Oil tank pressure relief control method and device, electronic equipment and storage medium

Abstract

The application relates to an oil tank pressure relief control method and device, electronic equipment and a storage medium. An oiling intention signal indicating that a vehicle has an oiling intention is acquired, and in response to the oiling intention signal, current oiling working condition parameters of the vehicle are acquired. In the case of determining that the pre-oiling condition is met based on the oiling working condition parameters, an oil tank pressure relief operation is performed to reduce the oil tank pressure to a preset safe range before the vehicle reaches a gas station. The traditional passive pressure relief mode is abandoned, the oil tank pressure relief operation is performed based on the oiling intention signal when the user is on the way to the gas station, so that the oil tank temperature and pressure are in a normal range when the user reaches the gas station, and the waiting time for the user to open the oil filler cap is greatly shortened. Meanwhile, the control logic before oiling is upgraded from passive processing after receiving a request to proactive processing by early prediction, the problems of long waiting time, opening failure and steam leakage in the prior art are solved, and the user's oiling operation is more smooth.

Description

Technical Field

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

[0002] Existing refueling control schemes mainly control the opening of the refueling cap by identifying the fuel tank pressure. This is a passive control logic, as the fuel tank pressure relies solely on natural cooling to decrease, which is inefficient and poses safety risks.

[0003] Furthermore, based on the existing control method for the fuel filler cap, even after the vehicle arrives at the gas station, it is still necessary to wait for the fuel tank pressure to decrease before the fuel filler cap can be opened, which increases the user's waiting time for refueling and may even lead to failure to open or the ejection of high-temperature fuel vapor, posing a safety hazard. Summary of the Invention

[0004] This application provides a fuel tank depressurization control method, device, electronic equipment, and storage medium to solve the technical problem that the existing vehicle uses a passive natural cooling depressurization control method, which has low depressurization efficiency and leads to failure of the fuel filler cap to open or steam ejection.

[0005] In a first aspect, this application provides a method for controlling the pressure relief of a fuel tank, the method comprising: Acquire a refueling intention signal indicating that the vehicle intends to refuel; In response to the refueling intention signal, the current refueling condition parameters of the vehicle are obtained; If the pre-refueling conditions are met based on the refueling operating parameters, a fuel tank depressurization operation is performed to reduce the fuel tank pressure to a preset safe range before the vehicle arrives at the gas station.

[0006] In one possible implementation, acquiring the refueling intention signal indicating that the vehicle intends to refuel includes: The refueling intention signal is generated in response to a user's trigger operation on the vehicle's interactive interface; If a gas station is detected as one of the travel points along the vehicle's navigation route, the refueling intention signal is generated.

[0007] In one possible implementation, the refueling condition parameters include a first fuel tank pressure; determining that the pre-refueling conditions are met based on the refueling condition parameters includes: If the pressure in the first oil tank is determined to be greater than or equal to a preset pressure threshold, then the pre-filling conditions are determined to be met.

[0008] In one possible implementation, the refueling condition parameters further include navigation remaining time, which represents the estimated remaining time for the vehicle to arrive at the gas station; The method further includes: After determining that the pre-refueling conditions are met, a target depressurization strategy is determined from a variety of preset depressurization strategies based on the remaining navigation time. The process of performing the fuel tank depressurization operation includes: performing the fuel tank depressurization operation according to the target depressurization strategy.

[0009] In one possible implementation, the multiple preset pressure relief strategies include a first pressure relief strategy and a second pressure relief strategy; The step of determining a target pressure relief strategy from a variety of preset pressure relief strategies based on the remaining navigation time includes: If the remaining navigation time is greater than a first time threshold, the target pressure relief strategy is determined to be the first pressure relief strategy; If the remaining navigation time is less than or equal to the first time threshold, the target pressure relief strategy is determined to be the second pressure relief strategy; The first pressure relief strategy includes: when the remaining navigation time reaches a preset trigger time threshold, controlling the vehicle's engine to perform a shutdown operation; The second depressurization strategy includes controlling the vehicle's engine to immediately shut down.

[0010] In one possible implementation, the process of performing the tank depressurization operation further includes: After the vehicle's engine is shut down, the pressure of the vehicle's second fuel tank is obtained; If the pressure in the second oil tank exceeds a preset pressure threshold, a cooling and pressure relief operation is initiated, which includes: The generator in the range extender is controlled to reverse and drive the engine to idle, thereby reducing the coolant temperature of the engine. Monitor the coolant temperature of the engine and / or the pressure of the vehicle's second fuel tank; Adjust the generator's rotational speed according to the coolant temperature and / or the pressure of the second oil tank until the pressure of the second oil tank drops to a preset safe range.

[0011] In one possible implementation, the method further includes: After the oil tank pressure drops to a preset safe range, record the pressure reduction time required for this pressure relief operation; The first time threshold is updated based on the voltage drop duration.

[0012] Secondly, this application provides a fuel tank pressure relief control device, the device comprising: The signal acquisition module is used to acquire a refueling intention signal that indicates the vehicle's intention to refuel; The parameter acquisition module is used to acquire the current refueling condition parameters of the vehicle in response to the refueling intention signal; The pressure relief module is used to perform a fuel tank pressure relief operation when the pre-refueling conditions are determined to be met based on the refueling condition parameters, so as to reduce the fuel tank pressure to a preset safe range before the vehicle arrives at the gas station.

[0013] In one possible implementation, the signal acquisition module is specifically used for: The refueling intention signal is generated in response to a user's trigger operation on the vehicle's interactive interface; If a gas station is detected as one of the travel points along the vehicle's navigation route, the refueling intention signal is generated.

[0014] In one possible implementation, the refueling condition parameters include a first fuel tank pressure; the depressurization module, based on the refueling condition parameters, determines that the pre-refueling conditions are met, specifically for: If the pressure in the first oil tank is determined to be greater than or equal to a preset pressure threshold, then the pre-filling conditions are determined to be met.

[0015] In one possible implementation, the refueling condition parameters further include navigation remaining time, which represents the estimated remaining time for the vehicle to arrive at the gas station; The pressure relief operation module, based on the refueling condition parameters, further includes determining that the pre-refueling conditions are met, and includes: The target depressurization strategy determination unit is used to determine a target depressurization strategy from a variety of preset depressurization strategies based on the remaining navigation time after determining that the pre-refueling conditions are met. The process of performing the fuel tank depressurization operation includes: performing the fuel tank depressurization operation according to the target depressurization strategy.

[0016] In one possible implementation, the multiple preset pressure relief strategies include a first pressure relief strategy and a second pressure relief strategy; The target pressure relief strategy determination unit is specifically used for: If the remaining navigation time is greater than a first time threshold, the target pressure relief strategy is determined to be the first pressure relief strategy; If the remaining navigation time is less than or equal to the first time threshold, the target pressure relief strategy is determined to be the second pressure relief strategy; The first pressure relief strategy includes: when the remaining navigation time reaches a preset trigger time threshold, controlling the vehicle's engine to perform a shutdown operation; The second depressurization strategy includes controlling the vehicle's engine to immediately shut down.

