Vehicle control method and vehicle

Abstract

The invention provides a vehicle control method and a vehicle. The method comprises the steps that the fuel storage amount of the vehicle and the detection reliability of the fuel height of the vehicle are obtained; according to the fuel oil storage amount and the detection reliability, whether the fuel oil height is updated or not is judged; under the condition that the fuel oil height is judged to be updated, the fuel oil age of the vehicle is updated according to the updated fuel oil height and the updating time of the fuel oil height; and under the condition that the fuel age is larger than the first fuel age threshold value, an engine of the vehicle is controlled to enter a fuel consumption mode. According to the embodiment of the invention, fuel in the vehicle fuel tank can be prevented from deteriorating, and the safety of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control method and a vehicle. Background Technology

[0002] With increasingly stringent requirements for vehicle fuel consumption and emissions, hybrid vehicles, with their core advantages of energy saving and emission reduction, have become the mainstream development direction in the industry. Dual-motor hybrid systems, possessing multiple operating modes such as pure electric, series, and parallel operation, can flexibly adapt to different driving scenarios and have been widely adopted. During the use of hybrid vehicles, fuel, as the core power source in hybrid mode, directly affects vehicle driving safety.

[0003] However, when charging conditions permit, users may leave the fuel in their vehicle's tank unused for extended periods, leading to a significant drop in fuel efficiency. Fuel left unused for too long deteriorates, potentially causing fuel system malfunctions, engine carbon buildup, and other safety hazards. Therefore, preventing fuel deterioration is a pressing issue that needs to be addressed. Summary of the Invention

[0004] This application provides a vehicle control method and a vehicle that can prevent fuel in the vehicle's fuel tank from deteriorating and improve vehicle safety.

[0005] In a first aspect, embodiments of this application provide a vehicle control method, the method comprising: To obtain the vehicle's fuel level and the reliability of fuel level detection; Determine whether to update the fuel level based on fuel storage level and detection reliability; When it is determined that the fuel level needs to be updated, the vehicle's fuel age is updated based on the updated fuel level and the time when the fuel level was updated. When the fuel age is greater than the first fuel age threshold, the vehicle's engine is controlled to enter fuel consumption mode.

[0006] Secondly, this application provides a vehicle control device, the device comprising: The acquisition module is used to acquire the vehicle's fuel storage level and the reliability of the vehicle's fuel level detection. The judgment module is used to determine whether to update the fuel level based on the fuel storage amount and the detection reliability. An update module is used to update the fuel age of the vehicle based on the updated fuel level and the update time of the fuel level when it is determined that the fuel level needs to be updated. The control module is used to control the vehicle's engine to enter a fuel consumption mode when the fuel age is greater than a first fuel age threshold.

[0007] Thirdly, embodiments of this application provide an electronic device, which includes: a processor and a memory storing computer program instructions; When the processor executes computer program instructions, it implements the vehicle control method as described in any of the embodiments of the first aspect.

[0008] Fourthly, embodiments of this application provide a computer storage medium storing computer program instructions, which, when executed by a processor, implement the vehicle control method as described in any of the embodiments of the first aspect.

[0009] Fifthly, embodiments of this application provide a computer program product in which instructions, when executed by a processor of an electronic device, cause the electronic device to perform a vehicle control method as described in any of the embodiments of the first aspect above.

[0010] Sixthly, embodiments of this application also provide a vehicle, which includes at least one of the following: Such as the vehicle control device in the second aspect; Such as electronic devices in the third aspect; Such as the computer-readable storage medium in the fourth aspect; Such as computer program products in the fifth aspect.

[0011] In the vehicle control method and vehicle provided in this application embodiment, by obtaining the reliability of the vehicle's fuel storage amount and fuel level detection, and combining the two to determine whether to update the fuel level, the accuracy of the fuel level data can be ensured. After determining that the fuel level needs to be updated, the fuel age is updated in real time based on the updated fuel level and the fuel level update time, thereby achieving precise quantification of the fuel storage time. When the fuel age exceeds a first fuel age threshold, the vehicle engine is controlled to enter a fuel consumption mode to actively consume the long-term stored fuel, thereby avoiding or reducing safety hazards such as fuel system failure and engine carbon buildup caused by fuel oxidation and deterioration due to long-term idleness, thus improving vehicle safety. Attached Figure Description

[0012] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a schematic diagram of the structure of the hybrid vehicle system provided in the embodiments of this application; Figure 2 This is one of the flowcharts illustrating the vehicle control method provided in the embodiments of this application; Figure 3 This is a second schematic flowchart of the vehicle control method provided in the embodiments of this application; Figure 4 This is the third schematic flowchart of the vehicle control method provided in the embodiments of this application; Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0014] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0015] Numerous specific details are set forth in the following description in order to provide a full understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some, and not all, of the embodiments of this disclosure.

[0016] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the term "comprising" or any other variations thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0017] It should be noted that the vehicle control method provided in this application has a wide range of applications, and can be applied to both pure fuel vehicles and hybrid vehicles.

[0018] Among them, pure gasoline vehicles use gasoline as their sole power source; hybrid vehicles are dual-motor hybrid systems that combine electric and gasoline power, such as... Figure 1As shown, the hybrid vehicle has three operating modes: pure electric mode, series mode, and parallel mode. In pure electric mode, it relies solely on electric power and does not consume fuel. In series mode, the C0 clutch is not engaged, the engine charges the battery through the P1 motor, and the P2 motor drives the wheels, consuming fuel as needed to maintain battery power. In parallel mode, the C0 clutch is engaged, and the engine directly drives the wheels, simultaneously achieving fuel power output and efficient driving.

[0019] The vehicle control method of this application embodiment can prevent fuel deterioration directly through fuel age management for pure fuel vehicles, and can trigger the engine to enter fuel consumption mode through fuel age monitoring when fuel is idle due to long-term use in pure electric mode. This does not affect the multi-mode switching advantage of hybrid vehicles, and can also prevent fuel from deteriorating due to long-term disuse, thus fully adapting to the usage needs of vehicles with different power types.

[0020] In order to solve the problems existing in the related technologies, this application provides a vehicle control method and a vehicle.

[0021] The vehicle control method provided in the embodiments of this application will be described below. Figure 2 As shown, the method specifically includes the following steps: S100, obtain the vehicle's fuel storage level and the reliability of the fuel level detection.

[0022] Optionally, in this embodiment of the application, the detection reliability is an indicator used to measure the credibility of vehicle fuel level detection data.

