Method for controlling target engine oil pressure of engine

Abstract

A method for controlling a target engine oil pressure of an engine, comprising: when the difference between an atmospheric temperature and an engine coolant temperature exceeds a first preset temperature, determining a target oil pressure on the basis of an original target engine oil pressure, an adjustment characteristic value of the target engine oil pressure, and the difference between the atmospheric temperature and the engine coolant temperature; when the difference between the engine coolant temperature and the atmospheric temperature exceeds a second preset temperature, determining a target oil pressure on the basis of the original target engine oil pressure, the adjustment characteristic value of the target engine oil pressure, and the difference between the engine coolant temperature and the atmospheric temperature; and if the condition of either of the two situations is satisfied, a final target oil pressure being equal to the target oil pressure, or otherwise, determining a final target oil pressure at the current moment on the basis of the final target oil pressure at the previous moment, a fixed update cycle, a filtering time, and the original target engine oil pressure at the current moment.

Description

A method for controlling target oil pressure of an engine

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] The embodiments of this application are based on the Chinese patent application with application number 202311189328.8 and application date September 13, 2023, and claim the priority of the Chinese patent application. The entire content of the Chinese patent application is hereby introduced into the embodiments of this application as a reference. Technical Field

[0003] The present invention belongs to the technical field of engine control, and in particular relates to a method for controlling target oil pressure of an engine. Background Art

[0004] The engine is a power source that converts chemical energy into mechanical energy through combustion, and a large amount of heat energy is generated in the process. From the perspective of power, economy and emission performance, the engine is best operated at the optimal pressure.

[0005] Setting the target engine oil pressure is crucial for engine performance, economy, and lifespan. Patent CN202010523747.0 discloses a control method and system for a variable-displacement automotive oil pump. This method primarily determines the deviation, overshoot, and steady-state factors based on the difference between the target and actual oil pressures; calculates the P and D control percentages; calculates the I control percentage based on the feedforward control duty cycle, the P control percentage, the D control percentage, and the I control percentage at the previous moment; and calculates the oil pump duty cycle as the sum of the feedforward control duty cycle, the P control percentage, the D control percentage, and the I control percentage. This patent sets target oil pressures for different operating conditions, improving the responsiveness and accuracy of oil pressure closed-loop control through a "feedforward + PID" control method. However, when the target engine oil pressure fluctuates significantly, the closed-loop control suffers from low accuracy and poor robustness. Therefore, a method for controlling the target engine oil pressure is proposed.

[0006] Summary of the Invention

[0007] The object of the present invention is to provide a method for controlling an engine target oil pressure, so as to solve the problem of low closed-loop control accuracy and poor robustness when the engine target oil pressure varies greatly.

[0008] The technical solutions adopted in the present invention are as follows:

[0009] A method for controlling a target oil pressure of an engine comprises the following steps:

[0010] When the difference between the atmospheric temperature and the engine water temperature exceeds a first preset temperature, determining the target oil pressure based on the original target oil pressure, the adjusted characteristic value of the target oil pressure, and the difference between the atmospheric temperature and the engine water temperature;

[0011] When the difference between the engine water temperature and the ambient temperature exceeds a second preset temperature, the target oil pressure is determined based on the original target oil pressure, the adjusted characteristic value k of the target oil pressure, and the difference between the engine water temperature and the ambient temperature;

[0012] If the conditions of any of the above two cases are met, the final target oil pressure is equal to the target oil pressure. Otherwise, the final target oil pressure at the moment is determined based on the final target oil pressure at the previous moment, the fixed update cycle, the filtering time, and the original target oil pressure at the moment.

[0013] In a second aspect, the present invention further provides an electronic device comprising a memory, a processor, and a program stored in the memory and executable on the processor, wherein the processor implements the steps of the method when executing the program.

[0014] In a third aspect, the present invention further provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program implements the steps of the method when executed by a processor.

[0015] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0016] The present invention determines a target oil pressure control method based on engine VVT ​​performance, engine knock protection, engine torque performance and vehicle torque performance, while avoiding control parameter offset caused by aging of engine components. It can be applied to parameter self-tuning after the engine life cycle. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] FIG1 is a flow chart of a method for controlling a target engine oil pressure according to an embodiment of the present invention. DETAILED DESCRIPTION

[0018] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only intended to illustrate the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

[0019] The present invention proposes a method for controlling the target oil pressure of an engine, which mainly realizes the demand for oil pressure by controlling a variable displacement oil pump, and realizes the demand for power, economy and safety protection under different working conditions of the vehicle by improving the target oil pressure.

