Fuel temperature determination method

Abstract

This invention relates to the field of vehicle technology and discloses a method for determining fuel temperature, comprising: acquiring the engine coolant temperature and atmospheric temperature when the fuel temperature sensor fails or the signal is abnormal; calculating the engine compartment temperature based on the coolant temperature and atmospheric temperature; and determining the current fuel temperature of the engine based on the engine compartment temperature. This invention can effectively determine the fuel temperature when the sensor fails, thereby ensuring the vehicle's driving safety and driving comfort.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically to a method for determining fuel temperature. Background Technology

[0002] Fuel temperature is a crucial input signal for hybrid systems and is essential for control adjustments. Therefore, when sensors fail, it is necessary to accurately determine the fuel temperature to ensure vehicle safety and driving comfort. Summary of the Invention

[0003] This invention provides a method for determining fuel temperature to solve the problem in related technologies where fuel temperature cannot be effectively determined when the sensor fails, thereby ensuring vehicle driving safety and driving comfort.

[0004] In a first aspect, the present invention provides a method for determining fuel temperature, comprising: When the fuel temperature sensor fails or the signal is abnormal, the engine coolant temperature and atmospheric temperature are obtained. Calculate the engine compartment temperature based on the coolant temperature and atmospheric temperature; Determine the current fuel temperature of the engine based on the engine compartment temperature.

[0005] The fuel temperature determination method provided in this invention calculates the engine compartment temperature by utilizing the coolant temperature and atmospheric temperature parameters obtained from the vehicle system when the fuel temperature sensor fails or the signal is abnormal. Based on the engine compartment temperature, the current fuel temperature of the engine is determined. This effectively solves the problem of unreliable fuel temperature acquisition in the case of sensor failure, ensures the accuracy of hybrid system control correction, and thus ensures vehicle driving safety and driving comfort.

[0006] In one optional implementation, the engine compartment temperature is calculated based on the coolant temperature and the ambient temperature, including: When the received ignition switch rising edge event is triggered at the rising edge moment, the backup engine compartment temperature of the engine compartment is obtained, as well as the first temperature compensation coefficient and the second temperature compensation coefficient associated with the engine shutdown duration. Based on the first temperature compensation coefficient and the second temperature compensation coefficient, the temperature of the backup cabin is corrected to obtain the first radiator temperature. The radiator compensation temperature is determined based on the first radiator temperature limit, the first radiator temperature, and the gas flow rate in the engine compartment. The engine compartment temperature is then calculated based on the radiator compensation temperature and the ambient temperature.

[0007] The fuel temperature determination method provided in this invention obtains the backup engine compartment temperature and its associated temperature compensation coefficient when the ignition switch rising edge event is triggered at the rising edge moment, and uses the dual compensation coefficient to correct the backup engine compartment temperature, effectively offsetting the impact of engine downtime on the engine compartment temperature and significantly improving the calculation accuracy of the first radiator temperature. By determining the radiator compensation temperature based on the first radiator temperature limit, the first radiator temperature, and the gas flow rate, and integrating the atmospheric temperature to calculate the engine compartment temperature, the calculation results of the engine compartment temperature can accurately match the actual environment and equipment status under different operating conditions, providing highly reliable basic data support for the subsequent accurate determination of fuel temperature.

[0008] In one optional implementation, the backup cabin temperature is corrected based on a first temperature compensation coefficient and a second temperature compensation coefficient to obtain a first radiator temperature, including: Based on the first temperature compensation coefficient and the backup cabin temperature, the coolant temperature is corrected to obtain the first corrected coolant temperature. Based on the second temperature compensation coefficient and the backup cabin temperature, the atmospheric temperature is corrected to obtain the first atmospheric corrected temperature. Based on the first coolant correction temperature and the first atmospheric correction temperature, the backup cabin temperature is corrected to obtain the first radiator temperature.

[0009] The fuel temperature determination method provided in this invention first independently corrects the engine temperature and atmospheric temperature, and then combines the results of both to comprehensively correct the backup engine compartment temperature. This makes the obtained first radiator temperature more closely reflect the actual temperature state of the radiator under real operating conditions, effectively improving the calculation accuracy of the first radiator temperature. Simultaneously, this step-by-step correction method can accurately offset the effects of engine compartment temperature deviations caused by engine downtime and atmospheric environmental fluctuations, avoiding the error accumulation problem that may exist with a single compensation method. This provides highly reliable core parameter support for subsequently determining the radiator compensation temperature based on the first radiator temperature, and then calculating the engine compartment temperature and fuel temperature, helping to ensure the stability and reliability of fuel temperature determination under different downtime and atmospheric environments.

[0010] In an optional implementation, the method further includes: The engine compartment temperature is calculated based on the radiator's backup heat dissipation temperature, coolant temperature, and atmospheric temperature.

[0011] The fuel temperature determination method provided in this invention synchronously backs up heat dissipation temperature data and performs complementary correction on the calculation deviation caused by fluctuations in coolant temperature and atmospheric temperature. This reduces the error accumulation problem caused by dependence on a single parameter, making the calculated engine compartment temperature closer to the actual temperature level in real operating scenarios, and effectively improving the calculation accuracy of engine compartment temperature.

[0012] In one optional implementation, the engine compartment temperature is calculated based on the radiator's backup heat dissipation temperature, the coolant temperature, and the ambient temperature, including: When the received ignition switch rising edge event is triggered by the rising edge of the ignition switch, obtain the backup radiator temperature of the radiator, as well as the associated radiator temperature interpolation coefficient and radiator airflow coefficient. Based on the radiator temperature interpolation coefficient, atmospheric temperature, and radiator airflow coefficient, the backup radiator temperature is corrected to obtain the second radiator temperature. The radiator compensation temperature is determined based on the second radiator temperature limit, the second radiator temperature, and the gas flow rate in the engine compartment. The engine compartment temperature is then calculated based on the radiator compensation temperature and the ambient temperature.

[0013] The fuel temperature determination method provided in this invention acquires key radiator parameters in real time when the ignition switch rising edge event is triggered, ensuring the synchronization of parameter acquisition with the engine start-up process and avoiding calculation deviations caused by parameter lag. It corrects the backup radiator temperature using radiator temperature interpolation coefficients, atmospheric temperature, and radiator airflow coefficients, making the obtained second radiator temperature closer to the actual heat dissipation state. The radiator compensation temperature is determined by the second radiator temperature limit and the engine compartment gas flow velocity, taking into account both temperature constraints under extreme operating conditions and the dynamic impact of gas flow on heat dissipation. This allows the final calculated engine compartment temperature to more accurately reflect the temperature conditions under actual operating conditions, effectively improving the real-time performance, accuracy, and robustness of engine compartment temperature calculation.

