prohibition 2 flag to ON, thereby opening the purge valve and sealing valve to reduce the vapor concentration in the canister (Steps A64 (Execution Condition B) to A66 in Figure 4, and time T51 to T54 in Figure 23). If the user intends to refuel, they are prompted to press the lid door switch (Step A66 in Figure 4).

[0364] <<Second Embodiment (Figures 24-32)>> The second embodiment has a notification unit 31 compared to the first embodiment, but does not utilize the location information acquired by the location information acquisition unit (or does not have a location information acquisition unit). Therefore, in the second embodiment, processing related to the location of the vehicle and the location of the refueling facility is omitted, and the processing and judgment enclosed by dotted lines in each flowchart of the first embodiment are omitted. Consequently, the "automatic pre-pressure reduction control" that is automatically executed when the vehicle enters the refueling facility is also omitted.

[0365] <[Overall Processing] Processing Procedure (Figure 24)> The [overall processing] of the second embodiment shown in Figure 24 omits the processing and judgment enclosed by the dotted line in the [overall processing] shown in Figure 4. The processing and judgment of each step in Figure 24 have already been explained in Figure 4, so they are omitted here. Also, in Figure 24, the [notification processing] of step A02 in Figure 4 is omitted, so the [notification processing] in Figure 6 is also omitted, and the [processing during automatic pre-decompression control] of step A32 in Figure 4 is omitted, so the [processing during automatic pre-decompression control] in Figure 10 is also omitted.

[0366] Details of [switch and other input / various calculation processes] (Figure 25) In the second embodiment shown in Figure 25, the [input of switches, etc. and various accumulation processes] omits the processes and judgments enclosed by the dotted lines in the [input of switches, etc. and various accumulation processes] shown in Figure 5. The processes and judgments for each step in Figure 25 have already been explained in Figure 5, so they are omitted here.

[0367] Details of the process during general pressure reduction control (Figure 26) In the second embodiment shown in Figure 26, the [processing during general pressure reduction control] omits the processing and judgment enclosed by the dotted line in the [processing during general pressure reduction control] shown in Figure 7. The processing and judgment for each step in Figure 26 have already been explained in Figure 7, so they are omitted here.

[0368] Details of the process during manual pre-pressure control (Figure 27) In the second embodiment shown in Figure 27, the [processing during manual pre-decompression control] omits the processing and judgment enclosed by the dotted line in the [processing during manual pre-decompression control] shown in Figure 8. The processing and judgment for each step in Figure 27 have already been explained in Figure 8, so they are omitted here.

[0369] <[Cancellation Confirmation Process] Details (Figure 28)> The [cancellation confirmation process] in the second embodiment shown in Figure 28 omits the processes and judgments enclosed by the dotted lines in the [cancellation confirmation process] shown in Figure 9. The processes and judgments for each step in Figure 28 have already been explained in Figure 9, so they are omitted here.

[0370] <[Details of sealing valve / lid lock control] (Figure 29)> The [seal valve / lid lock control] in the second embodiment shown in Figure 29 omits the processing and determination enclosed by the dotted line in the [seal valve / lid lock control] shown in Figure 11. The processing and determination of each step in Figure 29 are explained in Figure 11 and are therefore omitted here. Also, since the [automatic pre-pressure reduction control] in step H31 of Figure 11 is omitted in Figure 29, the [automatic pre-pressure reduction control] in Figure 17 is also omitted.

[0371] <[General pressure reduction control] Details (Figure 12)> The [general pressure reduction control] in the second embodiment is the same as the [general pressure reduction control] in Figure 12. The processing and determination of each step have already been explained in Figure 12, so they will be omitted here.

[0372] <[Lid Door Lock Control] Details (Figure 13)> The [lid door lock control] in the second embodiment is the same as the [lid door lock control] in Figure 13. The processing and determination of each step have already been explained in Figure 13, so they will be omitted here.

[0373] <[Manual Pre-Decompression Control] Details (Figure 14)> The [manual pre-decompression control] in the second embodiment is the same as the [manual pre-decompression control] in Figure 14. The processing and determination of each step have already been explained in Figure 14, so they will be omitted here.

[0374] <[Example of target valve opening characteristics and target purge adjustment opening characteristics] (Figure 30)> In the second embodiment shown in Figure 30, the [target sealing valve opening characteristic and target purge adjustment opening characteristic] omits the [target sealing valve opening characteristic 2 and target purge adjustment opening characteristic 2] and [target sealing valve opening characteristic 3 and target purge adjustment opening characteristic 3] enclosed by dotted lines in Figure 15.

[0375] <[Purge valve control] example (Figure 31)> The purge valve control in the second embodiment shown in Figure 31 omits the processing and determination enclosed by the dotted line in the purge valve control shown in Figure 16. The processing and determination of each step in Figure 31 have already been explained in Figure 16, so they are omitted here.

