A cooling system oil pressure control method and apparatus

Abstract

The application discloses a cooling system oil pressure control method, and steps are as follows: cooling system oil pressure regulation starting condition: judging whether to enter the cooling system oil pressure increasing mode according to engine running time, high-intensity knock or pre-ignition, VVT target phase and actual phase deviation, ignition angle efficiency and cylinder earliest injection starting angle; calibration target oil pressure adjustment parameter: determining a target oil pressure adjustment coefficient and a target oil pressure adjustment coefficient maximum change rate absolute value according to piston cooling nozzle opening and injection times; adjusting the target oil pressure: self-learning the adjustment coefficient of the target oil pressure, storing the target oil pressure learning value coefficient of each stage in EEPROM to update, and obtaining the final target oil pressure according to the updated parameter. The application further discloses a cooling system oil pressure control device. According to different working conditions, the application adjusts the target oil pressure, realizes better target oil pressure control, and can be widely applied to the field of engine control.

Description

Technical Field

[0001] This invention relates to the field of engine control, and in particular to a method and apparatus for controlling the oil pressure of a cooling system. Background Technology

[0002] The engine lubrication system provides lubrication and protection to the oilers in various engine systems. An oil pump installed on the engine can change oil pressure, among other things.

[0003] To improve engine lubrication and reduce the risk of overheating, it is necessary to control the engine oil pressure at a suitable level.

[0004] Many businesses have also made numerous attempts in this regard:

[0005] For example, an invention with publication number CN103758629A and titled "Engine Coolant Temperature High Temperature Protection Method" reduces output power by controlling the current of a torque solenoid valve, thereby lowering the coolant temperature. However, this solution does not consider the control of engine oil pressure based on engine protection.

[0006] Another invention, CN115167565A, entitled "A Temperature Control Device, Method, and Apparatus," includes a detection module, a control module, and an adjustment module. The detection module detects the outlet water temperature of the cooling water pump; the control module compares the outlet water temperature with a preset temperature threshold and outputs a control signal to the adjustment module based on the comparison result; the adjustment module, located at the outlet of the cooling water pump, adjusts the outlet water temperature according to the received control signal. By using an adjustment module at the outlet of the cooling water pump to assist in adjusting the outlet water temperature, the outlet water temperature of the cooling water pump can be controlled more accurately, enhancing the working effect of the cooling circulation system and thus improving the engine's efficiency and safety. However, this solution also fails to consider the control of engine oil pressure for engine protection.

[0007] Based on this, the present invention proposes a method and device for controlling the oil pressure of a cooling system. Summary of the Invention

[0008] The purpose of this invention is to overcome the shortcomings of the prior art and provide a method and device for controlling the oil pressure of a cooling system, which adjusts the target oil pressure according to different operating conditions, thereby achieving better target oil pressure control.

[0009] This invention provides a method for controlling engine oil pressure in a cooling system, comprising the following steps: Cooling system oil pressure regulation initiation conditions: determining whether to enter the cooling system oil pressure increase mode based on whether five conditions are met: engine running time, engine high-intensity knocking or pre-ignition, deviation between target phase and actual phase in VVT control, ignition angle efficiency, and the earliest injection start angle of all cylinders; Calibrating target oil pressure adjustment parameters: when entering the cooling system oil pressure increase mode, determining the target oil pressure adjustment coefficient and the absolute value of the maximum change rate of the target oil pressure adjustment coefficient based on whether the piston cooling nozzle is open and the number of injections (CNT); Adjusting the target oil pressure: performing self-learning on the target oil pressure adjustment coefficient under engine steady-state conditions. Under the premise of meeting the self-learning activation conditions, sequentially entering the self-learning stabilization stage, self-learning activation stage, self-learning update stage, and self-learning storage stage, and setting the target oil pressure learning value coefficient r under each operating condition. Adpat All parameters are stored in EEPROM and updated. The adjustment coefficient is multiplied by the original target oil pressure based on the updated parameters to obtain the final target oil pressure.

[0010] In the above technical solution, the specific process of the cooling system oil pressure regulation start-up condition step is as follows: Basic conditions: including five conditions: engine running time, engine high-intensity knocking or pre-ignition, VVT control target phase deviation from actual phase, ignition angle efficiency, and the earliest injection start angle of all cylinders; wherein, the specific content of the basic condition step includes: engine running time: engine running time exceeds the first preset time T0; high-intensity knocking or pre-ignition: when engine high-intensity knocking or pre-ignition occurs; VVT control target phase: the deviation between the VVT ​​control target phase and the actual phase is at the first preset time T0. Within a preset range; Ignition angle efficiency: Ignition angle efficiency is not lower than the first preset value; Earliest injection start angle of all cylinders: The earliest injection start angle of all cylinders is less than the second preset value; Condition met: Basic conditions are met simultaneously; or, Condition not fully met: The time to switch from fully met basic conditions to not fully met does not exceed the second preset time T1, and the engine requesting arc torque exceeds the product of the engine maximum torque and the preset coefficient r1 for the first time after the above conditions are not met simultaneously; Start-up judgment: When either the condition met or the condition not fully met is reached, the cooling system oil pressure increase mode is entered.