[0014] In one optional implementation, the backup radiator temperature is corrected based on the radiator temperature interpolation factor, the atmospheric temperature, and the radiator airflow coefficient to obtain the second radiator temperature, including: Based on the radiator temperature and the associated interpolation coefficient, the coolant temperature is interpolated to obtain the second coolant corrected temperature. The second atmospheric correction temperature is determined based on the deviation between the atmospheric temperature and the backup radiator temperature, as well as the airflow coefficient of the radiator. The backup radiator temperature is corrected based on the second coolant correction temperature and the second atmospheric correction temperature to obtain the second radiator temperature.

[0015] The fuel temperature determination method provided in this invention interpolates the coolant temperature based on the radiator temperature and associated interpolation coefficients to ensure that the obtained second coolant correction temperature accurately reflects the coupled influence of the two. By determining the second atmospheric correction temperature based on the deviation between the atmospheric temperature and the backup radiator temperature, as well as the radiator airflow coefficient, the real-time influence of atmospheric fluctuations and airflow on the heat dissipation process is effectively incorporated, avoiding deviations caused by static correction of a single parameter. Furthermore, by comprehensively correcting the backup radiator temperature based on the second coolant correction temperature and the second atmospheric correction temperature, the obtained second radiator temperature more realistically matches the actual heat dissipation state during engine operation, providing a reliable parameter basis for the subsequent accurate calculation of engine compartment temperature. This further improves the adaptability of the fuel temperature determination method under complex operating conditions and the accuracy of the calculation results.

[0016] In one alternative implementation, determining the current fuel temperature of the engine based on the engine compartment temperature includes: Obtain the engine's operating mode; If the operating mode is the initial mode and the preset conditions are met, the coolant temperature will be used as the current fuel temperature of the engine. The initial mode is the operating mode when the engine ignition switch is turned on. The preset conditions include that the coolant temperature is greater than the upper limit of the engine compartment temperature and less than the lower limit of the coolant temperature, and the engine shutdown time is greater than the upper limit of the shutdown time. If the operating mode is the initial mode but the preset conditions are not met, the current fuel temperature of the engine is determined based on the backup fuel temperature, the first coolant temperature correction amount, and the first atmospheric temperature correction amount.

[0017] The fuel temperature determination method provided in this invention distinguishes different operating conditions in the engine's initial mode and adopts differentiated fuel temperature determination strategies accordingly. For example, when the preset conditions are met, the coolant temperature is directly reused as the fuel temperature, which ensures both computational efficiency and conforms to the heat transfer law under the initial operating conditions. When the preset conditions are not met, the backup fuel temperature and multi-dimensional correction values ​​are integrated, which effectively makes up for the limitations of relying on a single parameter and further improves the accuracy and reliability of fuel temperature determination in the initial mode.

[0018] In one alternative implementation, determining the current fuel temperature of the engine based on the engine compartment temperature further includes: If the operating mode is normal mode, the high-pressure end fuel temperature during the fuel delivery process is determined based on the backup fuel temperature, the second atmospheric temperature correction, the first engine compartment temperature correction, the second coolant temperature correction, and the low-pressure end fuel temperature correction; where normal mode is the operating state of the engine under normal operating conditions. The low-pressure end fuel temperature during fuel delivery is determined based on the backup fuel temperature, the third atmospheric temperature correction, the second engine compartment temperature correction, and the third coolant temperature correction. The current fuel temperature of the engine is determined based on the fuel temperature at the high-pressure end and the fuel temperature at the low-pressure end.

[0019] The fuel temperature determination method provided in this invention performs refined calculations on the fuel temperature at the high-pressure and low-pressure ends based on the thermal environment differences in the fuel delivery process during normal engine operation. It also integrates backup fuel temperature, atmospheric temperature, engine compartment temperature, coolant temperature, and other multi-dimensional correction values ​​to comprehensively cover the heat exchange variables in the fuel delivery process, effectively improving the accuracy and dynamic adaptability of fuel temperature determination under normal operating conditions.

[0020] In one alternative implementation, determining the current fuel temperature of the engine based on the engine compartment temperature further includes: If the operating mode is immersion mode, the high-pressure end fuel temperature during the fuel delivery process is determined based on the backup fuel temperature, the fourth atmospheric temperature correction amount, and the first fuel temperature correction amount; wherein, immersion mode is the operating mode when the engine is stopped. The low-pressure end fuel temperature during fuel delivery is determined based on the backup fuel temperature, the fifth atmospheric temperature correction, and the second fuel temperature correction. The current fuel temperature of the engine is determined based on the fuel temperature at the high-pressure end and the fuel temperature at the low-pressure end.

[0021] The fuel temperature determination method provided in this embodiment of the invention, in the immersion mode, by introducing appropriate atmospheric temperature correction and fuel temperature correction for the fuel temperature at the high-pressure end and low-pressure end respectively, based on the static thermal balance characteristics between the fuel system and the outside atmosphere and engine compartment when the engine is stopped, achieves the accuracy of fuel temperature determination in the immersion mode and ensures the reliability and stability of fuel temperature monitoring under all operating conditions.

[0022] In one alternative implementation, determining the current fuel temperature of the engine based on the engine compartment temperature further includes: If the working mode is idle mode, the high-pressure end fuel temperature during the fuel delivery process is determined based on the backup fuel temperature, the sixth atmospheric temperature correction amount, and the third fuel temperature correction amount; where idle mode is the working mode when the engine is idling. The low-pressure end fuel temperature during fuel delivery is determined based on the backup fuel temperature, the seventh atmospheric temperature correction, and the fourth fuel temperature correction. The current fuel temperature of the engine is determined based on the fuel temperature at the high-pressure end and the fuel temperature at the low-pressure end.

[0023] The fuel temperature determination method provided in this embodiment of the invention is based on the characteristic that the engine compartment temperature is relatively stable in the engine idling mode but still has the characteristic of environmental heat exchange. At this time, the fuel temperature at the high-pressure end and the low-pressure end are calculated in a targeted manner by using the sixth atmospheric temperature correction amount, the third fuel temperature correction amount, the seventh atmospheric temperature correction amount and the fourth fuel temperature correction amount based on the idling mode, so that the determined fuel temperature is more in line with the actual temperature distribution under idling conditions.

[0024] In a second aspect, the present invention provides a fuel temperature determining device, comprising: The relevant temperature acquisition module is used to acquire the engine coolant temperature and atmospheric temperature when the fuel temperature sensor fails or the signal is abnormal. The engine compartment temperature calculation module is used to calculate the engine compartment temperature based on the coolant temperature and the ambient temperature. The fuel temperature determination module is used to determine the current fuel temperature of the engine based on the engine compartment temperature.