[0023] In one embodiment, the detection reliability can be determined based on the quality factor (QF) of the fuel level. When the quality factor reaches a preset high reliability level, it indicates that the fuel level detection is not affected by interference factors such as vehicle body sway, driving slope, and acceleration changes, and the detection data truly reflects the actual fuel level in the fuel tank. In this case, the detection reliability is high. Conversely, if the quality factor is lower than the preset level, it indicates that the detection data may contain errors, and the detection reliability is low.

[0024] Specifically, the vehicle uses a fuel level sensor to collect fuel level signals in real time, and evaluates the data quality based on three core dimensions: signal stability, fluctuation range, and consistency with historical data. For example, when the vehicle is running smoothly, if the rate of change of the sensor's multiple consecutive sample values ​​is lower than a set threshold and the value is within a reasonable physical range, the system assigns a higher quality factor (e.g., QF=3) to the current fuel level data and directly defines this quality factor value as the detection reliability (i.e., reliability=3). Conversely, if the signal fluctuates drastically or exceeds the reasonable range, a lower quality factor (e.g., QF=1 or QF=2) is assigned, corresponding to a detection reliability of 1 or 2.

[0025] In another implementation, multiple independent signals such as fuel level sensor readings, fuel tank pressure sensor data, recent refueling records, and remaining fuel estimated by a fuel consumption model can be combined to calculate the detection reliability value through a preset weighted scoring mechanism. For example, the system assigns a corresponding weight to each data source (e.g., fuel level sensor weight 0.4, pressure sensor weight 0.2, refueling record weight 0.2, consumption model estimation weight 0.2). If the data from a single data source is reasonable and consistent with the trend of other data sources, it is assigned a full score (e.g., 10 points); otherwise, points are deducted according to the degree of deviation. Then, the comprehensive score is calculated using the formula "Reliability = Σ (scores of each data source × corresponding weights)," and finally, the comprehensive score is mapped to a reliability value of 0-3 (e.g., a comprehensive score ≥ 8 points corresponds to a reliability of 3, 6-7 points to a reliability of 2, 4-5 points to a reliability of 1, and < 4 points to a reliability of 0). If the multi-source data corroborate each other, a higher comprehensive score indicates a higher reliability value; if there are significant contradictions, a lower comprehensive score indicates a lower reliability value.

[0026] S200, based on the fuel storage level and the detection reliability, determine whether to update the fuel level.

[0027] Optionally, in this embodiment, the fuel level refers to the vertical distance between the fuel level and the bottom of the vehicle's fuel tank, which can be directly detected and obtained by a fuel level sensor. The value of the fuel level corresponds to the amount of fuel stored, and can be indirectly converted into the amount of fuel stored through a preset "fuel level-fuel quantity" conversion model (combined with structural parameters such as the shape and volume of the fuel tank).

[0028] Optionally, in one feasible implementation of this application, the current fuel storage level obtained in S100 and the previously recorded baseline storage level are first retrieved, and the absolute change between the two is calculated. Simultaneously, a quantitative judgment standard for detection reliability is defined (e.g., 0-3 levels, with level 3 being the highest reliability). If the change between the current fuel storage level and the baseline storage level is greater than a preset first threshold (corresponding to effective refueling or significant fuel release scenarios), and the detection reliability is ≥2, it indicates that the fuel level change is meaningful and the data is reliable, and the fuel level is directly updated. If the change is less than the first threshold but greater than the second threshold (corresponding to normal consumption scenarios in regular use), the detection reliability must reach level 3 to ensure data is free from interference before an update is determined. If the change is ≤2 (e.g., a slight change in fuel level due to only temperature changes), or the detection reliability is <2, it indicates that the fuel level change is unnecessary to update or the data is unreliable, and the fuel level is not updated; the historical record is used instead. This implementation, by matching different reliability requirements according to fuel quantity change scenarios, accurately captures effective fuel level changes while avoiding invalid and erroneous updates, ensuring the accuracy of subsequent fuel age calculations.

[0029] S300, if it is determined that the fuel level needs to be updated, the fuel age of the vehicle is updated based on the updated fuel level and the update time of the fuel level.

[0030] Optionally, in this embodiment, fuel age refers to the average storage time of the fuel currently stored in the vehicle's fuel tank from when it was filled into the tank to the present moment. Fuel age directly reflects whether the fuel is at risk of oxidation and deterioration due to long-term storage.

[0031] Optionally, the fuel age can be updated in different ways depending on the scenario. For example, in a refueling scenario, the initial age of newly injected fuel is 0, and it is weighted and merged with the historical age of the remaining old fuel in the tank according to their respective fuel volume ratios; in a normal consumption scenario, the fuel age is updated based on the accumulated storage time according to the time interval of fuel level updates.

[0032] Specifically, historical data prior to the current fuel level update is retrieved, including the average fuel age of the last update, the fuel level recorded at the time of the update (referred to as historical fuel level), and the corresponding update time (referred to as historical time). Simultaneously, the fuel level after the current update (referred to as current fuel level) and the current update time (referred to as current time) are obtained. Using a preset "fuel level-fuel quantity" conversion model, the historical fuel level and current fuel level are converted into their corresponding historical fuel quantity and current fuel quantity, respectively. The difference between the two is calculated to obtain the newly added fuel quantity (in the case of refueling) or the reduced fuel quantity (in the case of consumption). In the case of refueling, the initial fuel age of the newly added fuel is recorded as 0, and the average fuel age after the update is calculated using the formula: "Average fuel age after update = (Historical fuel age × Historical fuel quantity + 0 × New fuel quantity) ÷ (Historical fuel quantity + New fuel quantity)". In the case of normal consumption, the historical fuel age is directly supplemented by the duration of "current time - historical time" to obtain the updated fuel age. Finally, the calculation results are associated with the current update time and stored, synchronously covering historical oil age data, providing a real-time and accurate basis for subsequent oil age threshold judgment, and ensuring the accuracy of oil age control.

[0033] S400, when the fuel age is greater than a first fuel age threshold, the vehicle's engine is controlled to enter a fuel consumption mode.

[0034] Optionally, in this embodiment, the fuel consumption mode refers to the power control mode activated by the vehicle to address the risk of fuel degradation when the fuel age exceeds a first fuel age threshold. The core purpose is to actively consume fuel stored in the fuel tank for an extended period. For pure gasoline vehicles, the engine maintains a stable operating state in this mode, consuming fuel according to preset operating conditions (such as normal driving power requirements) until the fuel age drops to a safe range or the fuel level reaches a preset low level. For hybrid vehicles, this mode will preferentially switch to series or parallel mode, controlling the engagement state of the zero clutch to allow the engine to participate in power output or generate electricity, consuming fuel without affecting the normal operation of the vehicle, while avoiding the continuous idle fuel caused by long-term use of pure electric mode.

