Rail pressure control method, device, equipment and computer readable storage medium

Abstract

The application discloses a rail pressure control method and device, equipment and a computer readable storage medium, and relates to the technical field of engines. The rail pressure control method is applied to a fuel supply system, the fuel supply system comprises a fuel tank, a fuel pump and a fuel distribution pipe which are sequentially connected by pipelines, and the rail pressure control method comprises the following steps: acquiring real-time rail pressure of the fuel distribution pipe and operation condition information of a target engine; determining a target working condition power of the fuel pump under a specified rail pressure according to the operation condition information; and controlling output of the fuel pump according to the target working condition power. The application solves the technical problem that the existing rail pressure control method is difficult to meet the rail pressure requirements of different working conditions in the entire operation process of an engine.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to a rail pressure control method, device, equipment, and computer-readable storage medium. Background Technology

[0002] The current rail pressure control strategy for internal combustion engines is to keep the fuel pump at full power, then pump the fuel to the fuel distribution pipe, and finally inject the fuel from the fuel injectors into the engine for combustion and power generation.

[0003] However, the engine's operating state changes continuously with the stroke. When the engine is under low load, most of the fuel will flow back to the fuel tank through the pressure regulating valve, which not only increases the system's power consumption, but also makes it difficult for the fuel rail pressure to meet the rail pressure requirements of different operating conditions throughout the engine's operation. Summary of the Invention

[0004] The main objective of this application is to provide a rail pressure control method that aims to solve the technical problem that existing rail pressure control methods are unable to meet the rail pressure requirements under different operating conditions throughout the engine's operation.

[0005] To achieve the above objectives, in a first aspect, this application provides a rail pressure control method applied to a fuel supply system, the fuel supply system comprising a fuel tank, a fuel pump, and a fuel distribution pipe connected in sequence by pipelines, the rail pressure control method comprising the following steps:

[0006] Obtain the real-time rail pressure of the fuel distribution pipe and the operating condition information of the target engine;

[0007] Based on the operating condition information, determine the target operating power of the fuel pump under the specified rail pressure;

[0008] The output of the fuel pump is controlled according to the target operating power.

[0009] According to the first aspect, the step of determining the target operating power of the fuel pump under a specified rail pressure based on the operating condition information includes:

[0010] Based on the operating condition information and the preset rail pressure mapping relationship, the feedforward duty cycle of the fuel pump under the specified rail pressure is obtained;

[0011] The rail pressure correction value is obtained based on the specified rail pressure, the operating condition information, and the preset correction mapping relationship;

[0012] The feedforward duty cycle is corrected based on the rail pressure correction value to obtain the corrected duty cycle as the target operating power of the fuel pump.

[0013] According to the first aspect, or any implementation of the first aspect above, the operating condition information includes a set torque change rate, and the step of obtaining a rail pressure correction value based on the specified rail pressure, the operating condition information, and a preset correction mapping relationship includes:

[0014] Based on the specified rail pressure and the first preset correction mapping relationship, a first correction value is obtained;

[0015] Based on the set torque change rate and the second preset correction mapping relationship, the second correction value is obtained;

[0016] The first correction value and the second correction value are used as the rail pressure correction value.

[0017] According to the first aspect, or any implementation of the first aspect above, the step of controlling the output of the fuel pump according to the target operating power includes:

[0018] The deviation power of the fuel pump is identified based on the real-time rail pressure and the specified rail pressure.

[0019] The sum of the target operating power and the deviation power is used as the output power of the fuel pump, and the output of the fuel pump is controlled.

[0020] According to the first aspect, or any implementation of the first aspect above, the step of identifying the deviation power of the fuel pump based on the real-time rail pressure and the specified rail pressure includes:

[0021] Calculate the current rail pressure difference between the real-time rail pressure and the specified rail pressure, and obtain the cumulative rail pressure deviation and the change value of the rail pressure difference;

[0022] The deviation power of the fuel pump is obtained by performing PID calculation on the current rail pressure difference value, the cumulative rail pressure deviation, and the change value of the rail pressure difference value.

[0023] According to the first aspect, or any implementation of the first aspect above, the step of performing a PID calculation on the current rail pressure difference value, the cumulative rail pressure deviation, and the change value of the rail pressure difference to obtain the deviation power of the fuel pump includes:

[0024] The proportional output power is calculated based on the current rail pressure difference value and the preset proportional coefficient.

[0025] The integral output power is calculated based on the cumulative rail pressure deviation and the preset integral coefficient.

[0026] The differential output power is calculated based on the change in rail pressure difference and the preset differential coefficient.

[0027] The sum of the proportional output power, the integral output power, and the derivative output power is used as the deviation power of the fuel pump.

