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

Abstract

The application 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 following steps: acquiring vehicle driving data, engine speed and engine torque; determining a rail pressure adjusting coefficient according to the vehicle driving data; determining engine rail pressure according to the engine speed, the engine torque, a preset rail pressure reference table and the rail pressure adjusting coefficient; determining 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. The application solves the technical problem that vehicle energy consumption increases due to unreasonable rail pressure setting of an oil supply system and lack of optimization of oil pump power distribution, thereby affecting vehicle economy.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and more specifically, to an engine fuel supply system control method, device, vehicle, and storage medium. Background Technology

[0002] In modern automotive technology, the engine's fuel supply system plays a crucial role, ensuring that fuel is supplied to the engine at the appropriate pressure and flow rate to maintain its stable operation. The fuel supply system typically includes a low-pressure fuel pump and a high-pressure fuel pump. Furthermore, in existing technologies, insufficient optimization of fuel pump power distribution results in the low-pressure and high-pressure fuel pumps consuming more energy than necessary to maintain rail pressure, impacting the vehicle's fuel economy and environmental performance.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides an engine fuel supply system control method, device, vehicle, and storage medium to at least solve the technical problem of increased vehicle energy consumption caused by unreasonable fuel supply system rail pressure settings and lack of optimized fuel pump power distribution, which in turn affects vehicle economy.

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

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

[0007] Optionally, the engine fuel supply system control method further includes: in response to the vehicle driving condition meeting 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 distance of the continuous uphill ahead is greater than the preset uphill distance and the average gradient is greater than the second preset gradient threshold, the vehicle will accelerate within a preset time period, and the vehicle is driving in a preset adverse driving environment.

[0008] Optionally, the vehicle driving data includes driver settings. Based on the vehicle driving data, the rail pressure adjustment coefficient is determined, including: determining the current vehicle mode based on the driver settings; determining the rail pressure adjustment coefficient as a first preset coefficient in response to the current vehicle mode being economy mode; or determining the rail pressure adjustment coefficient as a second preset coefficient in response to the current vehicle mode being sport mode.

[0009] Optionally, the vehicle driving data includes the pedal opening change rate. Based on the vehicle driving data, the rail pressure adjustment coefficient is determined, including: determining the rail pressure adjustment coefficient based on the pedal opening change rate and a 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.

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

[0011] Optionally, the power allocation between the low-pressure oil pump and the high-pressure oil pump is determined based on the engine rail pressure, including: querying the rail pressure power mapping table according to the engine rail pressure to determine the power allocation between the low-pressure oil pump and the high-pressure oil pump, wherein the rail pressure power mapping table includes the correspondence between rail pressure and power allocation, and the rail pressure power mapping table is constructed based on the engine operating conditions and a preset rail pressure lookup table.

[0012] Optionally, the construction of the rail pressure power mapping table includes: determining multiple current operating point rail pressures corresponding to multiple engine operating points according to a current rail pressure lookup table, wherein multiple engine operating points correspond one-to-one with multiple current operating point rail pressures; determining the power allocation corresponding to multiple sets of mapping data according to a preset power allocation determination strategy, wherein an engine operating point and its corresponding current operating point rail pressure are considered as a set of mapping data; and constructing a mapping table between engine operating points and power allocations based on the power allocations corresponding to multiple sets of mapping data.

[0013] According to another aspect of the present invention, an engine fuel supply system control device is also provided, comprising: an acquisition module for acquiring vehicle driving data, engine speed, and engine torque; a first determination module for determining a rail pressure adjustment coefficient based on the vehicle driving data; a second determination module for determining engine rail pressure based on engine speed, engine torque, a preset rail pressure lookup table, and the rail pressure adjustment coefficient; a third determination module for determining the power distribution between the low-pressure oil pump and the high-pressure oil pump based on the engine rail pressure; and an adjustment module for adjusting the power of the low-pressure oil pump and the high-pressure oil pump according to the power distribution.

[0014] According to another aspect of the present invention, a vehicle is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the engine fuel supply system control method described in any of the preceding embodiments.

[0015] According to another aspect 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 executed, the device where the storage medium is located controls the execution of the engine fuel supply system control method described in any of the above embodiments.

[0016] According to another aspect of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the engine fuel supply system control method described in any of the above embodiments.