[0035] Optionally, in one feasible implementation of this application, the updated fuel age of S300 and the preset first fuel age threshold are first retrieved and compared to confirm the triggering condition.

[0036] For hybrid vehicles, the current power mode is first determined. If it is in pure electric mode, a mode switch is immediately triggered: In series mode, the C0 clutch is disengaged, and the engine generates electricity through the P1 motor while maintaining stable operation and consuming fuel. The electrical energy can be stored or used to power the P2 motor to drive the wheels. In parallel mode, the C0 clutch is engaged, and the engine directly drives the wheels, improving fuel efficiency. During this process, fuel age is continuously monitored. When the fuel age drops below the first fuel age threshold, the fuel consumption mode is automatically exited. When the fuel age is less than or equal to the first fuel age threshold, no engine mode switching is triggered; the vehicle's current power state is maintained, but a periodic monitoring mechanism is activated. The latest fuel age data is retrieved and re-compared at preset time intervals, and related parameters such as fuel storage and detection reliability are updated simultaneously to ensure that the fuel age change trend can be captured in real time. Once the subsequent fuel age exceeds the threshold, a response can be initiated immediately to execute fuel consumption control.

[0037] In a vehicle control method provided in this application embodiment, by acquiring the vehicle's fuel storage amount and the reliability of fuel level detection, and combining the two to determine whether to update the fuel level, the accuracy of the fuel level data can be ensured. After determining that the fuel level needs to be updated, the fuel age is updated in real time based on the updated fuel level and the fuel level update time, achieving precise quantification of fuel storage time. When the fuel age exceeds a first fuel age threshold, the vehicle engine is controlled to enter a fuel consumption mode to actively consume the long-term stored fuel, thereby avoiding or reducing safety hazards such as fuel system failure and engine carbon buildup caused by fuel oxidation and deterioration due to long-term idleness, thus improving vehicle safety.

[0038] In one embodiment, determining whether to update the fuel level based on the fuel storage amount and the detection reliability includes any one of the following: If the difference between the first fuel level currently detected by the vehicle and the second fuel level corresponding to the previous detection is greater than or equal to a first preset threshold, and if the detection reliability is greater than the preset reliability threshold, then it is determined to update the fuel level. If the difference is less than the first preset threshold and greater than the second preset threshold, and the vehicle's operating status information indicates that the vehicle is in a stable driving mode, and the detection reliability is greater than the preset reliability threshold, then it is determined to update the fuel level; the first preset threshold is greater than the second preset threshold.

[0039] Optionally, in this embodiment, the operating status information is a multi-dimensional data set reflecting the vehicle's driving and operating status, collected in real time by various sensors. The operating status information may include vehicle driving-related parameters (such as real-time vehicle speed, acceleration, steering angle, and road surface slope), powertrain operating parameters (such as engine speed and transmission gear), and sensor operating status parameters.

[0040] Stable driving mode is a driving mode where the vehicle's driving state is stable and without drastic changes. In stable driving mode, factors such as vehicle body swaying and bumps that interfere with the fuel level sensor detection are greatly reduced, and the detection data can more accurately reflect the actual fuel level in the tank.

[0041] Optionally, in one specific implementation of this application, if the difference between the first stored fuel level currently detected by the vehicle and the second stored fuel level corresponding to the previous detection is greater than or equal to a first preset threshold, it can be determined as a scenario of large-scale refueling or large-scale fuel discharging. That is, if the difference is greater than or equal to the first preset threshold (e.g., corresponding to a fuel level change of 15L or more, commonly seen after a full tank of fuel or a large amount of fuel consumption after long-distance driving), then the detection reliability is checked to see if it is greater than the preset threshold (e.g., reliability level ≥ 2). If both are satisfied, the fuel level is directly updated. In this scenario, the fuel level change is significant and has clear practical significance. Even if the vehicle is in an unstable state such as driving or idling, as long as the detection data is reliable, it can reflect the true fuel level. Therefore, there is no need to add operating state conditions, and it can be directly updated to quickly capture effective changes.

[0042] If the difference is less than the first preset threshold and greater than the second preset threshold, it can be determined as a minor refueling or normal fuel consumption scenario. That is, when the difference is less than the first preset threshold and greater than the second preset threshold (such as a fuel level change of 3-15L, commonly seen when adding a small amount of fuel or normal fuel consumption during daily short-distance driving), it is necessary to first determine whether the vehicle is in stable driving mode through the operating status information, and then verify that the detection reliability is greater than the preset threshold. Only when both conditions are met will the fuel level be updated. In this scenario, the fuel level change range is moderate, and the fuel level change of minor refueling or normal fuel consumption is easily masked by detection errors caused by unstable driving. Therefore, combining stable driving mode and reliability verification can ensure that the fuel level data truly reflects the actual change and avoids erroneous updates.

[0043] In other implementations, if the difference is less than or equal to the second preset threshold (e.g., a slight change of less than 3L), the change in fuel level is determined to be extremely small. This is likely due to common factors such as fuel thermal expansion and contraction or normal sensor drift, rather than actual refueling or fuel consumption. Therefore, regardless of whether the detection reliability meets the standard, the fuel level is not updated. This avoids invalid updates that occupy system resources and maintains the stability of fuel level data, ensuring the accuracy of subsequent fuel age calculations.

[0044] In these alternative embodiments, by setting judgment conditions according to the magnitude of fuel quantity changes, and combining detection reliability with stable driving mode dual verification, the accuracy of fuel level data can be ensured, providing reliable support for subsequent fuel age calculation and fuel consumption mode control, and reducing the risk of fuel deterioration.

[0045] In one embodiment, the operating status information includes the slope of the road surface on which the vehicle travels; If the vehicle's operating status information indicates that the vehicle is in a stable driving mode, and the detection reliability is greater than the preset reliability threshold, then determining to update the fuel level includes: When the operating status information indicates that the vehicle is in a stable driving mode, the monitoring time corresponding to the current moment is obtained; the monitoring time is adjusted according to the slope. If the vehicle remains in the stable driving mode for the duration of the monitoring, and the detection reliability is greater than the preset reliability threshold, then the fuel level is updated.

[0046] Optionally, in this embodiment, the monitoring time refers to the minimum duration for which the vehicle must remain in a stable driving mode. This value is not fixed but dynamically adjusted based on the slope of the road surface. A steeper slope may cause more significant interference from vehicle body movement on fuel level detection, thus requiring a longer monitoring time. Conversely, a gentler slope (such as a flat road surface) results in fewer interfering factors, allowing for a shorter monitoring time. The core purpose of setting this time is to ensure the continuity of stable driving, avoid the randomness of detection data caused by short periods of stability, further improve the reliability of fuel level detection data, and provide a more reliable basis for subsequent fuel level updates.

