High-pressure oil tank refueling control method, device, program product, medium, and vehicle

Abstract

The application discloses a high-pressure oil tank refueling control method, device, program product, medium and vehicle, comprising: in response to a refueling request, opening an oil tank isolation valve to release pressure of the high-pressure oil tank; when the vehicle is stopped and in a parking gear, unlocking a fuel filler door, exiting a drivable state to enter a refueling state, and prohibiting starting an engine; when not engaged in a forward gear or a reverse gear, collecting physical states and / or refueling completion verification signals, judging whether refueling is completed based on the collected results, and if completed, locking the fuel filler door and closing the oil tank isolation valve; when engaged in the forward gear or the reverse gear, if a real-time vehicle speed is greater than a preset threshold and lasts for a preset time length, it is determined that refueling is completed, the fuel filler door is locked, and the oil tank isolation valve is closed. The application realizes timely locking and closing control after refueling is completed through a judgment mechanism combining physical states and verification signals, and a gear and vehicle speed judgment mechanism for a refueling towing scene, and takes into account refueling safety and vehicle convenience.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, and in particular relates to a high-pressure fuel tank refueling control method, device, program product, medium and vehicle. Background Technology

[0002] In plug-in hybrid electric vehicles (PHEVs), high-pressure fuel tanks have become standard equipment. Because the internal pressure of the high-pressure fuel tank is higher than atmospheric pressure, it is necessary to release the pressure through the fuel tank isolation valve (FTIV) before refueling. After the pressure is released, the filler cap should be unlocked, and the engine should not be started to prevent high-pressure fuel gas leakage and accidents caused by accidental vehicle movement.

[0003] Existing technologies primarily focus on recognizing the pressure relief conditions of the fuel tank isolation valve, such as allowing the filler cap to be opened after a specific liquid level condition is met. However, in real-world refueling scenarios, especially when there is a need to move the vehicle during refueling, existing technologies lack a comprehensive solution for correctly controlling the opening and closing of the fuel tank isolation valve and the locking logic of the filler cap based on vehicle status (such as gear changes and speed changes), and for accurately determining whether refueling is complete, thereby promptly lifting the engine start restriction. If the aforementioned control logic is missing or incomplete, it may lead to accidental engine start before refueling is complete, or prevent engine start even after refueling, resulting in a degraded user experience and posing certain safety hazards. Summary of the Invention

[0004] The embodiments of this application provide a high-pressure fuel tank refueling control method, device, program product, medium and vehicle, which can at least to some extent distinguish the refueling cap and fuel tank isolation valve switching requirements in various refueling scenarios, ensuring vehicle safety and convenience.

[0005] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0006] According to a first aspect of the embodiments of this application, a high-pressure fuel tank refueling control method is provided. The method includes: responding to a user's refueling request, controlling the opening of a fuel tank isolation valve to depressurize the high-pressure fuel tank; when the vehicle is detected to be stopped and in parking gear, unlocking the fuel filler cap of the high-pressure fuel tank, controlling the vehicle to exit the drivable state and enter the refueling state; prohibiting the engine from starting in the refueling state; when no vehicle gear is detected to be adjusted to drive or reverse in the refueling state, collecting the physical state of the high-pressure fuel tank and / or a refueling completion verification signal; determining whether refueling is complete based on the collected results; if refueling is determined to be complete, locking the fuel filler cap and controlling the fuel tank isolation valve to close; in the refueling state, if the vehicle gear is detected to be adjusted to drive or reverse, and the real-time vehicle speed is detected to be greater than a preset threshold for a duration greater than a preset time, then determining that refueling is complete, locking the fuel filler cap, and controlling the fuel tank isolation valve to close.

[0007] In some embodiments of this application, based on the aforementioned scheme, the physical state includes fuel level and fuel tank pressure; the step of determining whether refueling is complete based on the collected results includes: when the fuel level remains stable and the fuel tank pressure no longer changes, the refueling is determined to be complete.

[0008] In some embodiments of this application, based on the foregoing scheme, the refueling completion verification signal includes at least one of the following: a vehicle power-off restart signal, a driver confirmation reset signal, and a fuel filler cap contact closure signal; the step of determining whether refueling is complete based on the collected results includes: determining that refueling is complete when any one of the refueling completion verification signals is detected.

[0009] In some embodiments of this application, based on the aforementioned scheme, if it is detected that the vehicle gear is adjusted to forward or reverse gear during the refueling state, and the conditions that the real-time vehicle speed is greater than a preset threshold and the duration is greater than a preset duration are not met, then the refueling state is maintained and the engine is continuously prohibited from starting.

[0010] In some embodiments of this application, based on the aforementioned scheme, if it is determined that refueling is not complete based on the collected data and the vehicle gear is not detected to be adjusted to forward or reverse gear, the refueling state is maintained and the engine is continuously prohibited from starting.

[0011] In some embodiments of this application, based on the aforementioned scheme, after determining that refueling is complete, locking the refueling cap, and controlling the fuel tank isolation valve to close, the restriction on starting the engine is lifted.