[0011] In the above technical solution, the specific process of calibrating the target oil pressure adjustment parameters is as follows: Target oil pressure adjustment coefficient: The target oil pressure adjustment coefficient is determined by engine speed, engine load, and number of injections. When the piston cooling nozzle is open / activated, the target oil pressure adjustment coefficient is the first adjustment coefficient k1; when the piston cooling nozzle is not open / activated, the target oil pressure adjustment coefficient is the second adjustment coefficient k2. The first adjustment coefficient k1 is the product of the first basic adjustment coefficient k1-Base and the first conventional adjustment coefficient k1-C. The first basic adjustment coefficient k1-Base is obtained by calibrating the engine speed and engine load, and the first conventional adjustment coefficient k1-C is obtained by calibrating the engine speed and number of injections. The second adjustment coefficient k2 is the product of the second basic adjustment coefficient k2-Base and the second conventional adjustment coefficient k1-C. The product of coefficients k2-C, where the second basic adjustment coefficient k1-Base is calibrated by engine speed and engine load, and the second regular adjustment coefficient k2-C is calibrated by engine speed and number of injections; the maximum absolute value of the maximum rate of change of the target oil pressure adjustment coefficient: when switching the working state of the piston cooling nozzle, the maximum absolute value of the maximum rate of change of the target oil pressure adjustment coefficient is determined by both engine speed and engine coolant temperature; the calibration basis for the first adjustment coefficient k1, the second adjustment coefficient k2, and the maximum absolute value of the target oil pressure adjustment coefficient when switching the working state of the piston cooling nozzle is that after entering the cooling system oil pressure increase mode, regardless of whether the piston cooling nozzle is open or the number of injections, the accuracy of engine torque is controlled within ±5Nm, and the continuous time of high-intensity knocking or pre-ignition in the engine does not exceed the time threshold T. th .

[0012] In the above technical solution, the activation conditions for self-learning in the step of adjusting the target oil pressure are as follows: Engine status: The engine is in operation; No high-intensity knocking or pre-ignition: The engine does not experience high-intensity knocking or pre-ignition; Engine speed: The engine speed is within a certain range, and the engine speed fluctuation upon entering self-learning is small; Load: The load is within a second preset range, and the load fluctuation upon entering self-learning is small; VVT target phase and actual phase difference: The VVT ​​target phase and actual phase difference is within a third preset range; Ignition angle efficiency: Ignition angle efficiency fluctuation range; Cylinder earliest injection start angle: The earliest injection start angle of all cylinders is less than the third preset value; Engine coolant temperature: The engine coolant temperature is within a fourth preset range, and the load fluctuation upon entering self-learning is small; Intake air temperature: The intake air temperature is within a certain range, and the intake air temperature fluctuation upon entering self-learning is small; Actual air-fuel ratio: The actual air-fuel ratio fluctuation is within a fifth preset range. Within the given range; Injection count CNT: Injection count CNT remains unchanged; Piston cooling nozzle working state: Piston cooling nozzle working state remains unchanged; The specific process of the self-learning stabilization phase is as follows: Fourth preset time T3 judgment: Determine whether entering the self-learning stabilization phase exceeds the fourth preset time T3; Fifth preset time T4 judgment: Determine whether the self-learning count has not been updated exceeds the fifth preset time T4; Maintain current phase: If the conditions of the fourth preset time T3 judgment and the fifth preset time T4 judgment are not met, but the activation condition is met, then maintain in the self-learning stabilization phase; Return to previous phase: If the conditions of the fourth preset time T3 judgment and the fifth preset time T4 judgment are not met, and the activation condition is not met, then re-determine whether the self-learning activation condition is met; Enter the next phase: If the conditions of the fourth preset time T3 judgment and the fifth preset time T4 judgment are met, and the activation condition is met, then enter the self-learning activation phase.

[0013] In the above technical solution, the specific process of the self-learning activation stage in the step of adjusting the target oil pressure is as follows: When entering the self-learning activation stage, the total engine speed, total load, total intake air temperature, total water temperature, total ignition angle efficiency, total target oil pressure, total number of high-intensity knocking occurrences, and total number of pre-ignition occurrences are calculated cumulatively within the first cumulative time T5. After the first cumulative time T5 is satisfied, the target oil pressure learning and updating stage is entered.

[0014] In the above technical solution, the specific process of the self-learning update stage in the step of adjusting the target oil pressure is as follows: updating the correction value; storing various target oil pressure learning value coefficients: storing the target oil pressure learning value coefficients r under various engine speeds, loads, intake air temperatures, water temperatures, ignition angle efficiency, piston cooling nozzle states, and fuel injection frequency. Adpat All are stored in EEPROM.

[0015] In the above technical solution, the specific process of the self-learning storage phase in the step of adjusting the target oil pressure is as follows: Average value calculation: Calculate the average engine speed n within the second cumulative time T6 of entering the self-learning phase. Avg Average load rho Avg Average intake air temperature T ManAvg Average water temperature T CoolantAvg Average ignition angle efficiency r SparkAvg Operating condition update: Adjust the target oil pressure learning value coefficient r at the average engine speed. Adpat Update to the corresponding engine speed condition and adjust the target oil pressure learning value coefficient r under average load. Adpat Update to the corresponding load condition and adjust the target oil pressure learning coefficient r at the average intake air temperature. Adpat Update to the corresponding intake air temperature condition and adjust the target oil pressure learning value coefficient r at the average water temperature. Adpat Update to the corresponding water temperature condition and adjust the target oil pressure learning coefficient r under the average ignition angle efficiency. Adpat Update to the corresponding ignition efficiency condition and adjust the target oil pressure learning coefficient r under the same piston cooling nozzle condition. Adpat Update the piston cooling nozzle status accordingly and adjust the target oil pressure learning coefficient r for the same number of fuel injections. Adpat Update the corresponding fuel injection count and store each updated value in the EEPROM.