[0028] According to the first aspect, or any implementation of the first aspect above, the fuel supply system further includes a pressure regulating valve, which is connected to the fuel tank, the fuel pump, and the fuel distribution pipe via pipelines, and the rail pressure control method further includes:

[0029] Determine whether the real-time rail pressure is greater than a preset rail pressure threshold;

[0030] If the real-time rail pressure is greater than the preset rail pressure threshold, the pressure regulating valve is opened to allow fuel to flow to the fuel tank through the pressure regulating valve.

[0031] Secondly, this application provides a rail pressure control device applied to a fuel supply system, the fuel supply system comprising a fuel tank, a fuel pump, and a fuel distribution pipe connected in sequence by pipelines, the rail pressure control device comprising:

[0032] The acquisition module is used to acquire the real-time rail pressure of the fuel distribution pipe and the operating condition information of the target engine;

[0033] The determination module is used to determine the target operating power of the fuel pump under a specified rail pressure based on the operating condition information.

[0034] The control module is used to control the output of the fuel pump according to the target operating power.

[0035] Based on the second aspect, the module is also used for:

[0036] Based on the operating condition information and the preset rail pressure mapping relationship, the feedforward duty cycle of the fuel pump under the specified rail pressure is obtained;

[0037] The rail pressure correction value is obtained based on the specified rail pressure, the operating condition information, and the preset correction mapping relationship;

[0038] The feedforward duty cycle is corrected based on the rail pressure correction value to obtain the corrected duty cycle as the target operating power of the fuel pump.

[0039] According to the second aspect, or any implementation of the second aspect above, the operating condition information includes setting the torque change rate, determining the module, and is further used for:

[0040] Based on the specified rail pressure and the first preset correction mapping relationship, a first correction value is obtained;

[0041] Based on the set torque change rate and the second preset correction mapping relationship, the second correction value is obtained;

[0042] The first correction value and the second correction value are used as the rail pressure correction value.

[0043] According to the second aspect, or any implementation of the second aspect above, the control module is also used for:

[0044] The deviation power of the fuel pump is identified based on the real-time rail pressure and the specified rail pressure.

[0045] The sum of the target operating power and the deviation power is used as the output power of the fuel pump, and the output of the fuel pump is controlled.

[0046] According to the second aspect, or any implementation of the second aspect above, the control module is also used for:

[0047] Calculate the current rail pressure difference between the real-time rail pressure and the specified rail pressure, and obtain the cumulative rail pressure deviation and the change value of the rail pressure difference;

[0048] The deviation power of the fuel pump is obtained by performing PID calculation on the current rail pressure difference value, the cumulative rail pressure deviation, and the change value of the rail pressure difference value.

[0049] According to the second aspect, or any implementation of the second aspect above, the control module is also used for:

[0050] The proportional output power is calculated based on the current rail pressure difference value and the preset proportional coefficient.

[0051] The integral output power is calculated based on the cumulative rail pressure deviation and the preset integral coefficient.

[0052] The differential output power is calculated based on the change in rail pressure difference and the preset differential coefficient.

[0053] The sum of the proportional output power, the integral output power, and the derivative output power is used as the deviation power of the fuel pump.

[0054] According to the second aspect, or any implementation of the second aspect above, the rail pressure control device further includes a pressure regulating module, used for:

[0055] The fuel supply system further includes a pressure regulating valve, which is connected to the fuel tank, the fuel pump, and the fuel distribution pipe via pipelines. The rail pressure control method further includes:

[0056] Determine whether the real-time rail pressure is greater than a preset rail pressure threshold;

[0057] If the real-time rail pressure is greater than the preset rail pressure threshold, the pressure regulating valve is opened to allow fuel to flow to the fuel tank through the pressure regulating valve.

[0058] Thirdly, this application provides a rail pressure control device, which includes a memory and a processor. The memory stores a computer program that can run on the processor, and the computer program is configured to implement the steps of the rail pressure control method described above.

[0059] Fourthly, this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, causes the processor to perform the rail pressure control method as described in any one of the first aspects or possible implementations thereof.

[0060] Fifthly, embodiments of this application provide a computer program including instructions for executing the rail pressure control method in the first aspect and any possible implementation thereof.

[0061] This application discloses a rail pressure control method, apparatus, device, and computer-readable storage medium. The rail pressure control method is applied to a fuel supply system, which includes a fuel tank, a fuel pump, and a fuel distribution pipe connected in sequence by pipelines. This application obtains the real-time rail pressure of the fuel distribution pipe and the operating condition information of the target engine. Based on the operating condition information, it determines the target operating power of the fuel pump at a specified rail pressure. The obtained target operating power matches the current operating state of the target engine. Furthermore, based on the target operating power, the output of the fuel pump is controlled so that the real-time rail pressure tends towards the specified rail pressure. Thus, this application satisfies the rail pressure requirements under different operating conditions throughout the engine's operation. In addition, it can reduce the power consumption of the entire fuel supply system and improve emission levels, engine power, and fuel economy. Attached Figure Description

[0062] Figure 1 This is a flowchart illustrating the first embodiment of the rail pressure control method of this application;

[0063] Figure 2 This is a flowchart illustrating the second embodiment of the rail pressure control method of this application;

[0064] Figure 3 This is a flowchart illustrating the third embodiment of the rail pressure control method of this application;

[0065] Figure 4 This is a schematic diagram of the fuel supply system involved in the embodiments of this application;

[0066] Figure 5 This is a schematic diagram of the rail pressure control device of this application;

[0067] Figure 6 This is a schematic diagram of the device structure of the hardware operating environment involved in the embodiments of this application.

