Fuel consumption detection method, controller, fuel consumption detection system, vehicle, and storage medium

Abstract

The application discloses a fuel consumption detection method, a controller, a fuel consumption detection system, a vehicle and a storage medium, and belongs to the technical field of fuel consumption control. The method comprises the following steps: acquiring a first fuel quantity of each fuel injection of an engine of a vehicle; in a test period of the vehicle, determining a theoretical total fuel consumption of the vehicle according to the first fuel quantity and a cumulative fuel injection frequency of the vehicle; and the cumulative fuel injection frequency is determined by multiple driving cycles of the vehicle in the test period. The application can realize detection on the total fuel consumption of multiple driving cycles in the whole life cycle of the vehicle, and ensures the accuracy of the fuel consumption detection of the vehicle.

Description

Technical Field

[0001] This application relates to the field of fuel consumption control technology, and in particular to a fuel consumption detection method, controller, fuel consumption detection system, vehicle, and storage medium. Background Technology

[0002] Fuel consumption testing refers to the measurement of a vehicle's fuel consumption during use. Currently, it is usually performed on the fuel consumption of a single driving cycle, and the fuel consumption determined in that cycle is used as the theoretical fuel consumption for continuous use, resulting in low accuracy in fuel consumption testing. Summary of the Invention

[0003] This application provides a fuel consumption detection method, controller, fuel consumption detection system, vehicle, and storage medium, which can be used to solve problems existing in related technologies. The technical solution is as follows: On one hand, embodiments of this application provide a fuel consumption detection method, the method comprising: obtaining a first fuel quantity for each fuel injection of a vehicle's engine; determining the theoretical total fuel consumption of the vehicle during a test cycle based on the first fuel quantity and the cumulative number of fuel injections of the vehicle; the cumulative number of fuel injections being determined by multiple driving cycles of the vehicle during the test cycle.

[0004] In some embodiments, obtaining the first fuel quantity for each injection of the vehicle's engine includes: obtaining the injector-relative fuel quantity and the carbon canister flushing-relative fuel quantity for each injection of the engine; determining the relative fuel quantity sum of the injector-relative fuel quantity and the carbon canister flushing-relative fuel quantity; obtaining a conversion coefficient; and determining the first fuel quantity based on the conversion coefficient and the relative fuel quantity sum.

[0005] In some embodiments, obtaining the conversion coefficient includes: obtaining the single-cylinder volume of the vehicle and the air-fuel ratio of the vehicle; and determining the conversion coefficient based on the single-cylinder volume and the air-fuel ratio.

[0006] In some embodiments, determining the theoretical total fuel consumption of the vehicle based on the first fuel quantity and the cumulative number of fuel injections includes: determining the cumulative fuel quantity of the first fuel quantity within a scheduling period; determining the first fuel volume of the vehicle within the scheduling period based on the cumulative fuel quantity and the cumulative number of fuel injections; and determining the theoretical total fuel consumption based on the first fuel volume.

[0007] In some embodiments, determining the theoretical total fuel consumption based on the first fuel volume includes: determining the cumulative fuel volume of the vehicle in the test cycle based on the first fuel volume corresponding to each scheduling cycle; if the cumulative fuel volume is not greater than the fuel quantity threshold, then performing the step of determining the first fuel volume of the vehicle in the scheduling cycle based on the cumulative fuel quantity and the cumulative number of fuel injections; if the cumulative fuel volume is greater than the fuel quantity threshold, then determining the theoretical total fuel consumption based on the cumulative fuel volume.

[0008] In some embodiments, after the cumulative fuel volume is greater than the fuel quantity threshold, the method further includes: setting the cumulative fuel volume to zero and performing the step of determining the cumulative fuel quantity of the first fuel quantity within the scheduling period.

[0009] In some embodiments, after determining the theoretical total fuel consumption of the vehicle, the method further includes: determining the fuel consumption deviation of the vehicle based on the theoretical total fuel consumption and the actual total fuel consumption of the vehicle during the test cycle; if the fuel consumption deviation does not meet a preset condition, obtaining a correction coefficient and correcting the first fuel quantity based on the correction coefficient; determining the theoretical total fuel consumption based on the corrected first fuel quantity, until the fuel consumption deviation meets the preset condition.

[0010] On the other hand, a fuel consumption detection device is provided, the device comprising: a first fuel quantity acquisition module, used to acquire a first fuel quantity injected by the engine of a vehicle each time; and a theoretical total fuel consumption determination module, used to determine the theoretical total fuel consumption of the vehicle based on the first fuel quantity and the cumulative number of fuel injections during the test cycle of the vehicle; wherein the cumulative number of fuel injections is determined by multiple driving cycles of the vehicle during the test cycle.

[0011] On the other hand, a controller is provided, the controller comprising: a processor; and a memory storing computer-readable instructions, which, when executed by the processor, implement the fuel consumption detection method described above.

[0012] On the other hand, a fuel consumption detection system is also provided, which includes a processor and a detection device. When the detection device is executed, it implements the fuel consumption detection method described in any of the above claims.

[0013] On the other hand, a vehicle is also provided, including: a body, a sensor module, and a fuel consumption detection device; when the fuel consumption detection device is executed, it implements the fuel consumption detection method described in any of the above-mentioned embodiments.

[0014] On the other hand, a computer-readable storage medium is also provided, wherein at least one computer program is stored in the computer-readable storage medium, the at least one computer program being loaded and executed by a processor to enable a computer to implement the fuel consumption detection method described in any of the above claims.