[0376] <[Engine Stop / Operation Control] Example (Figure 32)> The [engine stop / operation control] in the second embodiment shown in Figure 32 omits the processing and judgment enclosed by the dotted line in the [engine stop / operation control] shown in Figure 18. The processing and judgment of each step in Figure 32 have already been explained in Figure 18, so they are omitted here.

[0377] <Effects, etc.> As described above, the technology disclosed herein avoids automatically performing depressurization processing for refueling preparation more than necessary, prioritizing whether or not the user intends to refuel when performing the depressurization processing for refueling preparation. This shortens the waiting time during refueling and prevents the remaining capacity for adsorbing evaporated fuel in the canister from becoming unnecessarily low.

[0378] In the first and second embodiments, if a user driving a vehicle intends to refuel before arriving at a refueling facility but while driving near one, they can initiate a reduction in tank pressure (manual pre-pressure reduction control) by operating the pre-refueling operation unit 42 (pressing the pre-refueling switch) prior to operating the lid door operation unit 41. By the time the user arrives at the refueling facility, the tank pressure reduction is complete, allowing them to open the lid door and refuel without waiting for the pressure reduction to complete by operating the lid door operation unit 41 (pressing the lid door switch). The user can also perform general pressure reduction control as in the conventional method by operating the lid door operation unit 41.

[0379] Furthermore, in the first embodiment, if the vehicle enters a refueling facility without operating the pre-refueling operation unit 42 (and the lid door operation unit 41), the automatic pre-depressurization control is automatically started at the moment the vehicle enters the refueling facility. Therefore, compared to the case where the vehicle is stopped after entering the refueling facility and the lid door switch is pressed to perform general depressurization control (corresponding to the conventional method), the waiting time until depressurization is completed is further reduced.

[0380] Furthermore, in the second embodiment, manual pre-pressure control can be performed even in vehicles that do not have a position information acquisition unit.

[0381] <> The sealed tank system 1 of the technology disclosed herein is not limited to the configuration, structure, appearance, shape, processing procedure, etc., described in this embodiment, and various modifications, additions, and deletions are possible as long as they do not alter the essence of the technology disclosed herein. For example, each flowchart, each characteristic, each operating waveform, etc., is not limited to those described in this embodiment.

[0382] In this embodiment, an example was described in which the lid door 50 and its surrounding structure are as shown in Figures 2 and 3. However, the lid door 50 and its surrounding structure are not limited to the structures shown in Figures 2 and 3. Furthermore, the method for determining whether the lid door 50 is open and the method for determining whether it is closed are not limited to the methods described in this embodiment.

[0383] Furthermore, terms such as greater than or equal to (≧), less than or equal to (≦), greater than (>), less than (<), etc., may or may not include the equals sign. Also, the numerical values ​​used in the description of this embodiment are examples only and are not limited to these values. [Explanation of symbols]

[0384] 1. Sealed Tank System 10 fuel tanks 11 Fuel supply piping 12 Fuel cap 13 Floats 14 Fuel pump 14H Fuel piping 15 Fuel level detection unit 20 Canister 21 Inlet 22 Outlet 23 Atmospheric vent 30 Location information acquisition section 31 Hochi Department 41 Lid door operating section 42 Pre-fueling operation unit 43 Ignition switch 44 Vehicle speed detection unit 45 Atmospheric pressure detection unit 46 Intake volume detection unit 47 Tank internal pressure detection unit 50 Lid Door 50A Lid Lock Section 50K Cap Surrounding Space 51 Locking part 51H Locking hole 52 Unlocking device 53 Movable pins 54 Pin position detection unit 55 Hinge section 56, 57 Elastic body 61. Sealing valve 61H Vapor Passage 62 Purge valve 62H Purge Passage 70 Control Unit 71 CPU 72 RAM 73 ROM 74 timers 75 Non-volatile memory devices 90 GPS satellites T communication line

Claims

1. The fuel tank of a vehicle equipped with an internal combustion engine, A canister capable of adsorbing evaporated fuel generated in the fuel tank and supplying the adsorbed evaporated fuel to the internal combustion engine, A vapor passage connecting the fuel tank and the canister, A purge passage connecting the canister and the intake passage of the internal combustion engine, A sealing valve that can open and close the vapor passage and can seal the fuel tank, A purge valve capable of opening and closing the aforementioned purge passage, A tank internal pressure detection unit for detecting the fuel tank internal pressure, which is the pressure inside the fuel tank, The lid door operating unit is operated by the user to unlock the lid door when refueling, The lid lock mechanism allows the lid door covering the fuel filler opening of the fuel tank to be locked and unlocked, and the lid lock mechanism is set to the unlocked state when the lid door operating mechanism is operated by the user and the internal pressure of the fuel tank is below a predetermined pressure. The purge valve, the sealing valve, and the control unit that controls the lid locking mechanism, A sealed tank system having, The fuel supply has a pre-fueling operation unit operated by the user, which, when operated prior to the operation of the lid door operation unit, opens the sealing valve and reduces the internal pressure of the fuel tank to below a predetermined pressure. A sealed tank system.

