Engine oil supply system and vehicle

Abstract

The application discloses an engine oil supply system and a vehicle, and relates to the technical field of engines, and in particular to an engine oil supply system and a vehicle. The engine oil supply system comprises a high-pressure oil pump, a fuel distributor, a main combustion chamber oil rail assembly and a precombustion chamber oil rail assembly. The fuel distributor comprises an oil inlet end, a first oil outlet end and a second oil outlet end. The oil inlet end is connected with an oil outlet of the high-pressure oil pump, the first oil outlet end is connected with the main combustion chamber oil rail assembly, and the second oil outlet end is connected with the precombustion chamber oil rail assembly. The fuel distributor provides fuel with a first preset pressure to the main combustion chamber oil rail assembly through the first oil outlet end. The fuel distributor provides fuel with a second preset pressure to the precombustion chamber oil rail assembly through the second oil outlet end. The first preset pressure is greater than the second preset pressure. The technical scheme of the application reduces the power consumption of the high-pressure oil pump, is beneficial to improving the thermal efficiency of the vehicle, and in addition, since one high-pressure oil pump is reduced, the integration of the vehicle can be improved, and the cost can be reduced.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and more particularly to an engine fuel supply system and a vehicle. Background Technology

[0002] As people's demands for environmental protection increase, low carbon emissions have become an important goal in vehicle research and development. Currently, gasoline engines for passenger vehicles are developing towards hybrid-specific designs. Advanced hybrid-specific gasoline engines can achieve a maximum thermal efficiency of about 41% through a design that combines high compression ratio and high tumble flow with a large-capacity cooled EGR, along with other friction reduction measures. The next generation of high-efficiency gasoline engines can achieve a thermal efficiency of about 45%. Lean combustion that introduces a large amount of air is considered a feasible solution to achieve this goal, so pre-combustion chamber technology has become a current research hotspot.

[0003] For direct injection engines, the existing technical solution is to introduce two fuel supply systems, supplying fuel to the main combustion chamber and the pre-combustion chamber separately, such as... Figure 1 As shown, the rated pressure of the main combustion chamber fuel supply system is 500 bar or 350 bar, and the rated pressure of the pre-combustion chamber fuel supply system is about 150 bar. Both the main combustion chamber high-pressure fuel pump 01 and the pre-combustion chamber high-pressure fuel pump 02 are driven by the camshaft 03, and thus provide fuel at the corresponding pressure to the main combustion chamber fuel rail assembly 04 and the pre-combustion chamber fuel rail assembly 05 through their respective outlets. The presence of two high-pressure fuel pumps increases the power consumed in driving the pumps, which is detrimental to maximizing the overall thermal efficiency of the engine and also increases the burden on the entire system. Summary of the Invention

[0004] This invention provides an engine fuel supply system and vehicle to overcome the deficiencies in the prior art. It enables the main combustion chamber and pre-combustion chamber of the engine to share a single high-pressure oil pump, reducing the power consumption of driving the high-pressure oil pump and improving the thermal efficiency of the vehicle.

[0005] In a first aspect, the present invention provides an engine fuel supply system, comprising: a high-pressure fuel pump, a fuel distributor, a main combustion chamber fuel rail assembly, and a pre-combustion chamber fuel rail assembly;

[0006] The fuel distributor includes an inlet end, a first outlet end, and a second outlet end; the inlet end is connected to the outlet of the high-pressure fuel pump, the first outlet end is connected to the main combustion chamber fuel rail assembly, and the second outlet end is connected to the pre-combustion chamber fuel rail assembly.

[0007] The fuel distributor provides fuel at a first preset pressure to the main combustion chamber fuel rail assembly through the first fuel outlet; the fuel distributor provides fuel at a second preset pressure to the pre-combustion chamber fuel rail assembly through the second fuel outlet; wherein the first preset pressure is greater than the second preset pressure.

