Method, device, vehicle and storage medium for controlling fuel system working mode

Abstract

The present application provides a method, device, vehicle and storage medium for controlling the working mode of a fuel system. The method is applied to an electronic control unit ECU in a fuel system of a vehicle. The fuel system also includes a high-pressure fuel tank. The method includes: obtaining the current working mode of the fuel system; when the current working mode of the fuel system is a pure electric mode, obtaining the pressure relief parameters of the high-pressure fuel tank in the pure electric mode and the amount of fuel in the high-pressure fuel tank, the pressure relief parameters including the number of pressure relief times of the high-pressure fuel tank in the pure electric mode; when the number of pressure relief times of the high-pressure fuel tank in the pure electric mode is greater than a first threshold value and the amount of fuel in the high-pressure fuel tank is greater than a second threshold value, determining that the fuel system is switched from the pure electric mode to the fuel maintenance mode. The method can reasonably and accurately control the opening time of the fuel system according to the pressure relief parameters and the amount of fuel in the high-pressure fuel tank when the fuel system is in the pure electric mode, thereby ensuring the safety of the fuel system.

Description

Technical Field

[0001] The present application relates to the field of safe driving of vehicles, and more specifically, to a method, device, vehicle and storage medium for controlling a working mode of a fuel system in the field of safe driving of vehicles. Background Art

[0002] In the vehicle industry, new energy vehicles, as a vehicle between pure electric vehicles and fuel vehicles, are favored by vehicle manufacturers for their advantages of energy saving, environmental protection and long driving range. Hybrid vehicles (Hybrid Vehicle, HV, hereinafter referred to as "hybrid vehicles") are a common type of new energy vehicles. Their working modes include pure electric drive mode (abbreviated as pure electric mode), fuel maintenance mode (abbreviated as fuel mode) and hybrid drive mode (abbreviated as hybrid mode).

[0003] As a common hybrid vehicle, when a plug-in hybrid electric vehicle (PHEV) is driven in pure electric mode for a long time, in order to solve the problem of easy volatility of fuel in the vehicle, a high-pressure fuel tank can be used to collect and store the fuel vapor generated by fuel evaporation or volatilization, and the pressure of the high-pressure fuel tank itself can be used to suppress the volatilization of fuel. Since the pressure carried by the high-pressure fuel tank is limited, when the pressure of the high-pressure fuel tank itself is too high, in order to ensure the safety of the high-pressure fuel tank body, it is necessary to open the high-pressure fuel tank isolation valve (Fuel Tank Isolation Valve, FTIV) to release the pressure so that the fuel vapor can be adsorbed by the active substance in the carbon canister. When there is too much fuel vapor in the carbon canister, there may be a risk of fuel vapor overflowing from the carbon canister. In order to avoid the occurrence of carbon canister fuel vapor overflow accidents, it is necessary to trigger the vehicle's fuel maintenance mode to maintain the fuel evaporation system.

[0004] In one possible scenario, when a PHEV vehicle is traveling in pure electric mode, the fuel maintenance mode of the PHEV vehicle can be triggered in the following two ways: the first is a fuel maintenance mode based on pure electric running time; the second is a fuel maintenance mode based on pure electric mileage.

[0005] The above two methods of triggering PHEV vehicles to enter fuel maintenance mode are relatively fixed and single. Since the speed of fuel volatilization is closely related to temperature, the above two methods of triggering the vehicle to trigger the fuel maintenance mode cannot accurately control the fuel volatilization in the high-pressure fuel tank, and there may be a safety hazard of fuel vapor overflow. Summary of the invention

[0006] The present application provides a method, device, vehicle and storage medium for controlling the working mode of a fuel system. The method can accurately monitor the volatilization of fuel, thereby effectively avoiding the occurrence of dangerous accidents.

[0007] In a first aspect, a method for controlling an operating mode of a fuel system is provided, the method being applied to an electronic control unit ECU in a fuel system of a vehicle, the fuel system also comprising a high-pressure fuel tank, the method comprising: obtaining a current operating mode of the fuel system; when the current operating mode of the fuel system is a pure electric mode, obtaining a pressure relief parameter of the high-pressure fuel tank in the pure electric mode and the amount of fuel in the high-pressure fuel tank, the pressure relief parameter comprising the number of pressure relief times of the high-pressure fuel tank in the pure electric mode; when the number of pressure relief times of the high-pressure fuel tank in the pure electric mode is greater than a first threshold value and the amount of fuel in the high-pressure fuel tank is greater than a second threshold value, determining that the fuel system is switched from the pure electric mode to the fuel maintenance mode.

[0008] In the above technical solution, when the fuel system of the vehicle is in the pure electric working mode for a long time, in order to ensure the safety of the fuel system and reduce the performance loss of the fuel system, the present application proposes a method for controlling the working mode of the fuel system. By obtaining the number of pressure reliefs and the amount of fuel in the high-pressure fuel tank in the pure electric mode, and further when the number of pressure reliefs in the high-pressure fuel tank is greater than the first threshold and the amount of fuel in the high-pressure fuel tank is greater than the second threshold, it is determined that the fuel system needs to be switched to the fuel maintenance mode. In the above process, the opening time of the fuel maintenance mode is strictly controlled by combining the number of pressure reliefs and the amount of fuel in the high-pressure fuel tank, thereby avoiding premature or delayed opening of the fuel maintenance mode, ensuring the safety of the high-pressure fuel tank, and avoiding danger to the vehicle during driving.

[0009] In combination with the first aspect, in some possible implementations, after the fuel system switches from the pure electric mode to the fuel maintenance mode, the method also includes: when the amount of fuel in the high-pressure fuel tank is less than or equal to the second threshold, determining that the fuel system exits the fuel maintenance mode.

[0010] In the above technical solution, when the fuel system switches from the pure electric mode to the fuel maintenance mode, it is mainly based on the number of pressure relief times and the amount of fuel in the high-pressure fuel tank. After switching to the fuel maintenance mode, if the amount of fuel in the high-pressure fuel tank drops back to within the second threshold range, the ECU can re-determine that the fuel system exits the fuel maintenance mode. The above process not only ensures the safety of the fuel system, but also can adjust the working mode of the vehicle's fuel system in real time, ensuring the diversity of the working mode of the fuel system and the flexibility of adjustment.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the fuel system also includes a carbon canister, and the method also includes: when the fuel system switches from the pure electric mode to the fuel maintenance mode, obtaining a first fuel concentration of the carbon canister; when the first fuel concentration of the carbon canister is less than or equal to a third threshold value, determining that the fuel system exits the fuel maintenance mode.