[0020] The present invention mainly optimizes the target oil pressure during engine operation. First, the original target oil pressure p is proposed. OilInt The concept refers to the currently disclosed target oil pressure. For details, please refer to the setting of the target oil pressure during engine operation in patent CN202010523747.0 "A control method and system for a vehicle variable displacement oil pump".

[0021] The method for controlling the target oil pressure of an engine according to an embodiment of the present invention, as shown in FIG1 , includes:

[0022] 1) When the atmospheric temperature T Ambient and engine water temperature T CoolantAct Difference T Err When the preset temperature T1 is exceeded (for example, the atmospheric temperature is higher than the engine water temperature, which may occur when the vehicle enters an open outdoor space from a relatively cold enclosed space), in this example, 5°C is taken, then the target oil pressure p OilDsrd for:

[0023] p OilDsrd =p OilInt +max{0, min[f1(p OilInt ,k),f1(p OilInt ,T Err )]}

[0024] Where, T Err is the difference between the atmospheric temperature and the engine water temperature; k is the adjustment characteristic value of the target oil pressure. The larger the target oil pressure adjustment characteristic value k is, the greater the target oil pressure correction is. This will be elaborated in detail later. It mainly aims to improve the target oil pressure from the perspective of improving thermal management performance and avoiding knock.

[0025] When the difference between the atmospheric temperature and the engine water temperature is too large, increasing the oil pressure too high will not dissipate the heat of the cooling water into the atmosphere. Instead, the oil pump will consume more power due to the increased pressure. Based on this, the increase in the target oil pressure is limited.

[0026] where f1(p OilInt ,T Err ) The calibration is based on the difference between the atmospheric temperature and the engine water temperature T Err The minimum oil pressure at which the oil temperature cannot be reduced (the determination method for the oil temperature cannot be reduced is that the rate of change of the oil temperature at the current oil pressure is not less than 0°C / s). The calibration of this example is shown in Table 1.

[0027] Table 1 f1(p OilInt ,T Err ) Calibration table

[0028] Target oil pressure adjustment characteristic value k and f1(p OilInt ,k) is determined as follows: the larger the target oil pressure adjustment characteristic value k is, the larger the target oil pressure correction is. The calibration basis is that in this case, the engine does not have high-intensity knock (high-intensity knock means that the ignition angle that causes the knock to be delayed exceeds 6° crankshaft angle after the knock occurs), and the engine fire circuit torque accuracy (engine fire circuit torque accuracy refers to the difference between the engine request fire circuit torque and the engine actual fire circuit torque divided by the engine request fire circuit torque) is within ±5%, and the whole wheel end torque accuracy (whole wheel end torque accuracy refers to the whole wheel end request torque The difference between the actual wheel torque and the requested wheel torque is within ±5%, the engine water temperature accuracy (i.e., the difference between the target water temperature and the actual water temperature) is within ±2.5°C, and the VVT ​​(variable valve timing) control accuracy is not reduced compared to the VVT ​​control accuracy before oil pressure adjustment (VVT control accuracy refers to the difference between the target VVT phase and the actual VVT phase divided by the target VVT phase). (i.e., the VVT ​​control accuracy after adjusting the target oil pressure in this case is equivalent to or improved compared to the VVT ​​control accuracy without adjusting the target oil pressure). The calibration of this example is shown in Table 2.

[0029] Table 2 f1(p OilInt ,k) Calibration table

[0030] The determination of T1 depends on the oil temperature T Oil and engine water temperature T CoolantAct The difference T OilErr The larger the difference, the more important it is to limit the increase in oil pressure to prevent the oil temperature from rising further due to increased oil pressure, preventing heat transfer through the oil temperature. The calibration value below the preset temperature T1 is used during vehicle development. This value will be continuously updated through self-learning during the vehicle's lifecycle after mass production and can be stored after power is removed. The calibration for this example is shown in Table 3.

[0031] Table 3 T1 calibration table

[0032] f1(p OilInt ,k) and f1(p OilInt ,T Err ) is smaller because f1(p OilInt ,T Err ) is the minimum pressure that can reduce the oil temperature. Increasing the oil pressure cannot reduce the oil temperature. Therefore, f1(p OilInt ,T Err ) is the maximum value for increasing the target oil pressure.