[0008] Optionally, the high-pressure oil pump is used to provide fuel at the first preset pressure to the fuel inlet of the fuel distributor;

[0009] The fuel distributor further includes a pressure regulating device; the pressure regulating device is disposed between the second oil outlet and the oil inlet; the pressure regulating device is used to adjust the fuel entering from the oil inlet at the first preset pressure to the fuel at the second preset pressure.

[0010] Optionally, the fuel distributor may further include a first solenoid valve;

[0011] The first solenoid valve is disposed between the oil inlet end and the second oil outlet end;

[0012] The first solenoid valve is used to control the transmission path of fuel at the second preset pressure to the second outlet.

[0013] Optionally, the engine fuel supply system further includes a low-pressure fuel line;

[0014] The fuel distributor also includes a return end; the low-pressure oil circuit is located between the return end and the inlet of the high-pressure oil pump.

[0015] The low-pressure oil circuit is used to transfer a portion of the fuel inside the fuel distributor to the high-pressure oil pump.

[0016] Optionally, the low-pressure oil circuit includes a pressure regulator and a return oil line; the pressure regulator is disposed in the return oil line; the return oil line connects the return oil end and the oil inlet of the high-pressure oil pump;

[0017] The pressure regulator is used to adjust the pressure of the fuel in the return oil line to a third preset pressure; wherein the third preset pressure is less than the second preset pressure.

[0018] Optionally, the low-pressure oil circuit includes a fuel cooler and a return oil line; the fuel cooler is disposed in the return oil line; the return oil line connects the return oil end and the oil inlet of the high-pressure oil pump.

[0019] The fuel cooler is used to adjust the temperature of the fuel in the return line to a preset temperature range.

[0020] Optionally, the engine fuel supply system also includes a pressure relief valve;

[0021] One end of the pressure relief valve is connected to the oil outlet of the high-pressure oil pump, and the other end is connected to the oil inlet of the high-pressure oil pump.

[0022] Optionally, the main combustion chamber fuel rail assembly includes: a first fuel rail and a first rail pressure sensor, and a plurality of first fuel injectors corresponding one-to-one with each cylinder of the engine;

[0023] The first fuel rail is used to distribute the fuel to each of the first injectors;

[0024] The first injector is used to inject the fuel into the cylinder corresponding to the first injector;

[0025] The first rail pressure sensor is used to monitor the pressure of fuel in the first fuel rail.

[0026] Optionally, the pre-combustion chamber fuel rail assembly includes: a second fuel rail and a second rail pressure sensor, and a plurality of second fuel injectors corresponding one-to-one with each cylinder of the engine;

[0027] The second fuel rail is used to distribute the fuel to each of the second injectors;

[0028] The second injector is used to inject the fuel into the cylinder corresponding to the second injector;

[0029] The second rail pressure sensor is used to monitor the pressure of fuel in the second fuel rail.

[0030] In a second aspect, the present invention provides a vehicle comprising the engine fuel supply system described in any of the preceding claims.

[0031] The technical solution of this invention provides fuel at a first preset pressure to the main combustion chamber fuel rail assembly through the first outlet of the fuel distributor, and fuel at a second preset pressure to the pre-combustion chamber fuel rail assembly through the second outlet. This allows the main combustion chamber fuel rail assembly and the pre-combustion chamber fuel rail assembly to share a single high-pressure fuel pump, reducing the power consumption of driving the high-pressure fuel pump and improving the vehicle's thermal efficiency. Furthermore, by reducing one high-pressure fuel pump, the integration of the vehicle can be improved, and costs can be reduced.

[0032] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0034] Figure 1This is a schematic diagram of the structure of an engine fuel supply system in the prior art;

[0035] Figure 2 This is a schematic diagram of an engine fuel supply system provided in an embodiment of the present invention;

[0036] Figure 3 This is a schematic diagram of another engine fuel supply system provided in an embodiment of the present invention;

[0037] Figure 4 for Figure 3 A magnified view of a portion of region A in the middle;

[0038] Figure 5 for Figure 3 A magnified view of a portion of region B in the middle;

[0039] Figure 6 This is a structural block diagram of a vehicle provided in an embodiment of the present invention. Detailed Implementation

[0040] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0041] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in sequences other than those illustrated or described herein.

