Methods, apparatus, equipment and storage media for calculating fuel consumption

Abstract

This disclosure provides a method, apparatus, device, and storage medium for calculating fuel consumption, relating to the automotive field. In this disclosure, a temperature correction coefficient can be determined based on fuel temperature to correct the fuel density parameter used in the calculation process. Different fuel temperatures correspond to different fuel densities, and fuel consumption calculated using the same fuel density at different temperatures deviates significantly from actual fuel consumption. By adding a temperature correction coefficient during the calculation process, the deviation between the calculated and actual fuel consumption can be reduced to a certain extent, thereby making the fuel consumption displayed on the vehicle's dashboard more accurate.

Description

Technical Field

[0001] This disclosure relates to the automotive field, and more specifically to a method, apparatus, device, and storage medium for calculating fuel consumption. Background Technology

[0002] To ensure drivers can know their vehicle's fuel consumption in real time, vehicles are equipped with a fuel consumption display panel. Generally, the fuel consumption value on the dashboard is calculated based on the air-to-fuel ratio, fuel density, and engine speed. However, during vehicle inspections, it was found that the fuel consumption displayed on the dashboard using this calculation method deviated significantly from the vehicle's actual fuel consumption. Summary of the Invention

[0003] This disclosure provides a method, apparatus, device, and storage medium for calculating fuel consumption, which can solve the technical problems existing in related technologies. The technical solution is as follows:

[0004] In a first aspect, embodiments of this disclosure provide a method for calculating fuel consumption, the method being applied to a target vehicle, the method comprising:

[0005] The target vehicle's fuel temperature, air-to-fuel ratio at the engine intake, air-to-fuel ratio at the carbon canister and engine connection, and engine speed are obtained according to the detection cycle.

[0006] Based on the fuel temperature obtained in each detection cycle, determine the temperature correction factor for each detection cycle;

[0007] Based on the air-to-fuel ratio at the engine intake, the air-to-fuel ratio at the carbon canister and engine connection, the engine speed, and the temperature correction coefficient for each testing cycle, the fuel consumption rate for each testing cycle is determined.

[0008] The total fuel consumption is determined based on the fuel consumption rate of each detection cycle.

[0009] In one possible implementation, determining the fuel consumption rate for each detection cycle based on the engine intake air-to-fuel ratio, the air-to-fuel ratio between the carbon canister and the engine connection, the engine speed, and the temperature correction coefficient for each detection cycle includes:

[0010] Based on the air-to-fuel ratio at the engine intake and the engine speed for each testing cycle, a correction factor for the air-to-fuel ratio for each testing cycle is determined.

[0011] The fuel consumption rate for each testing cycle is determined based on the air-to-fuel ratio at the engine intake, the air-to-fuel ratio at the carbon canister and engine connection, the air-to-fuel ratio correction factor, and the temperature correction factor.

[0012] In one possible implementation, determining the fuel consumption rate for each detection cycle based on the engine intake air-to-fuel ratio, the air-to-fuel ratio between the carbon canister and the engine connection, the air-to-fuel ratio correction factor, and the temperature correction factor for each detection cycle includes:

[0013] For each detection cycle, using the formula Determine the fuel consumption rate for the detection cycle, where k1 represents the air-to-fuel ratio at the engine intake, and k2 represents the air-to-fuel ratio at the connection between the carbon canister and the engine. This represents the correction factor for the air-to-fuel ratio. denoted by temperature correction factor, f represents mass conversion factor, ρ represents fuel density, and ge represents fuel consumption rate. The mass conversion factor is a specified value.

[0014] In one possible implementation, before acquiring the fuel temperature, the air-to-fuel ratio at the engine intake, the air-to-fuel ratio at the carbon canister-to-engine connection, and the engine speed according to the detection cycle, the method further includes:

[0015] Acquire multiple sample data, wherein the sample data includes sample fuel temperature and sample temperature correction value;

[0016] Based on the aforementioned sample data, the correspondence between fuel temperature and temperature correction coefficient is determined.

[0017] In one possible implementation, acquiring multiple sample data includes:

[0018] At each sample collection time, the sample fuel temperature, the air-to-fuel ratio at the sample engine intake, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the sample engine speed, and the sample actual fuel consumption rate are obtained.

[0019] Based on the air-to-fuel ratio at the intake port of the sample engine, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the engine speed of the sample, and the actual fuel consumption rate of the sample, a sample temperature correction coefficient is determined.

[0020] The sample fuel temperature and the sample temperature correction coefficient at each sample collection time are determined as a sample data to obtain multiple sample data.

[0021] In one possible implementation, determining the sample temperature correction coefficient based on the air-to-fuel ratio at the sample engine intake, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the sample engine speed, and the sample actual fuel consumption rate includes:

[0022] Based on the air-to-fuel ratio at the intake of the sample engine and the engine speed, a correction coefficient for the air-to-fuel ratio of the sample engine is determined.

