Engine oil supply system control method and device, vehicle and storage medium

Abstract

The invention discloses an engine oil supply system control method and device, a vehicle and a storage medium. The engine oil supply system control method comprises the steps that vehicle driving data, the engine rotating speed and the engine torque are obtained; determining a rail pressure adjusting coefficient according to the vehicle driving data; the engine rail pressure is determined according to the engine rotating speed, the engine torque, a preset rail pressure comparison table and the rail pressure adjusting coefficient; determining power distribution of the low-pressure oil pump and the high-pressure oil pump based on the engine rail pressure; and adjusting the power of the low-pressure oil pump and the high-pressure oil pump according to the power distribution. The technical problem that due to the fact that the rail pressure of the oil supply system is unreasonably set and the oil pump distribution power is not optimized, the vehicle energy consumption is increased, and then the vehicle economy is affected is solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to an engine fuel supply system control method, device, vehicle and storage medium. Background Art

[0002] In modern automotive technology, the fuel supply system of the engine plays a vital role, ensuring that the fuel is supplied to the engine at an appropriate pressure and flow rate to maintain its stable operation. The fuel supply system usually includes a low-pressure oil pump and a high-pressure oil pump. In addition, in the prior art, the power distribution of the oil pump is not optimized enough, resulting in the energy consumption of the low-pressure oil pump and the high-pressure oil pump being higher than the necessary energy consumption in the process of maintaining the rail pressure, which affects the economy and environmental performance of the vehicle.

[0003] To address the above-mentioned problems, no effective solution has been proposed yet. Summary of the invention

[0004] The embodiments of the present invention provide an engine fuel supply system control method, device, vehicle and storage medium to at least solve the technical problem that the vehicle energy consumption increases due to unreasonable setting of the fuel supply system rail pressure and lack of optimization of the oil pump distribution power, thereby affecting the vehicle economy.

[0005] According to one aspect of an embodiment of the present invention, a method for controlling an engine fuel supply system is provided, comprising: acquiring vehicle driving data, engine speed and engine torque; determining a rail pressure adjustment coefficient according to the vehicle driving data; determining the engine rail pressure according to the engine speed, engine torque, a preset rail pressure comparison table and the rail pressure adjustment coefficient; determining the power distribution of a low-pressure oil pump and a high-pressure oil pump based on the engine rail pressure; and adjusting the power of the low-pressure oil pump and the high-pressure oil pump according to the power distribution.

[0006] Optionally, the vehicle driving data includes navigation data, and determining the rail pressure adjustment coefficient based on the vehicle driving data includes: determining the vehicle driving condition based on the navigation data; in response to the vehicle driving condition satisfying a first preset condition, determining the rail pressure adjustment coefficient to be the first preset coefficient, wherein the first preset condition includes at least one of the following: the distance to the destination is less than a preset distance, the continuous downhill distance ahead is greater than the preset downhill distance and the average slope is less than the first preset slope, and the continuous congestion distance ahead is greater than the preset congestion distance and the average vehicle speed is less than the preset vehicle speed.

[0007] Optionally, the engine fuel supply system control method also includes: in response to the vehicle driving condition satisfying a second preset condition, determining the rail pressure adjustment coefficient as a second preset coefficient, wherein the second preset condition includes at least one of the following: the continuous uphill distance ahead is greater than a preset uphill distance and the average slope is greater than a second preset slope threshold, the vehicle will accelerate within a preset time period, and the vehicle is driving in a preset harsh driving environment.

[0008] Optionally, the vehicle driving data includes driver settings, and determining the rail pressure adjustment coefficient based on the vehicle driving data includes: determining a current mode of the vehicle based on the driver settings; in response to the current mode of the vehicle being an economy mode, determining the rail pressure adjustment coefficient to be a first preset coefficient; or, in response to the current mode of the vehicle being a sports mode, determining the rail pressure adjustment coefficient to be a second preset coefficient.

[0009] Optionally, the vehicle driving data includes a pedal opening change rate, and determining the rail pressure adjustment coefficient based on the vehicle driving data includes: determining the rail pressure adjustment coefficient based on a pedal opening change rate and a preset adjustment coefficient comparison table, wherein the preset adjustment coefficient comparison table includes a comparison relationship between the pedal opening change rate and the rail pressure adjustment coefficient.

[0010] Optionally, the engine rail pressure is determined according to the engine speed, the engine torque, a preset rail pressure comparison table and the rail pressure adjustment coefficient, including: updating the preset rail pressure comparison table according to the rail pressure adjustment coefficient to obtain a current rail pressure comparison table; determining the engine rail pressure according to the engine speed, the engine torque and the current rail pressure comparison table.

[0011] Optionally, based on the engine rail pressure, determining the power distribution of the low-pressure oil pump and the high-pressure oil pump includes: querying a rail pressure-power mapping table according to the engine rail pressure to determine the power distribution of the low-pressure oil pump and the high-pressure oil pump, wherein the rail pressure-power mapping table includes a corresponding relationship between the rail pressure and the power distribution, and the rail pressure-power mapping table is constructed according to the engine operating condition and a preset rail pressure comparison table.

[0012] Optionally, constructing the rail pressure-power mapping table includes: determining multiple current operating point rail pressures corresponding to multiple engine operating points according to the current rail pressure comparison table, wherein the multiple engine operating points correspond to the multiple current operating point rail pressures one-to-one; determining the power distribution corresponding to multiple groups of mapping data according to a preset power distribution determination strategy, wherein an engine operating point and the corresponding current operating point rail pressure are used as a group of mapping data; and constructing a mapping table of engine operating points and power distribution according to the power distribution corresponding to the multiple groups of mapping data.

[0013] According to another aspect of an embodiment of the present invention, there is also provided an engine fuel supply system control device, comprising: an acquisition module, used to acquire vehicle driving data, engine speed and engine torque; a first determination module, used to determine a rail pressure adjustment coefficient according to the vehicle driving data; a second determination module, used to determine the engine rail pressure according to the engine speed, engine torque, a preset rail pressure comparison table and the rail pressure adjustment coefficient; a third determination module, used to determine the power distribution of a low-pressure oil pump and a high-pressure oil pump based on the engine rail pressure; and a regulation module, used to perform power regulation on the low-pressure oil pump and the high-pressure oil pump according to the power distribution.

