Engine piston oil cooling jet device and control method thereof

Abstract

The application discloses an engine piston oil cooling nozzle device and a control method thereof. The device comprises an ECU controller, a device body and a nozzle mounted on the device body. An oil inlet is formed in the device body, and an oil cavity and a control chamber are arranged independently in the device body. The oil inlet is communicated with the oil cavity. A valve rod assembly and a flow regulating device are respectively arranged in the oil cavity and the control chamber. The valve rod assembly is communicated with the oil cavity and the control chamber. A flow sensor is mounted on the nozzle. The ECU controller sends a signal to the flow regulating device to control the valve rod assembly to control the oil flow into the nozzle according to the signal sent by the flow sensor. The speed and torque of the engine are detected by the ECU controller to judge the working condition of the engine. According to the judged working condition, a corresponding cooling mode is selected. According to the corresponding cooling mode, a signal of a corresponding current size is sent to the flow regulating device. The flow regulating device controls the flow area between the valve core and the nozzle, so that the oil injection flow can be adjusted according to different working conditions.

Description

Technical Field

[0001] This invention relates to an engine piston oil cooling nozzle device and its control method, belonging to the technical field of transmission devices. Background Technology

[0002] With the trend towards higher strength, compactness, and lightweight engines, the issue of engine thermal load is becoming increasingly acute and severe. As one of the main components of an engine, the piston bears a very high thermal load. Therefore, reducing the piston's thermal load has become a particularly urgent issue in engine development. For high-strength diesel engine pistons, current cooling methods mainly include anodizing, free injection cooling, oscillation cooling, and forced oscillation cooling through internal cooling oil passages. However, these three methods are no longer sufficient to meet the piston cooling requirements. Forced oscillation cooling through internal cooling oil passages involves injecting engine oil into the internal cooling oil passages through cooling nozzles. The oil oscillates within the passages, absorbing heat from the piston before flowing out, thus significantly reducing the piston temperature.

[0003] In existing technologies, for forced oscillation cooling of internal cooling oil passages, the piston oil injection cooling effect is optimal when the filling rate of the oscillating cooling oil in the cooling oil chamber is around 50%. Therefore, to improve the cooling effect of piston oil injection, the parameters of relevant equipment should be adjusted to bring the cooling oil filling rate close to and maintain at 50%. The piston oil injection flow rate has a significant impact on the filling rate; the filling rate in the cooling chamber can be adjusted by controlling the injection flow rate of the oil nozzle, thereby improving the piston's oil injection cooling effect and achieving the goals of reducing piston thermal load, improving engine power performance, and reducing emissions.

[0004] However, because engines require different cooling conditions under different operating conditions, different piston cooling oil injection strategies need to be matched. However, traditional oil injection pipes only have basic oil injection functions, and the flow rate of the injected oil depends only on the oil pressure of the hydraulic oil system. They cannot control whether to inject oil, nor can they adjust the oil injection flow rate of the oil injection pipe accordingly. Summary of the Invention

[0005] Objective of the Invention: To address the shortcomings of existing technologies, this invention provides an engine piston oil cooling nozzle device and its control method. This invention, after determining the engine operating condition using the ECU controller and selecting the corresponding cooling mode, controls the valve stem assembly through a flow regulation device to adjust the oil injection flow rate of the nozzle.

[0006] Technical solution: An engine piston oil cooling nozzle device includes an ECU controller, a device body, and a nozzle mounted on the device body. The device body has an oil inlet and independent oil chambers and control chambers. The oil inlet is connected to the oil chambers. A valve stem assembly and a flow regulating device are respectively installed in the oil chambers and the control chambers. The valve stem assembly is connected to the oil chambers and the control chambers. A flow sensor is installed on the nozzle. The ECU controller uses a signal sent by the flow sensor to control the valve stem assembly through the flow regulating device to control the amount of oil entering the nozzle.

[0007] This invention selects the corresponding cooling mode by receiving feedback information from the flow sensor and judging the engine operating conditions through the ECU controller. The ECU controller sends a control signal to the flow regulating device, which controls the flow area between the valve stem assembly and the nozzle, thereby controlling the fuel injection flow rate of the nozzle. This achieves dynamic adjustment of the fuel injection flow rate of the nozzle, which can cool the piston by injecting fuel according to different operating conditions, reducing engine thermal efficiency loss, improving the overall efficiency of the engine system, and improving the reliability of the piston under various operating conditions.