[0023] Based on the air-to-fuel ratio at the engine intake of the sample engine, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the air-to-fuel ratio correction factor of the sample, and the actual fuel consumption rate of the sample, the sample temperature correction factor is determined.

[0024] In one possible implementation, determining the sample temperature correction coefficient based on the air-to-fuel ratio at the sample engine intake, the air-to-fuel ratio at the sample carbon canister connection, the sample air-to-fuel ratio correction coefficient, and the sample actual fuel consumption rate includes:

[0025] Through formula Determine the sample temperature correction factor, where tge represents the actual fuel consumption rate of the sample, ρ represents the sample fuel density, k1 represents the air-to-fuel ratio at the engine intake, and k2 represents the air-to-fuel ratio at the connection between the carbon canister and the engine. This represents the correction factor for the air-to-fuel ratio in the sample, where f represents the mass conversion factor. This represents the sample temperature correction factor, and the quality conversion factor is a specified value.

[0026] In one possible implementation, the target vehicle includes a first temperature sensor, a second temperature sensor, a first oxygen sensor, and a second oxygen sensor. The first temperature sensor and the first oxygen sensor are located on the engine intake manifold of the target vehicle near the engine intake port and are close to each other. The second temperature sensor and the second oxygen sensor are located on the carbon canister and engine connection line of the target vehicle and are close to each other.

[0027] The process of acquiring the target vehicle's fuel temperature, engine intake air-to-fuel ratio, and carbon canister-to-engine connection air-to-fuel ratio according to a detection cycle includes:

[0028] The detection cycle is used to obtain the first fuel temperature detected by the first temperature sensor, the second fuel temperature detected by the second temperature sensor, the air-to-fuel ratio detected by the first oxygen sensor at the engine intake, and the air-to-fuel ratio detected by the second oxygen sensor at the carbon canister and engine connection port.

[0029] The determination of the temperature correction factor for each detection cycle based on the fuel temperature obtained in each detection cycle includes:

[0030] Based on the first fuel temperature and the second fuel temperature obtained in each detection cycle, the first temperature correction coefficient and the second temperature correction coefficient for each detection cycle are determined respectively.

[0031] The determination of the fuel consumption rate for each detection cycle, based on the engine intake air-to-fuel ratio, the air-to-fuel ratio at the carbon canister and engine connection, the engine speed, and the temperature correction coefficient, includes:

[0032] The fuel consumption rate for each testing cycle is determined based on the air-to-fuel ratio at the engine intake, the air-to-fuel ratio at the carbon canister and engine connection, the engine speed, the first temperature correction coefficient, and the second temperature correction coefficient.

[0033] In one possible implementation, determining the fuel consumption rate for each detection cycle based on the engine intake air-to-fuel ratio, the air-to-fuel ratio between the carbon canister and the engine connection, the engine speed, the first temperature correction coefficient, and the second temperature correction coefficient for each detection cycle includes:

[0034] Based on the air-to-fuel ratio at the engine intake and the engine speed for each testing cycle, a correction factor for the air-to-fuel ratio for each testing cycle is determined.

[0035] The fuel consumption rate for each testing cycle is determined based on the air-to-fuel ratio at the engine intake, the air-to-fuel ratio at the carbon canister and engine connection, the air-to-fuel ratio correction factor, the first temperature correction factor, and the second temperature correction factor.

[0036] In one possible implementation, determining the fuel consumption rate for each detection cycle based on the engine intake air-to-fuel ratio, the air-to-fuel ratio between the carbon canister and the engine connection, the air-to-fuel ratio correction factor, the first temperature correction factor, and the second temperature correction factor for each detection cycle includes:

[0037] For each detection cycle, using the formula Determine the fuel consumption rate for the detection cycle, where k1 represents the air-to-fuel ratio at the engine intake, and k2 represents the air-to-fuel ratio at the connection between the carbon canister and the engine. This represents the correction factor for the air-to-fuel ratio. This represents the first temperature correction factor. denoted as the second temperature correction factor, f as the mass conversion factor, ρ as the fuel density, and ge as the fuel consumption rate. The mass conversion factor is a specified value.

[0038] Secondly, embodiments of this disclosure provide an apparatus for calculating fuel consumption, the apparatus being applied to a target vehicle, the apparatus comprising:

[0039] The acquisition module is used to acquire the target vehicle's fuel temperature, air-to-fuel ratio at the engine intake, air-to-fuel ratio at the carbon canister and engine connection port, and engine speed according to the detection cycle.

[0040] The determination module is used to determine the temperature correction coefficient for each detection cycle based on the fuel temperature obtained in each detection cycle; to determine the fuel consumption rate for each detection cycle based on the air-to-fuel ratio at the engine intake, the air-to-fuel ratio at the carbon canister and engine connection, the engine speed, and the temperature correction coefficient; and to determine the total fuel consumption based on the fuel consumption rate for each detection cycle.

[0041] In one possible implementation, the determining module is configured to:

[0042] Based on the air-to-fuel ratio at the engine intake and the engine speed for each testing cycle, a correction factor for the air-to-fuel ratio for each testing cycle is determined.

