Vehicle fuel desorption control method, device, equipment and storage medium

Abstract

The application discloses a vehicle fuel desorption control method, device, equipment and storage medium, and belongs to the technical field of vehicle control. The method comprises the following steps: obtaining a fuel closed-loop control coefficient of a vehicle; calculating oil vapor load in a carbon canister of the vehicle based on the fuel closed-loop control coefficient; calculating a current saturation degree of the carbon canister; controlling the carbon canister to perform desorption at a first desorption flow rate based on the current saturation degree of the carbon canister being greater than or equal to a first threshold value, controlling the carbon canister to perform desorption at a second desorption flow rate based on the current saturation degree of the carbon canister being less than or equal to a second threshold value, and controlling the carbon canister to perform desorption at a current desorption state based on the current saturation degree of the carbon canister being less than the first threshold value and greater than the second threshold value; calculating a fuel evaporation coefficient based on the desorption flow rate of the carbon canister and the oil vapor load; and prompting that there is a risk of fuel deterioration based on the fuel evaporation coefficient being less than a third threshold value. The method guarantees use before fuel deterioration, improves fuel utilization, and prolongs the shelf life of fuel.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a control method, device, equipment and storage medium for vehicle fuel desorption. Background Technology

[0002] For vehicles that rely on fuel as a secondary energy source, they often operate in non-fuel mode, resulting in prolonged fuel storage in the tank. During this extended storage period, fuel quality deteriorates due to prolonged evaporation. Therefore, controlling fuel desorption and preventing prolonged evaporation is crucial for maintaining fuel quality. Summary of the Invention

[0003] This application provides a method, apparatus, device, and storage medium for controlling fuel desorption in vehicles, which can be used to solve the problem of prolonged fuel evaporation. The technical solution is as follows:

[0004] On one hand, embodiments of this application provide a method for controlling fuel desorption in a vehicle, the method comprising:

[0005] Obtain the vehicle's fuel closed-loop control coefficients;

[0006] The oil vapor load in the vehicle's charcoal canister is calculated based on the fuel closed-loop control coefficient.

[0007] Calculate the current saturation of the carbon canister;

[0008] Based on the current saturation of the carbon canister being greater than or equal to a first threshold, the carbon canister is controlled to desorb at a first desorption flow rate. Based on the current saturation of the carbon canister being less than or equal to a second threshold, the carbon canister is controlled to desorb at a second desorption flow rate. Based on the current saturation of the carbon canister being less than the first threshold and greater than the second threshold, the carbon canister is controlled to desorb at the current desorption state, where the first threshold is greater than the second threshold and the first desorption flow rate is greater than the second desorption flow rate.

[0009] The fuel oil evaporation coefficient is calculated based on the desorption flow rate of the charcoal canister and the oil vapor load.

[0010] The fact that the fuel evaporation coefficient is less than the third threshold indicates a risk of fuel deterioration.

[0011] On the other hand, a control device for vehicle fuel desorption is provided, the device comprising:

[0012] The acquisition module is used to acquire the vehicle's fuel closed-loop control coefficients;

[0013] The first calculation module is used to calculate the oil vapor load in the vehicle's charcoal canister based on the fuel closed-loop control coefficient.

[0014] The second calculation module is used to calculate the current saturation of the carbon canister;

[0015] The control module is configured to control the carbon canister to desorb at a first desorption flow rate based on the current saturation of the carbon canister being greater than or equal to a first threshold, control the carbon canister to desorb at a second desorption flow rate based on the current saturation of the carbon canister being less than or equal to a second threshold, and control the carbon canister to desorb at the current desorption state based on the current saturation of the carbon canister being less than the first threshold and greater than the second threshold, wherein the first threshold is greater than the second threshold.

[0016] The third calculation module is used to calculate the fuel evaporation coefficient based on the desorption flow rate of the charcoal canister and the oil vapor load.

[0017] The alert module is used to alert users that the fuel is at risk of deterioration if the fuel evaporation coefficient is less than a third threshold.

[0018] On the other hand, a computer device is provided, the computer device including a processor and a memory, the memory storing at least one computer program, the at least one computer program being loaded and executed by the processor to enable the computer device to implement any of the above-described vehicle fuel desorption control methods.

[0019] On the other hand, a computer-readable storage medium is also provided, wherein at least one computer program is stored in the computer-readable storage medium, the at least one computer program being loaded and executed by a processor to enable a computer to implement any of the above-described vehicle fuel desorption control methods.

[0020] On the other hand, a computer program product or computer program is also provided, the computer program product or computer program including 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 the processor executes the computer instructions, causing the computer device to perform any of the vehicle fuel desorption control methods described above.

