Oil tank isolation valve status control method, device, electronic equipment and storage medium

Abstract

This application provides a method, device, electronic device, and storage medium for controlling the state of a fuel tank isolation valve. The steps include: receiving a refueling request signal and switching the isolation valve to a pressure relief state; acquiring a first pressure value in the fuel tank and controlling the refueling cap to unlock when the first pressure value is less than or equal to a preset fuel tank pressure; storing a first moment and starting a timer when the real-time state is open; acquiring the real-time state of the isolation valve when the cumulative time is greater than or equal to a first preset refueling time; switching the isolation valve to a stop-pressure relief state when the isolation valve is in a pressure relief state; not switching the isolation valve state when the isolation valve is in a stop-pressure relief state; and forcibly closing the isolation valve to a stop-pressure relief state after refueling is completed, if the refueling completion signal is lost and the isolation valve does not close in time and remains in a pressure relief state, preventing hydrocarbon molecules from entering the carbon canister after gasoline evaporation and avoiding hydrocarbon molecules from overflowing into the outside environment, thus effectively protecting the atmospheric environment.

Description

Technical Field

[0001] This application relates to the field of automotive fuel tank isolation valve technology, specifically to fuel tank isolation valve status control methods, devices, electronic equipment, and storage media. Background Technology

[0002] The fuel tank isolation valve is used between the high-pressure fuel tank and the carbon canister in hybrid vehicles. One side of the valve connects to the venting system inside the fuel tank, and the other side connects to the carbon canister. Driven by an electrical signal, the fuel tank isolation valve facilitates air exchange with the atmosphere and balances the pressure inside the fuel tank. Normally, the valve is closed. When the vehicle needs refueling, the valve must open to allow gases in the fuel tank to be expelled smoothly through the venting system to the carbon canister, ensuring a smooth refueling process.

[0003] The fuel filler cap shaft is equipped with a position limit switch. When refueling is completed, the position limit switch may malfunction due to excessive travel or other reasons, and may not be able to detect the fuel filler cap closing. In this case, the fuel tank isolation valve remains open after refueling. If the engine is not started for a long time to desorb the hydrocarbon molecules, the hydrocarbon molecules from the gasoline volatilization will continuously enter the carbon canister through the open isolation valve. Once the activated carbon in the carbon canister is saturated with the hydrocarbon molecules, they will overflow from the carbon canister's vent and pollute the environment. Summary of the Invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, this application aims to provide a method, device, electronic device and storage medium for controlling the state of a tank isolation valve.

[0005] The first aspect of this application provides a method for controlling the state of a fuel tank isolation valve, including:

[0006] Upon receiving a refueling request signal, switch the isolation valve to the pressure relief state;

[0007] The system obtains the first pressure value inside the fuel tank. When the first pressure value is less than or equal to the preset fuel tank pressure, it outputs the first information, which is used to control the fuel filler cap to unlock.

[0008] Obtain the real-time status of the fuel filler cap; when the real-time status is determined to be in the open state, store the first moment and start timing.

[0009] When the cumulative duration is greater than or equal to the first preset refueling duration, the real-time status of the isolation valve is obtained; when the isolation valve is in the pressure relief state, the isolation valve is switched to the stop pressure relief state; when the isolation valve is in the stop pressure relief state, the isolation valve status is not switched.

[0010] According to the technical solution provided in the embodiments of this application, after executing the step of storing the first moment and starting the timing, and before the step of determining that the cumulative duration is greater than or equal to the first preset refueling duration, the following steps are also included:

[0011] The real-time status of the isolation valve is obtained, and when the isolation valve is in the pressure relief state, the real-time oil level of the vehicle's fuel tank is collected.

[0012] When the real-time oil level remains unchanged within the second preset refueling time, the isolation valve is switched to the stop depressurization state.

[0013] According to the technical solution provided in the embodiments of this application, before performing the step of determining that the cumulative time is greater than or equal to the first preset refueling time, the following steps are also included:

[0014] The real-time status of the isolation valve is obtained, and when the isolation valve is in the depressurization state, the vehicle gear position is collected.

[0015] When it is determined that the vehicle is in forward or reverse gear, the isolation valve is switched to the depressurization stop state.