[0043] The fuel consumption rate for each testing cycle is determined based on the air-to-fuel ratio at the engine intake, the air-to-fuel ratio at the carbon canister and engine connection, the air-to-fuel ratio correction factor, and the temperature correction factor.

[0044] In one possible implementation, the determining module is configured to:

[0045] For each detection cycle, using the formula Determine the fuel consumption rate for the detection cycle, where k1 represents the air-to-fuel ratio at the engine intake, and k2 represents the air-to-fuel ratio at the connection between the carbon canister and the engine. This represents the correction factor for the air-to-fuel ratio. denoted by temperature correction factor, f represents mass conversion factor, ρ represents fuel density, and ge represents fuel consumption rate. The mass conversion factor is a specified value.

[0046] In one possible implementation, the device further includes a processing module for:

[0047] Acquire multiple sample data, wherein the sample data includes sample fuel temperature and sample temperature correction value;

[0048] Based on the aforementioned sample data, the correspondence between fuel temperature and temperature correction coefficient is determined.

[0049] In one possible implementation, the processing module is configured to:

[0050] At each sample collection time, the sample fuel temperature, the air-to-fuel ratio at the sample engine intake, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the sample engine speed, and the sample actual fuel consumption rate are obtained.

[0051] Based on the air-to-fuel ratio at the intake port of the sample engine, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the engine speed of the sample, and the actual fuel consumption rate of the sample, a sample temperature correction coefficient is determined.

[0052] The sample fuel temperature and the sample temperature correction coefficient at each sample collection time are determined as a sample data to obtain multiple sample data.

[0053] In one possible implementation, the processing module is configured to:

[0054] Based on the air-to-fuel ratio at the intake of the sample engine and the engine speed, a correction coefficient for the air-to-fuel ratio of the sample engine is determined.

[0055] Based on the air-to-fuel ratio at the engine intake of the sample engine, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the air-to-fuel ratio correction factor of the sample, and the actual fuel consumption rate of the sample, the sample temperature correction factor is determined.

[0056] In one possible implementation, the processing module is configured to:

[0057] Through formula Determine the sample temperature correction factor, where tge represents the actual fuel consumption rate of the sample, ρ represents the sample fuel density, k1 represents the air-to-fuel ratio at the engine intake, and k2 represents the air-to-fuel ratio at the connection between the carbon canister and the engine. This represents the correction factor for the air-to-fuel ratio in the sample, where f represents the mass conversion factor. This represents the sample temperature correction factor, and the quality conversion factor is a specified value.

[0058] In one possible implementation, the target vehicle includes a first temperature sensor, a second temperature sensor, a first oxygen sensor, and a second oxygen sensor. The first temperature sensor and the first oxygen sensor are located on the engine intake manifold of the target vehicle near the engine intake port and are close to each other. The second temperature sensor and the second oxygen sensor are located on the carbon canister and engine connection line of the target vehicle and are close to each other.

[0059] The acquisition module is used for:

[0060] The detection cycle is used to obtain the first fuel temperature detected by the first temperature sensor, the second fuel temperature detected by the second temperature sensor, the air-to-fuel ratio detected by the first oxygen sensor at the engine intake, and the air-to-fuel ratio detected by the second oxygen sensor at the carbon canister and engine connection port.

[0061] The determining module is used for:

[0062] Based on the first fuel temperature and the second fuel temperature obtained in each detection cycle, the first temperature correction coefficient and the second temperature correction coefficient for each detection cycle are determined respectively.

[0063] The fuel consumption rate for each testing cycle is determined based on the air-to-fuel ratio at the engine intake, the air-to-fuel ratio at the carbon canister and engine connection, the engine speed, the first temperature correction coefficient, and the second temperature correction coefficient.

[0064] In one possible implementation, the determining module is configured to:

[0065] Based on the air-to-fuel ratio at the engine intake and the engine speed for each testing cycle, a correction factor for the air-to-fuel ratio for each testing cycle is determined.

[0066] The fuel consumption rate for each testing cycle is determined based on the air-to-fuel ratio at the engine intake, the air-to-fuel ratio at the carbon canister and engine connection, the air-to-fuel ratio correction factor, the first temperature correction factor, and the second temperature correction factor.

[0067] In one possible implementation, the determining module is configured to:

[0068] For each detection cycle, using the formula Determine the fuel consumption rate for the detection cycle, where k1 represents the air-to-fuel ratio at the engine intake, and k2 represents the air-to-fuel ratio at the connection between the carbon canister and the engine. This represents the correction factor for the air-to-fuel ratio. This represents the first temperature correction factor. denoted as the second temperature correction factor, f as the mass conversion factor, ρ as the fuel density, and ge as the fuel consumption rate. The mass conversion factor is a specified value.

[0069] Thirdly, an electronic device is provided, comprising a memory and a processor, the memory for storing computer instructions; the processor executes the computer instructions stored in the memory to cause the electronic device to perform the method of the first aspect and its possible implementations.