[0017] In this embodiment of the invention, vehicle driving data, engine speed, and engine torque are acquired; a rail pressure adjustment coefficient is determined based on the vehicle driving data; engine rail pressure is determined based on engine speed, engine torque, a preset rail pressure lookup table, and the rail pressure adjustment coefficient; based on the engine rail pressure, the power distribution between 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. This invention, by combining vehicle driving data and dynamically adjusting the rail pressure setting and oil pump power distribution, achieves the goal of ensuring the engine operates in optimal condition under different driving conditions. This realizes intelligent optimization of rail pressure setting and oil pump power distribution, reducing overall vehicle energy consumption and improving vehicle economy. It also solves the technical problem of increased vehicle energy consumption and its impact on vehicle economy caused by unreasonable rail pressure settings in the fuel supply system and a lack of optimized oil pump power distribution. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

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

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

[0021] 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.

[0022] 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 orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[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 in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0024] Figure 1 This is a flowchart of an engine fuel supply system control method according to one embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

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

[0026] For example, once the vehicle is started and begins to drive, onboard sensors and systems will collect vehicle driving data in real time. This driving data includes, but is not limited to, navigation data, driver settings, pedal opening change rate, etc. This data is 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, direction of travel, expected route, and road condition information. This data is crucial for predicting potential future driving conditions (such as uphill, downhill, and urban congestion). The driving mode (i.e., driver settings) set by the driver through the vehicle's human-machine interface reflects their immediate needs for vehicle performance. Position sensors installed on the accelerator and brake pedals can monitor the pedal opening and its rate of change in real time; the rate of change in pedal opening is a direct reflection of the driver's intentions. Engine speed and torque information are provided by the engine management system.

[0028] Step S102: Determine the rail pressure adjustment coefficient based on vehicle driving data.

[0029] After acquiring vehicle driving data, the system analyzes this data to predict upcoming driving conditions and 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, a rail pressure adjustment coefficient is determined. This coefficient is used to adjust a preset lookup table, which includes the correspondence between different engine operating conditions and rail pressure values ​​under ideal conditions. By adjusting the preset lookup table, the rail pressure of the engine fuel supply system is ultimately adjusted to minimize fuel pump power consumption while ensuring vehicle power performance.

[0030] Step S103: Determine the engine rail pressure based on engine speed, engine torque, preset rail pressure reference table, and rail pressure adjustment coefficient.

[0031] Specifically, in step S103, taking into account engine speed, engine torque, and rail pressure adjustment coefficient, the rail pressure suitable for the current engine operating conditions is calculated by consulting a preset rail pressure reference table.

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

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

[0034] Specifically, in step S104, based on the determined engine rail pressure, a preset mapping table is queried. The table 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 operating conditions.

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

[0036] Step S105: Adjust 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 for 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 they meet the predetermined power distribution ratio, thereby achieving the purpose of rail pressure control and energy consumption minimization.

[0038] For example, precise power regulation can be achieved by controlling the drive signals of the low-pressure and high-pressure oil pumps and adjusting their speeds or operating times. For instance, if the power distribution scheme requires the low-pressure oil pump to handle more workload to reduce the energy consumption of the high-pressure oil pump, the drive signal strength or operating time of the low-pressure oil pump is increased accordingly, while the signal strength or operating time of the high-pressure oil pump is decreased, ensuring that the actual power output of both matches the planned allocation. 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 operating parameters, while the power of the low-pressure oil pump is decreased accordingly, to maintain stable rail pressure and meet the engine's high power requirements.

[0039] In this embodiment of the invention, vehicle driving data, engine speed, and engine torque are acquired; a rail pressure adjustment coefficient is determined based on the vehicle driving data; engine rail pressure is determined based on engine speed, engine torque, a preset rail pressure lookup table, and the rail pressure adjustment coefficient; based on the engine rail pressure, the power distribution between 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. This invention, by combining vehicle driving data and dynamically adjusting the rail pressure setting and oil pump power distribution, achieves the goal of ensuring the engine operates in optimal condition under different driving conditions. This realizes intelligent optimization of rail pressure setting and oil pump power distribution, reducing overall vehicle energy consumption and improving vehicle economy. It also solves the technical problem of increased vehicle energy consumption and its impact on vehicle economy caused by unreasonable rail pressure settings in the fuel supply system and a lack of optimized oil pump power distribution.

[0040] Optionally, in step S102, the vehicle driving data includes navigation data. Determining the track pressure adjustment coefficient based on the vehicle driving data may include the following steps:

[0041] Step S1021: Determine the vehicle's driving conditions based on navigation data;

[0042] Step S1022: In response to the vehicle driving conditions meeting the first preset conditions, the rail pressure adjustment coefficient is determined to be the first preset coefficient. The first preset conditions include at least one of the following: the distance to the destination is less than a preset distance, the distance to the continuous downhill ahead is greater than the preset downhill distance and the average gradient is less than the first preset gradient, and the distance to the continuous congestion ahead is greater than the preset congestion distance and the average vehicle speed is less than the preset vehicle speed.

