Pressure relief control method and device for high-pressure fuel tank of hybrid vehicle and electronic equipment

Abstract

This application provides a method, device, and electronic device for depressurizing a high-pressure fuel tank in a hybrid vehicle. The hybrid vehicle uses a domain controller to centrally control the network nodes corresponding to each electronic control unit. The domain controller includes a first domain controller for detecting refueling requests, a second domain controller for power distribution control of each network node, and a third domain controller for controlling the fuel tank isolation valve. The method includes: the first domain controller sending a refueling request; detecting whether the vehicle currently meets refueling conditions, and after confirming that the vehicle currently meets refueling conditions, sending a power distribution request for the fuel tank isolation valve to the second domain controller and a request to open the fuel tank isolation valve to the third domain controller; the second domain controller distributing power to the fuel tank isolation valve; and the third domain controller controlling the opening of the fuel tank isolation valve to depressurize the high-pressure fuel tank. This application can reduce vehicle manufacturing costs and reduce electricity consumption.

Description

Technical Field

[0001] This application relates to the field of new energy, specifically to a method, device, and electronic equipment for controlling the pressure relief of a high-pressure fuel tank in a hybrid vehicle. Background Technology

[0002] To meet domestic vehicle emission regulations, hybrid vehicles typically use high-pressure fuel tanks to store fuel vapors. When the pressure in the high-pressure fuel tank is high, the fuel tank cap becomes difficult to open. Therefore, to allow users to open the fuel tank cap normally for refueling, it is necessary to depressurize the high-pressure fuel tank before refueling. However, the vehicle manufacturing cost is relatively high for related technologies that require pressure depressurization control in hybrid vehicles. Summary of the Invention

[0003] One objective of this application is to provide a method, device, and electronic equipment for pressure relief control of a high-pressure fuel tank in a hybrid vehicle, which can reduce the vehicle manufacturing cost incurred for pressure relief control and reduce the electricity consumed by pressure relief control.

[0004] According to one aspect of the embodiments of this application, a method for controlling the pressure relief of a high-pressure fuel tank in a hybrid vehicle is disclosed. The hybrid vehicle employs a domain controller to centrally control the network nodes corresponding to each electronic control unit. The domain controller includes a first domain controller for detecting refueling requests, a second domain controller for power distribution control of each network node, and a third domain controller for controlling the fuel tank isolation valve. The method includes:

[0005] In response to the detected refueling request, the first domain controller sends a refueling request;

[0006] In response to the refueling request, the system detects whether the vehicle currently meets the refueling conditions. After confirming that the vehicle currently meets the refueling conditions, the system sends a fuel tank isolation valve power distribution request to the second domain controller and a fuel tank isolation valve opening request to the third domain controller.

[0007] In response to the power distribution request of the tank isolation valve, the second domain controller distributes power to the tank isolation valve to support its normal operation.

[0008] In response to the request to open the fuel tank isolation valve, the third domain controller controls the fuel tank isolation valve to open, thereby depressurizing the high-pressure fuel tank to support refueling.

[0009] According to one aspect of the embodiments of this application, a pressure relief control device for a high-pressure fuel tank in a hybrid vehicle is disclosed. The hybrid vehicle employs a domain controller to centrally control the network nodes corresponding to each electronic control unit. The domain controller includes a first domain controller for detecting refueling requests, a second domain controller for power distribution control of each network node, and a third domain controller for controlling the fuel tank isolation valve. The device includes:

[0010] The refueling request detection module is configured to send a refueling request to the first domain controller in response to a detected refueling request;

[0011] The refueling request response module is configured to respond to the refueling request by detecting whether the vehicle currently meets the refueling conditions, and after confirming that the vehicle currently meets the refueling conditions, sending a fuel tank isolation valve power distribution request to the second domain controller and a fuel tank isolation valve opening request to the third domain controller.

[0012] The power distribution module is configured to, in response to the power distribution request of the tank isolation valve, the second domain controller distributes power to the tank isolation valve to support the normal operation of the tank isolation valve;

[0013] The isolation valve opening module is configured to respond to the oil tank isolation valve opening request, and the third domain controller controls the oil tank isolation valve to open, thereby depressurizing the high-pressure oil tank to support refueling the high-pressure oil tank.

[0014] In one exemplary embodiment of this application, the device is configured as follows:

[0015] In response to the refueling request, if the vehicle is powered down, the first domain controller will wake up the PNC network of the network nodes where the high-pressure fuel tank is located.

[0016] In an exemplary embodiment of this application, the refueling request response module is configured as follows:

[0017] Acquire vehicle speed signal, and detect the current vehicle speed based on the vehicle speed signal;

[0018] If the vehicle speed signal is invalid, or if the current vehicle speed is lower than a preset vehicle speed threshold, then it is confirmed that the vehicle currently meets the refueling conditions.

[0019] In an exemplary embodiment of this application, after the third domain controller controls the fuel tank isolation valve to open, it feeds back the fuel tank isolation valve's on / off status and fuel tank pressure to the engine controller. The device is configured as follows:

[0020] If the fuel tank isolation valve is confirmed to be in the open state based on the switch status of the fuel tank isolation valve, the engine controller will start the pressure relief timing.

[0021] If, based on the time obtained from timing and the fuel tank pressure, it is confirmed that the fuel tank pressure drops to a preset pressure threshold within a preset time threshold, then the engine controller confirms that the pressure relief was successful.

[0022] If, based on the time obtained from the timing and the fuel tank pressure, it is confirmed that the fuel tank pressure has not decreased to the pressure threshold within the time threshold, then the engine controller confirms that the pressure relief has failed.