[0070] Fourthly, a computer-readable storage medium is provided, which stores computer program code, such that when the computer program code is executed by an electronic device, the electronic device performs the method of the first aspect and its possible implementations.

[0071] Fifthly, a computer program product is provided, comprising computer program code, wherein when the computer program code is executed by an electronic device, the electronic device executes the first aspect and its possible implementations.

[0072] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure.

[0073] In this disclosure, a temperature correction coefficient can be determined based on fuel temperature to correct the fuel density parameter used in the calculation process. Different fuel temperatures correspond to different fuel densities, and fuel consumption calculated using the same fuel density at different temperatures deviates significantly from actual fuel consumption. By adding a temperature correction coefficient during the calculation process, the deviation between the calculated and actual fuel consumption can be reduced to a certain extent, thereby making the fuel consumption displayed on the vehicle's dashboard more accurate. Attached Figure Description

[0074] To more clearly illustrate the technical solutions in the embodiments of this disclosure, 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 disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0075] Figure 1 This is a schematic diagram of the structure of a computer device provided in an embodiment of this disclosure;

[0076] Figure 2 This is a schematic diagram of a process for calculating fuel consumption provided in an embodiment of this disclosure;

[0077] Figure 3 This is a schematic diagram of a process for establishing the correspondence between fuel temperature and temperature correction coefficient provided in an embodiment of this disclosure;

[0078] Figure 4 This is a schematic diagram of a process for calculating fuel consumption provided in an embodiment of this disclosure;

[0079] Figure 5 This is a schematic diagram of a process for obtaining sample data provided in an embodiment of this disclosure;

[0080] Figure 6 This is a schematic diagram illustrating the correspondence between fuel temperature and temperature correction coefficient provided in an embodiment of this disclosure;

[0081] Figure 7 This is a schematic diagram of a process for calculating fuel consumption provided in an embodiment of this disclosure;

[0082] Figure 8 This is a schematic diagram of a process for calculating fuel consumption provided in an embodiment of this disclosure;

[0083] Figure 9 This is a schematic diagram of a device for calculating fuel consumption provided in an embodiment of this disclosure. Detailed Implementation

[0084] To make the objectives, technical solutions, and advantages of this disclosure clearer, the embodiments of this disclosure will be described in further detail below with reference to the accompanying drawings.

[0085] This disclosure provides a method for calculating fuel consumption, which can be applied to a target vehicle. The target vehicle is equipped with a fuel consumption dashboard, and fuel consumption can be calculated using a computer device within the vehicle, then displayed on the dashboard. The computer device can be located in various parts of the vehicle, and this disclosure does not limit its location. Figure 1 As shown, the computer device includes a processor 110, a memory 120, and a communication component 130, etc. The following is a description of each part:

[0086] The processor 110 can be a central processing unit (CPU), which can calculate fuel consumption and so on based on various data.

[0087] The memory 120 can be various volatile or non-volatile memory, such as solid-state disk (SSD), dynamic random access memory (DRAM), etc. The memory can be used to store pre-stored data, intermediate data, and result data in the vehicle control processing, such as storing the air-to-fuel ratio, engine speed, etc.

[0088] The communication component 130 can be a wired network connector, a wireless fidelity (WiFi) module, a Bluetooth module, a cellular communication module, etc. The communication component can be used to transmit data with other devices; for example, it can send calculated fuel consumption data to other devices or display it on the dashboard.

[0089] This disclosure provides a method for calculating fuel consumption, such as... Figure 2 The diagram shows the processing flow of this method, which may include the following steps:

[0090] Step 201: Obtain the target vehicle's fuel temperature, air-to-fuel ratio at the engine intake, air-to-fuel ratio at the carbon canister and engine connection, and engine speed according to the detection cycle.

[0091] The detection cycle is the interval between data collections. The detection cycle can be set by the relevant technicians. The shorter the detection cycle, the more data is collected in a period of time, and correspondingly, the amount of calculation is greater. However, the calculated fuel consumption may be more accurate. The relevant technicians can determine the detection cycle according to the actual situation. For example, the detection cycle can be 1 second.

[0092] Fuel temperature can be the temperature of the fuel in a car's fuel tank. A temperature sensor can be placed inside the fuel tank, either floating on the surface of the fuel or installed on the inside of the tank wall. It is important to ensure that the temperature sensor is in contact with the fuel in order to determine the fuel temperature.

[0093] The air-to-fuel ratio indicates the ratio of air to fuel entering the engine, and this ratio can be measured in real time by an oxygen sensor.

[0094] Step 202: Determine the temperature correction factor for each detection cycle based on the fuel temperature obtained in each detection cycle.

[0095] The temperature correction factor for each testing cycle can be determined based on the correlation between fuel temperature and temperature correction factor. The process for establishing the correlation between fuel temperature and temperature correction factor is described in [link to documentation]. Figure 3 The steps shown are described in detail; please refer to the relevant content. Figure 3 The steps shown will not be elaborated further here.

