Oil amount determination method and device of vehicle, electronic equipment and storage medium

Abstract

The application relates to a vehicle oil quantity determination method and device, an electronic device and a storage medium, the method comprising: determining a first correction coefficient based on a driving state of the vehicle when the vehicle is in an unfueled mode; wherein the first correction coefficient comprises a previous first correction coefficient or a second correction coefficient, and the second correction coefficient is determined based on a previous target oil quantity value, a target resistance value of an oil level float of an oil tank of the vehicle and a deviation proportion of instantaneous fuel injection quantity of an engine of the vehicle; and determining a current target oil quantity value based on the instantaneous fuel injection quantity of the engine, the first correction coefficient and the previous target oil quantity value. The application determines the corresponding first correction coefficient based on the driving state of the vehicle, thereby improving the accuracy of the first correction coefficient compared with the use of a fixed correction coefficient, and since the first correction coefficient corrects the target oil quantity value, the accuracy of determining the current target oil quantity value is improved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, specifically to a method and apparatus for determining the fuel level of a vehicle, electronic equipment, and storage medium. Background Technology

[0002] Knowing the vehicle's remaining fuel level allows users to accurately estimate the remaining driving range and serves as the basis for calculating the driving range. However, there is a significant margin of error in determining the vehicle's fuel level. Summary of the Invention

[0003] One objective of this application is to provide a method for determining the fuel level of a vehicle, in order to solve the problem of large deviations in the determination of the fuel level of a vehicle in the prior art; a second objective is to provide a device for determining the fuel level of a vehicle; a third objective is to provide an electronic device; and a fourth objective is to provide a computer-readable storage medium.

[0004] To achieve the above objectives, the technical solution adopted in this application is as follows: A method for determining the fuel level of a vehicle, the method comprising: When the vehicle is in an unfueled mode, a first correction coefficient is determined based on the vehicle's driving status; wherein, the first correction coefficient includes a previous first correction coefficient or a second correction coefficient, and the second correction coefficient is determined based on a previous target fuel quantity value, the target resistance value of the fuel level float of the vehicle's fuel tank, and the deviation ratio of the instantaneous fuel injection quantity of the vehicle's engine. The current target fuel quantity is determined based on the engine's instantaneous fuel injection quantity, the first correction coefficient, and the previous target fuel quantity value.

[0005] Based on the aforementioned technical means, on the one hand, the first correction coefficient is determined in real time by the vehicle's driving status, which improves the accuracy of the first correction coefficient compared to using a fixed correction coefficient. On the other hand, the current target fuel quantity is determined based on the obtained first correction coefficient, the engine's instantaneous fuel injection quantity, and the previous target fuel quantity value. Compared to not using a correction coefficient or using a fixed correction coefficient to determine the current target fuel quantity value, the accuracy of the current target fuel quantity value is improved because the first correction coefficient corrects the target fuel quantity value. Furthermore, due to the real-time update of the first correction coefficient, the target fuel quantity value can be corrected in real time during the determination process, making the target fuel quantity value smoother and more continuous.

[0006] Further, determining the first correction coefficient based on the vehicle's driving state includes: when the vehicle's driving state is a first driving state, using the second correction coefficient as the first correction coefficient; wherein the first driving state indicates that the vehicle is stationary or its speed change is less than a preset change value during a first time period; when the vehicle's driving state is a second driving state, determining the first correction coefficient based on at least one first resistance value of the oil level float during a second time period; wherein the second driving state indicates that the vehicle's speed change during the first time period is greater than the preset change value.

[0007] Based on the above technical means, the accuracy of the first correction coefficient is improved by selecting different methods to determine the first correction coefficient under different driving conditions.

[0008] Furthermore, determining the first correction coefficient based on at least one first resistance value of the oil level float within a second time period includes: if the at least one first resistance value satisfies the confidence condition, using the second correction coefficient as the first correction coefficient; if the at least one first resistance value does not satisfy the confidence condition, using the previous first correction coefficient as the first correction coefficient.

[0009] Based on the above technical means, when the vehicle is in the second driving state, the first correction coefficient is determined by multiple first resistance values ​​and confidence conditions of multiple oil level floats in the second time period, thereby improving the accuracy of the first correction coefficient.

[0010] Furthermore, the method also includes: determining the target resistance value of the fuel level float of the vehicle's fuel tank based on the vehicle's driving state; and determining the second correction coefficient based on the previous target fuel quantity value, the target resistance value of the fuel level float, and the deviation ratio of the instantaneous fuel injection quantity of the engine.

[0011] Based on the above technical means, on the one hand, the target resistance value of the oil level float is determined in real time according to the vehicle's driving status, which improves the accuracy of the target resistance value; on the other hand, the second correction coefficient is determined by the deviation ratio of the previous target oil quantity value, the target resistance value of the oil level float, and the instantaneous fuel injection quantity of the engine, which improves the accuracy of the second correction coefficient compared to using a fixed correction coefficient.

[0012] Further, determining the target resistance value of the fuel level float of the vehicle's fuel tank based on the vehicle's driving state includes: when the vehicle's driving state is a second driving state, determining at least one first target resistance value from at least one first resistance value of the fuel level float within a second time period; determining the target resistance value of the fuel level float based on the at least one first target resistance value; when the vehicle's driving state is a first driving state, determining at least one second target resistance value from at least one second resistance value of the fuel level float within a third time period; and determining the target resistance value of the fuel level float based on the at least one second target resistance value; wherein the third time period is shorter than the second time period.

[0013] Based on the above technical means, by selecting different methods under different driving conditions to determine the target resistance value of the oil level float, the accuracy of the target resistance value of the oil level float is improved.

[0014] Furthermore, determining the second correction coefficient based on the previous target fuel quantity value, the target resistance value of the fuel level float, and the deviation ratio of the engine's instantaneous fuel injection quantity includes: determining the first fuel quantity value corresponding to the fuel level float based on the target resistance value of the fuel level float and the slope value of the vehicle; determining the correction ratio based on the previous target fuel quantity value, the first fuel quantity value corresponding to the fuel level float, and the preset percentage of remaining fuel quantity; and determining the second correction coefficient based on the sum of the deviation ratio of the engine's instantaneous fuel injection quantity and the correction ratio.

[0015] Based on the above technical means, on the one hand, the first fuel quantity value is determined by the target resistance value and slope value of the fuel level float. Since the influence of slope, resistance value and other factors on the fuel quantity of the fuel level float is taken into account, the accuracy of the first fuel quantity value can be improved. On the other hand, the second correction coefficient is determined by the sum of the deviation ratio and the correction ratio of the instantaneous fuel injection quantity of the engine. Compared with using fixed correction parameters, the accuracy of determining the second correction coefficient is improved.