[0068] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0069] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0070] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.

[0071] The terms "first" and "second," etc., used in the specification and claims of this application are used to distinguish different objects, not to describe a specific order of objects. For example, "first target object" and "second target object," etc., are used to distinguish different target objects, not to describe a specific order of target objects.

[0072] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0073] It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0074] Please refer to Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the rail pressure control method of this application. It should be noted that although the logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than that shown here.

[0075] The first embodiment of this application provides a rail pressure control method applied to a fuel supply system. The fuel supply system includes a fuel tank, a fuel pump, and a fuel distribution pipe connected in sequence by pipelines. The rail pressure control method includes the following steps:

[0076] Step S100: Obtain the real-time rail pressure of the fuel distribution pipe and the operating condition information of the target engine;

[0077] In this embodiment, it should be noted that the fuel supply system includes at least a fuel tank, a fuel pump, and a fuel distribution pipe connected in sequence by pipelines. Fuel is drawn from the fuel tank by the fuel pump and pumped to the fuel distribution pipe, which then delivers the fuel to the fuel injectors for combustion in the engine, completing the entire engine operation process. It is understood that the fuel can be a liquid fuel such as methanol or gasoline. It is also understood that, since this embodiment requires adjustment of the fuel pump's output power, the fuel pump can be a PWM (Pulse Width Modulation) adjustable fuel pump, where the output power is controlled by adjusting the duty cycle.

[0078] In this embodiment, it should also be noted that the operating condition information may include information describing the current operating state of the target engine, such as engine speed, engine set torque, and set torque change rate. The engine set torque is the torque that the target engine is set to output; that is, the engine set torque is the torque value set by the user according to control commands issued under driving conditions. The set torque change rate is the rate of change of the engine set torque.

[0079] This embodiment uses a pressure sensor to detect the fuel pressure in the pipeline between the fuel pump and the fuel distribution pipe as the real-time rail pressure. Of course, to further ensure detection accuracy, the fuel pressure inside the fuel distribution pipe can be detected to obtain the real-time rail pressure of the fuel distribution pipe. Furthermore, by monitoring the target engine, operating condition information such as engine speed, set engine torque, and set torque change rate can be obtained.

[0080] Step S200: Determine the target operating power of the fuel pump under the specified rail pressure based on the operating condition information.

[0081] In this embodiment, it should be noted that the specified rail pressure is a pre-set fuel pressure that the target engine is expected to reach inside the fuel distribution pipe under the current operating conditions. It can be understood that the specified rail pressure is positively correlated with the load state of the engine under the current operating conditions. That is, the greater the load of the engine under the current operating conditions, the greater the specified rail pressure, and thus the greater the amount of fuel delivered to the fuel distribution pipe.

[0082] As an example, this embodiment can pre-set a condition-power mapping relationship between the operating condition information and the target operating condition power. This condition-power mapping relationship can be described in the form of a mapping table, a functional expression, or a relationship curve. Then, the condition-power mapping relationship can be queried based on the operating condition information to obtain the target operating condition power of the fuel pump under a specified rail pressure.

[0083] As another example, to further improve the matching degree between the target operating condition power and the operating state of the target engine, this embodiment can also pre-set a preset rail pressure mapping relationship between the operating condition information and the feedforward duty cycle of the fuel pump at a specified rail pressure, and a preset correction mapping relationship between the specified rail pressure, the operating condition information, and the rail pressure correction value. Then, based on the operating condition information and the preset rail pressure mapping relationship, the feedforward duty cycle of the fuel pump at the specified rail pressure is obtained; based on the specified rail pressure, the operating condition information, and the preset correction mapping relationship, the rail pressure correction value is obtained; the feedforward duty cycle is corrected based on the rail pressure correction value to obtain the corrected duty cycle as the target operating condition power of the fuel pump. This embodiment corrects the feedforward duty cycle corresponding to the operating condition information based on the specified rail pressure and the operating condition information, further improving the matching degree between the target operating condition power and the operating state of the target engine.

[0084] Step S300: Control the output of the fuel pump according to the target operating power.

[0085] As an example, in this embodiment, the target operating power can be directly used as the output power of the fuel pump to control the output of the fuel pump.