[0014] According to another aspect of an embodiment of the present invention, a vehicle is provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the engine fuel supply system control method described in any one of the above items is executed when the program is running.

[0015] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein when the executable program is running, the device where the storage medium is located is controlled to execute any of the above-mentioned engine fuel supply system control methods.

[0016] According to another aspect of an embodiment of the present invention, a computer program product is provided, including a computer program, and when the computer program is executed by a processor, the engine fuel supply system control method described in any one of the above items is implemented.

[0017] In an embodiment of the present invention, vehicle driving data, engine speed and engine torque are obtained; a rail pressure adjustment coefficient is determined according to the vehicle driving data; the engine rail pressure is determined according to the engine speed, engine torque, a preset rail pressure comparison table and the rail pressure adjustment coefficient; based on the engine rail pressure, the power distribution of the low-pressure oil pump and the high-pressure oil pump is determined; and the power of the low-pressure oil pump and the high-pressure oil pump is adjusted according to the power distribution. The present invention achieves the purpose of the engine running in the best state under different driving conditions by combining the vehicle driving data and dynamically adjusting the rail pressure setting and the oil pump power distribution, thereby realizing the technical effect of intelligently optimizing the rail pressure setting and the oil pump power distribution, reducing the energy consumption of the whole vehicle, and thus improving the economy of the vehicle, thereby solving the technical problem of increased vehicle energy consumption caused by unreasonable rail pressure setting of the fuel supply system and lack of optimization of the oil pump power distribution, thereby affecting the economy of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0019] Figure 1 is a flow chart of an engine fuel supply system control method according to one embodiment of the present invention;

[0020] Figure 2 4 is a structural block diagram of an engine fuel supply system control device according to one embodiment of the present invention. DETAILED DESCRIPTION

[0021] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0022] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0023] According to an embodiment of the present invention, an embodiment of an engine fuel supply system control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0024] Figure 1 FIG. 1 is a flow chart of a method for controlling an engine fuel supply system according to one embodiment of the present invention. Figure 1 As shown, the method comprises the following steps:

[0025] Step S101, obtaining vehicle driving data, engine speed and engine torque.

[0026] Exemplarily, when the vehicle is started and begins to drive, the on-board sensors and systems will collect vehicle driving data in real time. The vehicle driving data includes but is not limited to navigation data, driver settings, pedal opening rate of change, etc. These data are mainly collected through various sensors and systems on the vehicle.

[0027] For example, the vehicle's built-in global positioning system (GPS) and navigation software can collect and analyze the vehicle's real-time location, driving direction, expected driving route, and road condition information. These data are crucial for predicting possible future driving conditions (such as uphill, downhill, urban congestion, etc.). The driving mode (i.e., driver settings) set by the driver through the vehicle's human-computer interface reflects his or her immediate needs for vehicle performance. The position sensors installed on the accelerator pedal and brake pedal can monitor the pedal opening and its rate of change in real time. The pedal opening rate is an intuitive reflection of the driver's intention. Information on engine speed and engine torque is provided by the engine management system.

[0028] Step S102: determining a rail pressure adjustment coefficient according to vehicle driving data.

[0029] After obtaining the vehicle driving data, the driving conditions that the vehicle will face are predicted by analyzing the obtained vehicle driving data to determine whether additional power is needed to overcome terrain changes or increase speed, or whether energy can be saved by reducing power consumption. Based on this prediction, the rail pressure adjustment coefficient is determined, which is used to adjust the preset comparison table, which includes the correspondence between different engine operating conditions and rail pressure values ​​under ideal conditions. By adjusting the preset comparison table, the rail pressure of the engine fuel supply system can be adjusted to achieve the effect of minimizing the power consumption of the oil pump while ensuring the vehicle's power performance.

[0030] Step S103, determining the engine rail pressure according to the engine speed, the engine torque, a preset rail pressure comparison table and a rail pressure adjustment coefficient.

[0031] Specifically, in step S103, the engine speed, engine torque and rail pressure adjustment coefficient are comprehensively considered, and the rail pressure suitable for the current engine operating condition is calculated by querying a preset rail pressure comparison table.

[0032] It should be noted that the preset rail pressure comparison table is constructed based on experimental data and engine performance parameters. It can provide ideal rail pressure values ​​under different engine operating conditions to ensure stable engine operation and improve fuel efficiency. The role of the rail pressure adjustment coefficient is to fine-tune the preset rail pressure value according to the vehicle driving conditions or the driver's driving mode to adapt to the engine working requirements under specific environments.

[0033] Step S104: determining the power distribution of the low-pressure oil pump and the high-pressure oil pump based on the engine rail pressure.

[0034] Specifically, in step S104, according to the determined engine rail pressure, a preset mapping table is queried, which includes the correspondence between the engine rail pressure and the power distribution of the low-pressure oil pump and the high-pressure oil pump, so as to determine the power distribution of the low-pressure oil pump and the high-pressure oil pump under the current working condition.

[0035] It is understandable that the power distribution ratio is dynamically adjusted based on the changes in rail pressure requirements of the engine under different working conditions to adapt to the real-time operating status of the vehicle. For example, under low-load conditions of the engine (such as idling or low-speed driving), the low-pressure oil pump tends to be used to reduce unnecessary power consumption of the high-pressure oil pump; while under high-load conditions (such as acceleration or climbing), the power of the high-pressure oil pump is increased to quickly increase the rail pressure to ensure that the engine has sufficient power output.

[0036] Step S105: adjusting the power of the low-pressure oil pump and the high-pressure oil pump according to the power distribution.

[0037] Specifically, after determining the power distribution scheme of the low-pressure oil pump and the high-pressure oil pump, a precise preset control strategy is adopted to adjust the actual power output of the two oil pumps to ensure that it complies with the established power distribution ratio, thereby achieving the purpose of rail pressure control and minimizing energy consumption.