[0016] Further, determining the first fuel level value corresponding to the fuel level float based on the target resistance value of the fuel level float and the slope value of the vehicle includes: determining a second fuel level value matching the target resistance value of the fuel level float using a preset first correspondence relationship; wherein the first correspondence relationship represents the relationship between at least one resistance value and at least one fuel level value; determining a target fuel level correction coefficient matching the slope value of the vehicle using a preset second correspondence relationship; wherein the second correspondence relationship represents the relationship between at least one slope value and at least one fuel level correction coefficient; and determining the first fuel level value corresponding to the fuel level float based on the product between the second fuel level value and the target fuel level correction coefficient.

[0017] Based on the above technical means, on the one hand, by pre-establishing the correspondence between resistance value and oil quantity value, and the relationship between slope value and oil quantity correction coefficient, the determination time of the second oil quantity value and the target oil quantity correction coefficient can be shortened; on the other hand, by correcting the second oil quantity value in real time with the target oil quantity correction coefficient to obtain the first oil quantity value, the accuracy of the first oil quantity value is improved.

[0018] Furthermore, determining the current target fuel quantity value based on the engine's instantaneous fuel injection quantity, the first correction coefficient, and the previous target fuel quantity value includes: determining the engine's target instantaneous fuel injection quantity based on the product between the engine's instantaneous fuel injection quantity and the first correction coefficient; and determining the current target fuel quantity value based on the difference between the previous target fuel quantity value and the engine's target instantaneous fuel injection quantity.

[0019] Based on the above technical means, on the one hand, the instantaneous fuel injection quantity of the transmitter is corrected by the first correction coefficient to obtain the target instantaneous fuel injection quantity, thereby improving the accuracy of the target instantaneous fuel injection quantity; on the other hand, the current target fuel quantity value is determined by the difference between the previous target fuel quantity value and the target instantaneous fuel injection quantity, thereby correcting the current target fuel quantity value and improving the accuracy of the current target fuel quantity value.

[0020] A fuel level determination device for a vehicle, the device comprising: The first determining module is used to determine a first correction coefficient based on the vehicle's driving state when the vehicle is in an unrefueled mode; wherein the first correction coefficient includes a previous first correction coefficient or a second correction coefficient, and the second correction coefficient is determined based on a previous target fuel quantity value, the target resistance value of the fuel level float of the vehicle's fuel tank, and the deviation ratio of the instantaneous fuel injection quantity of the vehicle's engine. The second determining module is used to determine the current target fuel quantity value based on the instantaneous fuel injection quantity of the engine, the first correction coefficient, and the previous target fuel quantity value, thereby improving the accuracy of determining the current target fuel quantity value.

[0021] An electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that the processor executes some or all of the steps in the above-described method when executing the computer program.

[0022] A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements some or all of the steps in the above-described method.

[0023] The beneficial effects of this application are: (1) The first correction coefficient is determined in real time by the vehicle's driving status, which improves the accuracy of the first correction coefficient compared to using a fixed correction coefficient.

[0024] (2) The current target fuel quantity is determined by the first correction coefficient, the instantaneous fuel injection quantity of the engine and the previous target fuel quantity value. Since the first correction coefficient will correct the target fuel quantity value, the accuracy of the current target fuel quantity value is improved.

[0025] (3) By updating the first correction coefficient in real time, the target oil quantity value can be corrected in real time during the process of determining the target oil quantity value, making the target oil quantity value smoother and more continuous. Attached Figure Description

[0026] Figure 1 A flowchart illustrating a method for determining the fuel level of a vehicle provided in this application. Figure 1 ; Figure 2 A flowchart illustrating a method for determining the fuel level of a vehicle provided in this application. Figure 2 ; Figure 3 A flowchart illustrating a method for determining the fuel level of a vehicle provided in this application. Figure 3 ; Figure 4 A schematic diagram illustrating the fuel level display effect of a vehicle provided in this application; Figure 5 A schematic diagram of a vehicle fuel level determination device provided in an embodiment of this application; Figure 6 This is a schematic diagram of a hardware entity of an electronic device in an embodiment of this application. Detailed Implementation

[0027] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0028] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0029] In related technologies, there are two main methods for determining oil quantity: Method 1: The fuel level in the tank is determined in real time by using the resistance value of the fuel level float. However, the fuel level in the tank will fluctuate under conditions such as rapid acceleration, rapid deceleration, and slope, resulting in a large deviation in the determined fuel level.

[0030] Method 2: Based on the real-time determination of fuel tank level using the resistance value of the fuel tank float, this method adds judgment of vehicle status, dividing the remaining fuel level into multiple intervals. Different correction coefficients are used for different intervals. The fuel level is determined based on the correction coefficient corresponding to the instantaneous fuel injection quantity of the engine and the current remaining fuel level. This can cause the displayed fuel level value to jump, resulting in discontinuous fuel level output. Furthermore, because the correspondence between the correction coefficient and the remaining fuel level is not accurate enough, the deviation of the corrected instantaneous fuel injection quantity of the engine will continue to accumulate, ultimately leading to a large deviation in the displayed fuel level.

[0031] This application provides a method for determining the fuel level of a vehicle. On one hand, a first correction coefficient is determined in real-time based on the vehicle's driving status, improving the accuracy of the first correction coefficient compared to using a fixed correction coefficient. On the other hand, the current target fuel level is determined based on the obtained first correction coefficient, the engine's instantaneous fuel injection quantity, and the previous target fuel level value. Compared to determining the current target fuel level without a correction coefficient or using a fixed correction coefficient, the accuracy of the current target fuel level value is improved because the first correction coefficient corrects the target fuel level value. Furthermore, the real-time updating of the first correction coefficient allows for real-time correction of the target fuel level value during the determination process, resulting in a smoother and more continuous target fuel level value. The method provided in this application can be executed by an electronic device, which can be a laptop, tablet, desktop computer, vehicle terminal, set-top box, mobile device (e.g., mobile phone, portable music player, personal digital assistant, dedicated messaging device, portable gaming device), or a server. A server can be a standalone physical server, a server cluster or distributed system consisting of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDN), and big data and artificial intelligence platforms.

[0032] The technical solutions in the embodiments of this application will now be clearly and completely described with reference to the accompanying drawings.