[0042] This embodiment provides an engine fuel supply system for supplying fuel to each cylinder of an engine. Figure 2 This is a schematic diagram of an engine fuel supply system provided in an embodiment of the present invention, as shown below. Figure 2As shown, the engine fuel supply system 100 includes a high-pressure fuel pump 10, a fuel distributor 20, a main combustion chamber fuel rail assembly 30, and a pre-combustion chamber fuel rail assembly 40. The fuel distributor 20 includes an inlet end 21, a first outlet end 22, and a second outlet end 23. The inlet end 21 is connected to the outlet port 11 of the high-pressure fuel pump 10, the first outlet end 22 is connected to the main combustion chamber fuel rail assembly 30, and the second outlet end 23 is connected to the pre-combustion chamber fuel rail assembly 40. The fuel distributor 20 provides fuel at a first preset pressure to the main combustion chamber fuel rail assembly 30 through the first outlet end 22, and provides fuel at a second preset pressure to the pre-combustion chamber fuel rail assembly 40 through the second outlet end 23. The first preset pressure is greater than the second preset pressure.

[0043] The high-pressure fuel pump 10 is used to increase the pressure of low-pressure fuel to a certain pressure. For example, the high-pressure fuel pump 10 can increase the pressure of low-pressure fuel to a pressure greater than or equal to a first preset pressure. The fuel distributor 20 is used to distribute the amount of fuel supplied to the main combustion chamber fuel rail assembly 30 and the pre-combustion chamber fuel rail assembly 40, and to supply fuel at the first preset pressure to the main combustion chamber fuel rail assembly 30 through the first fuel outlet 22, and to supply fuel at the second preset pressure to the pre-combustion chamber fuel rail assembly 40 through the second fuel outlet 23. The first preset pressure can be the rated fuel pressure of the main combustion chamber fuel rail assembly 30. In an exemplary embodiment, the first preset pressure can be 500 bar or 350 bar. The second preset pressure can be the rated fuel pressure of the pre-combustion chamber fuel rail assembly 40. In an exemplary embodiment, the second preset pressure can be 100 bar or 150 bar.

[0044] In one optional embodiment, the main combustion chamber fuel rail assembly 30 includes a first fuel rail and a first rail pressure sensor, as well as a plurality of first injectors (not shown) corresponding to each cylinder of the engine. The first fuel rail is used to distribute fuel to each of the first injectors, and the first injectors are used to inject fuel into the cylinders corresponding to the first injectors. The first rail pressure sensor is used to monitor the pressure of the fuel in the first fuel rail. In another optional embodiment, the pre-combustion chamber fuel rail assembly 40 includes a second fuel rail and a second rail pressure sensor, as well as a plurality of second injectors (not shown) corresponding to each cylinder of the engine. The second fuel rail is used to distribute fuel to each of the second injectors, and the second injectors are used to inject fuel into the cylinders corresponding to the second injectors. The second rail pressure sensor is used to monitor the pressure of the fuel in the second fuel rail. Thus, the vehicle's electronic control unit can control the fuel output of the high-pressure fuel pump 10 according to the fuel pressure in the first and second fuel rails, enabling the engine to operate in optimal condition and further improving the vehicle's thermal efficiency.

[0045] Specifically, after low-pressure fuel enters the high-pressure fuel pump 10 through the inlet 11, the vehicle's electronic control unit controls the solenoid valve of the high-pressure fuel pump 10 to close, thereby driving the plunger on the high-pressure fuel pump 10 to move like a piston through the camshaft on the high-pressure fuel pump 10, so that the low-pressure fuel in the high-pressure fuel pump 10 is compressed. After the fuel reaches a certain pressure in the chamber of the high-pressure fuel pump 10, it is supplied to the inlet end 21 of the fuel distributor 20 through the outlet 12 of the high-pressure fuel pump 10. After the high-pressure fuel of a certain pressure passes through the fuel distributor 20, the fuel distributor 20 supplies fuel at a first preset pressure to the main combustion chamber fuel rail assembly 30 through the first outlet end 22, and supplies fuel at a second preset pressure to the pre-combustion chamber fuel rail assembly 40 through the second outlet end 23, so that the main combustion chamber and the pre-combustion chamber can complete the timed and metered fuel injection.

