Flow control method, system and equipment applied to fuel pump

Abstract

The invention relates to the technical field of flow control, in particular to a flow control method, system and equipment applied to a fuel pump. According to the method, the accelerator demand degree at each moment is obtained, and the accelerator delay degree is obtained according to the fluctuation degree of the accelerator demand degree and the deviation degree of the accelerator demand degree in the neighborhood time period of each moment; according to the change amplitude of the same working condition parameters in the neighborhood time period of each moment and the accelerator delay degree, a transmission value of each moment is obtained; and controlling the fuel oil flow of a fuel oil pump of the automobile at each moment according to the throttle valve opening degree, the accelerator delay degree and the transmission value at each moment. According to the method, quick response can be achieved when the accelerator changes instantaneously, traditional pulse width modulation duty ratio adjustment lag is remarkably reduced, and the motor rotating speed of the fuel pump is better matched with the required flow. And the flow control effect of the fuel pump is effectively improved.

Description

Technical Field

[0001] The present invention relates to the technical field of flow control, and in particular to a flow control method, system and device applied to a fuel pump. Background Art

[0002] Fuel pump flow control is one of the core technologies of the fuel supply system. The engine's fuel demand varies significantly under different operating conditions, such as idling, acceleration, and high load. Flow control can adjust the fuel delivery volume according to the real-time operating conditions to avoid excessive or insufficient fuel supply.

[0003] With advances in electronic control technology, pulse-width modulation (PWM) control within the engine control unit (ECU) is becoming increasingly common. This improves response speed by adjusting the solenoid valve opening through the duty cycle. However, transient changes in engine speed or load, such as sudden acceleration or deceleration, can cause the ECU's PWM duty cycle to lag, leading to a mismatch between the fuel pump motor speed and the required flow rate. This can cause instantaneous flow overshoot or undershoot, resulting in poor fuel pump flow control. Summary of the Invention

[0004] In order to solve the technical problem of poor flow control effect of a fuel pump due to hysteresis in pulse width modulation duty cycle adjustment, the present invention aims to provide a flow control method, system and device for a fuel pump. The technical solutions adopted are as follows: The present invention proposes a flow control method applied to a fuel pump, the method comprising: Obtaining operating parameters of the engine of the vehicle at each moment during operation, wherein the operating parameters include throttle opening; The throttle demand at each moment is obtained based on the difference in throttle openings at adjacent moments; the throttle delay at each moment is obtained based on the fluctuation of the throttle demand within the adjacent time period and the deviation of the throttle demand within the adjacent time period; A transfer value at each moment is obtained based on the variation of the same operating condition parameter within a neighboring time period at each moment and the degree of throttle delay; parameters in a PID controller determined based on the throttle opening are adjusted based on the throttle delay degree and the transfer value to obtain a control signal at each moment; and a fuel flow rate of a fuel pump of the vehicle at each moment is controlled based on the transfer value and the control signal.

[0005] Furthermore, obtaining the throttle delay degree at each moment includes: Obtain the throttle variation according to the fluctuation degree of the throttle demand at all times in the neighborhood period of each time; Fitting a curve for the throttle demand degree of all time points in the neighborhood period of each time point to obtain a fitting curve; calculating the absolute value of the difference between the corresponding value on the fitting curve and the throttle demand degree of each time point in the neighborhood period, and averaging all the absolute values to obtain the throttle demand error of each time point; According to the throttle change degree and the throttle demand error, the throttle delay degree of each time point is obtained.

[0006] Further, the throttle change degree comprises: The variance and range of the throttle demand degree of all time points in the neighborhood period of each time point are obtained respectively; and according to the variance and the range, the throttle change degree of each time point is obtained.

[0007] Further, the transmission value of each time point comprises: The absolute value of the difference between the same kind of working condition parameters of the start time and the end time of the neighborhood period of each time point is calculated, and the average of all the absolute values is obtained to obtain the working state parameter of each time point. The sum of the working state parameter and the throttle delay degree of the same time point is calculated, and the cumulative sum of the corresponding sum values of all time points in the neighborhood period of each time point is normalized to obtain the transmission value of each time point.