[0033] Figure 1 A flowchart illustrating a method for determining the fuel level of a vehicle provided in this application. Figure 1 ,like Figure 1 As shown, the method may include the following steps S101 to S102, wherein: Step S101: When the vehicle is in an unfueled mode, a first correction coefficient is determined based on the vehicle's driving state; wherein, the first correction coefficient includes a previous first correction coefficient or a second correction coefficient, and the second correction coefficient is determined based on a previous target fuel quantity value, the target resistance value of the fuel level float of the vehicle's fuel tank, and the deviation ratio of the instantaneous fuel injection quantity of the vehicle's engine.

[0034] Here, "no refueling" mode indicates that the vehicle's fuel tank level has not increased within a unit of time. The vehicle's driving state can be any suitable state, such as a first driving state, a second driving state, etc. The first driving state indicates that the vehicle is stationary or its speed change is less than a preset value within a first time period. The second driving state indicates that the vehicle's speed change is greater than a preset value within the first time period. The preset value can be any suitable value, such as 2 km / h, 1.5 km / h, etc.

[0035] Because there is a discrepancy between the target fuel quantity and the actual fuel quantity, a correction factor can be used to adjust the target fuel quantity to make it closer to the actual fuel quantity. The correction factor (including a first correction factor, a previous first correction factor, and a second correction factor) can be any suitable coefficient, such as 1.03, 1.12, etc. The previous first correction factor refers to the correction factor used when determining the previous target fuel quantity, and this previous first correction factor can be stored in a database. In some embodiments, the previous first correction factor and the second correction factor can be the same or different.

[0036] In some implementations, when the vehicle is in a first driving state, the second correction factor is used as the first correction factor; when the vehicle is in a second driving state, the first correction factor is determined based on at least one first resistance value of the oil level float during a second time period.

[0037] The previous target fuel level refers to the target fuel level determined at the previous moment. In practice, the previous target fuel level can be any suitable fuel level, such as 40L (liters), 20L, etc.

[0038] The target resistance value of the oil level float is the resistance value corresponding to the current oil level float. This target resistance value can be any suitable resistance value, such as 150Ω (ohms), 180Ω, etc. The oil level float is a type of wound sliding resistor. The oil level float floats on the oil surface by buoyancy, and the position of the oil level float indicates the oil level. When the oil level in the tank changes, the resistance value of the sliding resistor will change accordingly, and thus the oil level in the tank can be determined based on the resistance value of the sliding resistor.

[0039] The instantaneous fuel injection quantity of a vehicle's engine characterizes the amount of fuel injected by the engine per unit time. This instantaneous fuel injection quantity can be any suitable fuel quantity value, such as 0.5L, 0.4L, etc. In some embodiments, the instantaneous fuel injection quantity of the engine can be obtained using the fuel injector's injection time and fuel injector's injection quantity. The fuel injector's injection time is controlled by an Electronic Control Unit (ECU). This injection time can be any suitable time, such as 0.5s, 0.2s, etc. The fuel injector's injection quantity is related to the engine's capacity, and this injection quantity can be any suitable fuel quantity value, such as 0.6L, 0.7L, etc.

[0040] The deviation percentage of instantaneous fuel injection quantity refers to the degree of deviation between the fuel quantity obtained by integrating the instantaneous fuel injection quantity over time and the actual fuel quantity. This deviation percentage can be any suitable ratio, such as 6%, 8%, etc.

[0041] The determination of the deviation ratio of instantaneous fuel injection quantity can be made in ways including, but not limited to, a first ratio, a weighted average / logarithmic / exponential average of the first ratio, etc. The first ratio refers to the ratio between the first difference and the actual fuel quantity. The first difference is the difference between the fuel quantity obtained by integrating the instantaneous fuel injection quantity over time and the actual fuel quantity. The actual fuel quantity can be measured in any suitable way. For example, using a chassis testing machine, a roller can be used to simulate the vehicle's driving conditions instead of the road surface, and the actual fuel quantity is obtained after the vehicle's fuel is depleted. Another example is by driving the vehicle on the road until the fuel is depleted, and obtaining the actual fuel quantity after the vehicle's fuel is depleted.

[0042] For example, a vehicle was measured to have a full fuel capacity of 50L after a chassis dynamometer test. After driving 1000km, the fuel was depleted. The fuel volume obtained by integrating the instantaneous fuel injection quantity over time was 47L. The total deviation between this and the fuel volume measured by the chassis dynamometer test was 3L. That is, the deviation of the instantaneous fuel injection quantity of the vehicle's engine accounted for 6% (3 / 50).

[0043] In some embodiments, step S101 includes step S11 or step S12, wherein: Step S11: When the vehicle is in a first driving state, the second correction coefficient is used as the first correction coefficient; wherein, the first driving state indicates that the vehicle is stationary or the speed change is less than a preset change value during a first time period.

[0044] Here, the first driving state refers to the vehicle being in a stable state. This stable state includes either a stationary state or a cruising state. The stationary state indicates that the vehicle is stationary within a first time period. The cruising state indicates that the vehicle speed change within the first time period is less than a preset change value. The first time period can be any suitable time period, such as 6 seconds, 10 seconds, etc. The preset change value can be any suitable value, such as 2 km / h, 1.5 km / h, etc.

[0045] Step S12: When the vehicle is in a second driving state, the first correction coefficient is determined based on at least one first resistance value of the oil level float in a second time period; wherein, the second driving state indicates that the vehicle speed change in the first time period is greater than the preset change value.

[0046] Here, the second driving state refers to the vehicle being in an unstable state, which indicates that the vehicle speed change is greater than a preset change value during the first time period.

[0047] In this embodiment, the accuracy of the first correction coefficient is improved by selecting different methods to determine the first correction coefficient under different driving conditions.

[0048] In some embodiments, the step S12 of "determining the first correction coefficient based on at least one first resistance value of the oil level float during a second time period" includes steps S121 and / or S122, wherein: Step S121: If the at least one first resistance value satisfies the confidence condition, the second correction coefficient is used as the first correction coefficient.

[0049] Here, confidence conditions refer to the conditions that must be met to ensure the reliability and validity of statistical inference. Meeting a confidence condition indicates that at least one first resistance value is a stable set of data. Confidence conditions can be any suitable condition, such as the variance / standard deviation / mean square deviation determined based on at least one first resistance value not exceeding a preset value. Preset values ​​can be any suitable value, such as 3.5, 3.8, etc.