[0017] In one possible implementation, the pressure relief module is further configured to: After the vehicle's engine is shut down, the pressure of the vehicle's second fuel tank is obtained; If the pressure in the second oil tank exceeds a preset pressure threshold, a cooling and pressure relief operation is initiated, which includes: The generator in the range extender is controlled to reverse and drive the engine to idle, thereby reducing the coolant temperature of the engine. Monitor the coolant temperature of the engine and / or the pressure of the vehicle's second fuel tank; Adjust the generator's rotational speed according to the coolant temperature and / or the pressure of the second oil tank until the pressure of the second oil tank drops to a preset safe range.

[0018] In one possible implementation, the target pressure relief strategy determination unit is further configured to: After the oil tank pressure drops to a preset safe range, record the pressure reduction time required for this pressure relief operation; The first time threshold is updated based on the voltage drop duration.

[0019] Thirdly, this application provides an electronic device, including a processor and a memory, wherein the processor is configured to execute a fuel tank depressurization control program stored in the memory to implement the fuel tank depressurization control method described in any one of the first aspects.

[0020] Fourthly, this application provides a storage medium storing one or more programs that can be executed by one or more processors to implement the tank depressurization control method described in any one aspect.

[0021] Compared with the prior art, the technical solution provided in this application has the following advantages: The method provided in this application acquires a refueling intention signal indicating that the vehicle intends to refuel, and in response to the refueling intention signal, acquires the vehicle's current refueling condition parameters. When the refueling condition parameters determine that the pre-refueling conditions are met, a fuel tank depressurization operation is performed to reduce the fuel tank pressure to a preset safe range before the vehicle arrives at the gas station. This abandons the traditional passive depressurization method, performing the fuel tank depressurization operation based on the refueling intention signal while the user is en route to the gas station, ensuring that the fuel tank temperature and pressure are within the normal range when the user arrives at the gas station, significantly shortening the waiting time for the user to open the fuel filler cap. Furthermore, the pre-refueling control logic is upgraded from passive processing after receiving the request to proactive processing based on early prediction, solving the problems of long waiting times, opening failures, and steam leakage in the prior art, making the user's refueling operation smoother and improving the overall vehicle user experience. Attached Figure Description

[0022] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

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

[0024] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0025] Figure 1 This application provides a fuel tank pressure relief control method, device, electronic device, and storage medium. Figure 2 This application provides yet another method, apparatus, electronic device, and storage medium for controlling fuel tank pressure relief; Figure 3 This application provides another method, apparatus, electronic device, and storage medium for controlling fuel tank pressure relief; Figure 4 A block diagram illustrating an embodiment of a fuel tank pressure relief control device provided in this application; Figure 5 This is a schematic diagram of the structure of an electronic device provided in 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] The following disclosure provides numerous different embodiments or examples for implementing various structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

[0028] To address the low depressurization efficiency of existing vehicles' passive natural cooling depressurization control methods, which lead to fuel filler cap opening failures or steam leakage, this application provides a fuel tank depressurization control method, device, electronic equipment, and storage medium. This method abandons the traditional passive depressurization approach, performing fuel tank depressurization based on the user's refueling intention signal while the user is en route to the gas station. This ensures that the fuel tank temperature and pressure are within normal range by the time the user arrives at the gas station, significantly reducing the waiting time for opening the fuel filler cap. Furthermore, the pre-refueling control logic is upgraded from passively processing upon receiving a request to proactively anticipating and processing, resolving the problems of long waiting times, opening failures, and steam leakage in existing technologies. This makes the refueling process smoother and improves the overall vehicle user experience.

[0029] Figure 1 A fuel tank depressurization control method, apparatus, electronic device, and storage medium provided in this application embodiment include the following steps: Step 101: Obtain a refueling intention signal to indicate that the vehicle intends to refuel.

[0030] Refueling intention signal refers to a collective term for various electrical / status signals that the vehicle recognizes and can indicate that the user has a refueling need. It is the initiation signal that triggers the subsequent pre-refueling and depressurization process, and is not the refueling operation command issued by the user after arriving at the gas station in traditional technologies. Refueling intention can be the user's subjective refueling need. In this technical solution, the vehicle system proactively identifies the user's refueling intention in advance.

[0031] Specifically, existing technologies only respond after a user initiates a refueling operation upon arriving at the gas station. This application, however, can proactively identify a user's refueling need while the vehicle is in motion by triggering a refueling intention signal. This shifts the fuel tank depressurization operation from the gas station location to the journey to the gas station, fundamentally solving the core pain point of user waiting at the gas station in traditional technologies.

[0032] In one embodiment, the refueling intention signal can be obtained through a navigation map or by user-initiated triggering. Specifically, a refueling intention signal is generated in response to a user's triggering operation on the vehicle's interface; or, a refueling intention signal is generated when a gas station is detected as a stop on the vehicle's navigation route.

[0033] For example, triggering a refueling intention signal based on the navigation map linkage path can establish communication between the vehicle controller and the vehicle's onboard navigation system, and receive the remaining driving time / remaining mileage information from the vehicle's current location to the target gas station in real time sent by the navigation map. When a gas station is a destination or a stop along the way in the navigation, a refueling intention signal is automatically generated (the vehicle controller refreshes this information every 1 minute to ensure the timeliness of the signal).

[0034] Furthermore, based on the path of triggering the refueling intention signal by the user, a physical / touch switch for pre-refueling can be set up in the vehicle cabin. The user can manually activate the pre-refueling function. The closed / open state of the switch is converted into an electrical signal, which is the refueling intention signal. The vehicle controller collects the switch status signal in real time. If the switch status signal is in the open state, the refueling intention signal is automatically generated.

[0035] For example, in a navigation-linked scenario, a user sets "XX Gas Station" as the destination or waypoint in the in-vehicle navigation. The navigation calculates that there are 8 minutes of remaining driving time and 5 kilometers of remaining mileage. After receiving this navigation information, the vehicle controller immediately generates a valid refueling intention signal and refreshes it every 1 minute (e.g., the remaining time changes from 7 minutes to 6 minutes, and the signal remains valid).

[0036] Furthermore, in user-triggered scenarios, if a user does not set navigation but finds that the vehicle's fuel level is low, they can manually press the pre-fueling touch switch on the center console. The switch will change from off to on, and the vehicle controller will collect this status signal and generate a valid refueling intention signal.