[0012] According to a second aspect of the embodiments of this application, a high-pressure fuel tank refueling control device is provided. The device includes: a fuel tank pressure relief unit, used to control the opening of a fuel tank isolation valve in response to a user's refueling request, thereby relieving pressure on the high-pressure fuel tank; a first control unit, used to unlock the fuel filler cap of the high-pressure fuel tank when the vehicle is detected to be stopped and in the parking gear, controlling the vehicle to exit the drivable state and enter the refueling state; in the refueling state, the engine is prohibited from starting; a second control unit, used to collect the physical state of the high-pressure fuel tank and / or a refueling completion verification signal when the vehicle gear is not detected to be adjusted to drive or reverse in the refueling state; based on the collection results, determine whether refueling is completed; if refueling is determined to be completed, lock the fuel filler cap and control the fuel tank isolation valve to close; a third control unit, used to determine that refueling is completed, lock the fuel filler cap, and control the fuel tank isolation valve to close when the vehicle gear is detected to be adjusted to drive or reverse in the refueling state, and the real-time vehicle speed is detected to be greater than a preset threshold and the duration is greater than a preset time.

[0013] According to a third aspect of the present application, a computer program product is provided, the computer program product including computer instructions stored in a computer-readable storage medium and adapted to be read and executed by a processor to cause a computer device having the processor to perform the method as described in any of the embodiments of the first aspect above.

[0014] According to a fourth aspect of the present application, a computer-readable storage medium is provided, wherein at least one computer program instruction is stored therein, the at least one computer program instruction being loaded and executed by a processor to perform the operation as described in any of the embodiments of the first aspect above.

[0015] According to a fifth aspect of the present application, a vehicle is provided, the vehicle including one or more processors and one or more memories, the one or more memories storing at least one computer program instruction, the at least one computer program instruction being loaded and executed by the one or more processors to implement the method described in any of the embodiments of the first aspect above.

[0016] Based on the technical solution proposed in this application, the physical state of the high-pressure fuel tank and / or a refueling completion verification signal can be collected during refueling. The completion status of refueling is determined based on the collected results. If refueling is completed, the refueling cap is locked, and the fuel tank isolation valve is closed. Conversely, if during refueling, the vehicle gear is detected to be shifted to forward or reverse, and the real-time vehicle speed exceeds a preset threshold for a duration exceeding a preset time, refueling is also determined to be complete, the refueling cap is locked, and the fuel tank isolation valve is closed. In this way, not only can the physical state of the high-pressure fuel tank or the refueling completion verification signal be used to determine whether refueling is complete, but the gear and vehicle speed can also be used to determine whether refueling is complete during refueling and vehicle relocation. This allows for timely control of the fuel tank isolation valve and the locking of the refueling cap, achieving a safe closed-loop control of the entire high-pressure fuel tank refueling process, ensuring vehicle safety and convenience.

[0017] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0018] 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. In the drawings: Figure 1 A flowchart of the high-pressure oil tank refueling control method in an embodiment of this application is shown; Figure 2 A detailed flowchart of the high-pressure oil tank refueling control method in an embodiment of this application is shown; Figure 3 A block diagram of the high-pressure oil tank refueling control device in an embodiment of this application is shown; Figure 4 A schematic diagram of the vehicle structure in an embodiment of this application is shown. Detailed Implementation

[0019] 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, and 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.

[0020] 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, components, 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.

[0021] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0022] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0023] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "multiple" means two or more.

[0024] To enable those skilled in the art to better understand this application, the application scenarios involved in this application will be briefly described first.

[0025] As is well known, existing technical solutions mainly focus on identifying the pressure relief conditions of the fuel tank isolation valve, such as allowing the filler cap to be opened after a specific liquid level condition is met. However, existing solutions have the following shortcomings in actual refueling scenarios: Firstly, there is a lack of a response mechanism for changes in vehicle status during refueling. If a user needs to move the vehicle temporarily during refueling (such as adjusting the refueling level or making way), and the vehicle is engaged in drive or reverse, current technology cannot accurately determine whether refueling is actually complete based on vehicle status parameters such as speed. This results in either mistakenly allowing the engine to start and drive the vehicle before refueling is complete, posing a safety hazard of high-pressure oil and gas leakage; or continuing to prohibit engine starting even after refueling is actually completed, affecting the user's normal driving experience.

[0026] Secondly, there is a lack of complete logic for determining refueling completion. Existing technology relies solely on the pressure relief condition of the fuel tank isolation valve as the basis for refueling control, without fully considering multiple dimensions of physical states and verification signals, such as whether the fuel level is stable, whether the fuel tank pressure changes, whether the vehicle has been powered off and restarted, whether the driver has manually confirmed, and whether the fuel filler cap contacts are closed. This results in a single criterion for determining refueling completion, insufficient recognition accuracy and reliability, and a tendency for misjudgments or omissions.

[0027] Third, there is a lack of a state transition control strategy after refueling is completed. Existing technology does not clearly define how to promptly lock the filler cap, close the fuel tank isolation valve, and remove the engine start restriction after determining that refueling is complete. This results in a delayed or unclear state transition after refueling, affecting the safety of vehicle control and user experience.

[0028] In this context, this application proposes a high-pressure fuel tank refueling control method that differentiates the requirements for the refueling cap and fuel tank isolation valve switching in various refueling scenarios, ensuring vehicle safety and convenience.

[0029] Reference Figure 1 The diagram shows a flowchart of a high-pressure oil tank refueling control method according to an embodiment of this application. This high-pressure oil tank refueling control method can be executed by a device with computing processing capabilities.