[0021] The technical solution provided in this application brings at least the following beneficial effects:

[0022] This application calculates the oil vapor load in the charcoal canister by determining the vehicle's fuel closed-loop control coefficient, and then selects the desorption flow rate of the charcoal canister based on its current saturation. If the current saturation of the charcoal canister is greater than or equal to a first threshold, the charcoal canister is controlled to desorb at a first desorption flow rate. This first desorption flow rate is relatively large to quickly reduce the saturation of the charcoal canister, preventing it from reaching its upper saturation limit and allowing oil vapor to be emitted into the air, thereby improving fuel utilization. If the current saturation of the charcoal canister is less than or equal to a second threshold, the charcoal canister is controlled to desorb at a second desorption flow rate. This second desorption flow rate is relatively small, thereby reducing the decrease in fuel volatility and extending the fuel's shelf life. Furthermore, the fuel evaporation coefficient is calculated using the charcoal canister desorption flow rate and oil vapor load. When the fuel evaporation coefficient is less than a third threshold, the user is alerted that the fuel is at risk of deterioration and needs to be used as soon as possible, thus ensuring that the fuel is used before it deteriorates. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of an implementation environment provided in an embodiment of this application;

[0025] Figure 2 This is a flowchart of a vehicle fuel desorption control method provided in an embodiment of this application;

[0026] Figure 3 This is a control flowchart for vehicle fuel desorption provided in an embodiment of this application;

[0027] Figure 4 This is another control flowchart for vehicle fuel desorption provided in an embodiment of this application;

[0028] Figure 5 This is a control logic architecture diagram of vehicle fuel desorption provided in an embodiment of this application;

[0029] Figure 6 This is an interaction diagram between an in-vehicle computing device and a display screen installed on the vehicle, provided in an embodiment of this application.

[0030] Figure 7 This is a schematic diagram of a vehicle fuel desorption control device provided in an embodiment of this application. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0032] This application provides a method for controlling fuel desorption in vehicles. Please refer to... Figure 1 The diagram illustrates the implementation environment of the method provided in this application embodiment. This implementation environment may include: a vehicle's fuel tank 11, charcoal canister 12, solenoid valve 13, and vehicle engine intake manifold 14.

[0033] Optionally, the air inlet of the charcoal canister 12 is directly connected to the fuel tank 11, and the charcoal canister 12 adsorbs the oil vapor from the fuel tank 11. A solenoid valve 13 is located at the exhaust port of the charcoal canister 12, controlling the connection between the exhaust port of the charcoal canister 12 and the intake manifold 14 of the vehicle engine. When the solenoid valve 13 is closed, oil vapor from the fuel tank 11 enters the charcoal canister 12 and is adsorbed by it; when the solenoid valve 13 is open, the oil vapor in the charcoal canister 12 desorbs and enters the intake manifold 14 of the vehicle engine for combustion.

[0034] Based on the above Figure 1 The implementation environment shown in this application provides a vehicle fuel desorption control method, such as... Figure 2 As shown, taking the application of this method to an on-board computing device equipped with an exhaust gas recirculation system as an example, the method includes steps 201-206.

[0035] In step 201, the fuel closed-loop control coefficient of the vehicle is obtained.

[0036] In one possible implementation, the fuel closed-loop control coefficient refers to the parameter in the fuel injection system that adjusts the fuel supply based on the engine's current operating state and feedback signals. The fuel closed-loop control coefficient is determined by the manufacturing error of the air-fuel mixture system and the amount of fuel vapor entering engine combustion. Alternatively, the amount of fuel vapor entering engine combustion can be determined by the fuel closed-loop control coefficient after compensating for manufacturing errors in the air-fuel mixture system during charcoal canister desorption.

[0037] For example, the manufacturing error of the gas mixture system during charcoal canister desorption is compensated by: calculating a self-learning compensation coefficient using the self-learning function of the fuel closed-loop control when charcoal canister desorption is closed, and then compensating for the manufacturing error of the gas mixture system during charcoal canister desorption using the self-learning compensation coefficient.

[0038] Generally, a charcoal canister has an intake port and an exhaust port. The intake port is directly connected to the fuel tank, and the exhaust port has a solenoid valve that controls the connection between the charcoal canister's exhaust port and the vehicle's engine intake manifold. When the solenoid valve is closed, fuel vapor from the fuel tank enters the charcoal canister and is adsorbed by it; when the solenoid valve is open, fuel vapor from the charcoal canister desorbs and enters the vehicle's engine intake manifold to be burned as fuel.

[0039] For example, the solenoid valve is opened, and the self-learning compensation coefficient is calculated using the self-learning function of the fuel closed-loop control. This includes acquiring the engine speed, the vehicle throttle opening, and the oxygen concentration in the vehicle's exhaust pipe. The engine speed and the vehicle throttle opening are input into a function that calculates the theoretical air-fuel ratio, and the output is used as the theoretical air-fuel ratio. The actual air-fuel ratio is then determined based on the oxygen concentration in the vehicle's exhaust pipe. The error between the theoretical and actual air-fuel ratios is calculated, and this error is input into the self-learning algorithm to obtain the self-learning compensation coefficient. The fuel injection quantity is then adjusted using the self-learning compensation coefficient to compensate for the mixture manufacturing error during subsequent charcoal canister desorption. The vehicle's fuel closed-loop control coefficient is determined based on the adjusted fuel injection quantity.