[0038] For example, by controlling the drive signals of the low-pressure oil pump and the high-pressure oil pump, adjusting their rotation speed or working time, the power can be precisely regulated. For example, if the power distribution plan requires the low-pressure oil pump to take on more work to reduce the energy consumption of the high-pressure oil pump, the drive signal strength or working time of the low-pressure oil pump is increased accordingly, while the signal strength or working time of the high-pressure oil pump is reduced to ensure that the actual power output of the two matches the planned distribution; conversely, if the power demand of the high-pressure oil pump increases, the power of the high-pressure oil pump is increased by increasing the drive signal or adjusting the working parameters, while the power of the low-pressure oil pump is reduced accordingly to maintain the stability of the rail pressure and meet the high power demand of the engine.

[0039] In an embodiment of the present invention, vehicle driving data, engine speed and engine torque are obtained; a rail pressure adjustment coefficient is determined according to the vehicle driving data; the engine rail pressure is determined according to the engine speed, engine torque, a preset rail pressure comparison table and the rail pressure adjustment coefficient; based on the engine rail pressure, the power distribution of the low-pressure oil pump and the high-pressure oil pump is determined; and the power of the low-pressure oil pump and the high-pressure oil pump is adjusted according to the power distribution. The present invention achieves the purpose of the engine running in the best state under different driving conditions by combining the vehicle driving data and dynamically adjusting the rail pressure setting and the oil pump power distribution, thereby realizing the technical effect of intelligently optimizing the rail pressure setting and the oil pump power distribution, reducing the energy consumption of the whole vehicle, and thus improving the economy of the vehicle, thereby solving the technical problem of increased vehicle energy consumption caused by unreasonable rail pressure setting of the fuel supply system and lack of optimization of the oil pump power distribution, thereby affecting the economy of the vehicle.

[0040] Optionally, in step S102, the vehicle driving data includes navigation data, and determining the rail pressure adjustment coefficient according to the vehicle driving data may include the following steps:

[0041] Step S1021, determining the vehicle driving condition according to the navigation data;

[0042] Step S1022, in response to the vehicle driving condition satisfying the first preset condition, determining the rail pressure adjustment coefficient as the first preset coefficient, wherein the first preset condition includes at least one of the following: the distance to the destination is less than the preset distance, the continuous downhill distance ahead is greater than the preset downhill distance and the average slope is less than the first preset slope, and the continuous congestion distance ahead is greater than the preset congestion distance and the average vehicle speed is less than the preset vehicle speed.

[0043] Analyze the real-time data provided by the vehicle navigation system, including the vehicle's current location, driving route, estimated time to reach the destination, and road conditions ahead. Use this information to predict the driving environment the vehicle will face, such as whether it is close to the destination, whether there is a long downhill or congested road ahead, etc. Based on the in-depth mining and analysis of navigation data, it is possible to predict future driving conditions and provide a decision-making basis for the next step of rail pressure adjustment.

[0044] Exemplarily, when it is determined that the vehicle is less than a preset distance (e.g., 500 meters) away from the destination, or there is a continuous downhill section ahead and the downhill length exceeds the preset downhill distance (e.g., 1 kilometer), and the average slope is less than a first preset slope (e.g., -1°), or there is a continuous congested section ahead and its length exceeds the preset congested distance (e.g., 1 kilometer), and the average vehicle speed in the congested section is lower than the preset speed (e.g., 15 km / h), the rail pressure adjustment coefficient is dynamically adjusted to the first preset coefficient (e.g., 0.8).

[0045] It is understandable that when approaching the destination or the road ahead is continuously downhill, the vehicle's demand for power is relatively low. At this time, reducing the rail pressure adjustment coefficient can reduce the power consumption of the oil pump system and achieve energy conservation and emission reduction. In the case of continuous congestion ahead, the vehicle travels slowly and starts and stops frequently. At this time, by reducing the rail pressure adjustment coefficient, the energy consumption of the oil pump system can also be reduced, and the fuel economy of the vehicle at low speed can be improved.

[0046] In addition, it should be noted that when the actual distance of the vehicle from these preset operating conditions (such as the starting point of a downhill or congested section) is less than a certain threshold (for example, 100 meters), the rail pressure adjustment coefficient will be restored to the default value (for example, 1) to ensure that the engine can obtain sufficient fuel supply pressure in time when it is about to enter or is already in a non-preset operating condition, thereby ensuring normal operation and driving safety.

[0047] At the same time, it should be noted that when it is determined that the driving condition of the vehicle does not meet the above-mentioned first preset condition, the rail pressure adjustment coefficient is not adjusted, and the coefficient continues to maintain the default value (for example, 1) to maintain the normal operation of the vehicle.

[0048] Optionally, in response to the vehicle driving condition satisfying a second preset condition, the rail pressure adjustment coefficient is determined to be the second preset coefficient, wherein the second preset condition includes at least one of the following: the continuous uphill distance ahead is greater than the preset uphill distance and the average slope is greater than the second preset slope threshold, the vehicle will accelerate within a preset time period, and the vehicle is driving in a preset harsh driving environment.

[0049] Specifically, when it is determined that there is a continuous uphill section ahead of the vehicle, and the length of the uphill section exceeds a preset uphill distance (for example, 1 kilometer), and the average slope is greater than a second preset slope threshold (for example, 1°), or based on navigation information, it is predicted that the vehicle is about to accelerate within a preset time period (for example, a few seconds or minutes), or it is detected that the vehicle is driving in a preset harsh driving environment, such as strong winds, high altitudes, etc., the rail pressure adjustment coefficient is set to the second preset coefficient (for example, 1.1) to increase the rail pressure.

[0050] It is understandable that when the vehicle is continuously climbing a slope, it needs additional power to overcome the effect of gravity. At this time, the output power demand of the engine increases, and the rail pressure requirement also increases accordingly, so it is necessary to increase the rail pressure adjustment coefficient. At the same time, when the vehicle is accelerating, the engine also needs high power output, and then it is necessary to set the rail pressure adjustment coefficient to the second preset coefficient to ensure that the oil pump system can provide higher oil pressure to meet the needs of high-load operation of the engine. In addition, when the vehicle is driving in a preset harsh environment, the rail pressure adjustment coefficient is adjusted to the second preset coefficient to increase the rail pressure, ensuring that the engine can still maintain efficient operation under adverse conditions, and avoiding power loss or unstable operation due to insufficient oil pressure.

[0051] It should be noted that when the vehicle ends its continuous climbing state, the rail pressure adjustment coefficient will be restored to the default value (for example, 1) to ensure that the vehicle smoothly transitions to the normal driving state and avoid the problem of system instability caused by the rail pressure being in an abnormal state for a long time.

