Method and device for identifying stratification of mixed fuel, electronic equipment and vehicle

Abstract

The application relates to the technical field of fuel vehicles, and discloses a stratification identification method and device of mixed fuel, an electronic device and a vehicle, the method comprising the following steps: for a first driving cycle, if the fuel level in a time period from the end time of a second driving cycle to the start time of the first driving cycle does not change, the current fuel temperature is obtained; when the current fuel temperature is less than or equal to a temperature threshold, a first real-time value and a first reference value are obtained; the first real-time value is a mixed gas deviation correction value of a current operating point of an engine, and the first reference value is a mixed gas deviation correction value corresponding to the end time of the second driving cycle; when it is determined that the mixed fuel is stratified according to the first real-time value and the first reference value, the ethanol concentration in the mixed fuel is determined according to an actual air-fuel ratio output by an oxygen sensor. The application can accurately identify the stratification of the mixed fuel and accurately identify the ethanol concentration.

Description

Technical Field

[0001] This application relates to the field of fuel cell vehicle technology, specifically to a method, apparatus, electronic device, and vehicle for layered identification of mixed fuels. Background Technology

[0002] Ethanol, as a renewable and clean fuel, can significantly reduce nitrogen oxide and sulfur oxide emissions throughout the vehicle's life cycle. Currently, ethanol-gasoline blends are widely used in automobile engines.

[0003] However, ethanol and gasoline have significant differences in polarity and limited compatibility, making them prone to stratification in low-temperature environments or when the fuel has excessive water content. Related technologies primarily rely on equipping the engine with an ethanol concentration sensor to identify ethanol concentration. However, adding an ethanol concentration sensor requires extensive modifications to the vehicle's hardware and software, resulting in high conversion costs.

[0004] Therefore, there is an urgent need for a technical solution that can accurately identify the stratification of blended fuels and effectively identify the ethanol concentration without relying on ethanol concentration sensors. Summary of the Invention

[0005] This application provides a method, apparatus, electronic device, and vehicle for stratified identification of mixed fuels, in order to solve the problem of high cost associated with identifying ethanol concentration by installing an ethanol concentration sensor.

[0006] In a first aspect, this application provides a method for layered identification of mixed fuels, the method comprising: For the first driving cycle, if the fuel level does not change during the time period from the end of the second driving cycle to the start of the first driving cycle, the current fuel temperature is obtained; the second driving cycle is the driving cycle preceding the first driving cycle. When the current fuel temperature is less than or equal to a temperature threshold, a first real-time value and a first reference value are obtained; the first real-time value is the mixture deviation correction value at the current engine operating point, and the first reference value is the mixture deviation correction value corresponding to the end time of the second driving cycle; the mixture deviation correction value is determined based on the actual air-fuel ratio output by the oxygen sensor; the mixture deviation correction value represents a correction coefficient for correcting the deviation between the actual air-fuel ratio and the theoretical air-fuel ratio. When it is determined that stratification of the mixed fuel occurs based on the first real-time value and the first reference value, the ethanol concentration in the mixed fuel is determined based on the actual air-fuel ratio output by the oxygen sensor.

[0007] The method provided in this application, for a first driving cycle, first determines whether the fuel level has changed between the end of the second driving cycle and the start of the first driving cycle. If the fuel level has not changed, the current fuel temperature is obtained. Only when the current fuel temperature is less than or equal to a temperature threshold, a first real-time value (current operating point mixture deviation correction value) and a first reference value (mixture deviation correction value at the end of the previous driving cycle) determined based on the actual air-fuel ratio from the oxygen sensor are obtained. Based on these two values, it is determined whether the mixed fuel has stratified. After stratification, the ethanol concentration is determined based on the actual air-fuel ratio from the oxygen sensor. This application embodiment does not require the installation of additional dedicated sensors, such as an ethanol concentration sensor, and can make full use of existing oxygen sensors and related detection data of fuel level and temperature, significantly reducing hardware modification costs and implementation complexity. At the same time, through multiple verification logics of level judgment, temperature screening, and deviation correction value comparison, interference from non-stratification factors is accurately eliminated, ensuring the accuracy of stratification identification. Furthermore, the deviation between the actual air-fuel ratio and the theoretical air-fuel ratio is corrected by the mixture deviation correction value, avoiding hardware deviation from affecting the ethanol concentration calculation results. This allows the engine control parameters to accurately adapt to fuel characteristics, significantly improving the stability and reliability of the mixed fuel engine operation.

[0008] In this embodiment, the oxygen sensor determines the ethanol concentration in the mixed fuel when the fuel level changes and stratification occurs. The remaining time is used to calculate the mixture deviation correction value, without real-time ethanol concentration identification. This solves the problem in traditional methods where the oxygen sensor easily misjudges deviations in gas or fuel quantity caused by hardware faults in the gas or fuel circuit as ethanol concentration deviations, thus masking the hardware malfunction. It effectively decouples the ethanol concentration from the mixture deviation correction value, improving the accuracy of ethanol concentration calculation.

[0009] In one possible implementation, obtaining the first real-time value includes: The engine operating conditions are divided according to the engine speed and load, resulting in multiple operating condition zones; each operating condition zone corresponds to at least one operating point. The operating condition region where the current operating point's speed and load are located is defined as the target region; Obtain the preset deviation correction value corresponding to each target operating point in the target area; Calculate the closed-loop correction coefficient based on the actual fuel injection quantity and the corresponding theoretical fuel injection quantity at the current operating point; The basic deviation correction value is determined based on the closed-loop correction coefficient; The weight of each target operating point is determined based on the positional relationship between the current operating point and each target operating point. The target correction amount for each target operating point is determined based on the weight corresponding to each target operating point and the basic deviation correction value. The preset deviation correction value is updated by updating the target correction amount corresponding to each target working point to obtain the updated preset deviation correction value; The first real-time value is determined based on the preset deviation correction value updated for each target operating point.

[0010] The method provided in this application divides the engine into multiple operating condition zones based on engine speed and load. After determining the target zone where the current operating point is located, it obtains the preset deviation correction value for each target operating point within the target zone. It then calculates the closed-loop correction coefficient by combining the actual fuel injection quantity and the corresponding theoretical fuel injection quantity at the current operating point, and further calculates the basic deviation correction value. Next, it assigns weights based on the positional relationship between the current operating point and each target operating point, and calculates the target correction amount for each target operating point to update the preset deviation correction value. Finally, it determines the first real-time value based on the updated correction value. This application embodiment enables the calculation of the mixture deviation correction value to accurately match different engine operating conditions, avoiding deviations caused by a single correction logic, significantly improving the accuracy of the first real-time value, providing reliable data support for stratified judgment and ethanol concentration calculation, and ensuring that the engine can achieve precise control under different speeds and loads.