[0096] Step 203: Determine the fuel consumption rate for each detection cycle based on the air-to-fuel ratio at the engine intake port, the air-to-fuel ratio at the carbon canister and engine connection port, the engine speed, and the temperature correction coefficient.

[0097] For the detailed processing procedure of this step, please refer to [link / reference]. Figure 4 It includes the following steps:

[0098] Step 2031: Based on the air-to-fuel ratio at the engine intake port and the engine speed for each detection cycle, determine the correction coefficient for the air-to-fuel ratio for each detection cycle.

[0099] Engine speed affects the accuracy of the detected air-to-fuel ratio, therefore an air-to-fuel ratio correction factor is needed to correct the air-to-fuel ratio. Specifically, there is a corresponding relationship between the air-to-fuel ratio, engine speed, and the air-to-fuel ratio correction factor, which can be determined based on the air-to-fuel ratio and engine speed.

[0100] Step 2032: Based on the air-to-fuel ratio at the engine intake port, the air-to-fuel ratio at the carbon canister and engine connection port, the air-to-fuel ratio correction factor, and the temperature correction factor for each detection cycle, determine the fuel consumption rate for each detection cycle.

[0101] For each detection cycle, using the formula Determine the fuel consumption rate for the testing cycle, where k1 represents the air-to-fuel ratio at the engine intake, and k2 represents the air-to-fuel ratio at the connection between the carbon canister and the engine. This represents the correction factor for the air-to-fuel ratio. Here, f represents the temperature correction factor, ρ represents the mass conversion factor, ge represents the fuel density, and the mass conversion factor is a specified value. Fuel density is the density of fuel under normal conditions.

[0102] Step 204: Determine the total fuel consumption based on the fuel consumption rate of each detection cycle.

[0103] Multiply the fuel consumption rate of each testing cycle by the duration of the testing cycle to obtain the fuel consumption for that testing cycle. Add the fuel consumption of each testing cycle together to get the total fuel consumption.

[0104] The temperature correction factor corresponding to the fuel temperature mentioned above can be determined by collecting a large amount of sample data to establish the relationship between fuel temperature and the temperature correction factor. For example... Figure 3 The diagram shows the processing flow of this method, which may include the following steps:

[0105] Step 301: Obtain multiple sample data.

[0106] The sample data includes sample fuel temperature and sample temperature correction value.

[0107] The specific processing steps are as follows: Figure 5 As shown, it includes the following steps:

[0108] Step 3011: At each sample collection time, obtain the sample fuel temperature, the air-to-fuel ratio at the sample engine intake, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the sample engine speed, and the sample actual fuel consumption rate.

[0109] The actual fuel consumption rate of the sample can be obtained in a variety of ways, such as the carbon balance method, which is not limited in this embodiment.

[0110] Step 3012: Determine the sample temperature correction coefficient based on the air-to-fuel ratio at the sample engine intake, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the sample engine speed, and the sample actual fuel consumption rate.

[0111] Based on the air-to-fuel ratio at the sample engine intake and the sample engine speed, a correction factor for the air-to-fuel ratio is determined.

[0112] Then, based on the air-to-fuel ratio at the sample engine intake, the air-to-fuel ratio at the sample carbon canister connection, the sample air-to-fuel ratio correction factor, and the sample actual fuel consumption rate, the sample temperature correction factor is determined. Specifically, this is achieved using the formula... Determine the sample temperature correction factor, where tge represents the actual fuel consumption rate of the sample, ρ represents the sample fuel density, k1 represents the air-to-fuel ratio at the engine intake, and k2 represents the air-to-fuel ratio at the connection between the carbon canister and the engine. This represents the correction factor for the air-to-fuel ratio in the sample, where f represents the mass conversion factor. This represents the sample temperature correction factor, and the quality conversion factor is a specified value.

[0113] Step 3013: Determine the sample fuel temperature and sample temperature correction coefficient at each sample collection time as a sample data to obtain multiple sample data.

[0114] Step 302: Based on multiple sample data, determine the correspondence between fuel temperature and temperature correction coefficient.

[0115] Based on multiple fuel temperatures and their corresponding temperature correction coefficients, each data point can be viewed as a two-dimensional point (x, y), where x represents the fuel temperature and y represents the temperature correction coefficient. Using multiple (x, y) points, a fitting process is performed to determine the correspondence between y and x, which can be represented by a function. Extensive experiments have shown a positive correlation between y and x; that is, the higher the temperature, the larger the corresponding temperature correction coefficient. The final fitted image is shown below. Figure 6 As shown.