[0025] Thirdly, the present invention provides an electronic device, comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the fuel temperature determination method of the first aspect or any corresponding embodiment described above.

[0026] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to perform the fuel temperature determination method of the first aspect or any corresponding embodiment thereof.

[0027] Fifthly, the present invention provides a computer program product, including computer instructions for causing a computer to execute the fuel temperature determination method of the first aspect or any corresponding embodiment thereof. Attached Figure Description

[0028] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in 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 the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0029] Figure 1 This is a schematic flowchart of a first method for determining fuel temperature according to an embodiment of the present invention; Figure 2 This is a schematic diagram of a second process for determining fuel temperature according to an embodiment of the present invention; Figure 3 This is a structural block diagram of a fuel temperature determining device according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0031] It is understood that before using the technical solutions disclosed in the various embodiments of the present invention, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in the present invention and their authorization should be obtained in accordance with relevant laws and regulations through appropriate means.

[0032] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0033] According to an embodiment of the present invention, a method for determining fuel temperature 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. Furthermore, 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.

[0034] This embodiment provides a method for determining fuel temperature. Figure 1 This is a flowchart of a fuel temperature determination method according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps: Step S101: When the fuel temperature sensor fails or the signal is abnormal, the engine coolant temperature and atmospheric temperature are obtained.

[0035] Among them, the failure or abnormal signal of the fuel temperature sensor includes, but is not limited to, at least one of the following situations: the fuel temperature sensor has no effective signal output, the output signal exceeds the preset normal threshold range, the signal fluctuates continuously and the fluctuation amplitude exceeds the set allowable deviation value, or it is determined to be in an abnormal state through consistency verification with related parameters such as engine coolant temperature and atmospheric temperature.

[0036] In some alternative implementations, when obtaining the engine coolant temperature and atmospheric temperature, the coolant temperature signal can be collected in real time by a coolant temperature sensor installed in the engine cooling system, and atmospheric temperature data can be obtained by an atmospheric temperature sensor installed in the front ventilation area of ​​the vehicle or on the outside of the vehicle body.

[0037] Step S102: Calculate the engine compartment temperature based on the coolant temperature and atmospheric temperature.

[0038] As mentioned above, the engine compartment temperature is calculated to determine the current fuel temperature of the engine in the event of a fuel temperature sensor failure or signal anomaly. The engine compartment temperature is the current temperature of the engine compartment.

[0039] In some optional implementations, when calculating the engine compartment temperature based on the coolant temperature and the ambient temperature, the backup engine compartment temperature, as well as a first temperature compensation coefficient and a second temperature compensation coefficient associated with the engine downtime, can be obtained when the received ignition switch rising edge event is triggered at the rising edge moment. Based on the first temperature compensation coefficient and the second temperature compensation coefficient, the backup engine compartment temperature is corrected to obtain the first radiator temperature. The radiator compensation temperature is determined according to the first radiator temperature limit, the first radiator temperature, and the gas flow rate in the engine compartment. Based on the radiator compensation temperature and the ambient temperature, the engine compartment temperature is calculated.

[0040] Specifically, the backup engine compartment temperature can be the engine compartment temperature from the previous sampling period. The first radiator temperature limit includes an upper limit obtained by adding the current maximum allowable radiator temperature to the atmospheric temperature plus the deviation between the current maximum allowable radiator temperature and the atmospheric temperature, and a lower limit determined by the atmospheric temperature. If the first radiator temperature is within the first radiator temperature limit, the radiator compensation temperature is determined by looking up a table based on the first radiator temperature and the gas flow rate in the engine compartment, as shown in Table 1, and then added to the atmospheric temperature to obtain the engine compartment temperature. If the first radiator temperature is higher than the upper limit, the upper limit is used as the corrected radiator reference temperature, and the corresponding radiator compensation temperature is obtained by looking up a table based on the gas flow rate in the engine compartment, and then added to the atmospheric temperature to obtain the engine compartment temperature; if the first radiator temperature is lower than the lower limit, the lower limit is used as the corrected radiator reference temperature, and similarly, the radiator compensation temperature is obtained by looking up a table based on the gas flow rate, and then added to the atmospheric temperature to obtain the engine compartment temperature. By specifically processing the temperature of the first radiator within and outside the limit under different scenarios, the interference of abnormal data on the engine compartment temperature calculation results can be effectively avoided, ensuring that the calculated value is always within a reasonable range. This provides a stable and reliable basis for determining the fuel temperature when the fuel temperature sensor fails or the signal is abnormal.

[0041] Table 1. Mapping relationship between radiator temperature, engine compartment gas velocity, and radiator compensation temperature.

[0042] As mentioned above, by obtaining the backup engine compartment temperature and its associated temperature compensation coefficient when the ignition switch rising edge event is triggered at the rising edge moment, and using the dual compensation coefficient to correct the backup engine compartment temperature, the impact of engine downtime on the engine compartment temperature is effectively offset, significantly improving the calculation accuracy of the first radiator temperature. By determining the radiator compensation temperature based on the first radiator temperature limit, the first radiator temperature and the gas flow rate, and integrating the atmospheric temperature to calculate the engine compartment temperature, the calculation results of the engine compartment temperature can accurately match the actual environment and equipment status under different operating conditions, providing highly reliable basic data support for the accurate determination of the subsequent fuel temperature.

[0043] In some optional implementations, when correcting the backup engine compartment temperature based on a first temperature compensation coefficient and a second temperature compensation coefficient to obtain the first radiator temperature, the coolant temperature can be corrected based on the first temperature compensation coefficient and the backup engine compartment temperature to obtain a first corrected coolant temperature; the atmospheric temperature can be corrected based on the second temperature compensation coefficient and the backup engine compartment temperature to obtain a first corrected atmospheric temperature; and the backup engine compartment temperature can be corrected based on the first corrected coolant temperature and the first corrected atmospheric temperature to obtain the first radiator temperature. The first temperature compensation coefficient is determined based on the first engine shutdown duration. The second temperature compensation coefficient is determined based on the second engine shutdown duration, which can be the same or different from the second engine shutdown duration.

[0044] Specifically, the first coolant corrected temperature can be obtained by subtracting the product of the backup engine compartment temperature and the first coolant corrected temperature from the coolant temperature. The second coolant corrected temperature can be obtained by subtracting the product of the backup engine compartment temperature and the second temperature compensation coefficient from the ambient temperature. The first radiator temperature can be obtained by adding the backup engine compartment temperature, the first coolant corrected temperature, and the first ambient temperature corrected temperature. Table 2 shows the temperature compensation coefficients related to the engine shutdown duration when the first engine shutdown duration and the second engine shutdown duration are the same.

