Oil pump, oil pump control method, device, fuel system and vehicle

Abstract

This application relates to an oil pump, an oil pump control method, an apparatus, a fuel system, and a vehicle. The oil pump has active pressure relief and reverse fuel suction functions. The method includes: responding to a first mode switching command, controlling the oil pump to stop operating, the first mode switching command indicating a switch from fuel mode to pure electric mode; waiting for a preset time, obtaining the remaining battery charge; and if the remaining battery charge is greater than or equal to a preset charge threshold, controlling the oil pump to perform a reverse operation for a preset reverse time, sucking fuel from the fuel line back to the fuel reservoir until the amount of fuel in the fuel line is less than a preset lower limit. This method ensures that all fuel in the fuel line is sucked back to the fuel reservoir, preventing large-scale fuel leakage even if the fuel line ruptures, thus reducing the risk of fire caused by fuel leakage.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to an oil pump, an oil pump control method, a device, a fuel system, a vehicle, computer equipment, a computer-readable storage medium, and a computer program product. Background Technology

[0002] With the rapid development of the automotive industry and the increasing calls for energy conservation and emission reduction, automobiles have gradually shifted from pure fuel vehicles to pure electric and hybrid vehicles, and vehicle safety has become a hot topic of growing concern.

[0003] For plug-in hybrid electric vehicles, the working logic of the fuel pump is mostly that when the car is powered on, the fuel pump works for a few seconds to bring the fuel pressure in the fuel line up to the engine's required pressure and maintain that pressure. Moreover, the fuel pump will only actively shut down and cut off fuel when the vehicle is involved in a severe collision. If the fuel line ruptures, a large amount of fuel may be sprayed out, which could easily cause an accident.

[0004] Therefore, it is evident that a safer oil pump control solution is needed. Summary of the Invention

[0005] Therefore, it is necessary to provide an oil pump with active oil return function, as well as an oil pump control method, device, fuel system, vehicle, computer equipment, computer-readable storage medium and computer program product with higher safety performance to address the above-mentioned technical problems.

[0006] In a first aspect, this application provides an oil pump, comprising:

[0007] An oil storage tank, wherein the oil storage tank is provided with an oil storage space;

[0008] A pumper, wherein the pumper is provided with a pumping channel, and the first pumping end of the pumping channel is connected to the oil storage space;

[0009] A filter having a filterable end and a filtered end connected in communication, the filtered end being used to communicate with a fuel line of a fuel system, and the filterable end and the filtered end being connected in parallel to a second pumping end of the pumping channel;

[0010] A first valve body and a second valve body, wherein when the first valve body is open or closed, the pumping channel is unidirectionally connected to or disconnected from the end to be filtered, and when the second valve body is open or closed, the filtered end is unidirectionally connected to or disconnected from the pumping channel;

[0011] In the standby or reverse mode of the pump, the first valve body is configured to be completely closed and the second valve body is configured to be open, and the fuel flows from the filtered end to the pumping channel.

[0012] The aforementioned oil pump has its filter end and filtered end connected in parallel to the second pumping end of the pumping channel. When the pump is in standby or reverse mode, the first valve body is closed and the second valve body is open. At this time, there is no connection between the pumping channel and the filter end, only one-way connection between the filtered end and the pumping channel, and the filtered end is also connected to the fuel line. Since the pump continuously pumps fuel from the oil storage space to the filter side in forward mode, when the pump switches from forward mode to standby mode, the pressure in the filter is greater than the pressure in the pumping channel. Under the action of the pressure difference, the fuel flows from the filtered end to the second pumping end, thereby achieving the effect of fuel returning from the filter to the pump, and then causing the fuel to flow back into the oil storage space until the fuel line is emptied.

[0013] Secondly, this application also provides an oil pump, comprising:

[0014] An oil storage tank, wherein the oil storage tank is provided with an oil storage space;

[0015] A pumper, wherein the pumper is provided with a pumping channel, and the first pumping end of the pumping channel is connected to an oil storage space;

[0016] A filter having a filterable end and a filtered end connected in communication, the filterable end being connected to a second pumping end of the pumping channel, and the filtered end being connected to a fuel line of the fuel system;

[0017] A first check valve and a second check valve are assembled at the end to be filtered.

[0018] In the case where the pump is in shutdown mode or reverse mode, the first check valve is configured to be closed, allowing fuel to flow from the filter end to the second pumping end, and the second check valve is configured to be open, allowing fuel to flow from the filter end to the second pumping end.

[0019] The aforementioned oil pump, unlike the oil pump provided in the first aspect, features two one-way valves at the filter end. These valves control the fuel flow direction based on the pump's operating state. For example, in standby or reverse mode, fuel can flow only from the filter end to the second pumping end. Since the pump continuously pumps fuel from the reservoir to the filter side in forward mode, when switching from forward to standby mode, the pressure on the filter side is greater than the pressure in the pumping channel. Under this pressure difference, fuel flows back from the filter to the pump. This allows fuel to flow sequentially from the fuel system's fuel lines along the filter and the pump's pumping channel, ultimately returning entirely to the reservoir. Furthermore, the overall structure of the oil pump requires fewer piping paths, resulting in a more compact and efficient pump.

[0020] Thirdly, this application also provides an oil pump control method, wherein the oil pump is the oil pump provided in the first aspect or the second aspect; the method includes:

[0021] In response to a first mode switching command, the oil pump is controlled to stop working. The first mode switching command is used to indicate that the driving mode is switched from fuel mode to pure electric mode.

[0022] After waiting for the preset time, obtain the remaining battery power.

[0023] When the remaining charge of the battery is greater than or equal to a preset charge threshold, the oil pump is controlled to perform a reverse operation for a preset reverse duration, drawing the fuel in the fuel line back to the fuel tank until the amount of fuel in the fuel line is less than a preset lower limit value.

[0024] Fourthly, this application also provides an oil pump control device, comprising:

[0025] A signal response module is used to control the oil pump to stop working in response to a first mode switching command, wherein the first mode switching command is used to indicate that the driving mode is switched from fuel mode to pure electric mode.

[0026] The power acquisition module is used to obtain the remaining battery power after waiting for a preset time.

[0027] The reverse oil suction control module is used to control the oil pump to perform a reverse operation for a preset reverse duration when the remaining power of the battery is greater than a preset power threshold, so as to suck the fuel in the fuel line back to the fuel storage tank until the amount of fuel in the fuel line is less than a preset lower limit value.

[0028] Fifthly, this application also provides a fuel system, comprising:

[0029] An oil storage tank, wherein an oil storage chamber is provided inside the oil storage tank;

[0030] Oil pump, wherein the oil pump is the oil pump described in any of the above embodiments;

[0031] A fuel line configured to connect the fuel pump to the internal combustion engine.

[0032] Sixthly, embodiments of this application also provide a vehicle, including: a body, a controller, and a fuel system as described in the above embodiments, the fuel system being mounted on the body, and the controller being configured to execute the steps in the above embodiments of the fuel pump control method.

[0033] In a seventh aspect, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described oil pump control method embodiments.

[0034] Eighthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps in the above-described oil pump control method embodiments.

[0035] Ninthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps in the above-described oil pump control method embodiments.

[0036] The aforementioned fuel pump control method, device, fuel system, vehicle, computer equipment, computer-readable storage medium, and computer program product, because the fuel pump can adjust the fuel flow direction according to the pump's operating state—for example, when the pump is switched to standby mode or reverse mode, the fuel pump can draw fuel from the fuel line back to the fuel tank—allow the vehicle to first stop the fuel pump when it receives a mode switching command to switch from fuel mode to pure electric mode. After a period of time, if the remaining battery charge is greater than a preset charge threshold, the fuel pump can be controlled to perform a reverse operation for a preset reverse duration, drawing fuel from the fuel line back to the fuel tank until the amount of fuel in the fuel line is less than a preset lower limit. Since there is no fuel in the fuel line, even if the fuel line ruptures, there will be no large-scale fuel leakage, thus significantly reducing the risk of fire caused by fuel leakage. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a perspective view of an oil pump in some embodiments of this application;

[0039] Figure 2 A top view of the oil pump in some embodiments;

[0040] Figure 3 Cross-sectional views of the oil pump in some embodiments;

[0041] Figure 4 This is an assembly diagram of the pump, filter, first connecting member, first valve body and second valve body in some embodiments;

[0042] Figure 5 This is a schematic diagram of the fuel system of the oil pump in some embodiments of this application;

[0043] Figure 6 This is a front view of the oil pump in some other embodiments of this application;

[0044] Figure 7 This is a top view of the oil pump in some other embodiments of this application;

[0045] Figure 8 for Figure 7 Cross-sectional view at point AA;

[0046] Figure 9 for Figure 3 Enlarged view of point A in the image;

[0047] Figure 10 This is a cross-sectional view of the connecting element in some embodiments of this application;

[0048] Figure 11 This is a schematic diagram of the fuel system's oil passage according to some embodiments of this application;

[0049] Figure 12 A front view of a two-way valve according to some embodiments of this application;

[0050] Figure 13 This is a flowchart illustrating the oil pump control method in some embodiments;

[0051] Figure 14 This is a flowchart illustrating the oil pump control method in some other embodiments;

[0052] Figure 15 This is a flowchart illustrating the steps for responding to a startup command in some embodiments;

[0053] Figure 16 This is a flowchart illustrating the steps for responding to a startup command in some other embodiments;

[0054] Figure 17 This is a structural block diagram of the oil pump control device in some embodiments;

[0055] Figure 18 This is a structural block diagram of the oil pump control device in some other embodiments;

[0056] Figure 19 This is a diagram showing the internal structure of a computer device in some embodiments.