[0116] The fuel temperature mentioned above refers to the fuel temperature inside the fuel tank. Since fuel in the engine can be obtained directly from the fuel tank or from the carbon canister, the fuel obtained from the fuel tank and the fuel obtained from the carbon canister can be detected separately. Specifically, the vehicle includes a first temperature sensor, a second temperature sensor, a first oxygen sensor, and a second oxygen sensor. The first temperature sensor and the first oxygen sensor are located close to each other on the engine intake manifold of the target vehicle. The second temperature sensor and the second oxygen sensor are located close to each other on the connection line between the carbon canister and the engine of the target vehicle. Thus, the first temperature sensor is used to detect the temperature of the fuel directly supplied from the fuel tank to the engine, and the second temperature sensor is used to detect the temperature of the fuel supplied from the carbon canister to the engine.

[0117] When two fuel temperatures are obtained, the processing flow for calculating fuel consumption is as follows: Figure 7 As shown, it may include the following steps:

[0118] Step 701: According to the detection cycle, acquire the first fuel temperature detected by the first temperature sensor, the second fuel temperature detected by the second temperature sensor, the air-to-fuel ratio detected by the first oxygen sensor at the engine intake port, and the air-to-fuel ratio detected by the second oxygen sensor at the carbon canister and engine connection port.

[0119] Step 702: Based on the first fuel temperature and the second fuel temperature obtained in each detection cycle, determine the first temperature correction coefficient and the second temperature correction coefficient for each detection cycle.

[0120] Step 703: Determine the fuel consumption rate for each detection cycle based on the air-to-fuel ratio at the engine intake port, the air-to-fuel ratio at the carbon canister and engine connection port, the engine speed, the first temperature correction coefficient, and the second temperature correction coefficient.

[0121] For the detailed processing procedure of this step, please refer to [link / reference]. Figure 8 It includes the following steps:

[0122] Step 7031: Based on the air-to-fuel ratio at the engine intake port and the engine speed for each detection cycle, determine the air-to-fuel ratio correction coefficient for each detection cycle.

[0123] Step 7032: Based on the air-to-fuel ratio at the engine intake port, the air-to-fuel ratio at the carbon canister and engine connection port, the air-to-fuel ratio correction factor, the first temperature correction factor, and the second temperature correction factor for each detection cycle, determine the fuel consumption rate for each detection cycle.

[0124] For each detection cycle, using the formula Determine the fuel consumption rate for the testing cycle, where k1 represents the air-to-fuel ratio at the engine intake, and k2 represents the air-to-fuel ratio at the connection between the carbon canister and the engine. This represents the correction factor for the air-to-fuel ratio. This represents the first temperature correction factor. denoted by , f represents the mass conversion factor, ρ represents the fuel density, and ge represents the fuel consumption rate. The mass conversion factor is a specified value.

[0125] Step 704: Determine the total fuel consumption based on the fuel consumption rate of each detection cycle.

[0126] Multiply the fuel consumption rate of each testing cycle by the duration of the testing cycle to obtain the fuel consumption for that testing cycle. Add the fuel consumption of each testing cycle together to get the total fuel consumption.

[0127] Optionally, for the fuel temperature obtained in each detection cycle, in addition to using the temperature obtained by the temperature sensor as the temperature of that detection cycle, the average of the fuel temperature of the temperature sensor in the current detection cycle and the fuel temperature of the previous detection cycle can be taken as the fuel temperature of the current cycle. In this way, when the fuel temperature changes in the current detection cycle, such as the temperature rises or falls, the fuel rate calculated by taking the average fuel temperature as the fuel temperature of the current cycle is more representative of the fuel rate of this detection cycle, and the calculated fuel consumption is more accurate.

[0128] In this embodiment, a temperature correction coefficient can be determined based on fuel temperature to correct the fuel density parameter used in the calculation process. Different fuel temperatures correspond to different fuel densities, and fuel consumption calculated using the same fuel density at different temperatures deviates significantly from actual fuel consumption. By adding a temperature correction coefficient during the calculation process, the deviation between the calculated and actual fuel consumption can be reduced to a certain extent, thereby making the fuel consumption displayed on the vehicle's dashboard more accurate.

[0129] Based on the same technical concept, embodiments of this disclosure provide a device for calculating fuel consumption, the device being applied to a target vehicle, such as... Figure 9 As shown, the device includes:

[0130] The acquisition module 910 is used to acquire the target vehicle's fuel temperature, air-to-fuel ratio at the engine intake, air-to-fuel ratio at the carbon canister and engine connection port, and engine speed according to the detection cycle.

[0131] The determination module 920 is used to determine the temperature correction coefficient for each detection cycle based on the fuel temperature obtained in each detection cycle; to determine the fuel consumption rate for each detection cycle based on the air-to-fuel ratio at the engine intake, the air-to-fuel ratio at the carbon canister and engine connection, the engine speed, and the temperature correction coefficient; and to determine the total fuel consumption based on the fuel consumption rate for each detection cycle.

[0132] In one possible implementation, the determining module 920 is configured to:

[0133] Based on the air-to-fuel ratio at the engine intake and the engine speed for each testing cycle, a correction factor for the air-to-fuel ratio for each testing cycle is determined.

[0134] The fuel consumption rate for each testing cycle is determined based on the air-to-fuel ratio at the engine intake, the air-to-fuel ratio at the carbon canister and engine connection, the air-to-fuel ratio correction factor, and the temperature correction factor.