[0052] Optionally, in step S102, the vehicle driving data includes driver settings, and determining the rail pressure adjustment coefficient according to the vehicle driving data may include the following steps:

[0053] Step S1023, determining the current mode of the vehicle according to the driver's setting;

[0054] Step S1024, in response to the current mode of the vehicle being the economy mode, determining the rail pressure adjustment coefficient to be the first preset coefficient; or, in response to the current mode of the vehicle being the sports mode, determining the rail pressure adjustment coefficient to be the second preset coefficient.

[0055] Analyze the driving mode information selected by the driver through the central control system, including economic mode (ECO) and sports mode (SPORT). The economic mode is used to improve fuel efficiency and reduce emissions, while the sports mode focuses on providing stronger power performance and more sensitive driving response. By identifying the current mode, the rail pressure regulation strategy is adjusted in a targeted manner to match the driver's preferences and the actual needs of the vehicle.

[0056] Specifically, when it is detected that the current mode of the vehicle is the economic mode, the rail pressure adjustment coefficient is determined to be the first preset coefficient (for example, 0.8), in order to reduce the rail pressure and reduce the power consumption of the oil pump system, thereby reducing the energy consumption of the whole vehicle and improving the economy of the vehicle under the premise of maintaining stable operation of the engine. On the contrary, if it is identified that the current mode of the vehicle is the sports mode, the rail pressure adjustment coefficient will be determined to be the second preset coefficient (for example, 1.1), which is used to increase the rail pressure to ensure that the engine can obtain sufficient oil pressure at high speed and high torque, and achieve more efficient fuel injection and combustion, thereby providing stronger power output and satisfying the driver's pursuit of acceleration performance and driving pleasure.

[0057] Optionally, in step S102, the vehicle driving data includes a pedal opening change rate, and determining the rail pressure adjustment coefficient according to the vehicle driving data may include the following steps:

[0058] Step S1025, determining the rail pressure adjustment coefficient according to the pedal opening change rate and a preset adjustment coefficient comparison table, wherein the preset adjustment coefficient comparison table includes a comparison relationship between the pedal opening change rate and the rail pressure adjustment coefficient.

[0059] Monitor the pedal opening rate in real time, and determine the rail pressure adjustment coefficient according to the preset adjustment coefficient comparison table. Among them, the pedal opening rate (usually refers to the opening rate of the accelerator pedal or the throttle pedal) is an indicator that reflects the driver's intention to accelerate or decelerate, and its value is directly related to the increase or decrease of the engine load. The preset adjustment coefficient comparison table contains the rail pressure adjustment coefficients corresponding to different pedal opening rates, which can be used to quickly and accurately adjust the rail pressure according to the driver's immediate needs. The preset adjustment coefficient comparison table shown in Table 1 records the rail pressure adjustment coefficients corresponding to different pedal opening rates.

[0060] Table 1 Preset adjustment coefficient comparison table

[0061]

[0062] For example, when the pedal opening change rate is 5° / s (degrees per second), the rail pressure adjustment coefficient remains at 1, which is suitable for working conditions where the driver's power demand changes little; when the pedal opening change rate increases to 10° / s or above, the rail pressure adjustment coefficient will gradually increase to between 1.05 and 1.2 to respond to the driver's demand for acceleration performance, especially in situations where the vehicle needs to provide greater power in a short period of time, such as emergency acceleration or overtaking scenarios. The increase in the rail pressure adjustment coefficient can ensure that the engine's rail pressure increases rapidly, thereby providing stronger fuel injection pressure, supporting high power output, and meeting driving needs.

[0063] Optionally, in step S103, determining the engine rail pressure according to the engine speed, the engine torque, the preset rail pressure comparison table and the rail pressure adjustment coefficient may include the following steps:

[0064] Step S1031, updating the preset rail pressure comparison table according to the rail pressure adjustment coefficient to obtain the current rail pressure comparison table;

[0065] Step S1032, determining the engine rail pressure according to the engine speed, engine torque and current rail pressure comparison table.

[0066] According to the current rail pressure adjustment coefficient, the preset rail pressure comparison table is updated to obtain the current rail pressure comparison table. Among them, the preset rail pressure comparison table is a set of rail pressure reference values ​​set based on different engine operating conditions (such as speed and torque). It contains the ideal correspondence between engine speed (N) and torque (T) and rail pressure (p) under standard conditions. The preset rail pressure comparison table shown in Table 2 records the rail pressure values ​​corresponding to different engine speeds and torques. However, according to vehicle driving data, such as driver preferences, navigation information or pedal opening change rate, a rail pressure adjustment coefficient needs to be calculated to adjust the rail pressure value in the preset rail pressure comparison table to adapt to the current driving conditions or driving mode.

[0067] Table 2 Preset rail pressure comparison table

[0068]

[0069] Specifically, the rail pressure adjustment coefficient is a dynamic value, which is adjusted according to the vehicle's current driving conditions and driver settings. For example, the rail pressure adjustment coefficient is 0.8 in economic mode and 1.1 in sports mode, or the coefficient can vary between 1 and 1.2 depending on the rate of change of the pedal opening. This coefficient is applied to the preset rail pressure comparison table, and the rail pressure value under each operating condition is updated through multiplication to generate a current rail pressure comparison table to guide the rail pressure control of the oil pump system under specific conditions.

[0070] Furthermore, the engine rail pressure is determined based on the real-time monitored engine speed and torque, combined with the generated current rail pressure comparison table. Specifically, after obtaining the updated current rail pressure comparison table, the corresponding rail pressure value is searched and read according to the real-time engine operating parameters (speed N and torque T). For example, the current engine speed is 3000rpm and the torque is 30Nm. The corresponding rail pressure value P under this working condition is found in the current rail pressure comparison table, and the power distribution of the low-pressure oil pump and the high-pressure oil pump is controlled according to this value to achieve the required rail pressure level.

[0071] Optionally, in step S104, determining the power distribution of the low-pressure oil pump and the high-pressure oil pump based on the engine rail pressure may include the following steps:

[0072] Step S1041, querying a rail pressure power mapping table according to the engine rail pressure, and determining the power distribution of the low-pressure oil pump and the high-pressure oil pump, wherein the rail pressure power mapping table includes a correspondence between rail pressure and power distribution, and the rail pressure power mapping table is constructed according to the engine operating condition and a preset rail pressure comparison table.