[0033] 2) When the engine water temperature T CoolantAct and atmospheric temperature TAmbient Difference T CoolantErr When the temperature exceeds the preset value T2, which is 5°C in this example, the target oil pressure p OilDsrd for:

[0034] p OilDsrd =p OilInt +max{0,max[f2(p OilInt ,k),f2(p OilInt ,T CoolantErr )]}

[0035] Where, T CoolantErr is the difference between the engine target water temperature and the engine water temperature; k is the adjustment characteristic value of the target oil pressure. The larger the target oil pressure adjustment characteristic value k is, the greater the target oil pressure correction is. This will be elaborated in detail later. It mainly aims to increase the target oil pressure from the perspective of improving thermal management performance and avoiding knock.

[0036] When the difference between the engine water temperature and the atmospheric temperature is too large, the oil pressure is further increased to dissipate the heat of the cooling water into the atmosphere, reducing the engine thermal load and avoiding engine knock.

[0037] where f2(p OilInt ,T CoolantErr ) The calibration is based on different T CoolantErr The continuous time when the engine water temperature accuracy (i.e., the difference between the target water temperature and the actual water temperature) exceeds ±2.5°C does not exceed 0.5s. The calibration of this example is shown in Table 4.

[0038] Table 4 f2(p OilInt ,T CoolantErr ) Calibration table

[0039] Target oil pressure adjustment characteristic value k and f2(p OilInt,k) is determined as follows: the larger the target oil pressure adjustment characteristic value k is, the larger the target oil pressure correction is. The calibration basis is that in this case the engine does not have high-intensity knock (high-intensity knock means that the ignition angle that causes the knock delay exceeds 6° crankshaft angle after the knock occurs), and the engine fire circuit torque accuracy (engine fire circuit torque accuracy refers to the difference between the engine request fire circuit torque and the engine actual fire circuit torque divided by the engine request fire circuit torque) is within ±5%, the whole wheel end torque accuracy (the whole wheel end torque accuracy refers to the difference between the whole wheel end request torque and the whole wheel end actual torque) is within ±5%. The target oil pressure is adjusted according to the conditions of the present invention. ...

[0040] Table 5 f2(p OilInt ,k) Calibration table

[0041] The determination of T2 depends on the oil temperature T Oil and engine water temperature T CoolantAct The difference T OilErr The larger the difference, the more oil pressure needs to be increased to lower the oil temperature. Lowering the oil temperature allows the oil to more easily transfer some of the engine heat back to the tank, where it is then radiated into the air, helping to quickly cool the engine. The calibration values ​​below the preset temperature T2 are used during vehicle development. These values ​​will be continuously updated through self-learning throughout the vehicle's lifecycle after mass production and can be stored after power is removed. The calibration values ​​for this example are shown in Table 6.

[0042] Table 6 T2 calibration table

[0043] f2(p OilInt ,k) and f2(p OilInt ,T Err ) The reason for choosing the larger of the two is to ensure the water temperature control accuracy while also ensuring torque performance, VVT performance, engine knock protection and other performance.

[0044] It should be noted that the engine water temperature refers to the actual engine water temperature.

[0045] When any of the above two methods are satisfied, the final target oil pressure pOilDsrdFinal is equal to the target oil pressure p OilDsrd; However, when both of the above two methods are exited, the final target oil pressure pOilDsrdFinal:

[0046] Where N = 1, 2, 3..., pOilDsrdFinal(N-1) is the final target oil pressure pOilDsrdFinal at time N-1; pOilDsrdFinal(N) is the target oil pressure at time N; the time difference between time N-1 and time N is a fixed update period Δt (10ms in this example); p OilInt (N) is the original target oil pressure p at time N OilInt In particular, when N=1, that is, pOilDsrdFinal(0) is equal to the target oil pressure p of the sampling cycle before exiting the first method and the second method. OilDsrd T is the filtering time, which is 2s in this example. The selection is based on the fact that the difference between the engine water temperature and the target water temperature when entering the third condition does not exceed ±3°C.