[0008] Further, the control signal of each time point comprises: Based on the throttle opening degree of each time point, the proportional gain and integral gain of the PID controller at each time point are obtained. The sum of the constant 1 and the throttle delay degree is used to weight the proportional gain to obtain the adjusted proportional gain of each time point; and the product of the transmission value and the integral gain of each time point is used as the adjusted integral gain of each time point. The adjusted proportional gain and the adjusted integral gain are input into the PID controller, and the PID controller outputs the control signal of each time point.

[0009] Further, the fuel flow of the fuel pump of the automobile at each time point comprises: The variance of the throttle delay degree in the neighborhood period of each time point is used to adjust the throttle delay degree of each time point to obtain the disturbance error of each time point. The product of the transmission value and the control signal of each time point is calculated, and the product of the product and the disturbance error is used as the motor power of the fuel pump of each time point, and the fuel pump of the automobile operates according to the motor power at each time point.

[0010] Further, the throttle demand degree of each time point is the difference between the throttle opening degree of each time point and the adjacent previous time point and the ratio of the time interval between the corresponding two time points.

[0011] Furthermore, the throttle variation and the throttle demand error are both positively correlated with the throttle delay degree.

[0012] A flow control system for a fuel pump, the system comprising: A data acquisition module is used to obtain the operating parameters of the vehicle engine at each moment during operation, wherein the operating parameters include the throttle opening; The throttle delay analysis module is used to obtain the throttle demand at each moment based on the difference in throttle opening between adjacent moments; and to obtain the throttle delay at each moment based on the fluctuation of the throttle demand within the adjacent time period of each moment and the deviation of the throttle demand within the adjacent time period; The flow control module is used to obtain a transfer value at each moment based on the variation of the same operating condition parameter within the adjacent time period at each moment and the degree of throttle delay; adjust the parameters of the PID controller determined based on the throttle opening according to the throttle delay and the transfer value to obtain a control signal at each moment; and control the fuel flow of the vehicle's fuel pump at each moment according to the transfer value and the control signal.

[0013] A flow control device applied to a fuel pump includes a processor, and when executed, the processor implements the steps of the flow control method applied to the fuel pump as described above.

[0014] The present invention has the following beneficial effects: In an embodiment of the present invention, the throttle demand reflects the required fuel pumping volume of the fuel pump. The fluctuation and deviation of the throttle demand within a certain time period reflect the driver's driving habits and the degree of drastic changes in the driver's throttle operation, respectively. The throttle delay determined by combining these two factors is more accurate. The amplitude of the change in the same operating condition parameter within a certain time period represents the energy input or output balance of the system. The throttle delay reflects the dynamic response hysteresis of the system. When controlling the fuel pump, the transfer value generated by combining the two can capture the dynamic response characteristics of the system to the input signal, thereby compensating for the dynamic hysteresis effect in the transfer function model. The throttle opening determines the engine load demand and dynamic operating conditions, directly affecting the parameter tuning of the PID controller. Coordinating the transfer value and throttle delay in the control strategy accurately couples the torque request with the real-time state of the powertrain, enabling the controller to better adapt to complex dynamic changes. Feedforward correction of the PID output offsets the phase lag caused by throttle delay, enabling rapid response to instantaneous throttle changes and significantly reducing the hysteresis of traditional pulse width modulation duty cycle adjustment. This ensures that the fuel pump motor speed is more closely aligned with the required flow rate, improving fuel economy and engine performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions and advantages of the embodiments of the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art descriptions. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0016] Figure 1 A flow chart of the steps of a flow control method applied to a fuel pump provided by one embodiment of the present invention; Figure 2 A flow chart of a method for obtaining throttle delay degree provided by one embodiment of the present invention; Figure 3 A flow chart of a method for obtaining fuel flow provided by one embodiment of the present invention; Figure 4 A system structure diagram of a flow control system applied to a fuel pump provided by one embodiment of the present invention; Figure 5 A schematic diagram of a computer device for a flow control device applied to a fuel pump provided by one embodiment of the present invention. DETAILED DESCRIPTION

[0017] To further illustrate the technical means and effectiveness of the present invention in achieving its intended objectives, the flow control method, system, and device for a fuel pump according to the present invention are described in detail below, along with the accompanying drawings and preferred embodiments. In the following description, references to "one embodiment" or "another embodiment" do not necessarily refer to the same embodiment. Furthermore, specific features, structures, or characteristics of one or more embodiments may be combined in any suitable manner.