[0046] In this embodiment, fuel at a first preset pressure is supplied to the main combustion chamber fuel rail assembly through the first outlet of the fuel distributor, and fuel at a second preset pressure is supplied to the pre-combustion chamber fuel rail assembly through the second outlet. This allows the main combustion chamber fuel rail assembly and the pre-combustion chamber fuel rail assembly to share a single high-pressure fuel pump, reducing the power consumption of driving the high-pressure fuel pump and improving the vehicle's thermal efficiency. Furthermore, reducing the number of high-pressure fuel pumps increases the vehicle's integration and helps reduce costs.

[0047] Optional, Figure 3 This is a schematic diagram of another engine fuel supply system provided in an embodiment of the present invention. Figure 4 for Figure 3 A magnified view of a portion of region A in the middle, in conjunction with reference. Figure 3 and Figure 4 As shown, the high-pressure oil pump 10 is used to provide fuel at a first preset pressure to the inlet end 21 of the fuel distributor 20; the fuel distributor 20 also includes a pressure regulating device 24; the pressure regulating device 24 is disposed between the second outlet end 23 and the inlet end 21; the pressure regulating device 24 is used to regulate the fuel at the first preset pressure entering from the inlet end 21 to fuel at the second preset pressure.

[0048] The pressure regulating device 24 may be, but is not limited to, a fuel pressure regulator. The pressure regulating device 24 is located between the second oil outlet 23 and the oil inlet 21 and is used to regulate the fuel entering the oil inlet 21 at the first preset pressure to the fuel at the second preset pressure, so that the second oil outlet 23 can provide fuel at the second preset pressure to the pre-combustion chamber fuel rail assembly 40.

[0049] Specifically, low-pressure fuel enters the high-pressure fuel pump 10 through the inlet 11 and is compressed to a first preset pressure. The high-pressure fuel pump 10 then supplies fuel at the first preset pressure to the inlet 21 of the fuel distributor 20. The fuel distributor 20 then supplies fuel at the first preset pressure to the main combustion chamber fuel rail assembly 30 through the first outlet 22. Simultaneously, the fuel distributor 20 adjusts the first preset pressure fuel to a second preset pressure fuel through the pressure regulating device 24, and then supplies fuel at the second preset pressure to the pre-combustion chamber fuel rail assembly 40 through the second outlet 23. This improves the accuracy of the fuel distributor 20 supplying fuel at the first preset pressure to the main combustion chamber fuel rail assembly 30 through the first outlet 22 and the second preset pressure fuel to the pre-combustion chamber fuel rail assembly 40 through the second outlet 23, allowing the engine to operate at its optimal state, improving engine performance, and extending engine life.

[0050] Optional, continue to refer to Figure 3 and Figure 4 As shown, the fuel distributor 20 also includes a first solenoid valve 25; the first solenoid valve 25 is disposed between the fuel inlet end 21 and the second fuel outlet end 23; the first solenoid valve 25 is used to control the transmission path of fuel at the second preset pressure to the second fuel outlet end 23.