[0057] Figure label:

[0058] 100. Oil pump; 1. Oil reservoir; 101. Oil storage space; 2. Pumper; 20. Pumping channel; 201. First pumping end; 202. Second pumping end; 2021. First pump interface; 3. Filter; 3101. Filtered end; 3102. Filtered end; 4. Bidirectional flow structure; 40. Two-way valve; 41. First valve body; 42. Second valve body; 51. First connecting component; 511. First connecting interface; 512. Second connecting interface; 513. Third connecting interface; 514. Fourth connecting interface; 5. Second connecting component; 510. Fifth connecting interface; 520. Sixth connecting interface; 530. Seventh connecting interface; 6. Pressure regulating valve; 61. Pressure regulating interface; 62. Pressure regulating outlet; 2000. Fuel system; 2100. Oil reservoir; 2200. Fuel pipeline. Detailed Implementation

[0059] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0060] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0061] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0062] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0063] With the rapid development of the automotive industry and the increasing calls for energy conservation and emission reduction, automobiles have gradually shifted from pure fuel vehicles to pure electric and hybrid vehicles, and vehicle safety has become a hot topic of growing concern.

[0064] Currently, mainstream automotive fuel systems include constant pressure fuel supply systems dominated by DC pumps, whose control method is: the engine management system controls the opening and closing of the fuel pump relay to realize the power supply and shutdown of the fuel pump; and on-demand fuel supply systems dominated by brushless fuel pumps, whose control method is: by changing the output voltage of the fuel pump control circuit with speed control, the operating speed of the fuel pump is controlled.

[0065] Regardless of the type of fuel system, for plug-in hybrid electric vehicles, the working logic of the fuel pump is mostly that when the car is powered on, the fuel pump works for a few seconds to bring the fuel pressure in the fuel line to the engine's required pressure and maintain that pressure. Moreover, the fuel pump will only actively shut down and cut off fuel when the vehicle is involved in a severe collision. If the fuel line ruptures, a large amount of fuel may be sprayed out, which could easily cause an accident.

[0066] To address the aforementioned technical problems, this application provides an oil pump, see below. Figures 1 to 4 As shown, according to some embodiments of this application, the oil pump 100 includes an oil reservoir 1, a pump 2, and a filter 3. The oil reservoir 1 contains an oil storage space 101. The pump 2 is mounted within the oil storage space 101 and has a pumping channel 20. The first pumping end 201 of the pumping channel 20 communicates with the oil storage space 101, and the pumping channel 20 is configured to selectively drive fuel flow. The filter 3 has a connected end to be filtered 3101 and a filtered end 3102. The filtered end 3102 is connected to a fuel line 2200 of the fuel system 2000. The end to be filtered 3101 and the filtered end 3102 are connected in parallel to the second pumping end 202 of the pumping channel 20. The second pumping end 202 can selectively unidirectionally communicate with both the end to be filtered 3101 and the filtered end 3102.

[0067] It should be noted that this application uses the application of the oil pump 100 in the fuel system 2000 of a vehicle as an example, but this application is not limited to this. For example, the oil pump 100 can also be applied to the fuel system 2000 of other vehicles, such as ships, aircraft, etc.

[0068] For example, when the vehicle's internal combustion engine is in operation, the pump 2 is in a started operating state, and at this time, the pump 2 is in a first starting mode (forward rotation mode). When the pump 2 is in the first starting mode, the pump 2 causes the fuel in the fuel storage space 101 to be drawn into the pumping channel 20 from the first pumping end 201, so that the fuel flows along the pumping channel 20 from the first pumping end 201 toward the second pumping end 202.

[0069] In this embodiment, the filter end 3101 can be considered as the oil inlet, and the filtered end 3102 can be considered as the oil outlet. The filter end 3101 and the filtered end 3102 are connected in parallel to the second pumping end 202, meaning the second pumping end 202 is connected to both the filter end 3101 and the filtered end 3102 of the filter 3. Since the second pumping end 202 and the filter end 3101 are configured for unidirectional flow from the second pumping end 202 to the filter end 3101, and the second pumping end 202 and the filtered end 3102 are configured for unidirectional flow from the filtered end 3102 to the second pumping end 202, the flow direction of fuel between the second pumping end 202 and the filter end 3101, as well as between the second pumping end 202 and the filtered end 3102, is restricted.

[0070] More specifically, between the second pumping end 202 and the filter end 3101, fuel can only flow from the second pumping end 202 to the filter end 3101; between the second pumping end 202 and the filtered end 3102, fuel can only flow from the filtered end 3102 to the second pumping end 202.

[0071] Therefore, when pump 2 is in the first start-up mode, pump 2 only pumps fuel from the second pumping end 202 to the filter end 3101. After filtration, the fuel flows into the filtered end 3102 and is then delivered to the internal combustion engine via the fuel line 2200 of the fuel system 2000. During the flow of fuel through filter 3, the fuel moves from the filter end 3101 to the filtered end 3102, thus allowing filter 3 to filter the fuel, reducing the amount of fuel containing impurities delivered to the internal combustion engine via the fuel line 2200 of the fuel system 2000, and improving the working stability of the internal combustion engine. It is important to understand that when the pump 2 is in the first start-up mode, the second pumping end 202 and the filtered end 3102 are not connected. Therefore, the fuel in the filtered end 3102 cannot flow back to the second pumping end 202. This ensures that the fuel in the filtered end 3102 can only be delivered to the internal combustion engine through the fuel line 2200 of the fuel system 2000, ensuring that the fuel line 2200 has a stable oil pressure to deliver fuel to the internal combustion engine and ensuring the working stability of the internal combustion engine.

[0072] For example, when the internal combustion engine is in a stopped state, it does not require fuel supply from the fuel system 2000. This allows the pump 2 to operate in standby mode. In standby mode, the pump 2 stops driving fuel to flow along the pumping channel 20 from the first pumping end 201 to the second pumping end 202. When the pump 2 is in standby mode, the second pumping end 202 and the filter end 3101 are configured to be in a non-conductive state, while the second pumping end 202 and the filtered end 3102 are configured to be in a conductive state. This makes the pressure in the filter 3 greater than the pressure in the pumping channel 20. Under the action of the pressure difference, fuel flows from the filtered end 3102 to the second pumping end 202, thereby achieving the effect of fuel returning from the filter 3 to the pump 2, and further causing the fuel to flow back into the oil storage space 101.

[0073] It should be understood that, since the filter end 3102 is also connected to the fuel line 2200 of the fuel system 2000, under the action of pressure difference, the fuel in the fuel line 2200 also flows back into the filter end 3102. Finally, the fuel flows through the filter end 3102 and the pump 2 to return to the fuel storage space 101. As the fuel in the fuel line 2200 flows back, the pressure in the fuel line 2200 also decreases, causing the pressure in the fuel line 2200 to gradually decrease from a high pressure state to a low pressure state, or even a normal pressure state.

[0074] Because the fuel pressure within the fuel line 2200 is at a low or normal pressure, even if the fuel line 2200 ruptures after a severe mechanical impact during an accident, fuel splashing is significantly reduced. This minimizes the large-area contact between fuel and air, lowering the risk of fire. Simultaneously, the reduced fuel splash area allows rescue personnel to approach the accident vehicle more easily and safely, facilitating subsequent cleanup and repair of the accident scene and minimizing fuel pollution and damage to other equipment and facilities.

[0075] Alternatively, when the internal combustion engine is off, the pump 2 can also be in a second start-up mode. In the second start-up mode, the pump 2 drives fuel to flow along the pumping channel 20 from the second pumping end 202 toward the first pumping end 201. Furthermore, when the pump 2 is in the second start-up mode, the second pumping end 202 and the filter end 3101 are configured to be in a non-conductive state, and the second pumping end 202 and the filtered end 3102 are configured to be in a conductive state. This makes the pressure in the filter 3 greater than the pressure in the pumping channel 20. Under the action of the pressure difference, fuel flows from the filtered end 3102 toward the second pumping end 202, thereby achieving the effect of fuel returning from the filter 3 to the pump 2. This further enables the fuel in the fuel line 2200 to completely return to the fuel storage space 101, ultimately achieving the effect of emptying the fuel line 2200. It can be understood that emptying here does not mean physically 100% emptying, but rather that the amount of fuel in the fuel line is lower than a very small fuel quantity lower limit value, which can be understood as the fuel in the fuel line being emptied. Since the fuel in the fuel line 2200 has been emptied, fuel leakage and secondary accidents caused by fuel leakage are reduced when the vehicle suffers severe mechanical impact in an accident, thereby improving vehicle safety.

[0076] According to the oil pump 100 provided in the embodiments of this application, the filter 3 has its unfiltered end 3101 and filtered end 3102 connected in parallel to the pumping channel 20. When the pump 2 is in the first start-up mode, the second pumping end 202 and the unfiltered end 3101 are connected, and fuel can only flow from the second pumping end 202 to the unfiltered end 3101. The second pumping end 202 and the filtered end 3102 are not connected. This ensures that the pump 2 pumps fuel from the oil storage space 101 to the filter 3 at a suitable pressure, so that the fuel is filtered by the filter 3 and then pumped to the fuel line 2200 of the fuel system 2000, and finally the fuel is supplied to the internal combustion engine. When pump 2 is in standby mode and second start-up mode, there is no connection between the second pumping end 202 and the filter end 3101, but there is a connection between the second pumping end 202 and the filtered end 3102. Fuel can only flow from the filtered end 3102 to the second pumping end 202, thus causing fuel backflow in the fuel line 2200. Specifically, when pump 2 is in standby mode, the fuel pressure in the fuel line 2200 is at a low or normal pressure, reducing the likelihood of secondary accidents caused by fuel splashing. When pump 2 is in the second start-up mode (reverse mode), the fuel in the fuel line 2200 can be emptied, further reducing the possibility of secondary accidents.