[0086] As another example, to achieve closed-loop control of the real-time rail pressure, this embodiment can also identify the deviation power of the fuel pump based on the real-time rail pressure and the specified rail pressure; the sum of the target operating power and the deviation power is used as the output power of the fuel pump, and the output of the fuel pump is controlled. Exemplarily, this embodiment can calculate the deviation power of the fuel pump based on the real-time rail pressure and the specified rail pressure using a preset fuzzy rule; or it can calculate the deviation power of the fuel pump based on the real-time rail pressure and the specified rail pressure using at least one of proportional, integral, or differential operations. Thus, this embodiment achieves closed-loop control of the real-time rail pressure by correcting it in real time, stabilizing the real-time rail pressure near the specified rail pressure, reducing rail pressure fluctuations caused by changes in engine operating conditions, and improving control accuracy.

[0087] In some embodiments, the fuel supply system further includes a pressure regulating valve, which is connected to the fuel tank, the fuel pump, and the fuel distribution pipe via pipelines. The rail pressure control method further includes:

[0088] Step A10: Determine whether the real-time rail pressure is greater than a preset rail pressure threshold.

[0089] Step A20: If the real-time rail pressure is greater than the preset rail pressure threshold, then the pressure regulating valve is opened so that fuel flows to the fuel tank through the pressure regulating valve.

[0090] In this embodiment, it should be noted that the fuel supply system further includes a pressure regulating valve, which is connected to the fuel tank, the fuel pump, and the fuel distribution pipe via pipelines. The pressure regulating valve is located on the pipeline between the fuel pump and the fuel distribution pipe. The pressure regulating valve can be a mechanical protection valve. When the pressure regulating valve is closed, fuel can be pumped to the fuel distribution pipe through the fuel pump via the pressure regulating valve. When the pressure regulating valve is open, fuel can be pumped into the fuel tank through the pipeline between the pressure regulating valve and the fuel tank. The preset rail pressure threshold is a pre-set upper limit value of the real-time rail pressure.

[0091] In this embodiment, the real-time rail pressure is monitored to determine whether it is greater than a preset rail pressure threshold. If the real-time rail pressure is greater than the preset rail pressure threshold, it indicates that the rail pressure is too high. In this case, the pressure regulating valve is opened to allow fuel to flow to the fuel tank through the pressure regulating valve, thereby reducing the real-time rail pressure and preventing damage to the components of the fuel supply system.

[0092] The first embodiment of this application provides a rail pressure control method applied to a fuel supply system, which includes a fuel tank, a fuel pump, and a fuel distribution pipe connected in sequence by pipelines. This embodiment acquires the real-time rail pressure of the fuel distribution pipe and the operating condition information of the target engine. Based on the operating condition information, it determines the target operating power of the fuel pump at a specified rail pressure. The obtained target operating power matches the current operating state of the target engine. Furthermore, based on the target operating power, the output of the fuel pump is controlled so that the real-time rail pressure tends towards the specified rail pressure. Thus, this embodiment satisfies the rail pressure requirements under different operating conditions throughout the engine's operation. In addition, it can reduce the power consumption of the entire fuel supply system and improve emission levels, engine power, and fuel economy.

[0093] Reference Figure 2 , Figure 2 This is a flowchart illustrating the second embodiment of the rail pressure control method of this application.

[0094] In another embodiment of this application, content that is the same as or similar to the above embodiment can be referred to the above description, and will not be repeated hereafter. A second embodiment of this application provides a rail pressure control method. Step S200, which involves determining the target operating power of the fuel pump under a specified rail pressure based on the operating condition information, includes:

[0095] Step S210: Based on the operating condition information and the preset rail pressure mapping relationship, obtain the feedforward duty cycle of the fuel pump under the specified rail pressure.

[0096] Step S220: Obtain the rail pressure correction value based on the specified rail pressure, the operating condition information, and the preset correction mapping relationship;

[0097] Step S230: Correct the feedforward duty cycle according to the rail pressure correction value to obtain the corrected duty cycle as the target operating power of the fuel pump.

[0098] In this embodiment, it should be noted that the preset rail pressure mapping relationship is a pre-set mapping relationship between the operating condition information and the feedforward duty cycle of the fuel pump at a specified rail pressure. For example, the preset rail pressure mapping relationship may include the mapping relationship between engine speed and engine set torque and the feedforward duty cycle of the fuel pump at a specified rail pressure. The preset correction mapping relationship is a pre-set mapping relationship between the specified rail pressure, the operating condition information, and the rail pressure correction value. It is understood that the above mapping relationships can be described in the form of mapping tables, functional expressions, or relationship curves.