[0047] Optionally, in one specific implementation of this application, real-time slope data of the driving road surface is first collected by a vehicle slope sensor, and the monitoring time is dynamically adjusted in conjunction with a preset slope-time mapping rule. For example, for a gentle road surface with an absolute slope of ≤3°, the monitoring time is set to 5 seconds; for a slope with an absolute slope between 3° and 8°, the monitoring time is extended to 10 seconds; for a steep slope with an absolute slope >8°, the monitoring time is further adjusted to 15 seconds to ensure that more stable observation time is reserved when the slope is steeper. Next, based on the operating status information, it is determined in real time whether the vehicle is in a stable driving mode. If it is determined to be in a stable driving mode, a timer is started and monitoring continues. When the timer reaches the adjusted monitoring time, and the vehicle maintains a stable driving mode throughout the period (without sudden acceleration, sharp turns, sudden slope changes, or other situations that cause it to lose stability), the detection reliability obtained by S100 is then verified to be greater than a preset threshold (e.g., reliability level ≥2). If all the above conditions are met, it indicates that the fuel level detection data is less susceptible to interference and has high reliability, and the fuel level is determined to be updated. If the timing does not reach the monitoring time, the stable state is interrupted, or the detection reliability does not meet the standard, the fuel level will not be updated, and the previous fuel level record will be maintained to ensure the accuracy of fuel level updates.

[0048] In these optional embodiments, the monitoring time is dynamically adjusted according to the slope, with longer monitoring periods for steeper slopes to ensure the continuity of stable driving conditions; a reliability check is also added to avoid erroneous updates caused by short-term stability or data distortion. This improves the accuracy of fuel level updates and provides reliable data for subsequent fuel age calculations.

[0049] In one embodiment, the operating status information further includes the vehicle's speed, the vehicle's lateral acceleration, and the vehicle's longitudinal acceleration; When the operating status information indicates that the vehicle is in a stable driving mode, obtaining the monitoring time corresponding to the current moment includes: If the vehicle speed exceeds a preset speed threshold and the operating status information meets the target conditions, the system indicates that the vehicle is in stable driving mode and acquires the monitoring time corresponding to the current moment. The target condition includes at least one of the following: The slope is within a preset slope range; Both the lateral acceleration and the longitudinal acceleration are less than or equal to a preset acceleration threshold.

[0050] Optionally, in one specific implementation of this application, the vehicle speed is first collected in real time by a vehicle speed sensor and compared with a preset speed threshold of 5 km / h. Only when the vehicle speed exceeds this threshold is it determined that the vehicle is in a normal driving state, and subsequent stable mode verification is initiated to filter out interference from ineffective driving scenarios such as parking and low-speed creep. Next, the slope sensor, lateral and longitudinal acceleration sensors are simultaneously invoked to collect three types of operating status information and perform condition checks: confirming whether the slope of the road surface is within a preset range of -0.1 rad to 0.1 rad, and verifying whether the square of the lateral acceleration and the square of the longitudinal acceleration are both less than or equal to a threshold of 9. If all or any of the above conditions are met, the vehicle is immediately instructed to enter stable driving mode.

[0051] In these alternative embodiments, vehicle speed is used as a preliminary screening factor, and multiple parameters such as slope and acceleration are combined to determine the stable driving mode, adapting to different scenarios, providing a reliable basis for fuel level updates, and reducing the occurrence of misjudgments.

[0052] In one embodiment, the monitoring time is adjusted according to any of the following methods: When the slope is within a preset slope range, the sum of the first time and the second time is determined as the monitoring time corresponding to the current moment; the first time is the monitoring time corresponding to the previous moment, and the second time is the product of the time step and the unit time; If the slope is not within the preset slope range, the difference between the first time and the second time is determined as the monitoring time corresponding to the current moment.

[0053] Optionally, in this embodiment, the time step is a fixed time increment set during the monitoring time adjustment process, and the value of the time step is a constant (e.g., 1 second). This provides a unified and fixed adjustment unit for the dynamic adjustment of the monitoring time, ensuring that the time range of each adjustment is consistent.

[0054] The unit time is a coefficient parameter used to correct the time step, usually set to 1 (no actual time unit, only for calculation correction), but can also be set to other fixed values ​​according to actual needs. Its core function is to flexibly adjust the size of the second time, making the adjustment of the monitoring time more suitable for the usage needs of different scenarios.

[0055] Optionally, in one specific implementation of this application, the preset slope range (e.g., -0.1 rad to 0.1 rad), fixed time step (e.g., 1 s), and unit time (e.g., 1) are first defined, and the second time is calculated as the product of the time step and the unit time (i.e., 1 s × 1 = 1 s).

[0056] Next, the monitoring time of the previous moment (first time) is obtained, and the current road slope is collected by the slope sensor and compared with a preset slope range. If the current slope is within this range, the first time and the second time are added together to obtain the current monitoring time; if the slope exceeds this range, the second time is subtracted from the first time to determine the current monitoring time. At the same time, upper and lower thresholds for the monitoring time are set (such as 20s and 300s). If the calculated result is greater than 300s, 300s is used; if it is less than 20s, 20s is used, ensuring that the monitoring time is within a reasonable range and providing a scientific duration standard for continuous verification of the stable driving mode.

[0057] In these alternative embodiments, the monitoring time is dynamically adjusted by multiplying the time step by the unit time, based on whether the slope is within a preset range. The monitoring time is extended when the slope is suitable and shortened when the slope is unsuitable, so that the monitoring duration closely matches the actual working conditions and improves the accuracy of stable driving mode determination.

[0058] In one embodiment, updating the vehicle's fuel age based on the updated fuel level and the update time of the fuel level includes: Based on the update time, third time, first fuel age, first fuel level, and second fuel level, the second fuel age of the old fuel in the vehicle's fuel tank corresponding to the update time is determined; the third time is the refueling time corresponding to the last refueling, the first fuel age is the fuel age of the old fuel in the last update, the old fuel is the fuel stored in the fuel tank after the last refueling, the first fuel level is the fuel level after this update, and the second fuel level is the fuel level after the last update; Based on the update time, the third time, and the second fuel age, the third fuel age is determined and set as the fuel age after this update.

[0059] Optionally, in this embodiment, the first fuel age is the fuel age value corresponding to the old fuel recorded at the last fuel age update. It is the historical fuel age data of the old fuel, reflecting the length of time the old fuel has been stored up to the last fuel level update. The old fuel specifically refers to the fuel that was added to the vehicle's fuel tank and stored after the last refueling operation. The second fuel age is the actual storage time of the corresponding old fuel at the current fuel level update time.