[0016] In the above technical solution, the specific process of the working condition update step in the self-learning storage stage is as follows: For the following 9 coefficient update scenarios where the number of multiple injections is N: First coefficient update: If the total number of knock events is not less than the fourth preset value CNT1, and the total number of pre-ignition events is not less than the fifth preset value CNT2; 1) If the piston cooling nozzle is activated, the target oil pressure learning value coefficient r... Adpat Adding m1 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat ), the second adjustment coefficient k2 remains unchanged; 2) if the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Adding n1 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat ), the first adjustment coefficient k1 remains unchanged; the second coefficient is updated: if the total number of knock events is less than the fourth preset value CNT1 but greater than 0; but the total number of pre-ignition events is not less than the fifth preset value CNT2; 1) if the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Adding m2 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r).Adpat ), the second adjustment coefficient k2 remains unchanged; 2) if the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Adding n2 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat ), the first adjustment coefficient k1 remains unchanged; the third coefficient is updated: if the total number of knock events is not less than the fourth preset value CNT1, and the total number of pre-ignition events is less than the fifth preset value CNT2 but equal to 1; 1) if the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Adding m3 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat ), the second adjustment coefficient k2 remains unchanged; 2) if the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Adding n3 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat ), the first adjustment coefficient k1 remains unchanged; the fourth coefficient is updated: if the total number of knock events is less than the fourth preset value CNT1 but greater than 0, and the total number of pre-ignition events is less than the fifth preset value CNT2 but equal to 1; 1) if the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Adding m4 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat ), the second adjustment coefficient k2 remains unchanged; 2) if the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Adding n4 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat ), the first adjustment coefficient k1 remains unchanged; the fifth coefficient is updated: if the total number of knocking events is not less than the fourth preset value CNT1, and the total number of pre-ignition events is less than the fifth preset value CNT2 but equal to 0; 1) if the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Adding m5 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat ), the second adjustment coefficient k2 remains unchanged; 2) if the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Adding n5 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat), the first adjustment coefficient k1 remains unchanged; the sixth coefficient is updated: if the total number of knock events is less than the fourth preset value CNT1 but greater than 0, and the total number of pre-ignition events is less than the fifth preset value CNT2 but equal to 0; 1) if the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Adding m6 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat ), the second adjustment coefficient k2 remains unchanged; 2) if the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Adding n6 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat ), the first adjustment coefficient k1 remains unchanged; the seventh coefficient is updated: if the total number of knock events is equal to 0; and the total number of pre-ignition events is not less than the fifth preset value CNT2; 1) if the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Adding m7 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat ), the second adjustment coefficient k2 remains unchanged; 2) if the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Adding n7 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat ), the first adjustment coefficient k1 remains unchanged; the eighth coefficient is updated: if the total number of knock events is equal to 0; and the total number of pre-ignition events is less than the fifth preset value CNT2; 1) if the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Adding m8 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat ), the second adjustment coefficient k2 remains unchanged; 2) if the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Adding n8 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat ), the first adjustment coefficient k1 remains unchanged; the ninth coefficient is updated: if the total number of knock events equals 0; and the total number of pre-ignition events equals; 1) if the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Subtracting m9 from the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat ), the second adjustment coefficient k2 remains unchanged; 2) if the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r AdpatSubtracting n9 from the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat The first adjustment coefficient k1 remains unchanged.

[0017] The above technical solution also includes a step to exit the cooling system oil pressure increase mode. The specific process is as follows: when exiting the cooling system oil pressure increase mode, a transitional method is used to gradually restore the target oil pressure to the normal oil pressure.

[0018] The present invention also provides a cooling system oil pressure control device having a computer program that can execute a cooling system oil pressure control method.

[0019] The cooling system oil pressure control method and device of the present invention have the following beneficial effects:

[0020] When the engine experiences high-intensity knocking or pre-ignition, the target oil pressure is adjusted under different operating conditions. The design is optimized by balancing engine protection, engine lubrication, and engine torque accuracy, thus achieving better target oil pressure control. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall process of the cooling system oil pressure control method of the present invention;

[0022] Figure 2 This is a flowchart illustrating the steps for setting up the cooling system oil pressure regulation in the cooling system oil pressure control method of the present invention.

[0023] Figure 3 This is a flowchart illustrating the steps for calibrating the target oil pressure adjustment parameters in the cooling system oil pressure control method of the present invention.

[0024] Figure 4 This is a flowchart illustrating the step of adjusting the target oil pressure in the cooling system oil pressure control method of the present invention.

[0025] Figure 5 This is a schematic diagram of the specific process of the self-learning storage stage working condition update sub-step in the oil pressure control method of the cooling system of the present invention, which belongs to the step of adjusting the target oil pressure.

