Flow control method, system and device for fuel pump

Abstract

The present application relates to the technical field of flow control, in particular to a flow control method, system and device applied to a fuel pump. The present application obtains a throttle demand degree at each moment, obtains a throttle delay degree according to a fluctuation degree of the throttle demand degree and a deviation degree of the throttle demand degree in a neighborhood period of each moment, obtains a transfer value of each moment according to a variation amplitude of the same kind of working condition parameter and the throttle delay degree in the neighborhood period of each moment, and controls the fuel flow of the fuel pump of the automobile at each moment according to the throttle opening degree, the throttle delay degree and the transfer value of each moment. The present application can quickly respond when the throttle changes instantaneously, significantly reduces the lag of the traditional pulse width modulation duty cycle regulation, makes the motor speed of the fuel pump and the demand flow more matched, and effectively improves the flow control effect of the fuel pump.

Description

Technical Field

[0001] This invention relates to the field of flow control technology, and specifically to a flow control method, system, and device for fuel pumps. Background Technology

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

[0003] With advancements in electronic control technology, pulse width modulation (PWM) control based on the engine control unit (ECU) has become increasingly common. This improves response speed by adjusting the solenoid valve opening via duty cycle. However, instantaneous changes in engine speed or load, such as rapid acceleration or deceleration, can cause a lag in the PWM duty cycle adjustment of the ECU. This results in a mismatch between the fuel pump motor speed and the required flow rate, leading to instantaneous flow overshoot or undershoot, and consequently, poor flow control performance of the fuel pump. Summary of the Invention

[0004] To address the technical problem of poor flow control performance in fuel pumps due to lag in pulse width modulation duty cycle adjustment, the present invention aims to provide a flow control method, system, and device for fuel pumps. The specific technical solution adopted is as follows:

[0005] This invention proposes a flow control method for fuel pumps, the method comprising:

[0006] The engine operating parameters of the vehicle are obtained at each moment during operation, including the throttle opening.

[0007] Based on the difference in throttle opening between adjacent time points, the throttle demand at each time point is obtained; based on the fluctuation of the throttle demand in the neighboring time period and the deviation of the throttle demand in the neighboring time period, the throttle delay at each time point is obtained.

[0008] Based on the variation amplitude of the same operating condition parameters in the neighborhood time period of each time and the degree of throttle delay, the transmission value at each time is obtained; based on the degree of throttle delay and the transmission value, the parameters in the PID controller determined based on the throttle opening are adjusted to obtain the control signal at each time; based on the transmission value and the control signal, the fuel flow rate of the vehicle's fuel pump at each time is controlled.

[0009] Furthermore, obtaining the throttle delay level at each moment includes:

[0010] The degree of throttle variation is obtained by considering the fluctuation of throttle demand across all times within the neighborhood of each time period.

[0011] For each time interval, curve fitting is performed on the throttle demand for all time intervals in the neighborhood to obtain the fitted curve; the absolute value of the difference between the corresponding value on the fitted curve and the throttle demand for each time interval in the neighborhood is calculated, and the average of all the absolute values ​​of the difference is obtained to obtain the throttle demand error for each time interval.

[0012] Based on the throttle change rate and the throttle demand error, the throttle delay rate at each moment is obtained.

[0013] Furthermore, the acquisition of throttle change includes:

[0014] Obtain the variance and range of throttle demand for all times within the neighborhood time period of each time moment; based on the variance and range, obtain the throttle change for each time moment.

[0015] Furthermore, obtaining the transmitted value at each time step includes:

[0016] Calculate the absolute value of the difference between the start and end times of the same working condition parameters in the neighborhood time period for each time moment, and average all the absolute values ​​of the differences to obtain the working state parameters for each time moment;

[0017] Calculate the sum of the working state parameters and the throttle delay at the same moment, and normalize the sum of the corresponding sums at all moments in the neighborhood time period of each moment to obtain the transmission value at each moment.

[0018] Furthermore, acquiring the control signal at each moment includes:

[0019] Based on the throttle opening at each moment, the proportional gain and integral gain of the PID controller at each moment are obtained;

[0020] The proportional gain is weighted by the sum of the constant 1 and the throttle delay, and the adjusted proportional gain at each time step is obtained; the product of the transfer value at each time step and the integral gain is used as the adjusted integral gain at each time step.

[0021] The adjusted proportional gain and the adjusted integral gain are input into the PID controller, and the PID controller outputs the control signal at each time step.