[0050] In some implementations, at least one first resistance value can be filtered first to determine at least one first target resistance value, and then it can be determined whether the at least one first target resistance value meets the confidence condition. The filtering methods can include, but are not limited to, band-pass filtering, band-stop filtering, and low-pass filtering. For example, if the first resistance value includes 100 resistance values, these 100 resistance values ​​can be band-pass filtered to remove the 10 maximum values ​​and 10 minimum values, resulting in 80 resistance values ​​that can be used as the first target resistance value.

[0051] Step S122: If at least one first resistance value does not meet the confidence condition, the previous first correction coefficient is used as the first correction coefficient.

[0052] Here, the failure to meet the confidence condition indicates that at least one first resistance value is a set of unstable data. In this case, the previous first correction factor can be used as the first correction factor.

[0053] In this embodiment, when the vehicle is in the second driving state, the first correction coefficient is determined by multiple first resistance values ​​and confidence conditions of multiple oil level floats in the second time period, thereby improving the accuracy of the first correction coefficient.

[0054] Step S102: Determine the current target fuel quantity value based on the instantaneous fuel injection quantity of the engine, the first correction coefficient, and the previous target fuel quantity value.

[0055] Here, the previous target fuel quantity value can be no less than the current target fuel quantity value.

[0056] In some implementations, when the first correction factor is the previous first correction factor, the current target fuel quantity value is determined based on the engine's instantaneous fuel injection quantity, the previous first correction factor, and the previous target fuel quantity value.

[0057] In some implementations, when the first correction factor is the second correction factor, the current target fuel quantity value is determined based on the engine's instantaneous fuel injection quantity, the second correction factor, and the previous target fuel quantity value.

[0058] The determination of the current target fuel quantity value may include, but is not limited to, a first difference, a weighted average / logarithm / exponential average of the first difference, etc. For example, the first difference can be used as the current target fuel quantity value. The first difference refers to the difference between the previous target fuel quantity value and the engine's target instantaneous fuel injection quantity. The engine's target instantaneous fuel injection quantity is determined based on the engine's instantaneous fuel injection quantity and a first correction factor.

[0059] In this embodiment, on the one hand, the first correction coefficient is determined in real time based on the vehicle's driving status, which improves the accuracy of the first correction coefficient compared to using a fixed correction coefficient. On the other hand, the current target fuel quantity value is determined based on the obtained first correction coefficient, the engine's instantaneous fuel injection quantity, and the previous target fuel quantity value. Compared to determining the current target fuel quantity value without using a correction coefficient or using a fixed correction coefficient, the accuracy of the current target fuel quantity value is improved because the first correction coefficient corrects the target fuel quantity value. Furthermore, due to the real-time update of the first correction coefficient, the target fuel quantity value can be corrected in real time during the determination process, making the target fuel quantity value smoother and more continuous.

[0060] In some embodiments, step S102 includes steps S1021 to S1022, wherein: Step S1021: Determine the target instantaneous fuel injection quantity of the engine based on the product between the instantaneous fuel injection quantity of the engine and the first correction coefficient.

[0061] Here, the method for determining the target instantaneous fuel injection quantity may include, but is not limited to, the product, the weighted average / logarithm / exponent of the product, etc. For example, the product may be used as the target instantaneous fuel injection quantity.

[0062] In some implementations, the target instantaneous fuel injection quantity of the engine can be determined by the following formula (1-1). See formula (1-1): (1-1); In formula (1-1), This refers to the instantaneous fuel injection quantity of the engine. This is the first correction factor.

[0063] Step S1022: Determine the current target fuel quantity value based on the difference between the previous target fuel quantity value and the target instantaneous fuel injection quantity of the engine.

[0064] Here, the method for determining the current target fuel quantity value may include, but is not limited to, the difference, the weighted average / logarithm / exponent of the difference, etc. For example, the difference can be used as the current target fuel quantity value.

[0065] In some implementations, the current target oil quantity value can be determined using the following formulas (1-2). See formula (1-2): (1-2); In formula (1-2), The previous target oil quantity value, This refers to the target instantaneous fuel injection quantity for the engine.

[0066] In this embodiment, on the one hand, the instantaneous fuel injection quantity of the transmitter is corrected by the first correction coefficient to obtain the target instantaneous fuel injection quantity, thereby improving the accuracy of the target instantaneous fuel injection quantity; on the other hand, the current target fuel quantity value is determined by the difference between the previous target fuel quantity value and the target instantaneous fuel injection quantity, thereby correcting the current target fuel quantity value and improving the accuracy of the current target fuel quantity value.

[0067] Figure 2 A flowchart illustrating a method for determining the fuel level of a vehicle provided in this application. Figure 2 ,like Figure 2 As shown, the method may include the following steps S201 to S204, wherein: Step S201: Based on the driving state of the vehicle, determine the target resistance value of the fuel level float of the vehicle's fuel tank.

[0068] Here, the vehicle's driving state can be any suitable state, such as the first driving state, the second driving state, etc. The target resistance value of the oil level float can be any suitable value, such as 100Ω, 80Ω, etc.

[0069] The method for determining the target resistance value may include, but is not limited to, a specific third target resistance value, a weighted average of the third target resistance values, the average of at least one third target resistance value, or a weighted average of the averages. The third target resistance value is determined from at least one resistance value of the oil level float within a preset time period. The preset time period can be any suitable time period, such as 10 seconds, 20 seconds, etc. In implementation, the value of the preset time period is related to the vehicle's driving state. For example, the preset time period corresponding to the vehicle being in a first driving state may be shorter than the preset time period corresponding to the vehicle being in a second driving state. The number of resistance values ​​collected in different preset time periods may be different. For example, the number of resistance values ​​collected when the vehicle is in the first driving state may be less than the number of resistance values ​​collected when the vehicle is in the second driving state.

[0070] Step S202: Based on the previous target fuel quantity value, the target resistance value of the fuel level float, and the deviation ratio of the instantaneous fuel injection quantity of the vehicle's engine, determine the second correction coefficient.

[0071] Here, the previous target fuel quantity value can be any suitable fuel quantity value, such as 40L, 20L, etc. The deviation percentage of instantaneous fuel injection quantity refers to the degree of deviation between the fuel quantity obtained by integrating the instantaneous fuel injection quantity of the engine over time and the actual fuel quantity. This deviation percentage can be any suitable ratio, such as 6%, 8%, etc.