[0099] This embodiment can find or calculate the feedforward duty cycle of the fuel pump at a specified rail pressure based on the operating condition information and the preset rail pressure mapping relationship. The feedforward duty cycle is the duty cycle at which the fuel pump enables the fuel distribution pipe to reach the specified rail pressure. Taking the preset rail pressure mapping relationship, which includes the mapping relationship between engine speed and engine set torque and the feedforward duty cycle of the fuel pump at a specified rail pressure, as an example, the feedforward duty cycle can be obtained by querying the preset rail pressure mapping relationship using the engine speed and engine set torque in the operating condition information. Since the specified rail pressure and engine operating conditions affect whether the output power of the fuel pump can achieve the expected rail pressure effect, this embodiment obtains a rail pressure correction value based on the specified rail pressure, the operating condition information, and the preset correction mapping relationship. The rail pressure correction value reflects the influence of the specified rail pressure and engine operating conditions on the fuel pump output. Furthermore, the feedforward duty cycle can be corrected based on the rail pressure correction value to obtain the corrected duty cycle as the target operating condition power of the fuel pump. Therefore, this embodiment improves the matching degree between the target operating power and the target engine's operating state by correcting the feedforward duty cycle based on the specified rail pressure and operating condition information that affect the expected rail pressure effect.

[0100] In some embodiments, the operating condition information includes a set torque change rate, and the step S220 of obtaining a rail pressure correction value based on the specified rail pressure, the operating condition information, and a preset correction mapping relationship includes:

[0101] Step S221: Obtain the first correction value according to the specified rail pressure and the first preset correction mapping relationship;

[0102] Step S222: Obtain the second correction value based on the set torque change rate and the second preset correction mapping relationship;

[0103] Step S223: Use the first correction value and the second correction value as the rail pressure correction value.

[0104] In this embodiment, it should be noted that the operating condition information includes a set torque change rate, which is the change rate of the engine's set torque. The first preset correction mapping relationship is the mapping relationship between the specified rail pressure and the first correction value, and the second preset correction mapping relationship is the mapping relationship between the set torque change rate and the second correction value.

[0105] In this embodiment, a first correction value corresponding to the specified rail pressure can be obtained by querying a first preset correction mapping relationship based on the specified rail pressure, and a second correction value corresponding to the set torque change rate can be obtained by querying a second preset correction mapping relationship based on the set torque change rate. Therefore, the first correction value and the second correction value can be used as the rail pressure correction value. Thus, the feedforward duty cycle can be corrected using the first correction value and the second correction value to obtain the corrected duty cycle as the target operating power of the fuel pump. It can be understood that the corrected duty cycle can be the product of the first correction value, the second correction value, and the feedforward duty cycle.

[0106] In the second embodiment of this application, the feedforward duty cycle of the fuel pump at a specified rail pressure is obtained based on the operating condition information and a preset rail pressure mapping relationship; a rail pressure correction value is obtained based on the specified rail pressure, the operating condition information, and a preset correction mapping relationship; and the feedforward duty cycle is corrected based on the rail pressure correction value to obtain the corrected duty cycle as the target operating condition power of the fuel pump. This embodiment improves the matching degree between the target operating condition power and the operating state of the target engine by correcting the feedforward duty cycle based on the specified rail pressure and operating condition information that affect the expected rail pressure effect.

[0107] Reference Figure 3 , Figure 3 This is a flowchart illustrating the third embodiment of the rail pressure control method of this application.

[0108] In another embodiment of this application, content that is the same as or similar to the above embodiments can be referred to the above description, and will not be repeated hereafter. A third embodiment of this application provides a rail pressure control method, wherein the step S300, which involves controlling the output of the fuel pump according to the target operating power, includes:

[0109] Step S310: Identify the deviation power of the fuel pump based on the real-time rail pressure and the specified rail pressure;

[0110] Step S320: The sum of the target operating power and the deviation power is used as the output power of the fuel pump, and the output of the fuel pump is controlled.

[0111] Since sudden changes in engine load can cause rail pressure fluctuations that affect control accuracy, this embodiment uses the real-time rail pressure and the specified rail pressure to identify the deviation power of the fuel pump, thereby achieving closed-loop control of the fuel pump.

[0112] As an example, this embodiment can calculate the current rail pressure difference between the real-time rail pressure and the specified rail pressure, and output the deviation power of the fuel pump based on the current rail pressure difference and a preset fuzzy rule. The preset fuzzy rule is a pre-calibrated binary fuzzy relationship between the current rail pressure difference and the deviation power.

[0113] As another example, this embodiment can calculate the current rail pressure difference between the real-time rail pressure and the specified rail pressure, obtain the cumulative rail pressure deviation and the change in the rail pressure difference, and then perform PID calculations on the current rail pressure difference, the cumulative rail pressure deviation, and the change in the rail pressure difference to obtain the deviation power of the fuel pump. That is, the deviation power of the fuel pump between adjusting the real-time rail pressure and the specified rail pressure is identified through the proportional, integral, and derivative operations in the PID calculation. This ensures that the real-time rail pressure can be stabilized near the specified rail pressure, guaranteeing rail pressure stability, and also reduces rail pressure fluctuations caused by changes in engine operating conditions, improving control accuracy.