[0022] Furthermore, the control of the fuel pump of the vehicle at each moment includes:

[0023] By utilizing the variance of the throttle delay within the neighborhood time period at each time step, the throttle delay at each time step is adjusted to obtain the disturbance error at each time step;

[0024] The product of the transmitted 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 car operates according to the motor power at each moment.

[0025] Furthermore, the throttle demand at each moment is the ratio of the difference between the throttle opening at each moment and the throttle opening at the next adjacent moment to the time interval between the two moments.

[0026] Furthermore, the degree of throttle variation and the throttle demand error are both positively correlated with the degree of throttle delay.

[0027] A flow control system for a fuel pump, the system comprising:

[0028] The data acquisition module is used to acquire the operating parameters of the car's engine at each moment during operation, including the throttle opening.

[0029] 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 in the neighboring time period and the deviation of the throttle demand in the neighboring time period.

[0030] The flow control module is used to obtain the transmission value at each moment based on the change range of the same operating condition parameters in the neighborhood time period and the degree of throttle delay; adjust the parameters in the PID controller determined based on the throttle opening according to the degree of throttle delay and the transmission value to obtain the control signal at each moment; and control the fuel flow of the vehicle's fuel pump at each moment according to the transmission value and the control signal.

[0031] A flow control device for a fuel pump, the device including a processor, which, when executed, implements the steps of a flow control method for a fuel pump as described above.

[0032] The present invention has the following beneficial effects:

[0033] In this embodiment of the invention, the throttle demand reflects the amount of fuel pumped by the fuel pump. The fluctuation of the throttle demand and the deviation of the throttle demand within the neighborhood time period reflect the driver's driving habits and the degree of drastic change in the driver's throttle operation, respectively. The throttle delay determined by combining the two is more accurate. The change amplitude of the same operating condition parameter within the neighborhood time period characterizes the energy input or output balance of the system. The throttle delay reflects the dynamic response lag characteristics 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 lag effect in the transfer function model. The throttle opening determines the engine's load demand and dynamic operating conditions, directly affecting the parameter tuning of the PID controller. The transfer value and the throttle delay are considered together in the control strategy to accurately couple the torque request with the real-time state of the power system, enabling the controller to better adapt to complex dynamic changes. By correcting the PID output through feedforward, the phase lag caused by the throttle delay is offset, enabling a rapid response when the throttle changes instantaneously, significantly reducing the lag of traditional pulse width modulation duty cycle adjustment, thereby making the motor speed of the fuel pump more matched with the demand flow, improving fuel economy and engine performance. Attached Figure Description

[0034] To more clearly illustrate the technical solutions and advantages in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 A flowchart illustrating the steps of a flow control method for a fuel pump, as provided in an embodiment of the present invention;

[0036] Figure 2 A flowchart illustrating a method for obtaining throttle delay level according to an embodiment of the present invention;

[0037] Figure 3 A flowchart illustrating a method for obtaining fuel flow rate according to an embodiment of the present invention;

[0038] Figure 4 This is a system structure diagram of a flow control system for a fuel pump provided in one embodiment of the present invention;

[0039] Figure 5 This is a schematic diagram of a computer device for a flow control device applied to a fuel pump, provided as an embodiment of the present invention. Detailed Implementation

[0040] To further illustrate the technical means and effects adopted by the present invention to achieve its intended purpose, the following, in conjunction with the accompanying drawings and preferred embodiments, details the specific implementation, structure, features, and effects of the flow control method, system, and device for fuel pumps proposed according to the present invention. In the following description, different "one embodiment" or "another embodiment" do not necessarily refer to the same embodiment. Furthermore, specific features, structures, or characteristics in one or more embodiments can be combined in any suitable form.

[0041] Unless otherwise defined, 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 pertains.

[0042] The following description, in conjunction with the accompanying drawings, details a specific solution for a flow control method, system, and device for a fuel pump provided by the present invention.

[0043] Example 1:

[0044] This invention proposes a flow control method for fuel pumps; please refer to [link / reference]. Figure 1 The diagram illustrates a flowchart of a flow control method for a fuel pump according to an embodiment of the present invention, the method comprising:

[0045] Step S1: Obtain the operating parameters of the car's engine at each moment during operation, including the throttle opening.

[0046] During engine operation, the precision of fuel flow control directly affects the closed-loop air-fuel ratio regulation performance. Specifically, over-flow leads to an overly rich mixture, causing incomplete combustion, increasing hydrocarbon emissions, and reducing the conversion efficiency of the three-way catalytic converter. Conversely, insufficient flow results in an overly lean mixture, leading to increased nitrogen oxide emissions and potentially inducing knocking. Therefore, by analyzing the real-time operating conditions of the vehicle's engine, and then controlling the fuel pump flow in real time, fuel waste can be avoided under changing engine conditions.