[0023] In an exemplary embodiment of this application, the engine controller is connected to the vehicle's display instrument panel, and the device is configured as follows:

[0024] After confirming that the fuel tank isolation valve is in the open state, the engine controller sends the corresponding pressure relief status information to the display instrument so that the display instrument displays information describing the pressure relief process.

[0025] After confirming successful depressurization, the engine controller sends corresponding depressurization status information to the display instrument, so that the display instrument displays information describing the successful depressurization.

[0026] After confirming the pressure relief failure, the engine controller sends the corresponding pressure relief status information to the display instrument, so that the display instrument displays information describing the pressure relief failure.

[0027] In one exemplary embodiment of this application, the device is configured as follows:

[0028] After confirming successful depressurization, the engine controller sends a fuel tank cap opening request to the third domain controller;

[0029] In response to the request to open the fuel tank cap, the third domain controller controls the opening of the fuel tank cap to support refueling of the high-pressure fuel tank.

[0030] In one exemplary embodiment of this application, the device is configured as follows:

[0031] After the fuel tank cap is opened, if a fuel tank cap closing signal is detected, the third domain controller sends the fuel tank cap closing signal back to the engine controller.

[0032] In response to the fuel tank cap closing signal, the engine controller sends a fuel tank isolation valve closing request to the third domain controller, a power distribution cancellation request to the second domain controller, and controls the PNC network where the high-voltage fuel tank is located to enter sleep mode.

[0033] In one exemplary embodiment of this application, the device is configured as follows:

[0034] If the refueling time exceeds the preset refueling time threshold, the engine controller sends a request to the third domain controller to close the fuel tank isolation valve, sends a request to the second domain controller to cancel the power distribution, and controls the PNC network where the high-pressure fuel tank is located to enter sleep mode.

[0035] According to one aspect of the embodiments of this application, an electronic device is disclosed, comprising: one or more processing units; and a storage unit for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the electronic device enables any of the above embodiments.

[0036] According to one aspect of the embodiments of this application, a computer-readable storage medium is disclosed, on which computer-readable instructions are stored, which, when executed by a computer's processor, cause the computer to perform any of the above embodiments.

[0037] According to one aspect of the embodiments of this application, a computer program product or computer program is provided, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the methods provided in the various optional implementations described above.

[0038] In this embodiment, the hybrid vehicle employs a domain controller to centrally control the network nodes corresponding to each electronic control unit. The domain controller includes a first domain controller for detecting refueling requests, a second domain controller for power distribution control of each network node, and a third domain controller for controlling the fuel tank isolation valve. During pressure relief control, in response to a detected refueling request, the first domain controller sends a refueling request; in response to the refueling request, it checks whether the vehicle currently meets the refueling conditions, and after confirming that the vehicle currently meets the refueling conditions, it sends a fuel tank isolation valve power distribution request to the second domain controller and a fuel tank isolation valve opening request to the third domain controller; in response to the fuel tank isolation valve power distribution request, the second domain controller distributes power to the fuel tank isolation valve to support its normal operation; in response to the fuel tank isolation valve opening request, the third domain controller controls the fuel tank isolation valve to open, depressurizing the high-pressure fuel tank to support refueling. Through the application of the domain controller architecture, this application integrates the network nodes corresponding to multiple electronic control units under the control of a single domain controller according to their respective functions, thereby reducing the need for bus harnesses and thus reducing vehicle manufacturing costs. Furthermore, by applying a second domain controller to couple the pressure relief control and power distribution, the static current through the fuel tank isolation valve is reduced, thereby reducing the vehicle's current consumption.

[0039] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0040] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit this application. Attached Figure Description

[0041] The above and other objectives, features and advantages of this application will become more apparent from a detailed description of exemplary embodiments thereof with reference to the accompanying drawings.

[0042] Figure 1 A flowchart of a method for controlling the pressure relief of a high-pressure fuel tank in a hybrid vehicle according to an embodiment of this application is shown.

[0043] Figure 2 A schematic diagram of a domain controller architecture used in a hybrid vehicle according to an embodiment of this application is shown.

[0044] Figure 3 A detailed flowchart of the pressure relief control of the high-pressure fuel tank of a hybrid vehicle according to an embodiment of this application is shown.

[0045] Figure 4 A block diagram of a pressure relief control device for a high-pressure fuel tank in a hybrid vehicle according to an embodiment of this application is shown.

[0046] Figure 5 A hardware diagram of an electronic device according to an embodiment of this application is shown. Detailed Implementation

[0047] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, they are provided to make the description of this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art. The drawings are merely illustrative of this application and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted.

[0048] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more exemplary embodiments. Numerous specific details are provided in the following description to give a full understanding of exemplary embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced with one or more of the specific details omitted, or other methods, components, steps, etc., can be employed. In other instances, well-known structures, methods, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0049] Some of the block diagrams shown in the accompanying drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0050] To meet domestic vehicle emission regulations, traditional gasoline-powered vehicles typically have a carbon canister to adsorb volatile oil vapors from the fuel tank. The engine then desorbs and burns the adsorbed vapors, reducing the amount of oil vapors emitted into the atmosphere. However, in high-temperature driving environments, the engine's desorption capacity is insufficient, leading to incomplete desorption by the carbon canister. This causes a large amount of oil vapor from the fuel tank to be released into the carbon canister, potentially resulting in canister rupture, oil vapor leakage, and excessive emissions.

[0051] Controlling fuel vapor emissions presents a more significant challenge for plug-in hybrid electric vehicles (PHEVs) compared to traditional gasoline-powered vehicles. This is because PHEVs primarily rely on battery power for propulsion, resulting in shorter engine operation times and lower desorption rates, making effective desorption of carbon canisters difficult. Therefore, to prevent the accumulation of fuel vapors in the carbon canister and subsequent release into the atmosphere, PHEVs employ high-pressure fuel tanks to store them. However, as gasoline continuously evaporates from these tanks, the pressure rises significantly over time. This high pressure makes it difficult to open the fuel tank cap, necessitating a depressurization process before refueling.