[0012] In the above technical solution, when the working mode of the fuel system is switched to the fuel maintenance mode, fuel will be stored in the carbon canister. Therefore, after switching to the fuel maintenance mode, the fuel concentration in the carbon canister needs to be monitored in real time. When the fuel concentration is less than or equal to the third threshold, it means that the fuel maintenance mode of the fuel system has been maintained, and it can be determined that the fuel system has exited the fuel maintenance mode. The above process realizes the flexible switching between the fuel maintenance mode and other working modes.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the fuel system also includes a high-pressure tank isolation valve for controlling the pressure relief of the high-pressure tank, and the pressure relief parameters also include the pressure values ​​of the high-pressure tank at different times during the pressure relief process. The method also includes: obtaining a first pressure value of the high-pressure tank at an initial pressure relief moment and a second pressure value at an end pressure relief moment, the initial pressure relief moment being a moment when the high-pressure tank isolation valve is opened to start pressure relief, and the end pressure relief moment being a moment when the high-pressure tank isolation valve is closed to end pressure relief; and obtaining the pressure relief parameters of the high-pressure tank in the pure electric mode, including: determining a pressure difference based on the first pressure value and the second pressure value; determining the number of pressure relief times of the high-pressure tank in the pure electric mode based on the pressure difference and a preset rule.

[0014] In the above technical solution, a method for determining the number of pressure relief times is proposed, wherein, in addition to the number of pressure relief times, the pressure relief parameters also include the pressure values ​​of the high-pressure fuel tank at different times during the pressure relief process. By obtaining the first pressure value of the high-pressure fuel tank at the initial moment of pressure relief and the second pressure value at the end moment of pressure relief, the pressure difference during the pressure relief process can be determined. Further, the number of pressure relief times of the high-pressure fuel tank in pure electric mode is obtained through the pressure difference and preset rules. The above process corrects the number of pressure relief times of the high-pressure fuel tank through the pressure difference and preset rules, which better avoids the problem of inaccurate timing in the process of starting the fuel maintenance mode caused by inaccurate pressure relief times.

[0015] In combination with the first aspect and the above-mentioned implementations, in some possible implementations, the method further includes: after the fuel system exits the fuel maintenance mode, clearing the number of pressure relief times of the high-pressure fuel tank in the pure electric mode.

[0016] In the above technical solution, if the fuel maintenance mode ends and the fuel system exits the fuel maintenance mode, in order to avoid data overlap in the next pure electric mode, that is, the problem of storing the pressure relief times in the previous pure electric mode, it is necessary to clear the pressure relief times of the high-pressure tank in the fuel system obtained this time after the fuel system exits the fuel maintenance mode, so that the pressure relief times can be counted and calculated again when the fuel system starts to work in the pure electric mode next time. This ensures the accuracy of the pressure relief times each time the fuel system works in the pure electric mode, further ensures the accurate opening and closing of the fuel maintenance mode, and avoids the occurrence of dangerous accidents.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the fuel system also includes a carbon canister, and the method also includes: when the current operating mode of the fuel system is a hybrid mode, obtaining a second fuel concentration of the carbon canister; when the second fuel concentration of the carbon canister is less than or equal to a third threshold value, clearing the number of pressure relief times of the high-pressure fuel tank in the pure electric mode.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the fuel system also includes a carbon canister, and the method also includes: when the current operating mode of the fuel system is a fuel maintenance mode, obtaining a third fuel concentration of the carbon canister; when the third fuel concentration of the carbon canister is less than or equal to a third threshold value, clearing the number of pressure relief times of the high-pressure fuel tank in the pure electric mode.

[0019] In the above technical solution, if the working mode of the fuel system obtained at the beginning is the hybrid mode or the fuel maintenance mode, it means that the fuel system is consuming the fuel in the carbon canister, so the fuel concentration in the carbon canister in the hybrid mode or the fuel maintenance mode can be monitored in real time, and when the fuel concentration is less than or equal to the third threshold, it means that the carbon canister will not have the risk of overflow. Therefore, the number of pressure reliefs counted in the pure electric mode can be reset to zero so that the number of pressure reliefs can be accumulated again when the pure electric mode is re-entered next time, ensuring the accuracy of the pressure relief number statistics process.

[0020] In summary, when the fuel system of a vehicle is in a pure electric working mode for a long time, in order to ensure the safety of the fuel system and reduce the performance loss of the fuel system, the present application proposes a method for controlling the working mode of the fuel system. By obtaining the number of pressure relief times and the amount of fuel in the high-pressure fuel tank in the pure electric mode, and further when the number of pressure relief times of the high-pressure fuel tank is greater than a first threshold value and the amount of fuel in the high-pressure fuel tank is greater than a second threshold value, it is determined that the fuel system needs to be switched to the fuel maintenance mode. In the above process, the opening time of the fuel maintenance mode is strictly controlled by combining the number of pressure relief times and the amount of fuel in the high-pressure fuel tank, thereby avoiding premature or delayed opening of the fuel maintenance mode, ensuring the safety of the high-pressure fuel tank, and avoiding danger to the vehicle during driving.

[0021] Furthermore, when the fuel system switches from the pure electric mode to the fuel maintenance mode, it is mainly based on the number of pressure reliefs and the amount of fuel in the high-pressure fuel tank. After switching to the fuel maintenance mode, if the amount of fuel in the high-pressure fuel tank drops back to within the second threshold range, the ECU can re-determine that the fuel system exits the fuel maintenance mode. The above process not only ensures the safety of the fuel system, but also can adjust the working mode of the vehicle's fuel system in real time, ensuring the diversity of the working mode of the fuel system and the flexibility of adjustment.

[0022] When the working mode of the fuel system is switched to the fuel maintenance mode, fuel will be stored in the carbon canister. Therefore, after switching to the fuel maintenance mode, the fuel concentration in the carbon canister needs to be monitored in real time. When the fuel concentration is less than or equal to the third threshold, it means that the fuel maintenance mode of the fuel system has been maintained, and it can be determined that the fuel system has exited the fuel maintenance mode. The above process realizes the flexible switching between the fuel maintenance mode and other working modes.

[0023] Furthermore, in the process of obtaining the number of pressure relief times, the present application proposes a method for determining the number of pressure relief times, wherein, in addition to the number of pressure relief times, the pressure relief parameters also include the pressure values ​​of the high-pressure fuel tank at different times during the pressure relief process. By obtaining the first pressure value of the high-pressure fuel tank at the initial moment of pressure relief and the second pressure value at the end moment of pressure relief, the pressure difference during the pressure relief process can be determined. Further, the number of pressure relief times of the high-pressure fuel tank in pure electric mode is obtained through the pressure difference and preset rules. The above process corrects the number of pressure relief times of the high-pressure fuel tank through the pressure difference and preset rules, which better avoids the problem of inaccurate timing in the process of starting the fuel maintenance mode caused by inaccurate pressure relief times.

[0024] In addition, if the fuel maintenance mode ends and the fuel system exits the fuel maintenance mode, in order to avoid data overlap in the next pure electric mode, that is, the problem of storing the pressure relief times in the previous pure electric mode, it is necessary to clear the pressure relief times of the high-pressure tank in the fuel system obtained this time after the fuel system exits the fuel maintenance mode, so that the pressure relief times can be counted and calculated again when the fuel system starts to work in the pure electric mode next time. This ensures the accuracy of the pressure relief times each time the fuel system works in the pure electric mode, further ensures the accurate opening and closing of the fuel maintenance mode, and avoids the occurrence of dangerous accidents.