[0008] In a preferred embodiment, to control the flow area between the valve core and the nozzle, the valve stem assembly includes a valve stem, one end of which is fitted with a valve core that contacts the nozzle, and the other end is fitted with a limiting boss and a limiting spring. When the flow regulating device controls the valve stem to move towards the nozzle, the flow area between the valve core and the nozzle decreases. When it is necessary to increase the flow area, the thrust of the flow regulating device decreases, and the limiting spring pushes the limiting boss towards the control chamber, increasing the flow area between the valve core and the nozzle, thereby increasing the fuel injection flow rate and allowing the fuel injection flow rate to be adjusted accordingly.

[0009] In a preferred embodiment, to control the movement of the valve stem assembly, the flow regulating device includes an armature, a return spring mounted between the armature and the inner wall of the control chamber, and an electromagnetic coil mounted on the armature. The ECU controller controls the armature to push the valve stem so that the valve core contacts the nozzle. The ECU controller controls the current in the electromagnetic coil, thereby controlling the thrust of the armature, and thus controlling the flow area between the valve core and the nozzle. The return spring controls the return of the armature.

[0010] In a preferred embodiment, to guide the return spring, corresponding spring seats are installed on the transverse inner wall of the control chamber and in the transverse direction of the armature, respectively, and the return spring is installed on the spring seats. To ensure the stability of the armature when the return spring drives it to reset, the reliability of armature reset is improved and the reset guidance is provided by the corresponding spring seats provided on the inner wall of the control chamber and on the armature, with the return spring sleeved on the spring seats.

[0011] In a preferred embodiment, to prevent engine oil from entering the control chamber, a seal is installed at the connection between the valve stem and the oil chamber and the control chamber.

[0012] In a preferred embodiment, to ensure the nozzle is vertical, the device body and the nozzle are respectively equipped with mating mounting slots and mounting bosses, with the mounting bosses parallel to the nozzle's oil outlet. The nozzle is a rigid pipe; to ensure the nozzle's oil outlet aligns with the piston cylinder's oil inlet, the nozzle's oil inlet must be parallel to the piston cylinder's oil inlet during installation. Therefore, mounting slots and mounting bosses are provided on the device body and the nozzle, respectively. The device body's oil inlet connects to the engine cylinder, ensuring the mounting slot's position is aligned, making it parallel to the piston cylinder's oil inlet. Thus, as long as the mounting slot and mounting boss are properly mated, the nozzle's oil outlet can be aligned with the piston cylinder's oil inlet, improving the reliability of the nozzle's fuel injection.

[0013] A control method for an engine piston oil cooling nozzle device includes the following steps:

[0014] S1: Operating condition judgment: The engine operating conditions are divided into cold start condition, low load condition and high load condition. The ECU controller detects the engine speed and torque to judge the engine operating condition and then enters S2.

[0015] S2: Mode Selection: Cooling modes are divided into low-load cooling mode and high-load cooling mode. The ECU controller selects the corresponding cooling mode based on the operating conditions determined by S1. Low-load cooling mode is selected for cold start and low-load operating conditions, and high-load cooling mode is selected for high-load operating conditions.

[0016] This invention uses an ECU controller to detect engine speed and torque to determine the engine's operating condition and selects the corresponding cooling mode based on the determined condition. During cold starts or low-load conditions, no oil injection cooling is required to ensure engine thermal efficiency and smooth cold starts. During high-load conditions, oil injection cooling with different flow rates is needed depending on the engine load. Simultaneously, because the piston reciprocates within the cylinder, if the oil nozzle's injection speed is constant, speed fluctuations will occur due to changes in the relative speed between the oil jet and the piston. This fluctuation is on the same order of magnitude as the piston cooling oil injection speed, causing fluctuations in the instantaneous flow rate of oil entering the piston cooling oil chamber. Therefore, the piston speed within the cylinder is determined based on the real-time crankshaft angle and engine speed signals measured by the engine ECU, and the oil nozzle's injection flow rate is adjusted accordingly to maintain a stable flow rate into the piston cooling oil chamber inlet.