[0026] Figure 6 This is a schematic diagram of the structure of the oil pressure control device for the cooling system of the present invention. Detailed Implementation

[0027] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments, but these embodiments should not be construed as limiting the present invention.

[0028] Under normal operating conditions, the target oil pressure is determined based on engine speed and engine load (engine load can be characterized by actual fresh air intake density, which refers to the actual fresh air intake density entering the cylinder). This target oil pressure is obtained on an engine test bench based on optimal fuel economy under the premise that the piston cooling nozzles are working normally (to avoid knocking) and VVT performance is normal. Based on this, 1) when the piston cooling nozzles are not activated (not activated means that the piston cooling nozzles are not working, i.e., they do not need to be turned on for piston cooling), the calibration data in this embodiment are as follows: Table 1:

[0029] Table 1

[0030]

[0031] 2) When the piston cooling nozzle is activated, the calibration data for this embodiment is shown in Table 2 below:

[0032] Table 2

[0033]

[0034] See Figure 1 The present invention provides a method for controlling the oil pressure of a cooling system, comprising the following steps:

[0035] I. Cooling System Oil Pressure Regulation Activation Conditions: The activation of the cooling system oil pressure increase mode is determined by whether five conditions are met: engine running time, high-intensity engine knocking or pre-ignition, deviation between the target and actual phase in VVT control, ignition angle efficiency, and the earliest injection initiation angle of all cylinders. See details... Figure 2 :

[0036] 1. Basic Conditions: When the following basic conditions are met simultaneously, it is necessary to increase the oil pressure to protect the engine more quickly. These basic conditions are as follows:

[0037] 1) The engine running time (the running time will be reset to zero after the engine stops until the engine is restarted) exceeds the first preset time T0, which is 30 minutes in this embodiment;

[0038] 2) When the engine experiences high-intensity knock (ignition is delayed to protect the engine after knock; in this embodiment, a delay of more than 8° is considered a high-intensity knock) or pre-ignition occurs;

[0039] 3) In VVT (Variable Valve Timing) control, the deviation between the target phase and the actual phase is within the first preset range (±1° crankshaft angle in this embodiment), indicating that the oil pressure has little impact on the VVT ​​control responsiveness;

[0040] 4) The ignition angle efficiency is not lower than the first preset value (0.2 in this embodiment). If the ignition efficiency is too low, it will affect the combustion stability of the engine, which will cause the engine torque accuracy to deteriorate and also cause abnormal combustion of the engine.

[0041] 5) The earliest injection start angle of all cylinders (the earliest injection start angle can be found in patent CN202010813483.2 "Engine Fuel Injection Frequency Control Method, System and Automobile") is less than the second preset value (the larger the earliest injection start angle, the earlier the injection time. If the earliest injection start angle is too large, there is a risk of oil dilution, and the second preset value is set accordingly). In this embodiment, the second preset value is 340° crankshaft angle. This avoids increasing the risk of oil dilution due to increased oil pressure.

[0042] 2. Conditions met: All of the above basic conditions must be met simultaneously;

[0043] or,

[0044] 3. Condition where not all conditions are met: The time for the above basic conditions to switch from being fully met to not being fully met does not exceed the second preset time T1, and the engine's requested ignition torque exceeds the engine's maximum torque (the engine's maximum torque can be found in patent CN202010632793.4 "Method for Determining the Maximum Output Torque of a Gasoline Engine") multiplied by the preset coefficient r1 for the first time after the above basic conditions are not met simultaneously. In this embodiment, T1 is 0.5s. The preset coefficient r1 is related to the engine speed and ignition efficiency. At a certain engine speed, the higher the current ignition efficiency, the more difficult it is for the engine to increase torque through the adjustment of ignition torque (ignition efficiency). Therefore, the higher the ignition efficiency, the smaller the preset coefficient r1, in order to respond quickly to the increase in torque. The value range of the preset coefficient r1 is shown in Table 3 below:

[0045] Table 3

[0046]

[0047] In this embodiment, the calibration of T1 and r1 is based on the following: when entering the cooling system oil pressure increase mode, and when exiting the engine torque accuracy is controlled within ±5Nm to ensure torque accuracy and drivability, and within the third preset time T2 after exiting the cooling system oil pressure increase mode (T2 is greater than T1 to ensure system stability and that no high-intensity knocking or pre-ignition occurs, thus protecting the engine; in this embodiment, T2 is 3 times T1, i.e., 1.5s), the continuous time during which the engine does not experience high-intensity knocking or pre-ignition does not exceed 0.1s. T1 will also be learned, updated, and saved by the vehicle after power-off after calibration.

[0048] 4. Startup Judgment: If the working condition is met or not all working conditions are met, the system will enter the cooling system oil pressure increase mode. That is, the control priority of entering the cooling system oil pressure increase mode is the highest.