[0073] After determining the current rail pressure value of the engine, the rail pressure power mapping table is further queried to determine the optimal power distribution of the low-pressure oil pump and the high-pressure oil pump. The rail pressure power mapping table is constructed through a large number of tests and data analysis. It contains the power distribution combinations of the low-pressure oil pump and the high-pressure oil pump at different rail pressure values. These combinations are the optimal solutions to ensure that the oil pump system can reach the required rail pressure with the lowest energy consumption.

[0074] Specifically, in the initial stage, the preset rail pressure comparison table provides the corresponding relationship between engine speed and torque and rail pressure under standard working conditions. However, due to the complexity of actual driving conditions, such as the driver's driving habits, vehicle load, road conditions, etc., the rail pressure values ​​corresponding to specific engine speeds and torques in the preset rail pressure comparison table are not optimal settings, and the rail pressure values ​​need to be adjusted through the rail pressure adjustment coefficient to generate a series of corrected rail pressure values. For each adjusted rail pressure value, a series of test or simulation data is used to find the combination with the smallest sum of the power of the low-pressure oil pump and the high-pressure oil pump, that is, the best power distribution plan. This plan will be recorded in the rail pressure power mapping table as a basis for controlling the oil pump system under a specific rail pressure.

[0075] Optionally, the construction of the rail pressure power mapping table includes:

[0076] Step S10411, determining multiple current operating point rail pressures corresponding to multiple engine operating points according to the current rail pressure comparison table, wherein the multiple engine operating points correspond to the multiple current operating point rail pressures one-to-one;

[0077] Step S10412, determining the power distribution corresponding to the plurality of groups of mapping data according to the preset power distribution determination strategy, wherein an engine operating point and the corresponding current operating point rail pressure are used as a group of mapping data;

[0078] Step S10413, constructing a mapping table of engine operating point and power distribution according to the power distribution corresponding to the multiple groups of mapping data.

[0079] Specifically, based on the above steps S10411 to S10413, for each operating point and the corresponding rail pressure value, an actual oil pump power distribution test needs to be carried out to find a power distribution strategy that minimizes the sum of the power of the low-pressure oil pump and the high-pressure oil pump while meeting the rail pressure requirements. This test process requires gradually adjusting the working state of the low-pressure oil pump from 0% to 100%, recording the power demand of the high-pressure oil pump in each step, and determining the power coefficient of the high-pressure oil pump until the set of parameters with the lowest total power of the two is found, that is, the optimal power distribution. As shown in Table 3, the comparison table of the low-pressure oil pump power coefficient and the high-pressure oil pump power coefficient, the sum of the low-pressure oil pump power and the high-pressure oil pump power is recorded as , ,in, is the power coefficient of the low-pressure oil pump, is the low pressure oil pump power, is the full power of the low pressure oil pump, power unit ; is the power coefficient of the high-pressure oil pump, is the high pressure oil pump power, is the full power of the high pressure oil pump, power unit .

[0080] Table 3 Comparison table of low-pressure oil pump power coefficient and high-pressure oil pump power coefficient

[0081]

[0082] For example, for the operating point (speed: 3000rpm, rail pressure 40Nm), the corresponding target rail pressure is P1. Through experiments, it is found that when the power coefficient of the low-pressure oil pump is 40% and the power coefficient of the high-pressure oil pump is 60%, the total power of the two pumps is the smallest, which is the optimal power distribution under this operating point.

[0083] Furthermore, all test results are summarized, and each set of operating points and corresponding rail pressures, as well as their optimal power distribution, are used as a set of mapping data to construct a mapping table between engine operating points and power distribution. This mapping table will serve as the basis for real-time control of oil pump power. According to the real-time monitored engine operating status (speed and torque), the corresponding rail pressure value can be quickly found, and then the power distribution of the low-pressure oil pump and the high-pressure oil pump can be determined to ensure efficient operation of the oil pump system.

[0084] In the embodiment of the present invention, an engine fuel supply system control device is also provided, which is used to implement the above-mentioned embodiment and preferred implementation mode, and the descriptions that have been made will not be repeated. As used below, the term "module" can implement a combination of software and / or hardware of a predetermined function. Although the device described in the following embodiments is preferably implemented in software, the implementation of hardware, or a combination of software and hardware is also possible and conceivable.

[0085] Figure 2 FIG. 2 is a block diagram of a control device 200 for an engine fuel supply system according to one embodiment of the present invention. Figure 2 As shown, the device includes: an acquisition module 201, used to acquire vehicle driving data, engine speed and engine torque; a first determination module 202, used to determine the rail pressure adjustment coefficient according to the vehicle driving data; a second determination module 203, used to determine the engine rail pressure according to the engine speed, engine torque, a preset rail pressure comparison table and the rail pressure adjustment coefficient; a third determination module 204, used to determine the power distribution of the low-pressure oil pump and the high-pressure oil pump based on the engine rail pressure; and a regulation module 205, used to regulate the power of the low-pressure oil pump and the high-pressure oil pump according to the power distribution.

[0086] Optionally, the first determination module 202 is also used to: determine the vehicle driving condition based on the navigation data; in response to the vehicle driving condition satisfying the first preset condition, determine the rail pressure adjustment coefficient as the first preset coefficient, wherein the first preset condition includes at least one of the following: the distance to the destination is less than the preset distance, the continuous downhill distance ahead is greater than the preset downhill distance and the average slope is less than the first preset slope, and the continuous congestion distance ahead is greater than the preset congestion distance and the average vehicle speed is less than the preset vehicle speed.

[0087] Optionally, the first determination module 202 is further used to: in response to the vehicle driving condition satisfying a second preset condition, determine the rail pressure adjustment coefficient as a second preset coefficient, wherein the second preset condition includes at least one of the following: the continuous uphill distance ahead is greater than the preset uphill distance and the average slope is greater than a second preset slope threshold, the vehicle will accelerate within a preset time period, and the vehicle is driving in a preset harsh driving environment.