[0016] According to the technical solution provided in the embodiments of this application, before performing the step of determining that the cumulative time is greater than or equal to the first preset refueling time, the following steps are also included:

[0017] The real-time status of the isolation valve is obtained, and when the isolation valve is in the depressurization state, the real-time speed of the vehicle is collected.

[0018] When it is determined that the real-time speed of the vehicle is greater than or equal to the preset driving speed, the isolation valve is switched to the stop depressurization state.

[0019] According to the technical solution provided in the embodiments of this application, after executing the step of storing the first moment and starting the timing, and before determining that the cumulative time is greater than or equal to the first preset refueling time, the following steps are also included: when it is determined that the cumulative time is greater than or equal to the third preset refueling time, the isolation valve is switched to the stop depressurization state; the third preset refueling time is less than the fourth preset refueling time, and the fourth preset refueling time is equal to K1 × the first preset refueling time, where K1 is the first proportional coefficient.

[0020] According to the technical solution provided in the embodiments of this application, after executing the step of storing the first moment and starting the timing, and before determining that the cumulative duration is greater than or equal to the first preset refueling duration, the following steps are also included:

[0021] When the cumulative refueling time is greater than or equal to the fifth preset refueling time, the real-time status of the refueling cap is collected at intervals of the first preset time. The fifth preset refueling time is less than the sixth preset refueling time. The sixth preset refueling time is equal to K2 × the fourth preset refueling time, where K2 is the second proportional coefficient. The first preset time is equal to K3 × the fourth preset refueling time, where K3 is the third proportional coefficient. The fourth preset refueling time is equal to K1 × the first preset refueling time, where K1 is the first proportional coefficient.

[0022] When it is determined that the real-time status of the filler cap is closed, the isolation valve is switched to the depressurization stop state.

[0023] According to the technical solution provided in the embodiments of this application, the fuel filler cap has a primary switch and a secondary switch. The primary switch being unlocked and the secondary switch being unlocked constitutes the open state, and the primary switch not being unlocked and the secondary switch not being unlocked constitutes the closed state. Before performing the step of determining that the cumulative refueling time is greater than or equal to the first preset refueling time, the following steps are also included:

[0024] Obtain the real-time status of the isolation valve;

[0025] When the isolation valve is in the depressurization state, the real-time status of the filler cap is obtained;

[0026] When the real-time status of the filler cap is determined to be that the primary switch is unlocked and the secondary switch is not unlocked, the isolation valve is switched to the depressurization stop state.

[0027] Secondly, this application provides a fuel tank isolation valve status control device, including:

[0028] A first receiving module is configured to receive a refueling request signal and switch the isolation valve to a pressure relief state, wherein the isolation valve is in a pressure relief mode.

[0029] The second receiving module is configured to acquire a first pressure value in the fuel tank and control the fuel filler cap to unlock when the first pressure value is less than or equal to a preset fuel tank pressure.

[0030] The third receiving module is configured to acquire the real-time status of the fuel filler cap, and when the real-time status is determined to be in the open state, store the first moment and start timing.

[0031] The first judgment module is configured to obtain the real-time status of the isolation valve when the cumulative time is greater than or equal to a first preset refueling time; when the isolation valve is in the pressure relief state, switch the isolation valve to the stop pressure relief state; and when the isolation valve is in the stop pressure relief state, do not switch the isolation valve status.

[0032] Thirdly, this application provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the steps of the driving mode determination method as described in any of the preceding claims.

[0033] Fourthly, this application provides a computer-readable storage medium having a computer program that, when executed by a processor, implements the steps of the driving mode determination method as described in any of the preceding claims.

[0034] In summary, this application proposes a fuel tank isolation valve status control method, device, electronic equipment, and storage medium. When the cumulative time from the start of the refueling request signal is greater than or equal to a first preset refueling time, if the fuel tank isolation valve is still in the open state, it indicates that the refueling completion signal has been lost. At this time, the fuel tank isolation valve is forcibly closed to prevent the hydrocarbon molecules volatilized from gasoline from entering the carbon canister, thus preventing hydrocarbon molecules from overflowing into the outside world and effectively protecting the atmospheric environment. Attached Figure Description

[0035] Figure 1 This is a flowchart of the first embodiment of this application;

[0036] Figure 2 This is a schematic block diagram of the second embodiment of this application;