[0114] In some embodiments, the step S310 of identifying the deviation power of the fuel pump based on the real-time rail pressure and the specified rail pressure includes:

[0115] Step S311: Calculate the current rail pressure difference between the real-time rail pressure and the specified rail pressure, and obtain the cumulative rail pressure deviation and the change value of the rail pressure difference;

[0116] Step S312: Perform PID calculation on the current rail pressure difference value, the cumulative rail pressure deviation, and the change value of the rail pressure difference value to obtain the deviation power of the fuel pump.

[0117] In this embodiment, it should be noted that the current rail pressure difference value is the difference between the real-time rail pressure and the specified rail pressure, the cumulative rail pressure deviation is the cumulative value of the rail pressure difference at the time the fuel pump starts to the current rail pressure difference at the current time, and the change in rail pressure difference value is the difference between the rail pressure difference at the previous time and the current rail pressure difference at the current time.

[0118] This embodiment calculates the current rail pressure difference between the real-time rail pressure and the specified rail pressure, and obtains historical rail pressure difference information. Based on this historical information, it calculates the cumulative rail pressure deviation and the change in rail pressure difference. Then, a PID calculation is performed on the current rail pressure difference, the cumulative rail pressure deviation, and the change in rail pressure difference to obtain the deviation power of the fuel pump. For example, the proportional output power can be calculated based on the current rail pressure difference and a preset proportional coefficient; the integral output power can be calculated based on the cumulative rail pressure deviation and a preset integral coefficient; and the derivative output power can be calculated based on the change in rail pressure difference and a preset derivative coefficient. The sum of the proportional output power, the integral output power, and the derivative output power is then used as the deviation power of the fuel pump.

[0119] In some embodiments, step S312, which involves performing PID calculations on the current rail pressure difference value, the cumulative rail pressure deviation, and the change in the rail pressure difference value to obtain the deviation power of the fuel pump, includes:

[0120] Step B10: Calculate the proportional output power based on the current rail pressure difference value and the preset proportional coefficient;

[0121] Step B20: Calculate the integral output power based on the cumulative rail pressure deviation and the preset integral coefficient;

[0122] Step B30: Calculate the differential output power based on the change in rail pressure difference and the preset differential coefficient.

[0123] Step B40: The sum of the proportional output power, the integral output power, and the derivative output power is used as the deviation power of the fuel pump.

[0124] In this embodiment, it should be noted that the preset proportional coefficient is the proportional coefficient in the pre-set PID operation, the preset integral coefficient is the integral coefficient in the pre-set PID operation, and the preset derivative coefficient is the derivative coefficient in the pre-set PID operation.

[0125] In this embodiment, the proportional output power can be calculated based on the current rail pressure difference value and a preset proportional coefficient; the integral output power can be calculated based on the cumulative rail pressure deviation and a preset integral coefficient; and the differential output power can be calculated based on the change in the rail pressure difference value and a preset differential coefficient. The sum of the proportional output power, the integral output power, and the differential output power is used as the deviation power of the fuel pump. For example, the calculation formula for the PID operation is as follows:

[0126]

[0127] Among them, Uk Where Kp is the deviation power, e is the preset proportional coefficient, and e is the deviation power. k This represents the current rail pressure difference value, and Ki is the preset integral coefficient. For the cumulative error of rail pressure, Kd is the preset differential coefficient, and e k-1 This represents the rail pressure difference value at the previous moment.

[0128] In the third embodiment of this application, the deviation power of the fuel pump is identified based on the real-time rail pressure and the specified rail pressure; the sum of the target operating power and the deviation power is used as the output power of the fuel pump, and the output of the fuel pump is controlled. This embodiment uses the real-time rail pressure and the specified rail pressure to identify the deviation power of the fuel pump, thereby achieving closed-loop control of the fuel pump. This ensures that the real-time rail pressure can be stabilized near the specified rail pressure, guaranteeing rail pressure stability, and also reducing rail pressure fluctuations caused by changes in engine operating conditions, thus improving control accuracy.

[0129] See Figure 4 , Figure 4 This is a schematic diagram of the fuel supply system involved in the embodiments of this application.

[0130] like Figure 4 As shown, the fuel supply system includes a fuel tank, a coarse filter, a fuel pump (such as a methanol pump or a gasoline pump), a pressure regulating valve, a fine filter, and a fuel distribution pipe connected in sequence by pipes. The pressure regulating valve is also connected to the fuel tank pipe, and the fine filter is connected to the fuel tank pipe via a drain solenoid valve. The coarse and fine filters are used to filter the fuel in the pipes. In addition, the fuel tank is equipped with a breather valve to regulate the pressure difference between the inside and outside of the fuel tank, and a rail pressure sensor is installed on the fuel distribution pipe to collect the real-time rail pressure.