[0018] Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

[0019] The following describes in detail a flow control method, system and device for a fuel pump provided by the present invention with reference to the accompanying drawings.

[0020] Example 1: The present invention proposes a flow control method for a fuel pump. Figure 1 , which shows a flow chart of a flow control method for a fuel pump provided by one embodiment of the present invention, the method comprising: Step S1: Obtain operating parameters of the vehicle engine at each moment during operation, wherein the operating parameters include throttle opening.

[0021] During the engine operation, the control precision of fuel flow directly affects the closed-loop regulation performance of air-fuel ratio, specifically: flow overshoot will lead to over-rich mixture, causing incomplete combustion, increasing hydrocarbon emissions, and reducing the conversion efficiency of the three-way catalyst; and insufficient flow supply will cause over-lean mixture, leading to increased nitrogen oxide emissions and possibly inducing knock. Therefore, by analyzing the real-time operating conditions of the engine during the operation of the vehicle, the flow of the fuel pump is controlled in real time to avoid waste of oil under the time-varying engine operating conditions.

[0022] During the operation of the vehicle, the operating condition parameters of the engine at each time are collected through the CAN bus of the vehicle, including engine speed, load rate and throttle opening. The throttle opening directly reflects the load demand of the engine. It should be noted that since the dimensions of different types of operating condition parameters are different, the operating condition parameters need to be standardized. The standardized operating condition parameters are used for subsequent analysis. In the embodiment of the present application, the range standardization method is used for standardization, and the Z-score standardization method, the decimal scaling standardization and the sum normalization standardization method can also be used for standardization.

[0023] In the embodiment of the present application, the data acquisition frequency of the operating condition parameters is set to 500 Hz.

[0024] Step S2: According to the difference of the throttle opening of the adjacent time, the throttle demand degree of each time is obtained; according to the fluctuation degree of the throttle demand degree in the neighborhood period and the deviation degree of the throttle demand degree in the neighborhood period, the throttle delay degree of each time is obtained.

[0025] The throttle opening directly reflects the load demand of the engine, the difference of the throttle opening of the adjacent time presents the urgency degree of the power request determined by the engine control unit, the fuel pressure demand is analyzed, the throttle demand degree is obtained, which is used to reflect the required oil pumping amount of the fuel pump. Because the vehicle works in a chain system, the throttle opening is controlled by the accelerator pedal, the electrical signal generated by the throttle opening is transmitted to the control unit, and the oil output of the throttle is controlled, so as to analyze the response demand of the throttle.

[0026] The throttle is in real-time change, the driving habit of the driver, the congestion degree of the road and other factors will affect the depth of stepping on the throttle, in order to make the car respond smoothly and not appear too much lag, the delay response demand of the throttle in real-time working condition needs to be analyzed through the change of the throttle demand in a short time. The fluctuation degree of the throttle demand in the neighborhood period reflects the driving habit of the driver, and the driver often steps on the throttle or brake pedal during driving. In order to avoid incomplete combustion of fuel and ensure the smooth operation of the engine, the throttle delay should be appropriately increased. The deviation degree of the throttle demand in the neighborhood period reflects the degree of the driver's operation of the throttle. In the case of rapid acceleration or deceleration of the throttle operation, the delay should be increased to filter the disturbance and ensure the smoothness of the engine. Combined with the above two factors, the throttle response demand at each time is determined, and the throttle delay degree is obtained.

[0027] In one implementation manner of the embodiment of the application, each time is the last time in the neighborhood period, and the number of times in the neighborhood period is set to 10. The implementer can set it himself according to the specific situation.

[0028] Step S3: obtaining a transfer value at each time according to the change amplitude of the same working condition parameter in the neighborhood period of each time and the throttle delay degree; adjusting the parameters in the PID controller determined based on the throttle opening degree according to the throttle delay degree and the transfer value to obtain a control signal at each time; and controlling the fuel flow of the fuel pump of the automobile at each time according to the transfer value and the control signal.

[0029] Under the multi-modal working conditions of the automobile such as idling and acceleration, the transient characteristics of the engine working condition parameters are significantly different. By analyzing the change amplitude of the same working condition parameter in the neighborhood period, the energy input or output balance state of the system is characterized. The throttle delay degree reflects the dynamic response lag characteristic of the system. When the fuel pump is controlled, the transfer value generated by comprehensively considering the above two can effectively capture the dynamic response characteristic of the system to the input signal, so as to compensate the dynamic lag effect in the transfer function model.