[0077] It should be further explained that, since the pump 2 can have a first start-up mode, a second start-up mode, and a standby mode, the pump 2 can drive the fuel to flow in different directions, and the pump 2 can not drive the fuel, that is, the pumping channel 20 is configured to drive the fuel to flow selectively. Furthermore, the filter end 3101 and the filtered end 3102 are connected in parallel to the second pumping end 202. When the filter end 3101 and the second pumping end 202 are in a conductive state, fuel can only flow from the second pumping end 202 to the filter end 3101, making the filter end 3101 and the second pumping end 202 a unidirectional conductive relationship; when the filtered end 3102 and the second pumping end 202 are in a conductive state, fuel can only flow from the filtered end 3102 to the second pumping end 202, making the filtered end 3102 and the second pumping end 202 a unidirectional conductive relationship. The conduction state of the filter end 3101 and the second pumping end 202 and the conduction state of the filtered end 3102 and the second pumping end 202 are adjusted according to the working mode of the pumper 2, that is, the second pumping end 202 can selectively conduct unidirectionally with the filter end 3101 and the filtered end 3102. In other words, when the second pumping end 202 and the filter end 3101 are in a conductive state, fuel can flow from the second pumping end 202 to the filter end 3101. When the second pumping end 202 and the filter end 3101 are not in a conductive state, fuel cannot flow between the second pumping end 202 and the filter end 3101. When the second pumping end 202 and the filtered end 3102 are in a conductive state, fuel can flow from the filtered end 3102 to the second pumping end 202. When the second pumping end 202 and the filtered end 3102 are not in a conductive state, fuel cannot flow between the second pumping end 202 and the filtered end 3102.

[0078] Therefore, when a vehicle is equipped with the oil pump 100 provided in this embodiment, since the filter end 3101 and the filtered end 3102 are connected in parallel in the pumping channel 20, the pump 2 supplies fuel to the internal combustion engine after passing through the filter 3 when it is in the first start-up mode. In the standby mode and the second start-up mode, the pump 2 allows fuel to flow back. When the pump 2 is in standby mode, the fuel line 2200 is under low pressure or normal pressure to reduce the severity of secondary accidents; when the pump 2 is in the second start-up mode, the fuel in the fuel line 2200 can be emptied, reducing the possibility of secondary accidents.

[0079] It should be further explained that the oil pump 100 provided in this application embodiment solves the two completely conflicting points of oil pump 100 pressure holding and pressure release, and can also realize active oil return of oil pump 100. For example, when the vehicle is in pure electric mode, since the internal combustion engine is off, when the pump 2 is in standby mode, the pressure in the fuel line 2200 is kept at a low pressure or normal pressure (using active pressure release); or, when the pump 2 is in the second start mode, the fuel line 2200 is completely emptied (using oil pump 100 to draw oil), reducing the risk of fire caused by fuel leakage in abnormal situations such as collisions.

[0080] When the vehicle's driving mode is fuel mode, in the event of a collision, pump 2 can quickly enter standby mode, utilizing the pressure difference in the fuel line 2200 to achieve rapid fuel return. This reduces the risk of a fire caused by a large amount of fuel spraying out and covering a wide area in the event of a collision or other abnormal situation. Alternatively, pump 2 can quickly enter a second activation mode to reduce the amount of fuel in the fuel line 2200. It is important to understand that during this process, as the amount of fuel in the fuel line 2200 decreases, the pressure within the fuel line 2200 also decreases, further reducing the risk of fuel leakage.

[0081] Since pump 2 can empty the fuel in fuel line 2200 when it is in the second start mode, fuel leakage can be significantly reduced during vehicle maintenance, thereby reducing the risk of fire caused by fuel leakage and ensuring the safety of maintenance personnel. It also better protects the air, environment, and human health.

[0082] Combination Figure 4 As shown, in some embodiments of this application, the oil pump 100 further includes a first valve body 41 and a second valve body 42. When the first valve body 41 is open or closed, the pumping channel 20 is unidirectionally connected to or disconnected from the filter end 3101. When the second valve body 42 is open or closed, the filtered end 3102 is unidirectionally connected to or disconnected from the pumping channel 20. Specifically, the first valve body 41 allows fuel to flow from the pumping channel 20 to the filter end 3101, and the second valve body 42 allows fuel to flow from the filtered end 3102 to the pumping channel 20.

[0083] For example, in some embodiments of this application, both the first valve body 41 and the second valve body 42 are configured as bidirectional valves.

[0084] When the pump 2 is in the first start-up mode, the first valve body 41 is configured to be open, and in the open state, the first valve body 41 can only allow fuel to flow from the pumping channel 20 to the filter end 3101, while the second valve body 42 is in the fully closed state. This ensures that when the pump 2 is in the first start-up mode, fuel can flow from the pumping channel 20 to the filter end 3101, but cannot flow between the pumping channel 20 and the filtered end 3102.

[0085] When pump 2 is in standby mode or second start-up mode, the second valve body 42 is configured to be open, and in the open state, fuel can only flow from the filtered end 3102 to the pumping channel 20, while the first valve body 41 is completely closed. This ensures that when pump 2 is in standby mode or second start-up mode, fuel can flow from the filtered end 3102 to the pumping channel 20, but cannot flow between the pumping channel 20 and the filtered end 3101.

[0086] Both the first valve body 41 and the second valve body 42 are configured as one-way valves. The first valve body 41 can be selected as a pressure-holding one-way valve, and the second valve body 42 can be selected as a non-pressure-holding one-way valve. When the pump 2 is in the first start-up mode, the pump 2 drives fuel from the pumping channel 20 to the filter end 3101. The flowing fuel drives the first valve body 41 to automatically change from a closed state to an open state, thereby making connection between the second pumping end 202 and the filter end 3101, and allowing fuel to flow into the filter end 3101. At the same time, the second valve body 42 is in a closed state, preventing fuel in the filtered end 3102 from flowing back to the second pumping end 202. This ensures that the fuel in the filtered end 3102 can only be delivered to the internal combustion engine through the fuel line 2200 of the fuel system 2000, ensuring that the fuel line 2200 has a stable oil pressure to deliver fuel to the internal combustion engine and ensuring the working stability of the internal combustion engine. When pump 2 is in standby mode or second start mode, because the pressure at the filtered end 3102 is greater than the pressure in the pumping channel 20, the second valve body 42 automatically changes from the closed state to the open state, thereby connecting the filtered end 3102 and the second pumping end 202, and allowing fuel to flow back from the filtered end 3102 to the pumping channel 20. At the same time, the first valve body 41 automatically changes from the open state to the closed state.

[0087] It is understood that in other embodiments of this application, the first valve body 41 and the second valve body 42 may both be configured as one-way valves, or one of the first valve body 41 and the second valve body 42 may be configured as a two-way valve, and the other of the first valve body 41 and the second valve body 42 may be configured as a one-way valve. The specific configuration can be determined according to actual circumstances, and is not limited here.

[0088] Exemplarily, in some embodiments of this application, both the first valve body 41 and the second valve body 42 can be configured as one-way valves. The first valve body 41 is configured to allow fuel to flow from the pumping channel 20 to the filter end 3101, and the second valve body 42 is configured to allow fuel to flow from the filtered end 3102 to the pumping channel 20. This allows the first valve body 41 and the second valve body 42 to selectively open and close according to the pressure difference changes generated by the change in the operating mode of the pump 2, thereby achieving selective unidirectional flow between the second pumping end 202 and both the filter end 3101 and the filtered end 3102. Therefore, configuring both the first valve body 41 and the second valve body 42 as one-way valves, since the opening and closing states of the first valve body 41 and the second valve body 42 change with the pressure difference, reduces the control difficulty of the first valve body 41 and the second valve body 42. This not only simplifies the control logic of the oil pump 100 controller, making the control logic simpler, but also helps to improve the working stability of the oil pump 100.

[0089] like Figures 1 to 5 As shown, in some embodiments of this application, the oil pump 100 may further include a first connecting member 51, which is provided with a first connecting interface 511, a second connecting interface 512, and a third connecting interface 513 that are interconnected. The first connecting interface 511 is connected to the second pumping end 202; the second connecting interface 512 is connected to the end to be filtered 3101, and the first valve body 41 is configured to control the second connecting interface 512 to selectively unidirectionally connect with the end to be filtered 3101; the third connecting interface 513 is connected to the filtered end 3102, and the second valve body 42 is configured to control the third connecting interface 513 to selectively unidirectionally connect with the filtered end 3102.

[0090] See Figure 5 As shown, in some embodiments of this application, the oil pump 100 may further include a pressure regulating valve 6, which is provided with a pressure regulating interface 61 and a pressure regulating outlet 62. The pressure regulating interface 61 and the pressure regulating outlet 62 are selectively unidirectionally connected. It should be understood that when the pump 2 is in the first starting mode, when the oil pressure output by the pump 2 is greater than the oil pressure required by the internal combustion engine, the pressure regulating interface 61 and the pressure regulating outlet 62 are in a connected state, so that fuel can flow back to the oil storage space 101 through the pressure regulating interface 61.

[0091] Among them, see Figure 5As shown, in some embodiments, the first connecting element 51 is further provided with a fourth connecting interface 514, which is connected to the first connecting interface 511. Since the first connecting interface 511, the second connecting interface 512, and the third connecting interface 513 are interconnected, the first connecting interface 511, the second connecting interface 512, the third connecting interface 513, and the fourth connecting interface 514 are also interconnected. Furthermore, the fourth connecting interface 514 is also connected to the pressure regulating interface 61, and the pressure regulating outlet 62 is connected to the oil storage space 101.

[0092] See Figures 6 to 9 As shown and Figure 11 In some embodiments of this application, an oil pump is also provided, including an oil storage tank 1, a pump 2, a filter 3, and a bidirectional flow guide structure 4.