[0052] In related technologies, hybrid vehicles used for pressure relief control of high-pressure fuel tanks typically employ a distributed approach, arranging and controlling their various Electronic Control Units (ECUs). This necessitates the use of numerous bus harnesses for pressure relief control of the high-pressure fuel tank, resulting in higher vehicle manufacturing costs.

[0053] To address the aforementioned deficiencies in related technologies, this application provides a pressure relief control method for a high-pressure fuel tank in a hybrid vehicle. In this application, the hybrid vehicle employs a domain controller to centrally control the network nodes corresponding to each Electronic Control Unit (ECU). Specifically, there are three domain controllers related to pressure relief control: a first domain controller for detecting refueling requests, a second domain controller for power distribution control of each network node, and a third domain controller for controlling the fuel tank isolation valve. Through the application of this domain controller architecture, this application integrates the network nodes corresponding to multiple ECUs under the control of a single domain controller according to their functions, thereby reducing the need for bus harnesses and consequently lowering vehicle manufacturing costs.

[0054] Figure 1 A flowchart of the pressure relief control method for the high-pressure fuel tank of a hybrid vehicle provided in this application is shown. See [link / reference]. Figure 1 The methods provided in this application include:

[0055] Step S110: In response to the detected refueling request, the first domain controller sends a refueling request;

[0056] Step S120: In response to the refueling request, detect whether the vehicle currently meets the refueling conditions, and after confirming that the vehicle currently meets the refueling conditions, send a fuel tank isolation valve power distribution request to the second domain controller and a fuel tank isolation valve opening request to the third domain controller.

[0057] Step S130: In response to the power distribution request of the tank isolation valve, the second domain controller distributes power to the tank isolation valve to support its normal operation.

[0058] Step S140: In response to the request to open the tank isolation valve, the third domain controller controls the tank isolation valve to open, thereby depressurizing the high-pressure tank to support refueling.

[0059] In this embodiment, the vehicle is equipped with an Electronic Control Unit (ECU) for interacting with the driver and detecting refueling commands issued by the driver. Furthermore, the network node corresponding to the ECU for detecting refueling commands is connected to a first domain controller; after detecting a refueling command, the ECU sends relevant signals to the first domain controller, thereby enabling the first domain controller to detect the refueling request.

[0060] After detecting a refueling request, the first domain controller sends the request to the engine management system (EMS). Upon receiving the refueling request, the EMS checks whether the vehicle currently meets the refueling conditions. If the vehicle does not currently meet the refueling conditions, it means that refueling is not advisable at this time, and the refueling request is ignored, thus eliminating the need to depressurize the high-pressure fuel tank.

[0061] After confirming that the vehicle meets the refueling conditions, the Engine Controller (EMS) sends a power distribution request for the fuel tank isolation valve to the Second Domain Controller, requesting the Second Domain Controller to distribute power to the fuel tank isolation valve; and the Engine Controller (EMS) also sends a fuel tank isolation valve opening request to the Third Domain Controller, requesting the Third Domain Controller to open the fuel tank isolation valve.

[0062] Upon receiving a power distribution request from the fuel tank isolation valve, the second domain controller distributes power to the valve, enabling it to operate normally with electrical support—responding correctly to commands from the third domain controller to open or close. It should be noted that when refueling is not required, the second domain controller keeps the fuel tank isolation valve in a dormant state, reducing the quiescent current flowing through it and thus lowering the vehicle's current consumption.

[0063] Upon receiving a request to open the fuel tank isolation valve, the third-domain controller sends an opening command to the valve, controlling its opening to allow the fuel vapors stored in the high-pressure fuel tank to be released into the carbon canister. This depressurizes the high-pressure fuel tank, reducing its pressure and allowing the fuel tank cap to open normally, thus enabling refueling. It should be noted that when refueling is not required, the third-domain controller typically keeps the fuel tank isolation valve closed to ensure the fuel vapors in the high-pressure fuel tank are sealed.

[0064] In one embodiment, the electronic control unit (ECU) for detecting refueling commands is a physical or virtual button located in the vehicle, allowing the driver to issue refueling commands by interacting with the button. For example, the driver can press and hold the refueling button in the vehicle to issue a refueling command.

[0065] In one embodiment, the electronic control unit (ECU) for detecting refueling commands is a voice acquisition device installed in the vehicle, allowing the driver to issue refueling commands by interacting with the voice acquisition device. For example, the driver can issue a refueling command by speaking a voice instruction to refuel into a microphone installed in the vehicle.

[0066] In one embodiment, the method provided in this application further includes:

[0067] In response to a refueling request, if the vehicle is powered down, the first domain controller will wake up the PNC network of the network nodes where the high-pressure fuel tank is located.

[0068] In this embodiment, when the vehicle is powered down, most of the vehicle's electronic control units (ECUs) are in a dormant state. In this situation, upon receiving a refueling request, the first domain controller wakes up the PNC (Partial Networking Management) network where the high-pressure fuel tank is located, enabling the PNC network to further distribute power and respond to control commands. For ECUs outside the PNC network of the high-pressure fuel tank that are in a dormant state, the first domain controller continues to maintain their dormant state, thereby avoiding the additional wake-up of ECUs unrelated to pressure relief / refueling, thus minimizing the vehicle's quiescent current and further reducing the vehicle's current consumption.

[0069] The PNC network containing the high-pressure oil tank typically includes other electronic control units (ECUs) such as the oil tank isolation valve, oil tank cap controller, and oil tank pressure sensor.