[0043] The system analyzes real-time data provided by the in-vehicle navigation system, including the vehicle's current location, route, estimated arrival time, and road conditions ahead. This information helps predict the upcoming driving environment, such as proximity to the destination and the presence of long downhill sections or congested areas. Deep mining and analysis of the navigation data allows for the prediction of future driving conditions, providing a basis for subsequent track pressure adjustments.

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

[0045] Understandably, when approaching the destination or on a continuous downhill slope, the vehicle's power demand is relatively low. In this situation, reducing the rail pressure adjustment coefficient can reduce the power consumption of the fuel pump system, achieving energy saving and emission reduction. Similarly, when there is continuous congestion ahead, the vehicle travels at a slow speed and frequently starts and stops. In this case, reducing the rail pressure adjustment coefficient can also reduce the energy consumption of the fuel pump system and improve the vehicle's fuel economy at low speeds.

[0046] In addition, it should be noted that when the actual distance between the vehicle and these preset operating conditions (such as the distance from the start of a downhill or congested section) is less than a certain threshold (e.g., 100 meters), the rail pressure adjustment coefficient will be restored to the default value (e.g., 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, thus ensuring normal operation and driving safety.

[0047] It should also be noted that when it is determined that the vehicle's operating conditions do not meet the first preset operating conditions, the rail pressure adjustment coefficient will not be adjusted and will remain at its default value (e.g., 1) to maintain the normal operation of the vehicle.

[0048] Optionally, in response to the vehicle's driving conditions meeting the second preset conditions, the rail pressure adjustment coefficient is determined as the second preset coefficient, wherein the second preset conditions include at least one of the following: the distance of the continuous uphill ahead is greater than the preset uphill distance and the average gradient is greater than the second preset gradient threshold, the vehicle will accelerate within a preset time period, or the vehicle is driving in a preset adverse driving environment.

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

[0050] Understandably, when a vehicle is continuously climbing an incline, it requires additional power to overcome gravity. This increases the engine's power output and consequently raises the rail pressure requirements, necessitating an increased rail pressure adjustment coefficient. Simultaneously, when the vehicle is accelerating, the engine also requires high power output, necessitating setting the rail pressure adjustment coefficient to the second preset coefficient to ensure the oil pump system can provide higher oil pressure, meeting the engine's high-load operating needs. Furthermore, when the vehicle is traveling in pre-defined harsh environments, the rail pressure adjustment coefficient is adjusted to the second preset coefficient to enhance rail pressure, ensuring the engine maintains efficient operation even under adverse conditions and preventing power loss or operational instability due to insufficient oil pressure.

[0051] It should be noted that when the vehicle finishes climbing a hill, the rail pressure adjustment coefficient will return to the default value (e.g., 1) to ensure that the vehicle smoothly transitions to normal driving conditions and avoids 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. Determining the rail pressure adjustment coefficient based on the vehicle driving data may include the following steps:

[0053] Step S1023: Determine the current vehicle mode based on the driver's settings;

[0054] Step S1024: In response to the vehicle's current mode being economy mode, determine the rail pressure adjustment coefficient as the first preset coefficient; or, in response to the vehicle's current mode being sport mode, determine the rail pressure adjustment coefficient as the second preset coefficient.

[0055] The system analyzes the driving mode information selected by the driver through the central control system, including Eco mode and Sport mode. Eco mode is designed to improve fuel efficiency and reduce emissions, while Sport mode focuses on providing stronger power performance and more responsive driving. By identifying the current mode, the system makes targeted adjustments to the rail pressure regulation strategy to match the driver's preferences and the actual needs of the vehicle.

[0056] Specifically, when the vehicle's current mode is detected as Eco mode, the rail pressure adjustment coefficient is set to a first preset coefficient (e.g., 0.8) to reduce rail pressure and decrease the power consumption of the fuel pump system. This reduces overall vehicle energy consumption and improves fuel economy while maintaining stable engine operation. Conversely, if the vehicle's current mode is detected as Sport mode, the rail pressure adjustment coefficient is set to a second preset coefficient (e.g., 1.1) to increase rail pressure. This ensures sufficient fuel pressure for the engine at high speeds and high torque, enabling 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 the accelerator pedal opening change rate. Determining the rail pressure adjustment coefficient based on the vehicle driving data may include the following steps:

[0058] Step S1025: Determine the rail pressure adjustment coefficient according to the comparison table of the tread opening change rate and the preset adjustment coefficient. The preset adjustment coefficient comparison table includes the comparison relationship between the tread opening change rate and the rail pressure adjustment coefficient.