[0011] In one possible implementation, after determining that the fuel level has not changed during the time period from the end of the second driving cycle to the start of the first driving cycle, the method further includes: Obtain the stratification flag bit, and determine whether the mixed fuel has a historical stratification record based on the stratification flag bit; When the layering flag is at the first threshold, the current fuel temperature is obtained; When the stratification flag is at the second threshold, it is determined whether the mixed fuel has stratified based on the first real-time value and the first reference value; wherein, the first threshold indicates that the mixed fuel has no historical stratification record, and the second threshold indicates that the mixed fuel has a historical stratification record.

[0012] The method provided in this application, after determining that the fuel level has not changed, uses a stratification flag to determine whether there is a historical stratification record for the mixed fuel. If no historical stratification record exists (flag is a first threshold), the fuel temperature is acquired to trigger subsequent judgments. If a historical stratification record exists (flag is a second threshold), a first real-time value is directly compared with a first baseline value. This flag-based approach optimizes the stratification judgment process, avoiding repeated temperature screening of mixed fuels with existing stratification records, reducing redundant calculation steps, improving stratification identification efficiency, and ensuring that unstratified fuels undergo temperature threshold verification, thus balancing identification efficiency and accuracy.

[0013] In one possible implementation, after determining whether stratification has occurred in the mixed fuel based on the first real-time value and the first reference value, the method further includes: When it is determined that stratification has occurred in the blended fuel based on the first real-time value and the first reference value, the stratification flag is set to the second threshold.

[0014] The method provided in this application sets a stratification flag to a second threshold after determining that the fuel mixture has stratified, clearly marking the stratification state of the fuel. This design provides a clear historical basis for stratification judgment in subsequent driving cycles, avoids repeating the initial verification process for the same tank of stratified fuel, ensures the consistency of stratification identification, and prevents missed or false judgments due to the lack of marking of stratification state. This ensures that the engine can adjust its control strategy based on the accurate stratification state throughout the entire fuel life cycle.

[0015] In one possible implementation, the method further includes: If it is determined that no stratification has occurred in the fuel mixture based on the first real-time value and the first reference value, and the first driving cycle has not ended, the determination of whether the fuel mixture has stratified based on the first real-time value and the first reference value is repeated until the first driving cycle ends.

[0016] The method provided in this application repeatedly executes the stratification judgment process when it is determined that the fuel mixture has not stratified and the first driving cycle has not ended. By continuously monitoring the changes in the real-time value and the reference value of the mixture deviation correction value, it can promptly capture the fuel stratification situation that may occur in subsequent driving cycles, avoid missing stratification problems due to a single judgment, prevent the engine from experiencing control abnormalities due to sudden changes in fuel characteristics, and further enhance the reliability and stability of the hybrid fuel engine operation.

[0017] In one possible implementation, the method further includes: If the fuel level changes during the time period from the end of the second driving cycle to the start of the first driving cycle, the ethanol concentration in the mixed fuel is determined based on the actual air-fuel ratio output by the oxygen sensor.

[0018] The method provided in this application determines the ethanol concentration directly based on the actual air-fuel ratio from the oxygen sensor when the fuel level changes. For scenarios involving changes in fuel composition, such as refueling or manual replacement, it quickly triggers an ethanol concentration update, ensuring the engine can adapt to the new fuel composition in a timely manner. This avoids problems such as insufficient power and excessive emissions caused by mismatches between fuel characteristics and control parameters, significantly improving the flexibility and response speed to changes in fuel composition.

[0019] In one possible implementation, determining the ethanol concentration in the mixed fuel based on the actual air-fuel ratio output by the oxygen sensor includes: Obtain the first correspondence between the actual and theoretical air-fuel ratio values; The theoretical value corresponding to the actual air-fuel ratio determined based on the first correspondence relationship is taken as the theoretical air-fuel ratio; Obtain the second correspondence between the theoretical value and the ethanol concentration; The ethanol concentration corresponding to the theoretical air-fuel ratio determined based on the second correspondence is taken as the ethanol concentration in the mixed fuel.

[0020] The method provided in this application derives the result step-by-step according to the logic of actual air-fuel ratio, theoretical air-fuel ratio, and ethanol concentration by pre-setting a first correspondence between the actual and theoretical air-fuel ratios and a second correspondence between the theoretical and ethanol concentrations. This standardizes the calculation path for ethanol concentration, avoids logical confusion in the calculation process, ensures clear and reproducible calculation steps, and guarantees the accuracy and consistency of the ethanol concentration results through fixed correspondences. This provides reliable fuel composition data for the engine control unit, supporting precise adjustment of control parameters.

[0021] Secondly, this application provides a stratification identification device for mixed fuels, the device comprising: The first processing module is used to obtain the current fuel temperature if the fuel level does not change during the time period from the end of the second driving cycle to the start of the first driving cycle for the first driving cycle; the second driving cycle is the driving cycle preceding the first driving cycle. The second processing module is used to acquire a first real-time value and a first reference value when the current fuel temperature is less than or equal to a temperature threshold; the first real-time value is the mixture deviation correction value at the current engine operating point, and the first reference value is the mixture deviation correction value corresponding to the end time of the second driving cycle; the mixture deviation correction value is determined based on the actual air-fuel ratio output by the oxygen sensor; the mixture deviation correction value represents a correction coefficient for correcting the deviation between the actual air-fuel ratio and the theoretical air-fuel ratio. The third processing module is used to determine the ethanol concentration in the mixed fuel based on the actual air-fuel ratio output by the oxygen sensor when it is determined that stratification of the mixed fuel has occurred based on the first real-time value and the first reference value.

[0022] Thirdly, this application provides an electronic device, including: a memory and a processor, which are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to perform the layered identification method for mixed fuels described in the first aspect or any corresponding embodiment.

[0023] Fourthly, this application provides a vehicle that includes the device described in the second aspect or the electronic device described in the third aspect, so that the vehicle can implement the hybrid fuel layer identification method of the first aspect or any corresponding embodiment thereof. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram illustrating an application scenario according to an embodiment of this application; Figure 2 This is a flowchart of a method for layered identification of mixed fuels according to an embodiment of this application; Figure 3 This is an overall flowchart of the layered identification method for mixed fuels according to an embodiment of this application; Figure 4 This is a structural block diagram of a mixed fuel layer identification device according to an embodiment of this application; Figure 5 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0027] It is understood that before using the technical solutions disclosed in the various embodiments of this application, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in this application in an appropriate manner in accordance with relevant laws and regulations, and user authorization should be obtained.