[0040] For example, obtaining the engine speed includes: the on-board computing device obtaining the engine speed from the engine control system via a bus. Obtaining the vehicle throttle opening includes: the on-board computing device obtaining the vehicle throttle opening from a throttle position sensor via a bus; optionally, the throttle position sensor is mounted above the throttle. Obtaining the oxygen concentration in the vehicle exhaust pipe includes: the on-board computing device obtaining the oxygen concentration in the vehicle exhaust pipe from an oxygen sensor installed in the vehicle exhaust pipe via a bus. For example, the correspondence between the oxygen concentration in the vehicle exhaust pipe and the actual air-fuel ratio can be determined experimentally.

[0041] In one possible implementation, the engine's current operating status can be obtained via the CAN (Controller Area Network) bus.

[0042] In step 202, the oil vapor load in the vehicle's charcoal canister is calculated based on the fuel closed-loop control coefficient.

[0043] For example, after compensating for manufacturing errors in the air-fuel mixture system during charcoal canister desorption, the fuel closed-loop control coefficient is determined by the oil vapor content entering engine combustion. Therefore, the oil vapor content entering engine combustion can be determined by the fuel closed-loop control coefficient, and then the oil vapor load in the vehicle's charcoal canister can be determined by the oil vapor content entering engine combustion. Here, the oil vapor load in the charcoal canister refers to the gasoline vapor content adsorbed in the charcoal canister, and the first reference ratio of the oil vapor content entering engine combustion to the oil vapor load in the charcoal canister.

[0044] For example, a first reference ratio can be determined based on a calibration experiment. Optionally, since there is a correlation between the fuel closed-loop control coefficient after compensating for manufacturing errors in the mixture system during charcoal canister desorption and the oil vapor content entering engine combustion, the oil vapor content entering engine combustion can be determined through the fuel closed-loop control coefficient. Optionally, this correlation can be determined through a calibration experiment.

[0045] In step 203, the current saturation of the carbon canister is calculated.

[0046] In one possible implementation, calculating the current saturation of the charcoal canister includes: obtaining the current operating state of the vehicle's engine, which includes whether the engine is running or shut down; and calculating the current saturation of the charcoal canister based on the current operating state of the engine.

[0047] For example, obtaining the current operating status of a vehicle's engine includes: an on-board computing device obtaining the current operating status of the vehicle's engine from the vehicle's engine control system via a CAN bus, wherein the current operating status of the engine includes whether the engine is running or stopped.

[0048] After determining the current operating state of the vehicle's engine, the current saturation of the charcoal canister is calculated based on this state. This includes: If the engine is currently running, the current saturation of the charcoal canister is calculated using the oil vapor load in the charcoal canister. If the engine is currently shut down, the ambient temperature, fuel tank pressure, engine downtime, and refueling amount are obtained. Based on these factors, the current saturation of the charcoal canister is then calculated to match the current operating state of the engine when it is shut down.

[0049] For example, calculating the current operating state of the engine as the current saturation of the charcoal canister corresponding to the engine operation based on the oil vapor load in the charcoal canister includes: dividing the oil vapor load in the charcoal canister by the maximum amount of oil vapor that the charcoal canister can adsorb, and using the calculation result as the current operating state of the engine as the current saturation of the charcoal canister corresponding to the engine operation. Optionally, the maximum amount of oil vapor that the charcoal canister can adsorb is determined by the adsorption performance of the activated carbon filled inside the charcoal canister, and can be determined by the quality of the activated carbon.

[0050] In one possible implementation, when the engine is currently in a stopped state, the following steps are taken: 1. Obtain the ambient temperature of the vehicle's environment: The onboard computing device obtains the ambient temperature from a temperature sensor installed on the vehicle via a CAN bus. 2. Obtain the fuel tank pressure: The onboard computing device obtains the fuel tank pressure from a fuel tank pressure sensor installed on the vehicle via a CAN bus. 3. Obtain the engine stop time: The onboard computing device obtains the engine start time from the engine control system via a CAN bus, calculates the time interval from the start time to the current time, and uses this time interval as the engine stop time. 4. Obtain the amount of fuel refueled: If the vehicle was refueled during the engine stop period, the onboard computing device obtains the fuel tank levels before and after refueling from the vehicle's central control system via a CAN bus, calculates the difference between the fuel tank level before and after refueling, and uses the result as the amount of fuel refueled.

[0051] Optionally, after determining the ambient temperature of the vehicle, the fuel tank pressure, the engine shutdown duration, and the amount of fuel added, the current operating state of the engine is calculated based on the ambient temperature, fuel tank pressure, shutdown duration, and fuel added amount as the current saturation of the charcoal canister corresponding to the engine shutdown. This includes: determining the engine shutdown release saturation using the ambient temperature, fuel tank pressure, and engine shutdown duration; determining the fuel added compensation saturation using the amount of fuel added and the ambient temperature; obtaining the saturation of the charcoal canister before the engine shutdown; calculating the sum of the engine shutdown release saturation, the fuel added compensation saturation, and the saturation of the charcoal canister before the engine shutdown, and using the calculation result as the current operating state of the engine as the current saturation of the charcoal canister corresponding to the engine shutdown.