[0047] The adjustment characteristic value k of the target oil pressure is calculated as follows:

[0048] Among them, M SprkReq M is the fire torque request value / target value, AirAct is the actual value of the gas circuit torque, T CoolantErr is the difference between target water temperature and actual water temperature, M Max is the maximum torque of the engine (the maximum torque of the engine can be found in patent CN202010632793.4 "Method for determining the maximum output torque of a gasoline engine"), dr SprkEff is the engine ignition angle efficiency r SprkEff The rate of change of SOC Diff M is the difference between the target SOC of the high-voltage power battery and the current actual SOC (i.e., the state of charge, used to reflect the remaining capacity of the battery). WheelTrqReq Requested torque for the entire wheel end, M WheelTrqAct is the actual torque at the wheel end, r Adp is the learning correction factor.

[0049] The reasons for using the above specific parameters as the adjustment characteristic values ​​of the target oil pressure are mainly:

[0050] 1) In Too large (indicates that the engine requires a large torque but the actual torque capacity is small) and the water temperature difference T CoolantErr When it is a negative value (indicating that the water temperature is too high, which is not conducive to the engine fuel economy and cannot achieve the torque response requirements), it is necessary to appropriately increase the oil pressure to reduce the oil temperature, thereby improving the engine combustion economy and achieving torque; this is considered from the perspective of engine performance.

[0051] Based on this, first calibrate Its efficiency at the engine ignition angle r SprkEff The rate of change dr SprkEff The difference between the target SOC of the high-voltage power battery and the current actual SOC within the fluctuation range of ±0.05 / s Diff The specific calibration parameters of this example are shown in Table 7.

[0052] Table 7 Calibration table

[0053] 2) In Too large (indicating that the actual torque capacity of the engine is close to its maximum torque), and dr SprkEff When it is a positive value (indicating that the ignition angle efficiency is increased to respond to the torque demand), in order to avoid the possibility of engine knock, it is necessary to appropriately increase the oil pressure to reduce the oil temperature, thereby protecting the engine; this is considered from the perspective of engine life safety protection.

[0054] Based on this, after calibrating f After that, calibrate f The difference between the target SOC of the high-voltage power battery and the current actual SOC Diff The specific calibration parameters of this example are shown in Table 8.

[0055] Table 8 Calibration table

[0056] 3) In Too large (indicating a large wheel end torque request), and the SOC difference SOC Diff When the SOC is too high (indicating that the actual SOC is too low and the battery discharge power is poor), in order to increase the battery discharge power to respond to the wheel-end torque request, it is necessary to appropriately increase the oil pressure and reduce the cooling water temperature (the engine cooling water and motor cooling water share the same cooling water circuit), thereby improving the achievement of wheel-end torque. This is considered from the perspective of vehicle dynamics.

[0057] Based on this, after calibration and After calibration The specific calibration parameters of this example are shown in Table 9.

[0058] Table 9 Calibration table

[0059] Finally, determine (1+r Adp ) in the target oil pressure self-learning correction factor rAdp , the vehicle self-learning correction factor r during each driving cycle Adp Update at most once.

[0060] The learning conditions are:

[0061] (1) The engine is in running state;

[0062] (2) The engine does not experience high-intensity knock;

[0063] (3) The engine fire circuit torque accuracy is within a preset range, which in this example is ±5%;

[0064] (4) The wheel end torque accuracy is within the preset range, which is ±5% in this example;

[0065] (5) The vehicle mileage since the last target oil pressure self-learning correction factor update exceeds a preset value, which in this example is 20,000 kilometers.

[0066] When the above conditions are met at the same time:

[0067] 1) If the engine water temperature accuracy is always maintained within the preset range (±2.5°C in this example), and the VVT ​​control accuracy exceeds the preset range (±2% in this example) for a continuous time exceeding the preset time t1 (30s in this example), the target oil pressure self-learning correction factor r Adp Add C1, which is 0.008 in this example;

[0068] 2) If the engine water temperature accuracy exceeds the preset range (±2.5°C in this example) and the target water temperature is not greater than the actual water temperature, and the duration exceeds the preset time t2 (t2 is greater than t1, 60s in this example), and the VVT ​​control accuracy is always maintained within the preset range (±2% in this example), then the target oil pressure self-learning correction factor r Adp Add C2, which is 0.005 in this example;

[0069] 3) If the engine water temperature accuracy exceeds the preset range (in this example, ±2.5°C) and the target water temperature is greater than the actual water temperature, and the time exceeds the preset time t1 (in this example, 60s), and the VVT ​​control accuracy is always maintained within the preset range (in this example, ±2%), then the target oil pressure self-learning correction factor r Adp Subtract C3, which is 0.002 in this example;

[0070] 4) If the engine water temperature accuracy exceeds the preset range (±2.5°C in this example) and the target water temperature is not greater than the actual water temperature, and the time exceeds the preset time t2 (t2 is greater than t1, 60s in this example), and the VVT ​​control accuracy exceeds the preset range (±2% in this example) for more than the preset time t1 (30s in this example), then the target oil pressure self-learning correction factor r Adp Add C4, which is 0.01 in this example;

[0071] 5) In other cases, the target oil pressure self-learning correction factor r Adp This study remains unchanged.