[0028] As one optional application scenario in the embodiments of this application, such as Figure 1 As shown, the hybrid fuel layer identification system may include at least one terminal device and at least one server. Figure 1 The system is illustrated in the example, which includes a computer 101, a mobile terminal 102, and a server 103, and the terminal devices such as the computer 101 and the mobile terminal 102 are connected to the server 103 through a network 110.

[0029] Specifically, the terminal device can be a vehicle-mounted terminal. Server 103 can be a standalone physical server, a server cluster, a distributed system, or a cloud server providing cloud services. Network 110 can be a wired or wireless network, examples of which include, but are not limited to, the Internet, corporate intranets, local area networks, wide area networks, mobile communication networks, and combinations thereof.

[0030] According to an embodiment of this application, a method for layered identification of mixed fuels is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0031] This embodiment provides a method for layered identification of mixed fuels, which can be used in the aforementioned mobile terminals, such as vehicle-mounted terminals. Figure 2 This is a flowchart of a layered identification method for mixed fuels according to an embodiment of this application, such as... Figure 2 As shown, the process includes the following steps: S201: For the first driving cycle, if the fuel level does not change during the time period from the end of the second driving cycle to the start of the first driving cycle, then obtain the current fuel temperature.

[0032] In this embodiment, the second driving cycle is the driving cycle preceding the first driving cycle. The first driving cycle refers to the current driving cycle of the vehicle, starting from engine start and ending with engine shutdown. The second driving cycle refers to the driving cycle immediately preceding the first driving cycle. In this embodiment, the blended fuel refers to an ethanol-gasoline blended fuel formed by mixing ethanol and gasoline in a certain volume ratio. The ethanol concentration is the volume percentage of ethanol in the blended fuel (unit: %).

[0033] In this embodiment, if the fuel level changes during the period from the end of the second driving cycle to the start of the first driving cycle, the ethanol concentration in the mixed fuel is directly determined based on the actual air-fuel ratio output by the oxygen sensor. A change in fuel level indicates that the fuel in the tank may have been added or manually replaced, altering the overall composition of the mixed fuel. The ethanol concentration is likely different from previously recorded values. Since the fuel has not been left to stand for an extended period, there is no risk of stratification. Therefore, the ethanol concentration in the mixed fuel can be directly determined, skipping the temperature and mixture deviation correction process. This allows for rapid adaptation to fuel composition changes and avoids redundant judgments that could lead to mismatches between engine control parameters and the mixed fuel.

[0034] In this embodiment, the fuel level at the end of the second driving cycle can be collected and stored as the second fuel level by the vehicle's built-in fuel level sensor when the second driving cycle ends (engine stops). The fuel level at the beginning of the first driving cycle can be collected in real time by the same fuel level sensor when the first driving cycle begins (engine starts), and used as the first fuel level. As an example, the absolute value of the difference between the first and second fuel levels can be calculated. By comparing the absolute value of the fuel level difference with a preset level threshold, it can be determined whether the fuel level has changed during the period from the end of the second driving cycle to the beginning of the first driving cycle. Specifically, if the absolute value of the fuel level difference is greater than or equal to the preset level threshold, it is determined that the fuel level has changed during the period from the end of the second driving cycle to the beginning of the first driving cycle; if the absolute value of the fuel level difference is less than the preset level threshold, it is determined that the fuel level has not changed during the period from the end of the second driving cycle to the beginning of the first driving cycle. Alternatively, the first fuel level and the second fuel level can be directly compared. If the first fuel level and the second fuel level are the same, it is confirmed that the fuel level has not changed. If the first fuel level and the second fuel level are different, it is confirmed that the fuel level has changed. In this embodiment, for example, if the fuel level sensor accuracy is 1L and the actual fuel level in the tank before shutdown is 20L, the possible measurement range is [19L, 21L]. If the fuel level obtained again after a period of time after shutdown is outside the range of [19-1L, 21+1L], i.e., [18L, 22L], then it is considered that the fuel level has changed definitely, and this change is not a measurement deviation caused by the fuel level sensor accuracy. If the fuel level changes significantly without running the engine and without refueling, it is considered that the fuel in the tank may have been manually altered.

[0035] In this embodiment, a driving cycle refers to the driving period of the vehicle, from engine start to engine shutdown. Fuel level refers to the volume or capacity data corresponding to the level of the mixed fuel in the vehicle's fuel tank, used to characterize the amount of fuel remaining in the tank. In this embodiment, the current fuel temperature refers to the real-time temperature of the mixed fuel in the tank after the start of the first driving cycle. This temperature can be collected in real-time by a fuel temperature sensor installed in the vehicle.

[0036] S202: When the current fuel temperature is less than or equal to the temperature threshold, obtain the first real-time value and the first reference value.

[0037] In this embodiment, the first real-time value is the mixture deviation correction value at the current engine operating point, and the first reference value is the mixture deviation correction value corresponding to the end of the second driving cycle. The mixture deviation correction value is determined based on the actual air-fuel ratio output by the oxygen sensor. The mixture deviation correction value represents a correction coefficient for correcting the deviation between the actual air-fuel ratio and the stoichiometric air-fuel ratio. The mixture deviation correction value is used to correct the deviation between the actual air-fuel ratio and the stoichiometric air-fuel ratio.

[0038] In this embodiment, the fuel level and mixture deviation correction value at the end of each driving cycle are recorded. At the beginning of the current driving cycle, the mixture deviation correction value recorded in the previous driving cycle is used as the first reference value, which remains unchanged throughout the current driving cycle.

[0039] In this embodiment, the blended fuel stratification identification process ends when the current fuel temperature exceeds a temperature threshold. The temperature threshold is determined based on the latest stored ethanol concentration (the previously determined ethanol concentration) and fuel water content, and is established through multiple calibrated experiments. The current operating point is determined based on engine speed and load. The actual air-fuel ratio is collected and output in real time by an oxygen sensor. A current fuel temperature greater than the temperature threshold indicates that there is no risk of blended fuel stratification, while a current fuel temperature less than or equal to the temperature threshold indicates that there is a risk of blended fuel stratification, and stratification may occur. By limiting the temperature threshold as a prerequisite for stratification identification, scenarios with a risk of blended fuel stratification can be accurately screened, avoiding invalid bias comparisons under high temperature and no stratification risk conditions, thus improving the targeting and accuracy of stratification identification.

[0040] S203: When it is determined that the mixed fuel has stratified based on the first real-time value and the first reference value, the ethanol concentration in the mixed fuel is determined based on the actual air-fuel ratio output by the oxygen sensor.