[0059] The system monitors the rate of change of pedal opening in real time and determines the rail pressure adjustment coefficient based on a preset adjustment coefficient lookup table. The rate of change of pedal opening (usually referring to the rate of change of the accelerator or gas pedal opening) is an indicator reflecting the driver's acceleration or deceleration intentions, and its value directly relates to the increase or decrease of engine load. The preset adjustment coefficient lookup table contains the rail pressure adjustment coefficients corresponding to different pedal opening rate of change, which can be used to quickly and accurately adjust the rail pressure according to the driver's immediate needs. As shown in Table 1, the preset adjustment coefficient lookup table records the rail pressure adjustment coefficients corresponding to different pedal opening rate of change.

[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 situations where the driver's power demand changes little. However, when the pedal opening change rate increases to 10° / s or more, 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 when the vehicle needs to provide greater power in a short period of time, such as in emergency acceleration or overtaking scenarios. The increase in the rail pressure adjustment coefficient can ensure that the engine 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 based on engine speed, engine torque, a preset rail pressure lookup table, and rail pressure adjustment coefficient may include the following steps:

[0064] Step S1031: Update the preset rail pressure reference table according to the rail pressure adjustment coefficient to obtain the current rail pressure reference table;

[0065] Step S1032: Determine the engine rail pressure based on the engine speed, engine torque and current rail pressure comparison table.

[0066] Based on the current rail pressure adjustment coefficient, the preset rail pressure reference table is updated to obtain the current rail pressure reference table. The preset rail pressure reference table is a set of rail pressure reference values ​​set based on different engine operating conditions (such as engine speed and torque). It contains the ideal correspondence between engine speed (N) and torque (T) and rail pressure (p) under standard operating conditions. As shown in Table 2, the preset rail pressure reference table records the rail pressure values ​​corresponding to different engine speeds and torques. However, based on 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 values ​​in the preset rail pressure reference 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 that is adjusted based on the vehicle's current driving conditions and driver settings. For example, the rail pressure adjustment coefficient is 0.8 in economy mode and 1.1 in sport mode, or it can vary between 1 and 1.2 depending on the rate of change of pedal opening. This coefficient is applied to a preset rail pressure lookup table, and the rail pressure value for each operating condition is updated through multiplication, generating a current rail pressure lookup table to guide the oil pump system in rail pressure control under specific conditions.

[0070] Furthermore, based on the real-time monitored engine speed and torque, and in conjunction with the generated current rail pressure lookup table, the engine rail pressure is determined. Specifically, after obtaining the updated current rail pressure lookup table, the corresponding rail pressure value is found and read based on the real-time engine operating parameters (speed N and torque T). For example, if the current engine speed is 3000 rpm and the torque is 30 Nm, the corresponding rail pressure value P for this operating condition is found in the current rail pressure lookup table, and the power distribution between 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 between 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: Based on the engine rail pressure, query the rail pressure power mapping table to determine the power distribution of the low-pressure oil pump and the high-pressure oil pump. The rail pressure power mapping table includes the correspondence between rail pressure and power distribution. The rail pressure power mapping table is constructed based on the engine operating conditions and the preset rail pressure reference table.

[0073] Once the current rail pressure value of the engine is determined, the rail pressure power mapping table is consulted to determine the optimal power allocation between the low-pressure and high-pressure oil pumps. The rail pressure power mapping table is constructed through extensive testing and data analysis. It contains power allocation combinations for the low-pressure and high-pressure oil pumps under different rail pressure values. These combinations represent the optimal solutions to ensure the oil pump system can achieve the required rail pressure with minimal energy consumption.

[0074] Specifically, in the initial stage, a preset rail pressure lookup table provides the correspondence between engine speed and torque and rail pressure under standard operating conditions. However, due to the complexity of actual driving conditions, such as driver habits, vehicle load, and road conditions, the rail pressure values ​​corresponding to specific engine speeds and torques in the preset rail pressure lookup table are not optimal. Therefore, the rail pressure values ​​need to be adjusted using a rail pressure adjustment coefficient to generate a series of corrected rail pressure values. For each adjusted rail pressure value, a series of experimental or simulation data are used to find the combination that minimizes the sum of the power of the low-pressure and high-pressure oil pumps, i.e., the optimal power distribution scheme. This scheme will be recorded in a rail pressure power mapping table as the 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: Determine the rail pressure of multiple current operating points corresponding to multiple engine operating points according to the current rail pressure comparison table, wherein multiple engine operating points correspond one-to-one with multiple current operating point rail pressures.