2. A sealed tank system according to claim 1, It has a notification unit that can notify the user, The control unit, If the refueling pre-operation unit is operated prior to the operation of the lid door operating unit, the sealing valve is opened to reduce the internal pressure of the fuel tank. When the internal pressure of the fuel tank falls below the predetermined pressure, the system notifies that the lid door operating unit can be operated and accepts the operation of the lid door operating unit. If the operation of the lid door operating unit is accepted, the system sets the lid lock unit to the unlocked state. A sealed tank system.

3. A sealed tank system according to claim 1, A location information acquisition unit capable of obtaining the location of the vehicle itself and the location of the refueling facility, A notification unit capable of notifying the user, It has, The control unit, If the vehicle is within a predetermined range from the refueling facility, at least one of the following will be notified: the operating status of the pre-refueling operation unit, the reduced pressure state of the fuel tank based on the operation of the pre-refueling operation unit, or a request for confirmation of whether or not the vehicle intends to refuel. A sealed tank system.

4. A sealed tank system according to claim 1, A location information acquisition unit capable of obtaining the location of the vehicle itself and the location of the refueling facility, A notification unit capable of notifying the user, It has, The control unit, The system stores the location of the refueling facility where the vehicle refueled, which is the location of the refueling facility used by the vehicle. If the vehicle is within a predetermined range from the location of the refueling facility, at least one of the following will be notified: the operating status of the refueling pre-operation unit, the reduced pressure state of the fuel tank based on the operation of the refueling pre-operation unit, or a request for confirmation of whether or not the vehicle intends to refuel. A sealed tank system.

5. A sealed tank system according to claim 1, A location information acquisition unit capable of obtaining the position of the vehicle, A notification unit capable of notifying the user, It has, The control unit, Prior to operating the lid door operating unit, the system stores the position of the vehicle at the time the pre-refueling operation unit was operated, which is the pre-refueling operation history position. If the vehicle is within a predetermined range from the location of the pre-refueling operation history, at least one of the following will be notified: the operating status of the pre-refueling operation unit, the reduced pressure state of the fuel tank based on the operation of the pre-refueling operation unit, or a request for confirmation of whether or not the vehicle intends to refuel. A sealed tank system.

6. A sealed tank system according to claim 1, It has a location information acquisition unit that can acquire the location of the vehicle itself and the location of the refueling facility. The control unit, If the refueling pre-operation unit is operated prior to the operation of the lid door operating unit, the opening degree of the sealing valve is adjusted according to the distance from the vehicle to the refueling facility. A sealed tank system.

7. A sealed tank system according to claim 1, It has a location information acquisition unit that can acquire the location of the vehicle itself and the location of the refueling facility. The control unit, If the refueling pre-operation unit is operated prior to the operation of the lid door operating unit, the time required for the vehicle to reach the refueling facility is estimated, and the opening degree of the sealing valve is adjusted according to the estimated time required. A sealed tank system.

8. A sealed tank system according to claim 1, The control unit, If the refueling pre-operation unit is operated prior to the operation of the lid door operating unit, the opening degree of the sealing valve is adjusted according to the internal pressure of the fuel tank. A sealed tank system.

9. A sealed tank system according to claim 1, It has a location information acquisition unit that can acquire the location of the vehicle itself and the location of the refueling facility. The control unit, If the vehicle enters the refueling facility while neither the refueling pre-operation unit nor the lid door operation unit is operated, the purge valve is closed and the sealing valve is opened to start reducing the pressure inside the fuel tank. A sealed tank system.

10. A sealed tank system according to claim 1, The control unit, When the refueling pre-operation unit is operated prior to the operation of the lid door operating unit, the sealing valve is opened to reduce the pressure inside the fuel tank, If the vehicle's internal combustion engine is stopped, the engine is started to bring it into operation; if the vehicle has an idle stop function, the operation of the idle stop function is disabled; and a purge control is performed to open the purge valve and reduce the pressure inside the fuel tank. A sealed tank system.

11. A sealed tank system according to any one of claims 1 to 10, The control unit, Prior to the operation of the lid door operating unit, the pre-refueling operation unit is operated to open the sealing valve and reduce the internal pressure of the fuel tank to below the predetermined pressure, transitioning to a refueling standby state where the vehicle awaits operation of the lid door operating unit. If the lid door operating unit is not operated even after the vehicle reaches a predetermined operating state, the refueling standby state is released. A sealed tank system.

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