[0045] Table 2 Temperature compensation coefficients related to engine downtime

[0046] As described above, by first independently correcting the engine temperature and atmospheric temperature, and then combining the results to comprehensively correct the backup engine compartment temperature, the obtained first radiator temperature more closely reflects the actual temperature state of the radiator under real-world operating conditions, effectively improving the calculation accuracy of the first radiator temperature. Simultaneously, this step-by-step correction method can accurately offset the effects of engine compartment temperature deviations caused by engine downtime and atmospheric environmental fluctuations, avoiding the error accumulation problems that may exist with a single compensation method. This provides highly reliable core parameter support for subsequently determining the radiator compensation temperature based on the first radiator temperature, and then calculating the engine compartment temperature and fuel temperature, helping to ensure the stability and reliability of fuel temperature determination under different downtime and atmospheric environments.

[0047] Step S103: Determine the current fuel temperature of the engine based on the engine compartment temperature.

[0048] In determining the current fuel temperature of the engine based on the engine compartment temperature, the engine's operating mode can be obtained first; then, the current fuel temperature of the engine can be determined based on the engine's operating mode and the engine compartment temperature.

[0049] In some optional implementations, if the operating mode is the initial mode and preset conditions are met, the coolant temperature is used as the current fuel temperature of the engine; if the operating mode is the initial mode but the preset conditions are not met, the current fuel temperature of the engine is determined based on the backup fuel temperature, the first coolant temperature correction amount, and the first atmospheric temperature correction amount. The initial mode is the operating mode when the engine ignition switch is energized. The preset conditions include a coolant temperature greater than the upper limit of the engine compartment temperature and less than the lower limit of the coolant temperature, and an engine shutdown duration greater than the upper limit of the shutdown duration.

[0050] Specifically, if the engine is in initial operating mode, the coolant temperature is greater than the upper limit of engine compartment temperature (e.g., 30 degrees Celsius) and less than the lower limit of coolant temperature (e.g., 60 degrees Celsius), and the engine shutdown duration is greater than the upper limit of shutdown duration (3600 seconds), then the coolant temperature is taken as the current fuel temperature of the engine. If the engine is in initial operating mode, the coolant temperature is less than or equal to the upper limit of engine compartment temperature (e.g., 30 degrees Celsius), or the coolant temperature is less than or equal to the lower limit of coolant temperature (e.g., 60 degrees Celsius), or the engine shutdown duration is greater than the upper limit of shutdown duration (3600 seconds), then the current fuel temperature of the engine is determined based on the sum of the backup fuel temperature, the first coolant temperature correction, and the first atmospheric temperature correction.

[0051] Furthermore, the first coolant temperature correction can be obtained by subtracting the product of the backup fuel temperature and the first low-pressure end temperature correction coefficient from the coolant temperature, and the first atmospheric temperature correction can be obtained by subtracting the product of the backup fuel temperature and the second low-pressure end temperature correction coefficient from the atmospheric temperature. The first coolant temperature correction can also be obtained by subtracting the product of the backup fuel temperature and the first high-pressure end temperature correction coefficient from the coolant temperature, and the first atmospheric temperature correction can also be obtained by subtracting the product of the backup fuel temperature and the second high-pressure end temperature correction coefficient from the atmospheric temperature. The first low-pressure end temperature correction coefficient, the second low-pressure end temperature correction coefficient, the first high-pressure end temperature correction coefficient, and the second high-pressure end temperature correction coefficient can be obtained by calculating and looking up tables based on the shutdown counter. The mapping relationship between the shutdown counter and the first low-pressure end temperature correction coefficient is shown in Table 3, the mapping relationship between the shutdown counter and the first high-pressure end temperature correction coefficient is shown in Table 4, the mapping relationship between the shutdown counter and the second low-pressure end temperature correction coefficient is shown in Table 5, and the mapping relationship between the shutdown counter and the second high-pressure end temperature correction coefficient is shown in Table 6.

[0052] Table 3. Mapping relationship between shutdown counter and first low-pressure end temperature correction factor

[0053] Table 4. Mapping relationship between shutdown counter and first high-pressure end temperature correction coefficient

[0054] Table 5. Mapping relationship between shutdown counter and second low-pressure end temperature correction factor

[0055] Table 6. Mapping relationship between shutdown counter and second high-pressure end temperature correction coefficient

[0056] As shown above, by distinguishing different operating conditions in the engine initial mode, a differentiated fuel temperature determination strategy is adopted. For example, when the preset conditions are met, the coolant temperature is directly reused as the fuel temperature, which not only ensures calculation efficiency but also conforms to the heat transfer law under the initial operating conditions. When the preset conditions are not met, the backup fuel temperature and multi-dimensional correction are integrated, which effectively makes up for the limitations of single parameter dependence and further improves the accuracy and reliability of fuel temperature determination in the initial mode.

[0057] In some optional implementations, if the operating mode is normal mode, the high-pressure end fuel temperature during fuel delivery is determined based on the backup fuel temperature, the second atmospheric temperature correction, the first engine compartment temperature correction, the second coolant temperature correction, and the low-pressure end fuel temperature correction; wherein, normal mode is the operating state of the engine under normal operating conditions; the low-pressure end fuel temperature during fuel delivery is determined based on the backup fuel temperature, the third atmospheric temperature correction, the second engine compartment temperature correction, and the third coolant temperature correction; and the current fuel temperature of the engine is determined based on the high-pressure end fuel temperature and the low-pressure end fuel temperature.

[0058] Specifically, if the engine is operating in normal mode, the high-pressure fuel temperature during fuel delivery is determined based on the sum of the backup fuel temperature, the second atmospheric temperature correction, the first engine compartment temperature correction, the second coolant temperature correction, and the low-pressure fuel temperature correction. The low-pressure fuel temperature during fuel delivery is determined based on the sum of the backup fuel temperature, the third atmospheric temperature correction, the second engine compartment temperature correction, and the third coolant temperature correction.

[0059] Furthermore, taking the high-pressure fuel temperature as an example, the second atmospheric temperature correction is obtained by subtracting the product of the backup fuel temperature and the second atmospheric temperature correction coefficient from the atmospheric temperature; the second atmospheric correction coefficient is obtained by summing the atmospheric correction coefficient (-0.000025), the vehicle speed-related correction coefficient, and the first fuel flow rate correction coefficient. The vehicle speed-related correction coefficient is obtained based on the mapping relationship between vehicle speed and the correction coefficient, as shown in Table 7. The first fuel flow rate correction coefficient is obtained based on the mapping relationship between the first fuel flow rate and the correction coefficient, as shown in Table 8. The low-pressure fuel temperature can be calculated using the same method.