[0037] Furthermore, this application embodiment also provides a false touch protection mechanism. For example, if a user accidentally touches the pre-fueling switch and then manually closes it within 3 seconds, the vehicle controller determines it as a false touch and does not generate a refueling intention signal. Specifically, an operation event timer can be built into the vehicle controller. Each time an open signal is received, the timer is started immediately, and the operation timestamp is recorded. A false touch time threshold (e.g., 3 seconds) is set, and subsequent operations are continuously monitored. If a close signal is received within 3 seconds after the timer starts, it is determined to be a short-term switching operation, i.e., a false touch. If no close signal is received after 3 seconds, or if the user does not actively close the switch, it is determined to be the user's true intention. If it is determined to be a false touch, the vehicle controller clears the timestamp and timer of this operation, does not send any pre-fueling related instructions to the engine controller or generator controller, and does not generate any refueling intention signal. For another example, if a user navigates to a gas station, but the navigation system indicates that the gas station is closed, the vehicle controller will not generate a valid signal. Through the above-mentioned false touch determination mechanism, the resource waste caused by the frequent ineffective start of the depressurization operation process can be avoided. The above are merely illustrative examples, and the embodiments of this application are not intended to limit the scope of the application.

[0038] Step 102: In response to the refueling intention signal, obtain the vehicle's current refueling condition parameters.

[0039] Refueling condition parameters refer to the key technical parameters that characterize the operating status of the range extender, fuel tank and the whole vehicle after the vehicle receives the refueling intention signal. They are the core basis for the vehicle controller to determine whether the pre-refueling conditions are met. These refueling condition parameters need to be collected and updated in real time.

[0040] For example, the above-mentioned refueling condition parameters may include: fuel tank pressure, used to represent the real-time pressure value inside the fuel tank, which is usually compared with a preset pressure threshold, which can be understood as the upper limit of the safe pressure of the fuel tank; and remaining navigation time, used to represent the estimated time required to reach the gas station from the vehicle's current location, which is usually compared with a preset time threshold. This is merely an example; in addition, the refueling condition parameters may also be the remaining navigation mileage, compared with a preset mileage threshold, but this application embodiment does not limit this.

[0041] In one embodiment, upon receiving a refueling intention signal, the vehicle controller immediately collects the following data: it reads the current fuel tank pressure value through a fuel tank pressure sensor and compares it with an internally stored pressure threshold (e.g., determining whether the pressure is ≥ the pressure threshold). If the refueling intention signal originates from navigation, it simultaneously reads the remaining navigation time and compares it with a preset time threshold (e.g., determining whether the remaining time is ≤ the time threshold 1).

[0042] For example, when the vehicle controller receives a refueling intention signal, it immediately collects refueling condition parameters: the range extender is running (speed is 2000 r / min, coolant temperature is 90℃), the fuel tank pressure is 0.08 MPa, the vehicle speed is 60 km / h, the remaining range is 50 km, and the remaining navigation time is 8 minutes. After completing the parameter collection, the collected fuel tank pressure and remaining navigation time are compared with preset thresholds to provide data support for the subsequent activation of the pre-refueling strategy.

[0043] Furthermore, the collection of the aforementioned refueling parameters does not require manual intervention; the parameters can be automatically and linked to be collected based on the refueling intention signal. Users do not need to perform any additional operations, and the vehicle can complete the parameter collection process throughout the entire process, making the preparation process before refueling more intelligent and convenient.

[0044] Step 103: If the pre-refueling conditions are met based on the refueling operating parameters, perform a fuel tank depressurization operation to reduce the fuel tank pressure to a preset safe range before the vehicle arrives at the gas station.

[0045] Pre-fueling conditions refer to the threshold conditions / state conditions set based on the collected refueling operating parameters that enable the fuel tank depressurization operation. These conditions are the criteria used by the vehicle controller to determine whether to perform depressurization.

[0046] Fuel tank depressurization operation can refer to the first cooling and depressurization operation controlled by the range extender to shut down the engine, and the second cooling and depressurization operation actively performed after the engine stops, with the goal of reducing the fuel tank pressure to a safe range.

[0047] The aforementioned first cooling and pressure relief operation uses engine shutdown as its core method, requiring no additional generator operation. This is a lightweight pressure relief method with no extra energy consumption, and under most normal operating conditions, pressure reduction can be achieved through natural cooling, avoiding unnecessary energy consumption and wear and tear on mechanical parts. The second cooling and pressure relief operation is only initiated when the first operation fails to meet the pressure requirements. This second operation is performed only after the engine has shut down, at which point the vehicle is usually near a gas station and in a stable driving state. The generator's reverse drag is gentle and without fuel combustion, producing no significant noise or vibration, maintaining a quiet driving environment throughout and achieving imperceptible pressure relief. The first and second cooling and pressure relief operations will be described in detail in the relevant embodiments below.

[0048] The two-stage pressure relief system provides progressive protection: the first cooling and pressure relief operation cuts off the heat source to prevent the pressure from continuing to rise; the second cooling and pressure relief operation actively and forcibly cools down the system, quickly eliminating residual high pressure. This effectively addresses extreme conditions that can lead to high pressure, such as high temperatures, prolonged driving, and low fuel levels. It completely avoids the risk of insufficient pressure relief in a single operation, resulting in excessive fuel tank pressure, inability to open the fuel filler cap, or fuel vapor leakage, ensuring that the fuel tank pressure remains stable and within a safe range when the vehicle arrives at the gas station.

[0049] Furthermore, the first cooling and depressurization operation quickly shuts down the machine to suppress pressure rise, buying time for depressurization; the second cooling and depressurization operation actively forces cooling to accelerate the temperature and pressure drop, compensating for the slow speed of natural cooling. This two-stage synergy avoids prolonged waiting for natural cooling and eliminates the need for continuous high-intensity depressurization. While ensuring effective depressurization, it significantly shortens the overall depressurization time, ensuring the entire depressurization process is completed before the vehicle arrives at the gas station.

[0050] The preset safety range refers to the pre-defined pressure threshold range of the fuel tank to ensure the safety of refueling operations. When the pressure is within this range, there is no risk of fuel vapor spraying out when the filler cap is opened. This is the target safety range for fuel tank depressurization operations.

[0051] In one embodiment, when the vehicle's range extender is in operation, the refueling condition parameters obtained in the above steps are compared with each threshold in the pre-refueling conditions. If all the above refueling condition parameters meet the conditions, the fuel tank depressurization operation is actively initiated in advance during vehicle operation to reduce the fuel tank pressure to a preset safe range before the vehicle arrives at the gas station.