[0030] It should be noted that, in the vehicle, the device with computing processing capabilities can be a Vehicle Control Unit (VCU), an Engine Control Unit (ECU), or an onboard central computing platform integrating the functions of the aforementioned controllers. This device communicates with components such as the fuel tank isolation valve, fuel filler cap actuator, gear position sensor, vehicle speed sensor, fuel level sensor, and fuel tank pressure sensor via a vehicle bus (such as a Controller Area Network (CAN), Local Area Network (LIN), or onboard Ethernet) to obtain the required status parameters and output corresponding control commands. The device can be deployed independently in the vehicle or work collaboratively with the cloud, executing the method of this application by receiving refueling control strategy parameters from the cloud.

[0031] Reference Figure 1 As shown, the high-pressure oil tank filling control method includes at least steps S101 to S109, which are described in detail below: S101: In response to the user's refueling request, control the opening of the fuel tank isolation valve to release pressure from the high-pressure fuel tank.

[0032] Specifically, when a user intends to refuel the vehicle, a refueling request is received. This refueling request can be triggered by the user in the following ways: pressing the physical refueling button located in the vehicle's cockpit, operating the virtual refueling button on the in-vehicle central control screen, remotely sending a refueling command via a mobile application, or inputting a refueling voice command through the in-vehicle voice interaction system. Upon receiving any of the above forms of refueling request, the validity of the refueling request is first verified. The verification includes, but is not limited to: whether the vehicle is currently stationary, whether the current pressure value of the high-pressure fuel tank is higher than atmospheric pressure, and whether the fuel tank isolation valve is currently in the closed state. When the verification passes, an opening command is sent to the fuel tank isolation valve, driving the fuel tank isolation valve to switch from the closed state to the open state. After the fuel tank isolation valve opens, the air passage between the high-pressure fuel tank and the carbon canister is connected. The high-pressure fuel gas in the fuel tank flows to the carbon canister through the fuel tank isolation valve and is absorbed by the carbon canister. The pressure in the high-pressure fuel tank gradually decreases until it drops below the safety threshold, thus completing the pressure relief process and preparing for the subsequent safe opening of the fuel filler cap. In addition, if any abnormality is detected during the depressurization process, such as the fuel tank isolation valve being stuck and unable to open, the fuel tank pressure dropping rate being abnormal, or the carbon canister becoming saturated, the refueling process will be terminated and a corresponding fault message will be sent to the user.

[0033] The user can be a driver, a passenger, or other person with operating authority; this application embodiment does not impose any restrictions on this.

[0034] S102: Determine if the vehicle is stopped and if the vehicle is in park. If yes, proceed to step S103.

[0035] In step S102, before unlocking the fuel filler cap, the current safety status of the vehicle is first checked, that is, whether the vehicle is in a stopped state and whether the gear is in the parking gear (P gear).

[0036] Specifically, a vehicle speed sensor can acquire real-time vehicle speed signals. When the vehicle speed sensor detects a real-time vehicle speed of 0 km / h for a certain period of time, it is determined that the vehicle is in a completely stopped state. At the same time, a gear position sensor acquires the current gear position signal and compares it with a preset parking gear position signal to confirm whether the vehicle is in the parking gear.

[0037] Before you start refueling, such as Figure 2 As shown, the vehicle is in a drivable state (i.e., Figure 2In state 200, starting the engine is permitted. The drivable state (also known as the ready state) refers to a state where the drive system is in standby mode, starting the engine is permitted, the high-voltage circuit remains connected, and the vehicle can move in response to the driver's accelerator pedal operation. After depressurization is completed in step S101, step S102 is executed to determine whether the vehicle is stopped and whether the gear is in parking gear. The safety check is considered passed only if the vehicle is stopped and the gear is in parking gear, allowing the vehicle to exit the drivable state and enter the refueling state (i.e., step S103 is executed). If the above conditions are not met, the safety check is considered failed, refueling is prohibited, the filler cap remains locked, and the system returns to state 200 (i.e., maintaining the drivable state and allowing engine starting). Simultaneously, a prompt message (e.g., "Please stop the vehicle and engage P gear before attempting refueling") can be sent to the user via the instrument panel or central control screen until the safety check is passed, at which point step S102 is re-executed. By employing dual condition verification, the system effectively prevents the fuel filler cap from being accidentally opened while the vehicle is in motion or not fully stationary, thus avoiding safety accidents caused by unexpected vehicle movement. Those skilled in the art will understand that the aforementioned "continuous for a certain duration" condition detection is designed to avoid misjudgments caused by instantaneous fluctuations in the vehicle speed signal, further enhancing the system's anti-interference capabilities.

[0038] Furthermore, when the refueling state is triggered, the system will switch from state 200 to the refueling state. The conditions for switching between state 200 and the refueling state will be described in detail in step S103, and will not be repeated here.

[0039] S103: Unlock the filler cap of the high-pressure fuel tank, control the vehicle to exit the drivable state and enter the refueling state.

[0040] S104: Do not start the engine.

[0041] As described above, when the vehicle is detected to be stopped and in park, the filler cap of the high-pressure fuel tank is unlocked, controlling the vehicle to exit the drivable state and enter the refueling state. Furthermore, starting the engine is prohibited during the refueling state. Specifically, after determining that depressurization is complete and confirming that the vehicle is stopped and in park, the refueling state switching operation is performed. This operation includes both unlocking the filler cap and switching the vehicle's state.