[0072] In some implementations, the second correction coefficient can be determined based on the deviation ratio between the correction ratio and the instantaneous fuel injection quantity of the engine. The correction ratio is determined based on the ratio of the previous target fuel quantity value, the first fuel quantity value corresponding to the fuel level float, and a preset remaining fuel quantity. The first fuel quantity value corresponding to the fuel level float is determined based on the target resistance value of the fuel level float and the slope value of the vehicle.

[0073] Step S203: When the vehicle is in an unrefueled mode, a first correction coefficient is determined based on the vehicle's driving state; wherein the first correction coefficient includes a previous first correction coefficient or a second correction coefficient.

[0074] Step S204: Determine the current target fuel quantity value based on the instantaneous fuel injection quantity of the engine, the first correction coefficient, and the previous target fuel quantity value.

[0075] Here, steps S203 to S204 correspond to steps S101 to S102 respectively. In implementation, the specific implementation methods of steps S101 to S102 can be referred to.

[0076] In this embodiment, on the one hand, the target resistance value of the oil level float is determined in real time according to the vehicle's driving status, which improves the accuracy of the target resistance value; on the other hand, the second correction coefficient is determined by the deviation ratio of the previous target oil quantity value, the target resistance value of the oil level float, and the instantaneous fuel injection quantity of the engine, which improves the accuracy of the second correction coefficient compared to using a fixed correction coefficient.

[0077] In some embodiments, step S201 includes step S21 or step S22, wherein: Step S21: When the vehicle is in a second driving state, determine at least one first target resistance value from at least one first resistance value of the oil level float in a second time period; and determine the target resistance value of the oil level float based on the at least one first target resistance value.

[0078] Here, the second driving state indicates that the vehicle speed change within the first time period is greater than a preset change value. The second time period can be any suitable time period, such as 30s, 20s, etc. The number of the first target resistance values ​​can be the same as or different from the number of the first resistance values. For example, if the first resistance values ​​include 100 resistance values, the 10 maximum values ​​and 10 minimum values ​​can be removed from these 100 resistance values, and the resulting 80 resistance values ​​can be used as the first target resistance values. Alternatively, all 100 resistance values ​​can be used as the first target resistance values.

[0079] The method for determining the target resistance value may include, but is not limited to, a first target resistance value, a weighted average of the first target resistance values, the average of all first target resistance values, and a weighted average of the averages. For example, the average of all first target resistance values ​​can be used as the target resistance value.

[0080] Step S22: When the vehicle is in a first driving state, determine at least one second target resistance value from at least one second resistance value of the oil level float in a third time period; determine the target resistance value of the oil level float based on the at least one second target resistance value; wherein the third time period is shorter than the second time period.

[0081] Here, the first driving state indicates that the vehicle is stationary or its speed change is less than a preset value during a first time period. The third time period can be any suitable time period, such as 5 seconds, 10 seconds, etc. The number of the second target resistance values ​​can be the same as or different from the number of the second resistance values. For example, if the second resistance values ​​include 20 resistance values, the two maximum values ​​and two minimum values ​​can be removed from these 20 resistance values, and the resulting 16 resistance values ​​can be used as the second target resistance values. Alternatively, all 20 resistance values ​​can be used as the second target resistance values.

[0082] The method for determining the target resistance value may include, but is not limited to, a second target resistance value, a weighted average of the second target resistance values, the average of each second target resistance value, or a weighted average of the averages. For example, the average of each second target resistance value can be used as the target resistance value.

[0083] In this embodiment, the accuracy of the target resistance value of the oil level float is improved by selecting different methods to determine the target resistance value of the oil level float under different driving conditions.

[0084] In some embodiments, step S202 includes steps S2021 to S2023, wherein: Step S2021: Based on the target resistance value of the oil level float and the slope value of the vehicle, determine the first oil quantity value corresponding to the oil level float.

[0085] Here, the target resistance value of the fuel level float can be any suitable value, such as 100Ω, 80Ω, etc. The gradient value is the ratio of the slope height to the horizontal distance, and the gradient value can be expressed as a percentage, fraction, etc. For example, when the slope height is 2m and the horizontal distance is 20m, the gradient value can be 10% or 1 / 10. In some embodiments, the first fuel level value corresponding to the fuel level float can be determined based on the product of the second fuel level value and the target fuel level correction factor. The second fuel level value is determined by the target resistance value of the fuel level float and the first correspondence, and the target fuel level correction factor is determined by the vehicle's gradient value and the second correspondence.

[0086] Step S2022: Based on the previous target oil quantity value, the first oil quantity value corresponding to the oil level float, and the preset percentage of remaining oil quantity, determine the correction percentage.

[0087] Here, a preset percentage of remaining fuel is used to eliminate fuel quantity deviation. This preset percentage can be any suitable percentage, such as 50%, 60%, etc. The correction percentage can be determined by a first ratio, which is the ratio between a first value and a second value. The first value is determined based on the previous target fuel quantity value, the first fuel quantity value, and the percentage of remaining fuel, while the second value is determined based on the previous target fuel quantity value and the percentage of remaining fuel. The correction percentage can be any suitable value, such as 1.03, 1.05, etc. The method for determining the correction percentage can include, but is not limited to, the first ratio, a weighted average / logarithm / exponentiation of the first ratio, etc.

[0088] In some implementations, the correction percentage can be determined using the following formulas (1-3). See formula (1-3): (1-3); In formula (1-3), The previous target oil quantity value, This is the first oil quantity value corresponding to the oil level float. This represents the percentage of the remaining oil as preset.

[0089] Step S2023: Determine the second correction coefficient based on the sum of the deviation ratio of the instantaneous fuel injection quantity of the engine and the correction ratio.

[0090] In some implementations, the second correction factor can be determined using the following formulas (1-4). See formula (1-4): (1-4); In formula (1-4), To correct the proportion, This represents the percentage deviation of the engine's instantaneous fuel injection quantity.

[0091] In this embodiment, on the one hand, the first fuel quantity value is determined by the target resistance value and slope value of the fuel level float. Since the influence of slope, resistance value and other factors on the fuel quantity of the fuel level float is taken into account, the accuracy of the first fuel quantity value can be improved. On the other hand, the second correction coefficient is determined by the sum of the deviation ratio and the correction ratio of the instantaneous fuel injection quantity of the engine. Compared with using fixed correction parameters, the accuracy of determining the second correction coefficient is improved.

[0092] In some embodiments, step S2021 includes steps S31 to S33, wherein: Step S31: Using a preset first correspondence, determine a second oil quantity value that matches the target resistance value of the oil level float; wherein, the first correspondence represents the relationship between at least one resistance value and at least one oil quantity value.