[0047] During vehicle operation, the engine's operating parameters at each moment are collected via the vehicle's CAN bus. These parameters include engine speed, load rate, and throttle opening, with the throttle opening directly reflecting the engine's load demand. It should be noted that because different types of operating parameters have different dimensions, they need to be standardized before subsequent analysis. In this embodiment, the range standardization method is used for standardization; however, Z-fractional standardization, decimal scaling standardization, and sum-normalization methods can also be used.

[0048] In this embodiment of the invention, the data acquisition frequency of the operating parameters is set to 500 Hz.

[0049] Step S2: Based on the difference in throttle opening between adjacent time periods, obtain the throttle demand at each time period; based on the fluctuation of the throttle demand in the neighboring time period and the deviation of the throttle demand in the neighboring time period, obtain the throttle delay at each time period.

[0050] Throttle opening directly reflects the engine's load demand. The difference in throttle opening between adjacent moments indicates the urgency of the power request determined by the engine control unit. By analyzing fuel pressure demand, the throttle demand is obtained, which reflects the amount of fuel the fuel pump needs to extract. Because a car operates as a chain system, the accelerator pedal controls the throttle opening, and the electrical signal generated by the throttle opening is transmitted to the control unit, which controls the amount of fuel delivered, thereby analyzing the throttle response demand.

[0051] The throttle input changes in real time. Factors such as the driver's driving habits and the level of traffic congestion all affect the depth of throttle input. To ensure a smooth response and minimize lag, it's necessary to analyze the throttle response delay under real-time conditions by monitoring changes in throttle demand over short periods. The fluctuation in throttle demand within a short timeframe reflects the driver's driving habits. Drivers frequently experience sudden acceleration or braking. To prevent incomplete combustion and ensure smooth engine operation, the throttle delay should be appropriately increased. The deviation in throttle demand within a short timeframe reflects the degree of drastic change in the driver's throttle input. In cases of rapid acceleration or deceleration, the delay should be increased to filter out disturbances and ensure engine smoothness. By combining these two factors, the throttle response demand at each moment is determined, resulting in the throttle delay level.

[0052] In one implementation of this invention, each moment is the last moment in its neighborhood time period, and the number of moments in the neighborhood time period is set to 10. The implementer can set this according to the specific circumstances.

[0053] Step S3: Based on the change range of the same operating condition parameters and the degree of throttle delay in the neighborhood time period of each time, obtain the transmission value at each time; based on the degree of throttle delay and the transmission value, adjust the parameters in the PID controller determined based on the throttle opening to obtain the control signal at each time; based on the transmission value and the control signal, control the fuel flow of the vehicle's fuel pump at each time.

[0054] Under various automotive operating conditions, such as idling and acceleration, the transient characteristics of engine operating parameters differ significantly. By analyzing the variation amplitude of parameters under the same operating condition within a neighborhood time period, the energy input or output balance of the system can be characterized; while the degree of throttle delay reflects the dynamic response lag characteristics of the system. When controlling the fuel pump, combining the transfer values ​​generated from both methods can effectively capture the dynamic response characteristics of the system to the input signal, thereby compensating for the dynamic lag effect in the transfer function model.

[0055] Throttle opening, as a direct input to the driver's torque request, determines the engine's load demand and dynamic operating conditions, directly affecting the parameter tuning of the PID controller. The transferred value quantifies the inertial effect of the current operating condition, while the throttle delay reflects the system's dynamic response lag. By considering both in the control strategy, the torque request (control signal) and the real-time state of the powertrain (transferred value) are precisely coupled, improving power transmission efficiency. Furthermore, by feedforward correcting the PID output, the phase lag caused by throttle delay is offset, enabling rapid response to instantaneous throttle changes. This significantly reduces the lag problem of traditional pulse width modulation duty cycle adjustment, thus better matching the fuel pump motor speed with the required flow rate, achieving more effective flow control.

[0056] In this embodiment of the invention, the method for obtaining the throttle demand is as follows: the ratio of the difference between the throttle opening at each moment and the throttle opening at the next adjacent moment to the time interval between the two moments is taken as the throttle demand at each moment.