[0041] In this embodiment of the application, within a preset time period after the ethanol concentration is initially calculated, it is determined whether the ethanol concentration is stable and whether the engine status is stable. If either the ethanol concentration or the engine status is unstable, the ethanol concentration is recalculated until the ethanol concentration and the engine status are stable, and the ethanol concentration under stable conditions is recorded.

[0042] As an example, after the initial calculation of the ethanol concentration, the calculation process is repeated at a fixed frequency (e.g., every 30 seconds) based on the actual air-fuel ratio output in real time from the oxygen sensor within a preset time period. Multiple ethanol concentration data points are obtained, and the standard deviation of the ethanol concentration within this preset time period is calculated. If the standard deviation is greater than ±1%, the ethanol concentration is considered unstable. In addition, engine status parameters are monitored simultaneously. If the coefficient of variation of idle speed is >5%, or the fluctuation range of the mixture deviation correction value (first real-time value) is >±0.05 within 1 minute, and hardware faults in the air and fuel systems are ruled out, the engine is determined to be in an unstable state. When the ethanol concentration or engine status is unstable, the latest actual air-fuel ratio from the oxygen sensor is re-acquired, and the ethanol concentration is recalculated until both the ethanol concentration and engine status are stable, thereby improving the accuracy of the ethanol concentration calculation.

[0043] In this embodiment, the absolute value of the difference between a first real-time value and a first reference value can be calculated. The absolute value of this difference can be compared with a preset threshold. If the absolute value of the difference between the first real-time value and the first reference value is greater than or equal to the preset threshold, it is determined that the mixed fuel has stratified. If the absolute value of the difference between the first real-time value and the first reference value is less than the preset threshold, it is determined that the mixed fuel has not stratified. The preset threshold can be set and modified according to actual needs. As an example, the preset threshold can be confirmed through a low-temperature test. The test method is to first ensure that the ethanol-gasoline mixture is fully mixed in a low-temperature environment, learn the ethanol concentration of the fully mixed fuel, and then learn the mixture deviation correction value after the ethanol concentration is learned. The learning result of the mixture deviation correction value is the baseline value for this test. After that, the vehicle is left to stand to allow the fuel to stratify, and the engine is restarted. Without learning the ethanol concentration, the mixture deviation correction value is learned directly. The deviation between the new learning result and the baseline value is the change value of the correction value under the ethanol concentration of this operating condition. Since the mixture deviation is related to the engine operating condition and the ethanol concentration, the threshold should be a function related to the engine operating condition and the ethanol concentration. It can be confirmed by a three-dimensional lookup table based on the engine speed, engine load (which can be represented by the intake air volume), and the current ethanol concentration. This table can be set through calibration, and its set value should be less than the change value of the correction value obtained by the experiment under the corresponding operating condition and ethanol concentration. For example, if the measured change value of the correction value is 0.1, then the preset threshold should be less than 0.1. The setting basis is that the preset threshold can identify at least 95% of the stratification conditions in multiple repeated experiments.

[0044] Fuel stratification refers to the phenomenon where ethanol and gasoline separate in an ethanol-gasoline mixture due to differences in polarity, temperature changes, and other factors, forming two layers of fuel with different ethanol concentrations. After stratification, the lower layer contains a higher ethanol content, while the upper layer contains a higher gasoline content. As an example, if the engine's fuel supply system draws from the lower layer after stratification, the oxygen sensor detects the air-fuel ratio of the higher ethanol concentration fuel, i.e., the actual air-fuel ratio of the lower layer, and calculates the ethanol concentration of that lower layer. Ethanol concentration refers to the volume percentage of ethanol in the upper or lower layer fuel currently being drawn by the engine after stratification, not the total ethanol volume percentage of the fuel mixture in the tank before stratification.

[0045] In this application, the ethanol concentration in the mixed fuel is determined when the fuel level changes, or when the fuel level remains unchanged but the mixed fuel stratifies. The ethanol concentration is only re-determined when the fuel composition changes (refueling, manual replacement) or when the mixed fuel stratifies. This avoids real-time determination of the ethanol concentration and effectively decouples the calculation logic of ethanol concentration identification and mixture deviation correction. It prevents deviations caused by hardware faults in the air and fuel systems (such as intake valve accuracy deviations, injector aging and blockage / leakage) from being misjudged as changes in ethanol concentration, ensuring that the engine's ability to identify hardware faults remains unaffected. This embodiment updates the ethanol concentration only in critical scenarios, eliminating the need for an additional ethanol concentration sensor. It can be achieved using the vehicle's existing oxygen sensor and fuel level and temperature detection data, reducing hardware costs and implementation complexity. It also allows engine control parameters to adapt to changes in fuel characteristics in a timely manner, ensuring precise control of the engine's air-fuel ratio and improving power performance and operational stability.

[0046] In this embodiment of the application, after obtaining the ethanol concentration, the ethanol concentration is stored, and the engine is controlled according to the ethanol concentration until a new ethanol concentration is recalculated.

[0047] The method provided in this application, for a first driving cycle, first determines whether the fuel level has changed between the end of the second driving cycle and the start of the first driving cycle. If the fuel level has not changed, the current fuel temperature is obtained. Only when the current fuel temperature is less than or equal to a temperature threshold, a first real-time value (current operating point mixture deviation correction value) and a first reference value (mixture deviation correction value at the end of the previous driving cycle) determined based on the actual air-fuel ratio from the oxygen sensor are obtained. Based on these two values, it is determined whether the mixed fuel has stratified. After stratification, the ethanol concentration is determined based on the actual air-fuel ratio from the oxygen sensor. This application embodiment does not require the installation of additional dedicated sensors, such as an ethanol concentration sensor, and can make full use of existing oxygen sensors and related detection data of fuel level and temperature, significantly reducing hardware modification costs and implementation complexity. At the same time, through multiple verification logics of level judgment, temperature screening, and deviation correction value comparison, interference from non-stratification factors is accurately eliminated, ensuring the accuracy of stratification identification. Furthermore, the deviation between the actual air-fuel ratio and the theoretical air-fuel ratio is corrected by the mixture deviation correction value, avoiding hardware deviation from affecting the ethanol concentration calculation results. This allows the engine control parameters to accurately adapt to fuel characteristics, significantly improving the stability and reliability of the mixed fuel engine operation.