[0049] II. Calibration of Target Oil Pressure Adjustment Parameters: When entering the cooling system oil pressure increase mode, determine the target oil pressure adjustment coefficient and the absolute value of the maximum rate of change of the target oil pressure adjustment coefficient based on whether the piston cooling nozzle is open and the number of injections (CNT). See details... Figure 3 :

[0050] 1. Target Oil Pressure Adjustment Coefficient: When the cooling system oil pressure increase mode is activated, the target oil pressure adjustment coefficient must first be determined based on whether the piston cooling nozzles are open (piston cooling nozzles are open when they begin to work, reducing the piston's thermal load and enhancing lubrication of the piston pin and connecting rod bearings) and the number of injections (CNT, as described in patent CN202010813483.2 "Engine Fuel Injection Frequency Control Method, System and Automobile", refers to the number of injections performed by the cylinder during the compression and ignition strokes). Generally, when the cooling system oil pressure increase mode is activated and the number of injections is low, the oil pressure needs to be appropriately increased to protect the engine while avoiding the risk of oil dilution (excessive oil pressure and insufficient injection frequency can easily lead to oil dilution). However, when the piston cooling nozzles are open, the oil pressure needs to be further increased to reduce the piston's thermal load.

[0051] When the piston cooling nozzle is opened / activated, the first adjustment factor for the target oil pressure is k1;

[0052] When the piston cooling nozzle is not open / activated, the second adjustment factor for the target oil pressure is k2;

[0053] The first adjustment coefficient k1 and the second adjustment coefficient k2 for the target oil pressure are jointly determined by engine speed, engine load, and the number of injections. The calibration method is as follows: when entering the cooling system oil pressure increase mode, the engine torque accuracy is controlled within ±5 Nm, and the continuous time of high-intensity knocking or pre-ignition does not exceed 0.1 s. The calibration data for this embodiment are shown in Tables 4-7 below.

[0054] Table 4

[0055]

[0056] Table 5

[0057]

[0058] The first adjustment coefficient k1 for the target oil pressure is the product of the first basic adjustment coefficient k1-Base and the first regular adjustment coefficient k1-C;

[0059] Table 6

[0060]

[0061] Table 7

[0062]

[0063] The second adjustment coefficient k2 for the target oil pressure is then taken as the product of the second basic adjustment coefficient k1-Base and the second conventional adjustment coefficient k1-C.

[0064] 2. Maximum absolute value of the maximum rate of change of the target oil pressure adjustment coefficient: When the working state of the piston cooling nozzle is switched (from open to closed, or from closed to open), the maximum absolute value of the maximum rate of change of the target oil pressure adjustment coefficient is determined by both engine speed and engine coolant temperature. See Table 8 below for details:

[0065] Table 8

[0066]

[0067]

[0068] In this embodiment, the first adjustment coefficient k1, the second adjustment coefficient k2, and the absolute value of the maximum rate of change of the target oil pressure adjustment coefficient when the piston cooling nozzle working state is switched are calibrated based on the following: after entering the cooling system oil pressure increase mode, regardless of whether the piston cooling nozzle is opened or the number of sprays, the accuracy of the engine torque is controlled within ±5Nm to ensure torque accuracy and drivability, and the continuous time of high-intensity knocking or pre-ignition in the engine does not exceed 0.1s. The first adjustment coefficient k1 and the second adjustment coefficient k2 will be dynamically learned and stored in EEPROM.

[0069] III. Adjusting the Target Oil Pressure (Self-Learning Update): Under steady-state engine conditions, the adjustment coefficient of the target oil pressure undergoes self-learning. Provided the self-learning activation conditions are met, it sequentially enters the self-learning stabilization stage, self-learning activation stage, self-learning update stage, and self-learning storage stage, setting the target oil pressure learning value coefficient r for each operating condition. Adpat All parameters are stored in the EEPROM and updated. The adjustment coefficients are multiplied by the original target oil pressure based on the updated parameters to obtain the final target oil pressure. See details... Figure 4 :

[0070] 1. Activation conditions for self-learning: Self-learning is performed under steady-state engine operating conditions.

[0071] 1) The engine is running;

[0072] 2) When the engine does not experience high-intensity knocking or pre-ignition;

[0073] 3) The engine speed is within a certain range, which in this embodiment is between 600 rpm and 5900 rpm, and the engine speed fluctuation during self-learning is small, which in this embodiment is ±15 rpm;

[0074] 4) The load (fresh air intake density entering the cylinder) is within the second preset range. In this embodiment, it is between 200 mgpl and 3000 mgpl, and the load fluctuation during self-learning is small. In this embodiment, it is ±20 mgpl.

[0075] 5) The difference between the target phase and the actual phase of VVT is within the third preset range, which is ±2° in this embodiment;

[0076] 6) Ignition angle efficiency fluctuation range is within ±0.05;

[0077] 7) The earliest injection initiation angle of all cylinders is less than the third preset value (in this embodiment, the third preset value is a crankshaft angle of 340°);

[0078] 8) The engine coolant temperature is within the fourth preset range (0℃ to 100℃ in this embodiment), and the load fluctuation during self-learning is small (±2℃ in this embodiment);

[0079] 9) The intake air temperature is within a certain range (30℃ to 80℃ in this embodiment), and the intake air temperature fluctuation during self-learning is small; in this embodiment, it is ±1.5℃.

[0080] 10) The actual air-fuel ratio (detected by the oxygen sensor before the catalytic converter) fluctuates within the fifth preset range, which is ±1% in this embodiment;

[0081] 11) The number of injections (CNT) remained unchanged;

[0082] 12) The working state of the piston cooling nozzles remained unchanged;

[0083] If any of the activation conditions are not met at any stage of the self-learning process, the self-learning process will terminate and enter the inactive phase. Once the activation conditions are met, the self-learning process can be attempted, initially entering the stabilization phase.