[0070] It should be noted that, taking CAN (Controller Area Network) network management under the AUTOSAR (Automotive Open System Architecture) architecture as an example, the basic principle of waking up network nodes is as follows: when the CAN bus is in sleep mode, the CAN transceiver in the CAN node can be woken up by the CAN signal; if a CAN network management message with a specific ID is received, the CAN node network will be passively woken up, thereby realizing information exchange throughout the network. The strategy for selectively waking up the PNC network is as follows: the CAN node not only needs to receive the corresponding CAN network management message with a specific ID, but also needs to determine whether the information bits carried in the CAN data frame contain the data command setting bit for that node; only when both match can the CAN node be woken up.

[0071] In one embodiment, detecting whether the vehicle currently meets the refueling conditions includes:

[0072] Acquire vehicle speed signal and detect the vehicle's current speed based on the vehicle speed signal;

[0073] If the vehicle speed signal is invalid, or if the current vehicle speed is lower than the preset vehicle speed threshold, then the vehicle is confirmed to meet the refueling conditions.

[0074] In this embodiment, upon receiving a refueling request, the engine controller (EMS) acquires the vehicle speed signal and checks its validity. If the vehicle speed signal is invalid, it indicates that the vehicle is currently stationary and refueling is safe, thus confirming that the vehicle meets the refueling conditions.

[0075] If the vehicle speed signal is valid, the system further detects the vehicle's current speed based on the signal, and then checks whether the current speed is lower than a preset speed threshold. If the current speed is lower than the speed threshold, it indicates that the vehicle is currently traveling at a low speed and it is safe to refuel, thus confirming that the vehicle meets the refueling conditions. Conversely, if the current speed is not lower than the speed threshold, it indicates that the vehicle is currently traveling at a high speed, which is not suitable for refueling, thus confirming that the vehicle does not meet the refueling conditions.

[0076] In one embodiment, after the third domain controller controls the fuel tank isolation valve to open, it feeds back the fuel tank isolation valve's on / off status and fuel tank pressure to the engine controller. The method further includes:

[0077] If the fuel tank isolation valve is confirmed to be in the open state based on the switch status of the fuel tank isolation valve, the engine controller will start the pressure relief timing.

[0078] If, based on the time obtained from timing and the fuel tank pressure, it is confirmed that the fuel tank pressure drops to within the preset time threshold and then to within the preset pressure threshold, the engine controller confirms that the pressure relief was successful.

[0079] If, based on the time obtained from timing and the fuel tank pressure, it is confirmed that the fuel tank pressure has not dropped to the pressure threshold within the time threshold, then the engine controller confirms that the pressure relief has failed.

[0080] In this embodiment, a tank pressure sensor is installed in the high-pressure oil tank. The tank pressure sensor is connected to a third domain controller to send the detected tank pressure to the third domain controller in real time.

[0081] After the third domain controller opens the fuel tank isolation valve, it feeds back the switch status of the fuel tank isolation valve to the engine controller EMS, and also feeds back the fuel tank pressure received from the fuel tank pressure sensor to the engine controller EMS.

[0082] After receiving the status of the fuel tank isolation valve, the engine control system (EMS) can determine whether the valve is open or closed. Once the EMS confirms the valve is open, it can then determine that the high-pressure fuel tank is depressurized and begin timing the depressurization process. Based on the time taken and the received fuel tank pressure, the EMS can then determine whether the depressurization was successful.

[0083] Specifically, the engine control system (EMS) uses the time obtained from timing and the received fuel tank pressure to check whether the fuel tank pressure has decreased to a preset pressure threshold within a preset time threshold. If the fuel tank pressure decreases to the pressure threshold within the time threshold, the pressure relief is considered successful. Conversely, if the fuel tank pressure does not decrease to the pressure threshold within the time threshold, the pressure relief is considered unsuccessful.

[0084] In one embodiment, the engine controller is connected to the vehicle's display instrument panel, and the method provided in this application further includes:

[0085] After confirming that the fuel tank isolation valve is open, the engine controller sends the corresponding pressure relief status information to the display instrument so that the display instrument shows information describing the pressure relief process.

[0086] After confirming successful depressurization, the engine controller sends the corresponding depressurization status information to the display instrument, so that the display instrument shows information describing the successful depressurization.

[0087] After confirming the pressure relief failure, the engine controller sends the corresponding pressure relief status information to the display instrument so that the display instrument shows information describing the pressure relief failure.

[0088] In this embodiment, the engine controller (EMS) is connected to the vehicle's instrument cluster (ICM) to transmit pressure relief-related information to the ICM for display, thereby alerting the driver to pressure relief-related information.

[0089] Specifically, after confirming that the fuel tank isolation valve is open, the Engine Control System (EMS) sends a pressure relief status message corresponding to "High-pressure fuel tank is being depressurized" to the ICM (Integrated Circuit Display). Upon receiving this message, the ICM displays text or icons describing the ongoing pressure relief process to alert the driver that the high-pressure fuel tank is being depressurized.

[0090] After confirming successful depressurization, the Engine Control System (EMS) sends a depressurization status message corresponding to "High-pressure fuel tank depressurization successful" to the ICM (Integrated Circuit Display). Upon receiving this message, the ICM displays text or icons describing the successful depressurization, indicating to the driver that the high-pressure fuel tank has been successfully depressurized and refueling can proceed.

[0091] After confirming the failure to release pressure, the Engine Control System (EMS) sends a pressure release status message corresponding to "High-Pressure Fuel Tank Pressure Release Failure" to the Instrument Cluster (ICM). Upon receiving this message, the ICM displays text or icons describing the failure, alerting the driver that the high-pressure fuel tank pressure had not been successfully released and that further refueling is not advisable.