[0135] In one possible implementation, the determining module 920 is configured to:

[0136] For each detection cycle, using the formula Determine the fuel consumption rate for the detection cycle, where k1 represents the air-to-fuel ratio at the engine intake, and k2 represents the air-to-fuel ratio at the connection between the carbon canister and the engine. This represents the correction factor for the air-to-fuel ratio. denoted by temperature correction factor, f represents mass conversion factor, ρ represents fuel density, and ge represents fuel consumption rate. The mass conversion factor is a specified value.

[0137] In one possible implementation, the device further includes a processing module 930, for:

[0138] Acquire multiple sample data, wherein the sample data includes sample fuel temperature and sample temperature correction value;

[0139] Based on the aforementioned sample data, the correspondence between fuel temperature and temperature correction coefficient is determined.

[0140] In one possible implementation, the processing module 930 is configured to:

[0141] At each sample collection time, the sample fuel temperature, the air-to-fuel ratio at the sample engine intake, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the sample engine speed, and the sample actual fuel consumption rate are obtained.

[0142] Based on the air-to-fuel ratio at the intake port of the sample engine, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the engine speed of the sample, and the actual fuel consumption rate of the sample, a sample temperature correction coefficient is determined.

[0143] The sample fuel temperature and the sample temperature correction coefficient at each sample collection time are determined as a sample data to obtain multiple sample data.

[0144] In one possible implementation, the processing module 930 is configured to:

[0145] Based on the air-to-fuel ratio at the intake of the sample engine and the engine speed, a correction coefficient for the air-to-fuel ratio of the sample engine is determined.

[0146] Based on the air-to-fuel ratio at the engine intake of the sample engine, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the air-to-fuel ratio correction factor of the sample, and the actual fuel consumption rate of the sample, the sample temperature correction factor is determined.

[0147] In one possible implementation, the processing module 930 is configured to:

[0148] Through formula Determine the sample temperature correction factor, where tge represents the actual fuel consumption rate of the sample, ρ represents the sample fuel density, k1 represents the air-to-fuel ratio at the engine intake, and k2 represents the air-to-fuel ratio at the connection between the carbon canister and the engine. This represents the correction factor for the air-to-fuel ratio in the sample, where f represents the mass conversion factor. This represents the sample temperature correction factor, and the quality conversion factor is a specified value.

[0149] In one possible implementation, the target vehicle includes a first temperature sensor, a second temperature sensor, a first oxygen sensor, and a second oxygen sensor. The first temperature sensor and the first oxygen sensor are located on the engine intake manifold of the target vehicle near the engine intake port and are close to each other. The second temperature sensor and the second oxygen sensor are located on the carbon canister and engine connection line of the target vehicle and are close to each other.

[0150] The acquisition module 910 is used for:

[0151] The detection cycle is used to obtain the first fuel temperature detected by the first temperature sensor, the second fuel temperature detected by the second temperature sensor, the air-to-fuel ratio detected by the first oxygen sensor at the engine intake, and the air-to-fuel ratio detected by the second oxygen sensor at the carbon canister and engine connection port.

[0152] The determining module 920 is used for:

[0153] Based on the first fuel temperature and the second fuel temperature obtained in each detection cycle, the first temperature correction coefficient and the second temperature correction coefficient for each detection cycle are determined respectively.

[0154] The fuel consumption rate for each testing cycle is determined based on the air-to-fuel ratio at the engine intake, the air-to-fuel ratio at the carbon canister and engine connection, the engine speed, the first temperature correction coefficient, and the second temperature correction coefficient.

[0155] In one possible implementation, the determining module 920 is configured to:

[0156] Based on the air-to-fuel ratio at the engine intake and the engine speed for each testing cycle, a correction factor for the air-to-fuel ratio for each testing cycle is determined.

[0157] The fuel consumption rate for each testing cycle is determined based on the air-to-fuel ratio at the engine intake, the air-to-fuel ratio at the carbon canister and engine connection, the air-to-fuel ratio correction factor, the first temperature correction factor, and the second temperature correction factor.

[0158] In one possible implementation, the determining module 920 is configured to:

[0159] For each detection cycle, using the formula Determine the fuel consumption rate for the detection cycle, where k1 represents the air-to-fuel ratio at the engine intake, and k2 represents the air-to-fuel ratio at the connection between the carbon canister and the engine. This represents the correction factor for the air-to-fuel ratio. This represents the first temperature correction factor. denoted as the second temperature correction factor, f as the mass conversion factor, ρ as the fuel density, and ge as the fuel consumption rate. The mass conversion factor is a specified value.

[0160] In this embodiment, a temperature correction coefficient can be determined based on fuel temperature to correct the fuel density parameter used in the calculation process. Different fuel temperatures correspond to different fuel densities, and fuel consumption calculated using the same fuel density at different temperatures deviates significantly from actual fuel consumption. By adding a temperature correction coefficient during the calculation process, the deviation between the calculated and actual fuel consumption can be reduced to a certain extent, thereby making the fuel consumption displayed on the vehicle's dashboard more accurate.