[0072] Since the working performance of each component of the vehicle varies in different life cycles, the engine continuously self-learns throughout its life cycle. The learning value r Adp , learning value r Adp The number of consecutive increases CNT1 (once the learning value r appears in this learning process Adp If it decreases or remains unchanged, CNT1 is cleared) and the learning value r Adp The number of times of continuous reduction CNT2 (once the learning value r Adp Increase or remain unchanged, then clear CNT2) and preset temperature T1, preset temperature T2, learning value r Adp The atmospheric temperature and actual engine water temperature at the time of update will be stored in the controller's EEPROM after power is turned off.

[0073] 1) Learning value r Adp The atmospheric temperature at the update time is greater than the learning value r Adp Update the actual engine water temperature at the time, and if CNT1 exceeds the preset value (100 in this example), then update the preset temperature T1 to 1.01 times the last updated value, and immediately clear CNT1;

[0074] 2) Learning value r Adp The atmospheric temperature at the update time is greater than the learning value r Adp If the actual engine water temperature at the time of update exceeds the preset value (100 in this example), the preset temperature T2 is updated to 0.98 times the last updated value, and CNT2 is immediately cleared.

[0075] 3) Learning value r Adp The atmospheric temperature at the time of update is not greater than the learning value r Adp Update the actual engine water temperature at the time, and if CNT2 exceeds the preset value (100 in this example), then update the preset temperature T2 to 1.015 times the last updated value, and immediately clear CNT2;

[0076] 4) Learning value r Adp The atmospheric temperature at the time of update is not greater than the learning value r Adp Update the actual engine water temperature at the time, and if CNT1 exceeds the preset value (100 in this example), then update the preset temperature T1 to 0.975 times the last updated value, and immediately clear CNT1;

[0077] 5) In other cases, T1 and T2 are not updated.

[0078] The above completes the entire description of the method for controlling the target engine oil pressure.

[0079] In a second aspect, the present invention further provides an electronic device comprising a memory, a processor, and a program stored in the memory and executable on the processor, wherein the processor implements the steps of the method when executing the program.

[0080] In a third aspect, the present invention further provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program implements the steps of the method when executed by a processor.

[0081] It should be noted that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0082] It should be pointed out that, according to the needs of implementation, the various steps / components described in this application can be split into more steps / components, or two or more steps / components or partial operations of steps / components can be combined into new steps / components to achieve the purpose of the present invention.

[0083] It will be easily understood by those skilled in the art that the above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A control method for the target engine oil pressure, which is applied to the electronic device of a vehicle, is characterized in that Including: When the difference between the atmospheric temperature and the engine water temperature exceeds the first preset temperature, determine the target oil pressure according to the original target oil pressure, the adjustment characteristic value of the target oil pressure, and the difference between the atmospheric temperature and the engine water temperature; When the difference between the engine water temperature and the atmospheric temperature exceeds the second preset temperature, determine the target oil pressure according to the original target oil pressure, the adjustment characteristic value of the target oil pressure, and the difference between the engine water temperature and the atmospheric temperature; If the condition of any one of the above two cases is satisfied, the final target oil pressure is equal to the target oil pressure; otherwise, determine the final target oil pressure at this moment according to the final target oil pressure at the previous moment, the fixed update period, the filtering time, and the original target oil pressure at this moment.

2. The control method of the target engine oil pressure according to claim 1, wherein According to the original target engine oil pressure p OilInt , the adjustment characteristic value k of the target engine oil pressure, and the atmospheric temperature T Ambient and the difference T CoolantAct from the engine coolant temperature T Err to determine the target oil pressure p OilDsrd is: p OilDsrd = p OilInt + max{0, min[f1(p OilInt , k), f1(p OilInt , T Err )]} wherein, f1(p OilInt , k) is calibrated by the original target oil pressure p OilInt and the adjustment characteristic value k of the target oil pressure. The calibration basis is that in this case, the engine does not have high-intensity knocking, and the engine fire path torque accuracy is within the preset fire path torque accuracy range, and the vehicle wheel end torque accuracy is within the preset wheel end torque accuracy range, and the engine water temperature accuracy is within the preset water temperature accuracy range, and the variable valve timing (VVT) control accuracy is not reduced compared with the variable valve timing (VVT) control accuracy before the oil pressure adjustment; f1(p OilInt , T Err ) is calibrated by the original target oil pressure and the difference between the atmospheric temperature and the engine water temperature. The calibration basis is the minimum oil pressure when the oil temperature cannot be reduced under different differences between the atmospheric temperature and the engine water temperature.