[0060] Optionally, in one specific implementation of this application, various basic data are first retrieved, including the current fuel level update time, the third time since the last refueling, the first fuel age of the old fuel after the last update, the first fuel level after the current update, and the second fuel level after the last update. Referring to the fuel age calculation logic, the second fuel age corresponding to the current update time is calculated using the formula (update time - third time + first fuel age) × second fuel level / first fuel level. Subsequently, according to the final fuel age calculation formula, the third fuel age is obtained by adding the update time to the second fuel age and subtracting the third time. This third fuel age is then converted to a value in days (in increments of 1), and finally determined as the fuel age after the current fuel level update, ensuring that the fuel age calculation is continuous and closely reflects the actual fuel storage conditions.

[0061] In these alternative embodiments, the continuity and accuracy of oil age updates are ensured through step-by-step derivation, providing reliable data support for subsequent fuel consumption pattern control.

[0062] In one embodiment, determining the second fuel age of the old fuel in the vehicle's fuel tank corresponding to the update time based on the update time, a third time, a first fuel age, a first fuel level, and a second fuel level includes: Based on the update time, the third time, and the first fuel age, the storage time of the old fuel from the last refueling to the update time is determined; The weighting coefficient is determined based on the ratio between the second oil level height and the first oil level height. The second oil age is determined based on the product of the storage time and the weighting coefficient.

[0063] Optionally, in this embodiment, the weighting coefficient is a proportionality coefficient calculated based on the current and previous fuel level heights, specifically the ratio of the second fuel level height after the last update to the first fuel level height after the current update. Its core function is to dynamically adjust the storage time based on the remaining amount of old fuel. The greater the change in fuel level, the more significant the adjustment of the weighting coefficient to the storage time, ultimately ensuring that the calculated second fuel age accurately matches the storage time corresponding to the actual remaining amount of old fuel.

[0064] Optionally, in one specific implementation of this application, the total storage time of the old fuel from the last refueling to the current update is calculated using the formula (update time - third time + first fuel age). Then, the first fuel level after the current update and the second fuel level after the previous update are obtained, and their ratio (second fuel level / first fuel level) is calculated. This ratio is determined as a weighting coefficient to correct the storage time to match the remaining amount of old fuel. Finally, the total storage time is multiplied by the weighting coefficient to obtain the second fuel age (the actual age of the old fuel at the current update time).

[0065] Specifically, the calculation method for fuel oil age is as follows: t_GTLastRefillToE2 (i.e., the third time) uses the time of the most recent refill and handles exceptions.

[0066] The determination of t_GTLastRefillToE2 can be achieved by first checking if the vehicle's non-volatile memory (NVM) is working properly. If it is, the value is equal to the last refueling time (t_GTLastRefillE2). If the NVM is not working properly, the value of Global Time (i.e., the current time) is used as the time point. Global Time is used to store the time of the last refueling.

[0067] The formula for determining the fuel age at the time of the last refueling (i.e., the second fuel age) is as follows: t_FuelAgeAtRefillToE2 (i.e. the second oil age) = (t_CarTiGlb - t_GTLastRefillToE2 +t_FuelAgeAtRefillE2) * Z_FuelLevelToE2 / Z_FuelLevel; In the above formula, t_CarTiGlb is the update time, t_FuelAgeAtRefillE2 is the fuel age stored in NVM (i.e., the second fuel age), Z_FuelLevelToE2 is the second fuel level, and Z_FuelLevel is the first fuel level.

[0068] The formula for calculating the fuel age (i.e., the third fuel age) in the fuel tank is: Z_FuelAgeAverage (i.e., the third oil age) = (t_CarTiGlb + t_FuelAgeAtRefillToE2 -t_GTLastRefillToE2) / 3600 / 24.

[0069] In these alternative embodiments, by calculating storage time step by step, determining weighting coefficients, and applying weighted corrections, the storage duration and remaining quantity of old fuel are accurately correlated. This ensures that the second fuel age calculation closely reflects actual fuel consumption and storage conditions, improving the accuracy of fuel age data.

[0070] In one embodiment, the first oil age threshold is an oil age threshold obtained from a correspondence that matches the target environment information of the current driving environment of the vehicle; the correspondence includes a mapping relationship between multiple oil age thresholds and multiple environmental information, the multiple oil age thresholds include the first oil age threshold, and the multiple environmental information includes the target environment information; When the fuel age is greater than a first fuel age threshold, controlling the vehicle's engine to enter a fuel consumption mode includes: If the fuel age is greater than the first fuel age threshold, the vehicle's engine is controlled to enter the fuel consumption mode and a first prompt message is sent. The first prompt message is used to remind the user that the fuel consumption mode is about to be activated.

[0071] Optionally, in this embodiment, the target environment information is the specific information of the current driving environment of the vehicle, which is the actual environmental data collected from various vehicle sensors or external environment monitoring modules. The target environment information may include environmental parameters that may affect the fuel storage status and deterioration rate, such as temperature, humidity, altitude, and air quality.

[0072] The mapping relationship is a pre-defined set of mapping rules that includes multiple fuel age thresholds and multiple environmental information. Each piece of environmental information corresponds to one or two suitable fuel age thresholds. Different environmental information has different degrees of influence on fuel deterioration, so the mapped fuel age thresholds also differ.

[0073] The first notification message is a notification sent to the user when the vehicle's engine is about to enter fuel consumption mode. Its core purpose is to inform the user in advance that fuel consumption mode is about to be activated, clarify the reason for activation related to excessive fuel age, ensure the user's right to know, and at the same time, allow the user to prepare mentally for driving-related issues.

[0074] Optionally, in one specific implementation of this application, the target environmental information of the current driving environment of the vehicle (such as temperature 25℃, humidity 60%, and altitude at plains) is first collected using environmental sensors (such as temperature sensors, humidity sensors, and altitude sensors) mounted on the vehicle. Then, a preset mapping database is retrieved, which stores multiple mapping rules between environmental information and corresponding oil age thresholds (such as high-temperature environments corresponding to shorter oil age thresholds, and low-temperature environments corresponding to longer oil age thresholds). The corresponding first oil age threshold is then matched based on the collected target environmental information.

[0075] Subsequently, the updated fuel age is obtained and compared with the first fuel age threshold. If the fuel age is greater than the first fuel age threshold, it indicates that the fuel storage time has exceeded the safety threshold under the current environment, posing a risk of deterioration. A command is then sent to the engine control module to control the engine to enter fuel consumption mode. Simultaneously, a first notification is sent to the user through the vehicle's instrument panel, central control screen pop-up, or voice announcement, clearly informing the user that "fuel consumption mode will be activated soon due to excessive fuel age," ensuring the user is aware of the relevant operation and completes the entire control process.