[0093] Here, the second oil quantity value can be any suitable value, such as 15L, 38L, etc. The first correspondence can be represented in any suitable way, such as a table, key-value pairs, etc. In implementation, the same oil tank binding method as that of a vehicle can be used on a test bench to simulate the state where the vehicle's oil tank is stationary on the vehicle without any slope. The resistance values ​​of the floats at different oil levels are tested to obtain the second oil quantity values ​​corresponding to them, and the first correspondence in Table 1 below is established.

[0094] Table 1. Correspondence between the resistance value of the oil level float and the second oil quantity value Resistance value of oil level float Resistance value 1 Resistance value 2 … resistance value n Second fuel level Second fuel level 1 Second fuel level 2 … Second fuel quantity value n During implementation, a second oil quantity value matching the target resistance value can be obtained from Table 1.

[0095] Step S32: Using a preset second correspondence, determine a target fuel quantity correction coefficient that matches the slope value of the vehicle; wherein, the second correspondence represents the relationship between at least one slope value and at least one fuel quantity correction coefficient.

[0096] Here, the target fuel level correction factor is the difference coefficient between the fuel level of a vehicle parked on a straight road and remaining stationary and the fuel level of a vehicle parked on different slopes. The target fuel level correction factor can be any suitable number, such as 1.06, 1.024, etc.

[0097] The second correspondence can be represented in any suitable way, such as tables, key-value pairs, etc. Since both the slope value and the second fuel quantity value may affect the fuel quantity correction coefficient, the relationship between the second fuel quantity value and the fuel quantity correction coefficient can be measured first under the same slope value. If the fuel quantity correction coefficient does not change with the second fuel quantity value, then the influencing factor of the fuel quantity correction coefficient only includes the slope value. In this case, the second correspondence represents the relationship between at least one slope value and at least one fuel quantity correction coefficient. In implementation, the second correspondence shown in Table 2.1 can be established based on the measured values. If the fuel quantity correction coefficient changes with the second fuel quantity value, then the influencing factor of the fuel quantity correction coefficient includes both the slope value and the second fuel quantity value. In this case, the second correspondence represents the relationship between at least one slope value, at least one fuel quantity percentage, and at least one fuel quantity correction coefficient. In implementation, the second correspondence shown in Table 2.2 can be established based on the measured values.

[0098] Table 2.1 Target fuel quantity correction coefficients corresponding to a certain vehicle's gradient value Slope value -n% … -5% 0 5% … n% Target oil quantity correction factor … … 1.06 1 1.04 … … Table 2.2 Target Fuel Correction Factors Corresponding to Gradient Value and Fuel Percentage for a Certain Vehicle Oil percentage / slope value -n% … -5% 0 5% … n% 100% … … 1.06 1 1.04 … … 70% … … 1.056 1 1.024 … … 40% … … 1.046 1 1.014 … … 10% … … 1.036 1 1.0104 … … Step S33: Determine the first oil quantity value corresponding to the oil level float based on the product between the second oil quantity value and the target oil quantity correction coefficient.

[0099] Here, the method for determining the first oil quantity value corresponding to the oil level float may include, but is not limited to, the product, the weighted average / logarithm / exponent of the product, etc. For example, the product may be used as the first oil quantity value corresponding to the oil level float.

[0100] In some implementations, the product can be determined using the following formulas (1-5). See formula (1-5): (1-5); In formula (1-5), This is the second oil quantity value. This is the target oil quantity correction factor.

[0101] In this embodiment, on the one hand, by pre-establishing the correspondence between resistance value and oil quantity value, and the relationship between slope value and oil quantity correction coefficient, the determination time of the second oil quantity value and the target oil quantity correction coefficient can be shortened; on the other hand, by correcting the second oil quantity value in real time with the target oil quantity correction coefficient to obtain the first oil quantity value, the accuracy of the first oil quantity value is improved.

[0102] The following describes the application of the vehicle fuel quantity determination method provided in the embodiments of this application in a real-world scenario.

[0103] In related technologies, there are two main methods for determining oil quantity: Method 1: The fuel level in the tank is determined in real time by using the resistance value of the fuel level float. However, the fuel level in the tank will fluctuate under conditions such as rapid acceleration, rapid deceleration, and slope, resulting in a large deviation in the determined fuel level.

[0104] Method 2: Based on the real-time determination of fuel tank level using the resistance value of the fuel tank float, this method adds judgment of vehicle status, dividing the remaining fuel level into multiple intervals. Different correction coefficients are used for different intervals. The fuel level is determined based on the correction coefficient corresponding to the instantaneous fuel injection quantity of the engine and the current remaining fuel level. This can cause the displayed fuel level value to jump, resulting in discontinuous fuel level output. Furthermore, because the correspondence between the correction coefficient and the remaining fuel level is not accurate enough, the deviation of the corrected instantaneous fuel injection quantity of the engine will continue to accumulate, ultimately leading to a large deviation in the displayed fuel level.

[0105] This application provides a method for determining the fuel level of a vehicle. On one hand, a first correction coefficient is determined in real time based on the vehicle's driving state, which improves the accuracy of the first correction coefficient compared to using a fixed correction coefficient. On the other hand, the current target fuel level is determined based on the obtained first correction coefficient, the instantaneous fuel injection quantity of the engine, and the previous target fuel level value. Compared to determining the current target fuel level value without using a correction coefficient or using a fixed correction coefficient, the accuracy of the current target fuel level value is improved because the first correction coefficient corrects the target fuel level value. Furthermore, due to the real-time update of the first correction coefficient, the target fuel level value can be corrected in real time during the determination process, making the target fuel level value smoother and more continuous.

[0106] Figure 3 A flowchart illustrating a method for determining the fuel level of a vehicle provided in this application. Figure 3 ,like Figure 3 As shown, the method may include the following steps S301 to S311, wherein: Step S301: Determine if the vehicle is in unfueled mode. If yes, proceed to step S302; otherwise, end the process. Step S302: Determine whether the vehicle's driving state is the first driving state. If yes, proceed to step S304; otherwise, the vehicle's driving state is the second driving state, and proceed to step S303. Step S303: Determine whether at least one first resistance value of the fuel level float of the vehicle's fuel tank meets the confidence condition during the second time period. If yes, proceed to step S304; otherwise, proceed to step S310. Step S304: Using a preset first correspondence, determine the second oil quantity value that matches the target resistance value of the oil level float; Step S305: Using the preset second correspondence, determine the target fuel quantity correction coefficient that matches the vehicle's slope value; Step S306: Determine the first oil quantity value corresponding to the oil level float based on the product between the second oil quantity value and the target oil quantity correction coefficient; Step S307: Determine the correction ratio based on the previous target oil quantity value, the first oil quantity value corresponding to the oil level float, and the preset percentage of remaining oil quantity; Step S308: Determine the second correction coefficient based on the sum of the deviation ratio and the correction ratio of the instantaneous fuel injection quantity of the engine; Step S309: Determine the current target fuel quantity value based on the engine's instantaneous fuel injection quantity, the second correction coefficient, and the previous target fuel quantity value; Here, after completing step S309, proceed to step S311.