[0015] On the other hand, a computer program product or computer program is also provided, the computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, causing the computer device to perform the fuel consumption detection method described in any of the preceding claims.

[0016] The technical solution provided in this application provides at least the following beneficial effects: by determining the theoretical fuel quantity of the engine based on the first fuel quantity injected by the engine each time and the cumulative number of fuel injections throughout the entire test cycle, the theoretical fuel quantity of multiple driving cycles throughout the entire test cycle is uniformly accumulated, thereby enabling the detection of the total fuel consumption of multiple driving cycles throughout the vehicle's entire life cycle and ensuring the accuracy of the vehicle's fuel consumption detection. Attached Figure Description

[0017] 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. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0018] Figure 1 This is a schematic diagram of a fuel consumption detection system provided in an embodiment of this application; Figure 2 A schematic flowchart of the first fuel consumption detection method provided in the embodiments of this application; Figure 3 A flowchart illustrating the second fuel consumption detection method provided in this application embodiment; Figure 4 A flowchart illustrating the third fuel consumption detection method provided in this application embodiment; Figure 5 A schematic diagram illustrating the specific steps of step 440 in the third fuel consumption detection method provided in this application embodiment; Figure 6 A flowchart illustrating the fourth fuel consumption detection method provided in this application embodiment; Figure 7 A logic diagram illustrating the confirmation of cumulative fuel injection volume within the synchronous scheduling provided in this application embodiment; Figure 8 This is a schematic diagram illustrating the logic for calculating fuel consumption in an embodiment of this application. Figure 9 A block diagram of a fuel consumption detection device provided in an embodiment of this application; Figure 10 A hardware structure diagram of the controller provided in the embodiments of this application; Figure 11 This is a hardware structure diagram of the vehicle provided in an embodiment of this application.

[0019] The accompanying drawings have illustrated specific embodiments of the present application. More detailed descriptions will follow. These drawings and descriptions are not intended to limit the scope of the present application's embodiments in any way, but rather to illustrate the concepts of the present application's embodiments to those skilled in the art through specific embodiments. Detailed Implementation

[0020] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0021] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0022] Please see Figure 1 , Figure 1 This is a schematic diagram of a fuel consumption detection system provided in an embodiment of this application, as shown below. Figure 1 As shown below, the fuel consumption detection system implements a fuel consumption detection method by way of example.

[0023] In one alternative implementation, the fuel consumption detection system 100 includes a processor 110 and a detection device 120, wherein the processor 110 refers to a software unit or module, and the detection device 120 refers to a hardware device.

[0024] For example, the detection device 120 is used to acquire the first fuel quantity of each fuel injection of the vehicle's engine, the total actual fuel consumption of the vehicle in the test cycle, and the cumulative number of fuel injections of the vehicle, and sends the cumulative number of fuel injections, the first fuel quantity, and the total actual fuel consumption to the processor 110. The processor 110 determines the theoretical total fuel consumption of the vehicle based on the first fuel quantity and the cumulative number of fuel injections of the vehicle, and determines the fuel consumption deviation of the vehicle based on the theoretical total fuel consumption and the total actual fuel consumption of the vehicle in the test cycle.

[0025] Figure 1 The system in [the document] can be used to implement the following Figure 2 Please refer to the described fuel consumption testing method. Figure 2 , Figure 2 This is a flowchart illustrating the first fuel consumption detection method provided in an embodiment of this application. In a specific embodiment, this fuel consumption detection method can be applied to, for example... Figure 9 The fuel consumption detection device 600 shown and the vehicle equipped with the fuel consumption detection device 600 ( Figure 11 The specific process of this embodiment will be described below. Of course, it is understood that this method can be executed by an electronic device with computing power, such as a vehicle-mounted server, a cloud server, or other processors. The following will focus on... Figure 2 The process shown is described in detail. The fuel consumption detection method may specifically include the following steps 210-220.

[0026] Step 210: Obtain the first fuel quantity for each engine injection of the vehicle.

[0027] As an alternative, the vehicle's electronic control unit can obtain the first fuel quantity after each injection via the CAN network bus. Alternatively, a high-precision flow sensor installed in the vehicle's fuel injection system can monitor and obtain the first fuel quantity after each injection in real time. The sensor converts the physical signal of fuel flow into an electrical signal and transmits it to the electronic control unit. After processing by the internal algorithm of the electronic control unit, an accurate fuel injection quantity value is obtained.

[0028] The first fuel quantity can be used for engine operating condition analysis, fuel economy assessment, and emission control. For example, in engine fault diagnosis, abnormal first fuel quantity data may indicate problems such as injector blockage or abnormal fuel pressure.

[0029] Optionally, to ensure the accuracy of vehicle fuel consumption detection, before obtaining the first fuel quantity for each injection of fuel from the vehicle's engine, the vehicle's operating condition is first determined to determine whether the vehicle is in a non-fuel-cut-off operating condition. If the vehicle is determined to be in a non-fuel-cut-off operating condition, the first fuel quantity can be obtained by directly collecting the amount of fuel injected into the cylinder each time by the injector, wherein the first fuel quantity is in units of mass. When the vehicle is determined to be in a fuel-cut-off operating condition, the first fuel quantity is taken as zero, and the cumulative fuel injection quantity is no longer calculated.