[0093] The oil storage tank 1 contains an oil storage space 101 for storing fuel. The pump 2 has a pumping channel 20, with a first pumping end 201 connected to the oil storage space 101. The pumping channel 20 is configured to selectively drive fuel flow. The filter 3 has a connected end to be filtered 3101 and a filtered end 3102. The end to be filtered 3101 is connected to a second pumping end 202 of the pumping channel 20, and the filtered end 3102 is used to connect to the fuel line 2200 of the fuel system 2000. The bidirectional flow structure 4 is configured to selectively allow bidirectional flow between the second pumping end 202 and the end to be filtered 3101 according to the operating state of the pump 2.

[0094] When the vehicle's internal combustion engine is operating, pump 2 is in a started operating state, and at this time, pump 2 is in a first starting mode. In the first starting mode, pump 2 draws fuel from the oil reservoir 101 into the pumping channel 20 through the first pumping end 201, causing the fuel to flow along the pumping channel 20 from the first pumping end 201 towards the second pumping end 202. Since the filter end 3101 of the filter 3 is connected to the second pumping end 202, and when pump 2 is in the first starting mode, the bidirectional flow guide structure 4 is configured to allow fuel to flow from the second pumping end 202 to the filter end 3101, and the bidirectional flow guide structure 4 is also configured to restrict fuel flow from the filter end 3101 to the second pumping end 202. Thus, when pump 2 is in its first start-up mode, pump 2 is used to transport fuel from the oil storage space 101 to the filter 3 via the filter end 3101, achieving the effect of pump 2 driving fuel from the oil storage space 101 to the filter 3 in its first start-up mode. Since the filtered end 3102 is connected to the filter end 3101 and also connected to the fuel line 2200 of the fuel system 2000, the fuel, after being filtered by the filter 3 under the action of pump 2, flows through the filtered end 3102 of the filter 3 to the fuel line 2200 of the fuel system 2000. Then, the fuel filtered by the filter 3 is transported to the internal combustion engine along the fuel line 2200 of the fuel system 2000.

[0095] Therefore, when pump 2 is in the first start-up mode, pump 2 drives fuel to flow in filter 3 from the filter end 3101 to the filtered end 3102, thereby enabling filter 3 to filter the fuel and reducing the possibility of fuel containing impurities being delivered to the internal combustion engine via fuel line 2200 of fuel system 2000, thus improving the working stability of internal combustion engine. It should be understood that when pump 2 is in the first start-up mode, pump 2 continuously drives fuel to flow in pumping channel 20 along the direction from the first pumping end 201 to the second pumping end 202, so that fuel is continuously pumped from fuel storage space 101 to filter 3, and after flowing through filter 3, it is delivered to internal combustion engine via fuel line 2200 of fuel system 2000. Furthermore, it should be noted that when the pump 2 is in the first start-up mode, the bidirectional flow guide structure 4 is also configured to restrict the flow of fuel from the filter end 3101 to the second pumping end 202. In this way, during the process of fuel flowing from the oil reservoir 1 to the filter 3, the flow of fuel from the filter 3 to the oil reservoir 1 is prevented. This ensures that the fuel line 2200 has a stable oil pressure to deliver fuel to the internal combustion engine and ensures the working stability of the internal combustion engine.

[0096] Additionally, for example, when the internal combustion engine is in a stopped state, the internal combustion engine does not require fuel supply from the fuel system 2000. This allows the pump 2 to operate in standby mode. When the pump 2 is in standby mode, it stops driving fuel to flow along the pumping channel 20 from the first pumping end 201 to the second pumping end 202. When the pump 2 is in standby mode, the bidirectional flow guide structure 4 is configured to restrict fuel flow from the second pumping end 202 to the filter end 3101, and the bidirectional flow guide structure 4 is also configured to allow fuel flow from the filter end 3101 to the second pumping end 202. Furthermore, since the pump 2 has been continuously pumping fuel from the oil storage space 101 to the filter 3 side, when the pump 2 switches from the first start mode to the standby mode, the pressure on the filter 3 side is greater than the pressure in the pumping channel 20. Under the action of the pressure difference, fuel flows back from the filter 3 to the pump 2. Thus, after the pump 2 switches from the first start-up mode to the standby mode, fuel can flow from the fuel line 2200 of the fuel system 2000 and sequentially along the filter 3 and the pumping channel 20 of the pump 2, and finally flow back into the oil storage space 101.

[0097] It's important to understand that as fuel flows back into fuel line 2200, the pressure within it decreases, gradually reducing from a high-pressure state to a low-pressure state, or even a normal-pressure state. Because the fuel pressure in fuel line 2200 is at a low or normal pressure, even if the fuel line 2200 ruptures after a severe mechanical impact in an accident, fuel splashing is significantly reduced. This minimizes the large area of ​​fuel contact with air, lowering the risk of fire. Simultaneously, the reduced fuel splash area allows rescue personnel to approach the accident vehicle more easily and safely for rescue operations. It also facilitates subsequent cleanup and repair of the accident scene, reducing fuel pollution to the environment and damage to other equipment and facilities.

[0098] Alternatively, when the internal combustion engine is off, pump 2 can also operate in a second start-up mode. In this mode, pump 2 drives fuel to flow along the pumping channel 20 from the second pumping end 202 towards the first pumping end 201. Furthermore, in this mode, the bidirectional flow guide structure 4 is configured to restrict fuel flow from the second pumping end 202 to the filter end 3101, and also allows fuel flow from the filter end 3101 to the second pumping end 202. Thus, the pressure inside the filter 3 is greater than the pressure inside the pumping channel 20 (which is under negative pressure), and under this pressure difference, fuel flows back from the filter 3 to the pump 2. Thus, when the pump 2 is in the second start-up mode, fuel can flow from the fuel line 2200 of the fuel system 2000 under the action of the pump 2, sequentially along the filter 3 and the pumping channel 20 of the pump 2, and finally flow back into the fuel storage space 101. This ensures that the fuel in the fuel line 2200 is completely emptied from the fuel line 2200. Since the fuel in the fuel line 2200 has been emptied, the possibility of fuel leakage and secondary accidents caused by fuel leakage is significantly reduced when the vehicle suffers severe mechanical impact in an accident, thereby improving vehicle safety.

[0099] It should be further explained that, because the pump 2 can drive fuel to flow in different directions in the first and second start-up modes, and the pump 2 does not drive fuel in the standby mode, the pumping channel 20 is configured to selectively drive fuel flow. Furthermore, when the pump 2 is in the first start-up mode, the bidirectional flow guide structure 4 is configured to allow fuel to flow from the second pumping end 202 to the filter end 3101, and is also configured to restrict fuel flow from the filter end 3101 to the second pumping end 202. Similarly, when the pump 2 is in the second start-up mode and the standby mode, the bidirectional flow guide structure 4 is configured to restrict fuel flow from the second pumping end 202 to the filter end 3101, and is also configured to allow fuel flow from the filter end 3101 to the second pumping end 202. This allows for selective bidirectional flow between the second pumping end 202 and the filter end 3101.

[0100] Therefore, when a vehicle is equipped with the fuel pump 100 of this application, the pumping channel 20 of the pumper 2 is configured to selectively drive fuel flow, and the filter end 3101 is connected to the second pumping end 202 of the pumping channel 20. The filtered end 3102 is used to connect to the fuel line 2200 of the fuel system 2000, and the bidirectional flow structure 4 is configured to selectively connect the second pumping end 202 and the filter end 3101 according to the operating state of the pumper 2. This allows the pumper 2 to supply fuel to the internal combustion engine after passing the filter 3 when it is in the first start-up mode. In the standby mode and the second start-up mode of the pumper 2, the fuel is returned. When the pumper 2 is in the standby mode, the fuel line 2200 is in a low-pressure or normal-pressure state to reduce the degree of secondary accidents; when the pumper 2 is in the second start-up mode, the fuel in the fuel line 2200 can be emptied, significantly reducing the possibility of secondary accidents.

[0101] When the vehicle's driving mode is fuel mode, in the event of a collision, pump 2 can quickly enter standby mode, utilizing the pressure difference in the fuel line 2200 to achieve rapid fuel return. This reduces the risk of a fire caused by a large amount of fuel spraying out and covering a wide area in the event of a collision or other abnormal situation. Alternatively, pump 2 can quickly enter a second activation mode to reduce the amount of fuel in the fuel line 2200. It is important to understand that during this process, as the amount of fuel in the fuel line 2200 decreases, the pressure within the fuel line 2200 also decreases, further reducing the risk of fuel leakage.

[0102] Since the pump 2 can empty the fuel in the fuel line 2200 when it is in the second start mode, it significantly reduces the risk of fuel leakage and fire caused by fuel leakage during vehicle maintenance, ensuring the safety of maintenance personnel, and better protecting the air, environment and human health.

[0103] The aforementioned oil pump 100, by incorporating a bidirectional flow-guiding structure 4, selectively allows bidirectional flow between the second pumping end 202 and the filter end 3101 based on the operating state of the pumper 2. This allows the bidirectional flow-guiding structure 4 to coordinate with the operating state of the pumper 2 to control the flow direction of the fuel, thereby achieving the effect of selective unidirectional flow of fuel between the second pumping end 202 and the filter end 3101. This allows the fuel to adjust its flow direction within a single flow path, resulting in fewer piping paths required for the overall structure of the oil pump 100, thus making the oil pump 100 more compact and achieving a small and compact overall design.

[0104] In some embodiments of this application, the bidirectional flow structure 4 includes a first check valve and a second check valve, which are opened and closed according to the operating state of the pump 2, respectively. Specifically, the first check valve is configured to allow fuel to flow from the second pumping end 202 to the filter end 3101 when open, and the second check valve is configured to allow fuel to flow from the filter end 3101 to the second pumping end 202 when open.