[0052] For example, determining the engine shutdown release saturation by means of the ambient temperature of the vehicle, the fuel tank pressure of the vehicle, and the engine shutdown duration includes: determining the engine shutdown release saturation per unit time by means of the ambient temperature of the vehicle and the fuel tank pressure of the vehicle, multiplying the engine shutdown release saturation per unit time by the engine shutdown duration, and using the calculation result as the engine shutdown release saturation.

[0053] The correspondence between the ambient temperature of the vehicle, the fuel tank pressure, and the engine's saturation released per unit time during shutdown, as exemplarily described in this application embodiment, can be determined experimentally. Similarly, the correspondence between the amount of fuel added to the vehicle, the ambient temperature, and the fuel compensation saturation, as exemplarily described in this application embodiment, can also be determined experimentally. In one possible implementation, before each engine shutdown, the onboard computing device stores the saturation of the charcoal canister to calculate the current saturation of the charcoal canister at the time of engine shutdown.

[0054] In step 204, based on the current saturation of the carbon canister being greater than or equal to a first threshold, the carbon canister is controlled to desorb at a first desorption flow rate; based on the current saturation of the carbon canister being less than or equal to a second threshold, the carbon canister is controlled to desorb at a second desorption flow rate; based on the current saturation of the carbon canister being less than the first threshold but greater than the second threshold, the carbon canister is controlled to desorb at the current desorption state, where the first threshold is greater than the second threshold.

[0055] For example, after obtaining the current saturation of the carbon canister, the current saturation is compared with a first threshold and a second threshold. If the current saturation is greater than or equal to the first threshold, the carbon canister is controlled to desorb at a first desorption flow rate. If the current saturation is less than or equal to the second threshold, the carbon canister is controlled to desorb at a second desorption flow rate. If the current saturation is less than the first threshold but greater than the second threshold, the carbon canister is controlled to desorb at its current desorption state. In one possible implementation, the first and second thresholds can be set according to the actual situation of the carbon canister, provided that the first threshold is greater than the second threshold.

[0056] For example, based on the current saturation of different charcoal canisters, the desorption flow rate of the charcoal canister can be controlled by controlling the opening and closing duration of the solenoid valve. Optionally, if the current saturation of the charcoal canister is greater than or equal to a first threshold, the solenoid valve is controlled to operate at a first reference ratio of the opening duration to the closing duration, thereby controlling the charcoal canister to desorb at a first desorption flow rate. If the current saturation of the charcoal canister is less than or equal to a second threshold, the solenoid valve is controlled to operate at a second reference ratio of the opening duration to the closing duration, thereby controlling the charcoal canister to desorb at a second desorption flow rate.

[0057] In this embodiment of the application, a reference ratio of the opening time to the closing time of the solenoid valve corresponding to different carbon canister desorption flow rates can be determined through calibration experiments.

[0058] If the current saturation of the carbon canister is less than a first threshold and greater than a second threshold, control the carbon canister to desorb at the current desorption state, including: if the current desorption state of the carbon canister is that the carbon canister is desorbing at a first desorption flow rate and the current saturation is less than the first threshold and greater than the second threshold, control the current saturation to be less than the first threshold and greater than the second threshold, and continue desorbing at the first desorption flow rate until the current saturation of the carbon canister is less than or equal to the second threshold, then switch the carbon canister to desorb at the second desorption flow rate; if the current desorption state of the carbon canister is that the carbon canister is desorbing at the second desorption flow rate and the current saturation is less than the first threshold and greater than the second threshold, continue desorbing at the second desorption flow rate until the current saturation of the carbon canister is greater than or equal to the first threshold, then switch the carbon canister to desorb at the first desorption flow rate.

[0059] By controlling the charcoal canister to desorb at a first desorption flow rate when the current saturation is greater than or equal to a first threshold, the charcoal canister saturation is rapidly reduced, preventing the situation where the charcoal canister reaches its upper saturation limit but oil vapor can only be emitted into the air, thereby improving fuel utilization. Based on the charcoal canister's current saturation being less than or equal to a second threshold, the charcoal canister is controlled to desorb at a second desorption flow rate, thereby reducing the decrease in fuel volatility and extending fuel shelf life.

[0060] For example, the above-mentioned control of the desorption flow rate of the charcoal canister based on its current saturation is applicable at least to dual-fuel vehicles and hybrid vehicles that support CNG (Compressed Natural Gas). Dual-fuel vehicles supporting CNG are those that can use CNG as their primary fuel and gasoline as an auxiliary fuel. Hybrid vehicles are automobiles that combine an internal combustion engine and an electric motor, and can be powered through the coordinated operation of the internal combustion engine and the electric motor.