[0030] Optionally, the electronic control unit can determine in real time whether the engine is in a fuel cut-off condition during synchronous scheduling, that is, read the value of the fuel cut-off flag FofCylTot_FofPattTot. When FofCylTot_FofPattTot=0, it is determined that the engine is in a non-fuel cut-off state; when FofCylTot_FofPattTot=1, it is determined that the engine is in a fuel cut-off state.

[0031] Step 220: During the test cycle of the vehicle, the theoretical total fuel consumption of the vehicle is determined based on the first fuel quantity and the cumulative number of fuel injections of the vehicle; the cumulative number of fuel injections is determined by multiple driving cycles of the vehicle during the test cycle.

[0032] As an alternative method, the theoretical total fuel consumption of a vehicle is one of the key indicators for evaluating its fuel economy, and it has important reference value for judging the performance of a vehicle and optimizing the design of its fuel system. Therefore, during the vehicle's testing cycle, the theoretical total fuel consumption of the vehicle can be accurately determined based on the first fuel quantity and the cumulative number of fuel injections.

[0033] Optionally, multiple driving cycles include the complete driving process of the vehicle under different driving conditions. For example, the complete driving process refers to a driving cycle consisting of starting the engine, experiencing a series of operations such as acceleration, constant speed, deceleration, and stopping, until the engine is turned off.

[0034] Optionally, the cumulative number of fuel injections is obtained by summing the number of fuel injections in each driving cycle of the vehicle during the test period. In order to accurately obtain the cumulative number of fuel injections, the relevant data can be read through the vehicle's electronic control unit. The electronic control unit records the engine's fuel injection situation in real time, and each fuel injection action is accurately recorded.

[0035] Optionally, the test cycle may include all driving cycles from the start to the end of the test. To ensure the accuracy of fuel consumption detection, the start time of the test can be set after the vehicle reaches specific test conditions (e.g., the coolant temperature reaches a specified value, the engine is in a stable operating state, etc.), and the end time of the test can be after the predetermined test items are completed or the set test duration is reached.

[0036] Optionally, the driving cycle within the test period can include the vehicle's operation in various real-world driving scenarios, such as urban traffic congestion, highway cruising, and rural road driving. By collecting and analyzing data throughout a complete test cycle, the vehicle's fuel consumption performance can be comprehensively and objectively evaluated, providing reliable data support for vehicle research, development, production, and improvement. Optionally, the test period can include multiple WLTC (Worldwide Harmonized Light Vehicles Test Cycle) cycles performed on a full-vehicle dynamometer.

[0037] Optionally, the first fuel quantity corresponding to each injection can be accumulated according to the cumulative number of injections, and converted into volume based on fuel density to obtain the theoretical total fuel consumption within the test period, in liters (L), denoted as FlCons_volFlTot_NVM.

[0038] In the embodiments of this application, the theoretical fuel quantity of the engine is determined by the first fuel quantity injected into the engine each time and the cumulative number of fuel injections throughout the entire test cycle. This enables the unified accumulation of the theoretical fuel quantity across multiple driving cycles throughout the entire test cycle, thereby enabling the detection of the total fuel consumption of the vehicle across multiple driving cycles throughout its entire life cycle and ensuring the accuracy of the vehicle's fuel consumption detection.

[0039] Please see Figure 3 , Figure 3 This is a schematic flowchart illustrating the second fuel consumption detection method provided in this application embodiment. The following will focus on... Figure 3 The process shown is described in detail. The fuel consumption detection method may specifically include the following steps 310-330.

[0040] Step 310: Obtain the relative fuel quantity of the injector and the relative fuel quantity of the carbon canister flush for each fuel injection of the engine; determine the relative fuel quantity of the injector relative fuel quantity and the relative fuel quantity of the carbon canister flush.

[0041] As an alternative approach, during engine operation, a high-precision flow sensor installed in the engine can monitor the fuel flow rate data of each injection in real time. Combined with engine speed, load, and other operating parameters, a specific algorithm is used to calculate the relative fuel quantity of the injector. This relative fuel quantity is denoted as Fl_FlRel, expressed as a percentage (%), reflecting the percentage of the actual fuel injected by the injector under current operating conditions relative to the theoretical full-load injection quantity.

[0042] Optionally, a carbon canister scouring monitoring device can be used to collect scouring flow information of the carbon canister under different operating conditions, and then the relative fuel quantity for carbon canister scouring can be calculated according to a preset calibration model. The relative fuel quantity for carbon canister scouring can be denoted as PgCtl_FlPg, with the unit being %, reflecting the percentage of fuel entering the cylinder through the intake manifold during carbon canister desorption relative to the theoretical full-load fuel injection quantity.

[0043] Optionally, the relative fuel quantity of the injectors and the relative fuel quantity of the carbon canister flushing obtained each time can be added together in real time to obtain the relative fuel quantity sum. The relative fuel quantity sum can then comprehensively reflect the actual fuel consumption of the engine under the current operating conditions, providing important data support for the engine's fuel economy assessment, emission control, and performance optimization.

[0044] Step 320: Obtain the conversion coefficient, and determine the first fuel quantity based on the conversion coefficient and the relative fuel quantity.

[0045] As an optional method, the conversion factor can be used to convert relative fuel quantity into a first fuel quantity. It can be a parameter that comprehensively considers multiple factors such as fuel density, injector characteristics, and engine operating conditions, and can be obtained through laboratory calibration, real-vehicle testing, or algorithmic models based on big data. The conversion factor is denoted as FlCons_fCnvRatFuM, with units of grams per percent (g / %), and can be used to convert relative fuel quantity into the corresponding absolute fuel mass.