[0042] For unlocking the fuel filler cap, an unlocking command is sent to the fuel filler cap actuator (e.g., the fuel filler cap locking motor). The actuator responds to this command by releasing the lock on the fuel filler cap, allowing it to be manually opened by the user or automatically opened by an electric mechanism. Optionally, after successfully unlocking the fuel filler cap, a message stating "Fuel filler cap unlocked, please start refueling" is displayed to the user via the instrument panel, central control screen, or voice prompt. If unlocking fails (e.g., due to a stuck locking motor or abnormal feedback from the position sensor), a fault message is generated, and the refueling process is terminated.

[0043] Regarding vehicle status switching, after determining that the vehicle has stopped and is in park, the vehicle is switched from a drivable state to a refueling state. It should be noted that in refueling state, the engine is prohibited from starting, but the high-voltage circuit remains connected, and the drive system can still respond to accelerator pedal input, allowing the vehicle to be moved short distances using electrical power. In other words, refueling state does not mean the vehicle is completely immobile; only engine starting is restricted. Because engine starting is prohibited, the safety risks associated with unexpected engine operation in the high-pressure fuel tank are avoided, thus ensuring safety during refueling. Furthermore, since the vehicle's high-voltage circuit and drive system are not restricted, if the user needs to temporarily move the vehicle during refueling, they can directly engage a gear and drive without first exiting refueling state.

[0044] By switching states as described above and prohibiting engine starting, it is ensured that even if the driver accidentally operates the accelerator pedal or touches the start button during refueling, the vehicle will not start the engine unexpectedly, thus ensuring the safety of personnel and vehicles at the refueling site.

[0045] It should be noted that the execution order of the fuel filler cap unlocking and the vehicle state switching is not strictly limited in this application embodiment. In some possible implementations, the vehicle can be de-driving before unlocking the fuel filler cap; in other possible implementations, the fuel filler cap can be unlocked before de-driving; and in still other implementations, the two can be executed simultaneously. Preferably, to improve safety, the vehicle can be de-driving and the state switching can be confirmed before unlocking the fuel filler cap, thereby avoiding the safety risk caused by the vehicle state not being switched completely at the moment of unlocking the fuel filler cap.

[0046] In addition, after entering the refueling state, the vehicle's gear status and speed status are continuously monitored to provide real-time data support for subsequent steps to determine whether refueling is complete based on changes in vehicle status (such as shifting gears, speed exceeding thresholds, etc.).

[0047] S105: Determine whether the vehicle gear has been adjusted to drive or reverse. If yes, proceed to step S108; if no, proceed to step S106.

[0048] Specifically, after the vehicle enters the refueling state, the vehicle's gear status is continuously monitored to determine whether the vehicle's gear has been changed from parking gear (P gear) to drive gear (D gear) or reverse gear (R gear).

[0049] If the vehicle gear is detected to be shifted to drive or reverse, step S108 (refueling completion determination process based on vehicle speed in a refueling and relocation scenario) is executed; if the vehicle gear is not detected to be shifted to drive or reverse (i.e., the vehicle remains in park or neutral), step S106 (refueling completion determination process based on physical state and / or refueling completion verification signal) is executed. Thus, step S105 constitutes a routing node for two parallel determination branches, allowing subsequent processes to adaptively switch to the corresponding refueling completion determination logic based on the gear status. S106: Collect the physical status of the high-pressure oil tank and / or the filling completion verification signal.

[0050] Specifically, in step S105, if it is determined that the vehicle gear has not been adjusted to forward or reverse, the conventional refueling completion determination process is executed, and the physical state of the high-pressure fuel tank and / or the refueling completion verification signal are collected as the basis for subsequent determination of whether refueling is complete.

[0051] Specifically, physical states can be acquired through sensors installed inside the high-pressure fuel tank or in related pipelines. These physical states include, but are not limited to, fuel level and tank pressure. For fuel level acquisition, a fuel level sensor obtains the fuel level signal within the high-pressure fuel tank in real time. The fuel level sensor can be a float-type, capacitive, or ultrasonic level sensor; this application does not limit the specific type of sensor. For tank pressure acquisition, a tank pressure sensor obtains the pressure signal within the high-pressure fuel tank in real time to monitor changes in internal tank pressure.

[0052] Simultaneously, a refueling completion verification signal is also collected. This signal confirms that the user has completed the refueling operation and includes, but is not limited to, at least one of the following: a vehicle power-off restart signal, a driver confirmation reset signal, and a fuel filler cap contact closure signal. The vehicle power-off restart signal is generated when the vehicle is powered off and then back on during or after refueling; this signal typically indicates that the user has completed refueling and is ready to resume normal vehicle use. The driver confirmation reset signal is generated when the driver confirms that refueling is complete by operating the reset button in the cockpit, the confirmation control on the central control screen, or the voice interaction system. The fuel filler cap contact closure signal is generated when the contact switch located at the fuel filler cap locking mechanism is triggered and closed after the fuel filler cap is closed and locked.