[0052] For example, suppose a vehicle is traveling on a highway, and the navigation system shows that the nearest gas station is 15 minutes away. At this time, the range extender is working, and the fuel tank pressure is 65 kPa, higher than the preset safety pressure threshold (50 kPa). Since the fuel tank pressure has exceeded the safety pressure threshold, and there is a refueling intention signal, it indicates that the user has prematurely triggered the pre-refueling switch or that a gas station is located at the navigation's destination. Therefore, the refueling parameters are determined to meet the pre-refueling conditions, and the fuel tank depressurization operation is initiated. This is merely an example; the specific methods for determining whether the pre-refueling conditions are met and the timing of the fuel tank depressurization operation will be described in detail in the relevant embodiments below.

[0053] In summary, this embodiment of the application demonstrates that by actively depressurizing during driving, even in high-temperature environments or after prolonged driving when the fuel tank pressure is extremely high, the system can reliably control the pressure within a safe threshold through the active depressurization mechanism. This prevents the fuel filler cap from failing to open or fuel vapor from leaking due to excessive pressure. Consequently, users can directly open the fuel filler cap and refuel upon arriving at a gas station without waiting for the range extender to stop and the pressure to drop naturally, achieving immediate refueling and significantly improving convenience.

[0054] The method provided in this application acquires a refueling intention signal indicating that the vehicle intends to refuel, and in response to the refueling intention signal, acquires the vehicle's current refueling condition parameters. If the refueling condition parameters determine that the pre-refueling conditions are met, a fuel tank depressurization operation is performed to reduce the fuel tank pressure to a preset safe range before the vehicle arrives at the gas station. This method abandons the traditional passive depressurization method, performing the fuel tank depressurization operation based on the refueling intention signal while the user is en route to the gas station, ensuring that the fuel tank temperature and pressure are within the normal range when the user arrives at the gas station, significantly reducing the waiting time for the user to open the fuel filler cap. Furthermore, the pre-refueling control logic is upgraded from passive processing after receiving a request to proactive processing based on pre-judgment, solving the problems of long waiting times, opening failures, and steam leakage in existing technologies, making the refueling operation smoother and improving the overall vehicle user experience.

[0055] Figure 2 This application provides another method, apparatus, electronic device, and storage medium for controlling fuel tank pressure relief, in accordance with the embodiments of this application. Figure 1 Based on the illustrated embodiment, this section mainly describes how to meet the pre-filling conditions and how to perform the fuel tank depressurization operation, including the following steps: Step 201: If the pressure of the first oil tank is greater than or equal to the preset pressure threshold, determine that the pre-filling conditions are met.

[0056] First, based on the above Figure 1From the description of the embodiments shown, it can be seen that the refueling parameters in the embodiments of this application include the first fuel tank pressure and the remaining navigation time. The first fuel tank pressure is used to represent the fuel tank pressure value of the vehicle during the current driving process; the remaining navigation time is used to represent the estimated remaining time for the vehicle to arrive at the gas station.

[0057] The first fuel tank pressure refers to the actual fuel tank pressure value collected in real time by the fuel tank pressure sensor during vehicle operation. It is the core quantitative indicator for determining whether a pressure relief operation needs to be initiated, and directly reflects the current pressure status of the fuel tank.

[0058] The preset pressure threshold can be the pressure relief trigger threshold pre-calibrated by the vehicle controller. It is the upper limit of the preset safety range and the only pressure standard to determine whether the pre-filling conditions are met. When the pressure of the first tank is greater than or equal to the preset pressure threshold, it indicates that the tank pressure exceeds the standard and there is a risk to refueling safety.

[0059] The aforementioned pre-filling condition can refer to the first fuel tank pressure being greater than or equal to a preset pressure threshold. This embodiment uses the preset pressure threshold as a fixed judgment standard, achieving precise, either-or judgments through numerical comparison. This eliminates the need for empirical or ambiguous judgments, ensuring the consistency and accuracy of the judgment results and avoiding judgment errors caused by interference from multiple parameters. Furthermore, the pressure relief process is only initiated when the actual fuel tank pressure exceeds the limit. If the pressure itself is within a safe range, the process is terminated directly, avoiding unnecessary operations on fuel tanks that do not require pressure relief, reducing ineffective energy consumption in the vehicle control system, and achieving on-demand pressure relief.

[0060] In one embodiment, after receiving a refueling intention signal, the vehicle controller collects the first fuel tank pressure in real time during vehicle operation via a fuel tank pressure sensor. The collection frequency is synchronized with the refresh frequency of the remaining navigation time (e.g., 1 minute / time). The vehicle controller compares the collected first fuel tank pressure with a preset pressure threshold in real time. The preset pressure threshold is a fixed calibration value (consistent with the upper limit of the preset safety range). If the comparison result is that the first fuel tank pressure is ≥ the preset pressure threshold, it is directly determined that the pre-refueling condition is met, triggering the subsequent pressure relief strategy selection step. If the first fuel tank pressure is < the preset pressure threshold, it is determined that the pre-refueling condition is not met, the subsequent process is terminated, and no pressure relief operation is required. If a pressure sensor malfunction occurs during the collection process, it is directly determined that the parameter is invalid, the pre-refueling condition determination is paused, and the instrument panel displays a fault message to avoid incorrect determination.

[0061] For example, assuming the preset pressure threshold is 0.05MPa (preset safety range 0~0.05MPa), the vehicle controller collects the pressure of the first oil tank as 0.07MPa. Since 0.07MPa≥0.05MPa, it is determined that the pre-filling condition is met.

[0062] For another example, suppose the preset pressure threshold is 0.05MPa. If the vehicle controller collects the pressure of the first fuel tank as 0.04MPa, since 0.04MPa < 0.05MPa, it is determined that the pre-refueling conditions are not met, the pressure relief process is terminated, and the vehicle can drive normally to the gas station to refuel directly.

[0063] In addition, if the collected first tank pressure is far beyond the reasonable tank pressure range, it indicates that the tank pressure sensor is faulty. In this case, the vehicle controller determines that the collected first tank pressure parameter is invalid, and the instrument panel will display a message indicating that the tank pressure sensor is faulty and asks for inspection.

[0064] Step 202: After determining that the pre-refueling conditions are met, the target depressurization strategy is determined from a variety of preset depressurization strategies based on the remaining navigation time.

[0065] The aforementioned remaining navigation time is the estimated remaining driving time for the vehicle to travel from its current location to the target gas station, calculated and updated in real time by the vehicle's in-vehicle navigation system. It is a core time indicator for matching the depressurization strategy and reflects the available time for the depressurization operation.

[0066] In one embodiment, the aforementioned multiple preset pressure relief strategies include a first pressure relief strategy and a second pressure relief strategy. Further, if the remaining navigation time is greater than a first time threshold, the target pressure relief strategy is determined to be the first pressure relief strategy; if the remaining navigation time is less than or equal to the first time threshold, the target pressure relief strategy is determined to be the second pressure relief strategy.