[0088] Optionally, the first determination module 202 is further used to: determine the current mode of the vehicle according to the driver's settings; in response to the current mode of the vehicle being the economy mode, determine the rail pressure adjustment coefficient to be a first preset coefficient; or, in response to the current mode of the vehicle being the sports mode, determine the rail pressure adjustment coefficient to be a second preset coefficient.

[0089] Optionally, the first determination module 202 is further configured to determine the rail pressure adjustment coefficient according to a pedal opening change rate and a preset adjustment coefficient comparison table, wherein the preset adjustment coefficient comparison table includes a comparison relationship between the pedal opening change rate and the rail pressure adjustment coefficient.

[0090] Optionally, the second determination module 203 is further configured to: update a preset rail pressure reference table according to the rail pressure adjustment coefficient to obtain a current rail pressure reference table; and determine the engine rail pressure according to the engine speed, the engine torque and the current rail pressure reference table.

[0091] Optionally, the third determination module 204 is further used to: query the rail pressure power mapping table according to the engine rail pressure, and determine the power distribution of the low-pressure oil pump and the high-pressure oil pump, wherein the rail pressure power mapping table includes the corresponding relationship between the rail pressure and the power distribution, and the rail pressure power mapping table is constructed according to the engine operating condition and the preset rail pressure comparison table.

[0092] Optionally, the third determination module 204 is further used to: determine multiple current operating point rail pressures corresponding to multiple engine operating points according to the current rail pressure comparison table, wherein the multiple engine operating points correspond to the multiple current operating point rail pressures one-to-one; determine the power distribution corresponding to multiple groups of mapping data according to a preset power distribution determination strategy, wherein an engine operating point and the corresponding current operating point rail pressure are used as a group of mapping data; and construct a mapping table of engine operating points and power distribution according to the power distribution corresponding to the multiple groups of mapping data.

[0093] An embodiment of the present invention further provides a vehicle, comprising: a memory storing an executable program; and a processor for running the program, wherein when the program is running, the engine fuel supply system control method described in any of the above embodiments is executed.

[0094] Optionally, in this embodiment, the processor in the vehicle may be configured to run an executable program to perform the following steps:

[0095] Step S101, obtaining vehicle driving data, engine speed and engine torque.

[0096] Step S102: determining a rail pressure adjustment coefficient according to vehicle driving data.

[0097] Step S103, determining the engine rail pressure according to the engine speed, the engine torque, a preset rail pressure comparison table and a rail pressure adjustment coefficient.

[0098] Step S104: determining the power distribution of the low-pressure oil pump and the high-pressure oil pump based on the engine rail pressure.

[0099] Step S105: adjusting the power of the low-pressure oil pump and the high-pressure oil pump according to the power distribution.

[0100] Optionally, the processor in the above-mentioned vehicle can be configured to run an executable program to perform the following steps: determine the vehicle driving condition based on navigation data; in response to the vehicle driving condition satisfying a first preset condition, determine the rail pressure adjustment coefficient to be a first preset coefficient, wherein the first preset condition includes at least one of the following: the distance to the destination is less than a preset distance, the continuous downhill distance ahead is greater than the preset downhill distance and the average slope is less than the first preset slope, and the continuous congestion distance ahead is greater than the preset congestion distance and the average vehicle speed is less than the preset vehicle speed.

[0101] Optionally, the processor in the above-mentioned vehicle can be configured to run an executable program to perform the following steps: in response to the vehicle driving condition satisfying a second preset condition, determining the rail pressure adjustment coefficient as a second preset coefficient, wherein the second preset condition includes at least one of the following: the continuous uphill distance ahead is greater than the preset uphill distance and the average slope is greater than the second preset slope threshold, the vehicle will accelerate within a preset time period, and the vehicle is driving in a preset severe driving environment.

[0102] Optionally, the processor in the above-mentioned vehicle can be configured to run an executable program to perform the following steps: determining the current mode of the vehicle according to the driver's settings; in response to the current mode of the vehicle being an economy mode, determining the rail pressure adjustment coefficient to be a first preset coefficient; or, in response to the current mode of the vehicle being a sports mode, determining the rail pressure adjustment coefficient to be a second preset coefficient.

[0103] Optionally, the processor in the above-mentioned vehicle can be configured to run an executable program to perform the following steps: determine the rail pressure adjustment coefficient according to the pedal opening change rate and a preset adjustment coefficient comparison table, wherein the preset adjustment coefficient comparison table includes a comparison relationship between the pedal opening change rate and the rail pressure adjustment coefficient.

[0104] Optionally, the processor in the above-mentioned vehicle can be configured to run an executable program to perform the following steps: updating a preset rail pressure reference table according to the rail pressure adjustment coefficient to obtain a current rail pressure reference table; determining the engine rail pressure according to the engine speed, engine torque and the current rail pressure reference table.

[0105] Optionally, the processor in the above-mentioned vehicle can be configured to run an executable program to perform the following steps: query a rail pressure power mapping table according to the engine rail pressure, and determine the power distribution of the low-pressure oil pump and the high-pressure oil pump, wherein the rail pressure power mapping table includes a corresponding relationship between the rail pressure and the power distribution, and the rail pressure power mapping table is constructed according to the engine operating condition and a preset rail pressure comparison table.

[0106] Optionally, the processor in the above-mentioned vehicle can be configured to run an executable program to perform the following steps: determine multiple current operating point rail pressures corresponding to multiple engine operating points according to the current rail pressure comparison table, wherein the multiple engine operating points correspond to the multiple current operating point rail pressures one-to-one; determine the power distribution corresponding to multiple groups of mapping data according to a preset power distribution determination strategy, wherein an engine operating point and the corresponding current operating point rail pressure are used as a group of mapping data; and construct a mapping table of engine operating points and power distribution according to the power distribution corresponding to the multiple groups of mapping data.

[0107] An embodiment of the present invention further provides a computer-readable storage medium, which includes a stored executable program, wherein when the executable program runs, the device where the storage medium is located is controlled to execute the engine fuel supply system control method described in any of the above embodiments.

[0108] Optionally, in this embodiment, the above executable program may be configured to store an executable program for performing the following steps:

[0109] Step S101, obtaining vehicle driving data, engine speed and engine torque.

[0110] Step S102: determining a rail pressure adjustment coefficient according to vehicle driving data.