[0053] It should be noted that the acquisition methods for "physical status and / or refueling completion verification signal" in this step have multiple possible combinations, including: acquiring only the physical status, acquiring only the refueling completion verification signal, or acquiring both the physical status and the refueling completion verification signal simultaneously. The acquisition method can be flexibly selected based on vehicle configuration and actual application scenario. When acquiring both the physical status and the refueling completion verification signal simultaneously, the subsequent step S107 can combine both to determine whether refueling is complete, improving the accuracy and reliability of the judgment result.

[0054] Optionally, physical status and / or refueling completion verification signals can be periodically collected according to a preset collection period (e.g., 100ms, 200ms or 500ms) to monitor status changes during the refueling process in real time.

[0055] S107: Determine whether refueling is complete based on the collected results. If yes, proceed to step S109.

[0056] Specifically, based on the physical state and / or refueling completion verification signal collected in step S106, the refueling completion status is determined according to at least one of the following two determination paths. If the refueling completion status is determined based on the collection results, step S109 is executed; if the refueling completion status is determined based on the collection results, the refueling status is maintained, the engine is continuously prohibited from starting, and the process returns to step S104.

[0057] Decision Path 1: Decision based on physical state.

[0058] Given the acquired physical conditions, refueling completion is determined based on fuel level and / or tank pressure. It's important to note that this determination can be based solely on fuel level stability, fuel tank pressure changes, or a combination of both. In a comprehensive assessment, refueling is considered complete when the fuel level remains stable and the tank pressure remains unchanged. For example, if the fuel level change is less than a preset threshold (e.g., 2%) and the tank pressure remains unchanged within a preset time range, refueling is considered complete. This improves accuracy and robustness, avoiding misjudgments caused by single signal fluctuations or sensor drift.

[0059] Decision Path Two: Decision based on the verification signal after refueling is completed.

[0060] When a refueling completion verification signal is acquired, it is checked whether any one of the refueling completion verification signals has been triggered. Specifically, the triggering status of at least one of the following signals is continuously monitored: vehicle power-down restart signal, driver confirmation reset signal, and fuel filler cap contact closure signal. When any one of the above refueling completion verification signals is detected to be triggered, refueling is determined to be complete. The three verification signals are related by "OR", meaning that as long as any one of them is triggered, it can be used as the basis for determining refueling completion, without waiting for all signals to be triggered simultaneously.

[0061] If both the physical status and refueling completion verification signals are collected in step S106, then refueling is considered complete when either of the two determination paths is determined to be complete. In other words, the determination based on physical status and the determination based on the refueling completion verification signal are "OR" relationships—such as... Figure 2 As shown, when executing step S201: determining that the fuel level is stable and the fuel tank pressure no longer changes, refueling is determined to be complete; or when executing step S202: detecting any one of the following refueling completion verification signals: vehicle power-down restart signal, driver confirmation reset signal, or fuel filler cap contact closure signal, refueling is determined to be complete. Either step S201 or S202 is sufficient to determine refueling completion, and step S109 is executed to lock the fuel filler cap and close the fuel tank isolation valve. The two determination conditions are related by an "OR" logic; either path being satisfied triggers refueling completion, and both do not need to be satisfied simultaneously.

[0062] Specifically, if neither step S201 nor step S202 is satisfied, i.e. the fuel level is not stable or the fuel tank pressure is still changing, and no refueling completion verification signal is detected, then it is determined that refueling is not completed, and step S104 is executed (i.e., the refueling state is maintained and the engine is continuously prohibited from starting).

[0063] Therefore, through multi-dimensional judgment logic, it can not only cover the automatic refueling completion recognition scenario without user interaction, but also avoid automatically recognizing refueling completion when the refueling cap is not properly locked due to abnormal contact signal of the refueling cap. It can also cover the interactive scenario where the user actively confirms, adapting to the diverse judgment needs under different refueling scenarios.

[0064] S108: Determine whether the real-time vehicle speed is greater than a preset threshold and whether the duration is greater than a preset duration. If yes, proceed to step S109.

[0065] Specifically, in step S105, if it is determined that the vehicle gear has been adjusted to forward or reverse, the refueling completion determination process in the refueling and moving scenario is executed (equivalent to the moving sub-process in the refueling state), and the refueling completion is determined based on the real-time vehicle speed and its duration.

[0066] Vehicle speed signals can be acquired in real time using a vehicle speed sensor. The vehicle speed sensor can be a wheel speed sensor, a transmission output shaft speed sensor, or a vehicle speed calculation module based on Global Positioning System (GPS) signals. This application embodiment does not limit the specific type of vehicle speed sensor. Real-time vehicle speed values ​​can be continuously collected according to a preset sampling period (e.g., 10ms, 20ms, or 50ms), and the collected real-time vehicle speed values ​​are compared with a preset threshold.

[0067] The preset threshold is a pre-calibrated vehicle speed determination value used to distinguish whether a vehicle is stationary or in a state of slight creep, or in a state of actual movement. This preset threshold can be calibrated according to vehicle type, usage scenario, and safety requirements; for example, it can be set to 3 km / h, 5 km / h, or 10 km / h. When the real-time vehicle speed exceeds this preset threshold, it indicates that the vehicle has begun to move substantially, rather than experiencing slight speed fluctuations due to road slope or sensor drift.