[0025] In other scenarios, if the working mode of the fuel system obtained at the beginning is hybrid mode or fuel maintenance mode, it means that the fuel system is consuming the fuel in the carbon canister. Therefore, the fuel concentration in the carbon canister in hybrid mode or fuel maintenance mode can be monitored in real time, and when the fuel concentration is less than or equal to the third threshold, it means that the carbon canister will not be in danger of overflow. Therefore, the number of pressure reliefs counted in pure electric mode can be reset to zero so that the number of pressure reliefs can be accumulated again when the pure electric mode is re-entered next time, ensuring the accuracy of the pressure relief count process.

[0026] In a second aspect, a device for controlling an operating mode of a fuel system is provided, the device comprising: a first acquisition module for acquiring a current operating mode of the fuel system; a second acquisition module for acquiring, when the current operating mode of the fuel system is a pure electric mode, a pressure relief parameter of a high-pressure fuel tank in the pure electric mode and the amount of fuel in the high-pressure fuel tank, the pressure relief parameter comprising the number of pressure relief times of the high-pressure fuel tank in the pure electric mode; a first determination module for determining that the fuel system is switched from the pure electric mode to the fuel maintenance mode when the number of pressure relief times of the high-pressure fuel tank in the pure electric mode is greater than a first threshold and the amount of fuel in the high-pressure fuel tank is greater than a second threshold.

[0027] In combination with the second aspect, in some possible implementations, after the fuel system switches from the pure electric mode to the fuel maintenance mode, the device also includes: a second determination module, used to determine that the fuel system exits the fuel maintenance mode when the amount of fuel in the high-pressure fuel tank is less than or equal to the second threshold.

[0028] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the device also includes: a third acquisition module, used to obtain the first fuel concentration of the carbon canister when the fuel system switches from the pure electric mode to the fuel maintenance mode; a third determination module, used to determine that the fuel system exits the fuel maintenance mode when the first fuel concentration of the carbon canister is less than or equal to a third threshold value.

[0029] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the pressure relief parameter also includes the pressure values ​​of the high-pressure oil tank at different times during the pressure relief process, and the device also includes: a fourth acquisition module, used to obtain a first pressure value of the high-pressure oil tank at an initial moment of pressure relief and a second pressure value at an end moment of pressure relief, the initial moment of pressure relief is the moment when the high-pressure oil tank isolation valve is opened to start pressure relief, and the end moment of pressure relief is the moment when the high-pressure oil tank isolation valve is closed to end pressure relief; and the second acquisition module is specifically used to: determine a pressure difference based on the first pressure value and the second pressure value; determine the number of pressure relief times of the high-pressure oil tank in the pure electric mode based on the pressure difference and a preset rule.

[0030] In combination with the second aspect and the above-mentioned implementations, in some possible implementations, the device also includes: a first processing module, which is used to clear the number of pressure relief times of the high-pressure fuel tank in the pure electric mode after the fuel system exits the fuel maintenance mode.

[0031] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the device also includes: a fifth acquisition module, used to obtain the second fuel concentration of the carbon canister when the current operating mode of the fuel system is the hybrid mode; a second processing module, used to clear the number of pressure relief times of the high-pressure fuel tank in the pure electric mode when the second fuel concentration of the carbon canister is less than or equal to a third threshold value.

[0032] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the device also includes: a sixth acquisition module, used to obtain the third fuel concentration of the carbon canister when the current operating mode of the fuel system is the hybrid mode; a third processing module, used to clear the number of pressure relief times of the high-pressure fuel tank in the pure electric mode when the third fuel concentration of the carbon canister is less than or equal to a third threshold value.

[0033] In a third aspect, a fuel system is provided, which includes a high-pressure fuel tank, a high-pressure fuel tank isolation valve for controlling the pressure relief of the high-pressure fuel tank, a fuel tank pressure sensor and a carbon canister, and an electronic control unit ECU capable of executing the method in the first aspect and any possible implementation of the first aspect.

[0034] In a fourth aspect, a vehicle is provided, comprising a memory and a processor, wherein the memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0035] In a fifth aspect, a computer program product is provided, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0036] In a sixth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a structural schematic diagram of a fuel system provided in an embodiment of the present application;

[0038] Figure 2It is a structural schematic diagram of various modules of a fuel system provided in an embodiment of the present application that switches from a pure electric mode to a fuel maintenance mode;

[0039] Figure 3 is a schematic flow chart of a method for controlling a fuel system working mode provided in an embodiment of the present application;

[0040] Figure 4 It is a schematic flow chart of a method for obtaining the number of pressure relief times of a high-pressure fuel tank in a fuel system in pure electric mode provided by an embodiment of the present application;

[0041] Figure 5 is a schematic flow chart of a method for safety monitoring of a fuel system in different working modes provided by an embodiment of the present application;

[0042] Figure 6 It is a structural schematic diagram of a device for controlling a working mode of a fuel system provided in an embodiment of the present application;

[0043] Figure 7 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0044] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0045] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0046] The current PHEV vehicle operating modes mainly include the following: pure electric mode, fuel maintenance mode and hybrid mode. When a PHEV vehicle has been operating in pure electric mode for a long time, in order to reduce the performance loss of the PHEV vehicle's fuel system, it is necessary to trigger the PHEV vehicle's fuel maintenance mode to maintain the PHEV vehicle's fuel system.

[0047] In one possible implementation, the fuel maintenance mode of a PHEV vehicle can be triggered in the following two ways. The first is a fuel maintenance mode based on pure electric running time: specifically, when the running time of the PHEV vehicle in pure electric mode reaches a fixed time, it is triggered to enter the fuel maintenance mode of the PHEV vehicle; the second is a fuel maintenance mode based on pure electric mileage, specifically, when the running mileage of the PHEV vehicle in pure electric mode reaches a certain mileage or kilometers, it is triggered to enter the fuel maintenance mode of the PHEV vehicle.

[0048] The above-mentioned method of triggering the PHEV vehicle fuel maintenance mode may bring a series of problems. For example, if the PHEV vehicle is driven in winter, the low ambient temperature may slow down the evaporation of fuel. It is possible that when the PHEV vehicle reaches the above-mentioned conditions for triggering the fuel maintenance mode, the carbon canister has not yet faced the risk of fuel vapor overflow. Therefore, in this case, the fuel maintenance mode may be turned on early, resulting in fuel waste.

[0049] For another example, if a PHEV is driven in the summer, the higher ambient temperature may cause the fuel to evaporate faster, and there is a risk that the carbon canister will overflow with fuel vapor before the PHEV reaches the above-mentioned conditions for triggering the fuel maintenance mode. Therefore, in this case, there may be environmental pollution problems caused by the delayed activation of the fuel maintenance mode.

[0050] Based on the above problems, an embodiment of the present application provides a method for controlling the maintenance mode of a fuel system, which can reasonably and accurately control the time when the fuel system switches to the fuel maintenance mode, avoiding the problem of premature or delayed activation of the fuel maintenance mode, ensuring the safety of the fuel system and the vehicle, and avoiding the occurrence of dangerous accidents.