[0037] Figure 3 This is a schematic block diagram of the third embodiment of this application;

[0038] The text labels in the image represent:

[0039] 700. Computer system; 701. Central processing unit (CPU); 702. Read-only memory (ROM); 703. Random access memory (RAM); 704. Bus; 705. Input / output (I / O) interface; 706. Input section; 707. Output section; 708. Storage section; 709. Communication section; 710. Driver; 711. Removable media. Detailed Implementation

[0040] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0041] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0042] Example 1

[0043] As mentioned in the background section, this application proposes a fuel tank isolation valve status control method to address the problems in the prior art. This method is applicable to situations where the fuel tank isolation valve fails to close in a timely manner due to the loss of the refueling completion signal, and is executed by electronic equipment. Figure 1 As shown, the method includes the following steps:

[0044] S100: Receive a refueling request signal and switch the isolation valve to the first state. In the first state, the isolation valve is in the pressure relief mode.

[0045] Optionally, the electronic device is integrated into the Body Control Module (BCM). When the user clicks the refueling switch, the In-Vehicle Infotainment System (IVI) receives the user's refueling request and sends it back to the BCM. Since the fuel tank is sealed and cannot be vented, the pressure inside the tank increases when the tank temperature rises or the fuel sloshes violently. When the internal pressure of the fuel tank becomes too high, exceeding its pressure tolerance, the BCM, upon receiving the refueling request, sends a pressure relief request to the Engine Management System (EMS) before adding fuel. The EMS then sends a control signal to open the isolation valve to vent the fuel, reducing the pressure inside the tank. This pressure relief state is the state where the isolation valve is open and venting.

[0046] S101. Obtain the first pressure value in the oil tank, and when the first pressure value is less than or equal to the preset oil tank pressure, control the filler cap to unlock.

[0047] Optionally, the fuel tank is equipped with a pressure sensor. When the first pressure value in the fuel tank collected by the pressure sensor is less than or equal to the preset fuel tank pressure, the smoothness of the refueling process can be guaranteed. At this time, it indicates that the gas pressure in the fuel tank is safe. After unlocking the fuel filler cap, the fuel filler cap can be opened to carry out the refueling action.

[0048] S102. Obtain the real-time status of the fuel filler cap. If the real-time status is determined to be in the open state, store the first moment and start timing.

[0049] Optionally, the open state can be achieved after the fuel filler cap is unlocked, and the first moment is when the outer cover of the fuel filler cap is pressed open.

[0050] S103. When the cumulative duration is greater than or equal to the first preset refueling duration, obtain the real-time status of the isolation valve; when the isolation valve is in the pressure relief state, switch the isolation valve to the stop pressure relief state; when the isolation valve is in the stop pressure relief state, do not switch the isolation valve status.

[0051] Optionally, the real-time status of the isolation valve can be obtained by acquiring the control signal from the EMS to determine whether to depressurize or stop depressurization. The refueling time is related to the fuel tank size of each vehicle; 30 minutes is sufficient for refueling for any vehicle, so the first preset refueling time can be set to 30 minutes. If the accumulated time exceeds 30 minutes from the first moment, it is assumed that refueling for any vehicle model can be completed. If the isolation valve is in a depressurized state at this point, it indicates that the refueling completion signal was lost after refueling, causing the fuel tank isolation valve to fail to close in time. In this case, the isolation valve is forcibly closed, stopping the depressurization process.

[0052] Checking the isolation valve status after a certain period of refueling and correcting any problems promptly can prevent the isolation valve from remaining open for an extended period due to the loss of the refueling completion signal. This prevents hydrocarbon molecules from evaporating from gasoline from entering the carbon canister and avoids hydrocarbon molecules from overflowing into the outside environment, effectively protecting the atmospheric environment.

[0053] Furthermore, after executing the step of storing the first moment and starting the timing, and before the step of determining that the cumulative duration is greater than or equal to the first preset refueling duration, the following steps are also included:

[0054] S200. Obtain the real-time status of the isolation valve. When the isolation valve is in the pressure relief state, collect the real-time oil level of the vehicle's fuel tank.

[0055] S201. When the real-time oil level remains unchanged within the second preset refueling time, the isolation valve is switched to the stop depressurization state.