[0092] In one embodiment, the method provided in this application further includes:

[0093] After confirming successful depressurization, the engine controller sends a fuel tank cap opening request to the third domain controller;

[0094] In response to a request to open the fuel tank cap, the third domain controller controls the opening of the fuel tank cap to support refueling of the high-pressure fuel tank.

[0095] In this embodiment, the electronic control unit (ECU) of the fuel tank cap (e.g., the fuel tank cap motor) is connected to the third domain controller, which is primarily responsible for controlling the opening and closing of the fuel tank cap. Therefore, after confirming successful depressurization, the engine control system (EMS) sends a fuel tank cap opening request to the third domain controller, requesting the controller to open the fuel tank cap. Upon receiving the fuel tank cap opening request, the third domain controller controls the opening of the fuel tank cap.

[0096] By observing the opened fuel tank cap, the driver can directly confirm whether refueling is ready; furthermore, the driver no longer needs to manually open the fuel tank cap, saving the necessary refueling steps.

[0097] In one embodiment, the method provided in this application further includes:

[0098] After the fuel tank cap is opened, if a fuel tank cap closing signal is detected, the third domain controller sends a fuel tank cap closing signal back to the engine controller.

[0099] In response to the fuel tank cap closing signal, the engine controller sends a fuel tank isolation valve closing request to the third domain controller, a power distribution cancellation request to the second domain controller, and controls the PNC network where the high-voltage fuel tank is located to enter sleep mode.

[0100] In this embodiment, after refueling is completed, the driver can manually close the fuel tank cap; alternatively, the fuel tank cap is configured to automatically close under the action of the refueling nozzle being withdrawn from the high-pressure fuel tank. Thus, after the driver completes refueling, the fuel tank cap enters the closed state, and the fuel tank cap's electronic control unit (ECU) generates a fuel tank cap closing signal.

[0101] Therefore, after the third domain controller controls the opening of the fuel tank cap, if it detects a fuel tank cap closing signal, it feeds back the fuel tank cap closing signal to the engine controller (EMS). Upon receiving the fuel tank cap closing signal, the EMS can confirm that refueling is complete and no further refueling is needed. It then terminates the depressurization process by sending a fuel tank isolation valve closing request to the third domain controller, causing the third domain controller to close the fuel tank isolation valve; it also sends a power distribution cancellation request to the second domain controller, causing the second domain controller to cancel power distribution to the PNC network where the high-pressure fuel tank is located; and it also controls the PNC network where the high-pressure fuel tank is located to enter sleep mode to reduce the power consumption of the PNC network where the high-pressure fuel tank is located.

[0102] In one embodiment, the method provided in this application further includes:

[0103] If the refueling time exceeds the preset refueling time threshold, the engine controller sends a request to the third domain controller to close the fuel tank isolation valve, a request to cancel power distribution to the second domain controller, and controls the PNC network where the high-pressure fuel tank is located to enter sleep mode.

[0104] In this embodiment, the engine controller (EMS) can start timing the refueling time after confirming that the vehicle currently meets the refueling conditions; or it can start timing the refueling time after receiving the fuel tank cap opening signal from the third domain controller.

[0105] If the refueling time exceeds the preset refueling time threshold, it indicates that the refueling has exceeded the time limit. From the perspective of vehicle power management, in order to avoid the risk of power loss caused by refueling timeout, the engine controller (EMS) forcibly terminates the pressure relief by sending a request to close the fuel tank isolation valve to the third domain controller, causing the third domain controller to close the fuel tank isolation valve; and sending a power distribution cancellation request to the second domain controller, causing the second domain controller to cancel power distribution to the PNC network where the high-pressure fuel tank is located; and also controlling the PNC network where the high-pressure fuel tank is located to enter a sleep mode to reduce the power consumption of the PNC network where the high-pressure fuel tank is located.

[0106] Figure 2 A schematic diagram of a domain controller architecture used in a hybrid vehicle according to one embodiment of this application is shown. Figure 3 A detailed flowchart of the pressure relief control of the high-pressure fuel tank of a hybrid vehicle in one embodiment of this application is shown.

[0107] See Figures 2 to 3In one embodiment, the hybrid vehicle includes four domain controllers related to pressure relief control: a first domain controller ZCU_L, a second domain controller ZCU_F, a third domain controller ZCU_T, and a central domain controller CCU. In addition to these four domain controllers, an engine controller EMS and an instrument cluster ICM are also provided. All of these controllers communicate with each other via a controller area network (CAN).

[0108] ZCU_L is connected to the vehicle's refueling button and is used to detect refueling requests triggered by the button. ZCU_F is used for power distribution control of various network nodes. ZCU_T is connected to the fuel tank isolation valve, the fuel tank cap ECU, and the fuel tank pressure sensor, and is used to detect the on / off status of the fuel tank isolation valve, control the fuel tank cap, and detect the fuel tank pressure fed back by the fuel tank pressure sensor. CCU mainly acts as a gateway, forwarding signals between various domain controllers and other controllers.

[0109] In this embodiment, the driver triggers a refueling request by pressing and holding the vehicle's refueling button for more than 2 seconds. If the refueling button is pressed and held for less than 2 seconds, no refueling request is triggered.

[0110] Upon detecting a refueling request, if the vehicle is powered down, ZCU_L needs to send an additional network management message to wake up the PNC network containing the high-pressure fuel tank, activating all ECUs related to the high-pressure fuel tank to cooperate in completing the refueling process, and maintaining the network management message for a certain period of time (e.g., at least 5 seconds). Then, ZCU_L sends the refueling request to the CCU via the CANFD (CAN Flexible Data-rate) bus, and the CCU forwards the refueling request to the EMS.