[0017] Preferably, the specific steps for activating the low-load cooling mode in step S2 are as follows:

[0018] When the ECU controller detects that the engine is in a cold start or low load condition, the current of the control solenoid coil gradually increases. The armature pushes the valve stem, which gradually reduces the oil flow area between the valve core and the nozzle. At the same time, the flow sensor collects the flow signal in the nozzle and sends it to the ECU controller. If oil is still detected passing through the nozzle, the current of the solenoid coil is increased until no oil passes through the nozzle.

[0019] Preferably, the specific steps for activating the high-load cooling mode in step S2 are as follows:

[0020] When the ECU controller detects that the engine is under high load, it calculates the actual inlet flow rate of the nozzle based on the fuel velocity at the fuel inlet:

[0021]

[0022] in: This indicates the actual inlet flow rate of the nozzle (3), where A represents the cross-sectional area of ​​the pipe at the inlet. This indicates the flow velocity at the oil inlet (4);

[0023] Based on the obtained crankshaft angle, the piston speed compensation coefficient at this point is calculated:

[0024]

[0025] in: V represents the piston speed compensation coefficient. h V represents the instantaneous speed of the engine piston at this moment. 实际出口 Q represents the actual velocity at the nozzle (3) exit at this moment. 实际出口 This represents the measured actual outlet flow rate of nozzle (3). The crankshaft angle at this moment is represented by n, the crankshaft speed at this moment is represented by r, the crankshaft radius is represented by l, the length of the connecting rod is represented by e, the eccentricity is represented by S, and the cross-sectional area at the nozzle (3) outlet is represented by S.

[0026] Based on the actual inlet flow rate of the nozzle (3) and piston speed compensation coefficient and oil flow loss coefficient The theoretical outlet flow rate Q of nozzle (3) is obtained. 理论出口 , The oil flow loss coefficient is a constant:

[0027]

[0028] Among them: Q 理论出口 This represents the instantaneous flow rate at the nozzle exit point in theory;

[0029] The theoretical outlet flow rate Q of the spray management 理论出口The actual nozzle outlet flow rate Q collected by the flow sensor 实际出口 Proportional-integral-derivative control is performed using the current-passing area, and the change in armature position x is obtained by corresponding changes in the current-passing area:

[0030]

[0031]

[0032]

[0033]

[0034] Among them, Q 理论出口 Q represents the theoretical export flow rate. 入 This represents the actual import flow. This is the piston speed compensation coefficient. Let be the oil flow loss coefficient, ΔQ be the difference between the theoretical outlet flow rate and the actual inlet flow rate, k1 be the solenoid valve flow constant, ΔL be the solenoid valve opening degree, and S be the solenoid valve opening degree. 当前 Let S be the current flow area. max Where r is the radius of the valve core tip circle, x is the armature position change, and R is the nozzle inner diameter at the valve core. The angle between the side of the frustum at the top of the valve core and the inner cylinder of the nozzle;

[0035] The magnitude of the current change in the electromagnetic coil can be obtained by comparing the change in armature position (x) with the performance of the electromagnetic coil. :

[0036]

[0037]

[0038] Where △Q is the difference between the theoretical outlet flow rate and the actual inlet flow rate, and k2 is the solenoid valve coefficient. Let k1 be the solenoid valve current change, r be the radius of the valve core tip circle, x be the armature position change, and R be the nozzle inner diameter at the valve core. The angle between the side of the frustum at the top of the valve core and the inner cylinder of the nozzle;

[0039] The ECU controller controls the thrust of the solenoid coil on the armature based on the magnitude of the current change, causing the valve stem to shift to the left or right, controlling the flow area between the valve core and the nozzle, thereby controlling the oil injection flow rate.

[0040] The ECU sends a current change signal to the flow regulating device, thereby achieving the goal of continuously tracking the theoretical oil outlet flow rate with the actual outlet flow rate. At the same time, since the derivative element in the proportional-integral-derivative control has the function of advance adjustment, it can reduce the problem of adjustment lag caused by the rapid change of engine operating conditions, and reduce the delay time of oil nozzle system flow regulation.