[0056] Optionally, when the cumulative time is less than the first preset refueling time, the real-time fuel level in the vehicle's fuel tank is actively collected. This fuel level is used to determine whether the refueling action is complete. The completion of the refueling action is indicated by the real-time fuel level remaining unchanged for a certain period of time. For example, if the second preset refueling time is 5 minutes, and the real-time fuel level collected by the fuel level sensor remains unchanged for 5 minutes, it indicates that the refueling action is complete. At this time, the isolation valve is switched to the stop-depressurization state, and then step S103 is executed again when the cumulative time reaches 30 minutes. S103 is a re-check step. Before S103, a refueling action completion signal is actively collected. If a refueling action completion signal is collected and the isolation valve is still in the depressurization state, the isolation valve is forcibly closed before S103 to stop depressurization. When the cumulative time reaches 30 minutes, S103 is re-checked to determine the state of the isolation valve. If the isolation valve is in the stop-depressurization state at this time, it continues to maintain this state; if the isolation valve is still in the depressurization state at this time, it is switched to the stop-depressurization state.

[0057] This step can actively collect a signal that the oil level in the tank remains unchanged for a certain period of time before S103 passively waits for a certain cumulative time, indirectly indicating that refueling is complete. It can also actively switch the pressure relief state of the isolation valve to stop pressure relief and ensure that hydrocarbon molecules do not overflow. After a certain cumulative time, a re-inspection can be performed to achieve double inspection. Furthermore, it can stop the isolation valve in time before it stops pressure relief, reducing the time for hydrocarbon molecules to overflow.

[0058] Furthermore, before performing the step of determining that the cumulative refueling time is greater than or equal to the first preset refueling time, the following steps are also included:

[0059] S300. Obtain the real-time status of the isolation valve. When the isolation valve is in the pressure relief state, collect the vehicle gear status.

[0060] S301. When it is determined that the vehicle's gear position is forward or reverse, switch the isolation valve to the stop depressurization state.

[0061] Optionally, when the cumulative time is less than the first preset refueling time, a signal that can represent the completion of the refueling action is actively collected. The completion of the refueling action can be represented by gear shift. At this time, S103 is a re-check step. Before S103, the refueling action completion signal is actively collected. When the gear is in forward or reverse gear, the refueling action is considered to be completed by default. The user shifts from parking gear to forward or reverse gear to prepare to start. At this time, the isolation valve is forcibly switched to the stop depressurization state. When the cumulative time reaches 30 minutes, S103 is performed to re-check the state of the isolation valve to improve control accuracy.

[0062] This step allows for the proactive acquisition of gear position change signals before S103 passively waits for a certain cumulative time, indirectly indicating that refueling is complete. It also proactively switches the pressure relief state of the isolation valve to stop pressure relief, ensuring that hydrocarbon molecules do not overflow. After a certain cumulative time, a re-inspection can be performed to achieve double inspection. Furthermore, it can stop the isolation valve in time before it stops pressure relief, reducing the time for hydrocarbon molecules to overflow.

[0063] Furthermore, before performing the step of determining that the cumulative refueling time is greater than or equal to the first preset refueling time, the following steps are also included:

[0064] S400. Obtain the real-time status of the isolation valve. When the isolation valve is in the depressurization state, collect the real-time speed of the vehicle.

[0065] S401. When it is determined that the real-time speed of the vehicle is greater than or equal to the preset driving speed, the isolation valve is switched to the stop pressure relief state.

[0066] Optionally, when the cumulative duration is less than the first preset refueling duration, a signal that indicates the completion of the refueling action is actively collected. The completion of the refueling action can be indicated by the real-time vehicle speed reaching a certain value. ， The preset driving speed is 20 kilometers per hour. The vehicle speed status is actively collected 30 minutes before refueling. If the real-time speed is greater than or equal to 20 kilometers per hour and the isolation valve is in the depressurization state at this time, the isolation valve is forcibly switched to the depressurization stop state.

[0067] This step enables the active acquisition of the vehicle's real-time speed signal before S103 passively waits for a certain cumulative time. When the vehicle maintains a certain speed for a certain period of time, indicating that refueling is complete, the pressure relief state of the isolation valve is actively switched to stop the pressure relief, ensuring that hydrocarbon molecules do not overflow. After a certain cumulative time, a re-inspection can be performed to achieve double inspection. Moreover, the isolation valve can be stopped in time before it stops depressurizing, reducing the time for hydrocarbon molecules to overflow.