[0067] Furthermore, the above embodiments refresh and dynamically compare the remaining navigation time in real time. If the remaining time changes due to changes in road conditions or vehicle speed during the journey, the vehicle controller can match a new pressure relief strategy in real time to achieve dynamic and accurate adaptation of the strategy. This ensures that the pressure relief control always fits the actual driving conditions of the vehicle and avoids pressure relief failure caused by time differences due to operating conditions.

[0068] The aforementioned preset pressure relief strategy refers to a differentiated fuel tank pressure relief scheme pre-stored by the vehicle controller, designed for different remaining navigation times. In this embodiment, it mainly includes a first pressure relief strategy and a second pressure relief strategy, both of which are pressure relief control logic related to engine shutdown. Specifically, the first pressure relief strategy can control the vehicle's engine to shut down when the remaining navigation time reaches a preset trigger time threshold. The second pressure relief strategy can control the vehicle's engine to shut down immediately.

[0069] The first time threshold can refer to the critical value for switching the pressure relief strategy pre-calibrated by the vehicle controller. It is the only time standard to distinguish between the first and second pressure relief strategies. It is set according to the basic duration of the vehicle pressure relief operation and reflects the shortest time requirement to complete the pressure relief.

[0070] The first pressure relief strategy can refer to the delayed shutdown pressure relief strategy, which means that when there is sufficient remaining navigation time, the engine is controlled to shut down only when the remaining navigation time reaches a preset trigger time threshold, thus balancing the pressure relief needs and the vehicle's power needs.

[0071] The second depressurization strategy can refer to the immediate shutdown depressurization strategy, which means that when there is insufficient remaining navigation time, the engine is immediately shut down to ensure that the depressurization operation has enough time to be completed.

[0072] The trigger time threshold can refer to the engine delay shutdown critical time pre-calibrated by the vehicle controller, which is the shortest time required to complete the fuel tank depressurization operation, i.e., the time from engine shutdown to the fuel tank pressure dropping to a preset safe range. The trigger time threshold is numerically equal to the aforementioned first time threshold.

[0073] The target depressurization strategy can refer to the depressurization strategy selected from the preset depressurization strategies based on the comparison result of the remaining navigation time and the first time threshold, which is suitable for the current vehicle operating conditions and is the sole basis for subsequent fuel tank depressurization operations.

[0074] For example, suppose the first time threshold is 3 minutes, the trigger time threshold is 3 minutes, the preset pressure threshold is 0.05 MPa, and the basic duration of the pressure relief operation is 3 minutes (3 minutes from engine shutdown to pressure dropping to a safe range). If the vehicle controller determines that the current first fuel tank pressure meets the pre-filling conditions, it directly obtains the current remaining navigation time as 5 minutes. Since the remaining navigation time is greater than the first time threshold, the target pressure relief strategy is determined to be the first pressure relief strategy, and the engine shutdown operation is executed after a delay until the trigger time threshold. Furthermore, if the obtained remaining navigation time is 2 minutes, and 2 minutes ≤ 3 minutes (the first time threshold), the system determines that the current pressure relief duration is insufficient, determines the target pressure relief strategy to be the second pressure relief strategy, and immediately executes the engine shutdown operation.

[0075] The above-mentioned two pressure relief strategies are designed based on the remaining navigation time, allowing the pressure relief operation to be precisely matched with the available time for the vehicle to reach the gas station. This avoids a "one-size-fits-all" pressure relief method and improves the precision and personalization of fuel tank pressure relief control. Furthermore, a delayed shutdown strategy is designed for scenarios with ample remaining navigation time to prevent insufficient vehicle power caused by premature engine shutdown (such as during high-speed driving or climbing hills). This prioritizes meeting the vehicle's power needs while ensuring the pressure relief operation can be completed, thus optimizing the user's driving experience.

[0076] Step 203: Perform the first cooling and depressurization operation according to the target depressurization strategy to reduce the fuel tank pressure to a preset safe range before the vehicle arrives at the gas station.

[0077] The first cooling and pressure relief operation can refer to controlling the engine to perform a shutdown operation, that is, controlling the engine to perform natural cooling and pressure relief. This cooling and pressure relief operation adopts the operation method of controlling the engine to shut down to achieve natural cooling and temperature reduction. If the oil tank pressure can be reduced to a safe pressure range through natural cooling and temperature reduction, then no other cooling and pressure relief operation is needed to achieve natural pressure relief.

[0078] In one embodiment, the entire process of controlling the vehicle engine to perform a shutdown operation (i.e., perform a first cooling and depressurization operation) at an appropriate time, according to the requirements of the target depressurization strategy, to reduce the fuel tank pressure to a preset safe range.

[0079] For example, suppose the target depressurization strategy is the first depressurization strategy. The vehicle controller monitors the refresh value of the remaining navigation time in real time and continuously compares the remaining time with the trigger time threshold. When the remaining navigation time drops to the trigger time threshold, the vehicle controller immediately sends a shutdown command to the engine (range extender) to control the engine to perform a fuel cut-off shutdown operation until the speed drops to 0 r / min.

[0080] For another example, suppose the target depressurization strategy is the second depressurization strategy. After the vehicle controller determines the target depressurization strategy, it immediately sends a shutdown command to the engine (range extender) without waiting, and controls the engine to quickly perform the fuel cut-off shutdown operation until the speed drops to 0 r / min.

[0081] pass Figure 2 The description of the illustrated embodiment focuses on two core indicators—first fuel tank pressure and remaining navigation time—to build the control logic. It determines pressure relief needs through a single pressure threshold and matches differentiated shutdown and pressure relief strategies based on time thresholds, significantly reducing the computational load on the vehicle controller. This allows for faster and more direct determination of pre-fueling conditions, achieving real-time and accurate responses in dynamic vehicle operating conditions, and meeting the real-time requirements of the vehicle control system. Simultaneously, the delayed shutdown strategy based on remaining navigation time avoids premature engine shutdown, allowing the range extender to continue operating during necessary stages of vehicle operation. This ensures power while preventing excessive battery discharge due to premature shutdown, optimizing the vehicle's energy distribution efficiency and reducing unnecessary energy consumption.

[0082] Based on the above Figure 2 The related embodiments describe a method where, under pre-refueling conditions, the remaining navigation time of the vehicle is prioritized; a final target depressurization strategy is determined based on the remaining navigation time. Then, according to the target depressurization strategy, an engine shutdown operation is performed at an appropriate time until the engine speed reaches zero.

[0083] However, even after the engine has completely stopped, the fuel tank pressure may still be higher than the preset safety pressure threshold, making it impossible to open the fuel filler cap normally. To prevent this, the current fuel tank pressure threshold can be obtained after the engine has stopped, allowing for active pressure relief based on this threshold. See below for details. Figure 3 The relevant description of the illustrated embodiment.