3. The control method of the target engine oil pressure according to claim 2, characterized in that The preset firing path torque accuracy range is within ±5%, the preset wheel end torque accuracy range is within ±5%, and the preset water temperature accuracy range is within ±2.5°C.

4. The control method of the target engine oil pressure according to claim 1, characterized in that, According to the original target engine oil pressure p OilInt , the adjustment characteristic value k of the target engine oil pressure, and the engine water temperature T CoolantAct and the difference T Ambient between the atmospheric temperature T CoolantErr to determine the target oil pressure p OilDsrd is: p OilDsrd = p OilInt + max{0, max[f2(p OilInt , k), f2(p OilInt , T CoolantErr )]} where f2(p OilInt , k) is calibrated from the original target engine oil pressure p OilInt and the adjustment characteristic value k of the target engine oil pressure, and the calibration is based on the fact that in this case, the engine does not have high-intensity knocking, and the engine combustion path torque accuracy is within the preset combustion path torque accuracy range, and the wheel end torque accuracy of the whole vehicle is within the preset wheel end torque accuracy range, and the engine water temperature accuracy exceeds the preset The continuous time within the water temperature accuracy range does not exceed the preset continuous time, and the variable valve timing (VVT) control accuracy is not reduced compared to the VVT control accuracy before the engine oil pressure adjustment; f2(p OilInt ,T CoolantErr ) is calibrated from the original target engine oil pressure and the difference between the engine water temperature and the atmospheric temperature, based on the fact that the continuous time during which the engine water temperature accuracy exceeds the preset water temperature accuracy does not exceed the preset continuous time at different differences between the engine water temperature and the atmospheric temperature.

5. The control method of the target engine oil pressure according to claim 4, characterized in that The preset firing path torque accuracy range is within ±5%, the preset wheel end torque accuracy range is within ±5%, the preset water temperature accuracy range is within ±2.5°C, and the preset continuous time is 0.5 s.

6. The control method of the target engine oil pressure according to claim 1, characterized in that Based on the final target oil pressure at the previous moment, the fixed update period Δt, the filtering time T, and the raw target engine oil pressure p at this moment OilInt Determine that the final target oil pressure pOilDsrdFinal at this moment is as follows: Wherein, pOilDsrdFinal(N) is the final target oil pressure at time N, pOilDsrdFinal(N - 1) is the final target oil pressure at time N - 1. Particularly, when N = 1, pOilDsrdFinal(0) is equal to the target oil pressure p at the previous time OilDsrd ; the time difference between time N - 1 and time N is the fixed update period Δt, p OilInt (N) is the original target engine oil pressure at time N, N = 1, 2, 3...

7. The control method of the target engine oil pressure according to any one of claims 1 to 6, characterized in that The calculation method of the adjustment characteristic value k of the target oil pressure is as follows: Wherein, M SprkReq is the fire path torque request value / target value, M AirAct is the actual value of the air path torque, T CoolantErr is the difference between the target water temperature and the actual water temperature, M Max is the maximum torque of the engine, dr SprkEff is the engine ignition angle efficiency r SprkEff the rate of change of, SOC Diff is the difference between the target SOC of the high-voltage power battery and the current actual SOC, M WheelTrqReq is the wheel end request torque of the vehicle, M WheelTrqAct is the actual torque of the wheel end of the vehicle, r Adp is the self-learning correction factor; First, calibrate It is calibrated based on that the change rate dr SprkEff of the engine ignition angle efficiency r SprkEff is within a preset fluctuation range and the difference SOC Diff between the target SOC and the current actual SOC of the high-voltage power battery is within a preset SOC range; Then calibrate It is the difference between the target SOC of the high-voltage power battery and the current actual SOC SOC Diff It is calibrated on the basis that it is within the preset SOC range; Final calibration SOC Diff The larger, The larger, then The greater.