[0111] Step S103, determining the engine rail pressure according to the engine speed, the engine torque, a preset rail pressure comparison table and a rail pressure adjustment coefficient.

[0112] Step S104: determining the power distribution of the low-pressure oil pump and the high-pressure oil pump based on the engine rail pressure.

[0113] Step S105: adjusting the power of the low-pressure oil pump and the high-pressure oil pump according to the power distribution.

[0114] Optionally, the above-mentioned executable program can be configured to store an executable program for executing the following steps: determining the vehicle driving condition based on navigation data; in response to the vehicle driving condition satisfying a first preset condition, determining the rail pressure adjustment coefficient to be a first preset coefficient, wherein the first preset condition includes at least one of the following: the distance to the destination is less than a preset distance, the continuous downhill distance ahead is greater than the preset downhill distance and the average slope is less than the first preset slope, and the continuous congestion distance ahead is greater than the preset congestion distance and the average vehicle speed is less than the preset vehicle speed.

[0115] Optionally, the above-mentioned executable program can be configured to store an executable program for executing the following steps: in response to the vehicle driving condition satisfying a second preset condition, determining the rail pressure adjustment coefficient as a second preset coefficient, wherein the second preset condition includes at least one of the following: the continuous uphill distance ahead is greater than the preset uphill distance and the average slope is greater than the second preset slope threshold, the vehicle will accelerate within a preset time period, and the vehicle is driving in a preset severe driving environment.

[0116] Optionally, the above-mentioned executable program can be configured to store an executable program for executing the following steps: determining the current mode of the vehicle according to the driver's settings; in response to the current mode of the vehicle being the economy mode, determining the rail pressure adjustment coefficient to be a first preset coefficient; or, in response to the current mode of the vehicle being the sports mode, determining the rail pressure adjustment coefficient to be a second preset coefficient.

[0117] Optionally, the above executable program can be configured to store an executable program for executing the following steps: determining the rail pressure adjustment coefficient according to the pedal opening change rate and a preset adjustment coefficient comparison table, wherein the preset adjustment coefficient comparison table includes a comparison relationship between the pedal opening change rate and the rail pressure adjustment coefficient.

[0118] Optionally, the executable program may be configured to store an executable program for executing the following steps: updating a preset rail pressure reference table according to a rail pressure adjustment coefficient to obtain a current rail pressure reference table; and determining the engine rail pressure according to the engine speed, engine torque and the current rail pressure reference table.

[0119] Optionally, the above executable program can be configured to store an executable program for executing the following steps: querying a rail pressure-power mapping table according to the engine rail pressure, and determining the power distribution of the low-pressure oil pump and the high-pressure oil pump, wherein the rail pressure-power mapping table includes a corresponding relationship between the rail pressure and the power distribution, and the rail pressure-power mapping table is constructed according to the engine operating condition and a preset rail pressure comparison table.

[0120] Optionally, the above-mentioned executable program can be configured to store an executable program for executing the following steps: determining multiple current operating point rail pressures corresponding to multiple engine operating points according to the current rail pressure comparison table, wherein the multiple engine operating points correspond one-to-one to the multiple current operating point rail pressures; determining the power distribution corresponding to multiple groups of mapping data according to a preset power distribution determination strategy, wherein an engine operating point and the corresponding current operating point rail pressure are used as a group of mapping data; and constructing a mapping table of engine operating points and power distribution according to the power distribution corresponding to the multiple groups of mapping data.

[0121] An embodiment of the present invention further provides a computer program product, including a computer program, which implements the engine fuel supply system control method described in any of the above embodiments when executed by a processor.

[0122] Optionally, in this embodiment, the above computer program implements the following steps when executed by a processor:

[0123] Step S101, obtaining vehicle driving data, engine speed and engine torque.

[0124] Step S102: determining a rail pressure adjustment coefficient according to vehicle driving data.

[0125] Step S103, determining the engine rail pressure according to the engine speed, the engine torque, a preset rail pressure comparison table and a rail pressure adjustment coefficient.

[0126] Step S104: determining the power distribution of the low-pressure oil pump and the high-pressure oil pump based on the engine rail pressure.

[0127] Step S105: adjusting the power of the low-pressure oil pump and the high-pressure oil pump according to the power distribution.

[0128] Optionally, the above-mentioned computer program implements the following steps when executed by the processor: determining the vehicle driving condition based on the navigation data; in response to the vehicle driving condition satisfying the first preset condition, determining the rail pressure adjustment coefficient as the first preset coefficient, wherein the first preset condition includes at least one of the following: the distance to the destination is less than the preset distance, the continuous downhill distance ahead is greater than the preset downhill distance and the average slope is less than the first preset slope, and the continuous congestion distance ahead is greater than the preset congestion distance and the average vehicle speed is less than the preset vehicle speed.

[0129] Optionally, the above-mentioned computer program implements the following steps when executed by the processor: in response to the vehicle driving condition satisfying the second preset condition, determining the rail pressure adjustment coefficient as the second preset coefficient, wherein the second preset condition includes at least one of the following: the continuous uphill distance ahead is greater than the preset uphill distance and the average slope is greater than the second preset slope threshold, the vehicle will accelerate within a preset time period, and the vehicle is driving in a preset harsh driving environment.

[0130] Optionally, the above-mentioned computer program implements the following steps when executed by the processor: determining the current mode of the vehicle according to the driver's settings; in response to the current mode of the vehicle being the economy mode, determining the rail pressure adjustment coefficient to be a first preset coefficient; or, in response to the current mode of the vehicle being the sports mode, determining the rail pressure adjustment coefficient to be a second preset coefficient.

[0131] Optionally, the above computer program implements the following steps when executed by the processor: determine the rail pressure adjustment coefficient according to the pedal opening change rate and the preset adjustment coefficient comparison table, wherein the preset adjustment coefficient comparison table includes the comparison relationship between the pedal opening change rate and the rail pressure adjustment coefficient.

[0132] Optionally, the computer program implements the following steps when executed by the processor: updating a preset rail pressure comparison table according to the rail pressure adjustment coefficient to obtain a current rail pressure comparison table; determining the engine rail pressure according to the engine speed, the engine torque and the current rail pressure comparison table.