[0105] For example, in some embodiments of this application, taking the bidirectional flow structure 4 assembled at the filter end 3101 of the filter 3 as an example, the first one-way valve and the second one-way valve are jointly assembled at the filter end 3101. When the pump 2 is in the first start-up mode, the first one-way valve is configured to be in the open state, and the second one-way valve is configured to be in the closed state. Since the first one-way valve is configured to allow fuel to flow from the second pumping end 202 to the filter end 3101 in the open state, and the second one-way valve is configured to allow fuel to flow from the filter end 3101 to the second pumping end 202 in the open state. Therefore, when the pump 2 is in the first start-up mode, the fuel can only flow from the second pumping end 202 to the filter end 3101 to pass through the first check valve, and then through the first check valve to pass through the filter end 3101 to further flow into the interior of the filter 3, ultimately causing the fuel to flow towards the filtered end 3102 to further flow to the fuel line 2200 of the fuel system 2000 and be delivered to the internal combustion engine.

[0106] Furthermore, since the second check valve is configured to be closed, fuel is prevented from flowing from the filter end 3101 to the second pumping end 202, thus preventing backflow of fuel when the pumper 2 is in the first start-up mode. This allows the fuel pump 100 to maintain pressure when the pumper 2 is in the first start-up mode, ensuring that the pressure in the fuel line 2200 of the fuel system 2000 is at a preset state, thereby ensuring stable fuel pressure for pumping fuel to the internal combustion engine and improving the working stability of the internal combustion engine.

[0107] Additionally, when the pump 2 is in standby mode and the second start-up mode, the first check valve is configured to be closed and the second check valve is configured to be open. Since the first check valve is configured to allow fuel to flow from the second pumping end 202 to the filter end 3101 when open, and the second check valve is configured to allow fuel to flow from the filter end 3101 to the second pumping end 202 when open, fuel can only flow from the filter end 3101 to the second pumping end 202 in standby mode and the second start-up mode, passing through the second check valve and then through the filter end 3101 to further return to the pumping channel 20, ultimately causing the fuel to return to the oil storage space 101. Thus, when pump 2 is in standby mode and second start mode, fuel can flow from the fuel line 2200 of the fuel system 2000 along the filter 3 and the pumping channel 20 of pump 2, and finally return to the fuel storage space 101. As the fuel flows back in the fuel line 2200, the pressure in the fuel line 2200 also decreases, gradually reducing the pressure from high pressure to low pressure, or even normal pressure, and ultimately emptying the fuel line 2200.

[0108] Therefore, according to the oil pump 100 of this application, by setting the bidirectional flow guide structure 4 as a first check valve and a second check valve, and the first check valve and the second check valve opening and closing respectively according to the working state of the pump 2, the bidirectional flow guide structure 4 is configured to allow fuel to flow from the second pumping end 202 to the filter end 3101 when the pump 2 is in the first start-up mode, and is also configured to restrict the flow of fuel from the filter end 3101 to the second pumping end 202 when the pump 2 is in the second start-up mode and the standby mode, the bidirectional flow guide structure 4 is configured to restrict the flow of fuel from the second pumping end 202 to the filter end 3101, and is also configured to allow the flow of fuel from the filter end 3101 to the second pumping end 202 when the pump 2 is in the second start-up mode and the filter end 3101, thus enabling selective bidirectional communication between the second pumping end 202 and the filter end 3101, thereby adjusting the flow direction of fuel according to the working state of the pump 2. It should be further noted that the above embodiments are described using the first and second check valves at the filter end 3101 as an example, but this application is not limited to this. For example, the first and second check valves can also be installed in the pipeline connecting the second pumping end 202 and the filter end 3101.

[0109] The above embodiments use a bidirectional flow structure 4, including a first check valve and a second check valve, as an example for illustration, but this application is not limited thereto. For example, as shown... Figure 12As shown, the bidirectional flow structure 4 is a two-way valve 40, which is configured to have a first open state and a second open state depending on the operating state of the pump 2. Specifically, in the first open state, the two-way valve 40 allows fuel to flow from the second pumping end 202 to the filter end 3101, and in the second open state, it allows fuel to flow from the filter end 3101 to the second pumping end 202.

[0110] For example, when the pump 2 is in the first start-up mode, the two-way valve 40 is in the first open state. At this time, the two-way valve 40 only allows fuel to flow from the second pumping end 202 to the filter end 3101, and restricts fuel from flowing from the filter end 3101 to the second pumping end 202. This allows fuel to flow only from the second pumping end 202 to the filter end 3101 through the two-way valve 40, and through the two-way valve 40 to the filter end 3101 to further flow into the interior of the filter 3. Finally, the fuel flows towards the filtered end 3102 to further flow into the fuel line 2200 of the fuel system 2000 and is delivered to the internal combustion engine. Furthermore, since the two-way valve 40 restricts the flow of fuel from the filter end 3101 to the second pumping end 202 in the first open state, it prevents fuel backflow when the pumper 2 is in the first start mode. This allows the oil pump 100 to maintain pressure when the pumper 2 is in the first start mode, so that the pressure in the fuel line 2200 of the fuel system 2000 is at a preset state, ensuring stable oil pressure for pumping fuel to the internal combustion engine, thereby improving the working stability of the internal combustion engine.

[0111] Furthermore, when pump 2 is in standby mode and the second start mode, the two-way valve 40 is in the second open state. At this time, the two-way valve 40 restricts fuel flow from the second pumping end 202 to the filter end 3101, and only allows fuel to flow from the filter end 3101 to the second pumping end 202. Therefore, when pump 2 is in standby mode and the second start mode, fuel can only flow from the filter end 3101 to the second pumping end 202 through the two-way valve 40, and then through the two-way valve 40 back to the pumping channel 20, ultimately returning the fuel to the oil storage space 101. Thus, when pump 2 is in standby mode and the second start mode, fuel can flow from the fuel line 2200 of the fuel system 2000 along the filter 3 and the pumping channel 20 of pump 2, and ultimately return to the oil storage space 101. As fuel flows back into the fuel line 2200, the pressure inside the fuel line 2200 decreases, gradually reducing the pressure from high pressure to low pressure, or even normal pressure, ultimately emptying the fuel line 2200.

[0112] The aforementioned oil pump 100, by setting the bidirectional flow-guiding structure 4 as a bidirectional valve 40, and configuring the bidirectional valve 40 to have a first open state and a second open state depending on the operating state of the pumper 2. Thus, when the pumper 2 is in the first start-up mode, the bidirectional valve 40 only allows fuel to flow from the second pumping end 202 to the filter end 3101, and restricts fuel flow from the filter end 3101 to the second pumping end 202. Similarly, when the pumper 2 is in the second start-up mode and standby mode, the bidirectional valve 40 restricts fuel flow from the second pumping end 202 to the filter end 3101, and only allows fuel flow from the filter end 3101 to the second pumping end 202. This allows selective bidirectional flow between the second pumping end 202 and the filter end 3101, thereby enabling adjustment of the fuel flow direction according to the operating state of the pumper 2. In specific scenarios, all fuel can be drawn back into the reservoir, reducing safety hazards caused by fuel line rupture.

[0113] See Figures 6 to 11 As shown, in some embodiments of this application, the oil pump 100 may further include a second connecting member 5. The second connecting member 5 is provided with a fifth connecting interface 510 and a sixth connecting interface 520 that are connected. The fifth connecting interface 510 is connected to the second pumping end 202, and the sixth connecting interface 520 is connected to the filter end 3101. In other words, the second connecting member 5 is used to connect the second pumping end 202 and the filter end 3101 so that fuel flows through the second connecting member 5 between the second pumping end 202 and the filter end 3101. The bidirectional flow guide structure 4 is assembled to the fifth connecting interface 510 and / or the first pump interface 2021 of the second pumping end 202, or the bidirectional flow guide structure 4 is assembled to the sixth connecting interface 520 and / or the filter end 3101, so that the bidirectional flow guide structure 4 is used to control the flow state of fuel between the second pumping end 202 and the filter end 3101, so that the fuel flow state can be adjusted according to the working state of the pump 2.

[0114] For example, see Figure 8 As shown, in some embodiments of this application, when the second connecting member 5 is assembled between the pump 2 and the filter 3, the fifth connecting interface 510 is sleeved outside the first pump interface 2021, and a sealing element is sandwiched between the fifth connecting interface 510 and the first pump interface 2021, thereby improving the sealing performance between the fifth connecting interface 510 and the first pump interface 2021 to significantly reduce the possibility of fuel leakage. Similarly, the sixth connecting interface 520 is sleeved outside the filter end 3101, and a sealing element is sandwiched between the sixth connecting interface 520 and the filter end 3101, thereby improving the sealing performance between the fifth connecting interface 510 and the first pump interface 2021 to significantly reduce the possibility of fuel leakage. Additionally, as... Figure 4As shown, the bidirectional flow guide structure 4 is assembled on the filter end 3101, with one part of the bidirectional flow guide structure 4 located within the filter end 3101 and the other part located within the sixth connecting interface 520. In other words, the bidirectional flow guide structure 4 is arranged within the space jointly defined by the sixth connecting interface 520 and the filter end 3101. Thus, the bidirectional flow guide structure 4, in conjunction with the operation of the pump 2, controls the flow direction of the fuel, thereby achieving the effect of selective unidirectional flow of fuel between the second pumping end 202 and the filter end 3101.

[0115] See Figure 8 and Figure 11 As shown, in some embodiments of this application, the oil pump 100 may further include a pressure regulating valve 6. The pressure regulating valve 6 is provided with a pressure regulating interface 61 and a pressure regulating outlet 62. The pressure regulating interface 61 and the pressure regulating outlet 62 are selectively unidirectionally connected. The pressure regulating interface 61 is used to communicate with the second pumping end 202, and the pressure regulating outlet 62 is used to communicate with the oil storage space 101. Thus, when the pump 2 is in the first starting mode, when the oil pressure output by the pump 2 is greater than the oil pressure required by the internal combustion engine, the pressure regulating interface 61 and the pressure regulating outlet 62 are in a conductive state, allowing fuel to flow from the pressure regulating interface 61 through the pressure regulating valve 6 and back to the oil storage space 101 through the pressure regulating outlet 62. Therefore, when the oil pressure output by the pump 2 is greater than the oil pressure required by the internal combustion engine, the pressure regulating interface 61 and the pressure regulating outlet 62 are in a conductive state, allowing fuel to flow back to the oil storage space 101 through the pressure regulating valve 6, thereby achieving the effect of regulating oil pressure. When the oil pressure output by pump 2 is less than or equal to the oil pressure required by the internal combustion engine, the pressure regulating port 61 and the pressure regulating outlet 62 are in a non-conductive state, so that the oil pressure output by pump 2 can reach the oil pressure required by the internal combustion engine.