[0107] Step S310: Determine the current target fuel quantity value based on the engine's instantaneous fuel injection quantity, the previous first correction coefficient, and the previous target fuel quantity value.

[0108] Step S311: Display the current target fuel level in the vehicle.

[0109] Figure 4 This application provides a schematic diagram illustrating the fuel level display effect of a vehicle. Figure 4 As shown, the target fuel quantity value 41 determined directly by the resistance value of the fuel level float in the vehicle's fuel tank is fluctuating and unstable. After adopting the fuel quantity determination method of this application, the target fuel quantity value 42 is smooth and continuous.

[0110] Based on the above embodiments, this application provides a vehicle fuel level determination device. Figure 5 This is a schematic diagram of a vehicle fuel level determination device provided in an embodiment of this application, as shown below. Figure 5 As shown, the vehicle fuel level determination device 500 includes a first determination module 501 and a second determination module 502, wherein: The first determining module 501 is used to determine a first correction coefficient based on the vehicle's driving state when the vehicle is in an unrefueled mode; wherein the first correction coefficient includes a previous first correction coefficient or a second correction coefficient, and the second correction coefficient is determined based on a previous target fuel quantity value, the target resistance value of the fuel level float of the vehicle's fuel tank, and the deviation ratio of the instantaneous fuel injection quantity of the vehicle's engine. The second determining module 502 is used to determine the current target fuel quantity value based on the instantaneous fuel injection quantity of the engine, the first correction coefficient, and the previous target fuel quantity value.

[0111] In some embodiments, the first determining module 501 is further configured to: when the vehicle's driving state is a first driving state, use the second correction coefficient as the first correction coefficient; wherein the first driving state indicates that the vehicle is stationary or the speed change is less than a preset change value during a first time period; when the vehicle's driving state is a second driving state, determine the first correction coefficient based on at least one first resistance value of the oil level float during a second time period; wherein the second driving state indicates that the vehicle's speed change during the first time period is greater than the preset change value.

[0112] In some embodiments, the first determining module 501 is further configured to: use the second correction coefficient as the first correction coefficient when the at least one first resistance value satisfies the confidence condition; and use the previous first correction coefficient as the first correction coefficient when the at least one first resistance value does not satisfy the confidence condition.

[0113] In some embodiments, the fuel quantity determination device 500 further includes a third determination module 503, configured to: determine the target resistance value of the fuel level float of the vehicle's fuel tank based on the vehicle's driving state; and determine the second correction coefficient based on the previous target fuel quantity value, the target resistance value of the fuel level float, and the deviation ratio of the instantaneous fuel injection quantity of the engine.

[0114] In some embodiments, the third determining module 503 is further configured to: determine at least one first target resistance value from at least one first resistance value of the oil level float within a second time period when the vehicle is in a second driving state; determine a target resistance value of the oil level float based on the at least one first target resistance value; determine at least one second target resistance value from at least one second resistance value of the oil level float within a third time period when the vehicle is in a first driving state; and determine a target resistance value of the oil level float based on the at least one second target resistance value; wherein the third time period is shorter than the second time period.

[0115] In some embodiments, the third determining module 503 is further configured to: determine a first fuel quantity value corresponding to the fuel level float based on the target resistance value of the fuel level float and the slope value of the vehicle; determine a correction ratio based on the previous target fuel quantity value, the first fuel quantity value corresponding to the fuel level float, and the preset percentage of remaining fuel quantity; and determine a second correction coefficient based on the sum of the deviation percentage of the instantaneous fuel injection quantity of the engine and the correction ratio.

[0116] In some embodiments, the third determining module 503 is further configured to: determine a second fuel quantity value matching the target resistance value of the fuel level float using a preset first correspondence relationship; wherein the first correspondence relationship characterizes the relationship between at least one resistance value and at least one fuel quantity value; determine a target fuel quantity correction coefficient matching the slope value of the vehicle using a preset second correspondence relationship; wherein the second correspondence relationship characterizes the relationship between at least one slope value and at least one fuel quantity correction coefficient; and determine a first fuel quantity value corresponding to the fuel level float based on the product between the second fuel quantity value and the target fuel quantity correction coefficient.

[0117] In some embodiments, the second determining module 502 is further configured to: determine the target instantaneous fuel injection quantity of the engine based on the product between the instantaneous fuel injection quantity of the engine and the first correction coefficient; and determine the current target fuel injection quantity value based on the difference between the previous target fuel quantity value and the target instantaneous fuel injection quantity of the engine.

[0118] This embodiment also proposes a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement some or all of the steps in the above method.

[0119] This embodiment also proposes a computer-readable storage medium storing a computer program that, when executed by a processor, implements some or all of the steps in the above-described method. The computer-readable storage medium can be transient or non-transient.

[0120] This embodiment also proposes a computer program including computer-readable code, wherein when the computer-readable code is run in a computer device, a processor in the computer device performs some or all of the steps for implementing the above-described method.

[0121] This embodiment also proposes a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program. When the computer program is read and executed by a computer, it implements some or all of the steps in the above-described method. This computer program product can be implemented specifically through hardware, software, or a combination thereof. In some embodiments, the computer program product is specifically embodied as a computer storage medium; in other embodiments, the computer program product is specifically embodied as a software product, such as a software development kit (SDK), etc.

[0122] It should be noted that the descriptions of the various embodiments above tend to emphasize the differences between them, while their similarities or commonalities can be referred to interchangeably. The descriptions of the above embodiments of the device, storage medium, computer program, and computer program product are similar to the descriptions of the above method embodiments and have similar beneficial effects. For technical details not disclosed in the embodiments of the device, storage medium, computer program, and computer program product of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0123] It should be noted that, Figure 6 This is a schematic diagram of a hardware entity of an electronic device in an embodiment of this application, such as... Figure 6 As shown, the hardware entity of the electronic device 600 includes: a processor 601, a communication interface 602, and a memory 603, wherein: The processor 601 typically controls the overall operation of the electronic device 600.