[0084] Figure 3 This application provides another method, apparatus, electronic device, and storage medium for controlling fuel tank pressure relief, in accordance with the embodiments of this application. Figure 2 Based on the illustrated embodiment, this paper mainly describes how to actively cool and depressurize the fuel tank after the engine has been shut down following the pre-fueling conditions, including the following steps: Step 301: After controlling the vehicle's engine to perform a shutdown operation, obtain the pressure of the vehicle's second fuel tank.

[0085] Based on the above Figure 2 The embodiment described herein describes a system that, in response to a refueling intention signal, collects the vehicle's refueling condition parameters. If these parameters meet the pre-refueling conditions, the vehicle controller sends a fuel cut-off and shutdown command to the engine controller. The engine stops injecting fuel and igniting, the throttle closes, and the engine speed gradually decreases to 0, thus completing the engine shutdown operation.

[0086] The second fuel tank pressure refers to the internal pressure value of the fuel tank re-collected by the fuel tank pressure sensor after the engine has been shut down. This pressure value may differ from the first fuel tank pressure before shutdown because the engine stops generating heat during shutdown, and the fuel system begins to cool naturally, causing the pressure to drop, but not necessarily to a safe level. The second fuel tank pressure is used to determine whether further active intervention is needed.

[0087] In one embodiment, the vehicle controller monitors the engine speed. If the engine speed drops to 0, the shutdown operation is determined to be complete. Then, the vehicle controller sends a data acquisition command to the fuel tank pressure sensor via the CAN bus. The pressure sensor detects the gas pressure inside the fuel tank in real time (unit: kPa / bar), converts the detected analog signal into a digital signal via an A / D converter, and transmits the digital pressure signal back to the vehicle controller via the CAN bus. The vehicle controller filters and calibrates the signal to obtain an accurate second fuel tank pressure value and stores it.

[0088] For example, suppose the vehicle controller detects that the engine fuel cut-off shutdown operation has been completed; at this time, the vehicle controller triggers the fuel tank pressure sensor to collect data. The sensor detects that the real-time pressure in the fuel tank is 35 kPa. After calibration, the vehicle controller records this value as the second fuel tank pressure, which is used as the basis for subsequent pressure relief judgment.

[0089] The above embodiments, by using the pressure after the engine is shut down as the judgment benchmark, eliminate the interference of fuel consumption and pipeline airflow on the fuel tank pressure during engine operation, making the pressure relief judgment more accurate. At the same time, the pressure is collected immediately after the engine is shut down, avoiding pressure value distortion caused by premature collection, and providing a real-time and effective basis for determining whether to initiate active pressure relief.

[0090] Step 302: If the pressure in the second oil tank is greater than the preset pressure threshold, initiate the second cooling and pressure relief operation.

[0091] The preset pressure threshold can be the upper limit of the safe pressure of the fuel tank that has been pre-calibrated in the vehicle controller (set in conjunction with refueling safety requirements, such as 20 kPa). It is the critical value for determining whether active pressure relief needs to be initiated. If this value is exceeded, there is a risk of fuel vapor spraying out when the filler cap is opened.

[0092] In one embodiment, the above-mentioned initiation of the second cooling and depressurization operation may include: controlling the generator in the range extender to reverse and drive the engine to idle, so as to reduce the engine coolant temperature.

[0093] The aforementioned second cooling and pressure relief operation can be understood as an active pressure relief method. It involves using the generator to reverse the engine to idle and circulate the coolant, thereby reducing the temperature of the engine and fuel lines, and thus reducing the fuel vapor pressure in the fuel tank. This is a coordinated operation rather than waiting for the engine to cool down and release pressure naturally.

[0094] The generator driving the engine to idle in reverse can also be called the generator driving the engine in reverse; it can be understood as the generator of the range extender outputting positive torque under the control of the vehicle controller, driving the stopped engine to idle without fuel or ignition (the engine only rotates mechanically and does not do work).

[0095] Coolant temperature refers to the real-time temperature of the coolant in the engine cooling system. The coolant flows through the engine block and fuel lines, and its temperature directly affects the temperature of the engine and fuel tank, which in turn affects the pressure of fuel vapor in the fuel tank (the higher the temperature, the more fuel vapor, and the greater the pressure in the fuel tank).

[0096] For example, the preset pressure threshold is calibrated to 20 kPa, and the pressure in the second fuel tank is 35 kPa (35 kPa > 20 kPa). The vehicle controller initiates a cooling and pressure relief operation; it sends a towing command to the GCU, controlling the generator to tow the engine at an initial speed of 800 rpm and a torque of 20 Nm; the engine idles and drives the cooling water pump to work, increasing the coolant circulation speed from 0.5 m / s during natural cooling to 2 m / s, and the coolant temperature gradually decreases from 90°C. As the temperature decreases, the fuel vapor in the fuel tank begins to condense, and the pressure gradually drops.

[0097] The above method reduces fuel vapor generation at the source by lowering the coolant temperature, achieving a linkage between cooling and pressure relief. Compared with direct pressure relief, it is safer and eliminates the risk of fuel vapor leakage. It solves the problems of long waiting time and low pressure relief efficiency of natural cooling, changing from passively waiting for pressure to drop to actively controlling temperature and reducing pressure, thus significantly shortening the pressure relief time. Step 303: Monitor the engine coolant temperature and / or the vehicle's second fuel tank pressure.

[0098] A coolant temperature sensor is a sensor installed at the outlet of the engine cooling system / cylinder block to detect the real-time temperature of the coolant, converting the temperature signal into an electrical signal and transmitting it to the vehicle controller.

[0099] Monitoring can refer to the process of continuously and in real time collecting coolant temperature and oil tank pressure signals through corresponding sensors and transmitting them to the vehicle controller.

[0100] In one embodiment, after initiating the cooling and pressure relief operation, the vehicle controller simultaneously triggers the coolant temperature sensor and the fuel tank pressure sensor to enter continuous acquisition mode, setting the sampling frequency (e.g., 1Hz, i.e., 1 acquisition per second). The coolant temperature sensor detects the real-time coolant temperature, converts the analog signal into a digital signal (unit: °C), and transmits it to the vehicle controller via the CAN bus. The fuel tank pressure sensor continuously detects changes in the fuel tank pressure, updates the second fuel tank pressure value in real time, and transmits it to the vehicle controller after calibration. The vehicle controller stores and displays the received temperature and pressure data in real time, and alarms for abnormal data (such as sensor failure or data sudden changes) to ensure the effectiveness of monitoring.

[0101] For example, after the generator reverses and the engine idles, the vehicle controller initiates dual-parameter monitoring with a sampling frequency of 1 time per second. In the first second, it collects data showing a coolant temperature of 90°C and a fuel tank pressure of 35 kPa; in the fifth second, it collects data showing 85°C and 32 kPa; in the tenth second, it collects data showing 80°C and 28 kPa; in the twentieth second, it collects data showing 70°C and 22 kPa… The vehicle controller records each set of data in real time, forming a pressure and temperature change curve to visually reflect the pressure relief process. This is merely an example, and the embodiments in this application do not impose any limitations.