[0030] The throttle opening degree is the direct input of the driver's torque request, determines the load demand and dynamic working condition of the engine, and directly affects the parameter setting of the PID controller. The transfer value quantifies the inertia effect of the current working condition, and the throttle delay degree reflects the dynamic response lag of the system. In the control strategy, both are considered to accurately couple the torque request, that is, the control signal and the real-time state of the power system, that is, the transfer value, improve the power transmission efficiency, and offset the phase lag caused by the throttle delay through the feedforward correction of the PID output. It can quickly respond when the throttle changes instantaneously, significantly reduce the problem of lagging of the traditional pulse width modulation duty cycle adjustment, so that the motor speed of the fuel pump and the demand flow are more matched, and more effective flow control is realized.

[0031] In an embodiment of the present invention, the throttle demand is obtained by taking the ratio of the difference between the throttle opening at each moment and the previous moment and the time interval between the two moments as the throttle demand at each moment.

[0032] It should be noted that the throttle demand refers to the change in throttle opening per unit time; if the change in throttle opening is greater in a short period of time, the vehicle's electronic control unit determines that the power request is more urgent, indicating that the fuel pressure demand is increasing, then the throttle demand is greater, and the fuel pump's fuel output needs to be increased.

[0033] Preferably, in some possible implementations of the embodiments of the present invention, the method for obtaining the throttle delay degree can be found in Figure 2 , which shows a flow chart of a method for obtaining throttle delay degree provided by one embodiment of the present invention, the method comprising: Step S210: Obtain the throttle variation according to the degree of fluctuation of the throttle demand at all moments in the neighborhood period of each moment.

[0034] In an embodiment of the present invention, the method for obtaining the throttle variation is as follows: respectively obtaining the variance and range of the throttle demand at all moments in a neighborhood period of each moment; and obtaining the throttle variation at each moment based on the variance and range.

[0035] It should be noted that both the variance and the range can reflect the degree of fluctuation of a set of data. The variance and range of the throttle demand at all moments in the neighborhood time period respectively reflect the degree of fluctuation of the throttle demand from the overall degree of dispersion of the data around the mean and the breadth of the data distribution range. The larger the variance and range, the greater the degree of fluctuation of the throttle demand in the neighborhood time period, and the greater the throttle variation. Therefore, both the variance and the range are positively correlated with the throttle variation. In an embodiment of the present invention, the product of the variance and the range of the throttle demand at all moments in the neighborhood time period at each moment is used as the throttle variation at each moment.

[0036] If the throttle variation is larger, it means that the driver often suddenly steps on the accelerator pedal or brakes while driving the car. In order to avoid incomplete combustion of fuel and ensure the smooth operation of the car engine, the delay of the throttle response needs to be appropriately increased; if the throttle variation is smaller, it means that the car is driven more smoothly. In order to accelerate faster, the throttle response needs to be faster, and the delay of the throttle response needs to be appropriately reduced.

[0037] Step S220: Perform curve fitting on the throttle demands at all moments in the neighborhood period of each moment to obtain a fitting curve; calculate the absolute value of the difference between the corresponding value on the fitting curve and the throttle demand at each moment in the neighborhood period, and average all the absolute values ​​of the difference to obtain the throttle demand error at each moment.

[0038] It should be noted that in an embodiment of the present invention, a two-dimensional space is constructed using time as the horizontal axis and throttle demand as the vertical axis. The throttle demand at all moments within the neighborhood of each moment is mapped into the two-dimensional space, and corresponding scattered points are obtained. The scattered points are then fitted using the least squares method to obtain a fitting curve. The fitting curve generally represents the throttle demand under steady-state conditions. The greater the difference between the corresponding value on the fitting curve and the throttle demand at each moment, the greater the throttle demand error, indicating that the driver's throttle operation has undergone drastic changes, such as sudden acceleration or deceleration. In this case, the delay should be increased to filter out disturbances and ensure complete fuel combustion, thereby ensuring engine smoothness. Conversely, if the driver's throttle operation is smooth, the delay should be reduced to improve driving responsiveness.

[0039] Step S230: Obtain the throttle delay degree at each moment according to the throttle variation and the throttle demand error.