[0041] Beneficial effects: This invention uses an ECU controller to detect engine speed and torque to determine engine operating conditions. Based on the determined operating conditions, it selects the corresponding cooling mode and sends a signal with a corresponding current magnitude to the flow regulating device. The flow regulating device controls the flow area between the valve core and the nozzle, thereby controlling the fuel injection flow rate. This achieves the goal of adjusting the fuel injection flow rate according to different operating conditions, preventing engine thermal efficiency loss caused by piston cooling oil injection during low load or cold start. It also solves the problem of speed fluctuation when cooling oil enters the cooling piston oil chamber due to neglecting piston movement speed during oil injection, especially when the piston is moving to the top dead center, where the thermal load increases sharply but the flow rate of oil entering the cooling piston oil chamber decreases at this time. This improves piston cooling effect and piston reliability under high load, thereby also improving the engine's ability to withstand high loads. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0043] Figure 1 This is a structural diagram of the present invention;

[0044] Figure 2 This is a structural diagram of the control chamber of the present invention;

[0045] Figure 3 This is a structural diagram showing the connection between the valve core and the nozzle of the present invention;

[0046] Figure 4 This is a structural diagram of the valve stem and nozzle of the present invention;

[0047] Figure 5 This is a schematic diagram of the installation of the device body and nozzle of the present invention. Detailed Implementation

[0048] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. 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 are within the scope of protection of the present invention.

[0049] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0050] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0051] like Figure 1 As shown, an engine piston oil cooling nozzle device includes an ECU controller 1, a device body 2, and a nozzle 3 mounted on the device body 2. The device body 2 has an oil inlet 4 and independent oil chambers 5 and control chambers 6. The oil inlet 4 is connected to the oil chambers 5. A valve stem assembly 7 and a flow regulating device 8 are respectively installed in the oil chambers 5 and the control chamber 6. The valve stem assembly 7 is connected to the oil chambers 5 and the control chamber 6. A flow sensor 9 is installed on the nozzle 3. The ECU controller 1 uses the signal sent by the flow sensor 9 to cause the flow regulating device 8 to control the valve stem assembly 7 to control the amount of oil entering the nozzle 3.

[0052] Based on feedback information received from the flow sensor and the judgment of engine operating conditions, the ECU controller selects the corresponding cooling mode and sends a control signal to the flow regulating device. The flow regulating device controls the flow area between the valve stem assembly and the nozzle, thereby controlling the fuel injection flow rate of the nozzle. This achieves dynamic adjustment of the fuel injection flow rate, which can cool the piston and inject fuel according to different operating conditions, reducing engine thermal efficiency loss, improving the overall efficiency of the engine system, and improving the reliability of the piston under various operating conditions.

[0053] like Figures 2-4 As shown, in order to control the flow area between the valve core and the nozzle, the valve stem assembly 7 includes a valve stem 71. One end of the valve stem 71 is fitted with a valve core 72 that contacts the nozzle 3, and the other end is fitted with a limiting boss 73 and a limiting spring 74. When the flow regulating device controls the valve stem to move towards the nozzle, the flow area between the valve core and the nozzle decreases. When it is necessary to increase the flow area, the thrust of the flow regulating device decreases, and the limiting spring pushes the limiting boss towards the control chamber, increasing the flow area between the valve core and the nozzle, thereby increasing the fuel injection flow rate and allowing the fuel injection flow rate to be adjusted accordingly.

[0054] like Figure 2 As shown, to control the movement of the valve stem assembly, the flow regulating device 8 includes an armature 81, a return spring 82 installed between the armature 81 and the inner wall of the control chamber 6, and an electromagnetic coil 83 installed on the armature 81. The ECU controller 1 controls the armature 81 to push the valve stem 71 so that the valve core 72 contacts the nozzle 3. The ECU controller controls the current of the electromagnetic coil, thereby controlling the thrust of the armature, and thus controlling the flow area between the valve core and the nozzle. The return spring controls the return of the armature.

[0055] To guide the return spring, corresponding spring seats 84 are installed on the transverse inner wall of the control chamber 6 and in the transverse direction of the armature 81, respectively, and the return spring 82 is installed on the spring seat 84. To ensure the stability of the return spring when driving the armature to reset, the return spring is sleeved on the spring seats provided on the inner wall of the control chamber and the armature, which improves the reliability of the armature reset and also provides reset guidance.