[0077] Step S10412: According to the preset power allocation determination strategy, determine the power allocation corresponding to multiple sets of mapping data, wherein an engine operating point and the corresponding current operating point rail pressure are used as a set of mapping data.

[0078] Step S10413: Based on the power allocation corresponding to multiple sets of mapping data, construct a mapping table between engine operating points and power allocation.

[0079] Specifically, based on steps S10411 to S10413 above, for each operating condition and corresponding rail pressure value, an actual oil pump power allocation test needs to be conducted to find the power allocation 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 operating state of the low-pressure oil pump from 0% to 100%, recording the power demand of the high-pressure oil pump at each step, determining the power coefficient of the high-pressure oil pump, until the parameter set with the lowest total power is found, i.e., the optimal power allocation. As shown in Table 3, the power coefficients of the low-pressure oil pump and the high-pressure oil pump are compared. The sum of the power of the low-pressure oil pump and the high-pressure oil pump is denoted as... , ,in, This refers to the power coefficient of the low-pressure oil pump. For low-pressure oil pump power, This refers to the full power of the low-pressure oil pump, measured in units of power. ; This refers to the power coefficient of the high-pressure oil pump. For the power of the high-pressure oil pump, This refers to the full power of the high-pressure oil pump, measured in units of power. .

[0080] Table 3 Comparison of Power Coefficients of Low-Pressure Oil Pumps and High-Pressure Oil Pumps

[0081]

[0082] For example, for the operating point (speed: 3000 rpm, rail pressure 40 Nm), the corresponding target rail pressure is P1. Through experiments, it was 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 minimum. This is the optimal power distribution under this operating point.

[0083] Furthermore, by summarizing all the test results, each set of operating points and corresponding rail pressures, along with their optimal power distribution, is 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 the oil pump power. Based on the real-time monitored engine operating status (speed and torque), the corresponding rail pressure value can be quickly found, thereby determining the power distribution between the low-pressure oil pump and the high-pressure oil pump, ensuring the efficient operation of the oil pump system.

[0084] This invention also provides an engine fuel supply system control device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

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

[0086] Optionally, the first determining module 202 is further configured to: determine the vehicle driving conditions based on navigation data; and determine the track pressure adjustment coefficient as the first preset coefficient in response to the vehicle driving conditions meeting the first preset conditions, wherein the first preset conditions include at least one of the following: the distance to the destination is less than a preset distance, the distance to the continuous downhill ahead is greater than the preset downhill distance and the average gradient is less than the first preset gradient, and the distance to the continuous congestion ahead is greater than the preset congestion distance and the average vehicle speed is less than the preset vehicle speed.

[0087] Optionally, the first determining module 202 is further configured to: determine the rail pressure adjustment coefficient as the second preset coefficient in response to the vehicle driving conditions meeting the second preset conditions, wherein the second preset conditions include at least one of the following: the distance of the continuous uphill ahead is greater than the preset uphill distance and the average gradient is greater than the second preset gradient threshold, the vehicle will accelerate within a preset time period, or the vehicle is driving in a preset adverse driving environment.

[0088] Optionally, the first determining module 202 is further configured to: determine the current vehicle mode according to the driver settings; determine the rail pressure adjustment coefficient as a first preset coefficient in response to the current vehicle mode being the economy mode; or, determine the rail pressure adjustment coefficient as a second preset coefficient in response to the current vehicle mode being the sport mode.

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

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

[0091] Optionally, the third determining module 204 is also 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 correspondence between rail pressure and power distribution, and the rail pressure power mapping table is constructed according to the engine operating conditions and the preset rail pressure reference table.

[0092] Optionally, the third determining module 204 is further configured to: determine multiple current operating point rail pressures corresponding to multiple engine operating points according to a current rail pressure lookup table, wherein multiple engine operating points correspond one-to-one with multiple current operating point rail pressures; determine the power allocation corresponding to multiple sets of mapping data according to a preset power allocation determination strategy, wherein an engine operating point and its corresponding current operating point rail pressure are considered as a set of mapping data; and construct a mapping table between engine operating points and power allocations based on the power allocations corresponding to the multiple sets of mapping data.

[0093] Embodiments of the present invention also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the engine fuel supply system control method described in any of the above embodiments when it runs.

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

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

[0096] Step S102: Determine the rail pressure adjustment coefficient based on vehicle driving data.