[0040] It should be noted that the greater the error between the throttle variation and the throttle demand, the more the throttle response needs to be delayed to ensure smooth engine operation. Therefore, the throttle variation and the throttle demand error are positively correlated with the degree of throttle delay. In an embodiment of the present invention, the product of the throttle variation and the throttle demand error at each moment is normalized to obtain the throttle delay at the corresponding moment. In this embodiment, the Norm function is used for normalization, and other normalization methods may also be selected, such as function conversion, maximum and minimum normalization, etc., which are not limited here.

[0041] Preferably, in some possible implementation methods of the embodiments of the present invention, the method for obtaining the transfer value includes: calculating the absolute value of the difference between the same operating condition parameters at the start and end times of the neighborhood time period of each moment, averaging all the absolute values ​​of the difference, and obtaining the working state parameters at each moment; calculating the sum of the working state parameters and the throttle delay degree at the same moment, normalizing the cumulative sum of the corresponding sum values ​​of all moments in the neighborhood time period of each moment, and obtaining the transfer value at each moment.

[0042] It should be noted that the instantaneous changes in the engine operating parameters of a vehicle in different operating modes, such as idling and acceleration, vary significantly. By analyzing the change amplitude of the same operating parameters within a certain period of time, the energy input or output balance state of the system can be characterized, thereby distinguishing the operating modes and obtaining the operating state parameters. The degree of throttle delay reflects the dynamic response lag of the system, which will cause the change in the operating parameters to lag behind the actual demand. If not compensated, the transfer value will underestimate the system inertia. By summing the change amplitude of the operating parameters and the sum of the throttle delay, the overall dynamic behavior within the certain period of time, such as the inertia accumulation during the acceleration process, can be captured. The output torque depends on the integral effect of the historical input energy. The cumulative sum simulates this process, thereby ensuring that the transfer function model covers the dynamic lag effect. In this embodiment, the Norm function is used for normalization, but other methods can also be used and are not limited here.

[0043] Preferably, in some possible implementations of the embodiments of the present invention, the method for obtaining the fuel flow rate can be found in Figure 3 , which shows a flow chart of a method for obtaining fuel flow provided by one embodiment of the present invention, the method comprising: Step S310: Based on the throttle opening at each moment, obtain the proportional gain and integral gain of the PID controller at each moment; use the constant 1 and the sum of the throttle delay degree to weight the proportional gain to obtain the adjusted proportional gain at each moment; multiply the transfer value at each moment by the integral gain as the adjusted integral gain at each moment; input the adjusted proportional gain and the adjusted integral gain into the PID controller, and the PID controller outputs the control signal at each moment.

[0044] To account for the impact of throttle delay on system output, the throttle delay is multiplied by the proportional gain to adjust its contribution to the control input signal, more accurately reflecting the actual impact of throttle opening on system output. The transfer value reflects the system's dynamic response to the input signal. To account for the system's dynamic behavior, the transfer value is multiplied by the integral gain to adjust its cumulative effect on the control input signal, more accurately reflecting the system's long-term response to the input signal. Adding throttle delay and the transfer value to the control signal more comprehensively considers the system's dynamic behavior and response characteristics, allowing the control signal to more accurately reflect the system's actual state and requirements, thereby achieving more effective control.

[0045] It should be noted that the PID controller, which operates as a software module within the engine control unit, inputs the throttle opening at each moment into the PID controller and uses the Ziegler-Nichols method to determine the PID controller's proportional and integral gains. The adjusted proportional and integral gains are then re-input into the PID controller to generate a control signal, which represents the initial motor power of the fuel pump at each moment. The integral and derivative times remain unchanged during this process to avoid unnecessary complexity and instability, ensuring system stability.

[0046] Step S320: Obtain the fuel flow rate of the fuel pump of the vehicle at each moment according to the transferred value and the control signal.

[0047] In an embodiment of the present invention, a method for obtaining fuel flow is as follows: using the variance of the throttle delay degree within a neighborhood time period at each moment, adjusting the throttle delay degree at each moment, and obtaining the disturbance error at each moment; calculating the product of the transfer value and the control signal at each moment, and multiplying the product by the disturbance error as the motor power of the fuel pump at each moment. The fuel pump of the vehicle operates according to the motor power at each moment.