[0046] Optionally, the first fuel quantity can be denoted as FlCons_mFlM, which can be obtained by multiplying the relative fuel quantity by the conversion factor, i.e., FlCons_mFlM=FlCons_fCnvRatFuM×(Fl_FlRel+PgCtl_FlPg), with the unit being grams (g).

[0047] In some embodiments, step 320 includes: obtaining the single-cylinder volume of the vehicle and the air-fuel ratio of the vehicle; and determining the conversion coefficient based on the single-cylinder volume and the air-fuel ratio.

[0048] As an optional method, the single-cylinder volume refers to the working volume of a single cylinder in the engine, which is determined by the engine structure and does not change during vehicle use. The single-cylinder volume is stored as a calibrated value in the electronic control unit. The single-cylinder volume can be obtained by consulting the vehicle's technical manual, measuring it using professional engine testing equipment, or from the vehicle manufacturer's official database.

[0049] Optionally, the air-fuel ratio is the theoretical air-fuel ratio of the engine under the current operating conditions. It can be selected as the theoretical air-fuel ratio or the current operating air-fuel ratio obtained by querying the calibration table based on the current operating conditions of the engine. It can also be monitored in real time by the oxygen sensor on the vehicle, or read by the engine control unit, and can also be detected by the exhaust gas analyzer.

[0050] Optionally, the conversion factor is directly related to the physical structural parameters (i.e., single-cylinder volume) and combustion calibration parameters (air-fuel ratio) of a specific engine. Different models or engines with different displacements can obtain matching conversion factors through corresponding calibration quantities, thereby ensuring the accuracy and universality of the conversion process from relative fuel quantity to absolute fuel mass.

[0051] Optionally, after obtaining the single-cylinder volume and air-fuel ratio, the conversion factor can be determined according to the formula FlCons_fCnvRatFuM = single-cylinder volume × air density ÷ air-fuel ratio ÷ 100%, where FlCons_fCnvRatFuM is the conversion factor FlCons_fCnvRatFuM, and its unit is g / %. 100% is used to normalize the percentage unit of the relative fuel quantity to dimensionless.

[0052] Step 330: During the test cycle of the vehicle, the theoretical total fuel consumption of the vehicle is determined based on the first fuel quantity and the cumulative number of fuel injections of the vehicle; the cumulative number of fuel injections is determined by multiple driving cycles of the vehicle during the test cycle; the test cycle includes all driving cycles from the start of the test to the end of the test.

[0053] The specific steps of step 330 can be found in step 220, and will not be repeated here.

[0054] In this embodiment, by determining the first fuel quantity based on the injector injection quantity and the carbon canister flushing quantity, the systematic deviation of theoretical fuel consumption caused by ignoring the additional fuel contribution during the carbon canister flushing stage can be avoided, the accuracy of the first fuel quantity under various carbon canister desorption conditions can be improved, and the accuracy of fuel consumption detection of the vehicle can be further guaranteed.

[0055] Please see Figure 4 , Figure 4 This is a flowchart illustrating the third fuel consumption detection method provided in this application embodiment. The following will focus on... Figure 4 The process shown is described in detail. The fuel consumption detection method may specifically include the following steps 410-440.

[0056] Step 410: Obtain the first fuel quantity for each engine injection of the vehicle.

[0057] Step 420: Determine the cumulative amount of fuel in the first fuel quantity during the scheduling cycle.

[0058] As an alternative approach, the system can be configured to collect the first fuel quantity of the vehicle for each injection in real time within the scheduling cycle. Then, by summing the first fuel quantity values ​​collected each time within the scheduling cycle, the cumulative fuel quantity within that scheduling cycle can be obtained. This provides a basis for assessing the vehicle's fuel consumption level within a specific time period based on the cumulative fuel quantity, and provides a key basis for subsequent calculations.

[0059] Optionally, synchronous scheduling is used as the initial fuel quantity acquisition scheduling, and a 100ms scheduling period is used as the cumulative calculation scheduling period. In synchronous scheduling, the electronic control unit sequentially accumulates the initial fuel quantity FlCons_mFlM for each injection to obtain the cumulative fuel quantity FlCons_mFlMSum within the scheduling period, in grams.

[0060] Step 430: Determine the first fuel volume of the vehicle within the scheduling cycle based on the cumulative fuel quantity and the cumulative number of fuel injections.

[0061] As an alternative approach, after determining the cumulative fuel quantity and the cumulative number of fuel injections, the first fuel volume of the vehicle within the scheduling cycle can be determined based on the cumulative fuel quantity and the cumulative number of fuel injections. Specifically, the fuel volume can be obtained by dividing the cumulative fuel quantity by the fuel density, and then calculated by combining the cumulative number of fuel injections with other factors (e.g., considering the fuel injector's injection efficiency, fuel atomization effect, etc.).

[0062] Optionally, after each 100ms scheduling cycle, the vehicle's electronic control unit reads the current cumulative fuel quantity FlCons_mFlMSum. That is, for multiple scheduling cycles within the test period, the current cumulative fuel quantity is read once for each scheduling cycle. The cumulative fuel quantity read in each scheduling cycle is independent, and combined with the fuel density FlCons_rhoFuStd (in g / L), the cumulative fuel quantity is converted into the corresponding fuel volume, denoted as FlCons_VolFlCons, in L, which is the volume of fuel consumed by the vehicle within the 100ms scheduling cycle.

[0063] Step 440: Determine the total theoretical fuel consumption based on the first fuel volume.