[0116] Among them, combined Figure 11 As shown, in some embodiments of this application, the second connecting member 5 is provided with a seventh connecting interface 530 that communicates with the fifth connecting interface 510. When the second connecting member 5 is assembled with the pressure regulating valve 6, the pressure regulating interface 61 is connected to the seventh connecting interface 530. In this way, when the oil pressure output by the pump 2 is greater than the oil pressure required by the internal combustion engine, fuel is delivered to the pressure regulating valve 6 through the second connecting member 5 and flows back into the oil storage space 101.

[0117] like Figure 13 As shown, based on the oil pump designed above, this application also provides an oil pump control method, wherein the oil pump can be any of the oil pumps described in the above embodiments. For ease of explanation, the following embodiments all use the method applied to a vehicle oil pump as an example. It is understood that in other embodiments, the method can also be applied to oil pumps of ships, aircraft, etc.

[0118] This embodiment illustrates the application of this method to a vehicle controller. It is understood that this method can also be applied to a server, and further to a system including both a vehicle and a server, and is implemented through the interaction between the vehicle controller and the server. The vehicle controller may include, but is not limited to, an EMS or a central control system (VCU, Vehicle Control Unit). In this embodiment, the method includes the following steps (hereinafter referred to as S):

[0119] S200, in response to the first mode switching command, controls the oil pump to stop working. The first mode switching command is used to indicate that the driving mode is switched from fuel mode to pure electric mode.

[0120] The first mode switching command is an electrical signal that indicates the vehicle's driving mode should be switched from fuel mode to pure electric mode. This signal can be triggered by the driver operating the vehicle's central control screen, or it can be automatically issued by the vehicle control unit (VCU) based on factors such as battery SOC (State of Charge, also known as remaining charge) and vehicle speed. Taking hybrid vehicles as an example, driving modes include fuel mode, pure electric mode, hybrid mode, and series mode. Hybrid mode means that the engine and electric motor work simultaneously to provide driving force for the vehicle. Series mode means that the engine does not directly drive the wheels, but acts as a generator to charge the battery, while the electric motor drives the vehicle. This mode is common in range-extended electric vehicles.

[0121] In practice, the user can select to switch the driving mode from fuel mode to pure electric mode through an in-vehicle selection interface (such as the central control screen). This instruction is transmitted to the vehicle controller, which generates a first mode switching instruction based on the received mode switching request. Subsequently, the vehicle controller, such as the EMS, can send a stop instruction to the fuel pump controller via the CAN bus or other communication methods. Upon receiving the instruction, the fuel pump controller immediately cuts off the power supply to the fuel pump motor, causing the fuel pump to stop operating and thus releasing the pipeline pressure.

[0122] S400: After waiting for a preset time, obtain the remaining battery power.

[0123] The preset duration is a pre-set time interval during which the vehicle control system suspends operations, allowing the pressure in the oil circuit to gradually stabilize. For example, the remaining battery charge can be the current state of energy of the vehicle's battery pack, typically expressed as SOC, and is usually provided by the Battery Management System (BMS).

[0124] In practice, when the oil pump stops working, the vehicle controller starts an internal timer. After the count reaches a preset duration, the vehicle controller sends a request to the BMS via the CAN bus to inquire about the current SOC value of the battery. The BMS calculates and returns the remaining battery power to the vehicle controller.

[0125] S600, when the remaining battery power is greater than or equal to a preset power threshold, controls the oil pump to perform a reverse operation for a preset reverse duration, sucking the fuel in the fuel line back to the fuel tank until the amount of fuel in the fuel line is less than the preset lower limit of fuel amount.

[0126] The fuel line is the fuel delivery line connecting the fuel tank and the engine, responsible for delivering fuel to the fuel injectors or other fuel supply points. The battery charge threshold is a pre-set minimum battery charge level. This threshold ensures sufficient power to support the fuel pump reversal operation without affecting other critical systems. In practical applications, taking hybrid vehicles as an example, if the battery charge falls below a certain threshold, such as 10%, the controller will force the engine to start. Starting the engine requires energy, and the fuel pump reversal requires a period of time to build pressure, resulting in higher energy consumption. Therefore, to reduce the frequent engine starts that increase energy consumption and affect the fuel pump reversal operation in pure electric mode when the battery charge is low, it is necessary to first determine if the battery charge is sufficient.

[0127] The lower limit for fuel level is a standard value used to determine whether the fuel has been substantially emptied, not a requirement for complete and absolute emptying (physically, 100% emptying is difficult to achieve). This value can be understood as the maximum volume or mass of fuel allowed to remain in the fuel line after the fuel pump reverses and returns the fuel to the tank. When the amount of fuel remaining in the fuel line is below this threshold, the system considers it "approximately emptied" and can end the reversal operation. Specifically, the lower limit for fuel level should be calibrated according to the fuel system design of the specific vehicle model. For example, for a small car, if the estimated volume of the fuel line is 200 ml, the lower limit for fuel level can be set to 5 ml or 10 ml.

[0128] Reverse operation refers to the operation of changing the phase sequence of the fuel pump motor to make the fuel pump rotate in the opposite direction. The reverse rotation duration controls the length of time the fuel pump rotates in reverse to ensure that all fuel in the fuel line flows back to the reservoir. Specifically, the reverse rotation duration can be determined based on factors such as fuel line length and fuel pump power. For example, the reverse rotation duration could be 5 seconds, 6 seconds, 8 seconds, or 10 seconds.

[0129] In practice, the vehicle controller can compare the battery SOC value obtained from the BMS with a preset charge threshold. If the SOC is greater than or equal to the charge threshold, the operating phase sequence of the fuel pump motor is adjusted, a reverse command is generated, and the reverse command and duration parameter are sent to the fuel pump controller via the CAN bus. Upon receiving the reverse command, the fuel pump controller executes the reverse operation. Simultaneously, a timer is started to monitor the reverse duration. Once the preset reverse duration is reached, the fuel pump controller automatically stops the fuel pump reverse operation and notifies the vehicle controller that the operation is complete. At this point, all the fuel in the fuel line has been drawn back into the fuel pump's reservoir.

[0130] For example, the oil pump can be driven by a three-phase motor, specifically by providing the correct three-phase power sequence to the three-phase motor to ensure that the motor rotates in the intended direction. The three-phase power sequence (or simply three-phase sequence) refers to the order in which AC voltage is applied to the three windings of the motor (usually labeled U, V, W).

[0131] When the vehicle's drive mode is fuel mode, the fuel pump needs to supply fuel normally. At this time, the vehicle controller will supply power to the fuel pump motor (i.e., the pump core) according to a standard three-phase sequence (such as UVW), causing the pump core to rotate in the set direction to ensure that fuel can be smoothly delivered to the engine. When the vehicle's driving mode switches from fuel mode to pure electric mode, the vehicle controller responds to the mode switching command and adjusts the input sequence of the three-phase power supply to the fuel pump core. For example, it may swap any two of the three phases, or change the three-phase sequence from UVW to UWV. This generates a reversal command containing the new three-phase sequence information and sends it to the fuel pump controller via the CAN bus. Upon receiving the reversal command, the fuel pump controller reconfigures its internal power electronics (such as the inverter) to change the actual output sequence of the three-phase power, thus changing the rotation direction of the pump core. After the pump core reverses, a negative pressure is created in the fuel pump's connecting pipe cavity, while the filter and pipeline remain under positive pressure. Under the pressure difference, the valve spring at the non-pressure-holding check valve is compressed, causing the valve core to open. The fuel is then drawn back to the fuel tank under the continuous negative pressure generated by the pump reversal, thus achieving the fuel pump's reverse suction operation. Specifically, the fuel return path during the fuel pump reversal process can be found in the detailed description of the fuel pump embodiment above, and will not be repeated here.

[0132] Furthermore, once the fuel pump begins its reverse operation, the fuel pump controller monitors the duration of the reverse operation (T1). If the reverse operation reaches a preset duration, such as 10 seconds, it immediately stops. This ensures that all fuel in the fuel line is drawn back to the reservoir, reducing unnecessary wear or other problems caused by excessive operation. Because all fuel in the fuel line is drawn back to the reservoir, even if a collision occurs and the fuel line ruptures, there will be no large-scale fuel leakage, thus greatly reducing the possibility of a vehicle fire caused by fuel leakage.

[0133] The aforementioned fuel pump control method allows the fuel pump to adjust the fuel flow direction based on the pump's operating status. For example, when the pump is switched to standby or reverse mode, the fuel pump can draw fuel from the fuel line back to the reservoir. Therefore, when the vehicle receives a mode switch command to switch from fuel mode to pure electric mode, it first stops the fuel pump. After a period of time, if the remaining battery charge is greater than a preset threshold, the fuel pump can be controlled to reverse for a preset duration, drawing fuel from the fuel line back to the reservoir until the fuel level in the fuel line is below a preset minimum fuel level. Because there is no fuel in the fuel line, even if the fuel line ruptures, there will be no large-scale fuel leak, thus significantly reducing the risk of fire caused by fuel leakage.

[0134] like Figure 14 As shown, in some exemplary embodiments, the method further includes:

[0135] In response to the second mode switching command, the S700 controls the fuel pump to start working and monitors the fuel line pressure. The second mode switching command is used to indicate that the drive mode is switched from pure electric mode to fuel mode.