[0076] In these optional embodiments, the risk of fuel deterioration is accurately determined by combining the driving environment with a fuel age threshold. When the fuel age exceeds the threshold, the fuel consumption mode is automatically activated and the user is notified, which not only consumes the old fuel in a timely manner to avoid the risk of deterioration, but also ensures the user's right to know.

[0077] In one embodiment, the method further includes: If the fuel age is greater than the second fuel age threshold, a second prompt message is sent. The second prompt message is used to remind the user to turn on the fuel consumption mode. The second fuel age threshold is less than the first fuel age threshold. The second fuel age threshold is determined according to the correspondence and the target environment information. The plurality of fuel age thresholds includes the second fuel age threshold.

[0078] Optionally, in this embodiment, the second oil age threshold is obtained by matching the target environment information of the vehicle's current driving environment from a preset correspondence. The core difference between the second oil age threshold and the first oil age threshold lies in their value and function: the second oil age threshold is smaller than the first oil age threshold and is only used to trigger a pre-warning to remind the user; the first oil age threshold has a higher value and is a mandatory threshold that triggers the engine to automatically enter the fuel consumption mode. Together, they constitute a two-layer oil age control standard of "pre-warning + mandatory execution".

[0079] The second notification is a warning sent to the user when the fuel age exceeds the second fuel age threshold. Its core purpose is to remind the user in advance that the fuel is approaching its safe storage time under the current conditions, suggesting that the user manually turn on the fuel consumption mode, providing a window of opportunity for proactive action.

[0080] Optionally, in one specific implementation of this application, a preset correspondence relationship corresponding to the target environment information is first used to match a second fuel age threshold adapted to the current driving environment from multiple stored fuel age thresholds (e.g., the first fuel age threshold is 30 days and the second fuel age threshold is 25 days in a high-temperature environment). Then, the updated vehicle fuel age is acquired in real time and continuously compared with the second fuel age threshold. If the fuel age is detected to exceed the second fuel age threshold but not reach the first fuel age threshold (i.e., within the "warning range"), it is determined that there is no need to automatically trigger the fuel consumption mode. Instead, a second prompt message is sent to the user through vehicle dashboard indicator lights, central control screen text pop-ups, voice broadcasts, etc. The prompt clearly indicates that "the fuel age is close to the current environmental safety threshold; it is recommended to manually turn on the fuel consumption mode," thus neither forcibly interfering with vehicle operation nor failing to inform the user of the risk in advance.

[0081] In these alternative embodiments, by setting a second fuel age threshold, the user is given room for proactive operation, forming a coherent control logic of "pre-warning + subsequent enforcement" to ensure a balance between driving experience and fuel safety.

[0082] It should be noted that the various optional implementation methods described in the embodiments of this application can be combined with each other or implemented individually without conflict, and the embodiments of this application do not limit this.

[0083] To facilitate understanding of the vehicle control method provided in the above embodiments, the following describes the vehicle control method using a specific scenario embodiment.

[0084] Fuel tank age calculation includes refueling detection, forced use of internal combustion engine mode, and sending reminder messages. In conventional internal combustion engine vehicles, there is a carbon canister above the fuel tank to absorb evaporated fuel. Gasoline is a highly volatile liquid, and in conventional internal combustion engine vehicles, the fuel pump is constantly pumping fuel. Although gasoline also evaporates in the fuel tank, the pressure inside the tank remains balanced as the pump continues to pump. However, in hybrid vehicles, if the car is constantly driving in pure electric mode, the internal combustion engine is constantly not operating, meaning fuel is constantly evaporating. In this situation, gasoline vapor from the activated carbon canister cannot be directed to the combustion device, causing the pressure inside the fuel tank to continuously rise until the carbon canister reaches saturation.

[0085] In this embodiment, it is first determined whether the vehicle is in a stable driving mode, and an automatic adjustment time (i.e., monitoring time) under stable driving conditions is calculated to ensure the reliability of the refueling detection signal. Under stable driving conditions, fuel level should be detected before and after refueling. Only when the current fuel level (i.e., fuel height) passes the judgment condition within the automatic adjustment time is a new fuel level set.

[0086] like Figure 3 As shown, the specific logic for updating the fuel level is as follows: ①The quality factor of the current fuel level is equal to 3; ② The difference between the current fuel level and the first preset threshold is greater than or equal to the fuel volume stored in E2, the quality factor of the current fuel level is equal to 3, and the timer passes; E2 is a non-volatile memory for storing key vehicle data, used to save fuel-related parameters; ③ The following conditions must be met for a car to be driven in stable driving mode: First, the vehicle speed must be greater than the threshold (5km / h) to prove that the vehicle is in a normal driving state; The gradient must be between the minimum and maximum gradients when the fuel position is stable, i.e., -0.1 rad < gradient < 0.1 rad; The square of the lateral acceleration cannot exceed the threshold of 9, and the square of the longitudinal acceleration cannot exceed the threshold of 9.

[0087] ④ The current driving mode is stable and the stable driving time value is greater than the automatic adjustment time, and the difference between the current fuel level and the second preset threshold is greater than or equal to the fuel volume stored in E2. The automatic adjustment time is calculated as follows: The road gradient signal and the maximum and minimum threshold values ​​are compared. If the gradient is greater than the maximum value by 0.1 rad or less than the minimum value by -0.1 rad, the adjustment time from the previous moment is added to the product of the time step (1 s) and the unit time. If the gradient is between the maximum and minimum values ​​of the calibrated value, the adjustment time from the previous moment is subtracted from the product of the time step (1 s) and the unit time. If the calculated automatic adjustment time is greater than the threshold (300 s), 300 s is selected as the automatic adjustment time. If it is less than the threshold by 20 s, 20 s is selected as the automatic adjustment time. ⑤ The quality factor of the current fuel level is equal to 3; ⑥ The quality factor of the current fuel level is less than 3; ⑦ The current driving state is stable and the stable driving time value is greater than the automatic adjustment time, and the difference between the current fuel level and the second preset threshold is less than or equal to the fuel volume stored in E2. ⑧ The current execution time is greater than 200 seconds; ⑨ The current execution state has a timer that is longer than 200 seconds; ⑩ Condition 3 is not met.

[0088] In some implementations, when a refueling signal is detected (i.e.) Figure 3 (Based on the judgment logic of ①-② and ①-③-④ in the text, make the following judgments:) Store the fuel level after refueling; Refueling signal set; The counter increments by 1 automatically. Recalculate the average fuel age in the fuel tank.