[0051] It should be understood that the fuel maintenance mode method provided in the embodiment of the present application can be applied to the fuel system of the vehicle, specifically to the ECU in the fuel system. The following first introduces a fuel system provided in the embodiment of the present application in detail.

[0052] Figure 1 It is a structural schematic diagram of a fuel system provided in an embodiment of the present application.

[0053] For example, Figure 1As shown, the system 100 includes: an engine control module (ECM) 101, a vehicle controller area network (CAN) network 102, a high-pressure fuel tank 103, a fuel tank pressure sensor 104, a fuel tank filling port 105, a high-pressure fuel tank isolation valve 106, a carbon canister 107, a carbon canister atmosphere port 108, a carbon canister flushing valve 109 and an engine 110.

[0054] In the description of the embodiment of the present application, ECM101 may be a subunit of an engine control unit (Engine Control Unit, ECU), and the engine control unit ECU may also include a hybrid control unit (Hybrid Control Unit, HCU), etc., which is not limited in the embodiment of the present application. Optionally, ECM101 may obtain all data of the fuel system during operation, for example, ECM101 may obtain the pressure value of the high-pressure fuel tank 101 collected by the fuel tank pressure sensor 104, the fuel concentration in the carbon canister 107, the working state of the high-pressure fuel tank isolation valve 106 being opened or closed, the working state of the carbon canister flushing valve 109 being opened or closed, etc., which is not limited in the embodiment of the present application.

[0055] The vehicle CAN network 102 is used to support communication between the ECM 101 and other ECUs in the vehicle. For example, the ECM 101 can request the HCU for the working mode of the fuel system 100 , and the HCU can send the working mode of the fuel system 100 to the ECM 101 based on the request.

[0056] The high-pressure fuel tank 103 can store the fuel in the fuel system 100, and because the fuel is volatile, the fuel can be sealed by the pressure of the high-pressure fuel tank 103 itself, which can inhibit the volatilization of the fuel to a certain extent.

[0057] The oil tank pressure sensor 104 can collect the pressure value in the high-pressure oil tank 103 .

[0058] The fuel tank filling port 105 is the fuel inlet when the vehicle is refueled.

[0059] The high-pressure oil tank isolation valve 106 is an isolation valve used to control the opening or closing of the high-pressure oil tank 103 during the pressure relief process.

[0060] For example, since the pressure value that the high-pressure fuel tank 103 can bear is limited, if the pressure value of the fuel carried by the high-pressure fuel tank 103 exceeds its own limit, the ECM 101 may need to control the high-pressure fuel tank isolation valve 106 to open automatically for pressure relief.

[0061] During the pressure relief process of the carbon canister 107 and the high pressure fuel tank 103 , the high pressure fuel tank isolation valve 106 is opened, and the high pressure fuel tank 103 is connected to the carbon canister 107 . The carbon canister 107 includes active substances, so the carbon canister 107 can collect and absorb the fuel from the high pressure fuel tank 103 .

[0062] The carbon canister atmosphere port 108 is used to allow outside air to flow into the carbon canister 107, further driving the fuel in the carbon canister 107 to participate in the combustion process again.

[0063] Carbon canister flushing valve 109, when the fuel system 100 is operating in the fuel maintenance mode or the hybrid mode, the engine 110 is in operation, at which time the carbon canister flushing valve 109 is opened to allow the fuel in the carbon canister 107 to flow into the engine 110 to participate in the combustion process.

[0064] The engine 110 provides power to the vehicle by burning fuel when the working mode of the fuel system is the hybrid mode or the fuel maintenance mode.

[0065] Figure 2 It is a structural schematic diagram of various modules of a fuel system provided in an embodiment of the present application that switches from a pure electric mode to a fuel maintenance mode.

[0066] For example, Figure 2 As shown, combined Figure 1 According to the functional division, the ECM 101 can be divided into a pressure relief valve control module 201 , a pressure relief statistics module 202 , a fuel maintenance mode decision module 203 and a carbon canister monitoring module 204 .

[0067] The pressure relief valve control module 201 is mainly used to control the opening and closing of the high-pressure oil tank isolation valve 106. The pressure relief valve control module 201 mainly has three working scenarios:

[0068] Scenario (1): When the vehicle is running in hybrid mode or fuel maintenance mode, the fuel is insufficient. At this time, the vehicle CAN network 102 will send a refueling request for the vehicle to the ECM 101. Since the pressure value in the high-pressure fuel tank 103 is very high at this time, after receiving the refueling request, the ECM 101 can control the high-pressure fuel tank isolation valve 106 to open for pressure relief;

[0069] Scenario (2): When the fuel tank pressure value of the high-pressure fuel tank 103 exceeds a certain pressure value, the ECM 101 determines that it needs to control the high-pressure fuel tank isolation valve 106 to open for pressure relief in order to protect the tank body of the high-pressure fuel tank 103;

[0070] Scenario (3): When the ECM 101 performs vehicle fault diagnosis through the on-board diagnostic system (OBD), it is necessary to open the fuel tank isolation valve 106 to perform fault diagnosis, thereby forcing the high-pressure fuel tank 103 to release pressure.

[0071] Furthermore, the pressure relief statistics module 202 may count the number of pressure relief events according to the state of the high-pressure oil tank isolation valve 106 .

[0072] When the pressure relief statistics module 202 counts the number of pressure reliefs that meet certain conditions and the amount of fuel is greater than a certain threshold, the fuel maintenance mode decision module 203 determines that the working mode of the fuel system 100 is the fuel maintenance mode, and can send this decision to the communication module 205 through the vehicle CAN network, and the communication module 205 sends it to the HCU 206. The HCU 206 switches the working mode of the fuel system 100 according to the decision result of the fuel maintenance mode decision module 203.

[0073] Further, after the fuel system 100 enters the fuel maintenance mode, the carbon canister monitoring module 204 detects the fuel concentration in the carbon canister 107 in real time. When the fuel concentration is lower than a fixed value, the fuel maintenance mode decision module 203 determines that the fuel maintenance mode can be exited at this time, and sends the decision result to the HCU 206 through the vehicle CAN network and the communication module 205. Further, the HCU 206 exits the fuel maintenance mode according to the decision result.

[0074] The following examples will be based on Figure 1 and Figure 2 The fuel system architecture of the present invention introduces in detail the implementation process of controlling the working mode of the fuel system provided by this application.

[0075] Figure 3 is a schematic flow chart of a method for controlling the working mode of a fuel system provided in an embodiment of the present application. It should be understood that the method can be applied to Figure 1 The ECM 101 in the fuel system 100 shown, or in other words, the method can be applied to the ECU in the fuel system 100 of the vehicle.

[0076] For example, Figure 3 As shown, the method 300 includes:

[0077] 301, obtain the current working mode of the fuel system.

[0078] It should be understood that there are usually three working modes for the fuel system of a PHEV vehicle: pure electric mode, hybrid mode and fuel maintenance mode. Therefore, in the embodiment of the present application, the ECM can first obtain the working mode of the fuel system of the PHEV vehicle by communicating with the HCU via the vehicle CAN network.