8. The control method of the target engine oil pressure according to claim 7, characterized in that, Self-learning correction factor r Adp The update is as follows: During each driving cycle of the vehicle, the self-learning correction factor r Adp is updated at most once, and the self-learning condition is: (1) The engine is in the running state; (2) The engine does not have high-intensity knocking; (3) The engine firing path torque accuracy is within the preset firing path torque accuracy range; (4) The whole vehicle wheel end torque accuracy is within the preset wheel end torque accuracy range; (5) The vehicle mileage since the last update of the target oil pressure self-learning correction factor exceeds the preset mileage value; After the above conditions are all satisfied: 1) If the engine water temperature accuracy has been maintained within the preset water temperature accuracy range, and the continuous time during which the variable valve timing (VVT) control accuracy exceeds the preset control accuracy range exceeds the preset time t1, then add C1 to the target oil pressure self-learning correction factor; 2) If the engine water temperature accuracy exceeds the preset water temperature accuracy range and the target water temperature is not greater than the actual water temperature, and its continuous time exceeds the preset time t2, and the variable valve timing (VVT) control accuracy has been maintained within the preset control accuracy range, then add C2 to the target oil pressure self-learning correction factor; 3) If the engine water temperature accuracy exceeds the preset water temperature accuracy range and the target water temperature is greater than the actual water temperature, and its continuous time exceeds the preset time t1, and the variable valve timing (VVT) control accuracy has been maintained within the preset control accuracy range, then subtract C3 from the target oil pressure self-learning correction factor; 4) If the engine water temperature accuracy exceeds the preset water temperature accuracy range and the target water temperature is not greater than the actual water temperature, and its continuous time exceeds the preset time t2, and the time during which the variable valve timing (VVT) control accuracy exceeds the preset control accuracy range exceeds the preset time t1, then add C4 to the target oil pressure self-learning correction factor; where C2 is less than C1 is less than C4. 5) In other cases, the target oil pressure self-learning correction factor remains unchanged in this learning.

9. The control method for the target engine oil pressure according to claim 8, wherein The first determination of the first preset temperature T1 depends on the engine oil temperature T Oil and the difference T CoolantAct between the engine oil temperature T and the engine coolant temperature T OilErr . The greater the difference T OilErr , the greater the first preset temperature T1, and then self-learning update is performed; The first determination of the second preset temperature T2 depends on the engine oil temperature T Oil and the difference T CoolantAct from the engine coolant temperature T OilErr . The larger the difference T OilErr , the smaller the second preset temperature T2, and then self-learning update is performed.

10. The control method of the target engine oil pressure according to claim 9, characterized in that, The self-learning update of the first preset temperature T1 and the second preset temperature T2 includes: Obtain the learning value r Adp The number of consecutive increases CNT1, the learning value r Adp The number of consecutive decreases CNT2, the first preset temperature T1, the second preset temperature T2, and the learning value r Adp The atmospheric temperature and the actual engine water temperature at the update moment; If: 1) Learning value r Adp The atmospheric temperature at the update time is greater than the learning value r Adp If the actual water temperature of the engine at the update time and CNT1 exceed the preset value, the first preset temperature T1 is updated to 1.01 times that of the last update completion, and CNT1 is immediately cleared; 2) Learning value r Adp The atmospheric temperature at the update moment is greater than the learning value r Adp If the actual water temperature of the engine at the update moment and CNT2 exceed the preset value, the first preset temperature T2 is updated to 0.98 times that of the last update completion, and CNT2 is immediately cleared; 3) Learning value r Adp The atmospheric temperature at the update time is not greater than the learning value r Adp If the actual water temperature of the engine at the update time and CNT2 exceed the preset value, the first preset temperature T2 is updated to 1.015 times that of the last update completion, and CNT2 is immediately cleared; 4) Learning value r Adp The atmospheric temperature at the update time is not greater than the learning value r Adp If the actual water temperature of the engine at the update time and CNT1 exceeds the preset value, the first preset temperature T1 is updated to 0.975 times that of the last update completion, and CNT1 is immediately cleared; 5) In other cases, the first preset temperature T1 and the second preset temperature T2 are not updated.

11. An electronic device, comprising a memory, a processor, and a program stored on the memory and executable on the processor, wherein when the processor executes the program, the steps of the method according to any one of claims 1-10 are implemented.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by the processor, the steps of the method according to any one of claims 1-10 are implemented.

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