[0057] It should be noted that throttle demand refers to the amount of change in throttle opening per unit time. If the change in throttle opening is greater in a short period of time, the car's electronic control unit will determine that the power request is more urgent, indicating that the fuel pressure demand is increasing. Therefore, the throttle demand is greater, and the fuel pump needs to increase its pumping volume.

[0058] Preferably, in some possible implementations of the embodiments of the present invention, the method for obtaining the throttle delay level is described in [reference needed]. Figure 2 The diagram illustrates a flowchart of a method for obtaining throttle delay level according to an embodiment of the present invention, the method comprising:

[0059] Step S210: Obtain the throttle change degree based on the fluctuation degree of throttle demand at all times within the neighborhood time period of each time.

[0060] In this embodiment of the invention, the method for obtaining the throttle change degree is as follows: obtain the variance and range of the throttle demand degree of all times in the neighborhood time period of each time; and obtain the throttle change degree of each time based on the variance and range.

[0061] It should be noted that both variance and range reflect the degree of fluctuation of a set of data. The variance and range of throttle demand at all times within the neighborhood time period respectively represent the degree of fluctuation of throttle demand from the overall dispersion of the data around the mean and the breadth of the data distribution range. The larger the variance and range, the greater the fluctuation of throttle demand within the neighborhood time period, and thus the greater the throttle variability. Therefore, both variance and range are positively correlated with throttle variability. In this embodiment of the invention, the product of the variance and range of throttle demand at all times within the neighborhood time period of each time is taken as the throttle variability at each time.

[0062] A greater degree of throttle change indicates that the driver frequently accelerates or brakes suddenly while driving. To avoid incomplete combustion of fuel and ensure the smooth operation of the engine, the throttle response delay needs to be appropriately increased. Conversely, a smaller degree of throttle change indicates a smoother driving experience. To accelerate faster, the throttle response needs to be quicker, and therefore the throttle response delay needs to be appropriately reduced.

[0063] Step S220: Perform curve fitting on the throttle demand for all times in the neighborhood time period of each time period to obtain the fitted curve; calculate the absolute value of the difference between the corresponding value on the fitted curve and the throttle demand for each time period in the neighborhood time period, and average all the absolute values ​​of the difference to obtain the throttle demand error for each time period.

[0064] It should be noted that, in this embodiment of the invention, a two-dimensional space is constructed using time as the horizontal axis and throttle demand as the vertical axis. The throttle demand of all times within the neighborhood of each time moment is mapped to the two-dimensional space to obtain corresponding scatter points. The scatter points are then fitted using the least squares method to obtain a fitted curve. The fitted curve typically represents the throttle demand under steady-state conditions. If the difference between the corresponding value on the fitted curve at each time moment and the throttle demand is greater, the throttle demand error is greater, indicating that the driver's throttle operation has undergone drastic changes, such as rapid acceleration or deceleration. In this case, the delay should be increased to filter out disturbances and ensure complete fuel combustion, thus guaranteeing engine smoothness. Conversely, if the driver performs smooth throttle operation, the delay should be reduced to improve driving responsiveness.

[0065] Step S230: Based on the throttle change and throttle demand error, obtain the throttle delay at each moment.

[0066] It should be noted that the greater the error between the throttle change and the throttle demand, the greater the throttle response delay needs to be to ensure smooth engine operation. Therefore, both the throttle change and the throttle demand error are positively correlated with the degree of throttle delay. In this embodiment of the invention, the product of the throttle change and the throttle demand error at each moment is normalized to obtain the degree of throttle delay at the corresponding moment. In this embodiment, the Norm function is used for normalization, but other normalization methods can also be chosen, such as function transformation, max-min normalization, etc., and are not limited here.

[0067] Preferably, in some possible implementations of the embodiments of the present invention, the method for obtaining the transfer value includes: calculating the absolute value of the difference between the start time and the end time of the same working condition parameter in the neighborhood time period of each time, averaging all the absolute values ​​of the difference to obtain the working state parameter at each time; calculating the sum of the working state parameter and the throttle delay at the same time, and normalizing the sum of the corresponding sums at all times in the neighborhood time period of each time to obtain the transfer value at each time.

[0068] It should be noted that the instantaneous changes in engine operating parameters differ significantly under different operating modes of a vehicle, such as idling and acceleration. By analyzing the magnitude of changes in the same operating parameters within a neighborhood time period, the energy input or output balance of the system can be characterized, thereby distinguishing operating modes and obtaining operating state parameters. The degree of throttle delay reflects the dynamic response lag of the system, which will cause the changes in operating parameters to lag behind actual needs. If not compensated, the transfer value will underestimate the system inertia. By summing the magnitude of changes in operating parameters with the degree of throttle delay, the overall dynamic behavior within a neighborhood time period, such as the inertia accumulation during acceleration, can be captured. Furthermore, the output torque depends on the integral effect of historical input energy. The summation positively 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, which are not limited here.