[0124] Communication interface 602 enables electronic devices to communicate with other terminals or servers via a network.

[0125] The memory 603 is configured to store instructions and applications executable by the processor 601, and can also cache data to be processed or already processed (e.g., image data, audio data, voice communication data, and video communication data) in the processor 601 and various modules in the electronic device 600. It can be implemented using flash memory or random access memory (RAM). Data transfer between the processor 601, the communication interface 602, and the memory 603 can be performed via bus 604.

[0126] The above embodiments are merely preferred embodiments provided to fully illustrate this application, and the scope of protection of this application is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on this application are all within the scope of protection of this application.

Claims

1. A method for determining the fuel level of a vehicle, characterized in that, The method includes: When the vehicle is in an unrefueled mode, a first correction coefficient is determined based on the vehicle's driving status. This first correction coefficient includes either a previous first correction coefficient or a second correction coefficient. The second correction coefficient is determined based on a previous target fuel quantity value, the target resistance value of the fuel level float in the vehicle's fuel tank, and the deviation percentage of the instantaneous fuel injection quantity of the vehicle's engine. The deviation percentage of the instantaneous fuel injection quantity refers to the degree of deviation between the fuel quantity obtained by integrating the instantaneous fuel injection quantity over time and the actual fuel quantity. The target instantaneous fuel injection quantity of the engine is determined based on the product of the instantaneous fuel injection quantity of the engine and the first correction coefficient; the current target fuel injection quantity value is determined based on the difference between the previous target fuel quantity value and the target instantaneous fuel injection quantity of the engine. Determining the first correction coefficient based on the vehicle's driving state includes: When the vehicle is in a first driving state, the second correction coefficient is used as the first correction coefficient; wherein, the first driving state indicates that the vehicle is stationary or the speed change is less than a preset change value during a first time period; when the vehicle is in a second driving state, the first correction coefficient is determined based on at least one first resistance value of the oil level float during a second time period; wherein, the second driving state indicates that the speed change of the vehicle during the first time period is greater than the preset change value. Based on the previous target fuel quantity value, the target resistance value of the fuel level float, and the deviation ratio of the engine's instantaneous fuel injection quantity, the second correction coefficient is determined, including: Based on the target resistance value of the oil level float and the slope value of the vehicle, a first oil quantity value corresponding to the oil level float is determined; based on the previous target oil quantity value, the first oil quantity value corresponding to the oil level float, and the percentage of the preset remaining oil quantity, a correction percentage is determined; based on the sum of the deviation percentage of the instantaneous fuel injection quantity of the engine and the correction percentage, a second correction coefficient is determined.

2. The determination method according to claim 1, characterized in that, Determining the first correction coefficient based on at least one first resistance value of the oil level float during a second time period includes: If at least one first resistance value satisfies the confidence condition, the second correction factor shall be used as the first correction factor; If at least one first resistance value does not meet the confidence condition, the previous first correction factor shall be used as the first correction factor.

3. The determining method according to claim 1 or 2, characterized in that, The method further includes: Based on the vehicle's driving status, the target resistance value of the fuel level float in the vehicle's fuel tank is determined.

4. The determination method according to claim 3, characterized in that, Determining the target resistance value of the fuel level float in the vehicle's fuel tank based on the vehicle's driving state includes: When the vehicle is in a second driving state, at least one first target resistance value is determined from at least one first resistance value of the oil level float during a second time period; based on the at least one first target resistance value, a target resistance value of the oil level float is determined. When the vehicle is in a first driving state, at least one second target resistance value is determined from at least one second resistance value of the oil level float during a third time period; based on the at least one second target resistance value, a target resistance value of the oil level float is determined; wherein the third time period is shorter than the second time period.

5. The determination method according to claim 1, characterized in that, The determination of the first fuel level value corresponding to the fuel level float based on the target resistance value of the fuel level float and the slope value of the vehicle includes: Using a preset first correspondence, a second oil quantity value that matches the target resistance value of the oil level float is determined; wherein, the first correspondence represents the relationship between at least one resistance value and at least one oil quantity value; Using a preset second correspondence, a target fuel quantity correction coefficient matching the slope value of the vehicle is determined; wherein, the second correspondence represents the relationship between at least one slope value and at least one fuel quantity correction coefficient; The first oil quantity value corresponding to the oil level float is determined based on the product between the second oil quantity value and the target oil quantity correction coefficient.

6. A device for determining the fuel level of a vehicle, characterized in that, The device includes: The first determining module is used to determine a first correction coefficient based on the vehicle's driving state when the vehicle is in an unrefueled mode; wherein the first correction coefficient includes a previous first correction coefficient or a second correction coefficient, the second correction coefficient being determined based on a previous target fuel quantity value, the target resistance value of the fuel level float of the vehicle's fuel tank, and the deviation ratio of the instantaneous fuel injection quantity of the vehicle's engine; the deviation ratio of the instantaneous fuel injection quantity refers to the degree of deviation between the fuel quantity obtained by integrating the instantaneous fuel injection quantity of the engine over time and the actual fuel quantity. The second determining module is used to determine the target instantaneous fuel injection quantity of the engine based on the product between the instantaneous fuel injection quantity of the engine and the first correction coefficient; and to determine the current target fuel injection quantity value based on the difference between the previous target fuel quantity value and the target instantaneous fuel injection quantity of the engine. The first determining module is further configured to, when the vehicle's driving state is a first driving state, use the second correction coefficient as the first correction coefficient; wherein the first driving state indicates that the vehicle is stationary or the speed change is less than a preset change value during a first time period; and when the vehicle's driving state is a second driving state, determine the first correction coefficient based on at least one first resistance value of the oil level float during a second time period; wherein the second driving state indicates that the vehicle's speed change during the first time period is greater than the preset change value. The third determining module is used to determine the first fuel quantity value corresponding to the fuel level float based on the target resistance value of the fuel level float and the slope value of the vehicle; to determine the correction ratio based on the previous target fuel quantity value, the first fuel quantity value corresponding to the fuel level float and the preset percentage of remaining fuel quantity; and to determine the second correction coefficient based on the sum of the deviation percentage of the instantaneous fuel injection quantity of the engine and the correction ratio.

7. 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 method according to any one of claims 1 to 5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the method according to any one of claims 1 to 5.

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