[0064] As an optional approach, after determining the first fuel volume, the first fuel volumes corresponding to each scheduling cycle can be sequentially accumulated based on the first fuel volume to obtain the theoretical total fuel consumption within the test cycle, denoted as FlCons_volFlTot_NVM. Specifically, the cumulative fuel volume of each scheduling cycle and the cumulative fuel volume of all scheduling cycles corresponding to the test cycle are accumulated and then converted into volume to obtain the theoretical total fuel consumption for the test cycle.

[0065] Optionally, to ensure the accuracy of the determined theoretical total fuel consumption, the theoretical total fuel consumption can be calculated using a mathematical model based on the first fuel volume, taking into account factors such as vehicle operating conditions (e.g., vehicle speed, load, road conditions), engine efficiency, and fuel combustion characteristics.

[0066] In some embodiments, such as Figure 5 As shown, step 440 includes steps 441-443.

[0067] Step 441: Determine the cumulative fuel volume of the vehicle in the test cycle based on the first fuel volume corresponding to each scheduling cycle.

[0068] As an optional approach, multiple scheduling cycles are set during vehicle testing. To determine the cumulative fuel volume of the vehicle throughout the entire testing cycle, the first fuel volume corresponding to each scheduling cycle is summed sequentially to obtain the cumulative fuel volume of the vehicle throughout the testing cycle.

[0069] Optionally, a cumulative fuel volume recording module can be set in the vehicle's engine control system. Initially, the value of this module is 0. After each scheduling cycle ends, the first fuel volume of the corresponding scheduling cycle can be obtained. Then, the first fuel volume of the corresponding scheduling cycle is added to the current cumulative fuel volume value in the recording module, and the cumulative value in the recording module is updated. In this way, the cumulative fuel volume of the vehicle in the test cycle can be accurately obtained by continuous accumulation.

[0070] Optionally, the first fuel volume FlCons_VolFlCons corresponding to each 100ms scheduling cycle can be accumulated to obtain the cumulative fuel volume FlCons_volFlSum_NVM, in L.

[0071] Step 442: If the cumulative fuel volume is not greater than the fuel quantity threshold, then perform the step of determining the first fuel volume of the vehicle in the scheduling cycle based on the cumulative fuel quantity and the cumulative number of fuel injections.

[0072] As an alternative approach, to ensure the accuracy of vehicle fuel consumption detection, a fuel quantity threshold can be preset. This threshold is then used to determine whether to continue continuously accumulating the first fuel volume of the vehicle within the scheduling cycle. If the accumulated fuel volume is determined not to exceed the fuel quantity threshold, the step of determining the first fuel volume of the vehicle within the scheduling cycle based on the accumulated fuel quantity and the accumulated number of fuel injections needs to be repeated to ensure the accuracy of the determined first fuel volume.

[0073] Optionally, the fuel quantity threshold is set to 0.01L. This threshold can be calibrated and adjusted according to the storage accuracy and computing power of the electronic control unit. If the cumulative fuel volume FlCons_volFlSum_NVM is not greater than 0.01L, the system returns to continue calculating the first fuel volume of the next 100ms scheduling cycle based on the cumulative fuel quantity and cumulative number of fuel injections in the subsequent scheduling cycle, and continues to accumulate the cumulative fuel volume.

[0074] Step 443: If the cumulative fuel volume is greater than the fuel quantity threshold, then the theoretical total fuel consumption is determined based on the cumulative fuel volume.

[0075] As an alternative approach, once the cumulative fuel volume exceeds a fuel quantity threshold, the theoretical total fuel consumption can be determined based on the cumulative fuel volume. Alternatively, to ensure the accuracy of the theoretical total fuel consumption, it can be determined comprehensively based on relevant vehicle test parameters. For example, the engine efficiency coefficient for the vehicle during the test period can be obtained, and the cumulative fuel volume can be divided by this efficiency coefficient to obtain the corresponding initial theoretical total fuel consumption. The initial theoretical total fuel consumption can also be corrected based on the vehicle's driving conditions during the test period to ultimately obtain an accurate theoretical total fuel consumption.

[0076] Optionally, if the cumulative fuel volume FlCons_volFlSum_NVM is greater than 0.01L, the cumulative fuel volume exceeding the threshold in this test is used as a storage unit, and an increment of 0.01L is added to the theoretical total fuel consumption FlCons_volFlTot_NVM. The stored FlCons_volFlTot_NVM is then used as the theoretical total fuel consumption for the current test period.

[0077] In some embodiments, after step 443, the method further includes: setting the cumulative fuel volume to zero and performing the step of determining the cumulative fuel quantity of the first fuel quantity within the scheduling period.

[0078] As an optional approach, to ensure the accuracy and continuity of vehicle fuel consumption monitoring, after completing the fuel quantity statistics for the current scheduling cycle, i.e., when the cumulative fuel volume is determined to be greater than the fuel quantity threshold, the cumulative fuel volume value stored in the system is immediately reset to zero. Subsequently, the data acquisition process is restarted to re-determine the cumulative fuel quantity of the first fuel quantity in the new scheduling cycle, and the cumulative fuel quantity for subsequent scheduling cycles is determined again until the vehicle's test in the testing cycle is completed.