[0061] When the vehicle is a CNG-enabled dual-fuel vehicle, Figure 3 The control flowchart for vehicle fuel desorption provided in this application embodiment is illustrated below. Assuming the vehicle is a CNG-enabled dual-fuel vehicle, the engine is continuously running during vehicle operation 301. The current saturation of the charcoal canister is obtained 302. It is determined whether the current saturation of the charcoal canister is greater than or equal to a first threshold 303. If the current saturation of the charcoal canister is greater than or equal to the first threshold, the charcoal canister is controlled to desorb at a first desorption flow rate 304. Then, it is determined whether the current saturation of the charcoal canister is less than or equal to a second threshold 305. If the current saturation of the charcoal canister is less than or equal to the second threshold, the charcoal canister is controlled to desorb at a second desorption flow rate 306.

[0062] If the current saturation of the carbon canister is less than the first threshold, determine whether the current saturation of the carbon canister is less than or equal to the second threshold 307. If the current saturation of the carbon canister is less than or equal to the second threshold, control the carbon canister to desorb at the second desorption flow rate 308. Determine whether the current saturation of the carbon canister is greater than or equal to the first threshold 310. If the current saturation of the carbon canister is greater than or equal to the first threshold, control the carbon canister to desorb at the first desorption flow rate 311. If the current saturation of the carbon canister is less than or equal to the second threshold, control the carbon canister to desorb at the current desorption state 309.

[0063] In one possible implementation, if the vehicle is a hybrid vehicle, based on the engine's current operating state (engine off) and the charcoal canister's current saturation being greater than or equal to a first threshold, the onboard computing device controls the vehicle to enter an engine-requesting operating mode, switching the engine's current operating state to engine operation, and displaying this information on a vehicle-mounted display screen, indicating to the user that the engine is operating. After the engine starts operating, if the charcoal canister's current saturation drops to less than or equal to a second threshold, the vehicle exits the engine-requesting operating mode, switching the engine's current operating state back to engine off, and displaying this information again on the vehicle-mounted display screen, indicating to the user that the engine is off.

[0064] Optionally, in the case of a hybrid vehicle, based on the engine's current operating state (engine running) and the charcoal canister's current saturation being greater than or equal to a first threshold, the onboard computing device controls the vehicle to enter an engine-requesting operating mode, maintaining the engine's current operating state and displaying this mode on a vehicle-mounted display screen, indicating to the user that the engine is continuously running. During engine operation, if the charcoal canister's current saturation drops to less than or equal to a second threshold, the vehicle exits the engine-requesting operating mode, ceasing control of the engine's current operating state and displaying this exit mode on the vehicle-mounted display screen. For example, the display screen can be installed on the vehicle's instrument cluster.

[0065] When the vehicle is a hybrid vehicle, Figure 4 The following is an example of another vehicle fuel desorption control flowchart provided in this application embodiment. It illustrates the process: 1) Obtain the current saturation of the charcoal canister 401; 2) Determine if the engine is running 402; if the engine is running, obtain the current saturation of the charcoal canister 403; if the engine is stopped, determine if the vehicle refueled in the previous driving cycle or if the current saturation of the charcoal canister is greater than or equal to a first threshold 405; if the vehicle refueled in the previous driving cycle or the current saturation of the charcoal canister is greater than or equal to the first threshold, enter the engine request working mode and display a message on the vehicle's screen 406; if the vehicle did not refuel in the previous driving cycle and the current saturation of the charcoal canister is less than the first threshold, obtain the current saturation of the charcoal canister again 401. After entering the engine request working mode and displaying a message on the vehicle's screen 406, the engine's current working state is engine running, the charcoal canister desorbs at the first desorption flow rate, and the current saturation of the charcoal canister is obtained 407.

[0066] 408 Determine if the current saturation of the charcoal canister is less than or equal to a second threshold. If the current saturation is less than or equal to the second threshold, exit the engine request operating mode and display a message on the vehicle's screen 409. The engine's current operating state is restored to the state before entering the engine request operating mode, and the charcoal canister desorbs at the second desorption flow rate 410. 410 After obtaining the current saturation of the charcoal canister 403, determine if the current saturation is greater than or equal to a first threshold 404. If the current saturation is greater than or equal to the first threshold, enter the engine request operating mode and display a message on the vehicle's screen 406. If the current saturation is less than the first threshold, the engine's current operating state is restored to the state before entering the engine request operating mode, and the charcoal canister desorbs at the second desorption flow rate 410.

[0067] In step 205, the fuel evaporation coefficient is calculated based on the desorption flow rate of the charcoal canister and the oil vapor load.

[0068] In one possible implementation, the fuel evaporation coefficient is calculated based on the desorption flow rate of the charcoal canister and the oil vapor load, including: calculating the relative fuel injection quantity of the charcoal canister based on the desorption flow rate of the charcoal canister and the oil vapor load; obtaining the engine speed, fuel density, and number of engine cylinders; calculating the fuel evaporation volume based on the relative fuel injection quantity, engine speed, fuel density, and number of engine cylinders; and calculating the fuel evaporation coefficient based on the fuel evaporation volume and the total fuel volume.