[0060] Table 7 Mapping Relationship between Vehicle Speed ​​and Vehicle Speed-Related Correction Coefficient

[0061] Table 8. Mapping relationship between the first fuel flow rate and the first fuel flow correction factor

[0062] The first engine compartment temperature correction is obtained by subtracting the product of the backup fuel temperature and the first engine compartment temperature correction factor from the engine compartment temperature. The first engine compartment temperature correction factor is obtained by summing the first gas flow rate correction factor and the second fuel flow rate correction factor in the engine compartment. The first gas flow rate correction factor in the engine compartment is obtained by looking up the first gas flow rate in Table 9. The second fuel flow rate correction factor is obtained by looking up the second fuel flow rate in Table 10.

[0063] Table 9 Mapping Relationship between First Gas Flow Velocity and First Gas Flow Velocity Correction Factor

[0064] Table 10 Mapping Relationship between Second Fuel Flow Rate and Second Fuel Flow Rate Correction Coefficient

[0065] The second coolant temperature correction is obtained by subtracting the product of the backup fuel temperature and the coolant correction factor from the coolant temperature. This coolant correction factor is obtained by looking up the third fuel flow rate in a table, as shown in Table 11.

[0066] Table 11 Mapping Relationship between the Third Fuel Flow Rate Table and Coolant Correction Factor

[0067] The low-pressure fuel temperature correction is obtained by subtracting the product of the backup fuel temperature and the low-pressure fuel temperature correction factor from the low-pressure fuel temperature of the previous sampling period. This low-pressure fuel temperature correction factor is obtained by looking up a table based on the fourth fuel flow rate, as shown in Table 12.

[0068] Table 12 Mapping Relationship between the Fourth Fuel Flow Rate Table and the Low-Pressure Fuel Temperature Correction Factor

[0069] The fuel temperature determination method provided in this invention performs refined calculations on the fuel temperature at the high-pressure and low-pressure ends based on the thermal environment differences in the fuel delivery process during normal engine operation. It also integrates backup fuel temperature, atmospheric temperature, engine compartment temperature, coolant temperature, and other multi-dimensional correction values ​​to comprehensively cover the heat exchange variables in the fuel delivery process, effectively improving the accuracy and dynamic adaptability of fuel temperature determination under normal operating conditions.

[0070] In some optional implementations, if the operating mode is immersion mode, the high-pressure end fuel temperature during fuel delivery is determined based on the backup fuel temperature, the fourth atmospheric temperature correction, and the first fuel temperature correction; wherein, immersion mode is the operating mode when the engine is stopped; the low-pressure end fuel temperature during fuel delivery is determined based on the backup fuel temperature, the fifth atmospheric temperature correction, and the second fuel temperature correction; and the current fuel temperature of the engine is determined based on the high-pressure end fuel temperature and the low-pressure end fuel temperature.

[0071] Specifically, if the operating mode is immersion mode, the high-pressure fuel temperature during fuel delivery is determined based on the sum of the backup fuel temperature, the fourth atmospheric temperature correction, and the first fuel temperature correction. The low-pressure fuel temperature during fuel delivery is determined based on the sum of the backup fuel temperature, the fifth atmospheric temperature correction, and the second fuel temperature correction.

[0072] Furthermore, taking the high-pressure side as an example, the fourth atmospheric temperature correction is obtained by subtracting the product of the backup fuel temperature and the second gas velocity correction coefficient in the engine compartment from the atmospheric temperature. This second gas velocity correction coefficient is obtained by looking up the second gas velocity in the engine compartment, as shown in Table 13.

[0073] Table 13 Mapping Relationship between Second Gas Flow Velocity and Second Gas Flow Velocity Correction Factor

[0074] The first fuel temperature correction is obtained by subtracting the product of the backup fuel temperature and the third gas velocity correction factor in the engine compartment from the selected fuel temperature. This third gas velocity correction factor is obtained by looking up the third gas velocity in the engine compartment, as shown in Table 14.

[0075] Table 14 Mapping Relationship between Third Gas Flow Velocity and Third Gas Flow Velocity Correction Factor

[0076] The fuel temperature determination method provided in this embodiment of the invention, in the immersion mode, by introducing appropriate atmospheric temperature correction and fuel temperature correction for the fuel temperature at the high-pressure end and low-pressure end respectively, based on the static thermal balance characteristics between the fuel system and the outside atmosphere and engine compartment when the engine is stopped, achieves the accuracy of fuel temperature determination in the immersion mode and ensures the reliability and stability of fuel temperature monitoring under all operating conditions.

[0077] In some optional implementations, if the operating mode is idle mode, the high-pressure end fuel temperature during fuel delivery is determined based on the backup fuel temperature, the sixth atmospheric temperature correction, and the third fuel temperature correction; wherein, idle mode is the operating mode when the engine is idling; the low-pressure end fuel temperature during fuel delivery is determined based on the backup fuel temperature, the seventh atmospheric temperature correction, and the fourth fuel temperature correction; and the current fuel temperature of the engine is determined based on the high-pressure end fuel temperature and the low-pressure end fuel temperature.

[0078] Specifically, if the operating mode is idle mode, the high-pressure fuel temperature during fuel delivery is determined based on the sum of the backup fuel temperature, the sixth atmospheric temperature correction, and the third fuel temperature correction; the low-pressure fuel temperature during fuel delivery is determined based on the backup fuel temperature, the seventh atmospheric temperature correction, and the fourth fuel temperature correction.

[0079] Furthermore, taking the high-pressure side as an example, the sixth atmospheric temperature correction is obtained by subtracting the product of the backup fuel temperature and the fourth gas velocity correction coefficient in the engine compartment from the atmospheric temperature. This fourth gas velocity correction coefficient is obtained by looking up the fourth gas velocity in the engine compartment, as shown in Table 15.

[0080] Table 15 Mapping Relationship between Fourth Gas Flow Velocity and Third Gas Flow Velocity Correction Factors

[0081] The third fuel temperature vector is obtained by subtracting the backup fuel temperature from the product of the selected fuel temperature and the fifth gas velocity correction factor in the engine compartment. This fifth gas velocity correction factor is obtained by looking up the fifth gas velocity in the engine compartment, as shown in Table 16.

[0082] Table 16 Mapping Relationship between Fifth Gas Flow Velocity and Third Gas Flow Velocity Correction Factors

[0083] The fuel temperature determination method provided in this embodiment of the invention is based on the characteristic that the engine compartment temperature is relatively stable in the engine idling mode but still has the characteristic of environmental heat exchange. At this time, the fuel temperature at the high-pressure end and the low-pressure end are calculated in a targeted manner by using the sixth atmospheric temperature correction amount, the third fuel temperature correction amount, the seventh atmospheric temperature correction amount and the fourth fuel temperature correction amount based on the idling mode, so that the determined fuel temperature is more in line with the actual temperature distribution under idling conditions.