[0056] To prevent engine oil from entering the control chamber, a seal 10 is installed at the connection between the valve stem 71 and the oil chamber 5 and the control chamber 6.

[0057] like Figure 5As shown, to ensure the nozzle is vertical, the device body 2 and the nozzle 3 are respectively equipped with a matching mounting slot 11 and a mounting boss 12. The mounting boss 12 is parallel to the oil outlet of the nozzle 3. The nozzle is a rigid pipe. To ensure the oil outlet of the nozzle aligns with the oil inlet of the piston cylinder, the oil inlet of the nozzle must be parallel to the oil inlet of the piston cylinder during nozzle installation. Therefore, mounting slots and mounting bosses are respectively provided on the device body and the nozzle. The oil inlet of the device body is connected to the engine cylinder, ensuring the alignment of the mounting slot position, making the mounting slot parallel to the oil inlet of the piston cylinder. Therefore, as long as the mounting slot and mounting boss are properly matched, the oil outlet of the nozzle can be aligned with the oil inlet of the piston cylinder, improving the reliability of the nozzle's fuel injection.

[0058] A control method for an engine piston oil cooling nozzle device includes the following steps:

[0059] S1: Operating condition judgment: The engine operating conditions are divided into cold start condition, low load condition and high load condition. ECU controller 1 detects the engine speed and torque to judge the engine operating condition and enters S2.

[0060] S2: Mode Selection: The cooling mode is divided into low-load cooling mode and high-load cooling mode. The ECU controller 1 selects the corresponding cooling mode according to the operating conditions determined by S1. For cold start and low-load operating conditions, the low-load cooling mode is selected, and for high-load operating conditions, the high-load cooling mode is selected.

[0061] The ECU controller detects engine speed and torque to determine the engine's operating condition and selects the appropriate cooling mode based on the determined condition. During cold starts or low-load conditions, no oil injection cooling is needed to ensure engine thermal efficiency and smooth cold starts. Under high-load conditions, oil injection cooling with different flow rates is required depending on the engine load. Simultaneously, because the piston reciprocates within the cylinder, a constant oil injection speed from the oil nozzles would cause speed fluctuations due to changes in the relative speed between the oil jet and the piston. This fluctuation is on the same order of magnitude as the piston cooling oil injection speed, resulting in fluctuations in the instantaneous flow rate of oil entering the piston cooling oil chamber. Therefore, the ECU uses real-time crankshaft angle and engine speed signals to determine the piston speed within the cylinder and adjusts the oil injection flow rate accordingly to maintain a stable flow rate into the piston cooling oil chamber inlet.

[0062] The specific steps for activating the low-load cooling mode in S2 are as follows:

[0063] When the ECU controller 1 detects that the engine is in a cold start or low load condition, the current of the control solenoid coil 83 gradually increases. The armature 81 pushes the valve stem 71, which gradually reduces the oil flow area between the valve core 72 and the nozzle 3. At the same time, the flow sensor 9 collects the flow signal in the nozzle 3 and sends it to the ECU controller 1. If oil is still detected in the nozzle 3, the current of the solenoid coil 83 is increased until no oil passes through the nozzle 3.

[0064] The specific steps for activating the high-load cooling mode in S2 are as follows:

[0065] When ECU controller 1 detects that the engine is under high load, it calculates the actual inlet flow rate of nozzle 3 based on the oil velocity at inlet 4.

[0066]

[0067] in: This indicates the actual inlet flow rate of nozzle 3, and A represents the cross-sectional area of ​​the pipe at the inlet. This indicates the flow rate at the four points of the oil inlet;

[0068] Based on the obtained crankshaft angle, the piston speed compensation coefficient at this point is calculated:

[0069]

[0070] in: V represents the piston speed compensation coefficient. h V represents the instantaneous speed of the engine piston at this moment. 实际出口 Q represents the actual velocity at the nozzle exit at this moment. 实际出口 This represents the measured actual outlet flow rate of nozzle 3. The crankshaft angle at this moment is represented by n, the crankshaft speed at this moment is represented by r, the crankshaft radius is represented by l, the length of the connecting rod is represented by e, the eccentricity is represented by S, and the cross-sectional area at the nozzle 3 exit is represented by S.