[0068] Furthermore, after executing the step of storing the first moment and starting the timing, and before determining that the cumulative duration is greater than or equal to the first preset refueling duration, the following steps are also included:

[0069] S500, when it is determined that the cumulative time is greater than or equal to the third preset refueling time, the isolation valve is switched to the stop depressurization state; the third preset refueling time is less than the fourth preset refueling time, and the fourth preset refueling time is equal to K1 × the first preset refueling time, where K1 is the first proportional coefficient.

[0070] Optionally, since the first preset refueling time of 30 minutes is sufficient to complete the refueling process for any vehicle model, when the cumulative time reaches K1 × the first preset refueling time, The fourth preset refueling time is 20 minutes. In fact, 20 minutes is enough to complete the refueling process for any vehicle model. Therefore, after 20 minutes of accumulated refueling time, the refueling process is considered complete, and the isolation valve is switched to the stop depressurization state. When the accumulated time reaches 30 minutes, the isolation valve status is rechecked.

[0071] This step reduces waiting time and corrects the status of the fuel tank isolation valve more promptly. A total of 20 minutes is sufficient to complete the refueling process and promptly control the isolation valve to stop depressurization. A second check is performed when the total time reaches 30 minutes to prevent the isolation valve from failing to switch status, thus improving the accuracy of status changes.

[0072] Furthermore, after executing the step of storing the first moment and starting the timing, and before determining that the cumulative duration is greater than or equal to the first preset refueling duration, the following steps are also included:

[0073] S600. When the cumulative refueling time is greater than or equal to the fifth preset refueling time, the real-time status of the refueling cap is collected at intervals of the first preset time. The fifth preset refueling time is less than the sixth preset refueling time. The sixth preset refueling time is equal to K2 × the fourth preset refueling time, where K2 is the second proportional coefficient. The first preset time is equal to K3 × the fourth preset refueling time, where K3 is the third proportional coefficient. The fourth preset refueling time is equal to K1 × the first preset refueling time, where K1 is the first proportional coefficient.

[0074] Optionally, The sixth preset refueling time is equal to 10 minutes. The first preset duration is equal to 2 minutes, that is, when the cumulative duration is greater than or equal to 10 minutes and less than 30 minutes, the real-time status of the fuel filler cap is collected every 2 minutes.

[0075] S601. When it is determined that the real-time state of the filler cap is closed, the isolation valve is switched to the stop-depressurization state. Optionally, when the filler cap is detected to be closed, the isolation valve is forcibly switched to the stop-depressurization state.

[0076] This step involves collecting data every 2 minutes before the cumulative duration reaches 20 minutes, improving the timeliness of detecting when the isolation valve status has not been switched in a timely manner.

[0077] Furthermore, the filler cap has a primary switch and a secondary switch. When both the primary and secondary switches are unlocked, the filler cap is in the open state; when both the primary and secondary switches are not unlocked, the filler cap is in the closed state. Before performing the step of determining that the cumulative refueling time is greater than or equal to the first preset refueling time, the following steps are also included:

[0078] S700. Obtain the real-time status of the isolation valve. Optionally, the secondary switch can only be unlocked after the primary switch of the filler cap is unlocked. The secondary switch is the outer cover of the filler cap. After the secondary switch is unlocked, the refueling personnel can press and pop open the filler cap to refuel. After refueling is completed, the filler cap is closed. When the filler cap is closed, the secondary switch is in the unlocked state.

[0079] S701. When it is determined that the isolation valve is in the pressure relief state, obtain the real-time status of the filler cap;

[0080] S702. When the real-time status of the filler cap is determined to be that the primary switch is unlocked and the secondary switch is not unlocked, the isolation valve is switched to the stop depressurization state.

[0081] Optionally, when the primary switch is unlocked and the secondary switch is not unlocked, it indicates that the refueling action is completed and the refueling cap has been secured by the refueling personnel. However, the position signal on the refueling cap shaft is invalid and the refueling cap is not sensed to be closed. In this case, the isolation valve needs to be forcibly switched to the stop depressurization state.