[0089] In some implementations, the Engine Control Module (ECM) provides the current fuel age to the Driver Information Module (DIM), which then reacts based on signals from the ECM. When the fuel age exceeds the maximum warning value, the Electronic Control Unit (ECU) issues a warning, informing the driver that too much time has been spent in pure electric mode and that switching to internal combustion engine mode (i.e., fuel consumption mode) is necessary. This information is repeatedly displayed at specific times during driving cycles. Throughout each driving cycle, the reminder to switch to internal combustion engine mode continues until new fuel is added to the tank and the fuel age is recalculated to be below the limit. The system calculates the time fuel has been in the tank, and when this time exceeds a certain threshold, it requests engine mode to consume some fuel, especially fuel saturated in the carbon canister. Maintaining the freshness of fuel in the tank also serves several other reasons: For gasoline, the evaporation temperature of gasoline varies at different atmospheric temperatures (summer / winter) and different altitudes (due to differences in boiling point and starting at low temperatures); fuel stored for a long time will generate residues, which may affect and damage the fuel system.

[0090] Specifically, such as Figure 4 As shown, the specific methods for monitoring fuel age are as follows: Condition 1: The global timer passes, and the oil level signal value is greater than or equal to the calibrated recommended driver fill level (10). A warning signal D_FuAgiWarnThd for excessively high oil age will be issued when any of the following conditions are met: The average oil age in the fuel tank is greater than the second oil age threshold. Read the fuel age warning request from E2 to activate.

[0091] The conditions for Global Time to pass are: The current global time value must be greater than the threshold (0.1s). If the current global time value is less than 0.1s, then the global time cannot be used for information and requests at high oil age. The global time of the last refueling order sent to E2 is less than or equal to the current global time, i.e., t_CarTiGlb > t_GTLastRefillToE2; The current global time is less than the standard value of 420,000,000 seconds. If the current global time value is greater than or equal to 420,000,000 seconds, then the global time cannot be used for information and requests at high oil ages.

[0092] Condition 2: The driving cycle (i.e., the vehicle is not powered on) is not activated.

[0093] Condition 3: The current oil age is one week before the high oil age threshold, or a reminder is given every Wednesday.

[0094] Condition 4: Condition 3 is not met.

[0095] Condition 5: Driving cycle is not activated.

[0096] Condition 6: Driving cycle activated.

[0097] Condition 7: Condition 1 is not met.

[0098] Condition 8: Condition 9 is not met.

[0099] Condition 9: An internal combustion engine start request will be sent when the global timer meets the condition and any of the following conditions are met: The previous refueling time D_FuAgiStrtThdE2 in E2 is activated, and reading the value of E2 is also activated; The average oil age is greater than the first oil age threshold.

[0100] Condition 10: Driving cycle is not activated.

[0101] Condition 11: Driving cycle is not activated.

[0102] Condition 12: Driving cycle is not activated.

[0103] Condition 13: The driving cycle is activated and the engine is neither started nor running.

[0104] Condition 14: The notification time is greater than the threshold (120s) and the engine is running.

[0105] in, Figure 4 The normal mode is the basic mode for regular vehicle operation. When the system does not trigger special logic related to fuel aging, the vehicle is in this mode to ensure normal engine start-up, normal vehicle operation, and other normal functions.

[0106] Waiting mode is a transitional mode in the fuel aging reminder logic. After the system enters this mode from the normal mode, it will determine whether to enter the "no user notification mode" or the "engine not started and no user notification mode" based on the conditions. This mode serves as a state buffer and logic diversion.

[0107] No-notification mode: In this mode, the system will remind the user to keep track of the time. If the time condition is met, the system will trigger a "notification message to the user about fuel aging" (i.e., the second prompt message). If the condition is not met, the system can return to the waiting mode. This mode is mainly used to perform internal time-based judgments without actively informing the user.

[0108] Notify users of fuel aging message mode: When this mode is triggered, the system will send a reminder message to the user about the fuel aging, informing the user that the fuel is aging. This is a key execution step in the fuel aging warning process.

[0109] Engine not started and no user notification mode: In this mode, the system does not start the engine and does not send any related notifications to the user; if the "notification request for engine start mode" is triggered, the corresponding process will be entered; it can also return to the waiting mode, which is a restricted state of engine start control.

[0110] Notification request for engine start mode: When this mode is triggered, the system will initiate a notification request for engine start; if the "no notification for engine start mode" is not triggered, the engine start process will proceed; if it is triggered, the system will return to the "no engine start mode without notifying the user" mode, which is the initiation stage of the engine start request.

[0111] No Engine Start Notification Mode: In this mode, the system will not initiate an engine start notification, and the process will return to the "no engine start and no user notification mode" mode, which is used to terminate the engine start notification request logic.

[0112] In these alternative embodiments, fuel age calculations prevent the hazards caused by fuel depletion, gasoline deterioration, and excessive gasoline evaporation leading to a continuous increase in pressure within the fuel tank.

[0113] Figure 5 A schematic diagram of a vehicle control device according to another embodiment of this application is shown. For ease of explanation, only the parts related to the embodiment of this application are shown.

[0114] Reference Figure 5 The vehicle control device may include: The acquisition module 501 is used to acquire the fuel storage level of the vehicle and the reliability of the fuel level detection of the vehicle. The judgment module 502 is used to determine whether to update the fuel level based on the fuel storage amount and the detection reliability. The update module 503 is used to update the fuel age of the vehicle based on the updated fuel level and the update time of the fuel level when it is determined that the fuel level needs to be updated. The control module 504 is used to control the vehicle's engine to enter a fuel consumption mode when the fuel age is greater than a first fuel age threshold.

[0115] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application, and are devices corresponding to the above-mentioned methods. All implementation methods in the above-mentioned method embodiments are applicable to the embodiments of this device. For details on its specific functions and the technical effects it brings, please refer to the method embodiment section, which will not be repeated here.

[0116] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0117] Figure 6 A schematic diagram of the hardware structure of the electronic device provided in an embodiment of this application is shown.

[0118] The device may include a processor 601 and a memory 602 storing program instructions.

[0119] When the processor 601 executes the program, it implements the steps in any of the above method embodiments.

[0120] For example, the program can be divided into one or more modules / units, one or more of which are stored in memory 602 and executed by processor 601 to complete this application. The one or more modules / units can be a series of program instruction segments capable of performing a specific function, which describe the execution process of the program in the device.

[0121] Specifically, the processor 601 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0122] Memory 602 may include mass storage for data or instructions. For example, and not limitingly, memory 602 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 602 may include removable or non-removable (or fixed) media. Where appropriate, memory 602 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 602 is non-volatile solid-state memory.