[0133] Optionally, the above-mentioned computer program implements the following steps when executed by the processor: querying the rail pressure power mapping table according to the engine rail pressure, and determining the power distribution of the low-pressure oil pump and the high-pressure oil pump, wherein the rail pressure power mapping table includes the corresponding relationship between the rail pressure and the power distribution, and the rail pressure power mapping table is constructed according to the engine operating condition and the preset rail pressure comparison table.

[0134] Optionally, the above-mentioned computer program implements the following steps when executed by the processor: determining multiple current operating point rail pressures corresponding to multiple engine operating points according to the current rail pressure comparison table, wherein the multiple engine operating points correspond one-to-one to the multiple current operating point rail pressures; determining the power distribution corresponding to multiple groups of mapping data according to a preset power distribution determination strategy, wherein an engine operating point and the corresponding current operating point rail pressure are used as a group of mapping data; and constructing a mapping table of engine operating points and power distribution according to the power distribution corresponding to the multiple groups of mapping data.

[0135] Optionally, the specific examples in this embodiment may refer to the examples described in the above embodiments and optional implementation modes, and this embodiment will not be described in detail here.

[0136] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0137] In some embodiments provided in the present application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0138] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed over multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0139] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0140] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk, etc., which can store program code.

[0141] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A method for controlling an engine fuel supply system, characterized in that: include: Obtain vehicle driving data, engine speed and engine torque; determining a rail pressure adjustment coefficient according to the vehicle driving data; determining the engine rail pressure according to the engine speed, the engine torque, a preset rail pressure comparison table and the rail pressure adjustment coefficient; determining a power distribution of a low-pressure oil pump and a high-pressure oil pump based on the engine rail pressure; According to the power distribution, the power of the low-pressure oil pump and the high-pressure oil pump is adjusted.

2. The engine fuel supply system control method according to claim 1, characterized in that: The vehicle driving data includes navigation data, and determining the rail pressure adjustment coefficient according to the vehicle driving data includes: Determining a vehicle driving condition based on the navigation data; In response to the vehicle driving condition satisfying a first preset condition, the rail pressure adjustment coefficient is determined to be the first preset coefficient, wherein the first preset condition includes at least one of the following: the distance to the destination is less than a preset distance, the continuous downhill distance ahead is greater than a preset downhill distance and the average slope is less than a first preset slope, and the continuous congestion distance ahead is greater than a preset congestion distance and the average vehicle speed is less than a preset vehicle speed.

3. The engine fuel supply system control method according to claim 2, characterized in that: Also includes: In response to the vehicle driving condition satisfying a second preset condition, the rail pressure adjustment coefficient is determined to be a second preset coefficient, wherein the second preset condition includes at least one of the following: the continuous uphill distance ahead is greater than a preset uphill distance and the average slope is greater than a second preset slope threshold, the vehicle will accelerate within a preset time period, and the vehicle is driving in a preset severe driving environment.

4. The engine fuel supply system control method according to claim 1, characterized in that: The vehicle driving data includes driver settings, and determining the rail pressure adjustment coefficient according to the vehicle driving data includes: Determining a current mode of the vehicle based on the driver setting; In response to the current mode of the vehicle being the economy mode, determining the rail pressure adjustment coefficient to be a first preset coefficient; or, In response to the current mode of the vehicle being the sport mode, the rail pressure adjustment coefficient is determined to be a second preset coefficient.

5. The engine fuel supply system control method according to claim 1, characterized in that: The vehicle driving data includes a pedal opening change rate, and determining the rail pressure adjustment coefficient according to the vehicle driving data includes: The rail pressure adjustment coefficient is determined according to the pedal opening change rate and a preset adjustment coefficient comparison table, wherein the preset adjustment coefficient comparison table includes a comparison relationship between the pedal opening change rate and the rail pressure adjustment coefficient.

6. The engine fuel supply system control method according to claim 1, characterized in that: The determining the engine rail pressure according to the engine speed, the engine torque, a preset rail pressure comparison table and the rail pressure adjustment coefficient includes: According to the rail pressure adjustment coefficient, the preset rail pressure comparison table is updated to obtain a current rail pressure comparison table; The engine rail pressure is determined according to the engine speed, the engine torque and the current rail pressure comparison table.

7. The engine fuel supply system control method according to claim 6, characterized in that: The determining the power distribution of the low-pressure oil pump and the high-pressure oil pump based on the engine rail pressure includes: According to the engine rail pressure, a rail pressure power mapping table is queried to determine the power distribution of the low-pressure oil pump and the high-pressure oil pump, wherein the rail pressure power mapping table includes a corresponding relationship between the rail pressure and the power distribution, and the rail pressure power mapping table is constructed according to the engine operating condition and a preset rail pressure comparison table.

8. The engine fuel supply system control method according to claim 7, characterized in that: The construction of the rail pressure power mapping table includes: Determining a plurality of current operating point rail pressures corresponding to a plurality of engine operating points according to the current rail pressure comparison table, wherein the plurality of engine operating points correspond to the plurality of current operating point rail pressures in a one-to-one manner; Determine the power distribution corresponding to the plurality of groups of mapping data according to a preset power distribution determination strategy, wherein an engine operating point and a corresponding rail pressure at a current operating point are used as a group of mapping data; According to the power distribution corresponding to the multiple groups of mapping data, a mapping table of engine operating point and power distribution is constructed.

9. An engine fuel supply system control device, characterized in that: include: An acquisition module, used for acquiring vehicle driving data, engine speed and engine torque; A first determination module, configured to determine a rail pressure adjustment coefficient according to the vehicle driving data; A second determination module, configured to determine the engine rail pressure according to the engine speed, the engine torque, a preset rail pressure comparison table and the rail pressure adjustment coefficient; a third determination module, configured to determine a power distribution of a low-pressure oil pump and a high-pressure oil pump based on the engine rail pressure; A regulating module is used to regulate the power of the low-pressure oil pump and the high-pressure oil pump according to the power distribution.

10. A vehicle, characterized in that: include: A memory storing an executable program; A processor, configured to run the program, wherein the program executes the method according to any one of claims 1 to 8 when running.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored executable program, wherein when the executable program is executed, the device where the storage medium is located is controlled to execute the method according to any one of claims 1 to 8.

12. A computer program product, characterized in that The invention comprises a computer program which, when executed by a processor, implements the method according to any one of claims 1 to 8.

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