[0111] After the PNC network containing the high-pressure fuel tank is awakened, the EMS begins receiving application messages. Upon receiving a refueling request, the EMS checks if the vehicle speed signal is invalid. If the vehicle speed signal is valid, it further checks if the current vehicle speed is lower than a preset speed threshold to determine if the vehicle currently meets the refueling conditions.

[0112] If the current vehicle speed is not lower than the speed threshold, EMS will confirm that the vehicle does not meet the refueling conditions and ignore the refueling request.

[0113] If the vehicle speed signal is invalid, or the current vehicle speed is lower than the vehicle speed threshold, the EMS confirms that the vehicle currently meets the refueling conditions, enters the refueling control process, executes pressure relief control, maintains the PNC network, and begins refueling timing.

[0114] After EMS enters the refueling control process, it sends a power distribution request for the FTIV (Fuel Tank Isolatin Valve) to ZCU_F, which then powers the FTIV valve to ensure its normal operation. At the same time, EMS sends an FTIV valve opening request to ZCU_T, which controls the FTIV valve to open and depressurize the high-pressure fuel tank.

[0115] After receiving the FTIV valve opening request, ZCU_T controls the FTIV valve to open and feeds back the FTIV valve opening / closing status and tank pressure to EMS via CCU.

[0116] After EMS confirms that the FTIV valve is open based on its on / off status, it sends the corresponding pressure relief status information to the ICM display instrument. The ICM then displays text information to remind the driver that pressure relief is in progress. It should be noted that the ICM displays each pressure relief status message for a certain period (e.g., 0.5 seconds) before moving on to the next message, ensuring that the driver is reached by the pressure relief status notification.

[0117] Furthermore, after EMS confirms that the FTIV valve is in the open state based on the FTIV valve's on / off status, it enables the timer to start the pressure relief timing and simultaneously monitors the tank pressure in real time.

[0118] If the detection confirms that the tank pressure has not decreased to a preset pressure threshold within a preset time threshold, the EMS confirms the pressure relief failure and updates the pressure relief status information sent to the ICM display to indicate pressure relief failure. The ICM then displays a text message to alert the driver of the pressure relief failure. After pressure relief failure, the EMS terminates the pressure relief process.

[0119] If the fuel tank pressure is detected and confirmed to drop to a preset pressure threshold (e.g., 2 kPa) within a preset time threshold (e.g., 15 seconds), the EMS confirms successful depressurization and updates the depressurization status information sent to the ICM display to indicate successful depressurization. The ICM then displays a text message to remind the driver that depressurization has been successful. After successful depressurization, the EMS sends a fuel tank cap opening request to the ZCU_T, which controls the fuel tank cap motor to automatically open the cap for refueling.

[0120] After refueling is completed within the preset refueling time threshold, the fuel tank cap is closed, and ZCU_T sends feedback on the fuel tank cap's open / closed status to EMS via the CANFD bus. Based on the received fuel tank cap status, EMS confirms that the fuel tank cap is closed and then terminates the pressure relief process—sending a power distribution cancellation request to ZCU_F and an FTIV valve closure request to ZCU_T. Simultaneously, EMS stops sending network management messages, terminates the wake-up of the PNC network where the high-pressure fuel tank is located, and controls the relevant network nodes to enter sleep mode.

[0121] If the fuel tank cap is not closed for an extended period, causing the refueling time to exceed the preset refueling time threshold (e.g., 20 minutes), from the perspective of vehicle power management, to avoid the risk of power depletion due to excessive refueling time, the EMS will forcibly terminate the pressure relief by sending a power distribution cancellation request to ZCU_F and an FTIV valve closing request to ZCU_T. At the same time, the EMS will stop sending network management messages, terminate the wake-up of the PNC network where the high-pressure fuel tank is located, and control the relevant network nodes to enter sleep mode.

[0122] Furthermore, during non-fueling depressurization periods, if ZCU_T detects that the fuel tank pressure is too high, exceeding the preset pressure upper limit threshold (e.g., 40 kPa), ZCU_T will automatically open the FTIV valve to depressurize, releasing fuel vapors into the engine through the carbon canister solenoid valve, causing the fuel tank pressure to drop to a reasonable pressure range (e.g., 20-25 kPa) before closing the FTIV valve.

[0123] Figure 4 A block diagram of a pressure relief control device for a high-pressure fuel tank in a hybrid vehicle according to an embodiment of this application is shown. The hybrid vehicle uses a domain controller to centrally control the network nodes corresponding to each electronic control unit. The domain controller includes a first domain controller for detecting refueling requests, a second domain controller for power distribution control of each network node, and a third domain controller for controlling the fuel tank isolation valve. The device includes:

[0124] The refueling request detection module 210 is configured to send a refueling request to the first domain controller in response to a detected refueling request;

[0125] The refueling request response module 220 is configured to respond to a refueling request by detecting whether the vehicle currently meets the refueling conditions, and after confirming that the vehicle currently meets the refueling conditions, sending a fuel tank isolation valve power distribution request to the second domain controller and a fuel tank isolation valve opening request to the third domain controller.

[0126] The power distribution module 230 is configured to, in response to a power distribution request from the tank isolation valve, the second domain controller distributes power to the tank isolation valve to support its normal operation.

[0127] The isolation valve opening module 240 is configured to respond to a request to open the oil tank isolation valve, and the third domain controller controls the oil tank isolation valve to open, thereby depressurizing the high-pressure oil tank to support refueling of the high-pressure oil tank.

[0128] In one exemplary embodiment of this application, the device is configured as follows:

[0129] In response to a refueling request, if the vehicle is powered down, the first domain controller will wake up the PNC network of the network nodes where the high-pressure fuel tank is located.