[0136] S720: If the pipeline pressure reaches the target pressure value required for engine starting within a preset time, the engine will be controlled to ignite and start.

[0137] The second mode switching command is an electrical signal used to indicate switching the driving mode from "pure electric mode" to "fuel mode". For example, this signal can be triggered by the driver operating the central control screen, or automatically issued by the vehicle control unit (VCU) based on conditions such as battery SOC and vehicle speed. Fuel line pressure is the pressure value of fuel in the fuel lines, usually detected in real time by a fuel pressure sensor installed on the fuel rail. Only when the pressure reaches a certain value can the engine reliably ignite and run.

[0138] In this embodiment, the preset duration is a set time window, which can be calibrated based on factors such as the oil pump pressure and engine power. Within this time, if the oil pump can build up sufficient fuel pressure, the engine is considered to be ready to start. The target pressure value refers to the minimum fuel pressure required for normal engine ignition; the specific value depends on the engine model and design requirements, and can be calibrated according to the engine characteristics of a specific vehicle model.

[0139] In practice, if the driver operates the central control screen to switch the vehicle's driving mode from "pure electric mode" to "fuel mode," this command is transmitted to the vehicle controller, such as the EMS. The vehicle controller generates a second mode switching command based on the received mode switching request. Subsequently, in response to this command, it sends a "start fuel pump" command to the fuel pump controller via the CAN bus, simultaneously activating the data acquisition function of the fuel pressure sensor, which continuously monitors the fuel line pressure. Upon receiving the start command, the fuel pump controller controls the motor to drive the fuel pump to start operating. Simultaneously, the vehicle controller continuously reads the fuel line pressure detected by the fuel pressure sensor, compares the fuel line pressure with the target pressure value, and determines whether the fuel line pressure has reached the target pressure value required for engine start within a preset time. If the fuel line pressure reaches the target pressure value within the preset time, it controls the engine to ignite and start. This may include sequentially controlling the starter motor, opening the fuel injectors, and discharging the ignition coil to complete the engine start. If the pipeline pressure does not reach the target pressure value required for engine starting within the preset time, it indicates that the oil pump may be malfunctioning or the oil pressure is too low to build up properly. Therefore, in this case, a fault message can be sent and the fault code recorded for subsequent diagnosis and maintenance.

[0140] In this embodiment, before engine ignition, it is checked whether the fuel line has built up sufficient pressure to ensure that the injector can supply fuel normally. This reduces the problem of the engine failing to start or being damaged due to insufficient fuel supply, or serious problems such as incomplete combustion, cylinder carbon buildup, or even cylinder scoring caused by forcibly igniting before the required fuel pressure is reached.

[0141] like Figure 15 As shown, in some exemplary embodiments, the method further includes:

[0142] S800, in response to the start command, performs a power-on operation and controls the oil pump to stop working.

[0143] S820, obtains the driver mode selected by the user.

[0144] The S840 determines whether the oil pump needs to operate based on the user-selected drive mode.

[0145] A vehicle start command refers to the command triggered by the user inserting the key, pressing the start button, or through a mobile app to start the vehicle. Vehicle power-on operation refers to the process of supplying power to the vehicle's high-voltage systems (battery, motor, electronic control) and low-voltage systems (instrumentation, ECU, lights, etc.).

[0146] In practice, after the driver inserts the key, presses the start button, or selects to start the vehicle via a mobile app, the vehicle controller receives the vehicle start command. Subsequently, it performs a self-test and system initialization, and then performs a power-on operation to wake up the various modules of the vehicle and complete the power switch. Simultaneously, a "stop" command can be sent to the fuel pump controller via the CAN bus. The fuel pump controller then cuts off the power to the fuel pump motor, putting the fuel pump in a stopped state. During this period, the driver can select the vehicle's drive mode via the central control screen or physical buttons. The vehicle controller receives the vehicle's drive mode and determines whether to start the fuel pump based on the selected drive mode. For example, if the driver selects pure electric mode, the fuel pump will not start; if a real fuel or hybrid mode is selected, the fuel pump will start and build up fuel pressure.

[0147] In this embodiment, the fuel pump is not activated by default when the vehicle is started, and it only starts working after receiving the engine start command. This can effectively reduce the possibility of fuel system malfunction, improve the safety level, and achieve energy saving and emission reduction.

[0148] like Figure 16 As shown, in some exemplary embodiments, S840 includes:

[0149] S842, when the user selects fuel mode as the driving mode, responds to the engine start command, controls the fuel pump to start working, and monitors the fuel line pressure.

[0150] S844: If the fuel line pressure reaches the target pressure value required for engine starting within a preset time, then control the engine to ignite and start.

[0151] Following the previous embodiment, if the user selects fuel mode as the driving mode, the system will generate an engine start command based on the user's operation. Subsequently, the vehicle controller, such as the EMS, responds to the engine start command by sending a "start fuel pump" command to the fuel pump controller, causing the fuel pump controller to start working, specifically in forward rotation mode. Simultaneously, the data acquisition function of the fuel pressure sensor is activated, and the fuel pressure sensor continuously monitors the fuel line pressure. The vehicle controller continuously reads the fuel line pressure detected by the fuel pressure sensor, compares the fuel line pressure with the target pressure value, and determines whether the fuel line pressure reaches the target pressure value required for engine start within a preset time. If the fuel line pressure reaches the target pressure value within the preset time, the engine is ignited and started. If the fuel line pressure does not reach the target pressure value required for engine start within the preset time, it indicates that the fuel pump may be malfunctioning, or the fuel pressure is too low to build up properly. In this case, a fault message can be pushed and a fault code recorded for subsequent diagnosis and maintenance.

[0152] In this embodiment, before the engine ignition start value, it is checked whether the fuel line has built up sufficient pressure to ensure that the injector can supply fuel normally. This reduces the occurrence of problems such as the engine failing to start or being damaged due to insufficient fuel supply, or serious problems such as incomplete combustion, cylinder carbon deposits, or even cylinder scoring caused by forcibly igniting before the required fuel pressure is reached.

[0153] Because vehicles are susceptible to various factors during operation, they are prone to abnormalities and high-risk situations. In some exemplary embodiments, the method further includes: upon detecting a preset fire risk signal, controlling the fuel pump to stop working, and controlling the fuel pump to perform a reverse operation for a preset reverse duration, drawing fuel from the fuel line back to the fuel reservoir until the amount of fuel in the fuel line is less than a preset lower limit value.

[0154] A fire risk signal, also known as a high fire risk signal, refers to an abnormal state signal detected by relevant sensors or control units during vehicle operation that may cause a vehicle fire. Fire risk signals can be pre-defined, specifying which types of signals qualify as fire risk signals. In this embodiment, fire risk signals include, but are not limited to, collision signals, engine compartment heat accumulation signals, battery high temperature signals, battery thermal runaway signals, and high-voltage harness short-circuit signals. Specifically, battery high temperature signals, battery heat accumulation signals, and battery thermal runaway signals can be sent by the BMS; engine compartment heat accumulation signals can be sent by the engine compartment temperature sensor; collision signals are sent by sensors used to detect whether a collision has occurred; and high-voltage harness short-circuit signals can be sent by the high-voltage system.

[0155] During vehicle operation, the vehicle controller monitors the status of multiple modules to promptly detect high-risk fire signals. If at least one of the following high-fire-risk signals is received: collision signal, engine compartment heat accumulation signal, battery high temperature signal, battery thermal runaway signal, or high-voltage wiring harness short circuit signal, the vehicle is deemed to be at fire risk. In this case, a "fire shutdown + pump stop + reverse" strategy is adopted. First, the engine is shut down, the fuel pump is stopped, and the working phase sequence of the fuel pump motor is adjusted to generate a reverse command. This reverse command and duration parameter are sent to the fuel pump controller via the CAN bus. Upon receiving the reverse command, the fuel pump controller executes the reverse operation. Simultaneously, a timer is started to monitor the reverse duration. Once the preset reverse duration is reached, the fuel pump controller automatically stops the fuel pump reverse operation and notifies the vehicle controller that the operation is complete. At this point, all fuel in the fuel lines has been drawn back into the fuel pump's reservoir.

[0156] In this embodiment, upon receiving a fire risk signal, the oil pump is immediately shut down, and a reverse oil suction operation is performed to draw the fuel in the fuel line back to the fuel tank. This can greatly reduce the risk of fire caused by fuel leakage encountering high temperature or sparks, and also reduce the possibility of secondary accidents.

[0157] In some exemplary embodiments, the method further includes: in response to a fuel system maintenance mode activation command, controlling the fuel pump to perform a reverse operation for a preset reverse duration, drawing fuel from the fuel line back to the fuel reservoir until the amount of fuel in the fuel line is less than a preset lower limit value.

[0158] The fuel system maintenance mode activation command is a signal triggered when a user or technician selects "fuel system maintenance mode" on the vehicle's operating interface, such as the central control screen, indicating that fuel system maintenance operations are about to be performed.

[0159] In practice, if the user clicks the "Fuel System Maintenance Mode" button on the central control screen, the central control system sends this request to the vehicle controller. The vehicle controller responds to the command, adjusts the working phase sequence of the fuel pump motor, generates a reverse command, and sends the reverse command and duration parameters to the fuel pump controller via the CAN bus. Upon receiving the reverse command, the fuel pump controller executes the reverse operation. Simultaneously, a timer is started to monitor the reverse duration. Once the preset reverse duration is reached, the fuel pump controller automatically stops the reverse operation and notifies the vehicle controller that the operation is complete. At this point, all fuel in the fuel lines has been drawn back into the fuel pump's reservoir. After completing the reverse operation, the fuel pump controller can send a "Task Completed" signal. The vehicle controller can then notify the central control screen to display a message such as "Fuel emptied, maintenance can begin," and can also record an event log for later traceability. It is understandable that before controlling the fuel pump to perform the reverse fuel suction operation, the vehicle controller can determine whether the current vehicle status meets the conditions for entering maintenance mode, such as the vehicle being stationary, high-voltage electricity being off, the engine not running, and the BMS having no serious faults. If these conditions are met, the fuel pump is controlled to perform the reverse fuel suction operation.