[0084] 2. The specific process of the self-learning stabilization phase is as follows:

[0085] The purpose of the stabilization phase during the self-learning process is to ensure that the activation conditions for self-learning are stable and reliable. The self-learning activation phase will begin when the following conditions are met during the stabilization phase:

[0086] 1) The self-learning stabilization phase has been in progress for more than the fourth preset time T3, which is 1 second in this embodiment;

[0087] 2) The number of self-learning iterations has not been updated for more than the fifth preset time T4 (60 minutes in this embodiment; the number of self-learning iterations is updated once after self-learning is completed. If the learning interval is too long, the difference in the learning value each time may be caused by the aging of engine parts, rather than the learning of accurate information).

[0088] If neither of the above two conditions is met, but the activation condition is met, the system remains in the stable self-learning phase. If neither of the above two conditions is met, and the activation condition is not met, the system returns to the inactive self-learning phase. When both of the above two conditions are met, and the activation condition is met, the system enters the next phase, the activated self-learning phase.

[0089] 3. The specific process of the self-learning activation stage is as follows:

[0090] Upon entering the self-learning activation phase, within the first cumulative time T5 (10 seconds in this embodiment), the total engine speed, total load, total intake air temperature, total coolant temperature, total ignition angle efficiency, total target oil pressure, total number of high-intensity knock events, and total number of pre-ignition events are calculated cumulatively. After the first cumulative time T5 is satisfied, the next phase, namely the target oil pressure learning and update phase, begins.

[0091] 4. The specific process of the self-learning and updating phase is as follows:

[0092] 1) The self-learning update phase involves updating the target oil pressure learning value coefficient r. Adpat ;

[0093] 2) The target oil pressure learning coefficient r under different engine speeds, loads, intake air temperatures, coolant temperatures, ignition angle efficiency, piston cooling nozzle conditions, and fuel injection cycles. Adpat All values ​​will be stored in the non-volatile EEPROM. The EEPROM will have an initial default learning value of 0, and the stored value in the EEPROM will be updated after self-learning is completed.

[0094] 5. The self-learning storage stage mainly completes the following tasks:

[0095] 1) Average value calculation: Calculate the average engine speed n during the second cumulative time T6 of the self-learning phase. Avg Average load rho Avg Average intake air temperature T ManAvg Average water temperature T CoolantAvg Average ignition angle efficiency r SparkAvg .

[0096] 2) Operating Condition Update: This update includes the current average engine speed, average load, average intake air temperature, average coolant temperature, average ignition angle efficiency, target oil pressure learning coefficient r under the same piston cooling nozzle condition, and the same number of fuel injections. Adpat Update the EEPROM to the corresponding operating conditions (engine speed, load, intake air temperature, coolant temperature, ignition efficiency, piston cooling nozzle status, and fuel injection frequency).

[0097] The specific process for updating the operating conditions is as follows (for the case where the number of sprays is 3 in the following 9 coefficient update scenarios), see details. Figure 5 :

[0098] 2.1) If the total number of knock events is not less than the fourth preset value CNT1, this embodiment takes 20 events; and if the total number of pre-ignition events is not less than the fifth preset value CNT2, this embodiment takes 2 events; (1) If the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Add 0.254 to the previous updated value. Then the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat (2) If the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Add 0.21 to the previous updated value. Then the second adjustment coefficient k2 is equal to the original second adjustment coefficient k2 multiplied by (1+r). Adpat At this point, the first adjustment coefficient k1 remains unchanged.

[0099] 2.2) If the total number of knock events is less than the fourth preset value CNT1 but greater than 0; but the total number of pre-ignition events is not less than the fifth preset value CNT2, this embodiment takes 2; (1) If the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Add 0.15 to the previous updated value. Then the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat (2) If the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Add 0.11 to the previous updated value. Then the second adjustment coefficient k2 is equal to the original second adjustment coefficient k2 multiplied by (1+r). Adpat At this point, the first adjustment coefficient k1 remains unchanged.

[0100] 2.3) If the total number of knock events is not less than the fourth preset value CNT1, this embodiment takes 20 times; and the total number of pre-ignition events is less than the fifth preset value CNT2 but equal to 1; (1) If the piston cooling nozzle is activated, the target oil pressure learning value coefficient r AdpatAdd 0.2 to the previous updated value. Then the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat (2) If the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Add 0.14 to the previous updated value. Then the second adjustment factor k2 is equal to the previous second adjustment factor k2 multiplied by (1+r). Adpat At this point, the first adjustment coefficient k1 remains unchanged.

[0101] 2.4) If the total number of knock events is less than the fourth preset value CNT1 but greater than 0; and the total number of pre-ignition events is less than the fifth preset value CNT2 but equal to 1; (1) If the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Add 0.08 to the previous updated value. Then the first adjustment factor k1 is equal to the first adjustment factor k1 before the update multiplied by (1+r). Adpat (2) If the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Add 0.05 to the previous updated value. Then the second adjustment factor k2 is equal to the original second adjustment factor k2 multiplied by (1+r). Adpat At this point, the first adjustment coefficient k1 remains unchanged.