[0069] For example, calculating the relative fuel injection quantity of the charcoal canister based on the desorption flow rate and oil vapor load includes: dividing the charcoal canister desorption flow rate by the oil vapor load, and using the calculation result as the relative fuel injection quantity of the charcoal canister. Then, obtaining the fuel density and the number of engine cylinders includes: an onboard computing device determining the fuel density based on the fuel quality and type, and determining the number of engine cylinders based on the vehicle type and configuration.

[0070] Optionally, after determining the relative fuel injection quantity of the charcoal canister, the engine speed, the fuel density, and the number of engine cylinders, the fuel evaporation volume is calculated based on the relative fuel injection quantity, the engine speed, the fuel density, and the number of engine cylinders. This includes: calculating the fuel evaporation mass based on the relative fuel injection quantity, the engine speed, and the number of engine cylinders, and then dividing the fuel evaporation mass by the fuel density to obtain the calculation result as the fuel evaporation volume.

[0071] For example, after determining the evaporation volume of the fuel, the fuel evaporation coefficient is calculated based on the evaporation volume of the fuel and the total fuel volume. This includes: calculating the value of the evaporation volume of the fuel divided by the total fuel volume; then subtracting the value of the evaporation volume of the fuel divided by the total fuel volume from 1, and using the calculation result as the fuel evaporation coefficient. Optionally, the on-board computing device can obtain the total fuel volume from the vehicle's central control system via the CAN bus.

[0072] For example, if new fuel is added to the fuel tank, the volume ratio of each fuel in the new fuel and the volume ratio of each fuel in the original fuel in the fuel tank are obtained. Based on the evaporation coefficient of the original fuel, the volume ratio of each fuel in the new fuel and the volume ratio of each fuel in the original fuel in the fuel tank, the evaporation coefficient after the new fuel is added is calculated, including: substituting the evaporation coefficient of the original fuel, the volume ratio of each fuel in the new fuel and the volume ratio of each fuel in the original fuel in the fuel tank into the interpolation calculation function, and outputting the evaporation coefficient after the new fuel is added.

[0073] In this embodiment of the application, for example, the evaporation coefficient after adding new fuel can be calculated using the np.interp (interpolation) function.

[0074] In step 206, based on the fact that the fuel evaporation coefficient is less than the third threshold, it is indicated that the fuel is at risk of deterioration.

[0075] In one possible implementation, after determining the fuel evaporation coefficient, the fuel evaporation coefficient is compared with a third threshold. If the fuel evaporation coefficient is less than the third threshold, a risk of fuel deterioration is indicated. This includes displaying the risk of fuel deterioration on a display screen installed on the vehicle, prompting the user to use the fuel as soon as possible, thereby ensuring that the fuel is used before it deteriorates.

[0076] Combining the above methods and processes, with Figure 5 The control logic architecture diagram for vehicle fuel desorption provided in this application embodiment is illustrated as an example. Among them, the adsorption model is used to calculate the oil vapor load in the charcoal canister 501; the charcoal canister saturation calculation model is used to calculate the current saturation of the charcoal canister 502; the desorption model is used to calculate the desorption flow rate of the charcoal canister 503; and the fuel evaporation model is used to calculate the fuel evaporation coefficient to indicate the risk of fuel deterioration 504.

[0077] Combining the above methods and processes, with Figure 6 The following is an example illustrating the interaction between an on-board computing device and a display screen installed on the vehicle, as provided in an embodiment of this application. The exhaust gas recirculation system 601 sends fuel quality information and requests to enter or exit engine operating modes to the display screen 602 installed on the vehicle, which then displays the fuel quality and the requests to enter or exit engine operating modes.

[0078] This embodiment calculates the oil vapor load in the charcoal canister by determining the vehicle's fuel closed-loop control coefficient, and then selects the desorption flow rate of the charcoal canister based on its current saturation. If the current saturation of the charcoal canister is greater than or equal to a first threshold, the charcoal canister is controlled to desorb at a first desorption flow rate. This first desorption flow rate is relatively large to quickly reduce the saturation of the charcoal canister, preventing it from reaching its upper saturation limit and allowing oil vapor to be released into the air, thereby improving fuel utilization. If the current saturation of the charcoal canister is less than or equal to a second threshold, the charcoal canister is controlled to desorb at a second desorption flow rate. This second desorption flow rate is relatively small, thereby reducing the decrease in fuel volatility and extending the fuel's shelf life. Furthermore, the fuel evaporation coefficient is calculated using the charcoal canister's desorption flow rate and the oil vapor load. When the fuel evaporation coefficient is less than a third threshold, the user is alerted that the fuel is at risk of deterioration and needs to be used as soon as possible, thus ensuring that the fuel is used before it deteriorates.

[0079] See Figure 7 This application provides a vehicle fuel desorption control device, which includes:

[0080] The acquisition module 701 is used to acquire the fuel closed-loop control coefficients of the vehicle;

[0081] The first calculation module 702 is used to calculate the oil vapor load in the vehicle's charcoal canister based on the fuel closed-loop control coefficient.