[0068] The preset duration is a pre-calibrated time threshold used to confirm whether the real-time vehicle speed exceeding the preset threshold remains stable, thus avoiding false judgments triggered by instantaneous fluctuations or brief disturbances in the vehicle speed signal. This preset duration can be calibrated according to control response speed and anti-interference requirements, for example, it can be set to 10 seconds, 20 seconds, or 30 seconds. The condition is only met when the real-time vehicle speed exceeds the preset threshold for the specified duration; otherwise, the refueling completion judgment is not triggered.

[0069] Upon detecting that the gear has been shifted to drive or reverse, a timer is immediately started, and the vehicle speed signal is continuously monitored. If the real-time vehicle speed exceeds a preset threshold for a duration exceeding a preset time, refueling is considered complete, and step S109 (locking the refueling cap and closing the fuel tank isolation valve) is executed. At this point, when the user actively engages drive or reverse while refueling, and the real-time vehicle speed remains above the preset threshold for a preset time, it indicates that the user has completed the refueling operation and intends to drive away. There is no need to rely on physical states or verification signals for judgment; refueling is directly determined to be complete, and subsequent locking and closing controls are executed. This eliminates the risk of fuel leakage when driving with the cap open, thus balancing the safety of the refueling process with the convenience of the user driving away.

[0070] If, after detecting that the gear has been adjusted to forward or reverse, the real-time vehicle speed does not exceed a preset threshold, or although it exceeds the preset threshold but the duration does not reach the preset time, the refueling completion determination will not be triggered. This can be considered as a momentary disturbance, user misoperation, or a short-distance vehicle relocation adjustment in pure electric mode before refueling is complete. Figure 2 As shown, the process will return to step S104, which involves maintaining the refueling status and prohibiting engine starting, while continuously monitoring vehicle speed changes until the above conditions are met or the refueling process is terminated.

[0071] Optionally, during the monitoring of vehicle speed, if the gear is detected to have shifted from forward or reverse to parking or neutral, the current timing is stopped and the timer is reset, and step S106 is executed to accommodate scenarios where the user cancels their intention to move the vehicle.

[0072] S109: Refueling complete. Lock the filler cap and close the fuel tank isolation valve.

[0073] Specifically, when refueling is determined to be complete in step S107 based on physical status and / or a refueling completion verification signal, or in step S108 based on vehicle speed conditions, a state switching operation is performed after refueling is completed. This operation includes two aspects: locking the filler cap and closing the fuel tank isolation valve.

[0074] Regarding the locking of the fuel filler cap, a locking command is sent to the fuel filler cap actuator (e.g., the fuel filler cap locking motor), and the actuator locks the fuel filler cap in response to the locking command. The locking command can be a continuous power supply driving the motor to rotate to the locked position and hold it, or it can be a certain pulse signal; this embodiment does not limit this. After sending the locking command, a feedback signal of the fuel filler cap's locking status is obtained through a contact switch or position sensor located at the fuel filler cap locking mechanism. When a feedback signal indicating that the fuel filler cap is locked in place is received (e.g., the contact is closed or the position sensor provides a locking position signal), it is confirmed that the fuel filler cap has been successfully locked. If no locking status feedback signal is received within a preset time or a locking failure signal is received, the fuel filler cap locking is determined to be abnormal, a locking fault prompt is generated, and an alarm message (e.g., "Fuel filler cap locking failed, please check manually") is issued to the user through the instrument panel, central control screen, or in-vehicle voice system, and the refueling status continues until the locking is successful or manual intervention is required to release it.

[0075] Regarding the control of the fuel tank isolation valve's closure, a closure command is sent to the valve, switching it from the open to the closed state. After the valve closes, the air passage between the high-pressure fuel tank and the carbon canister is cut off, restoring the high-pressure fuel tank to a sealed state, preparing the vehicle for normal operation. Following the closure command, feedback signals regarding the valve position status of the isolation valve are also acquired (e.g., a closed position signal from a valve position sensor or an on / off signal from a valve switch). When a feedback signal confirming the isolation valve is fully closed is received, successful closure is confirmed. If no fully closed feedback signal is received within a preset time, the valve closure is deemed abnormal, a closure fault message is generated, and an alarm is sent to the user.

[0076] It should be noted that the execution order of the two actions—locking the fuel filler cap and closing the fuel tank isolation valve—is not strictly limited in this application embodiment. In some possible implementations, the fuel filler cap can be locked first, followed by closing the fuel tank isolation valve; in other possible implementations, the fuel tank isolation valve can be closed first, followed by locking the fuel filler cap; and in still other implementations, the two actions can be executed simultaneously. Preferably, to improve control efficiency, the locking command and the closing command can be sent simultaneously, allowing the two actions to be executed in parallel.

[0077] like Figure 2 As shown, after determining that refueling is complete and successfully locking the refueling cap and closing the fuel tank isolation valve, the engine start restriction is lifted, and the vehicle returns to state 200, meaning the vehicle has exited the refueling state and returned to a drivable state, allowing the engine to be started in response to the user's normal driving operations. Optionally, after completing the above operations, a refueling completion prompt (e.g., "Refueling complete, cap locked, drivable") is also issued to the user via the instrument panel, central control screen, or in-vehicle voice system.

[0078] If a malfunction occurs during the locking of the fuel filler cap or the closing of the fuel tank isolation valve, resulting in operational failure, the vehicle will remain in the refueling state and the engine must not be started until the malfunction is resolved and the locking and closing operations are successfully completed, in order to ensure vehicle safety.