[0071] Based on the actual inlet flow rate Q of nozzle 3 入 and piston speed compensation coefficient and oil flow loss coefficient The theoretical outlet flow rate Q of nozzle 3 is obtained. 理论出口 , The oil flow loss coefficient is a constant:

[0072]

[0073] Among them: Q 理论出口 This represents the instantaneous flow rate at the nozzle exit 3 in theory;

[0074] The theoretical outlet flow rate Q of nozzle 3 理论出口The actual outlet flow rate Q of nozzle 3 collected by flow sensor 9 实际出口 Proportional-integral-derivative control is performed using the current-passing area, and the change in armature position x is obtained by correspondingly measuring the change in the current-passing area:

[0075]

[0076]

[0077]

[0078]

[0079] Among them, Q 理论出口 Q represents the theoretical export flow rate. 入 This represents the actual import flow. This is the piston speed compensation coefficient. Let be the oil flow loss coefficient, ΔQ be the difference between the theoretical outlet flow rate and the actual inlet flow rate, k1 be the solenoid valve flow constant, ΔL be the solenoid valve opening degree, and S be the solenoid valve opening degree. 当前 Let S be the current flow area. max Where r is the radius of the valve core tip circle, x is the armature position change, and R is the nozzle inner diameter at the valve core. The angle between the side of the frustum at the top of the valve core and the inner cylinder of the nozzle;

[0080] The magnitude of the current change in electromagnetic coil 83 can be obtained by comparing the change in the position x of armature 81 with the performance of electromagnetic coil 83. :

[0081]

[0082]

[0083] Where △Q is the difference between the theoretical outlet flow rate and the actual inlet flow rate, and k2 is the solenoid valve coefficient. Let k1 be the solenoid valve current change, r be the radius of the valve core tip circle, x be the armature position change, and R be the nozzle inner diameter at the valve core. The angle between the side of the frustum at the top of the valve core and the inner cylinder of the nozzle;

[0084] The ECU controller 1 controls the thrust of the electromagnetic coil 83 on the armature 81 based on the magnitude of the current change, so that the valve stem 71 produces a displacement to the left or right, controls the flow area between the valve core 72 and the nozzle 3, and thus controls the oil injection flow rate.

[0085] The ECU sends a current change signal to the flow regulating device, thereby achieving the goal of continuously tracking the theoretical oil outlet flow rate with the actual outlet flow rate. At the same time, since the derivative element in the proportional-integral-derivative control has the function of advance adjustment, it can reduce the problem of adjustment lag caused by the rapid change of engine operating conditions, and reduce the delay time of oil nozzle system flow regulation.