[0051] The first solenoid valve 25 may include, but is not limited to, a direct-acting solenoid valve and a pilot-operated solenoid valve, as long as it can control the transmission path of fuel at the second preset pressure to the second outlet 23. The transmission path of fuel at the second preset pressure to the second outlet 23 may include allowing fuel at the second preset pressure to be transmitted to the second outlet 23, thereby enabling the second outlet 23 to supply fuel at the second preset pressure to the pre-combustion chamber; or, preventing fuel at the second preset pressure from being transmitted to the second outlet 23, thereby preventing the second outlet 23 from supplying fuel at the second preset pressure to the pre-combustion chamber. In an exemplary embodiment, when the first solenoid valve 25 is open, fuel at the second preset pressure can be transmitted to the second outlet 23; when the first solenoid valve 25 is closed, fuel at the second preset pressure cannot be transmitted to the second outlet 23.

[0052] Specifically, the high-pressure fuel pump 10 provides fuel at a first preset pressure to the fuel inlet 21 of the fuel distributor 20. The fuel distributor 20 then provides fuel at the first preset pressure to the main combustion chamber fuel rail assembly 30 through the first outlet 22, enabling the main combustion chamber fuel rail assembly 30 to perform timed and metered fuel injection. Simultaneously, the vehicle's electronic control unit controls the first solenoid valve 25 to open, allowing the fuel at the first preset pressure to enter the pressure regulating device 24, which adjusts the fuel at the first preset pressure to the second preset pressure. This fuel is then supplied to the pre-combustion chamber fuel rail assembly 40 through the second outlet 23, enabling the pre-combustion chamber fuel rail assembly 40 to perform timed and metered fuel injection.

[0053] In this embodiment, by setting a first solenoid valve between the fuel inlet and the second outlet of the fuel distributor, the transmission path of fuel at a second preset pressure to the second outlet can be controlled by the first solenoid valve. When it is necessary to supply fuel at the second preset pressure to the pre-combustion chamber fuel rail assembly through the second outlet, the first solenoid valve is controlled to open; when it is not necessary to supply fuel at the second preset pressure to the pre-combustion chamber fuel rail assembly through the second outlet, the first solenoid valve is controlled to close. This enables the pre-combustion chamber fuel rail assembly to complete timed and metered fuel injection, thereby improving the thermal efficiency of the engine.

[0054] Optional, continue to refer to Figure 3 and Figure 4 As shown, the engine fuel supply system 100 provided in this embodiment also includes a low-pressure oil circuit 50; the fuel distributor 20 also includes a return oil end 26; the low-pressure oil circuit 50 is disposed between the return oil end 26 and the oil inlet 11 of the high-pressure oil pump 10; the low-pressure oil circuit 50 is used to transfer part of the fuel inside the fuel distributor 20 to the high-pressure oil pump 10.

[0055] The low-pressure oil circuit 50 is located between the return oil end 26 of the fuel distributor 20 and the oil inlet 11 of the high-pressure oil pump 10. Part of the low-pressure oil circuit 50 can be reused as the oil inlet circuit of the high-pressure oil pump 10.

[0056] Understandably, when fuel at the first preset pressure enters the fuel distributor 20, since the first preset pressure is greater than the second preset pressure, when the pressure regulating device 24 adjusts the fuel at the first preset pressure to the second preset pressure, some fuel needs to be discharged from the pressure regulating device 24 to reduce the fuel pressure to the second preset pressure. By setting a low-pressure oil circuit 50 between the return end 26 of the fuel distributor 20 and the inlet 11 of the high-pressure oil pump 10, some fuel discharged from the pressure regulating device 24 can be transmitted to the high-pressure oil pump 10 through the low-pressure oil circuit 50. This allows excess fuel released through the pressure regulating device 24 to flow back to the high-pressure oil pump 10, thereby improving fuel utilization and reducing costs.

[0057] Optional, continue to refer to Figure 3 and Figure 4 As shown, the low-pressure oil circuit 50 includes a pressure regulator 51 and a return oil line 52; the pressure regulator 51 is disposed in the return oil line 52; the return oil line 52 is connected to the return oil end 26 and the oil inlet 11 of the high-pressure oil pump 10; the pressure regulator 51 is used to adjust the pressure of the fuel in the return oil line 52 to a third preset pressure; wherein, the third preset pressure is less than the second preset pressure.