[0084] This embodiment provides a method for determining fuel temperature. Figure 2 This is a flowchart of a fuel temperature determination method according to an embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps: Step S201: When the fuel temperature sensor fails or its signal is abnormal, acquire the engine coolant temperature and ambient temperature. For details, please refer to [link to relevant documentation]. Figure 1 Step S101 of the illustrated embodiment will not be described again here.

[0085] Step S202: Calculate the engine compartment temperature based on the radiator's backup heat dissipation temperature, coolant temperature, and atmospheric temperature.

[0086] As mentioned above, by synchronously backing up heat dissipation temperature data, the calculation deviation caused by fluctuations in coolant temperature and atmospheric temperature is complementaryly corrected, reducing the error accumulation problem caused by dependence on a single parameter. This makes the calculated engine compartment temperature closer to the actual temperature level in real operating scenarios, effectively improving the calculation accuracy of engine compartment temperature.

[0087] In some optional implementations, when calculating the engine compartment temperature based on the radiator's backup radiator temperature, coolant temperature, and ambient temperature, when the received ignition switch rising edge event is triggered by the ignition switch rising edge, the backup radiator temperature, along with the associated radiator temperature interpolation coefficient and radiator airflow coefficient, are obtained; the backup radiator temperature is corrected based on the radiator temperature interpolation coefficient, ambient temperature, and radiator airflow coefficient to obtain a second radiator temperature; the radiator compensation temperature is determined based on the second radiator temperature limit, the second radiator temperature, and the airflow velocity in the engine compartment, and the engine compartment temperature is calculated based on the radiator compensation temperature and ambient temperature.

[0088] Specifically, the second radiator temperature limit includes an upper limit, calculated by adding the current maximum allowable deviation between the radiator temperature and the atmospheric temperature, and a lower limit determined by the atmospheric temperature. If the second radiator temperature is within the limit, the radiator compensation temperature is determined by looking up a table based on the second radiator temperature and the gas flow rate in the engine compartment. This compensation temperature is then added to the atmospheric temperature to obtain the engine compartment temperature. If the second radiator temperature is higher than the upper limit, the upper limit is used as the corrected radiator reference temperature. The corresponding radiator compensation temperature is then obtained by looking up a table based on the gas flow rate in the engine compartment and added to the atmospheric temperature to obtain the engine compartment temperature. If the second radiator temperature is lower than the lower limit, the lower limit is used as the corrected radiator reference temperature. Similarly, the radiator compensation temperature is obtained by looking up a table based on the gas flow rate and added to the atmospheric temperature to obtain the engine compartment temperature. By specifically processing the second radiator temperature in different scenarios within and outside the limit, interference from abnormal data on the engine compartment temperature calculation results can be effectively avoided, ensuring that the calculated value is always within a reasonable range. This provides a stable and reliable basis for determining the fuel temperature when the fuel temperature sensor fails or has an abnormal signal.

[0089] As mentioned above, by acquiring key radiator parameters in real time when the ignition switch rising edge event is triggered, the synchronization of parameter acquisition with the engine starting process is ensured, avoiding calculation deviations caused by parameter lag. By using the radiator temperature interpolation coefficient, atmospheric temperature, and radiator airflow coefficient to correct the backup radiator temperature, the obtained second radiator temperature is closer to the actual heat dissipation state. The radiator compensation temperature is determined by the second radiator temperature limit and the engine compartment gas flow velocity, taking into account both the temperature constraints under extreme operating conditions and the dynamic influence of gas flow on heat dissipation. This allows the final calculated engine compartment temperature to more accurately reflect the temperature conditions under actual operating conditions, effectively improving the real-time performance, accuracy, and robustness of engine compartment temperature calculation.

[0090] In some optional implementations, when correcting the backup radiator temperature based on the radiator temperature interpolation factor, atmospheric temperature, and radiator airflow coefficient to obtain the second radiator temperature, the coolant temperature can be interpolated based on the radiator temperature and the associated interpolation factor to obtain the second coolant corrected temperature; the second atmospheric corrected temperature is determined based on the deviation between the atmospheric temperature and the backup radiator temperature, and the radiator airflow coefficient; the backup radiator temperature is then corrected based on the second coolant corrected temperature and the second atmospheric corrected temperature to obtain the second radiator temperature. The interpolation factor associated with the radiator temperature can be obtained based on the mapping relationship between radiator temperature and interpolation factor. The radiator airflow coefficient can be obtained based on the mapping relationship between radiator airflow velocity and airflow coefficient.

[0091] Specifically, the second coolant corrected temperature can be obtained by subtracting the interpolation factor of the radiator temperature from the coolant temperature. The second atmospheric corrected temperature is obtained by multiplying the deviation between the ambient temperature and the backup radiator temperature by the radiator airflow coefficient. Finally, the second coolant corrected temperature and the second atmospheric corrected temperature are added together to obtain the second radiator temperature.

[0092] As described above, by interpolating the coolant temperature based on the radiator temperature and the associated interpolation coefficient, the obtained second coolant corrected temperature accurately reflects the coupled effect of the two. By determining the second atmospheric corrected temperature based on the deviation between the atmospheric temperature and the backup radiator temperature and the radiator airflow coefficient, the real-time influence of atmospheric fluctuations and airflow on the heat dissipation process is effectively incorporated, avoiding the deviation caused by static correction of a single parameter. By comprehensively correcting the backup radiator temperature based on the second coolant corrected temperature and the second atmospheric corrected temperature, the obtained second radiator temperature can more realistically match the actual heat dissipation state during engine operation, providing a reliable parameter basis for the subsequent accurate calculation of engine compartment temperature, and further improving the adaptability of the fuel temperature determination method under complex operating conditions and the accuracy of the calculation results.

[0093] Step S203: Determine the current fuel temperature of the engine based on the engine compartment temperature. For details, please refer to [link to relevant documentation]. Figure 1 Step S103 of the illustrated embodiment will not be described again here.

[0094] This embodiment also provides a fuel temperature determining device, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs 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.

[0095] This embodiment provides a fuel temperature determination device, such as... Figure 3 As shown, it includes: The relevant temperature acquisition module 301 is used to acquire the engine coolant temperature and atmospheric temperature when the fuel temperature sensor fails or the signal is abnormal. The engine compartment temperature calculation module 302 is used to calculate the engine compartment temperature based on the coolant temperature and the ambient temperature. The fuel temperature determination module 303 is used to determine the current fuel temperature of the engine based on the engine compartment temperature.