[0102] 2.5) If the total number of knock events is not less than the fourth preset value CNT1; and the total number of pre-ignition events is less than the fifth preset value CNT2 but equal to 0; (1) If the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Add 0.05 to the previous updated value. Then the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat (2) If the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Add 0.03 to the previous updated value. Then the second adjustment factor k2 is equal to the previous second adjustment factor k2 multiplied by (1+r). Adpat At this point, the first adjustment coefficient k1 remains unchanged.

[0103] 2.6) If the total number of knock events is less than the fourth preset value CNT1 but greater than 0; and the total number of pre-ignition events is less than the fifth preset value CNT2 but equal to 0; (1) If the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Add 0.03 to the previous updated value. Then the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat(2) If the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Add 0.01 to the previous updated value. Then the second adjustment coefficient k2 is equal to the original second adjustment coefficient k2 multiplied by (1+r). Adpat At this point, the first adjustment coefficient k1 remains unchanged.

[0104] 2.7) If the total number of knock events is equal to 0; and the total number of pre-ignition events is not less than the fifth preset value CNT2; (1) If the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Add 0.1 to the previous updated value. Then the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat (2) If the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Add 0.08 to the previous updated value. Then the second adjustment factor k2 is equal to the original second adjustment factor k2 multiplied by (1+r). Adpat At this point, the first adjustment coefficient k1 remains unchanged.

[0105] 2.8) If the total number of knock events is equal to 0; and the total number of pre-ignition events is less than the fifth preset value CNT2; (1) If the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Add 0.06 to the previous updated value. Then the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat (2) If the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Add 0.05 to the previous updated value. Then the second adjustment factor k2 is equal to the original second adjustment factor k2 multiplied by (1+r). Adpat At this point, the first adjustment coefficient k1 remains unchanged.

[0106] 2.9) If the total number of knock events is equal to 0; and the total number of pre-ignition events is equal to 0; (1) If the piston cooling nozzle is activated, the target oil pressure learning coefficient r Adpat Subtract 0.08 from the previous updated value. Then the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat (2) If the piston cooling nozzle is not activated, the target oil pressure learning value coefficient r Adpat Subtract 0.05 from the previous updated value. Then the second adjustment coefficient k2 is equal to the original second adjustment coefficient k2 multiplied by (1+r). Adpat At this point, the first adjustment coefficient k1 remains unchanged.

[0107] Additionally, it should be noted that:

[0108] If the number of sprays is 2 in any of the above 9 coefficient update scenarios, and the adjustment coefficient is increased, then the increased value of the aforementioned adjustment coefficient is multiplied by 0.95 to obtain the final adjustment coefficient, which is limited to no less than the adjustment coefficient before the update; if the adjustment coefficient is decreased, then the decreased value of the aforementioned adjustment coefficient is multiplied by 1.02 to obtain the final adjustment coefficient, which is limited to no more than the adjustment coefficient before the update.

[0109] If the number of sprays is 1 in any of the above 9 coefficient update scenarios, and the adjustment coefficient is increased, then the value of the increased adjustment coefficient is multiplied by 0.9 to obtain the final adjustment coefficient, which is limited to no less than the adjustment coefficient before the update; if the adjustment coefficient is decreased, then the value of the decreased adjustment coefficient is multiplied by 1.05 to obtain the final adjustment coefficient, which is limited to no more than the adjustment coefficient before the update.

[0110] IV. Exiting Cooling System Oil Pressure Regulation: When exiting the cooling system oil pressure increase mode, the target oil pressure is gradually restored to the normal mode in a transitional manner. The transitional method is that, in this embodiment, the target oil pressure changes at a maximum rate of 2 kPa / 10 ms.

[0111] The target oil pressure is adjusted according to the updated parameters (the adjustment coefficient is multiplied by the original target oil pressure to obtain the final target oil pressure). Based on the updated target oil pressure and the actual oil pressure, the oil pressure actuator (such as the oil pump) is controlled to achieve the oil pressure.

[0112] The above completes the description of the oil pressure control method for the cooling system.

[0113] See Figure 6 The present invention relates to a cooling system oil pressure control device, comprising the following components:

[0114] Cooling system oil pressure regulation start-up condition module: It determines whether to enter the cooling system oil pressure increase mode based on whether five conditions are met: engine running time, high-intensity knocking or pre-ignition in the engine, deviation between the target phase and the actual phase in VVT control, ignition angle efficiency, and the earliest injection start angle of all cylinders.

[0115] Calibration of target oil pressure adjustment parameters module: When entering the cooling system oil pressure increase mode, the adjustment coefficient of the target oil pressure and the absolute value of the maximum change rate of the adjustment coefficient of the target oil pressure are determined according to whether the piston cooling nozzle is open and the number of injections (CNT).

[0116] The target oil pressure adjustment module: Under steady-state engine conditions, the adjustment coefficient of the target oil pressure undergoes self-learning. Provided the self-learning activation conditions are met, it sequentially enters the self-learning stabilization stage, self-learning activation stage, self-learning update stage, and self-learning storage stage, storing the target oil pressure learning value coefficient r for each operating condition. Adpat All parameters are stored in EEPROM and updated. The adjustment coefficient is multiplied by the original target oil pressure based on the updated parameters to obtain the final target oil pressure.

[0117] Exit the cooling system oil pressure increase module: When exiting the cooling system oil pressure increase mode, a transitional method is used to gradually restore the target oil pressure to the normal oil pressure.