[0131] See Figure 5 , Figure 5 This is a schematic diagram of the rail pressure control device of this application.

[0132] like Figure 5 As shown, this application provides a rail pressure control device applied to a fuel supply system. The fuel supply system includes a fuel tank, a fuel pump, and a fuel distribution pipe connected in sequence by pipelines. The rail pressure control device includes:

[0133] The acquisition module 10 is used to acquire the real-time rail pressure of the fuel distribution pipe and the operating condition information of the target engine;

[0134] The determining module 20 is used to determine the target operating power of the fuel pump under a specified rail pressure based on the operating condition information.

[0135] The control module 30 is used to control the output of the fuel pump according to the target operating power.

[0136] Optionally, module 20 is also used for:

[0137] Based on the operating condition information and the preset rail pressure mapping relationship, the feedforward duty cycle of the fuel pump under the specified rail pressure is obtained;

[0138] The rail pressure correction value is obtained based on the specified rail pressure, the operating condition information, and the preset correction mapping relationship;

[0139] The feedforward duty cycle is corrected based on the rail pressure correction value to obtain the corrected duty cycle as the target operating power of the fuel pump.

[0140] Optionally, the operating condition information includes setting the torque change rate, and the determining module 20 is further used for:

[0141] Based on the specified rail pressure and the first preset correction mapping relationship, a first correction value is obtained;

[0142] Based on the set torque change rate and the second preset correction mapping relationship, the second correction value is obtained;

[0143] The first correction value and the second correction value are used as the rail pressure correction value.

[0144] Optionally, the control module 30 is also used for:

[0145] The deviation power of the fuel pump is identified based on the real-time rail pressure and the specified rail pressure.

[0146] The sum of the target operating power and the deviation power is used as the output power of the fuel pump, and the output of the fuel pump is controlled.

[0147] Optionally, the control module 30 is also used for:

[0148] Calculate the current rail pressure difference between the real-time rail pressure and the specified rail pressure, and obtain the cumulative rail pressure deviation and the change value of the rail pressure difference;

[0149] The deviation power of the fuel pump is obtained by performing PID calculations on the current rail pressure difference value, the cumulative rail pressure deviation, and the change value of the rail pressure difference value.

[0150] Optionally, the control module 30 is also used for:

[0151] The proportional output power is calculated based on the current rail pressure difference value and the preset proportional coefficient.

[0152] The integral output power is calculated based on the cumulative rail pressure deviation and the preset integral coefficient.

[0153] The differential output power is calculated based on the change in rail pressure difference and the preset differential coefficient.

[0154] The sum of the proportional output power, the integral output power, and the derivative output power is used as the deviation power of the fuel pump.

[0155] Optionally, the rail pressure control device further includes a pressure regulating module for:

[0156] The fuel supply system further includes a pressure regulating valve, which is connected to the fuel tank, the fuel pump, and the fuel distribution pipe via pipelines. The rail pressure control method further includes:

[0157] Determine whether the real-time rail pressure is greater than a preset rail pressure threshold;

[0158] If the real-time rail pressure is greater than the preset rail pressure threshold, the pressure regulating valve is opened to allow fuel to flow to the fuel tank through the pressure regulating valve.

[0159] The rail pressure control device provided in this application employs the rail pressure control methods described in the above embodiments, solving the technical problem that existing rail pressure control methods are unable to meet the rail pressure requirements under different operating conditions throughout the engine's operation. Compared with the prior art, the beneficial effects of the rail pressure control device provided in this application are the same as those of the rail pressure control methods provided in the above embodiments, and other technical features of this rail pressure control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0160] like Figure 6 As shown, Figure 6 This is a schematic diagram of the device structure of the hardware operating environment involved in the embodiments of this application.

[0161] Specifically, the rail pressure control device can be a smart TV, PC (Personal Computer), tablet computer, portable computer, or server, etc.

[0162] like Figure 6As shown, the rail pressure control device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen and an input unit such as a keyboard; the user interface 1003 may also include standard wired and wireless interfaces. Optionally, the network interface 1004 may include standard wired and wireless interfaces (such as a Wi-Fi interface). The memory 1005 may be a high-speed random access memory (RAM) or a stable non-volatile memory (NVM), such as a disk drive. Optionally, the memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0163] Those skilled in the art will understand that Figure 6 The device structure shown does not constitute a limitation on the rail pressure control device, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0164] like Figure 6 As shown, the memory 1005, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and computer programs.

[0165] exist Figure 6 In the device shown, the network interface 1004 is mainly used to connect to the backend server and communicate data with the backend server; the user interface 1003 is mainly used to connect to the client and communicate data with the client; and the processor 1001 can be used to call the computer program stored in the memory 1005 to implement the operation in the rail pressure control method provided in the above embodiment.