[0097] Step S103: Determine the engine rail pressure based on engine speed, engine torque, preset rail pressure reference table, and rail pressure adjustment coefficient.

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

[0099] Step S105: Adjust 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 aforementioned vehicle may be configured to run an executable program to perform the following steps: determining the vehicle's driving conditions based on navigation data; and determining the track pressure adjustment coefficient as a first preset coefficient in response to the vehicle's driving conditions meeting a first preset condition, wherein the first preset condition includes at least one of the following: the distance to the destination is less than a preset distance, the distance to a continuous downhill slope ahead is greater than a preset downhill distance and the average gradient is less than a first preset gradient, and the distance to a continuous congestion ahead is greater than a preset congestion distance and the average vehicle speed is less than a preset vehicle speed.

[0101] Optionally, the processor in the vehicle can be configured to run an executable program to perform the following steps: in response to the vehicle's driving conditions meeting 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 distance of the continuous uphill ahead is greater than a preset uphill distance and the average gradient is greater than a second preset gradient threshold, the vehicle will accelerate within a preset time period, or the vehicle is driving in a preset adverse driving environment.

[0102] Optionally, the processor in the aforementioned vehicle can be configured to run an executable program to perform the following steps: determining the current vehicle mode based on driver settings; determining the rail pressure adjustment coefficient as a first preset coefficient in response to the current vehicle mode being economy mode; or determining the rail pressure adjustment coefficient as a second preset coefficient in response to the current vehicle mode being sport mode.

[0103] Optionally, the processor in the aforementioned vehicle can be configured to run an executable program to perform the following steps: determining the rail pressure adjustment coefficient based on a reference table of pedal opening change rate and preset adjustment coefficient, wherein the reference table of preset adjustment coefficient includes the comparison relationship between the pedal opening change rate and the rail pressure adjustment coefficient.

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

[0105] Optionally, the processor in the aforementioned vehicle can be configured to run an executable program to perform the following steps: based on the engine rail pressure, query the rail pressure power mapping table to determine the power allocation between the low-pressure oil pump and the high-pressure oil pump, wherein the rail pressure power mapping table includes the correspondence between rail pressure and power allocation, and the rail pressure power mapping table is constructed based on the engine operating conditions and a preset rail pressure lookup table.

[0106] Optionally, the processor in the aforementioned vehicle can be configured to run an executable program to perform the following steps: determining multiple current operating point rail pressures corresponding to multiple engine operating points according to a current rail pressure lookup table, wherein multiple engine operating points correspond one-to-one with multiple current operating point rail pressures; determining power allocations corresponding to multiple sets of mapping data according to a preset power allocation determination strategy, wherein an engine operating point and its corresponding current operating point rail pressure constitute a set of mapping data; and constructing a mapping table between engine operating points and power allocations based on the power allocations corresponding to the multiple sets of mapping data.

[0107] Embodiments of the present invention also provide a computer-readable storage medium, which includes a stored executable program, wherein, when the executable program is executed, it controls the device where the storage medium is located to perform the engine fuel supply system control method described in any of the above embodiments.

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

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

[0110] Step S102: Determine the rail pressure adjustment coefficient based on vehicle driving data.

[0111] Step S103: Determine the engine rail pressure based on engine speed, engine torque, preset rail pressure reference table, and rail pressure adjustment coefficient.

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

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

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

[0115] Optionally, the executable program can be configured to store an executable program for performing the following steps: in response to the vehicle driving conditions meeting the second preset conditions, determining the rail pressure adjustment coefficient as the second preset coefficient, wherein the second preset conditions include at least one of the following: the distance of the continuous uphill ahead is greater than the preset uphill distance and the average gradient is greater than the second preset gradient threshold, the vehicle will accelerate within a preset time period, and the vehicle is driving in a preset adverse driving environment.

[0116] Optionally, the executable program can be configured to store an executable program for performing the following steps: determining the current vehicle mode based on driver settings; determining the rail pressure adjustment coefficient as a first preset coefficient in response to the current vehicle mode being economy mode; or determining the rail pressure adjustment coefficient as a second preset coefficient in response to the current vehicle mode being sport mode.

[0117] Optionally, the executable program can be configured to store an executable program for performing the following steps: determining the rail pressure adjustment coefficient based on a reference table of tread opening change rate and preset adjustment coefficient, wherein the reference table of preset adjustment coefficient includes the comparison relationship between the tread opening change rate and the rail pressure adjustment coefficient.