[0058] The third preset pressure can be the rated fuel pressure of the low-pressure oil circuit 50. In an exemplary embodiment, the third preset pressure can be 5 bar or 6 bar.

[0059] Specifically, when the pressure regulating device 24 adjusts the fuel pressure from the first preset pressure to the second preset pressure, some fuel discharged from the pressure regulating device 24 of the fuel distributor 20 to the low-pressure fuel line 50 causes the fuel pressure in the low-pressure fuel line 50 to rise, thereby causing pressure fluctuations in the low-pressure fuel line 50. Therefore, by installing a pressure regulator 51 in the return line 52 of the low-pressure fuel line 50, the fuel pressure in the low-pressure fuel line 50 is kept at the third preset pressure, thereby avoiding pressure fluctuations in the low-pressure fuel line 50 caused by the pressure regulating device 24 discharging some fuel to the low-pressure fuel line 50, which would affect the fuel supply stability of the engine and thus affect the engine performance.

[0060] Optional, continue to refer to Figure 3 and Figure 4 As shown, the low-pressure oil circuit 50 includes a fuel cooler 53 and a return oil line 52; the fuel cooler 53 is disposed in the return oil line 52; the return oil line 52 connects the return oil end 26 and the oil inlet 11 of the high-pressure oil pump 10; the fuel cooler 53 is used to adjust the temperature of the fuel in the return oil line 52 to a preset temperature range.

[0061] The preset temperature range can be the rated temperature range of the fuel in the low-pressure oil circuit 50.

[0062] Understandably, the high-pressure fuel pump 10 compresses the low-pressure fuel to supply fuel at a first preset pressure to the fuel inlet 21 of the fuel distributor 20. During the compression of the low-pressure fuel, the fuel temperature rises. Therefore, some fuel discharged from the pressure regulating device 24 of the fuel distributor 20 to the low-pressure fuel line 50 causes the fuel temperature in the low-pressure fuel line 50 to rise. Therefore, by installing a fuel cooler 53 in the return line 52 of the low-pressure fuel line 50, the temperature of the fuel in the low-pressure fuel line 50 is maintained within a preset temperature range. This prevents temperature fluctuations in the low-pressure fuel line 50 caused by the pressure regulating device 24 discharging some fuel to the low-pressure fuel line 50, which would affect the fuel supply stability of the engine and thus its performance.

[0063] Optional, Figure 5 for Figure 3 A magnified view of a portion of region B in the middle section, for reference. Figure 3 and Figure 5 As shown, the engine fuel supply system 100 provided in this embodiment also includes a pressure relief valve 60; one end of the pressure relief valve 60 is connected to the oil outlet 12 of the high-pressure oil pump 10, and the other end is connected to the oil inlet 11 of the high-pressure oil pump 10, so that when the fuel pressure at the oil outlet 12 of the high-pressure oil pump 10 is greater than a certain pressure, part of the fuel can be released through the pressure relief valve 60, thereby keeping the fuel pressure at the oil outlet 12 of the high-pressure oil pump 10 stable, thus ensuring that the oil outlet 12 of the high-pressure oil pump 10 can provide fuel at a certain pressure to the fuel distributor 20, improving the fuel delivery accuracy of the high-pressure oil pump 10, thereby improving the fuel supply accuracy of the engine fuel supply system, enabling the engine to maintain optimal operation, and at the same time, preventing excessive fuel pressure from causing safety hazards, thus improving the engine's safety performance.

[0064] Based on the same inventive concept, embodiments of the present invention also provide a vehicle. Figure 6 A structural block diagram of a vehicle provided in an embodiment of the present invention, with reference to... Figure 6 As shown, the vehicle 200 includes the engine fuel supply system 100 provided in any of the above embodiments. Since the vehicle provided in this embodiment includes the engine fuel supply system provided in any of the embodiments of the present invention, it can possess the corresponding structure and features of the engine fuel supply system provided in the embodiments of the present invention, and can achieve the beneficial effects of the engine fuel supply system provided in the embodiments of the present invention. The similarities can be referred to the description above.