[0082] This step allows the system to obtain the status of the filler cap's position switch before passively switching the isolation valve status after a certain waiting period. If there is a loss of the refueling completion signal, the system can promptly detect and actively correct the isolation valve status, thus achieving timely correction of the isolation valve status.

[0083] Example 2

[0084] Based on Example 1, and referring to Figure 2 The oil tank isolation valve status control device further includes:

[0085] A first receiving module is configured to receive a refueling request signal and switch the isolation valve to a pressure relief state; optionally, the first receiving module can receive the refueling request signal when the user activates the refueling switch.

[0086] A second receiving module is configured to acquire a first pressure value inside the fuel tank, and control the filler cap to unlock when the first pressure value is less than or equal to a preset fuel tank pressure. Optionally, the second receiving module outputs the first information when the fuel tank pressure is safe.

[0087] The third receiving module is configured to acquire the real-time status of the fuel filler cap, and when the real-time status is open, store the first moment and start timing; optionally, the third receiving module acquires whether the fuel filler cap is closed or open.

[0088] The first judgment module is configured to obtain the real-time status of the isolation valve when the cumulative time is greater than or equal to a first preset refueling time; switch the isolation valve to the stop-depressurization state when the isolation valve is in the depressurization state; and not switch the isolation valve status when the isolation valve is in the stop-depressurization state. Optionally, the first judgment module judges the cumulative time and the isolation valve status, and then outputs corresponding instructions.

[0089] Example 3

[0090] The following is for reference. Figure 3 It shows a schematic diagram of the structure of a computer system 700 suitable for implementing electronic devices according to embodiments of the present application.

[0091] like Figure 2As shown, the computer system 700 includes a central processing unit (CPU) 701, which can perform various appropriate actions and processes based on programs stored in read-only memory (ROM) 702 or programs loaded from storage section 708 into random access memory (RAM) 703. The RAM 703 also stores various programs and data required for the operation of the system 700. The CPU 701, ROM 702, and RAM 703 are interconnected via a bus 704. An input / output (I / O) interface 705 is also connected to the bus 704.

[0092] The following components are connected to the I / O interface 705: an input section 706 including a keyboard, mouse, etc.; an output section 707 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 708 including a hard disk, etc.; and a communication section 709 including a network interface card such as a LAN card, modem, etc. The communication section 709 performs communication processing via a network such as the Internet. A drive 710 is also connected to the I / O interface 705 as needed. A removable medium 711, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on the drive 710 as needed so that computer programs read from it can be installed into the storage section 708 as needed.

[0093] In particular, according to embodiments of this disclosure, the above references Figure 1 The described process can be implemented as a computer software program. For example, embodiments of this disclosure include a computer program product comprising a computer program tangibly embodied on a machine-readable medium, the computer program containing instructions for performing... Figure 1 The program code for the method. In such an embodiment, the computer program can be downloaded and installed from a network via the communication section 709, and / or installed from the removable medium 711.

[0094] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0095] A third embodiment of this application also provides a computer-readable storage medium, which may be the computer-readable storage medium included in the apparatus described in the above embodiments; or it may be a standalone computer-readable storage medium not assembled into the device. The computer-readable storage medium stores one or more programs, which are used by one or more processors to execute the steps of the entity relationship query method for the hybrid vehicle fuel tank isolation valve industry described in Embodiment 1.

[0096] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. The above descriptions are only preferred embodiments of this application. It should be noted that due to the limitations of written expression, while there are objectively infinite specific structures, those skilled in the art can make several improvements, modifications, or changes without departing from the principles of this invention, and can also combine the above technical features in an appropriate manner. These improvements, modifications, changes, or combinations, or the direct application of the inventive concept and technical solution to other situations without modification, should all be considered within the scope of protection of this application.

Claims

1. A method for controlling the state of a fuel tank isolation valve, characterized in that, Includes the following steps: Upon receiving a refueling request signal, switch the isolation valve to the pressure relief state; The system acquires the first pressure value inside the fuel tank and, if the first pressure value is less than or equal to the preset fuel tank pressure, controls the fuel filler cap to unlock. Obtain the real-time status of the fuel filler cap; when the real-time status is determined to be in the open state, store the first moment and start timing. When the cumulative duration is greater than or equal to the first preset refueling duration, the real-time status of the isolation valve is obtained; when the isolation valve is in the pressure relief state, the isolation valve is switched to the stop pressure relief state; when the isolation valve is in the stop pressure relief state, the isolation valve status is not switched. After executing the step of storing the first moment and starting the timing, and before determining that the cumulative time is greater than or equal to the first preset refueling time, the following steps are also included: when determining that the cumulative time is greater than or equal to the third preset refueling time, the isolation valve is switched to the stop depressurization state; the third preset refueling time is less than the fourth preset refueling time, and the fourth preset refueling time is equal to K1 × the first preset refueling time, where K1 is the first proportional coefficient.