[0079] 302, when the current working mode of the fuel system is the pure electric mode, obtain the pressure relief parameters of the high-pressure fuel tank in the pure electric mode and the amount of fuel in the high-pressure fuel tank, wherein the pressure relief parameters include the number of pressure relief times of the high-pressure fuel tank in the pure electric mode.

[0080] It should be understood that the fuel maintenance mode in this application is switched only when the fuel system of the PHEV vehicle operates in the pure electric mode for a long time. In other words, only when the current working mode of the fuel system is the pure electric mode can the fuel system be triggered to switch to the fuel maintenance mode.

[0081] When the current working mode of the fuel system is the pure electric mode, it can be determined whether it is the fuel maintenance mode by obtaining the number of pressure relief times of the high-pressure fuel tank in the pure electric mode and the amount of fuel in the high-pressure fuel tank.

[0082] Optionally, the time range of the number of pressure relief times may refer to the number of pressure relief times during the entire process of the PHEV vehicle's fuel system operating in the current pure electric mode, or it may be the number of pressure relief times within a certain fixed time period in the current pure electric mode. The embodiment of the present application does not specifically limit the time period corresponding to the number of pressure relief times.

[0083] Exemplary, combined Figure 1 and Figure 2 As shown, the ECM 101 can obtain the fuel amount in the high-pressure fuel tank 103, and further combine with the pressure relief valve control module 201 and the pressure relief statistics module 202 to obtain the number of pressure reliefs of the fuel system 100 in the pure electric mode.

[0084] Optionally, the pressure relief parameters may also include pressure values ​​of the high-pressure oil tank at different times during the pressure relief process.

[0085] It should be understood that the number of pressure reliefs mainly depends on the pressure difference between the pressure value at the beginning of the pressure relief process and the pressure value at the end of the pressure relief process. Therefore, the ECM can obtain the pressure value of the high-pressure fuel tank at different times during the pressure relief process, and further obtain the number of pressure reliefs based on the pressure value.

[0086] Figure 4 It is a schematic flowchart of a method for obtaining the number of pressure relief times of a high-pressure fuel tank in a fuel system in pure electric mode provided in an embodiment of the present application.

[0087] For example, Figure 4 As shown, the method 400 includes:

[0088] 401, obtaining a first pressure value of the high-pressure oil tank at an initial pressure relief moment, where the initial pressure relief moment is a moment when the high-pressure oil tank isolation valve is opened to start pressure relief.

[0089] 402, obtaining a second pressure value of the high-pressure oil tank at the pressure relief termination time, where the pressure relief termination time is the time when the high-pressure oil tank isolation valve is closed to end the pressure relief.

[0090] 403. Determine a pressure difference according to the first pressure value and the second pressure value.

[0091] 404, determining the number of pressure relief times of the high pressure fuel tank in the pure electric mode according to the pressure difference and a preset rule.

[0092] When the fuel system is in pure electric mode, the pressure difference in each pressure relief process can be determined by counting the pressure value at the beginning of each pressure relief and the pressure value at the end of the pressure relief. The number of pressure reliefs can be further determined based on the pressure difference. After accumulating multiple times, the total number of pressure reliefs of the fuel system in pure electric mode can be obtained.

[0093] The determination of the number of pressure reliefs can be understood as follows: Assuming that the pressure difference corresponding to one pressure relief is about 200Mpa. In the first pressure relief process, the pressure difference is 150Mpa, which can be recorded as one pressure relief; in the second pressure relief process, the pressure difference is relatively large, 600Mpa, which is equivalent to three times the specified pressure relief pressure of 200Mpa, so the second pressure relief can be regarded as three pressure relief processes. In other words, in the second pressure relief process, although the high-pressure oil tank isolation valve is only opened and closed once, it can be recorded as three pressure reliefs, that is, the total number of pressure reliefs in the first and second pressure relief processes is 4 times.

[0094] In the above technical solution, a method for determining the number of pressure relief times is proposed, wherein, in addition to the number of pressure relief times, the pressure relief parameters also include the pressure values ​​of the high-pressure fuel tank at different times during the pressure relief process. By obtaining the first pressure value of the high-pressure fuel tank at the initial moment of pressure relief and the second pressure value at the end moment of pressure relief, the pressure difference during the pressure relief process can be determined. Further, the number of pressure relief times of the high-pressure fuel tank in pure electric mode is obtained through the pressure difference and preset rules. The above process corrects the number of pressure relief times of the high-pressure fuel tank through the pressure difference and preset rules, which better avoids the problem of inaccurate timing in the process of starting the fuel maintenance mode caused by inaccurate pressure relief times.

[0095] In addition to obtaining the number of times the high-pressure fuel tank is depressurized in pure electric mode, the amount of fuel in the high-pressure fuel tank can also be obtained.

[0096] 303, when the number of pressure relief times of the high-pressure fuel tank in the pure electric mode is greater than a first threshold and the amount of fuel in the high-pressure fuel tank is greater than a second threshold, it is determined that the fuel system is switched from the pure electric mode to the fuel maintenance mode.

[0097] In step 303, after obtaining the number of pressure reliefs and the amount of fuel in the high-pressure fuel tank in the pure electric mode, it can be further determined whether the fuel system needs to be switched to the fuel maintenance mode in combination with the number of pressure reliefs and the amount of fuel. Specifically, only when the number of pressure reliefs is greater than a first threshold and the amount of fuel in the high-pressure fuel tank is greater than a second threshold, it is considered that the fuel system needs to be switched to the fuel maintenance mode.

[0098] Furthermore, after the working mode of the fuel system is switched from the pure electric mode to the fuel maintenance mode, it is also necessary to determine whether the fuel maintenance mode needs to be terminated.

[0099] In a possible implementation, after switching from the pure electric mode to the fuel maintenance mode, the fuel system can be controlled to exit the fuel maintenance mode by monitoring the amount of fuel in the high-pressure fuel tank. Specifically, it includes:

[0100] When the amount of fuel in the high-pressure fuel tank is less than or equal to a second threshold, it is determined that the fuel system exits the fuel maintenance mode.

[0101] In the above technical solution, when the fuel system switches from the pure electric mode to the fuel maintenance mode, it is mainly based on the number of pressure relief times and the amount of fuel in the high-pressure fuel tank. After switching to the fuel maintenance mode, if the amount of fuel in the high-pressure fuel tank drops back to within the second threshold range, the ECU can re-determine that the fuel system exits the fuel maintenance mode. The above process not only ensures the safety of the fuel system, but also can adjust the working mode of the vehicle's fuel system in real time, ensuring the diversity of the working mode of the fuel system and the flexibility of adjustment.

[0102] In another possible implementation, when determining whether to end the fuel maintenance mode, the following steps are specifically performed:

[0103] When the fuel system is switched from the pure electric mode to the fuel maintenance mode, a first fuel concentration of the carbon canister is obtained;

[0104] When the first fuel concentration of the carbon canister is less than or equal to a third threshold, it is determined that the fuel system exits the fuel maintenance mode.