[0069] Preferably, in some possible implementations of the embodiments of the present invention, the method for obtaining fuel flow rate is described in [reference needed]. Figure 3 The diagram illustrates a flowchart of a method for obtaining fuel flow rate according to an embodiment of the present invention, the method comprising:

[0070] 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 sum of constant 1 and throttle delay 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 to obtain 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.

[0071] To account for the impact of throttle delay on system output, the contribution of the delay to the control input signal can be adjusted by multiplying the throttle delay by the proportional gain, thus 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 cumulative effect of the transfer value on the control input signal can be adjusted by multiplying the transfer value by the integral gain, thus more accurately reflecting the system's long-term response to the input signal. Adding the throttle delay and transfer value to the control signal allows for a more comprehensive consideration of the system's dynamic behavior and response characteristics, enabling the control signal to more accurately reflect the system's actual state and requirements, thereby achieving more effective control.

[0072] It should be noted that the PID controller operates as a software module of the engine control unit. The throttle opening at each moment is input into the PID controller, and the proportional gain and integral gain of the PID controller are obtained using the Ziegler-Nichols method. Then, the adjusted proportional gain and integral gain are re-inputted into the PID controller to obtain the control signal. The control signal refers to the initial motor power of the fuel pump at each moment. Throughout this process, the integral time and derivative time remain constant to avoid introducing unnecessary complexity and instability, ensuring system stability.

[0073] Step S320: Based on the transmitted value and control signal, obtain the fuel flow rate of the vehicle's fuel pump at each moment.

[0074] In this embodiment of the invention, the method for obtaining fuel flow rate is as follows: by using the variance of the throttle delay degree in the neighborhood time period of each moment, the throttle delay degree at each moment is adjusted to obtain the disturbance error at each moment; the product of the transmission 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, and the fuel pump of the car operates according to the motor power at each moment.

[0075] 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 invention, the ratio of the throttle delay at each moment as the numerator and the sum of the variance of the throttle delay in the neighborhood of each moment and a preset positive number as the denominator is normalized 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, which is used to prevent the denominator from making the fraction meaningless. In this embodiment, the Norm function is used for normalization. The larger the variance, the greater the possibility of noise in the throttle delay, and the smaller the control data, i.e., the fuel flow rate, should be.

[0076] The product of the transferred value and the control signal at each moment, plus the product of the disturbance error, represents the motor power after adjustment based on the initial motor power and the disturbance error. The battery control unit controls the fuel pump motor to operate at its power at each moment, thereby achieving precise control of the fuel pump's fuel flow. The transferred value reflects the inertia or energy accumulation of the current operating condition. The control signal is dynamically adjusted based on the transferred value. During high-inertia conditions such as drastic throttle changes, the control signal is enhanced to overcome system lag; in steady state, the control quantity is suppressed to avoid overshoot. In a combustion engine, the torque request, i.e., the control signal, needs to match the current power system state, i.e., the transferred value. Multiplication achieves power coupling, and multiplication by the disturbance error prevents control instability caused by random disturbances.

[0077] This invention is now complete.

[0078] Example 2:

[0079] This invention proposes a flow control system for fuel pumps; please refer to [link / reference]. Figure 4 The diagram illustrates a system structure of a flow control system for a fuel pump according to an embodiment of the present invention. The system includes:

[0080] The data acquisition module 410 is used to acquire the operating parameters of the car's engine at each moment during operation, including the throttle opening.

[0081] The throttle delay analysis module 420 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 in the neighboring time period and the deviation of the throttle demand in the neighboring time period.

[0082] The flow control module 430 is used to obtain the transmission value at each moment based on the change range of the same operating condition parameters and the degree of throttle delay in the neighborhood time period at each moment; adjust the parameters in the PID controller determined based on the throttle opening according to the degree of throttle delay and the transmission value to obtain the control signal at each moment; and control the fuel flow of the vehicle's fuel pump at each moment according to the transmission value and the control signal.

[0083] It should be noted that the devices provided in the above embodiments are only illustrative examples of the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the computer device can be divided into different functional modules to complete all or part of the functions described above. Furthermore, the flow control system for a fuel pump and the flow control method for a fuel pump provided in the above embodiments belong to the same concept, and their specific implementation process is detailed in the method embodiments, which will not be repeated here.