2. The method for controlling the state of the tank isolation valve according to claim 1, characterized in that: After executing the step of storing the first moment and starting the timing, and before the step of determining that the cumulative duration is greater than or equal to the first preset refueling duration, the following steps are also included: The real-time status of the isolation valve is obtained, and when the isolation valve is in the pressure relief state, the real-time oil level of the vehicle's fuel tank is collected. When the real-time oil level remains unchanged within the second preset refueling time, the isolation valve is switched to the stop depressurization state.

3. The method for controlling the state of the tank isolation valve according to claim 1, characterized in that: Before performing the step of determining that the cumulative refueling time is greater than or equal to the first preset refueling time, the following steps are also included: The real-time status of the isolation valve is obtained, and when the isolation valve is in the depressurization state, the vehicle gear position is collected. When it is determined that the vehicle is in forward or reverse gear, the isolation valve is switched to the depressurization stop state.

4. The method for controlling the state of the tank isolation valve according to claim 1, characterized in that: Before performing the step of determining that the cumulative refueling time is greater than or equal to the first preset refueling time, the following steps are also included: The real-time status of the isolation valve is obtained, and when the isolation valve is in the depressurization state, the real-time speed of the vehicle is collected. When it is determined that the real-time speed of the vehicle is greater than or equal to the preset driving speed, the isolation valve is switched to the stop depressurization state.

5. The method for controlling the state of the tank isolation valve according to claim 1, characterized in that, After executing the step of storing the first moment and starting the timing, and before determining that the cumulative duration is greater than or equal to the first preset refueling duration, the following steps are also included: When the cumulative refueling time is greater than or equal to the fifth preset refueling time, the real-time status of the refueling cap is collected every first preset time interval; the fifth preset refueling time is less than the sixth preset refueling time, and the sixth preset refueling time is equal to K2 × the fourth preset refueling time, where K2 is the second proportional coefficient; The first preset refueling time is equal to K3 × the fourth preset refueling time, where K3 is the third proportional coefficient, and the fourth preset refueling time is equal to K1 × the first preset refueling time, where K1 is the first proportional coefficient. When it is determined that the real-time status of the filler cap is closed, the isolation valve is switched to the depressurization stop state.

6. The method for controlling the state of the tank isolation valve according to claim 1, characterized in that, The fuel filler cap has a primary switch and a secondary switch. When both the primary and secondary switches are unlocked, it is in the open state; when both are locked, it is in the closed state. The secondary switch is the outer cover of the fuel filler cap. Before performing the step of determining that the cumulative refueling time is greater than or equal to the first preset refueling time, the following steps are also included: Obtain the real-time status of the isolation valve; When the isolation valve is in the depressurization state, the real-time status of the filler cap is obtained; When the real-time status of the filler cap is determined to be that the primary switch is unlocked and the secondary switch is not unlocked, the isolation valve is switched to the depressurization stop state.

7. A fuel tank isolation valve status control device, characterized in that, include: A first receiving module is configured to receive a refueling request signal and switch the isolation valve to a depressurization state. The second receiving module is configured to acquire a first pressure value in the fuel tank and control the fuel filler cap to unlock when the first pressure value is less than or equal to a preset fuel tank pressure. The third receiving module is configured to acquire the real-time status of the fuel filler cap, and when the real-time status is determined to be in the open state, store the first moment and start timing. The first judgment module is configured to obtain the real-time status of the isolation valve when the cumulative time is greater than or equal to a first preset refueling time; when the isolation valve is in the pressure relief state, switch the isolation valve to the stop pressure relief state; and when the isolation valve is in the stop pressure relief state, do not switch the isolation valve status.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, it implements the steps of the oil tank isolation valve state control method as described in any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the oil tank isolation valve state control method as described in any one of claims 1 to 6.

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