[0105] When the fuel system switches from pure electric mode to fuel maintenance mode, there will be fuel in the carbon canister. Therefore, in order to avoid the risk of excessive fuel concentration in the carbon canister, it is necessary to monitor the carbon canister concentration in real time. When the fuel concentration in the carbon canister is less than or equal to the third threshold, it can be considered that the fuel concentration in the carbon canister is at a safe level and the fuel maintenance mode can be exited.

[0106] In the above technical solution, when the working mode of the fuel system is switched to the fuel maintenance mode, fuel will be stored in the carbon canister. Therefore, after switching to the fuel maintenance mode, the fuel concentration in the carbon canister needs to be monitored in real time. When the fuel concentration is less than or equal to the third threshold, it means that the fuel maintenance mode of the fuel system has been maintained, and it can be determined that the fuel system has exited the fuel maintenance mode. The above process realizes the flexible switching between the fuel maintenance mode and other working modes.

[0107] Furthermore, when it is determined that the fuel maintenance mode can be exited based on the amount of fuel in the high-pressure fuel tank or the fuel concentration in the carbon canister, the number of pressure relief times needs to be reset to ensure that the number of pressure relief times of the high-pressure fuel tank can be counted and judged again when the pure electric mode is turned on next time. Specifically, it includes:

[0108] When the fuel system exits the fuel maintenance mode, the number of times the high-pressure fuel tank is depressurized in pure electric mode is cleared.

[0109] In the above technical solution, if the fuel maintenance mode ends and the fuel system exits the fuel maintenance mode, in order to avoid data overlap in the next pure electric mode, that is, the problem of storing the pressure relief times in the previous pure electric mode, it is necessary to clear the pressure relief times of the high-pressure tank in the fuel system obtained this time after the fuel system exits the fuel maintenance mode, so that the pressure relief times can be counted and calculated again when the fuel system starts to work in the pure electric mode next time. This ensures the accuracy of the pressure relief times each time the fuel system works in the pure electric mode, further ensures the accurate opening and closing of the fuel maintenance mode, and avoids the occurrence of dangerous accidents.

[0110] In another possible scenario, for the fuel system, the current working mode may be a hybrid mode in addition to the pure electric mode. In the embodiment of the present application, the working mode of the fuel system obtained at the beginning may also be a hybrid mode.

[0111] When the current working mode of the fuel system is the hybrid mode, the fuel concentration in the carbon canister needs to be monitored. When it is determined that the fuel concentration in the carbon canister is at a safe level, the number of pressure relief times of the high-pressure fuel tank in the pure electric mode needs to be cleared. Specifically:

[0112] When the current working mode of the fuel system is the hybrid mode, obtaining a second fuel concentration of the carbon canister;

[0113] When the second fuel concentration of the carbon canister is less than or equal to the third threshold, the number of pressure relief times of the high-pressure fuel tank in the pure electric mode is cleared.

[0114] In another possible scenario, for the fuel system, the current working mode may also be a fuel maintenance mode. In the embodiment of the present application, the working mode of the fuel system obtained at the beginning may also be a fuel maintenance mode.

[0115] When the current working mode of the fuel system is the fuel maintenance mode, the fuel concentration in the carbon canister needs to be monitored. When it is determined that the fuel concentration in the carbon canister is at a safe level, the number of pressure relief times of the high-pressure fuel tank in the pure electric mode needs to be cleared. Specifically:

[0116] When the current working mode of the fuel system is the hybrid mode, obtaining the third fuel concentration of the carbon canister;

[0117] When the third fuel concentration of the carbon canister is less than or equal to the third threshold, the number of pressure relief times of the high-pressure fuel tank in the pure electric mode is cleared.

[0118] It should be understood that if the current operating mode of the fuel system is the hybrid mode, when the concentration of the carbon canister is greater than the third threshold, the fuel system can also be switched from the hybrid mode to the fuel maintenance mode to consume fuel to ensure the performance of the fuel system. The embodiment of the present application does not limit this.

[0119] In the above technical solution, if the working mode of the fuel system obtained at the beginning is the hybrid mode or the fuel maintenance mode, it means that the fuel system is consuming the fuel in the carbon canister, so the fuel concentration in the carbon canister in the hybrid mode or the fuel maintenance mode can be monitored in real time, and when the fuel concentration is less than or equal to the third threshold, it means that the carbon canister will not have the risk of overflow. Therefore, the number of pressure reliefs counted in the pure electric mode can be reset to zero so that the number of pressure reliefs can be accumulated again when the pure electric mode is re-entered next time, ensuring the accuracy of the pressure relief number statistics process.

[0120] For ease of understanding, the monitoring process in the three modes of the embodiments of the present application is described in detail below.

[0121] Figure 5 It is a schematic flow chart of a method for safety monitoring of a fuel system in different operating modes provided in an embodiment of the present application.

[0122] 501, obtain the current working mode of the fuel system.

[0123] In the first case, when the current operating mode of the fuel system is the pure electric mode, steps 502 to 507 are executed.

[0124] 502, obtaining the number of pressure relief times of the high pressure oil tank.

[0125] 503, determine whether the number of pressure relief times is greater than a first threshold.

[0126] When the number of pressure relief times of the high-pressure fuel tank does not reach a certain value, it means that there is no safety risk in the high-pressure fuel tank at this time. At this time, you only need to continue monitoring whether there is any pressure relief process in the pure electric mode.

[0127] When the number of pressure relief times of the high-pressure fuel tank reaches a certain value, it is necessary to determine based on the amount of fuel in the high-pressure fuel tank, and step 504 is executed.

[0128] 504, obtaining the fuel amount in the high-pressure fuel tank, and determining whether the fuel amount is greater than a second threshold.

[0129] Under the premise that the number of pressure relief times is greater than the first threshold, if the fuel amount in the high-pressure fuel tank is less than the second threshold, it means that although the number of pressure relief times in the high-pressure fuel tank has reached saturation, the remaining fuel amount will not cause danger to the high-pressure fuel tank for the time being. At this time, you only need to continue monitoring the fuel amount in pure electric mode.

[0130] Under the premise that the number of pressure relief times is greater than the first threshold, if the fuel amount in the high-pressure fuel tank is greater than the second threshold, it is necessary to switch the working mode of the fuel system from the pure electric mode to the fuel maintenance mode, and execute step 505.

[0131] 505, determining that the working mode of the fuel system is switched from the pure electric mode to the fuel maintenance mode.

[0132] 506 , in the fuel maintenance mode, obtaining a first fuel concentration of the carbon canister, and determining whether the first fuel concentration is less than or equal to a third threshold.

[0133] When the ECM determines that the operating mode of the fuel system is switched from the current pure electric mode to the fuel maintenance mode, the ECM sends the decision to the HCU through the vehicle CAN network. The HCU receives the decision and switches the operating mode of the fuel system to the fuel maintenance mode.

[0134] In the fuel maintenance mode, the ECM can obtain the first fuel concentration in the carbon canister. When the fuel concentration in the carbon canister is greater than the third threshold, it indicates that there is still a risk of fuel overflow in the carbon canister. At this time, it is necessary to continue to monitor the fuel concentration in the carbon canister in the fuel maintenance mode.