[0102] Step 304: Adjust the generator's drive speed according to the coolant temperature and / or the pressure of the second oil tank until the pressure of the second oil tank drops to the preset safe range.

[0103] In one embodiment, the vehicle controller pre-calibrates a matching strategy table between temperature and pressure data and generator drive speed, specifying the target drive speed corresponding to different temperatures / pressures. The vehicle controller compares the real-time monitored coolant temperature / second oil tank pressure with the strategy table to calculate the target drive speed to be matched. The vehicle controller sends a speed adjustment command to the generator controller, which responds to the command by adjusting the output torque to change the generator speed, thereby changing the engine idling speed. The closed-loop process of monitoring data, comparing strategies, and adjusting speed is continuously repeated until the second oil tank pressure stably falls within a preset safety range (e.g., pressure ≤ 20 kPa for 5 consecutive seconds). When the pressure reaches the safety range, the vehicle controller sends a shutdown command to the generator controller, the generator stops reverse driving, the engine stops idling, and the cooling and pressure relief operation is completed.

[0104] For example, assuming the preset safety range is 0~20kPa, the initial monitoring data is 90℃ and 35kPa. According to the strategy table, the drag speed is matched to 800 (unit: rpm). After dragging for 10 seconds, the data changes to 80℃ and 28kPa, and the vehicle controller adjusts the speed to 600rpm. After dragging for another 10 seconds, the data changes to 70℃ and 22kPa, and the speed is adjusted to 400rpm. After dragging for another 5 seconds, the data changes to 65℃ and 18kPa, and the pressure remains stable at 18kPa for 5 consecutive seconds (falling into the 0~20kPa safety range). The vehicle controller sends a shutdown command, the generator stops dragging, the cooling and depressurization operation is completed, and the fuel tank pressure meets the refueling safety requirements.

[0105] Furthermore, if the pressure drops slowly during the depressurization process, such as only dropping from 35 kPa to 34 kPa after 5 seconds of backdrafting, the vehicle controller can temporarily increase the speed to 1000 rpm to improve cooling efficiency and accelerate the pressure drop.

[0106] pass Figure 3 The description of the illustrated embodiment, based on the engine shutdown under the pre-refueling strategy, constructs a targeted active cooling and pressure relief closed-loop control logic after engine shutdown. Through three layers of protection—pressure threshold judgment, active cooling and pressure relief, and safety range compliance determination—it ensures that the fuel tank pressure stably falls within the preset safety range before refueling. This fundamentally solves the problem of high-temperature fuel vapor spraying out when the filler cap is opened due to incomplete pressure relief in traditional technologies, avoiding safety accidents such as vapor contact with open flames or personnel contact with high-temperature steam. Furthermore, from the acquisition of the second fuel tank pressure and the initiation of the pressure relief operation, to the real-time monitoring of temperature and pressure data, the dynamic adjustment of the generator's driven speed, and the automatic shutdown after pressure relief, the entire process is autonomously completed by the vehicle controller. Users do not need to perform any additional operations; upon arrival at the gas station, they can directly open the filler cap to refuel, achieving a seamless pressure relief and fast refueling experience.

[0107] Furthermore, this application also provides an embodiment, including: recording the depressurization time required for this depressurization operation after the tank pressure drops to a preset safe range; updating the time based on the depressurization duration. Figure 2 The first time threshold regarding the remaining navigation time in the illustrated embodiment.

[0108] The aforementioned pressure reduction time refers to the actual time (unit: seconds / minute) from the start of the cooling and pressure relief operation to the oil tank pressure dropping to the preset safe range and stabilizing. It is the core data reflecting the efficiency of a single pressure relief operation, including the entire process time of generator reverse drag (excluding the engine shutdown and pressure acquisition pre-process time).

[0109] The first time threshold for the remaining navigation time is set so that when the remaining time shown by the navigation to the gas station is less than or equal to this first time threshold, the engine shutdown operation is initiated. If the remaining time threshold is not met, the operation is delayed until it is met before initiating the engine shutdown operation. The purpose of updating this first time threshold is to adjust its value according to the actual pressure reduction duration, making the threshold more closely match the actual pressure relief requirements, and ultimately ensuring that the fuel tank has completed its imperceptible pressure relief operation by the time the vehicle arrives at the gas station.

[0110] Furthermore, the self-learning update mechanism described above in this application embodiment dynamically optimizes the preset first time threshold by accumulating depressurization duration data from multiple depressurization operations. This first time threshold is not fixed, but rather a closed-loop mechanism that provides real-time feedback and parameter optimization based on actual working conditions.

[0111] The self-learning update mechanism described above updates the first time threshold for the remaining navigation time in real time, avoiding the problem of the pre-refueling strategy being triggered too early or too late due to a fixed time threshold. Specifically, triggering the pre-refueling strategy too early will cause the engine to shut down prematurely, preventing the range extender from generating electricity and potentially wasting battery power. After the update, the threshold is aligned with the actual depressurization duration, triggering the shutdown only at the necessary time to ensure the vehicle's energy utilization efficiency. If the pre-refueling strategy is triggered too late, the user may arrive at the gas station before the depressurization operation is completed, still posing a refueling safety risk. The self-learning update ensures that the threshold is greater than or equal to the actual depressurization duration and buffer time, guaranteeing the complete completion of the depressurization operation.

[0112] Figure 4 This application provides an embodiment block diagram of a fuel tank pressure relief control device, the device comprising: Signal acquisition module 41 is used to acquire a refueling intention signal indicating that the vehicle has a refueling intention; Parameter acquisition module 42 is used to acquire the current refueling condition parameters of the vehicle in response to the refueling intention signal; The pressure relief operation module 43 is used to perform a fuel tank pressure relief operation when the pre-refueling conditions are determined to be met based on the refueling condition parameters, so as to reduce the fuel tank pressure to a preset safe range before the vehicle arrives at the gas station.

[0113] In one possible implementation, the signal acquisition module 41 is specifically used for: The refueling intention signal is generated in response to a user's trigger operation on the vehicle's interactive interface; If a gas station is detected as one of the travel points along the vehicle's navigation route, the refueling intention signal is generated.

[0114] In one possible implementation, the refueling condition parameters include a first fuel tank pressure; the depressurization module, based on the refueling condition parameters, determines that the pre-refueling conditions are met, specifically for: If the pressure in the first oil tank is determined to be greater than or equal to a preset pressure threshold, then the pre-filling conditions are determined to be met.