[0130] In an exemplary embodiment of this application, the refueling request response module 220 is configured as follows:

[0131] Acquire vehicle speed signal and detect the vehicle's current speed based on the vehicle speed signal;

[0132] If the vehicle speed signal is invalid, or if the current vehicle speed is lower than the preset vehicle speed threshold, then the vehicle is confirmed to meet the refueling conditions.

[0133] In an exemplary embodiment of this application, after the third domain controller controls the fuel tank isolation valve to open, it feeds back the fuel tank isolation valve's on / off status and the fuel tank pressure to the engine controller. The device is configured as follows:

[0134] If the fuel tank isolation valve is confirmed to be in the open state based on the switch status of the fuel tank isolation valve, the engine controller will start the pressure relief timing.

[0135] If, based on the time obtained from timing and the fuel tank pressure, it is confirmed that the fuel tank pressure drops to within the preset time threshold and then to within the preset pressure threshold, the engine controller confirms that the pressure relief was successful.

[0136] If, based on the time obtained from timing and the fuel tank pressure, it is confirmed that the fuel tank pressure has not dropped to the pressure threshold within the time threshold, then the engine controller confirms that the pressure relief has failed.

[0137] In one exemplary embodiment of this application, the engine controller is connected to the vehicle's display instrument panel, and the device is configured as follows:

[0138] After confirming that the fuel tank isolation valve is open, the engine controller sends the corresponding pressure relief status information to the display instrument so that the display instrument shows information describing the pressure relief process.

[0139] After confirming successful depressurization, the engine controller sends the corresponding depressurization status information to the display instrument, so that the display instrument shows information describing the successful depressurization.

[0140] After confirming the pressure relief failure, the engine controller sends the corresponding pressure relief status information to the display instrument so that the display instrument shows information describing the pressure relief failure.

[0141] In one exemplary embodiment of this application, the device is configured as follows:

[0142] After confirming successful depressurization, the engine controller sends a fuel tank cap opening request to the third domain controller;

[0143] In response to a request to open the fuel tank cap, the third domain controller controls the opening of the fuel tank cap to support refueling of the high-pressure fuel tank.

[0144] In one exemplary embodiment of this application, the device is configured as follows:

[0145] After the fuel tank cap is opened, if a fuel tank cap closing signal is detected, the third domain controller sends a fuel tank cap closing signal back to the engine controller.

[0146] In response to the fuel tank cap closing signal, the engine controller sends a fuel tank isolation valve closing request to the third domain controller, a power distribution cancellation request to the second domain controller, and controls the PNC network where the high-voltage fuel tank is located to enter sleep mode.

[0147] In one exemplary embodiment of this application, the device is configured as follows:

[0148] If the refueling time exceeds the preset refueling time threshold, the engine controller sends a request to the third domain controller to close the fuel tank isolation valve, a request to cancel power distribution to the second domain controller, and controls the PNC network where the high-pressure fuel tank is located to enter sleep mode.

[0149] The following is for reference. Figure 5 To describe the electronic device 30 according to an embodiment of this application. Figure 5 The electronic device 30 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0150] like Figure 5 As shown, the electronic device 30 is presented in the form of a general-purpose computing device. The components of the electronic device 30 may include, but are not limited to: at least one processing unit 310, at least one storage unit 320, and a bus 330 connecting different system components (including storage unit 320 and processing unit 310).

[0151] The storage unit 320 stores program code, which can be executed by the processing unit 310 to perform the steps described in the explanatory section of this specification for various exemplary embodiments of the present invention. For example, the processing unit 310 can perform actions such as... Figure 1 The steps shown are as follows.

[0152] Storage unit 320 may include readable media in the form of volatile storage units, such as random access memory (RAM) 3201 and / or cache memory 3202, and may further include read-only memory (ROM) 3203.

[0153] Storage unit 320 may also include a program / utility 3204 having a set (at least one) program module 3205, such program module 3205 including but not limited to: operating system, one or more application programs, other program modules and program data, each or some combination of these examples may include an implementation of a network environment.

[0154] Bus 330 can represent one or more of several types of bus structures, including a memory cell bus or memory cell controller, a peripheral bus, a graphics acceleration port, a processing unit, or a local bus using any of the various bus structures.

[0155] Electronic device 30 can also communicate with one or more external devices 400 (e.g., keyboard, pointing device, Bluetooth device, etc.), and with one or more devices that enable a user to interact with electronic device 30, and / or with any device that enables electronic device 30 to communicate with one or more other computing devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 350. Input / output (I / O) interface 350 is connected to display unit 340. Furthermore, electronic device 30 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 360. As shown, network adapter 360 communicates with other modules of electronic device 30 via bus 330. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with electronic device 30, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0156] Through the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, terminal device, or network device, etc.) to execute the method according to the embodiments of this application.

[0157] In an exemplary embodiment of this application, a computer-readable storage medium is also provided, on which computer-readable instructions are stored, which, when executed by a computer's processor, cause the computer to perform the methods described in the above method embodiments.

[0158] According to one embodiment of this application, a program product for implementing the methods in the above-described method embodiments is also provided. This product may employ a portable compact disc read-only memory (CD-ROM) and include program code, and may run on a terminal device, such as a personal computer. However, the program product of this invention is not limited thereto. In this document, a readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, apparatus, or device.

[0159] The program product may employ any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0160] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium, capable of sending, propagating, or transmitting programs for use by or in conjunction with an instruction execution system, apparatus, or device.

[0161] The program code contained on the readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber, RF, etc., or any suitable combination thereof.

[0162] Program code for performing the operations of this invention can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as JAVA and C++, and conventional procedural programming languages ​​such as C or similar languages. The program code can execute entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0163] It should be noted that although several modules or units for the device used to perform actions have been mentioned in the detailed description above, this division is not mandatory. In fact, according to the embodiments of this application, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0164] Furthermore, although the steps of the method in this application are described in a specific order in the accompanying drawings, this does not require or imply that the steps must be performed in that specific order, or that all the steps shown must be performed to achieve the desired result. Additional or alternative steps may be omitted, multiple steps may be combined into one step, and / or a step may be broken down into multiple steps.