[0082] The second calculation module 703 is used to calculate the current saturation of the charcoal canister;

[0083] The control module 704 is used to control the carbon canister to desorb at a first desorption flow rate based on the current saturation of the carbon canister being greater than or equal to a first threshold, to control the carbon canister to desorb at a second desorption flow rate based on the current saturation of the carbon canister being less than or equal to a second threshold, and to control the carbon canister to desorb at the current desorption state based on the current saturation of the carbon canister being less than the first threshold and greater than the second threshold, wherein the first threshold is greater than the second threshold.

[0084] The third calculation module 705 is used to calculate the fuel evaporation coefficient based on the desorption flow rate of the charcoal canister and the oil vapor load.

[0085] The prompt module 706 is used to prompt that the fuel is at risk of deterioration based on the fuel evaporation coefficient being less than a third threshold.

[0086] In one possible implementation, the second calculation module 703 is used to obtain the current operating state of the vehicle's engine, including whether the engine is running or shut down; and to calculate the current saturation of the charcoal canister based on the current operating state of the engine.

[0087] In one possible implementation, the second calculation module 703 is used to calculate the current saturation of the charcoal canister corresponding to the current operating state of the engine based on the current operating state of the engine and the oil vapor load in the charcoal canister.

[0088] In one possible implementation, the second calculation module 703 is used to obtain the ambient temperature of the vehicle, the fuel tank pressure of the vehicle, the engine shutdown duration, and the amount of fuel added to the vehicle, based on the current operating state of the engine being stopped. Based on the ambient temperature, fuel tank pressure, shutdown duration, and amount of fuel added to the vehicle, the current operating state of the engine is calculated as the current saturation of the charcoal canister corresponding to the engine shutdown.

[0089] In one possible implementation, the device further includes a switching module for switching the current operating state of the engine to engine operation based on the current operating state of the engine being stopped and the current saturation of the charcoal canister being greater than or equal to a first threshold.

[0090] In one possible implementation, the third calculation module 705 is used to calculate the relative fuel injection quantity of the charcoal canister based on the desorption flow rate and oil vapor load of the charcoal canister; obtain the engine speed, fuel density and number of engine cylinders; calculate the fuel evaporation volume based on the relative fuel injection quantity, engine speed, fuel density and number of engine cylinders; and calculate the fuel evaporation coefficient based on the fuel evaporation volume and total fuel volume.

[0091] In one possible implementation, the third calculation module 705 is used to calculate the value of the fuel evaporation volume divided by the total fuel volume; the fuel evaporation coefficient is obtained by subtracting the value of the fuel evaporation volume divided by the total fuel volume from 1.

[0092] This device calculates the oil vapor load in the charcoal canister by determining the vehicle's fuel closed-loop control coefficient, and then selects the desorption flow rate based on the canister's current saturation. If the canister's current saturation is greater than or equal to a first threshold, the device controls the canister to desorb at a first desorption flow rate. This first flow rate is relatively large to quickly reduce the canister's saturation, preventing it from reaching its maximum saturation and allowing oil vapor to escape into the air, thus improving fuel efficiency. If the canister's current saturation is less than or equal to a second threshold, the device controls the canister to desorb at a second desorption flow rate. This second flow rate is relatively small, minimizing the decrease in fuel volatility and extending the fuel's shelf life. Furthermore, the device calculates the fuel evaporation coefficient using the canister's desorption flow rate and oil vapor load. When the fuel evaporation coefficient falls below a third threshold, the user is alerted that the fuel is at risk of deterioration and needs to be used as soon as possible, ensuring the fuel is used before it deteriorates.

[0093] It should be noted that the apparatus provided in the above embodiments is only illustrated by the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the apparatus and method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process can be found in the method embodiments, which will not be repeated here.

[0094] In an exemplary embodiment, a computer device is also provided, comprising a processor and a memory storing at least one computer program. The at least one computer program is loaded and executed by one or more processors to enable the computer device to implement any of the above-described vehicle fuel desorption control methods.

[0095] In an exemplary embodiment, a computer-readable storage medium is also provided, which stores at least one computer program that is loaded and executed by a processor of a computer device to enable the computer to implement any of the above-described vehicle fuel desorption control methods.

[0096] In one possible implementation, the aforementioned computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, and optical data storage device, etc.

[0097] In an exemplary embodiment, a computer program product or computer program is also 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 any of the above-described vehicle fuel desorption control methods.

[0098] It should be noted that all information (including but not limited to user equipment information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.), and signals involved in this application are authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. For example, the fuel closed-loop control coefficient, the current saturation of the charcoal canister, and the current operating status of the engine involved in this application were all obtained with full authorization.

[0099] It should be understood that "multiple" as used in this article refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0100] It should be noted that the terms "first," "second," etc. (if applicable) in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0101] The above description is merely an exemplary embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this application should be included within the protection scope of this application.