[0096] In some alternative implementations, the cabin temperature calculation module 302 includes: The temperature compensation coefficient acquisition unit is used to acquire the backup engine compartment temperature of the engine compartment, as well as the first temperature compensation coefficient and the second temperature compensation coefficient associated with the engine shutdown duration, when the received ignition switch rising edge event is triggered at the rising edge moment. The first radiator temperature calibration unit is used to correct the backup cabin temperature based on the first temperature compensation coefficient and the second temperature compensation coefficient to obtain the first radiator temperature. The first engine compartment temperature calculation unit is used to determine the radiator compensation temperature based on the first radiator temperature limit, the first radiator temperature and the gas flow rate in the engine compartment, and to calculate the engine compartment temperature based on the radiator compensation temperature and the atmospheric temperature.

[0097] In some alternative implementations, the first radiator temperature determination unit includes: The first coolant temperature correction subunit is used to correct the coolant temperature based on the first temperature compensation coefficient and the backup cabin temperature to obtain the first coolant corrected temperature. The first atmospheric temperature correction subunit is used to correct the atmospheric temperature based on the second temperature compensation coefficient and the backup cabin temperature to obtain the first atmospheric temperature correction. The first radiator temperature calculation unit is used to correct the backup cabin temperature based on the first coolant correction temperature and the first atmospheric correction temperature to obtain the first radiator temperature.

[0098] In some alternative implementations, the cabin temperature calculation module 302 is also used to calculate the engine compartment temperature based on the backup heat dissipation temperature of the radiator, the coolant temperature, and the atmospheric temperature.

[0099] In some alternative implementations, the cabin temperature calculation module 302 further includes: The radiator correlation coefficient acquisition unit is used to acquire the backup radiator temperature, as well as the associated radiator temperature interpolation coefficient and radiator airflow coefficient when the received ignition switch rising edge event is triggered by the rising edge of the ignition switch. The second radiator temperature determination unit is used to correct the backup radiator temperature based on the radiator temperature interpolation coefficient, the atmospheric temperature and the radiator air flow coefficient to obtain the second radiator temperature. The second engine compartment temperature calculation unit is used to determine the radiator compensation temperature based on the second radiator temperature limit, the second radiator temperature and the gas flow rate in the engine compartment, and to calculate the engine compartment temperature based on the radiator compensation temperature and the atmospheric temperature.

[0100] In some optional implementations, the second radiator temperature determination unit includes: The second coolant temperature correction subunit is used to interpolate the coolant temperature based on the radiator temperature and the associated interpolation coefficient to obtain the second coolant corrected temperature. The second atmospheric temperature correction subunit is used to determine the second atmospheric correction temperature based on the deviation between the atmospheric temperature and the backup radiator temperature, as well as the airflow coefficient of the radiator. The second radiator temperature determination subunit is used to correct the backup radiator temperature based on the second coolant correction temperature and the second atmospheric correction temperature to obtain the second radiator temperature.

[0101] In some alternative implementations, the fuel temperature determination module 303 includes: Operating mode acquisition unit, used to acquire the engine's operating mode; The first fuel temperature determination unit is used to determine the current fuel temperature of the engine by taking the coolant temperature as the engine's fuel temperature if the working mode is the initial mode and the preset conditions are met. The initial mode is the working mode when the engine ignition switch is powered on. The preset conditions include that the coolant temperature is greater than the upper limit of the engine compartment temperature, less than the lower limit of the coolant temperature, and the engine shutdown time is greater than the upper limit of the shutdown time. The second fuel temperature determination unit is used to determine the current fuel temperature of the engine based on the backup fuel temperature, the first coolant temperature correction amount, and the first atmospheric temperature correction amount if the operating mode is the initial mode but the preset conditions are not met.

[0102] In some optional embodiments, the fuel temperature determination module 303 includes: a third fuel temperature determination unit, used to determine the high-pressure end fuel temperature during fuel delivery based on the backup fuel temperature, the second atmospheric temperature correction amount, the first engine compartment temperature correction amount, the second coolant temperature correction amount, and the low-pressure end fuel temperature correction amount if the operating mode is normal mode; wherein, the normal mode is the operating state of the engine under normal operating conditions. The low-pressure end fuel temperature during fuel delivery is determined based on the backup fuel temperature, the third atmospheric temperature correction, the second engine compartment temperature correction, and the third coolant temperature correction. The current fuel temperature of the engine is determined based on the fuel temperature at the high-pressure end and the fuel temperature at the low-pressure end.

[0103] In some optional embodiments, the fuel temperature determination module 303 includes: a fourth fuel temperature determination unit, used to determine the current fuel temperature of the engine based on the engine compartment temperature, and further includes: If the operating mode is immersion mode, the high-pressure end fuel temperature during the fuel delivery process is determined based on the backup fuel temperature, the fourth atmospheric temperature correction amount, and the first fuel temperature correction amount; wherein, immersion mode is the operating mode when the engine is stopped. The low-pressure end fuel temperature during fuel delivery is determined based on the backup fuel temperature, the fifth atmospheric temperature correction, and the second fuel temperature correction. The current fuel temperature of the engine is determined based on the fuel temperature at the high-pressure end and the fuel temperature at the low-pressure end.

[0104] In some optional embodiments, the fuel temperature determination module 303 includes: a fifth fuel temperature determination unit, used to determine the high-pressure end fuel temperature during fuel delivery based on the backup fuel temperature, a sixth atmospheric temperature correction amount, and a third fuel temperature correction amount if the operating mode is idle mode; wherein, idle mode is the operating mode under engine idle state. The low-pressure end fuel temperature during fuel delivery is determined based on the backup fuel temperature, the seventh atmospheric temperature correction, and the fourth fuel temperature correction. The current fuel temperature of the engine is determined based on the fuel temperature at the high-pressure end and the fuel temperature at the low-pressure end.

[0105] The fuel temperature determining device provided in this embodiment of the invention can execute the fuel temperature determining method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects for executing the method. Further functional descriptions of the various modules and units described above are the same as in the corresponding embodiments described above, and will not be repeated here.

[0106] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention.

[0107] The following is a detailed reference. Figure 4This diagram illustrates a structural schematic suitable for implementing an electronic device according to embodiments of the present invention. The electronic device may include a processor (e.g., a central processing unit, graphics processor, etc.) 401, which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 402 or a program loaded from memory 408 into random access memory (RAM) 403. The RAM 403 also stores various programs and data required for the operation of the electronic device. The processor 401, ROM 402, and RAM 403 are interconnected via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0108] Typically, the following devices can be connected to I / O interface 405: input devices 406 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 407 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 408 including, for example, magnetic tapes, hard disks, etc.; and communication devices 409. Communication device 409 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 4 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.