[0048] In this embodiment, the oxygen sensor determines the ethanol concentration in the mixed fuel when the fuel level changes and stratification occurs. The remaining time is used to calculate the mixture deviation correction value; real-time ethanol concentration identification is not performed. This solves the problem in traditional methods where the oxygen sensor, when identifying ethanol concentration in real time, easily misjudges deviations in gas or fuel quantity caused by hardware faults in the gas or fuel circuit as ethanol concentration deviations, thus masking the hardware malfunction. It effectively decouples the ethanol concentration from the mixture deviation correction value, improving the accuracy of ethanol concentration calculation. By not using the oxygen sensor for real-time ethanol concentration identification, based on the time-sharing principle, the oxygen sensor is only used for ethanol concentration identification when the mixed fuel level changes, such as for a period after refueling; the remaining time is used to calculate the mixture deviation correction value.

[0049] This application selects scenarios where the fuel level changes, or where the fuel level remains unchanged but the fuel mixture stratifies, to determine the ethanol concentration in the mixed fuel. Both scenarios are critical because the ethanol concentration in the fuel mixture within the tank undergoes a real change. Determining the ethanol concentration in these situations is a prerequisite for accurately matching engine control parameters to fuel characteristics, while effectively avoiding the drawbacks of real-time ethanol concentration determination and decoupling ethanol concentration identification from mixture deviation correction value calculation. A change in fuel level means that refueling or manual replacement of fuel in the tank has fundamentally altered the overall composition and ethanol concentration of the mixed fuel, necessitating a re-determination of the concentration. Conversely, when the fuel level remains unchanged but the mixed fuel stratifies, the same fuel in the tank forms two layers with different ethanol concentrations due to phase separation. The ethanol concentration of the fuel layer extracted by the engine differs significantly from the original overall concentration, requiring a re-determination of the concentration to match the current combustion fuel characteristics. In addition to these two scenarios, when the fuel composition in the tank is stable and there is no change in concentration, there is no need to repeatedly determine the ethanol concentration. In this case, the oxygen sensor can focus on calculating the mixture deviation correction value and accurately capture the air-fuel ratio deviation caused by hardware faults such as intake valve precision and injector aging. This avoids the problem of misjudging hardware deviations as concentration changes and masking engine faults when identifying ethanol concentration in real time. It ensures the engine's timely adaptation to changes in fuel characteristics while retaining the traditional engine's ability to monitor hardware status, thus balancing the stability of engine operation and the effectiveness of fault identification.

[0050] This application employs multiple judgments based on fuel level, temperature, and mixture deviation correction values. This avoids the inability to identify engine hardware faults due to excessive ethanol concentration learning, specifically the inability to detect deviations between engine air volume and fuel injection quantity. Compared to installing an ethanol concentration sensor in the fuel tank, this application eliminates the need for additional sensors, relying entirely on existing high-reliability sensors, making implementation simpler and less costly.

[0051] In one possible implementation, the stratified identification method for the mixed fuel also includes: If the fuel level changes during the time period from the end of the second driving cycle to the start of the first driving cycle, the ethanol concentration in the mixed fuel is determined based on the actual air-fuel ratio output by the oxygen sensor.

[0052] The method provided in this application determines the ethanol concentration directly based on the actual air-fuel ratio from the oxygen sensor when the fuel level changes. For scenarios involving changes in fuel composition, such as refueling or manual replacement, it quickly triggers an ethanol concentration update, ensuring the engine can adapt to the new fuel composition in a timely manner. This avoids problems such as insufficient power and excessive emissions caused by mismatches between fuel characteristics and control parameters, significantly improving the flexibility and response speed to changes in fuel composition.

[0053] In one possible implementation, after determining that the fuel level has not changed during the time interval from the end of the second driving cycle to the start of the first driving cycle, the fuel stratification identification method further includes: Obtain the stratification flag bit and determine whether there is a historical stratification record for the mixed fuel based on the stratification flag bit.

[0054] When the layering flag is at the first threshold, obtain the current fuel temperature.

[0055] When the stratification flag is set to the second threshold, whether stratification has occurred in the fuel mixture is determined based on the first real-time value and the first baseline value. The first threshold indicates that no historical stratification record exists for the fuel mixture, while the second threshold indicates that a historical stratification record exists. As an example, the first threshold can be "0" and the second threshold can be "1". The stratification flag indicates whether stratification has occurred in the fuel mixture during the second driving cycle (i.e., the driving cycle preceding the first driving cycle). When stratification occurs in the second driving cycle, the stratification flag is set to the second threshold.

[0056] In this embodiment, after determining that the fuel level has not changed, if there is no historical stratification record, the current fuel temperature is obtained to determine whether there is a risk of stratification. If there is a historical stratification record after determining that the fuel level has not changed, considering that the stratification state is persistent, even if the temperature rises, it is difficult to achieve sufficient mixing of ethanol and gasoline, and the stratification state will continue. Therefore, there is still a risk of stratification. The method directly determines whether the mixed fuel has stratified based on the first real-time value and the first reference value, skipping the temperature judgment process, thus improving the accuracy of stratification identification.

[0057] The method provided in this application, after determining that the fuel level has not changed, uses a stratification flag to determine whether there is a historical stratification record for the mixed fuel. If no historical stratification record exists (flag is a first threshold), the fuel temperature is acquired to trigger subsequent judgments. If a historical stratification record exists (flag is a second threshold), a first real-time value is directly compared with a first baseline value. This flag-based approach optimizes the stratification judgment process, avoiding repeated temperature screening of mixed fuels with existing stratification records, reducing redundant calculation steps, improving stratification identification efficiency, and ensuring that unstratified fuels undergo temperature threshold verification, thus balancing identification efficiency and accuracy.

[0058] In one possible implementation, obtaining the first real-time value in S202 specifically includes Sa1 to Sa9.

[0059] Sa1: The engine operating conditions are divided according to the engine speed and load, resulting in multiple operating condition zones.

[0060] In this embodiment of the application, each operating condition region corresponds to at least one operating condition point. The range of engine speed and load values ​​is divided into multiple continuous intervals, each interval being an operating condition region, and each region can be formed by four operating condition points.

[0061] Based on the engine speed n and load L, (p+1)×(q+1) consecutive operating condition regions are divided. For example, the engine speed is divided into... The load is divided into .

[0062] Sa2: Defines the operating range of the current operating point's speed and load as the target range.

[0063] In this embodiment of the application, the target area is the operating area where the current operating point is located. For example, the current operating point... Falling The operating area is enclosed by four operating points. Corresponding to rotational speed ,load .

[0064] Sa3: Obtain the preset deviation correction value corresponding to each target operating point in the target area.

[0065] In this embodiment, a pre-set mixture deviation correction value is used as the preset deviation correction value for each operating point. The preset deviation correction values ​​for the four target operating points in the target area are... .

[0066] Sa4: Calculate the closed-loop correction coefficient based on the actual fuel injection quantity and the corresponding theoretical fuel injection quantity at the current operating point.