[0160] In this embodiment, the fuel is actively purged before maintenance personnel repair the fuel system, which greatly reduces the risk of fire caused by fuel leakage during the maintenance process and reduces the possibility of injury to maintenance personnel.

[0161] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0162] Based on the oil pump provided in the above embodiments, this application also provides a fuel system, including:

[0163] An oil storage tank, with an oil storage chamber inside;

[0164] According to any of the above oil pump embodiments, the oil pump is assembled in an oil reservoir;

[0165] Fuel lines are configured to connect the fuel pump to the internal combustion engine.

[0166] The aforementioned fuel system includes the fuel pump with active pressure relief and active fuel suction functions described in any of the above fuel pump embodiments, thereby enabling the fuel system to actively draw fuel from the fuel line back to the fuel tank under certain circumstances, reducing the possibility of large-scale fuel leakage due to fuel line rupture and significantly reducing the risk.

[0167] This application also provides a vehicle, including a body, a controller, and a fuel system as described in the above embodiments. The fuel system is mounted on the body, and the controller is configured to perform the steps of the method described in any of the above embodiments of the fuel pump control method.

[0168] Because the fuel pump in the vehicle's fuel system resolves the two completely conflicting issues of fuel pump pressure maintenance and pressure release, and also enables active fuel return, when the vehicle is in pure electric mode, the internal combustion engine is off, and therefore the pump is in standby mode. Utilizing the active pressure release feature, it can maintain the pressure in the fuel lines at a low or normal level. Alternatively, when the pump is in reverse mode, it can actively draw fuel from the fuel lines back to the reservoir, completely emptying the fuel lines and reducing the risk of fire caused by fuel leakage in the event of a collision or other abnormal situation.

[0169] Based on the same inventive concept, this application also provides an oil pump control device for implementing the oil pump control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more embodiments of the oil pump control device provided below can be found in the limitations of the oil pump control method described above, and will not be repeated here.

[0170] In one exemplary embodiment, such as Figure 17 As shown, an oil pump control device 700 is provided, including: a signal response module 710, a power acquisition module 720, and a reverse oil suction control module 730, wherein:

[0171] The signal response module 710 is used to control the oil pump to stop working in response to the first mode switching command. The first mode switching command is used to indicate that the driving mode is switched from fuel mode to pure electric mode.

[0172] The power acquisition module 720 is used to acquire the remaining power of the battery after waiting for a preset time.

[0173] The reverse oil suction control module 730 is used to control the oil pump to perform a reverse operation for a preset reverse duration when the remaining battery power is greater than a preset power threshold, so as to suck the fuel in the fuel line back to the oil storage tank until the amount of fuel in the fuel line is less than the preset lower limit of fuel amount.

[0174] In some exemplary embodiments, the signal response module 710 is further configured to control the oil pump to start working in response to the second mode switching command, and monitor the fuel line pressure. The second mode switching command is used to indicate that the driving mode is switched from pure electric mode to fuel mode. If the line pressure reaches the target pressure value required for engine starting within a preset time, the engine is controlled to ignite and start.

[0175] In some exemplary embodiments, the signal response module 710 is further configured to respond to a start command, perform a power-on operation, control the oil pump to not work, obtain the user-selected drive mode, and determine whether the oil pump needs to work based on the user-selected drive mode.

[0176] In some exemplary embodiments, the signal response module 710 is further configured to, in response to an engine start command, control the fuel pump to start working and monitor the fuel line pressure when the user selects the driving mode as fuel mode, and control the engine to ignite and start if the fuel line pressure reaches the target pressure value required for engine start within a preset time.

[0177] like Figure 18 As shown, in some exemplary embodiments, the device further includes a fault indication module 740, which pushes fault information if the fuel line pressure does not reach the target pressure value required for engine starting within a preset time.

[0178] In some exemplary embodiments, the device further includes an abnormal signal processing module 750, which controls the oil pump to stop working when a preset fire risk signal is detected, and controls the oil pump to perform a reverse operation for a preset reverse duration to draw fuel in the fuel line back to the fuel tank until the amount of fuel in the fuel line is less than a preset lower limit value.

[0179] In some exemplary embodiments, the device further includes a maintenance processing module 760, which, in response to a fuel system maintenance mode activation command, controls the fuel pump to perform a reverse operation for a preset reverse duration, drawing fuel from the fuel line back to the fuel reservoir until the amount of fuel in the fuel line is less than a preset lower limit value.

[0180] Each module in the aforementioned oil pump control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of a computer device in hardware form or independent of it, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0181] In one exemplary embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 19 As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When the computer program is executed by the processor, it implements an oil pump control method. The display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0182] Those skilled in the art will understand that Figure 19 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0183] In one exemplary embodiment, a computer device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in any of the above embodiments of the oil pump control method.

[0184] In one exemplary embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in any of the above embodiments of the oil pump control method.

[0185] In one exemplary embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in any of the above embodiments of the oil pump control method.

[0186] It should be noted that the data involved in this application (including but not limited to data used for analysis, data stored, data displayed, etc.) are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0187] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0188] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0189] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for controlling an oil pump, characterized in that, The oil pump includes an oil storage tank, and the oil storage tank has an oil storage space inside; A pumper, wherein the pumper is provided with a pumping channel, and the first pumping end of the pumping channel is connected to the oil storage space; A filter having a filterable end and a filtered end connected in communication, the filtered end being used to communicate with a fuel line of a fuel system, and the filterable end and the filtered end being connected in parallel to a second pumping end of the pumping channel; A first valve body and a second valve body, wherein when the first valve body is open or closed, the pumping channel is unidirectionally connected to or disconnected from the end to be filtered, and when the second valve body is open or closed, the filtered end is unidirectionally connected to or disconnected from the pumping channel; In the standby or reverse mode of the pump, the first valve body is configured to be completely closed and the second valve body is configured to be open, and the fuel flows from the filtered end to the pumping channel. or, The oil pump includes an oil storage tank, and the oil storage tank has an oil storage space inside. A pumper, wherein the pumper is provided with a pumping channel, and the first pumping end of the pumping channel is connected to an oil storage space; A filter having a filterable end and a filtered end connected in communication, the filterable end being connected to a second pumping end of the pumping channel, and the filtered end being connected to a fuel line of the fuel system; A first check valve and a second check valve are assembled at the end to be filtered. In the case where the pump is in shutdown mode or reverse mode, the first check valve is configured to be closed, allowing fuel to flow from the filter end to the second pumping end, and the second check valve is configured to be open, allowing fuel to flow from the filter end to the second pumping end. The method includes: In response to a first mode switching command, the oil pump is controlled to stop working. The first mode switching command is used to indicate that the driving mode is switched from fuel mode to pure electric mode. After waiting for the preset time, obtain the remaining battery power. When the remaining charge of the battery is greater than or equal to a preset charge threshold, the oil pump is controlled to perform a reverse operation for a preset reverse duration, drawing the fuel in the fuel line back to the fuel tank until the amount of fuel in the fuel line is less than a preset lower limit value.

2. The method according to claim 1, characterized in that, The method further includes: In response to the start command, a power-on operation is performed, and the oil pump is controlled to not operate; Get the driver mode selected by the user; The decision on whether the oil pump needs to operate is determined based on the drive mode selected by the user.

3. The method according to claim 2, characterized in that, Determining whether the oil pump needs to operate based on the user-selected drive mode includes: When the user selects the fuel mode, the fuel pump is controlled to start working in response to the engine start command, and the fuel line pressure is monitored. If the pressure in the fuel line reaches the target pressure value required for engine starting within a preset time, the engine is controlled to ignite and start.

4. The method according to claim 1, characterized in that, The method further includes: In response to the second mode switching command, the oil pump is controlled to start working and the pressure of the fuel line is monitored. The second mode switching command is used to indicate that the driving mode is switched from pure electric mode to fuel mode. If the pipeline pressure reaches the target pressure value required for engine start within a preset time period, the engine is controlled to ignite and start.

5. The method according to claim 3 or 4, characterized in that, The method further includes: If the fuel line pressure fails to reach the target pressure value required for engine start within a preset time, a fault message will be sent.

6. The method according to any one of claims 1 to 4, characterized in that, The method further includes: Upon detecting a preset fire risk signal, the system controls the oil pump to stop working and performs a reverse operation for a preset reverse duration to draw fuel from the fuel line back to the fuel tank until the amount of fuel in the fuel line is less than a preset lower limit.

7. The method according to any one of claims 1 to 4, characterized in that, The method further includes: In response to the fuel system maintenance mode activation command, the fuel pump is controlled to perform a reverse operation for a preset reverse duration, drawing fuel from the fuel line back to the fuel reservoir until the amount of fuel in the fuel line is less than a preset lower limit value.

8. An oil pump control device, characterized in that, The device includes: The signal response module is used to control the oil pump to stop working in response to the first mode switching command, the first mode switching command being used to indicate switching the drive mode from fuel mode to pure electric mode; The power acquisition module is used to obtain the remaining battery power after waiting for a preset time. The reverse oil suction control module is used to control the oil pump to perform a reverse operation for a preset reverse duration when the remaining power of the battery is greater than a preset power threshold, so as to suck the fuel in the fuel line back to the oil storage tank until the amount of fuel in the fuel line is less than a preset lower limit value.

9. A vehicle, characterized in that, include: A body, a controller, and a fuel system, the fuel system being mounted on the body, the controller being configured to perform the method as described in any one of claims 1 to 7.

10. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 7.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 7.

12. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 7.

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