[0079] Optionally, once it is determined that the cumulative fuel quantity FlCons_volFlSum_NVM is greater than 0.01L and has been accumulated and stored in FlCons_volFlTot_NVM, the electronic control unit will clear FlCons_volFlSum_NVM to avoid the same fuel volume being counted repeatedly. At the same time, the cumulative fuel quantity FlCons_mFlMSum in the synchronous scheduling is also cleared to ensure that a new first fuel quantity is re-accumulated from zero in the next synchronous scheduling.

[0080] Optionally, both FlCons_volFlSum_NVM and FlCons_volFlTot_NVM are stored in the non-volatile storage medium of the electronic control unit in the form of non-volatile storage quantity (NVM quantity). This ensures that the accumulated values ​​during normal power-on and power-off processes are not cleared. Furthermore, when the last accumulated FlCons_volFlSum_NVM of the current driving cycle is not greater than 0.01L, the accumulated value that has not reached the threshold can continue to participate in the accumulation at the beginning of the next driving cycle until it is greater than 0.01L before being accumulated and stored in FlCons_volFlTot_NVM.

[0081] For a detailed description of step 410, please refer to step 210, which will not be repeated here.

[0082] In this embodiment, high-frequency fuel injection events are cached in the synchronous schedule through a multi-level accumulation method, thereby achieving continuous accumulation of fuel volume throughout the entire test cycle of the vehicle and ensuring the accuracy of fuel consumption detection.

[0083] Please see Figure 6 , Figure 6 This is a flowchart illustrating the fourth fuel consumption detection method provided in this application embodiment. The following will focus on... Figure 6 The process shown is described in detail. The fuel consumption detection method may specifically include the following steps 510-550.

[0084] Step 510: Obtain the first fuel quantity for each engine injection of the vehicle.

[0085] Step 520: During the test cycle of the vehicle, the theoretical total fuel consumption of the vehicle is determined based on the first fuel quantity and the cumulative number of fuel injections of the vehicle; the cumulative number of fuel injections is determined by multiple driving cycles of the vehicle during the test cycle; the test cycle includes all driving cycles from the start of the test to the end of the test.

[0086] The specific steps of steps 510-520 can be found in steps 210-220, and will not be repeated here.

[0087] Step 530: Determine the fuel consumption deviation of the vehicle based on the theoretical total fuel consumption and the actual total fuel consumption of the vehicle during the test cycle.

[0088] As an alternative approach, since fuel consumption deviation can intuitively reflect the degree of deviation between the actual fuel consumption of a vehicle and the theoretical expectation, the fuel consumption deviation can be determined directly based on the calculated total theoretical fuel consumption and the total actual fuel consumption of the vehicle during the test period. This allows for functions such as vehicle performance evaluation, fault diagnosis, and fuel economy optimization based on the fuel consumption deviation.

[0089] Optionally, the fuel consumption deviation can be determined by calculating the difference between the actual total fuel consumption and the theoretical total fuel consumption. If the fuel consumption deviation is positive, it indicates that the actual fuel consumption of the vehicle exceeds the theoretical calculation value, which may be due to problems such as fuel system failure, poor driving habits, or excessive vehicle load. If the fuel consumption deviation is negative, it indicates that the actual fuel consumption of the vehicle is lower than the theoretical value, which may be due to factors such as the vehicle being in good operating condition, adopting energy-saving driving methods, or having ideal road conditions.

[0090] Alternatively, the actual total fuel consumption can be measured by an independent metering method under test conditions. For example, it can be calculated from the fuel consumption per 100 kilometers measured by a hub test system.

[0091] Step 540: If the fuel consumption deviation does not meet the preset conditions, obtain the correction coefficient and correct the first fuel quantity according to the correction coefficient.

[0092] As an optional approach, if the fuel consumption deviation does not meet the preset conditions, it can be determined that the theoretical total fuel consumption calculated by steps 510-530 differs significantly from the actual total fuel consumption during the test. Therefore, the algorithm can be optimized to ensure that the difference between the calculated theoretical total fuel consumption and the actual total fuel consumption meets the preset conditions. Optionally, the preset conditions can be a fuel consumption deviation within 5%, or deviations that meet the corresponding regulations of different regions.

[0093] Optionally, the correction factor can be determined based on the direction and magnitude of the current fuel consumption deviation. For example, when the theoretical total fuel consumption is greater than the actual total fuel consumption, the correction factor is less than 1, thereby reducing the initial fuel quantity; conversely, when the theoretical total fuel consumption is less than the actual total fuel consumption, the correction factor is greater than 1, thereby increasing the initial fuel quantity. Optionally, the corrected initial fuel quantity can be obtained by multiplying the correction factor by the original initial fuel quantity.

[0094] Optionally, a correction coefficient can be obtained by comparing historical data, real-time sensor feedback, or calculation using a preset algorithm model, and the first fuel quantity can be adjusted by multiplying the correction coefficient.

[0095] Step 550: Determine the total theoretical fuel consumption based on the corrected first fuel quantity until the fuel consumption deviation meets the preset condition.

[0096] As an alternative approach, after determining the corrected first fuel quantity, the theoretical total fuel consumption can be determined again based on the corrected first fuel quantity, the fuel consumption deviation can be recalculated, and it can be determined whether the preset conditions are met. If not, the steps of obtaining the correction coefficient, correcting the first fuel quantity, and calculating the theoretical total fuel consumption can be performed again until the fuel consumption deviation meets the preset conditions.