[0165] Through the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, mobile terminal, or network device, etc.) to execute the method according to the embodiments of this application.

[0166] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the appended claims.

Claims

1. A pressure relief control method for a high-pressure tank of a hybrid vehicle, characterized by, The hybrid vehicle employs a domain controller to centrally control the network nodes corresponding to each electronic control unit. The domain controller includes a first domain controller for detecting refueling requests, a second domain controller for power distribution control of each network node, and a third domain controller for controlling the fuel tank isolation valve. The method includes: In response to the detected refueling request, the first domain controller sends a refueling request; In response to the refueling request, the system detects whether the vehicle currently meets the refueling conditions. After confirming that the vehicle currently meets the refueling conditions, the system sends a fuel tank isolation valve power distribution request to the second domain controller and a fuel tank isolation valve opening request to the third domain controller. In response to the power distribution request of the tank isolation valve, the second domain controller distributes power to the tank isolation valve to support its normal operation. In response to the request to open the fuel tank isolation valve, the third domain controller controls the fuel tank isolation valve to open, thereby depressurizing the high-pressure fuel tank to support refueling.

2. The method according to claim 1, characterized in that, The method further includes: In response to the refueling request, if the vehicle is powered down, the first domain controller will wake up the PNC network of the network nodes where the high-pressure fuel tank is located.

3. The method according to claim 1, characterized in that, Check whether the vehicle currently meets the refueling requirements, including: Acquire vehicle speed signal, and detect the current vehicle speed based on the vehicle speed signal; If the vehicle speed signal is invalid, or if the current vehicle speed is lower than a preset vehicle speed threshold, then it is confirmed that the vehicle currently meets the refueling conditions.

4. The method according to claim 1, characterized in that, After the third domain controller controls the fuel tank isolation valve to open, it feeds back the fuel tank isolation valve's on / off status and fuel tank pressure to the engine controller. The method further includes: If the fuel tank isolation valve is confirmed to be in the open state based on the switch status of the fuel tank isolation valve, the engine controller will start the pressure relief timing. If, based on the time obtained from timing and the fuel tank pressure, it is confirmed that the fuel tank pressure drops to a preset pressure threshold within a preset time threshold, then the engine controller confirms that the pressure relief was successful. If, based on the time obtained from the timing and the fuel tank pressure, it is confirmed that the fuel tank pressure has not decreased to the pressure threshold within the time threshold, then the engine controller confirms that the pressure relief has failed.

5. The method according to claim 4, characterized in that, The engine controller is connected to the vehicle's display instrument panel, and the method further includes: After confirming that the fuel tank isolation valve is in the open state, the engine controller sends the corresponding pressure relief status information to the display instrument so that the display instrument displays information describing the pressure relief process. After confirming successful depressurization, the engine controller sends corresponding depressurization status information to the display instrument, so that the display instrument displays information describing the successful depressurization. After confirming the pressure relief failure, the engine controller sends the corresponding pressure relief status information to the display instrument, so that the display instrument displays information describing the pressure relief failure.

6. The method according to claim 4, characterized in that, The method further includes: After confirming successful depressurization, the engine controller sends a fuel tank cap opening request to the third domain controller; In response to the request to open the fuel tank cap, the third domain controller controls the opening of the fuel tank cap to support refueling of the high-pressure fuel tank.

7. The method according to claim 6, characterized in that, The method further includes: After the fuel tank cap is opened, if a fuel tank cap closing signal is detected, the third domain controller sends the fuel tank cap closing signal back to the engine controller. In response to the fuel tank cap closing signal, the engine controller sends a fuel tank isolation valve closing request to the third domain controller, a power distribution cancellation request to the second domain controller, and controls the PNC network where the high-voltage fuel tank is located to enter sleep mode.

8. The method according to claim 6, characterized in that, The method further includes: If the refueling time exceeds the preset refueling time threshold, the engine controller sends a request to the third domain controller to close the fuel tank isolation valve, sends a request to the second domain controller to cancel the power distribution, and controls the PNC network where the high-pressure fuel tank is located to enter sleep mode.

9. A pressure relief control device for a high-pressure fuel tank in a hybrid vehicle, characterized in that, The hybrid vehicle employs a domain controller to centrally control the network nodes corresponding to each electronic control unit. The domain controller includes a first domain controller for detecting refueling requests, a second domain controller for power distribution control of each network node, and a third domain controller for controlling the fuel tank isolation valve. The device includes: The refueling request detection module is configured to send a refueling request to the first domain controller in response to a detected refueling request; The refueling request response module is configured to respond to the refueling request by detecting whether the vehicle currently meets the refueling conditions, and after confirming that the vehicle currently meets the refueling conditions, sending a fuel tank isolation valve power distribution request to the second domain controller and a fuel tank isolation valve opening request to the third domain controller. The power distribution module is configured to, in response to the power distribution request of the tank isolation valve, the second domain controller distributes power to the tank isolation valve to support the normal operation of the tank isolation valve; The isolation valve opening module is configured to respond to the oil tank isolation valve opening request, and the third domain controller controls the oil tank isolation valve to open, thereby depressurizing the high-pressure oil tank to support refueling the high-pressure oil tank.

10. An electronic device, characterized in that, include: One or more processors; A storage device for storing one or more programs, which, when executed by the one or more processors, cause the electronic device to perform the method as described in any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that, It stores computer-readable instructions that, when executed by the processor of a computer, cause the computer to perform the method described in any one of claims 1 to 8.

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