[0161] It should be noted that the fuel consumption calculation device 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 fuel consumption calculation device and the fuel consumption calculation method provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0162] In the above embodiments, implementation can be achieved entirely or partially through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions that, when loaded and executed on a device, generate all or part of the processes or functions described in the embodiments of this disclosure. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another via wired (e.g., coaxial cable, fiber optic cable, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible to the device or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, and magnetic tape), an optical medium (e.g., digital video disk (DVD), etc.), or a semiconductor medium (e.g., solid-state drive).

[0163] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0164] The above description is only one embodiment of this disclosure and is not intended to limit this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this disclosure should be included within the protection scope of this disclosure.

Claims

1. A method for calculating fuel consumption, characterized in that, The method is applied to a target vehicle, and the method includes: The target vehicle's fuel temperature, air-to-fuel ratio at the engine intake, air-to-fuel ratio at the carbon canister and engine connection, and engine speed are obtained according to the detection cycle. Based on the fuel temperature obtained in each detection cycle, determine the temperature correction factor for each detection cycle; Based on the air-to-fuel ratio at the engine intake and the engine speed for each testing cycle, a correction factor for the air-to-fuel ratio for each testing cycle is determined. For each detection cycle, using the formula Determine the fuel consumption rate for the detection cycle, wherein, This indicates the air-to-fuel ratio at the engine intake. This indicates the air-to-fuel ratio at the connection between the carbon canister and the engine. This represents the correction factor for the air-to-fuel ratio. This represents the temperature correction factor. Indicates the quality conversion factor. Indicates fuel density, This indicates the fuel consumption rate, and the mass conversion factor is a specified value; The total fuel consumption is determined based on the fuel consumption rate of each detection cycle.

2. The method according to claim 1, characterized in that, Before acquiring the fuel temperature, engine intake air-to-fuel ratio, carbon canister-to-engine connection air-to-fuel ratio, and engine speed according to the detection cycle, the method further includes: Acquire multiple sample data, wherein the sample data includes sample fuel temperature and sample temperature correction value; Based on the aforementioned sample data, the correspondence between fuel temperature and temperature correction coefficient is determined.

3. The method according to claim 2, characterized in that, The acquisition of multiple sample data includes: At each sample collection time, the sample fuel temperature, the air-to-fuel ratio at the sample engine intake, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the sample engine speed, and the sample actual fuel consumption rate are obtained. Based on the air-to-fuel ratio at the intake port of the sample engine, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the engine speed of the sample, and the actual fuel consumption rate of the sample, a sample temperature correction coefficient is determined. The sample fuel temperature and the sample temperature correction coefficient at each sample collection time are determined as a sample data to obtain multiple sample data.

4. The method according to claim 3, characterized in that, The determination of the sample temperature correction coefficient based on the air-to-fuel ratio at the sample engine intake, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the sample engine speed, and the sample actual fuel consumption rate includes: Based on the air-to-fuel ratio at the intake of the sample engine and the engine speed, a correction coefficient for the air-to-fuel ratio is determined. Based on the air-to-fuel ratio at the engine intake of the sample engine, the air-to-fuel ratio at the connection between the sample carbon canister and the engine, the air-to-fuel ratio correction factor of the sample, and the actual fuel consumption rate of the sample, the sample temperature correction factor is determined.

5. A device for calculating fuel consumption, characterized in that, The device is applied to a target vehicle, and the device includes: The acquisition module is used to acquire the target vehicle's fuel temperature, air-to-fuel ratio at the engine intake, air-to-fuel ratio at the carbon canister and engine connection port, and engine speed according to the detection cycle. The determination module is used for: Based on the fuel temperature obtained in each detection cycle, determine the temperature correction factor for each detection cycle; Based on the air-to-fuel ratio at the engine intake and the engine speed for each testing cycle, a correction factor for the air-to-fuel ratio for each testing cycle is determined. For each detection cycle, using the formula Determine the fuel consumption rate for the detection cycle, wherein, This indicates the air-to-fuel ratio at the engine intake. This indicates the air-to-fuel ratio at the connection between the carbon canister and the engine. This represents the correction factor for the air-to-fuel ratio. This represents the temperature correction factor. Indicates the quality conversion factor. Indicates fuel density, This indicates the fuel consumption rate, and the mass conversion factor is a specified value; The total fuel consumption is determined based on the fuel consumption rate of each detection cycle.

6. An electronic device, characterized in that, The electronic device includes a memory and a processor, the memory being used to store computer instructions; The processor executes computer instructions stored in the memory to cause the electronic device to perform the method of any one of claims 1 to 4.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program code, which, when executed by an electronic device, performs the method described in any one of claims 1 to 4.

8. A computer program product, characterized in that, The computer program product includes computer program code, which, when executed by an electronic device, performs the method described in any one of claims 1 to 4.

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