[0067] Closed-loop correction coefficient The theoretical fuel injection quantity is calculated based on engine speed and load. This indicates the degree of deviation between the actual fuel injection and the ideal fuel injection.

[0068] Sa5: Determine the basic deviation correction value based on the closed-loop correction coefficient.

[0069] In this embodiment of the application, the basic deviation correction value is: .

[0070] in, This represents the correction value for the basic deviation. This indicates the degree of deviation between the actual fuel injection quantity and the theoretical fuel injection quantity. It is a one-dimensional mapping curve calibrated through experiments, representing the correspondence between the deviation of the actual fuel injection quantity from the theoretical fuel injection quantity and the basic deviation correction value. The closed-loop correction coefficient is converted into a correction weight adapted to the engine. The corresponding FUN value is found in the one-dimensional mapping curve. This FUN value is the correction weight adapted to the engine operating conditions.

[0071] As an example, engine operating conditions can be divided into different zones (such as idling, low load, medium load, high load, etc.), each corresponding to a different speed and load range. Under each operating condition, the actual fuel injection quantity is manually adjusted to obtain different results. Simultaneously, it records the corresponding engine operating parameters (such as air-fuel ratio accuracy, power output stability, etc.). For each... The values ​​were tested and the correction weights that allowed the engine to achieve optimal operating conditions (precise air-fuel ratio, stable power) were determined. Each corresponds one-to-one with the corrected weights. This applies to all operating conditions. By fitting the modified weights together, a continuous one-dimensional mapping curve is formed, i.e. function.

[0072] Sa6: Determine the weight of each target operating point based on the positional relationship between the current operating point and each target operating point.

[0073] In this embodiment of the application, the rotational speed direction interpolation coefficient , Indicates the current speed is Positional proportions between them, interpolation coefficients in load direction , Indicates the current rotational speed. This indicates the current load. Indicates the current load. The proportion of positions between them.

[0074] Target operating point Corresponding weights: .

[0075] Target operating point Corresponding weights: .

[0076] Target operating point Corresponding weights: .

[0077] Target operating point Corresponding weights: .

[0078] Sa7: Determine the target correction amount for each target operating point based on the weight and basic deviation correction value corresponding to each target operating point.

[0079] Target operating point Corresponding target correction amount:

[0080] Target operating point Corresponding target correction amount: .

[0081] Target operating point Corresponding target correction amount: .

[0082] Target operating point Corresponding target correction amount: .

[0083] Sa8: Update the preset deviation correction value according to the target correction amount corresponding to each target working point to obtain the updated preset deviation correction value.

[0084] Target operating point The corresponding updated preset deviation correction value: .

[0085] Target operating point The corresponding updated preset deviation correction value: .

[0086] Target operating point The corresponding updated preset deviation correction value: .

[0087] Target operating point The corresponding updated preset deviation correction value: .

[0088] Sa9: Determine the first real-time value based on the preset deviation correction value updated for each target operating point.

[0089] In this embodiment, a first real-time value is obtained by two-dimensional linear interpolation based on the preset deviation correction value updated for each target operating point. Then, rotational speed direction interpolation is performed on the two correction values ​​under the same load: load Corresponding intermediate value: .

[0090] load Corresponding intermediate value: .

[0091] By interpolating the two intermediate values ​​according to the load direction, the final mixture deviation correction value (first real-time value) is obtained. Based on this .

[0092] As another example, the mixture deviation correction value can be a function of engine speed, load, and ethanol concentration in the mixed fuel, expressed as: Air_Fuel_Adp=F(Eng_Spd,Eng_Load,Eth_X), where Air_Fuel_Adp is the mixture deviation correction value, Eng_Spd is the engine speed, Eng_Load is the engine load, and Eth_X is the ethanol concentration in the mixed fuel. The specific form of the F() function is not limited and can be any form that meets the conditions.

[0093] The method provided in this application divides the engine into multiple operating condition zones based on engine speed and load. After determining the target zone where the current operating point is located, it obtains the preset deviation correction value for each target operating point within the target zone. It then calculates the closed-loop correction coefficient by combining the actual fuel injection quantity and the corresponding theoretical fuel injection quantity at the current operating point, and further calculates the basic deviation correction value. Next, it assigns weights based on the positional relationship between the current operating point and each target operating point, and calculates the target correction amount for each target operating point to update the preset deviation correction value. Finally, it determines the first real-time value based on the updated correction value. This application embodiment enables the calculation of the mixture deviation correction value to accurately match different engine operating conditions, avoiding deviations caused by a single correction logic, significantly improving the accuracy of the first real-time value, providing reliable data support for stratified judgment and ethanol concentration calculation, and ensuring that the engine can achieve precise control under different speeds and loads.

[0094] In one possible implementation, the stratified identification method for the mixed fuel also includes: If it is determined that no stratification has occurred in the fuel mixture based on the first real-time value and the first reference value, and the first driving cycle has not ended, the determination of whether the fuel mixture has stratified based on the first real-time value and the first reference value is repeated until the first driving cycle ends.

[0095] The method provided in this application repeatedly executes the stratification judgment process when it is determined that the fuel mixture has not stratified and the first driving cycle has not ended. By continuously monitoring the changes in the real-time value and the reference value of the mixture deviation correction value, it can promptly capture the fuel stratification situation that may occur in subsequent driving cycles, avoid missing stratification problems due to a single judgment, prevent the engine from experiencing control abnormalities due to sudden changes in fuel characteristics, and further enhance the reliability and stability of the hybrid fuel engine operation.

[0096] In one possible implementation, determining the ethanol concentration in the mixed fuel based on the actual air-fuel ratio output by the oxygen sensor in step S203 includes: Obtain the first correspondence between the actual and theoretical air-fuel ratio values.

[0097] The theoretical value corresponding to the actual air-fuel ratio determined based on the first correspondence is taken as the theoretical air-fuel ratio.

[0098] Obtain the second correspondence between the theoretical value and the ethanol concentration.

[0099] The ethanol concentration corresponding to the theoretical air-fuel ratio determined based on the second correspondence is taken as the ethanol concentration in the blended fuel.

[0100] In the embodiments of this application, It represents the ratio of the actual air-fuel ratio to the stoichiometric air-fuel ratio. , This indicates the current amount of air in the cylinder. This indicates the current amount of fuel in the cylinder. This indicates the stoichiometric air-fuel ratio. The theoretical air-fuel ratio of ethanol is 9.0, and the theoretical air-fuel ratio of gasoline is 14.7, so the ethanol concentration of the current mixed fuel can be calculated. Ethanol concentration .