[0048] It should be noted that the throttle delay reflects instantaneous disturbances, while the variance reflects the statistical characteristics of system noise. To avoid oversensitivity to normal fluctuations, in this embodiment of the present invention, the throttle delay at each moment is used as the numerator, and the sum of the variance of the throttle delay within the adjacent time period at each moment and a preset positive number is used as the denominator to obtain the ratio of the normalization process to obtain the disturbance error at each moment. The disturbance error can dynamically adapt to the system noise level. The preset positive number is 0.1 to prevent the denominator from rendering the fraction meaningless. In this embodiment, the Norm function is used for normalization. A larger variance indicates a greater likelihood of noise in the throttle delay, and the control data, namely the fuel flow rate, should be smaller.

[0049] The product of the transfer value and the control signal at each moment, multiplied by the disturbance error, represents the initial motor power after adjusting for the transfer value and the disturbance error. The battery control unit controls the fuel pump motor to operate according to the motor power at each moment, thereby achieving precise control of the fuel pump's fuel flow. The transfer value reflects the inertia or energy accumulation of the current operating conditions. The control signal is dynamically adjusted based on the transfer value. During high-inertia conditions, such as drastic throttle changes, the control signal is enhanced to overcome system lag. During steady-state conditions, the control amount is suppressed to avoid overshoot. In a fuel engine, the torque request (control signal) must match the current powertrain state (the transfer value). Multiplication achieves power coupling and is multiplied by the disturbance error to prevent control instability caused by random disturbances.

[0050] So far, the present invention is completed.

[0051] Example 2: The present invention proposes a flow control system for a fuel pump. Figure 4 , which shows a system structure diagram of a flow control system applied to a fuel pump provided by one embodiment of the present invention, the system comprising: The data acquisition module 410 is used to obtain the operating parameters of the vehicle engine at each moment during operation, the operating parameters including the throttle opening; The throttle delay analysis module 420 is configured to obtain the throttle demand at each moment based on the difference in throttle opening between adjacent moments; and to obtain the throttle delay at each moment based on the fluctuation of the throttle demand within a period adjacent to each moment and the deviation of the throttle demand within the period adjacent to each moment; The flow control module 430 is used to obtain the transfer value at each moment based on the change amplitude of the same operating condition parameters in the adjacent time period at each moment and the degree of throttle delay; adjust the parameters in the PID controller determined based on the throttle opening according to the throttle delay and the transfer value to obtain the control signal at each moment; and control the fuel flow of the vehicle's fuel pump at each moment based on the transfer value and the control signal.

[0052] It should be noted that the device provided in the above embodiment is merely illustrated by the division of the aforementioned functional modules. In actual applications, the aforementioned functions can be distributed among different functional modules as needed, i.e., the internal structure of the computer device can be divided into different functional modules to perform all or part of the functions described above. Furthermore, the flow control system for a fuel pump provided in the above embodiment and the flow control method for a fuel pump provided in the above embodiment are based on the same concept. The specific implementation process is detailed in the method embodiment and will not be further described here.

[0053] Example 3: Figure 5 A schematic diagram of a computer device for a flow control device for a fuel pump provided by one embodiment of the present invention. For example, Figure 5 As shown, the computer device includes: a memory 501, a processor 502, and a computer program 503 stored in the memory 501 and running on the processor 502, wherein when the processor 502 executes the computer program 503, the computer device can execute any one of the flow control methods applied to the fuel pump introduced above.

[0054] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a flow control method applied to a fuel pump provided in an embodiment of the present application.

[0055] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0056] It should be understood that the device provided in this embodiment is used to execute the above-mentioned flow control method applied to a fuel pump, and thus can achieve the same effect as the above-mentioned implementation method.

[0057] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a device, the processing module may be used to control and manage the operation of the device. The storage module may be used to support the device in executing mutual program codes, etc.

[0058] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits disclosed herein. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processor (DSP) and a microprocessor, and the like. The storage module may be a memory.

[0059] It should be noted that the order in which the embodiments of the present invention are described above is for illustrative purposes only and does not necessarily represent the superiority or inferiority of the embodiments. The processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0060] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments.