[0097] In this embodiment, by using a correction coefficient to perform closed-loop correction on the first fuel quantity when the fuel consumption deviation does not meet the preset conditions, the accuracy of fuel consumption calculation can be automatically converged during the testing process, reducing the workload of repeated manual calibration, ensuring that the deviation between the vehicle life cycle fuel consumption calculated by the software and the measured value always falls within the preset condition range, and guaranteeing the accuracy of vehicle fuel consumption detection.

[0098] Figure 7 This is a logical diagram illustrating the confirmation of cumulative fuel injection volume within the synchronous scheduling provided in an embodiment of this application, as shown below. Figure 7 As shown, under non-fuel-cut-off engine conditions, the amount of fuel entering the engine cylinder each time is the sum of the relative fuel amount injected by the injector and the relative fuel amount flushed by the carbon canister. To calculate actual fuel consumption, the actual fuel mass must be calculated. At this point, a relative fuel quantity conversion factor can be calculated from the theoretical air-fuel ratio, cylinder volume, and air density to the actual fuel mass. Multiplying the relative fuel quantity by this conversion factor yields the absolute fuel quantity entering the cylinder in a single injection. The cumulative absolute fuel quantity is then obtained by summing these single injection absolute fuel quantities based on the cumulative number of injections.

[0099] Figure 8 This is a logical diagram illustrating the calculation of fuel consumption provided in an embodiment of this application, such as... Figure 8As shown, the cumulative fuel injection quantity in the synchronous scheduling is taken every 100ms and accumulated based on the cumulative number of fuel injections to obtain the cumulative absolute fuel quantity. This is then divided by the fuel density to obtain the corresponding fuel volume, which represents the amount of fuel consumed by the vehicle within 100ms. The fuel volume is accumulated over 100ms. When the accumulated fuel volume is greater than 0.01, the vehicle's lifecycle fuel consumption is incremented by 0.01 and stored. Simultaneously, the accumulated fuel volume is reset to zero and re-accumulated within the synchronous scheduling.

[0100] pass Figure 7 and Figure 8 The method involves conducting multiple WLTC cycle tests on the vehicle in an actual wheel swivel. The determined fuel consumption per 100 kilometers deviates from the actual measured fuel consumption per 100 kilometers within ±3%, meeting the preset requirement of ±5%. If the fuel consumption deviation exceeds ±5% of the preset condition during actual vehicle testing, the cumulative fuel volume is adjusted by adjusting the relative fuel quantity conversion factor. As shown in the table below, the fuel consumption deviations determined by the above method all meet the preset conditions.

[0101] The above embodiments describe in detail the fuel consumption detection method provided by the embodiments of this application. In other embodiments, this application also provides a fuel consumption detection device. Figure 9 A block diagram of a fuel consumption detection device provided in an embodiment of this application, such as... Figure 9 As shown, the fuel consumption detection device 600 includes a first fuel quantity acquisition module 610 and a theoretical total fuel consumption determination module 620.

[0102] The first fuel quantity acquisition module 610 is used to acquire the first fuel quantity injected by the vehicle's engine each time; the theoretical total fuel consumption determination module 620 is used to determine the theoretical total fuel consumption of the vehicle based on the first fuel quantity and the cumulative number of fuel injections during the vehicle's test cycle; the cumulative number of fuel injections is determined by multiple driving cycles of the vehicle during the test cycle; the test cycle includes all driving cycles from the start of the test to the end of the test.

[0103] In some embodiments, the first fuel quantity acquisition module 610 includes: a relative fuel quantity acquisition submodule, configured to acquire the relative fuel quantity of the injector and the relative fuel quantity of the carbon canister flushing for each injection of fuel by the engine; determine the relative fuel quantity sum of the relative fuel quantity of the injector and the relative fuel quantity of the carbon canister flushing; and a first fuel quantity determination submodule, configured to acquire a conversion coefficient and determine the first fuel quantity based on the conversion coefficient and the relative fuel quantity sum.

[0104] In some embodiments, the first fuel quantity determination submodule includes: a first acquisition unit, configured to acquire the single-cylinder volume of the vehicle and the air-fuel ratio of the vehicle; and a conversion coefficient determination unit, configured to determine the conversion coefficient based on the single-cylinder volume and the air-fuel ratio.

[0105] In some embodiments, the theoretical total fuel consumption determination module 620 includes: a cumulative fuel quantity determination submodule, used to determine the cumulative fuel quantity of the first fuel quantity within a scheduling period; a first fuel volume determination submodule, used to determine the first fuel volume of the vehicle within the scheduling period based on the cumulative fuel quantity and the cumulative number of fuel injections; and a theoretical total fuel consumption determination submodule, used to determine the theoretical total fuel consumption based on the first fuel volume.

[0106] In some embodiments, the theoretical total fuel consumption determination submodule includes: a cumulative fuel volume determination unit, configured to determine the cumulative fuel volume of the vehicle in the test cycle based on a first fuel volume corresponding to each scheduling cycle; a first execution unit, configured to execute the step of determining the first fuel volume of the vehicle in the scheduling cycle based on the cumulative fuel volume and the cumulative number of fuel injections if the cumulative fuel volume is not greater than the fuel quantity threshold; and a theoretical total fuel consumption determination unit, configured to determine the theoretical total fuel consumption based on the cumulative fuel volume if the cumulative fuel volume is greater than the fuel quantity threshold.

[0107] In some embodiments, the theoretical total fuel consumption determination submodule further includes: a second execution unit, configured to set the cumulative fuel volume to zero and execute the step of determining the cumulative fuel quantity of the first fuel quantity within the scheduling period.