[0101] The method provided in this application derives the result step-by-step according to the logic of actual air-fuel ratio, theoretical air-fuel ratio, and ethanol concentration by pre-setting a first correspondence between the actual and theoretical air-fuel ratios and a second correspondence between the theoretical and ethanol concentrations. This standardizes the calculation path for ethanol concentration, avoids logical confusion in the calculation process, ensures clear and reproducible calculation steps, and guarantees the accuracy and consistency of the ethanol concentration results through fixed correspondences. This provides reliable fuel composition data for the engine control unit, supporting precise adjustment of control parameters.

[0102] Figure 3 This is an overall flowchart of the layered identification method for mixed fuels according to an embodiment of this application, as follows: Figure 3 As shown, at the start of the current driving cycle (first driving cycle), after the engine is started, key data recorded at the end of the previous driving cycle (second driving cycle) is acquired, including the fuel level at the end of the second driving cycle and the corresponding mixture deviation correction value (i.e., the first reference value). Simultaneously, the fuel level at the start of the current driving cycle (first fuel level) is collected. The fuel level at the end of the second driving cycle is compared with the fuel level at the start of the first driving cycle to determine if the fuel level has changed.

[0103] In the first scenario, if the fuel level changes, the calculation of ethanol concentration will proceed directly.

[0104] In the second scenario, if the fuel level remains unchanged, obtain the stratification flag to determine if there are any historical stratification records.

[0105] The stratification flag is the second threshold. If there is a historical stratification record, the temperature detection is skipped, and the determination of whether the mixed fuel has stratified is directly based on the first real-time value and the first reference value.

[0106] The stratification flag is the first threshold. There are no historical stratification records. The current fuel temperature is obtained, and it is determined whether the current fuel temperature is less than or equal to the temperature threshold.

[0107] If the current fuel temperature is less than or equal to the temperature threshold, there is a risk of stratification. The system determines whether stratification has occurred in the fuel mixture based on the first real-time value and the first baseline value. If no stratification has occurred based on the first real-time value and the first baseline value, the determination of whether stratification has occurred is repeated until the end of the current driving cycle. If stratification has occurred based on the first real-time value and the first baseline value, the system proceeds to the ethanol concentration calculation stage. The system then assesses whether the ethanol concentration and engine condition are stable. If either the ethanol concentration or the engine condition is unstable, the ethanol concentration is recalculated.

[0108] If the current fuel temperature is higher than the temperature threshold, there is no risk of stratification. Maintain the current engine operating state and end the stratification identification process.

[0109] This application also provides a stratified identification device for mixed fuels, which is used to implement the above embodiments and preferred embodiments, and will not be repeated as already described. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0110] This application provides a stratification identification device for mixed fuels. Figure 4 This is a structural block diagram of a stratified identification device for mixed fuels according to an embodiment of this application, such as... Figure 4 As shown, it includes: The first processing module 401 is used to obtain the current fuel temperature for the first driving cycle if the fuel level has not changed during the time period from the end of the second driving cycle to the start of the first driving cycle. The second driving cycle is the driving cycle preceding the first driving cycle.

[0111] The second processing module 402 is used to acquire a first real-time value and a first reference value when the current fuel temperature is less than or equal to a temperature threshold. The first real-time value is the mixture deviation correction value at the current engine operating point, and the first reference value is the mixture deviation correction value corresponding to the end of the second driving cycle. The mixture deviation correction value is determined based on the actual air-fuel ratio output by the oxygen sensor. The mixture deviation correction value represents a correction coefficient that corrects the deviation between the actual air-fuel ratio and the stoichiometric air-fuel ratio.

[0112] The third processing module 403 is used to determine the ethanol concentration in the mixed fuel based on the actual air-fuel ratio output by the oxygen sensor when it is determined that the mixed fuel has stratified according to the first real-time value and the first reference value.

[0113] In one possible implementation, the second processing module 402 is specifically used to divide the engine operating conditions according to the engine speed and load, resulting in multiple operating condition regions. Each operating condition region corresponds to at least one operating point.

[0114] The operating range of the current operating point, including the speed and load, is defined as the target area.

[0115] Obtain the preset deviation correction value corresponding to each target operating point in the target area.

[0116] The closed-loop correction coefficient is calculated based on the actual fuel injection quantity and the corresponding theoretical fuel injection quantity at the current operating point.

[0117] The basic deviation correction value is determined based on the closed-loop correction coefficient.

[0118] The weight of each target operating point is determined based on the positional relationship between the current operating point and each target operating point.

[0119] The target correction amount for each target operating point is determined based on the weight and basic deviation correction value corresponding to each target operating point.

[0120] The updated preset deviation correction value is obtained by updating the preset deviation correction value according to the target correction amount corresponding to each target working point.

[0121] The first real-time value is determined based on the preset deviation correction value updated for each target operating point.

[0122] In one possible implementation, the stratification identification device for the mixed fuel further includes a fourth processing module, which is used to acquire a stratification flag bit after determining that the fuel level has not changed during the time period from the end of the second driving cycle to the start of the first driving cycle, and to determine whether there is a historical stratification record for the mixed fuel based on the stratification flag bit.

[0123] When the layering flag is at the first threshold, obtain the current fuel temperature.

[0124] When the stratification flag is at the second threshold, it is determined whether the blended fuel has stratified based on the first real-time value and the first baseline value. The first threshold indicates that the blended fuel has no historical stratification record, while the second threshold indicates that the blended fuel has a historical stratification record.

[0125] In one possible implementation, the fourth processing module is further configured to set the stratification flag to a second threshold when it is determined that the mixed fuel has stratified based on the first real-time value and the first reference value.

[0126] In one possible implementation, the fuel stratification identification device further includes a fifth processing module, configured to repeatedly determine whether fuel stratification has occurred based on the first real-time value and the first reference value, until the first driving cycle ends, after determining that the fuel stratification has not occurred based on the first real-time value and the first reference value and the first driving cycle has not ended.

[0127] In one possible implementation, the blended fuel stratification identification device further includes a sixth processing module, used to determine the ethanol concentration in the blended fuel based on the actual air-fuel ratio output by the oxygen sensor if the fuel level changes during the time period from the end of the second driving cycle to the start of the first driving cycle.

[0128] In one possible implementation, the third processing module 403 is specifically used to obtain the first correspondence between the actual value and the theoretical value of the air-fuel ratio.

[0129] The theoretical value corresponding to the actual air-fuel ratio determined based on the first correspondence is taken as the theoretical air-fuel ratio.

[0130] Obtain the second correspondence between the theoretical value and the ethanol concentration.

[0131] The ethanol concentration corresponding to the theoretical air-fuel ratio determined based on the second correspondence is taken as the ethanol concentration in the blended fuel.