[0079] The technical solutions provided in this application mainly cover the control logic in the following four refueling scenarios: 1. Refueling scene Upon detecting a user-triggered refueling request, the refueling preparation process begins. Specifically, first, the fuel tank isolation valve is opened to depressurize the high-pressure fuel tank, reducing the internal pressure to a safe range. Simultaneously, the vehicle's current gear is checked to ensure it is in Park (P) and that the vehicle is completely stationary. After depressurization is complete and parking conditions are met, the vehicle is de-driven and enters refueling mode. The high-pressure fuel tank filler cap is unlocked, and engine starting is prohibited. At this point, the vehicle is in a ready-to-refuel state.

[0080] 2. Scene of refueling Throughout the entire process from when the fuel filler cap is unlocked until the refueling is completed, the vehicle is in refueling mode. During this mode, the fuel tank isolation valve remains open to maintain airflow between the high-pressure fuel tank and the carbon canister, preventing excessive pressure inside the fuel tank. Simultaneously, engine starting is strictly prohibited to prevent the risk of high-pressure fuel vapor leakage caused by accidental engine start-up. Throughout this process, the vehicle's gear position and speed are continuously monitored to provide data support for subsequent branch determinations.

[0081] 3. Refueling and moving car scenario During refueling, if the user needs to temporarily move the vehicle (e.g., adjust the refueling level, give way, etc.), the system detects the intention to move by identifying whether the gear has been shifted to drive (D) or reverse (R). Once a drive or reverse gear is detected, the system acquires the real-time vehicle speed and determines whether the speed exceeds a preset threshold and the duration exceeds a preset time. During the relocation process, the fuel tank isolation valve remains open, and the engine is prohibited from starting, allowing the vehicle to move a short distance in pure electric drive mode. When the speed conditions are met, refueling is automatically completed, and the refueling process ends.

[0082] 4. Refueling completed scene If the user does not need to move the vehicle temporarily, meaning the vehicle gear is not shifted to drive or reverse, the refueling completion status can be identified using at least one of the following two methods: First, by monitoring the physical state of the high-pressure fuel tank. Refueling is considered complete when the fuel level remains stable (e.g., the level change is less than a preset threshold) and the tank pressure no longer changes. Second, by collecting a refueling completion verification signal. Refueling is considered complete when any of the following are detected: a vehicle power-off restart signal, a confirmation reset signal from the driver via the reset button or central control screen, or a contact closure signal generated by the contact switch at the fuel filler cap locking mechanism due to the cap closing. After refueling is confirmed complete, the fuel filler cap is locked and the fuel tank isolation valve is closed, restoring the high-pressure fuel tank to a sealed state. The engine start restriction is then lifted, and the vehicle resumes normal driving.

[0083] The four scenarios described above cover the control sequence of "depressurizing before unlocking and locking before closing the valve," realizing a safe unlocking and locking control strategy for the high-pressure fuel tank filler cap and the fuel tank isolation valve. The engine is always prohibited from starting during refueling, effectively ensuring the driver's personal safety during refueling and vehicle relocation. Simultaneously, the fuel tank isolation valve remains open in the vehicle relocation scenario, allowing for seamless refueling without the need for re-depressurization after relocation, fully guaranteeing battery life when the battery is low. Furthermore, adaptive switching between regular refueling completion determination and refueling completion determination in the vehicle relocation scenario is achieved through gear selection, balancing safety with ease of use.

[0084] The following describes an embodiment of the apparatus described in this application, which can be used to execute the high-pressure oil tank filling control method described in the above embodiments of this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the high-pressure oil tank filling control method described above in this application.

[0085] See Figure 3 The diagram shows a block diagram of the high-pressure oil tank refueling control device in an embodiment of this application.

[0086] like Figure 3As shown in the embodiment of this application, the high-pressure oil tank filling control device 300 includes: an oil tank pressure relief unit 301, a first control unit 302, a second control unit 303, and a third control unit 304.

[0087] The fuel tank pressure relief unit 301 is used to respond to a user's refueling request by controlling the fuel tank isolation valve to open and relieve pressure on the high-pressure fuel tank. The first control unit 302 is used to unlock the fuel filler cap of the high-pressure fuel tank when the vehicle is detected to be stopped and in the parking gear, control the vehicle to exit the drivable state and enter the refueling state, and prohibit the engine from starting in the refueling state. The second control unit 303 is used to collect the physical state of the high-pressure fuel tank and / or the refueling completion verification signal when the vehicle gear is not detected to be adjusted to drive or reverse in the refueling state; based on the collection results, it is determined whether the refueling is completed. If the refueling is determined to be completed, the fuel filler cap is locked and the fuel tank isolation valve is controlled to close. The third control unit 304 is used to determine that the refueling is completed, lock the fuel filler cap, and control the fuel tank isolation valve to close when the vehicle gear is detected to be adjusted to drive or reverse in the refueling state, and the real-time vehicle speed is detected to be greater than a preset threshold and the duration is greater than a preset time.

[0088] Based on the same inventive concept, embodiments of this application also provide a computer program product, the computer program product including computer instructions stored in a computer-readable storage medium and adapted to be read and executed by a processor to cause a computer device having the processor to perform the method described above.