[0166] Furthermore, this application also proposes a computer storage medium storing a computer program. When the computer program is executed by a processor, it implements the operations in the rail pressure control method provided in the above embodiments. The specific steps will not be described in detail here.

[0167] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity / operation / object from another, and do not necessarily require or imply any such actual relationship or order between these entities / operations / objects; the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0168] For the device embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and relevant details can be found in the description of the method embodiments. The device embodiments described above are merely illustrative, and the units described as separate components may or may not be physically separate. Some or all of the modules can be selected according to actual needs to achieve the purpose of this application. Those skilled in the art can understand and implement this without creative effort.

[0169] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0170] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, television, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0171] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A rail pressure control method, characterized in that, Applied to a fuel supply system, the fuel supply system includes a fuel tank, a PWM adjustable fuel pump, and a fuel distribution pipe connected in sequence by pipelines. The rail pressure control method includes the following steps: The real-time rail pressure of the fuel distribution pipe and the operating condition information of the target engine are obtained, including the set torque change rate. Based on the operating condition information and the preset rail pressure mapping relationship, the feedforward duty cycle of the fuel pump under the specified rail pressure is obtained; Based on the specified rail pressure and the first preset correction mapping relationship, a first correction value is obtained; Based on the set torque change rate and the second preset correction mapping relationship, a second correction value is obtained; The first correction value and the second correction value are used as the rail pressure correction value; The feedforward duty cycle is corrected based on the rail pressure correction value to obtain the corrected duty cycle as the target operating power of the fuel pump. The output of the PWM adjustable fuel pump is controlled according to the target operating power.

2. The rail pressure control method as described in claim 1, characterized in that, The step of controlling the output of the fuel pump according to the target operating power includes: The deviation power of the fuel pump is identified based on the real-time rail pressure and the specified rail pressure. The sum of the target operating power and the deviation power is used as the output power of the fuel pump, and the output of the fuel pump is controlled.

3. The rail pressure control method as described in claim 2, characterized in that, The step of identifying the deviation power of the fuel pump based on the real-time rail pressure and the specified rail pressure includes: Calculate the current rail pressure difference between the real-time rail pressure and the specified rail pressure, and obtain the cumulative rail pressure deviation and the change value of the rail pressure difference; The deviation power of the fuel pump is obtained by performing PID calculations on the current rail pressure difference value, the cumulative rail pressure deviation, and the change value of the rail pressure difference value.

4. The rail pressure control method as described in claim 3, characterized in that, The step of performing PID calculations on the current rail pressure difference value, the cumulative rail pressure deviation, and the change in the rail pressure difference value to obtain the deviation power of the fuel pump includes: The proportional output power is calculated based on the current rail pressure difference value and the preset proportional coefficient. The integral output power is calculated based on the cumulative rail pressure deviation and the preset integral coefficient. The differential output power is calculated based on the change in rail pressure difference and the preset differential coefficient. The sum of the proportional output power, the integral output power, and the derivative output power is used as the deviation power of the fuel pump.

5. The rail pressure control method according to any one of claims 1 to 4, characterized in that, The fuel supply system further includes a pressure regulating valve, which is connected to the fuel tank, the fuel pump, and the fuel distribution pipe via pipelines. The rail pressure control method further includes: Determine whether the real-time rail pressure is greater than a preset rail pressure threshold; If the real-time rail pressure is greater than the preset rail pressure threshold, the pressure regulating valve is opened to allow fuel to flow to the fuel tank through the pressure regulating valve.

6. A rail pressure control device, characterized in that, The fuel supply system is applied to a fuel supply system comprising a fuel tank, a PWM adjustable fuel pump, and a fuel distribution pipe connected in sequence by pipelines. The rail pressure control device includes: The acquisition module is used to acquire the real-time rail pressure of the fuel distribution pipe and the operating condition information of the target engine, wherein the operating condition information includes the set torque change rate; The determining module is used to determine the target operating power of the fuel pump under a specified rail pressure based on the operating condition information. Specifically, the determining module is used to obtain the feedforward duty cycle of the fuel pump under the specified rail pressure based on the operating condition information and a preset rail pressure mapping relationship; obtain a first correction value based on the specified rail pressure and a first preset correction mapping relationship; obtain a second correction value based on the set torque change rate and a second preset correction mapping relationship; use the first correction value and the second correction value as the rail pressure correction value; and correct the feedforward duty cycle based on the rail pressure correction value to obtain a corrected duty cycle as the target operating power of the fuel pump. The control module is used to control the output of the PWM adjustable fuel pump according to the target operating power.

7. A rail pressure control device, characterized in that, The rail pressure control device includes: a memory and a processor. The memory stores a computer program that can run on the processor. When the computer program is executed by the processor, it implements the steps of the rail pressure control method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the rail pressure control method as described in any one of claims 1 to 5.

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