[0061] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A flow control method for a fuel pump, characterized in that: The method includes: Obtaining operating parameters of the engine of the vehicle at each moment during operation, wherein the operating parameters include throttle opening; The throttle demand at each moment is obtained based on the difference in throttle openings at adjacent moments; the throttle delay at each moment is obtained based on the fluctuation of the throttle demand within the adjacent time period and the deviation of the throttle demand within the adjacent time period; A transfer value at each moment is obtained based on the variation of the same operating condition parameter within a neighboring time period at each moment and the degree of throttle delay; parameters in a PID controller determined based on the throttle opening are adjusted based on the throttle delay degree and the transfer value to obtain a control signal at each moment; and a fuel flow rate of a fuel pump of the vehicle at each moment is controlled based on the transfer value and the control signal.

2. A flow control method for a fuel pump according to claim 1, characterized in that: The step of obtaining the throttle delay degree at each moment includes: Obtain the throttle variation according to the fluctuation degree of the throttle demand at all times in the neighborhood period of each time; Performing curve fitting on the throttle demands at all moments in a neighborhood period of each moment to obtain a fitting curve; calculating the absolute value of the difference between the corresponding value on the fitting curve and the throttle demand at each moment in the neighborhood period, averaging all the absolute values ​​of the difference to obtain the throttle demand error at each moment; The throttle delay degree at each moment is obtained according to the throttle variation degree and the throttle demand error.

3. A flow control method for a fuel pump according to claim 2, characterized in that: The obtaining of the throttle variation degree includes: The variance and range of the throttle demand at all moments in the neighborhood period of each moment are obtained respectively; and the throttle change degree at each moment is obtained according to the variance and the range.

4. The flow control method for a fuel pump according to claim 1, characterized in that: The obtaining of the transfer value at each moment includes: Calculate the absolute value of the difference between the start and end times of the neighboring time period at each moment, average all the absolute values ​​of the difference, and obtain the working state parameters at each moment; The sum of the working state parameter and the throttle delay degree at the same moment is calculated, and the cumulative sum of the corresponding sums at all moments in the neighborhood period of each moment is normalized to obtain the transfer value at each moment.

5. The flow control method for a fuel pump according to claim 1, characterized in that: The obtaining of the control signal at each moment includes: Based on the throttle opening at each moment, obtain the proportional gain and integral gain of the PID controller at each moment; The proportional gain is weighted by the sum of a constant 1 and the throttle delay degree to obtain an adjusted proportional gain at each moment; the product of the transfer value at each moment and the integral gain is used as the adjusted integral gain at each moment; The adjusted proportional gain and the adjusted integral gain are input into a PID controller, and the PID controller outputs a control signal at each moment.

6. The flow control method for a fuel pump according to claim 1, characterized in that: The method of controlling the fuel flow rate of the fuel pump of the automobile at each moment includes: The variance of the throttle delay degree in the neighborhood period of each moment is used to adjust the throttle delay degree at each moment and obtain the disturbance error at each moment; The product of the transfer value and the control signal at each moment is calculated, and the product of the product and the disturbance error is used as the motor power of the fuel pump at each moment. The fuel pump of the vehicle operates according to the motor power at each moment.

7. The flow control method for a fuel pump according to claim 1, characterized in that: The throttle demand degree at each moment is the ratio of the difference between the throttle opening at each moment and the throttle opening at the previous moment to the time interval between the two moments.

8. The flow control method for a fuel pump according to claim 2, characterized in that: The throttle variation and the throttle demand error are both positively correlated with the throttle delay degree.

9. A flow control system for a fuel pump, characterized in that: The system includes: A data acquisition module is used to obtain the operating parameters of the vehicle engine at each moment during operation, wherein the operating parameters include the throttle opening; The throttle delay analysis module is used to obtain the throttle demand at each moment based on the difference in throttle opening between adjacent moments; and to obtain the throttle delay at each moment based on the fluctuation of the throttle demand within the adjacent time period of each moment and the deviation of the throttle demand within the adjacent time period; The flow control module is used to obtain a transfer value at each moment based on the variation of the same operating condition parameter within the adjacent time period at each moment and the degree of throttle delay; adjust the parameters of the PID controller determined based on the throttle opening according to the throttle delay and the transfer value to obtain a control signal at each moment; and control the fuel flow of the vehicle's fuel pump at each moment according to the transfer value and the control signal.

10. A flow control device for a fuel pump, characterized in that: The device includes a processor, and when the processor is executed, the steps of a flow control method applied to a fuel pump according to any one of claims 1 to 8 are implemented.

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