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

[0119] Optionally, the executable program can be configured to store an executable program for performing the following steps: based on the engine rail pressure, query the rail pressure power mapping table to determine the power allocation of the low-pressure oil pump and the high-pressure oil pump, wherein the rail pressure power mapping table includes the correspondence between rail pressure and power allocation, and the rail pressure power mapping table is constructed based on the engine operating conditions and a preset rail pressure lookup table.

[0120] Optionally, the executable program described above can be configured to store an executable program for performing the following steps: determining multiple current operating point rail pressures corresponding to multiple engine operating points according to a current rail pressure lookup table, wherein multiple engine operating points correspond one-to-one with multiple current operating point rail pressures; determining power allocations corresponding to multiple sets of mapping data according to a preset power allocation determination strategy, wherein an engine operating point and its corresponding current operating point rail pressure are considered as a set of mapping data; and constructing a mapping table between engine operating points and power allocations based on the power allocations corresponding to the multiple sets of mapping data.

[0121] Embodiments of the present invention also provide a computer program product, including a computer program that, when executed by a processor, implements the engine fuel supply system control method described in any of the above embodiments.

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

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

[0124] Step S102: Determine the rail pressure adjustment coefficient based on vehicle driving data.

[0125] Step S103: Determine the engine rail pressure based on engine speed, engine torque, preset rail pressure reference table, and rail pressure adjustment coefficient.

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

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

[0128] Optionally, when the above computer program is executed by the processor, it performs the following steps: determining the vehicle driving conditions based on navigation data; in response to the vehicle driving conditions meeting the first preset conditions, determining the track pressure adjustment coefficient as the first preset coefficient, wherein the first preset conditions include at least one of the following: the distance to the destination is less than a preset distance, the distance to the continuous downhill ahead is greater than the preset downhill distance and the average gradient is less than the first preset gradient, and the distance to the continuous congestion ahead is greater than the preset congestion distance and the average vehicle speed is less than the preset vehicle speed.

[0129] Optionally, when the above computer program is executed by the processor, it performs the following steps: in response to the vehicle driving conditions meeting the second preset conditions, it determines the rail pressure adjustment coefficient as the second preset coefficient, wherein the second preset conditions include at least one of the following: the distance of the continuous uphill ahead is greater than the preset uphill distance and the average gradient is greater than the second preset gradient threshold, the vehicle will accelerate within a preset time period, and the vehicle is driving in a preset adverse driving environment.

[0130] Optionally, when the above computer program is executed by the processor, it performs the following steps: determining the current vehicle mode according to the driver's settings; in response to the current vehicle mode being the economy mode, determining the rail pressure adjustment coefficient as a first preset coefficient; or, in response to the current vehicle mode being the sport mode, determining the rail pressure adjustment coefficient as a second preset coefficient.

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

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

[0133] Optionally, when the above computer program is executed by the processor, it performs the following steps: based on the engine rail pressure, it queries the rail pressure power mapping table to determine the power allocation of the low-pressure oil pump and the high-pressure oil pump. The rail pressure power mapping table includes the correspondence between rail pressure and power allocation, and the rail pressure power mapping table is constructed based on the engine operating conditions and a preset rail pressure lookup table.

[0134] Optionally, when the above computer program is executed by the processor, it performs the following steps: Based on the current rail pressure lookup table, it determines multiple current operating point rail pressures corresponding to multiple engine operating points, wherein each engine operating point corresponds one-to-one with each current operating point rail pressure; based on a preset power allocation determination strategy, it determines the power allocation corresponding to multiple sets of mapping data, wherein each engine operating point and its corresponding current operating point rail pressure constitutes a set of mapping data; based on the power allocation corresponding to the multiple sets of mapping data, it constructs a mapping table between engine operating points and power allocations.

[0135] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0136] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0137] In the embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

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

[0139] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0140] If the integrated unit is implemented as 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. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0141] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. An engine oil supply system control method characterized by comprising: The method comprises: acquiring vehicle driving data, engine speed and engine torque; determining a rail pressure adjustment coefficient according to the vehicle driving data; determining engine rail pressure according to the engine speed, the engine torque, a preset rail pressure reference table and the rail pressure adjustment coefficient; determining power distribution of a low-pressure oil pump and a high-pressure oil pump based on the engine rail pressure; power adjusting the low-pressure oil pump and the high-pressure oil pump according to the power distribution; wherein the vehicle driving data comprises navigation data, and the determining of the rail pressure adjustment coefficient according to the vehicle driving data comprises: determining vehicle driving conditions according to the navigation data; and in response to the vehicle driving conditions meeting a first preset condition, determining the rail pressure adjustment coefficient as a first preset coefficient, wherein the first preset condition comprises at least one of the following: a distance to a destination being less than a preset distance, a distance of a continuous downhill ahead being greater than a preset downhill distance and an average slope being less than a first preset slope, a distance of a continuous congestion ahead being greater than a preset congestion distance and an average vehicle speed being less than a preset vehicle speed.