[0086] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0087] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method of an engine piston oil cooling lance device, the device comprising an ECU controller (1), a device body (2) and a lance (3) mounted on the device body (2), an oil inlet (4) is formed in the device body (2) and an oil cavity (5) and a control chamber (6) are provided independently, the oil inlet (4) is communicated with the oil cavity (5), characterized in that: The oil cavity (5) and control chamber (6) are respectively provided with a valve stem assembly (7) and a flow regulating device (8), the valve stem assembly (7) is communicated with the oil cavity (5) and the control chamber (6), the nozzle (3) is provided with a flow sensor (9), and the ECU controller (1) controls the flow regulating device (8) to control the oil flow into the nozzle (3) through the signal sent by the flow sensor (9); The valve stem assembly (7) comprises a valve stem (71), one end of the valve stem (71) is provided with a valve core (72) in contact with the nozzle (3), and the other end is provided with a limiting boss (73) and a limiting spring (74); The flow regulating device (8) comprises an armature (81), a reset spring (82) arranged between the armature (81) and the inner wall of the control chamber (6), and an electromagnetic coil (83) arranged on the armature (81), and the ECU controller (1) controls the armature (81) to push the valve stem (71) to make the valve core (72) contact with the nozzle (3); The valve stem (71) is provided with a sealing element (10) at the communication position with the oil cavity (5) and the control chamber (6); The control method comprises the following steps: S1: working condition judgment: the working condition of the engine is divided into cold start condition, low load condition and high load condition, the ECU controller (1) detects the engine speed and torque to judge the working condition of the engine, and enters S2; S2: mode selection: the cooling mode is divided into low load cooling mode and high load cooling mode, the ECU controller (1) selects the corresponding cooling mode according to the working condition judged in S1, the cold start condition and the low load condition select to start the low load cooling mode, and the high load condition selects to start the high load cooling mode; The specific steps of starting the high load cooling mode in S2 are as follows: When the ECU controller (1) detects that the engine is in the high load condition, the actual inlet flow of the nozzle (3) is obtained according to the oil speed at the oil inlet (4): ； wherein: represents the actual inlet flow rate of the nozzle (3), A represents the cross-sectional area of the pipe at the inlet, represents the flow rate at the oil inlet (4); According to the obtained crank angle, the piston speed compensation coefficient at this time is obtained: wherein: Vp represents the piston speed compensation coefficient, V h Vp represents the piston speed compensation coefficient, V 实际出口 Vp represents the piston speed compensation coefficient, V 实际出口 Vp represents the piston speed compensation coefficient, V Vp represents the piston speed compensation coefficient, V According to the actual inlet flow of the nozzle (3) and the piston speed compensation coefficient and the oil flow loss coefficient The theoretical outlet flow Q of the nozzle (3) is obtained 理论出口 , The oil flow loss coefficient is a constant: ； wherein: Q 理论出口 represents the instantaneous flow rate at the outlet of the nozzle (3) in theory; Theoretical outlet flow rate Q of the nozzle (3) 理论出口 Actual outlet flow rate Q of the nozzle (3) acquired by the flow rate sensor (9) 实际出口 The proportional integral differential control is performed through the passage area, and the change amount x of the position of the armature (81) is obtained in correspondence with the change amount of the passage area. ； ； ； ； Q 理论出口 is the theoretical outlet flow rate, Q 入 is the actual inlet flow rate, is the piston speed compensation coefficient, is the oil flow loss coefficient, △Q is the difference between the theoretical outlet flow rate and the actual inlet flow rate, k1 is the electromagnetic valve flow constant, △L is the opening of the electromagnetic valve, S 当前 is the current time through-flow area, S max is the maximum through-flow area, r is the radius of the valve core top circle, x is the armature position change amount, R is the valve core inner diameter of the nozzle, is the angle between the valve core top circle cone side and the nozzle inner cylinder.

2. The control method of an engine piston aero oil cooling jet apparatus according to claim 1, characterized by, The specific step of enabling high-load cooling mode in S2 further comprises obtaining the current variation size of the electromagnetic coil (83) according to the variation x of the armature (81) position and the performance of the electromagnetic coil (83) : ； ； Wherein, △Q is the difference between the theoretical outlet flow and the actual inlet flow, k2 is the electromagnetic valve coefficient, is the electromagnetic valve current change, k1 is the electromagnetic valve flow constant, r is the radius of the valve core top circle, x is the armature position change, R is the valve core inner diameter of the nozzle, is the angle between the valve core top circle cone side and the nozzle inner cylinder. The ECU controller (1) controls the electromagnetic coil (83) to control the thrust on the armature (81) according to the obtained current change, so that the valve stem (71) generates left or right displacement, controls the flow area between the valve core (72) and the nozzle (3), and controls the oil injection flow.

3. The method of claim 1, wherein the engine piston engine oil cooling jet apparatus control method is characterized by, The specific steps of starting the low load cooling mode in S2 are as follows: When the ECU controller (1) detects that the engine is in the cold start or low load condition, the current of the electromagnetic coil (83) is gradually increased, the armature (81) pushes the valve stem (71) to gradually reduce the oil flow area between the valve core (72) and the nozzle (3), and the flow sensor (9) collects the flow signal in the nozzle (3) and sends it to the ECU controller (1), if the nozzle (3) still detects that the oil passes through, the current of the electromagnetic coil (83) is continuously increased until no oil passes through the nozzle (3).

4. The method of claim 1, wherein, Corresponding spring seats (84) are respectively arranged on the lateral inner wall of the control chamber (6) and the lateral direction of the armature (81), and return springs (82) are arranged on the spring seats (84).

5. The method of claim 1, wherein, Corresponding mounting slots (11) and mounting bosses (12) are respectively arranged on the device body (2) and the spray pipe (3), and the mounting bosses (12) are parallel to the oil outlets of the spray pipe (3).

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