Claims

1. A method for controlling fuel desorption in a vehicle, characterized in that, The method includes: The fuel closed-loop control coefficient of the vehicle is obtained. The fuel closed-loop control coefficient refers to the parameter in the fuel injection system that adjusts the fuel supply based on the current operating state of the engine and feedback signals. The fuel closed-loop control coefficient is determined by the manufacturing error of the air-fuel mixture system and the content of oil vapor entering the engine for combustion. The oil vapor load in the vehicle's charcoal canister is calculated based on the fuel closed-loop control coefficient. The oil vapor load in the charcoal canister refers to the vapor content adsorbed in the charcoal canister. Calculate the current saturation of the carbon canister; Based on the current saturation of the carbon canister being greater than or equal to a first threshold, the carbon canister is controlled to desorb at a first desorption flow rate. Based on the current saturation of the carbon canister being less than or equal to a second threshold, the carbon canister is controlled to desorb at a second desorption flow rate. Based on the current saturation of the carbon canister being less than the first threshold and greater than the second threshold, the carbon canister is controlled to desorb at the current desorption state, where the first threshold is greater than the second threshold and the first desorption flow rate is greater than the second desorption flow rate. The fuel oil evaporation coefficient is calculated based on the desorption flow rate of the charcoal canister and the oil vapor load. The fact that the fuel evaporation coefficient is less than the third threshold indicates a risk of fuel deterioration.

2. The method according to claim 1, characterized in that, The calculation of the current saturation of the carbon canister includes: Obtain the current operating status of the vehicle's engine, which includes whether the engine is running or stopped; The current saturation of the charcoal canister is calculated based on the current operating state of the engine.

3. The method according to claim 2, characterized in that, The calculation of the current saturation of the charcoal canister based on the current operating state of the engine includes: Based on the current operating state of the engine, the current saturation of the charcoal canister is calculated according to the oil vapor load in the charcoal canister when the engine is operating.

4. The method according to claim 2, characterized in that, The calculation of the current saturation of the charcoal canister based on the current operating state of the engine includes: Based on the current operating state of the engine (the engine is stopped), the temperature of the vehicle's environment, the fuel tank pressure of the vehicle, the engine's shutdown duration, and the amount of fuel added to the vehicle are obtained. The current saturation of the charcoal canister at the time of engine shutdown is calculated based on the ambient temperature of the vehicle, the fuel tank pressure, the downtime, and the amount of fuel added.

5. The method according to claim 2, characterized in that, The method further includes: Based on the fact that the engine is currently stopped and the current saturation of the charcoal canister is greater than or equal to the first threshold, the current operating state of the engine is switched to the engine being in operation.

6. The method according to claim 1, characterized in that, The calculation of the fuel oil evaporation coefficient based on the desorption flow rate of the charcoal canister and the oil vapor load includes: The relative oil injection quantity of the charcoal canister is calculated based on the desorption flow rate of the charcoal canister and the oil vapor load. Obtain engine speed, fuel density, and number of engine cylinders; The evaporation volume of the fuel is calculated based on the relative injection quantity, the engine speed, the fuel density, and the number of cylinders in the engine. The fuel evaporation coefficient is calculated based on the evaporation volume of the fuel and the total fuel volume.

7. The method according to claim 6, characterized in that, The calculation of the fuel evaporation coefficient based on the fuel evaporation volume and the total fuel volume includes: Calculate the value of the evaporation volume of the fuel divided by the total fuel volume; The fuel evaporation coefficient is obtained by subtracting the evaporation volume of the fuel from 1 and dividing it by the total fuel volume.

8. A control device for vehicle fuel desorption, characterized in that, The device includes: The acquisition module is used to acquire the fuel closed-loop control coefficient of the vehicle. The fuel closed-loop control coefficient refers to the parameter in the fuel injection system that adjusts the fuel supply based on the current operating state of the engine and feedback signals. The fuel closed-loop control coefficient is determined by the manufacturing error of the air-fuel mixture system and the content of oil vapor entering the engine for combustion. The first calculation module is used to calculate the oil vapor load in the charcoal canister of the vehicle based on the fuel closed-loop control coefficient, wherein the oil vapor load in the charcoal canister refers to the vapor content adsorbed in the charcoal canister. The second calculation module is used to calculate the current saturation of the carbon canister; The control module is configured to control the carbon canister to desorb at a first desorption flow rate based on the current saturation of the carbon canister being greater than or equal to a first threshold, control the carbon canister to desorb at a second desorption flow rate based on the current saturation of the carbon canister being less than or equal to a second threshold, and control the carbon canister to desorb at the current desorption state based on the current saturation of the carbon canister being less than the first threshold and greater than the second threshold, wherein the first threshold is greater than the second threshold and the first desorption flow rate is greater than the second desorption flow rate; The third calculation module is used to calculate the fuel evaporation coefficient based on the desorption flow rate of the charcoal canister and the oil vapor load. The alert module is used to alert users that the fuel is at risk of deterioration if the fuel evaporation coefficient is less than a third threshold.

9. A computer device, characterized in that, The computer device includes a processor and a memory, the memory storing at least one computer program, the at least one computer program being loaded and executed by the processor to enable the computer device to implement the vehicle fuel desorption control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one computer program, which is loaded and executed by a processor to enable the computer to implement the vehicle fuel desorption control method as described in any one of claims 1 to 7.

Images