[0123] Memory may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, and electrical, optical, or other physical / tangible memory storage devices. Therefore, typically, memory includes one or more tangible (non-transitory) readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the methods according to one aspect of this disclosure.

[0124] The processor 601 implements any of the methods described in the above embodiments by reading and executing program instructions stored in the memory 602.

[0125] In one example, the electronic device may also include a communication interface 603 and a bus 610. The processor 601, memory 602, and communication interface 603 are connected via the bus 610 and communicate with each other.

[0126] The communication interface 603 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0127] Bus 610 includes hardware, software, or both, that couples components of an online data traffic metering device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 610 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0128] Furthermore, in conjunction with the methods in the above embodiments, this application embodiment can provide a storage medium for implementation. This storage medium stores program instructions; when these program instructions are executed by a processor, they implement any of the methods in the above embodiments.

[0129] This application also provides a chip, which includes a processor and a communication interface. The communication interface and the processor are coupled. The processor is used to run programs or instructions to implement the various processes of the above method embodiments and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0130] It should be understood that the chip mentioned in the embodiments of this application may also be referred to as a system-on-a-chip, system chip, chip system, or system-on-a-chip, etc.

[0131] This application provides a computer program product, which is stored in a storage medium and executed by at least one processor to implement the various processes of the above method embodiments and achieve the same technical effects. To avoid repetition, it will not be described again here.

[0132] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0133] The functional modules shown in the above block diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on machine-readable media or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable media" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer grids such as the Internet, intranets, etc.

[0134] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0135] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to create a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0136] The above are merely specific embodiments of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: To obtain the vehicle's fuel storage level and the reliability of the fuel level detection; Based on the fuel storage level and the detection reliability, determine whether to update the fuel level; If it is determined that the fuel level needs to be updated, the fuel age of the vehicle is updated based on the updated fuel level and the update time of the fuel level. If the fuel age is greater than a first fuel age threshold, the vehicle's engine is controlled to enter a fuel consumption mode.

2. The method according to claim 1, characterized in that, The step of determining whether to update the fuel level based on the fuel storage amount and the detection reliability includes any one of the following: If the difference between the first fuel level currently detected by the vehicle and the second fuel level corresponding to the previous detection is greater than or equal to a first preset threshold, and if the detection reliability is greater than the preset reliability threshold, then it is determined to update the fuel level. If the difference is less than the first preset threshold and greater than the second preset threshold, and if the vehicle's operating status information indicates that the vehicle is in a stable driving mode, and the detection reliability is greater than the preset reliability threshold, then it is determined to update the fuel level. The first preset threshold is greater than the second preset threshold.

3. The method according to claim 2, characterized in that, The operating status information includes the slope of the road surface on which the vehicle travels; If the vehicle's operating status information indicates that the vehicle is in a stable driving mode, and the detection reliability is greater than the preset reliability threshold, then determining to update the fuel level includes: When the operating status information indicates that the vehicle is in a stable driving mode, the monitoring time corresponding to the current moment is obtained; the monitoring time is adjusted according to the slope. If the vehicle remains in the stable driving mode for the duration of the monitoring, and the detection reliability is greater than the preset reliability threshold, then the fuel level is updated.

4. The method according to claim 3, characterized in that, The operating status information also includes the vehicle's speed, lateral acceleration, and longitudinal acceleration. When the operating status information indicates that the vehicle is in a stable driving mode, obtaining the monitoring time corresponding to the current moment includes: If the vehicle speed exceeds a preset speed threshold and the operating status information meets the target conditions, the system indicates that the vehicle is in stable driving mode and acquires the monitoring time corresponding to the current moment. The target condition includes at least one of the following: The slope is within a preset slope range; Both the lateral acceleration and the longitudinal acceleration are less than or equal to a preset acceleration threshold.

5. The method according to claim 3, characterized in that, The monitoring time is adjusted according to any of the following methods: When the slope is within a preset slope range, the sum of the first time and the second time is determined as the monitoring time corresponding to the current moment; the first time is the monitoring time corresponding to the previous moment, and the second time is the product of the time step and the unit time. If the slope is not within the preset slope range, the difference between the first time and the second time is determined as the monitoring time corresponding to the current moment.

6. The method according to claim 1, characterized in that, The step of updating the vehicle's fuel age based on the updated fuel level and the update time of the fuel level includes: Based on the update time, third time, first fuel age, first fuel level, and second fuel level, the second fuel age of the old fuel in the vehicle's fuel tank corresponding to the update time is determined; the third time is the refueling time corresponding to the last refueling, the first fuel age is the fuel age of the old fuel in the last update, the old fuel is the fuel stored in the fuel tank after the last refueling, the first fuel level is the fuel level after this update, and the second fuel level is the fuel level after the last update; Based on the update time, the third time, and the second fuel age, the third fuel age is determined and set as the fuel age after this update.

7. The method according to claim 6, characterized in that, The step of determining the second fuel age of the old fuel in the vehicle's fuel tank corresponding to the update time based on the update time, the third time, the first fuel age, the first fuel level, and the second fuel level includes: Based on the update time, the third time, and the first fuel age, the storage time of the old fuel from the last refueling to the update time is determined; The weighting coefficient is determined based on the ratio between the second oil level height and the first oil level height. The second oil age is determined based on the product of the storage time and the weighting coefficient.

8. The method according to claim 1, characterized in that, The first oil age threshold is an oil age threshold obtained from the correspondence relationship that matches the target environment information of the current driving environment of the vehicle; the correspondence relationship includes a mapping relationship between multiple oil age thresholds and multiple environmental information, the multiple oil age thresholds include the first oil age threshold, and the multiple environmental information includes the target environment information; When the fuel age is greater than a first fuel age threshold, controlling the vehicle's engine to enter a fuel consumption mode includes: If the fuel age is greater than the first fuel age threshold, the vehicle's engine is controlled to enter the fuel consumption mode and a first prompt message is sent. The first prompt message is used to remind the user that the fuel consumption mode is about to be activated.

9. The method according to claim 8, characterized in that, The method further includes: If the fuel age is greater than the second fuel age threshold, a second prompt message is sent. The second prompt message is used to remind the user to turn on the fuel consumption mode. The second fuel age threshold is less than the first fuel age threshold. The second fuel age threshold is determined according to the correspondence and the target environment information. The plurality of fuel age thresholds includes the second fuel age threshold.

10. A vehicle, characterized in that, include: A computer-readable storage medium storing computer program instructions that, when executed by a processor, implement the vehicle control method as described in any one of claims 1-9.

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