[0065] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. An engine oil supply system characterized by comprising: The application relates to a fuel supply system of an engine. The fuel supply system comprises a high-pressure fuel pump, a fuel distributor, a main combustion chamber oil rail assembly and a precombustion chamber oil rail assembly. The fuel distributor comprises an oil inlet end, a first oil outlet end and a second oil outlet end. The oil inlet end is connected with an oil outlet of the high-pressure fuel pump. The first oil outlet end is connected with the main combustion chamber oil rail assembly. The second oil outlet end is connected with the precombustion chamber oil rail assembly.

2. The engine oil supply system according to claim 1, characterized by The fuel distributor provides the main combustion chamber oil rail assembly with fuel of a first preset pressure through the first oil outlet end. The fuel distributor provides the precombustion chamber oil rail assembly with fuel of a second preset pressure through the second oil outlet end. The first preset pressure is greater than the second preset pressure.

3. The engine oil supply system according to claim 1, characterized by The high-pressure fuel pump is used for providing the fuel distributor with fuel of the first preset pressure. The fuel distributor further comprises a pressure regulating device. The pressure regulating device is arranged between the second oil outlet end and the oil inlet end.

4. The engine oil supply system according to claim 3, characterized by The pressure regulating device is used for regulating the fuel of the first preset pressure entering from the oil inlet end into fuel of the second preset pressure. The fuel distributor further comprises a first electromagnetic valve.

5. The engine oil supply system of claim 3, wherein The first electromagnetic valve is arranged between the oil inlet end and the second oil outlet end. The first electromagnetic valve is used for controlling a transmission path of the fuel of the second preset pressure to the second oil outlet end.

6. The engine oil supply system of claim 1, wherein The fuel supply system further comprises a low-pressure oil circuit. The fuel distributor further comprises an oil return end.

7. The engine oil supply system of claim 1, wherein The low-pressure oil circuit is arranged between the oil return end and an oil inlet of the high-pressure fuel pump. The low-pressure oil circuit is used for transmitting part of fuel in the fuel distributor to the high-pressure fuel pump. The low-pressure oil circuit comprises a pressure stabilizer and an oil return pipeline. The pressure stabilizer is arranged in the oil return pipeline.

8. The engine oil supply system of claim 1, wherein The oil return pipeline is connected with the oil return end and the oil inlet of the high-pressure fuel pump. The pressure stabilizer is used for regulating the pressure of fuel in the oil return pipeline to a third preset pressure. The third preset pressure is less than the second preset pressure. The low-pressure oil circuit comprises a fuel cooler and an oil return pipeline. The fuel cooler is arranged in the oil return pipeline. The fuel cooler is used for regulating the temperature of fuel in the oil return pipeline to a preset temperature range. The fuel supply system further comprises a pressure relief valve. One end of the pressure relief valve is connected with the oil outlet of the high-pressure fuel pump. The other end of the pressure relief valve is connected with the oil inlet of the high-pressure fuel pump. The main combustion chamber oil rail assembly comprises a first oil rail and a first rail pressure sensor, and a plurality of first fuel injectors corresponding to the cylinders of the engine. The first oil rail is used for distributing fuel to the first fuel injectors. The first fuel injectors are used for injecting fuel into the cylinders corresponding to the first fuel injectors. The first rail pressure sensor is used for monitoring the pressure of fuel in the first oil rail. The precombustion chamber oil rail assembly comprises a second oil rail and a second rail pressure sensor, and a plurality of second fuel injectors corresponding to the cylinders of the engine. The second oil rail is used for distributing fuel to the second fuel injectors. The second fuel injectors are used for injecting fuel into the cylinders corresponding to the second fuel injectors. The second rail pressure sensor is configured to monitor the pressure of fuel in the second fuel rail.

9. A vehicle characterized by comprising: An engine fuel supply system comprising the engine fuel supply system of any one of claims 1-8.

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