[0089] Based on the same inventive concept, embodiments of this application provide a computer-readable storage medium storing at least one computer program instruction, which is loaded and executed by a processor to perform the operation as described above.

[0090] Based on the same inventive concept, this application also provides a vehicle, see reference. Figure 4 The diagram shows a structural schematic of a vehicle according to an embodiment of this application. The vehicle includes one or more memories 1004, one or more processors 1002, and at least one computer program (computer program instruction) stored in the memory 1004 and executable on the processor 1002. When the processor 1002 executes the computer program, it implements the method described above.

[0091] Among them, Figure 4In this document, a bus architecture (represented by bus 1000) is used. Bus 1000 may include any number of interconnected buses and bridges, linking various circuits including one or more processors represented by processor 1002 and memory represented by memory 1004. Bus 1000 may also link various other circuits such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. Bus interface 1005 provides an interface between bus 1000 and receiver 1001 and transmitter 1003. Receiver 1001 and transmitter 1003 may be the same element, i.e., a transceiver, providing a unit for communicating with various other devices over a transmission medium. Processor 1002 is responsible for managing bus 1000 and general processing, while memory 1004 may be used to store data used by processor 1002 during operation.

[0092] The functions described herein may be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions may be stored as one or more instructions or codes on or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of this application and the appended claims. For example, due to the nature of software, the functions described above may be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit.

[0093] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0094] The units described as separate components may or may not be physically separate. Similarly, the components of the control device may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0095] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing computer program instructions, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0096] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A method for controlling the filling of a high-pressure oil tank, characterized in that, The method includes: In response to a user's refueling request, the fuel tank isolation valve is opened to release pressure from the high-pressure fuel tank; When the vehicle is detected to be stopped and in the parking gear, the filler cap of the high-pressure fuel tank is unlocked, and the vehicle is controlled to exit the driving state and enter the refueling state; in the refueling state, the engine is prohibited from being started. In the refueling state, if no vehicle gear is detected to be adjusted to forward or reverse, the physical state of the high-pressure fuel tank and / or the refueling completion verification signal are collected; based on the collected results, it is determined whether refueling is complete. If refueling is determined to be complete, the refueling cap is locked and the fuel tank isolation valve is controlled to close. During the refueling process, if it is detected that the vehicle gear has been adjusted to forward or reverse, and the real-time vehicle speed is greater than a preset threshold for a duration greater than a preset time, then refueling is determined to be complete, the refueling cap is locked, and the fuel tank isolation valve is closed.

2. The method according to claim 1, characterized in that, The physical states include fuel level and fuel tank pressure; the determination of whether refueling is complete based on the collected results includes: Refueling is considered complete when the fuel level remains stable and the tank pressure no longer changes.

3. The method according to claim 1, characterized in that, The refueling completion verification signal includes at least one of the following: a vehicle power-off restart signal, a driver confirmation reset signal, and a refueling cap contact closure signal; the determination of whether refueling is complete based on the collected results includes: When any one of the refueling completion verification signals is detected, refueling is determined to be complete.

4. The method according to claim 1, characterized in that, In the refueling state, if it is detected that the vehicle gear has been adjusted to forward or reverse gear, and the conditions of the real-time vehicle speed being greater than a preset threshold and the duration being greater than a preset duration are not met, then the refueling state is maintained and the engine is continuously prohibited from starting.

5. The method according to claim 1, characterized in that, If the vehicle gear is not detected to be adjusted to forward or reverse, and the refueling is determined to be incomplete based on the collected data, the refueling status will be maintained, and the engine will be continuously prohibited from starting.

6. The method according to claim 1, characterized in that, After determining that refueling is complete, locking the refueling cap, and closing the fuel tank isolation valve, the restriction on starting the engine is lifted.

7. A high-pressure oil tank refueling control device, characterized in that, The device includes: The fuel tank pressure relief unit is used to respond to the user's refueling request by controlling the opening of the fuel tank isolation valve to relieve pressure on the high-pressure fuel tank; The first control unit is used to unlock the filler cap of the high-pressure fuel tank when it detects that the vehicle has stopped and is in the parking gear, and to control the vehicle to exit the drivable state and enter the refueling state; in the refueling state, the engine is prohibited from being started. The second control unit is used to collect the physical state of the high-pressure fuel tank and / or the refueling completion verification signal when no vehicle gear is detected to be adjusted to forward or reverse gear during the refueling state; and to determine whether refueling is complete based on the collected results. If refueling is determined to be complete, the refueling port cap is locked and the fuel tank isolation valve is controlled to close. The third control unit is used to determine that refueling is complete, lock the refueling cap, and control the fuel tank isolation valve to close if it detects that the vehicle gear has been adjusted to forward or reverse gear and the real-time vehicle speed is greater than a preset threshold and the duration is greater than a preset time when the refueling state is in progress.

8. A computer program product, characterized in that, The computer program product includes computer instructions stored in a computer-readable storage medium and adapted to be read and executed by a processor to cause a computer device having the processor to perform the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions that are loaded and executed by a processor to perform the operations described in any one of claims 1 to 6.

10. A vehicle comprising a processor and a memory, characterized in that, The memory stores computer program instructions that can be executed by the processor, and when the processor executes the computer program instructions, it implements the instructions of the method as described in any one of claims 1 to 6.

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