2. The engine oil supply system control method according to claim 1, characterized by, Further comprising: in response to the vehicle driving conditions meeting a second preset condition, determining the rail pressure adjustment coefficient as a second preset coefficient, wherein the second preset condition comprises at least one of the following: a distance of a continuous uphill ahead being greater than a preset uphill distance and an average slope being greater than a second preset slope threshold, the vehicle accelerating within a preset time period, and the vehicle driving in a preset harsh driving environment.

3. The engine oil supply system control method according to claim 1, characterized by The vehicle driving data comprises a driver setting, and the determining of the rail pressure adjustment coefficient according to the vehicle driving data comprises: determining a current mode of the vehicle according to the driver setting; in response to the current mode of the vehicle being an economy mode, determining the rail pressure adjustment coefficient as the first preset coefficient; or in response to the current mode of the vehicle being a sports mode, determining the rail pressure adjustment coefficient as the second preset coefficient.

4. The engine oil supply system control method according to claim 1, characterized by The vehicle driving data comprises a pedal opening degree change rate, and the determining of the rail pressure adjustment coefficient according to the vehicle driving data comprises: determining the rail pressure adjustment coefficient according to the pedal opening degree change rate and a preset adjustment coefficient reference table, wherein the preset adjustment coefficient reference table comprises a reference relationship between the pedal opening degree change rate and the rail pressure adjustment coefficient.

5. The engine oil supply system control method according to claim 1, characterized by The determining of the engine rail pressure according to the engine speed, the engine torque, a preset rail pressure reference table and the rail pressure adjustment coefficient comprises: updating the 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, the engine torque and the current rail pressure reference table.

6. The engine oil supply system control method according to claim 5, characterized by The determining of the power distribution of the low-pressure oil pump and the high-pressure oil pump based on the engine rail pressure comprises: 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 comprises a corresponding relationship between rail pressure and the power distribution, and the rail pressure power mapping table is constructed according to engine conditions and a preset rail pressure reference table.

7. The engine oil supply system control method according to claim 6, characterized by The construction of the rail pressure power mapping table comprises: According to the current rail pressure table, a plurality of current working point rail pressures corresponding to a plurality of engine working points are determined, wherein the plurality of engine working points and the plurality of current working point rail pressures are one-to-one corresponding; According to a preset power distribution determination strategy, power distributions corresponding to a plurality of groups of mapping data are determined, wherein an engine working point and a corresponding current working point rail pressure are taken as a group of mapping data; According to the power distributions corresponding to the plurality of groups of mapping data, a mapping table of engine working points and power distributions is constructed.

8. An engine oil supply system control device characterized by comprising: Comprise: An acquisition module is configured to acquire vehicle driving data, engine speed and engine torque; A first determination module is configured to determine a rail pressure adjustment coefficient according to the vehicle driving data; A second determination module is configured to determine an engine rail pressure according to the engine speed, the engine torque, a preset rail pressure table and the rail pressure adjustment coefficient; A third determination module is configured to determine power distribution of a low-pressure oil pump and a high-pressure oil pump based on the engine rail pressure; An adjustment module is configured to adjust power of the low-pressure oil pump and the high-pressure oil pump according to the power distribution; Wherein, the vehicle driving data includes navigation data, and the first determination module is further configured to determine a vehicle driving condition according to the navigation data; in response to the vehicle driving condition satisfying a first preset condition, the rail pressure adjustment coefficient is determined as a first preset coefficient, wherein the first preset condition includes at least one of the following: a distance to a destination is less than a preset distance, a distance of a continuous downhill ahead is greater than a preset downhill distance and an average slope is less than a first preset slope, a distance of a continuous congestion ahead is greater than a preset congestion distance and an average vehicle speed is less than a preset vehicle speed.

9. A vehicle characterized by comprising: Comprise: A memory stores an executable program; A processor is configured to run the program, wherein the program performs the method of any one of claims 1 to 7 when running.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium comprises a stored executable program, wherein the executable program controls the device where the storage medium is located to perform the method of any one of claims 1 to 7 when running.

11. A computer program product, characterised in that, Comprise a computer program, the computer program is executed by the processor to realize the method according to any one of claims 1 to 7.

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