[0084] Example 3:

[0085] Figure 5 This is a schematic diagram of a computer device for a flow control apparatus applied to a fuel pump, provided as an embodiment of the present invention. Exemplary, such as... 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 of the aforementioned flow control methods applied to a fuel pump.

[0086] Furthermore, embodiments of this application also protect an apparatus that 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 for a fuel pump provided in embodiments of this application.

[0087] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0088] It should be understood that the apparatus provided in this embodiment is used to execute the above-described flow control method applied to a fuel pump, and therefore can achieve the same effect as the above-described implementation method.

[0089] When using integrated units, the device may include a processing module and a storage module. When applied to a workpiece, the processing module can be used to control and manage the workpiece's operations. The storage module can be used to support the execution of program code by the workpiece.

[0090] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits contained in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0091] It should be noted that the order of the above embodiments of the present invention is merely for descriptive purposes and does not represent the superiority or inferiority of the embodiments. The processes depicted in the accompanying drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0092] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

[0093] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A flow control method applied to a fuel pump, characterized in that, The method includes: The engine operating parameters of the vehicle are obtained at each moment during operation, including the throttle opening. Based on the difference in throttle opening between adjacent time points, the throttle demand at each time point is obtained; based on the fluctuation of the throttle demand in the neighboring time period and the deviation of the throttle demand in the neighboring time period, the throttle delay at each time point is obtained. Based on the variation amplitude of the same operating condition parameters in the neighborhood time period of each time and the degree of throttle delay, the transmission value at each time is obtained; based on the degree of throttle delay and the transmission value, the parameters in the PID controller determined based on the throttle opening are adjusted to obtain the control signal at each time; based on the transmission value and the control signal, the fuel flow rate of the vehicle's fuel pump at each time is controlled.

2. The flow control method for a fuel pump according to claim 1, characterized in that, The process of obtaining the throttle delay at each moment includes: The degree of throttle variation is obtained by considering the fluctuation of throttle demand across all times within the neighborhood of each time period. For each time interval, curve fitting is performed on the throttle demand for all time intervals in the neighborhood to obtain the fitted curve; the absolute value of the difference between the corresponding value on the fitted curve and the throttle demand for each time interval in the neighborhood is calculated, and the average of all the absolute values ​​of the difference is obtained to obtain the throttle demand error for each time interval. Based on the throttle change rate and the throttle demand error, the throttle delay rate at each moment is obtained.

3. The flow control method for a fuel pump according to claim 2, characterized in that, The acquisition of throttle change includes: Obtain the variance and range of throttle demand for all times within the neighborhood time period of each time moment; based on the variance and range, obtain the throttle change for each time moment.

4. The flow control method for a fuel pump according to claim 1, characterized in that, The process of obtaining the transmitted value at each moment includes: Calculate the absolute value of the difference between the start and end times of the same working condition parameters in the neighborhood time period for each time moment, and average all the absolute values ​​of the differences to obtain the working state parameters for each time moment; Calculate the sum of the working state parameters and the throttle delay at the same moment, and normalize the sum of the corresponding sums at all moments in the neighborhood time period of each moment to obtain the transmission value at each moment.

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

6. The flow control method for a fuel pump according to claim 1, characterized in that, The control of the vehicle's fuel pump at each moment includes the fuel flow rate: By utilizing the variance of the throttle delay within the neighborhood time period at each time step, the throttle delay at each time step is adjusted to obtain the disturbance error at each time step; The product of the transmitted 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 car 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 at each moment is the ratio of the difference between the throttle opening at each moment and the throttle opening at the next adjacent moment to the time interval between the two moments.

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

9. A flow control system for a fuel pump, characterized in that, The system includes: The data acquisition module is used to acquire the operating parameters of the car's engine at each moment during operation, including 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 in the neighboring time period and the deviation of the throttle demand in the neighboring time period. The flow control module is used to obtain the transmission value at each moment based on the change range of the same operating condition parameters in the neighborhood time period and the degree of throttle delay; adjust the parameters in the PID controller determined based on the throttle opening according to the degree of throttle delay and the transmission value to obtain the control signal at each moment; and control the fuel flow of the vehicle's fuel pump at each moment according to the transmission value and the control signal.

10. A flow control device for a fuel pump, characterized in that, The device includes a processor that, when executed, implements the steps of a flow control method for a fuel pump as described in any one of claims 1 to 8.

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