[0132] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0133] The following is a detailed reference. Figure 5The diagram illustrates a structural schematic suitable for implementing the electronic device described in the embodiments of this application. The electronic device may include a processor (e.g., a central processing unit, graphics processor, etc.) 501, which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 502 or a program loaded from memory 508 into random access memory (RAM) 503. The RAM 503 also stores various programs and data required for the operation of the electronic device. The processor 501, ROM 502, and RAM 503 are interconnected via a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0134] Typically, the following devices can be connected to I / O interface 505: input devices 506 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 507 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 508 including, for example, magnetic tapes, hard disks, etc.; and communication devices 509. Communication device 509 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although... Figure 5 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown, and more or fewer devices may be implemented or have instead.

[0135] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 509, or installed from a memory 508, or installed from a ROM 502. When the computer program is executed by the processor 501, it performs the functions defined in the hybrid fuel stratification identification method of embodiments of this application.

[0136] Figure 5 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0137] This application also provides a vehicle that includes the above-described hybrid fuel layer identification device or electronic device, so that the vehicle can implement the hybrid fuel layer identification method of the above example.

[0138] This application also provides a computer-readable storage medium. The methods described above according to this application can be implemented in hardware or firmware, or implemented as recordable on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc. Further, the storage medium may also include combinations of the above types of memory. It is understood that computers, processors, microprocessors, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the hybrid fuel layer identification method shown in the above embodiments is implemented.

[0139] A portion of this application can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to this application through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0140] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A method for stratified identification of blended fuels, characterized in that, The method includes: For the first driving cycle, if the fuel level does not change during the time period from the end of the second driving cycle to the start of the first driving cycle, the current fuel temperature is obtained; the second driving cycle is the driving cycle preceding the first driving cycle. When the current fuel temperature is less than or equal to a temperature threshold, a first real-time value and a first reference value are obtained; the first real-time value is the mixture deviation correction value at the current engine operating point, and the first reference value is the mixture deviation correction value corresponding to the end time of the second driving cycle; the mixture deviation correction value is determined based on the actual air-fuel ratio output by the oxygen sensor; the mixture deviation correction value represents a correction coefficient for correcting the deviation between the actual air-fuel ratio and the theoretical air-fuel ratio. When it is determined that stratification of the mixed fuel occurs based on the first real-time value and the first reference value, the ethanol concentration in the mixed fuel is determined based on the actual air-fuel ratio output by the oxygen sensor.

2. The method according to claim 1, characterized in that, The acquisition of the first real-time value includes: The engine operating conditions are divided according to the engine speed and load, resulting in multiple operating condition zones; each operating condition zone corresponds to at least one operating point. The operating condition region where the current operating point's speed and load are located is defined as the target region; Obtain the preset deviation correction value corresponding to each target operating point in the target area; Calculate the closed-loop correction coefficient based on the actual fuel injection quantity and the corresponding theoretical fuel injection quantity at the current operating point; The basic deviation correction value is determined based on the closed-loop correction coefficient; The weight of each target operating point is determined based on the positional relationship between the current operating point and each target operating point. The target correction amount for each target operating point is determined based on the weight corresponding to each target operating point and the basic deviation correction value. The preset deviation correction value is updated by updating the target correction amount corresponding to each target working point to obtain the updated preset deviation correction value; The first real-time value is determined based on the preset deviation correction value updated for each target operating point.

3. The method according to claim 1, characterized in that, After determining that the fuel level has not changed during the time period from the end of the second driving cycle to the start of the first driving cycle, the process also includes: Obtain the stratification flag bit, and determine whether the mixed fuel has a historical stratification record based on the stratification flag bit; When the layering flag is at the first threshold, the current fuel temperature is obtained; When the stratification flag is at the second threshold, it is determined whether the mixed fuel has stratified based on the first real-time value and the first reference value; wherein, the first threshold indicates that the mixed fuel has no historical stratification record, and the second threshold indicates that the mixed fuel has a historical stratification record.

4. The method according to claim 3, characterized in that, After determining whether stratification has occurred in the mixed fuel based on the first real-time value and the first reference value, the method further includes: When it is determined that stratification has occurred in the blended fuel based on the first real-time value and the first reference value, the stratification flag is set to the second threshold.

5. The method according to claim 1, characterized in that, The method further includes: If it is determined that no stratification has occurred in the fuel mixture based on the first real-time value and the first reference value, and the first driving cycle has not ended, the determination of whether the fuel mixture has stratified based on the first real-time value and the first reference value is repeated until the first driving cycle ends.

6. The method according to claim 1, characterized in that, The method further includes: If the fuel level changes during the time period from the end of the second driving cycle to the start of the first driving cycle, the ethanol concentration in the mixed fuel is determined based on the actual air-fuel ratio output by the oxygen sensor.

7. The method according to claim 1, characterized in that, Determining the ethanol concentration in the mixed fuel based on the actual air-fuel ratio output by the oxygen sensor includes: Obtain the first correspondence between the actual and theoretical air-fuel ratio values; The theoretical value corresponding to the actual air-fuel ratio determined based on the first correspondence relationship is taken as the theoretical air-fuel ratio; Obtain the second correspondence between the theoretical value and the ethanol concentration; The ethanol concentration corresponding to the theoretical air-fuel ratio determined based on the second correspondence is taken as the ethanol concentration in the mixed fuel.

8. A stratification identification device for mixed fuels, characterized in that, The device includes: The first processing module is used to obtain the current fuel temperature if the fuel level does not change during the time period from the end of the second driving cycle to the start of the first driving cycle for the first driving cycle; the second driving cycle is the driving cycle preceding the first driving cycle. The second processing module is used to acquire a first real-time value and a first reference value when the current fuel temperature is less than or equal to a temperature threshold; the first real-time value is the mixture deviation correction value at the current engine operating point, and the first reference value is the mixture deviation correction value corresponding to the end time of the second driving cycle; the mixture deviation correction value is determined based on the actual air-fuel ratio output by the oxygen sensor; the mixture deviation correction value represents a correction coefficient for correcting the deviation between the actual air-fuel ratio and the theoretical air-fuel ratio. The third processing module is used to determine the ethanol concentration in the mixed fuel based on the actual air-fuel ratio output by the oxygen sensor when it is determined that stratification of the mixed fuel has occurred based on the first real-time value and the first reference value.

9. An electronic device, characterized in that, include: A memory and a processor are communicatively connected, the memory storing computer instructions, and the processor executing the computer instructions to perform the layered identification method for hybrid fuels as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, Includes a stratified identification device for mixed fuels as described in claim 8 or an electronic device as described in claim 9, to enable the vehicle to perform the method of any one of claims 1 to 7.

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