[0115] In one possible implementation, the refueling condition parameters further include navigation remaining time, which represents the estimated remaining time for the vehicle to arrive at the gas station; The pressure relief operation module, based on the refueling condition parameters, further includes determining that the pre-refueling conditions are met, and includes: The target depressurization strategy determination unit is used to determine a target depressurization strategy from a variety of preset depressurization strategies based on the remaining navigation time after determining that the pre-refueling conditions are met. The process of performing the fuel tank depressurization operation includes: performing the fuel tank depressurization operation according to the target depressurization strategy.

[0116] In one possible implementation, the multiple preset pressure relief strategies include a first pressure relief strategy and a second pressure relief strategy; The target pressure relief strategy determination unit is specifically used for: If the remaining navigation time is greater than a first time threshold, the target pressure relief strategy is determined to be the first pressure relief strategy; If the remaining navigation time is less than or equal to the first time threshold, the target pressure relief strategy is determined to be the second pressure relief strategy; The first pressure relief strategy includes: when the remaining navigation time reaches a preset trigger time threshold, controlling the vehicle's engine to perform a shutdown operation; The second depressurization strategy includes controlling the vehicle's engine to immediately shut down.

[0117] In one possible implementation, the pressure relief module is further configured to: After the vehicle's engine is shut down, the pressure of the vehicle's second fuel tank is obtained; If the pressure in the second oil tank exceeds a preset pressure threshold, a cooling and pressure relief operation is initiated, which includes: The generator in the range extender is controlled to reverse and drive the engine to idle, thereby reducing the coolant temperature of the engine. Monitor the coolant temperature of the engine and / or the pressure of the vehicle's second fuel tank; Adjust the generator's rotational speed according to the coolant temperature and / or the pressure of the second oil tank until the pressure of the second oil tank drops to a preset safe range.

[0118] In one possible implementation, the target pressure relief strategy determination unit is further configured to: After the oil tank pressure drops to a preset safe range, record the pressure reduction time required for this pressure relief operation; The first time threshold is updated based on the voltage drop duration.

[0119] like Figure 5 As shown in the figure, this application provides an electronic device, including a processor 111, a communication interface 112, a memory 113, and a communication bus 114, wherein the processor 111, the communication interface 112, and the memory 113 communicate with each other through the communication bus 114. Memory 113 is used to store computer programs; In one embodiment of this application, when the processor 111 executes the program stored in the memory 113, it implements the fuel tank depressurization control method provided in any of the foregoing method embodiments, including: Acquire a refueling intention signal indicating that the vehicle intends to refuel; In response to the refueling intention signal, the current refueling condition parameters of the vehicle are obtained; If the pre-refueling conditions are met based on the refueling operating parameters, a fuel tank depressurization operation is performed to reduce the fuel tank pressure to a preset safe range before the vehicle arrives at the gas station.

[0120] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the fuel tank depressurization control method provided in any of the foregoing method embodiments.

[0121] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0122] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented using software plus a general-purpose hardware platform, or of course, using hardware. Based on this understanding, the above technical solutions, in essence or the parts that contribute to the related technology, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0123] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also mean including the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0124] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method for controlling the pressure relief of an oil tank, characterized in that, The method includes: Acquire a refueling intention signal indicating that the vehicle intends to refuel; In response to the refueling intention signal, the current refueling condition parameters of the vehicle are obtained; If the pre-refueling conditions are met based on the refueling operating parameters, a fuel tank depressurization operation is performed to reduce the fuel tank pressure to a preset safe range before the vehicle arrives at the gas station.

2. The method according to claim 1, characterized in that, The acquisition of the refueling intention signal, used to indicate that the vehicle intends to refuel, includes: In response to the user's trigger operation, the refueling intention signal is generated; If a gas station is detected as one of the travel points along the vehicle's navigation route, the refueling intention signal is generated.

3. The method according to claim 1, characterized in that, The refueling operating parameters include the first fuel tank pressure; determining whether the pre-refueling conditions are met based on the refueling operating parameters includes: If the pressure in the first oil tank is determined to be greater than or equal to a preset pressure threshold, then the pre-filling conditions are determined to be met.

4. The method according to claim 3, characterized in that, The refueling condition parameters also include navigation remaining time, which represents the estimated remaining time for the vehicle to arrive at the gas station. The method further includes: After determining that the pre-refueling conditions are met, a target depressurization strategy is determined from a variety of preset depressurization strategies based on the remaining navigation time. The operation of depressurizing the oil tank includes: performing a first cooling and depressurizing operation according to the target depressurization strategy.

5. The method according to claim 4, characterized in that, The various preset pressure relief strategies include a first pressure relief strategy and a second pressure relief strategy; The step of determining a target pressure relief strategy from a variety of preset pressure relief strategies based on the remaining navigation time includes: If the remaining navigation time is greater than a first time threshold, the target pressure relief strategy is determined to be the first pressure relief strategy; If the remaining navigation time is less than or equal to the first time threshold, the target pressure relief strategy is determined to be the second pressure relief strategy; The first pressure relief strategy includes: when the remaining navigation time reaches a preset trigger time threshold, controlling the vehicle's engine to perform a shutdown operation; The second depressurization strategy includes controlling the vehicle's engine to immediately shut down.

6. The method according to claim 1 or 4, characterized in that, The process of depressurizing the fuel tank also includes: After the vehicle's engine is shut down, the pressure of the vehicle's second fuel tank is obtained; If the pressure in the second oil tank exceeds a preset pressure threshold, a second cooling and pressure relief operation is initiated. This second cooling and pressure relief operation includes: The generator in the range extender is controlled to reverse and drive the engine to idle, thereby reducing the coolant temperature of the engine. Monitor the coolant temperature of the engine and / or the pressure of the vehicle's second fuel tank; Adjust the generator's rotational speed according to the coolant temperature and / or the pressure of the second oil tank until the pressure of the second oil tank drops to a preset safe range.

7. The method according to claim 5, characterized in that, The method further includes: After the oil tank pressure drops to a preset safe range, record the pressure reduction time required for this pressure relief operation; The first time threshold is updated based on the voltage drop duration.

8. A fuel tank pressure relief control device, characterized in that, The device includes: The signal acquisition module is used to acquire a refueling intention signal that indicates the vehicle's intention to refuel; The parameter acquisition module is used to acquire the current refueling condition parameters of the vehicle in response to the refueling intention signal; The pressure relief module is used to perform a fuel tank pressure relief operation when the pre-refueling conditions are determined to be met based on the refueling condition parameters, so as to reduce the fuel tank pressure to a preset safe range before the vehicle arrives at the gas station.

9. An electronic device, characterized in that, include: A processor and a memory, the processor being configured to execute a fuel tank depressurization control program stored in the memory to implement the fuel tank depressurization control method according to any one of claims 1-7.

10. A storage medium, characterized in that, The storage medium stores one or more programs, which can be executed by one or more processors to implement the tank depressurization control method according to any one of claims 1-7.

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