[0135] When the fuel concentration of the carbon canister is less than or equal to the third threshold, it indicates that the carbon canister may be in a safe state and there is no risk of fuel spillage, which means that the fuel maintenance mode is ended, and step 507 is executed at this time.

[0136] 507, confirm to exit the fuel maintenance mode and reset the pressure relief times to zero.

[0137] When the first concentration of the carbon canister is less than or equal to the third threshold, the fuel system is determined to exit the fuel maintenance mode, and the number of pressure relief times of the fuel system in the pure electric mode is reset to zero to ensure that the number of pressure relief times can be restarted when the pure electric mode is restarted next time.

[0138] It should be understood that after the fuel system exits the fuel maintenance mode, the next working mode can be selected arbitrarily. The embodiment of the present application does not specifically limit the working mode of the fuel system after exiting the fuel maintenance mode.

[0139] In the second case, when the current operating mode of the fuel system is the hybrid mode, steps 508 to 509 are executed.

[0140] 508 , obtaining a second fuel concentration of the carbon canister, and determining whether the second fuel concentration is less than or equal to a third threshold.

[0141] When the second fuel concentration is less than or equal to the third threshold, step 509 is executed.

[0142] 509, reset the number of pressure relief times to zero.

[0143] The fuel concentration of the carbon canister monitored here is exactly the same as in the first case, that is, when the fuel concentration in the carbon canister is less than or equal to the third threshold, the pressure relief times are cleared, and the times are not repeated.

[0144] In the third case, when the current working mode of the fuel system is the fuel maintenance mode, steps 510 to 511 are executed.

[0145] 510, obtaining a third fuel concentration of the carbon canister, and determining whether the third fuel concentration is less than or equal to a third threshold.

[0146] When the third fuel concentration is less than or equal to the third threshold, step 511 is executed.

[0147] 511, reset the number of pressure relief times to zero.

[0148] The fuel concentration of the carbon canister monitored here is exactly the same as that in the first and second cases. When the fuel concentration in the carbon canister is less than or equal to the third threshold, the pressure relief times are cleared, and the times are not repeated.

[0149] In summary, when the fuel system of a vehicle is in a pure electric working mode for a long time, in order to ensure the safety of the fuel system and reduce the performance loss of the fuel system, the present application proposes a method for controlling the working mode of the fuel system. By obtaining the number of pressure relief times and the amount of fuel in the high-pressure fuel tank in the pure electric mode, and further when the number of pressure relief times of the high-pressure fuel tank is greater than a first threshold value and the amount of fuel in the high-pressure fuel tank is greater than a second threshold value, it is determined that the fuel system needs to be switched to the fuel maintenance mode. In the above process, the opening time of the fuel maintenance mode is strictly controlled by combining the number of pressure relief times and the amount of fuel in the high-pressure fuel tank, thereby avoiding premature or delayed opening of the fuel maintenance mode, ensuring the safety of the high-pressure fuel tank, and avoiding danger to the vehicle during driving.

[0150] Furthermore, when the fuel system switches from the pure electric mode to the fuel maintenance mode, it is mainly based on the number of pressure reliefs and the amount of fuel in the high-pressure fuel tank. After switching to the fuel maintenance mode, if the amount of fuel in the high-pressure fuel tank drops back to within the second threshold range, the ECU can re-determine that the fuel system exits the fuel maintenance mode. The above process not only ensures the safety of the fuel system, but also can adjust the working mode of the vehicle's fuel system in real time, ensuring the diversity of the working mode of the fuel system and the flexibility of adjustment.

[0151] When the working mode of the fuel system is switched to the fuel maintenance mode, fuel will be stored in the carbon canister. Therefore, after switching to the fuel maintenance mode, the fuel concentration in the carbon canister needs to be monitored in real time. When the fuel concentration is less than or equal to the third threshold, it means that the fuel maintenance mode of the fuel system has been maintained, and it can be determined that the fuel system has exited the fuel maintenance mode. The above process realizes the flexible switching between the fuel maintenance mode and other working modes.

[0152] Furthermore, in the process of obtaining the number of pressure relief times, the present application proposes a method for determining the number of pressure relief times, wherein, in addition to the number of pressure relief times, the pressure relief parameters also include the pressure values ​​of the high-pressure fuel tank at different times during the pressure relief process. By obtaining the first pressure value of the high-pressure fuel tank at the initial moment of pressure relief and the second pressure value at the end moment of pressure relief, the pressure difference during the pressure relief process can be determined. Further, the number of pressure relief times of the high-pressure fuel tank in pure electric mode is obtained through the pressure difference and preset rules. The above process corrects the number of pressure relief times of the high-pressure fuel tank through the pressure difference and preset rules, which better avoids the problem of inaccurate timing in the process of starting the fuel maintenance mode caused by inaccurate pressure relief times.

[0153] In addition, if the fuel maintenance mode ends and the fuel system exits the fuel maintenance mode, in order to avoid data overlap in the next pure electric mode, that is, the problem of storing the pressure relief times in the previous pure electric mode, it is necessary to clear the pressure relief times of the high-pressure tank in the fuel system obtained this time after the fuel system exits the fuel maintenance mode, so that the pressure relief times can be counted and calculated again when the fuel system starts to work in the pure electric mode next time. This ensures the accuracy of the pressure relief times each time the fuel system works in the pure electric mode, further ensures the accurate opening and closing of the fuel maintenance mode, and avoids the occurrence of dangerous accidents.

[0154] In other scenarios, if the working mode of the fuel system obtained at the beginning is hybrid mode or fuel maintenance mode, it means that the fuel system is consuming the fuel in the carbon canister. Therefore, the fuel concentration in the carbon canister in hybrid mode or fuel maintenance mode can be monitored in real time, and when the fuel concentration is less than or equal to the third threshold, it means that the carbon canister will not be in danger of overflow. Therefore, the number of pressure reliefs counted in pure electric mode can be reset to zero so that the number of pressure reliefs can be accumulated again when the pure electric mode is re-entered next time, ensuring the accuracy of the pressure relief count process.

[0155] Figure 6 It is a structural schematic diagram of a device for controlling the working mode of a fuel system provided in an embodiment of the present application.

[0156] For example, Figure 6 As shown, the device 600 includes:

[0157] A first acquisition module 601 is used to acquire the current working mode of the fuel system;

[0158] The second acquisition module 602 is used to acquire, when the current working mode of the fuel system is the pure electric mode, a pressure relief parameter of the high-pressure fuel tank in the pure electric mode and the amount of fuel in the high-pressure fuel tank, wherein the pressure relief parameter includes the number of pressure relief times of the high-pressure fuel tank in the pure electric mode;

[0159] The first determination module 603 is used to determine that the fuel system is switched from the pure electric mode to the fuel maintenance mode when the number of pressure relief times of the high-pressure fuel tank in the pure electric mode is greater than a first threshold and the amount of fuel in the high-pressure fuel tank is greater than a second threshold.

[0160] Optionally, after the fuel system switches from the pure electric mode to the fuel maintenance mode, the device also includes: a second determination module, used to determine that the fuel system exits the fuel maintenance mode when the amount of fuel in the high-pressure fuel tank is less than or equal to the second threshold.