[0109] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention 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 409, or installed from a memory 408, or installed from a ROM 402. When the computer program is executed by the processor 401, it performs the functions defined in the fuel temperature determination method of the embodiments of the present invention.

[0110] Figure 4 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments of the present invention.

[0111] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded 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 can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, 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 fuel temperature determination method shown in the above embodiments is implemented.

[0112] A portion of this invention 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 the invention 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.

[0113] Although embodiments of the invention 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 the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A method for determining fuel temperature, characterized in that, The method includes: When the fuel temperature sensor fails or the signal is abnormal, the engine coolant temperature and atmospheric temperature are obtained. Calculate the engine compartment temperature based on the coolant temperature and the atmospheric temperature; Based on the engine compartment temperature, the current fuel temperature of the engine is determined.

2. The method according to claim 1, characterized in that, The calculation of the engine compartment temperature based on the coolant temperature and the atmospheric temperature includes: When the received ignition switch rising edge event is triggered at the rising edge moment, the backup engine compartment temperature of the engine compartment is obtained, as well as the first temperature compensation coefficient and the second temperature compensation coefficient associated with the engine shutdown duration. Based on the first temperature compensation coefficient and the second temperature compensation coefficient, the temperature of the backup cabin is corrected to obtain the first radiator temperature; The radiator compensation temperature is determined based on the first radiator temperature limit, the first radiator temperature, and the gas flow rate in the engine compartment. The engine compartment temperature is then calculated based on the radiator compensation temperature and the atmospheric temperature.

3. The method according to claim 2, characterized in that, The step of correcting the temperature of the backup cabin based on the first temperature compensation coefficient and the second temperature compensation coefficient to obtain the first radiator temperature includes: Based on the first temperature compensation coefficient and the backup cabin temperature, the coolant temperature is corrected to obtain the first corrected coolant temperature. Based on the second temperature compensation coefficient and the backup cabin temperature, the atmospheric temperature is corrected to obtain the first atmospheric correction temperature; Based on the first coolant correction temperature and the first atmospheric correction temperature, the temperature of the backup cabin is corrected to obtain the first radiator temperature.

4. The method according to claim 1, characterized in that, The method further includes: The engine compartment temperature is calculated based on the backup heat dissipation temperature of the radiator, the coolant temperature, and the atmospheric temperature.

5. The method according to claim 4, characterized in that, The calculation of the engine compartment temperature based on the backup heat dissipation temperature of the radiator, the coolant temperature, and the atmospheric temperature includes: When the received ignition switch rising edge event is triggered by the rising edge of the ignition switch, obtain the backup radiator temperature of the radiator, as well as the associated radiator temperature interpolation coefficient and radiator airflow coefficient. Based on the radiator temperature interpolation coefficient, the atmospheric temperature, and the radiator airflow coefficient, the backup radiator temperature is corrected to obtain the second radiator temperature. The radiator compensation temperature is determined based on the second radiator temperature limit, the second radiator temperature, and the gas flow rate in the engine compartment. The engine compartment temperature is then calculated based on the radiator compensation temperature and the atmospheric temperature.

6. The method according to claim 5, characterized in that, The step of correcting the backup radiator temperature based on the radiator temperature interpolation coefficient, the atmospheric temperature, and the radiator airflow coefficient to obtain the second radiator temperature includes: Based on the radiator temperature and the associated interpolation coefficient, the coolant temperature is interpolated to obtain a second coolant corrected temperature. The second atmospheric correction temperature is determined based on the deviation between the atmospheric temperature and the backup radiator temperature, and the airflow coefficient of the radiator. Based on the second coolant correction temperature and the second atmospheric correction temperature, the temperature of the backup radiator is corrected to obtain the second radiator temperature.

7. The method according to claim 1, characterized in that, Determining the current fuel temperature of the engine based on the engine compartment temperature includes: Obtain the operating mode of the engine; If the operating mode is the initial mode and the preset conditions are met, the coolant temperature is taken as the current fuel temperature of the engine; wherein, the initial mode is the operating mode when the engine ignition switch is powered on, and the preset conditions include the coolant temperature being greater than the upper limit of the engine compartment temperature, less than the lower limit of the coolant temperature, and the engine shutdown time being greater than the upper limit of the shutdown time. If the operating mode is the initial mode but does not meet the preset conditions, the current fuel temperature of the engine is determined based on the backup fuel temperature, the first coolant temperature correction amount, and the first atmospheric temperature correction amount.

8. The method according to claim 7, characterized in that, The step of determining the current fuel temperature of the engine based on the engine compartment temperature also includes: If the operating mode is normal mode, the high-pressure fuel temperature during the fuel delivery process is determined based on the backup fuel temperature, the second atmospheric temperature correction amount, the first engine compartment temperature correction amount, the second coolant temperature correction amount, and the low-pressure fuel temperature correction amount; wherein, the normal mode is the operating state of the engine under normal operating conditions. Based on the backup fuel temperature, the third atmospheric temperature correction, the second engine compartment temperature correction, and the third coolant temperature correction, the low-pressure end fuel temperature during the fuel delivery process is determined. The current fuel temperature of the engine is determined based on the high-pressure end fuel temperature and the low-pressure end fuel temperature.

9. The method according to claim 7, characterized in that, The step of determining the current fuel temperature of the engine based on the engine compartment temperature also includes: If the operating mode is the immersion mode, the high-pressure end fuel temperature during the fuel delivery process is determined based on the backup fuel temperature, the fourth atmospheric temperature correction amount, and the first fuel temperature correction amount; wherein, the immersion mode is the operating mode when the engine is stopped. Based on the backup fuel temperature, the fifth atmospheric temperature correction, and the second fuel temperature correction, the low-pressure end fuel temperature during the fuel delivery process is determined. The current fuel temperature of the engine is determined based on the high-pressure end fuel temperature and the low-pressure end fuel temperature.

10. The method according to claim 7, characterized in that, The step of determining the current fuel temperature of the engine based on the engine compartment temperature also includes: If the operating mode is idle mode, the high-pressure end fuel temperature during the fuel delivery process is determined based on the backup fuel temperature, the sixth atmospheric temperature correction amount, and the third fuel temperature correction amount; wherein, the idle mode is the operating mode under engine idle speed conditions. Based on the backup fuel temperature, the seventh atmospheric temperature correction, and the fourth fuel temperature correction, the low-pressure end fuel temperature during the fuel delivery process is determined. The current fuel temperature of the engine is determined based on the high-pressure end fuel temperature and the low-pressure end fuel temperature.

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