[0108] In some embodiments, the fuel consumption detection device 600 further includes: a fuel consumption deviation determination module, configured to determine the fuel consumption deviation of the vehicle based on the theoretical total fuel consumption and the actual total fuel consumption of the vehicle during the test cycle; a correction module, configured to obtain a correction coefficient and correct the first fuel quantity based on the correction coefficient if the fuel consumption deviation does not meet a preset condition; and a first determination module, configured to determine the theoretical total fuel consumption based on the corrected first fuel quantity until the fuel consumption deviation meets the preset condition.

[0109] According to one aspect of the embodiments of this application, a controller is also provided, such as Figure 10 As shown, the controller 700 also includes a processor 110 and one or more memories 710. The one or more memories 710 are used to store program instructions executed by the processor 110. When the processor 110 executes the program instructions, it implements the above-mentioned fuel consumption detection method.

[0110] Furthermore, the processor 110 may include one or more processing cores. The processor 110 runs or executes instructions, programs, code sets, or instruction sets stored in the memory 710, and retrieves data stored in the memory 710. Optionally, the processor 110 may be implemented using at least one hardware form selected from Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 110 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor and may be implemented using a separate communication chip.

[0111] According to one aspect of the embodiments of this application, a vehicle is also provided, such as Figure 11 As shown, the vehicle includes: a body 810, a sensor module 820, and a fuel consumption detection device 830; when the fuel consumption detection device 830 is executed, it implements the above-mentioned fuel consumption detection method.

[0112] According to one aspect of this application, a computer-readable storage medium is also provided, which may be included in the cloud server described in the above embodiments; or it may exist independently and not assembled into the cloud server. The aforementioned computer-readable storage medium carries computer-readable instructions that, when executed by a processor, implement the methods in any of the above embodiments.

[0113] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. Computer-readable storage media can be, for example, but not limited to: electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such transmitted data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0114] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0115] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0116] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A method for detecting fuel consumption, characterized in that, The method includes: Obtain the first fuel quantity for each injection of fuel into the vehicle's engine; During the test cycle of the vehicle, the theoretical total fuel consumption of the vehicle is determined based on the first fuel quantity and the cumulative number of fuel injections of the vehicle; the cumulative number of fuel injections is determined by multiple driving cycles of the vehicle during the test cycle.

2. The method according to claim 1, characterized in that, The step of obtaining the first fuel quantity for each injection of the vehicle's engine includes: Obtain the relative fuel quantity of the injector and the relative fuel quantity of the carbon canister flush for each fuel injection of the engine; determine the relative fuel quantity sum of the relative fuel quantity of the injector and the relative fuel quantity of the carbon canister flush; Obtain the conversion coefficient, and determine the first fuel quantity based on the conversion coefficient and the relative fuel quantity.

3. The method according to claim 2, characterized in that, The acquisition of conversion coefficients includes: Obtain the single-cylinder volume of the vehicle and the air-fuel ratio of the vehicle; The conversion coefficient is determined based on the single-cylinder volume and the air-fuel ratio.

4. The method according to claim 1, characterized in that, Determining the theoretical total fuel consumption of the vehicle based on the first fuel quantity and the vehicle's cumulative number of fuel injections includes: Determine the cumulative fuel quantity of the first fuel quantity within the scheduling cycle; The first fuel volume of the vehicle during the scheduling cycle is determined based on the cumulative fuel quantity and the cumulative number of fuel injections. The theoretical total fuel consumption is determined based on the first fuel volume.

5. The method according to claim 4, characterized in that, Determining the theoretical total fuel consumption based on the first fuel volume includes: The cumulative fuel volume of the vehicle in the test cycle is determined based on the first fuel volume corresponding to each scheduling cycle. If the cumulative fuel volume is not greater than the fuel quantity threshold, then the step of determining the first fuel volume of the vehicle in the scheduling cycle based on the cumulative fuel quantity and the cumulative number of fuel injections is performed. If the cumulative fuel volume is greater than the fuel quantity threshold, then the theoretical total fuel consumption is determined based on the cumulative fuel volume.

6. The method according to claim 5, characterized in that, After the cumulative fuel volume exceeds the fuel quantity threshold, the method further includes: Set the cumulative fuel volume to zero and execute the step of determining the cumulative fuel quantity of the first fuel quantity within the scheduling cycle.

7. The method according to any one of claims 1-6, characterized in that, After determining the theoretical total fuel consumption of the vehicle, the method further includes: The fuel consumption deviation of the vehicle is determined based on the theoretical total fuel consumption and the actual total fuel consumption of the vehicle during the test period. If the fuel consumption deviation does not meet the preset conditions, a correction coefficient is obtained, and the first fuel quantity is corrected according to the correction coefficient. The theoretical total fuel consumption is determined based on the corrected first fuel quantity until the fuel consumption deviation meets the preset condition.

8. A controller, characterized in that, The controller includes: processor; A memory storing computer-readable instructions, which, when executed by the processor, implement the fuel consumption detection method as described in any one of claims 1-7.

9. A fuel consumption detection system, characterized in that, The fuel consumption detection system includes a processor and a detection device, which, when executed, implements the fuel consumption detection method as described in any one of claims 1-7.

10. A vehicle, characterized in that, include: Vehicle body, sensor modules, and fuel consumption detection equipment; When the fuel consumption detection device is executed, it implements the fuel consumption detection method as described in any one of claims 1-7.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one computer program, which is loaded and executed by a processor to enable the computer to implement the fuel consumption detection method as described in any one of claims 1 to 7.

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