[0161] Optionally, the device also includes: a third acquisition module, used to obtain the first fuel concentration of the carbon canister when the fuel system switches from the pure electric mode to the fuel maintenance mode; a third determination module, used to determine that the fuel system exits the fuel maintenance mode when the first fuel concentration of the carbon canister is less than or equal to a third threshold value.

[0162] Optionally, the device also includes: a fourth acquisition module, used to obtain a first pressure value of the high-pressure oil tank at an initial moment of pressure relief and a second pressure value at an end moment of pressure relief, the initial moment of pressure relief is a moment when the high-pressure oil tank isolation valve is opened to start pressure relief, and the end moment of pressure relief is a moment when the high-pressure oil tank isolation valve is closed to end pressure relief; and, in a possible implementation method, the second acquisition module 602 is specifically used to: determine a pressure difference according to the first pressure value and the second pressure value; determine the number of pressure relief times of the high-pressure oil tank in the pure electric mode according to the pressure difference and a preset rule.

[0163] Optionally, the device further includes: a first processing module, configured to clear the number of pressure relief operations of the high-pressure fuel tank in the pure electric mode after the fuel system exits the fuel maintenance mode.

[0164] Optionally, the device also includes: a fifth acquisition module, used to obtain the second fuel concentration of the carbon canister when the current operating mode of the fuel system is the hybrid mode; a second processing module, used to clear the pressure relief times of the high-pressure fuel tank in the pure electric mode when the second fuel concentration of the carbon canister is less than or equal to a third threshold value.

[0165] Optionally, the device also includes: a sixth acquisition module, used to obtain the third fuel concentration of the carbon canister when the current operating mode of the fuel system is the hybrid mode; a third processing module, used to clear the number of pressure relief times of the high-pressure fuel tank in the pure electric mode when the third fuel concentration of the carbon canister is less than or equal to a third threshold value.

[0166] Figure 7 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0167] For example, Figure 7 As shown, the vehicle 700 includes: a memory 701 and a processor 702, wherein the memory 701 stores an executable program code 7011, and the processor 702 is used to call and execute the executable program code 7011 to perform a method for controlling a fuel system working mode.

[0168] In this embodiment, the functional modules of the vehicle can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0169] In the case of dividing each functional module according to each function, the vehicle may include: a first acquisition module, a second acquisition module, a first determination module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0170] The vehicle provided in this embodiment is used to execute the above-mentioned method for controlling the working mode of the fuel system, and thus can achieve the same effect as the above-mentioned implementation method.

[0171] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle to execute mutual program codes and data.

[0172] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits disclosed in conjunction with the present application. The processor may also be a combination that implements a computing function, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0173] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a method for controlling the working mode of the fuel system in the above-mentioned embodiment.

[0174] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a method for controlling the working mode of a fuel system in the above-mentioned embodiment.

[0175] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above and will not be repeated here.

[0176] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0177] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0178] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for controlling a fuel system operating mode, characterized in that: The method is applied to an electronic control unit ECU in a fuel system of a vehicle, wherein the fuel system further comprises a high-pressure fuel tank, and the method comprises: Obtaining the current working mode of the fuel system; When the current working mode of the fuel system is the pure electric mode, obtaining a pressure relief parameter of the high-pressure fuel tank in the pure electric mode and the amount of fuel in the high-pressure fuel tank, wherein the pressure relief parameter includes the number of pressure relief times of the high-pressure fuel tank in the pure electric mode; When the number of pressure relief times of the high-pressure fuel tank in the pure electric mode is greater than a first threshold and the amount of fuel in the high-pressure fuel tank is greater than a second threshold, it is determined that the fuel system is switched from the pure electric mode to the fuel maintenance mode.

2. The method according to claim 1, characterized in that After the fuel system is switched from the pure electric mode to the fuel maintenance mode, the method further includes: When the amount of fuel in the high-pressure fuel tank is less than or equal to the second threshold, it is determined that the fuel system exits the fuel maintenance mode.

3. The method according to claim 1, characterized in that The fuel system further includes a carbon canister, and the method further includes: When the fuel system is switched from the pure electric mode to the fuel maintenance mode, obtaining a first fuel concentration of the carbon canister; When the first fuel concentration of the carbon canister is less than or equal to a third threshold, it is determined that the fuel system exits the fuel maintenance mode.

4. The method according to any one of claims 1 to 3, characterized in that The fuel system further includes a high-pressure fuel tank isolation valve for controlling the pressure relief of the high-pressure fuel tank, the pressure relief parameter further includes the pressure values ​​of the high-pressure fuel tank at different times during the pressure relief process, and the method further includes: Acquire a first pressure value of the high-pressure oil tank at an initial pressure relief moment and a second pressure value at a pressure relief termination moment, wherein the pressure relief initial moment is the moment when the high-pressure oil tank isolation valve is opened to start pressure relief, and the pressure relief termination moment is the moment when the high-pressure oil tank isolation valve is closed to end pressure relief; And, obtaining the pressure relief parameter of the high-pressure fuel tank in the pure electric mode includes: determining a pressure difference according to the first pressure value and the second pressure value; The number of times the high-pressure oil tank releases pressure in the pure electric mode is determined according to the pressure difference and a preset rule.

5. The method according to any one of claims 1 to 3, characterized in that The method further comprises: After the fuel system exits the fuel maintenance mode, the number of pressure relief times of the high-pressure fuel tank in the pure electric mode is cleared.

6. The method according to claim 1, characterized in that The fuel system further includes a carbon canister, and the method further includes: When the current working mode of the fuel system is a hybrid mode, obtaining a second fuel concentration of the carbon canister; When the second fuel concentration of the carbon canister is less than or equal to a third threshold, the number of pressure relief times of the high-pressure fuel tank in the pure electric mode is cleared.

7. The method according to claim 1, characterized in that The fuel system further includes a carbon canister, and the method further includes: When the current working mode of the fuel system is a fuel maintenance mode, obtaining a third fuel concentration of the carbon canister; When the third fuel concentration of the carbon canister is less than or equal to a third threshold, the number of pressure relief times of the high-pressure fuel tank in the pure electric mode is cleared.

8. A device for controlling the working mode of a fuel system, characterized in that: The device comprises: A first acquisition module, used to acquire the current working mode of the fuel system; A second acquisition module is used for acquiring, when the current working mode of the fuel system is the pure electric mode, a pressure relief parameter of the high-pressure fuel tank in the pure electric mode and the amount of fuel in the high-pressure fuel tank, wherein the pressure relief parameter includes the number of pressure relief times of the high-pressure fuel tank in the pure electric mode; The first determination module is used to determine that the fuel system is switched from the pure electric mode to the fuel maintenance mode when the number of pressure relief times of the high-pressure fuel tank in the pure electric mode is greater than a first threshold and the amount of fuel in the high-pressure fuel tank is greater than a second threshold.

9. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method as claimed in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program code, and when the computer program code is executed on a computer, the computer is caused to perform the method according to any one of claims 1 to 7.

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