[0118] The key technical points and technical principles of this invention are as follows:

[0119] 1) A target oil pressure adjustment mode identification method based on engine protection;

[0120] 2) Dynamic adjustment method for target oil pressure.

[0121] Definitions of abbreviations and key terms:

[0122] VVT (Variable-Valve-Timing): Variable valve timing;

[0123] EEPROM (Electrically Erasable Programmable Read-Only Memory): Electrically erasable programmable read-only memory;

[0124] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

[0125] The contents not described in detail in this specification are existing technologies known to those skilled in the art.

Claims

1. A method for controlling oil pressure in a cooling system, characterized in that: Includes the following steps: Cooling system oil pressure regulation start conditions: Whether to enter the cooling system oil pressure increase mode is determined by whether five conditions are met: engine running time, high-intensity knocking or pre-ignition in the engine, deviation between the target phase and the actual phase in VVT control, ignition angle efficiency, and the earliest injection start angle of all cylinders. Calibrate the target oil pressure adjustment parameters: When entering the cooling system oil pressure increase mode, determine the target oil pressure adjustment coefficient and the absolute value of the maximum change rate of the target oil pressure adjustment coefficient based on whether the piston cooling nozzle is open and the number of injections (CNT). Adjusting the target oil pressure: Under steady-state engine conditions, the adjustment coefficient of the target oil pressure undergoes self-learning. Provided the self-learning activation conditions are met, it sequentially enters the self-learning stabilization stage, self-learning activation stage, self-learning update stage, and self-learning storage stage, setting the target oil pressure learning value coefficient r for each operating condition. Adpat All parameters are stored in EEPROM and updated. The adjustment coefficient is multiplied by the original target oil pressure based on the updated parameters to obtain the final target oil pressure.

2. The method for controlling oil pressure in a cooling system according to claim 1, characterized in that: The specific process for the start-up condition of the cooling system oil pressure regulation is as follows: Basic conditions include five conditions: engine running time, high-intensity knocking or pre-ignition in the engine, deviation between the target phase and the actual phase in VVT control, ignition angle efficiency, and the earliest injection start angle of all cylinders. The specific content of the basic condition steps includes: Engine running time: The engine running time exceeds the first preset time T0; High-intensity knocking or pre-ignition: When high-intensity knocking or pre-ignition occurs in the engine; VVT control target phase: The deviation between the VVT ​​control target phase and the actual phase is within a first preset range; Ignition angle efficiency: The ignition angle efficiency shall not be lower than the first preset value; Earliest injection start angle for all cylinders: The earliest injection start angle for all cylinders is less than the second preset value; Conditions met: All basic conditions are met simultaneously; or, Conditions not fully met: The time from when all basic conditions are met to when not all basic conditions are met does not exceed the second preset time T1, and the engine's requested torque exceeds the product of the engine's maximum torque and the preset coefficient r1 for the first time after the above conditions are not met simultaneously. Startup judgment: When one of the conditions is met or not all conditions are met, the cooling system oil pressure increase mode is entered.

3. The method for controlling oil pressure in a cooling system according to claim 2, characterized in that: The specific steps for calibrating the target oil pressure adjustment parameters are as follows: Target oil pressure adjustment coefficient: The target oil pressure adjustment coefficient is determined by engine speed, engine load and number of injections. When the piston cooling nozzle is open / activated, the target oil pressure adjustment coefficient is the first adjustment coefficient k1; when the piston cooling nozzle is not open / activated, the target oil pressure adjustment coefficient is the second adjustment coefficient k2. Wherein, the first adjustment coefficient k1 is the product of the first basic adjustment coefficient k1-Base and the first conventional adjustment coefficient k1-C. The first basic adjustment coefficient k1-Base is obtained by calibration of engine speed and engine load, and the first conventional adjustment coefficient k1-C is obtained by calibration of engine speed and number of multi-injection cycles. The second adjustment coefficient k2 is the product of the second basic adjustment coefficient k2-Base and the second conventional adjustment coefficient k2-C. The second basic adjustment coefficient k1-Base is obtained by calibration of engine speed and engine load, and the second conventional adjustment coefficient k2-C is obtained by calibration of engine speed and number of injections. Maximum absolute value of the adjustment coefficient of target oil pressure: When the working state of the piston cooling nozzle is switched, the maximum absolute value of the adjustment coefficient of target oil pressure is determined by both engine speed and engine coolant temperature; The calibration basis for the absolute value of the maximum rate of change of the target oil pressure adjustment coefficient when the first adjustment coefficient k1, the second adjustment coefficient k2, and the piston cooling nozzle working state switching is that after entering the cooling system oil pressure increase mode, regardless of whether the piston cooling nozzle is open or how many times it sprays, the engine torque is accurately controlled within ±5Nm, and the continuous time of high-intensity knocking or pre-ignition in the engine does not exceed the time threshold T. th .

4. The method for controlling oil pressure in a cooling system according to claim 3, characterized in that: In the step of adjusting the target oil pressure, the activation conditions for self-learning are as follows: Engine status: The engine is running; No high-intensity knocking or pre-ignition occurred: The engine did not experience high-intensity knocking or pre-ignition. Engine speed: The engine speed is within a certain range, and the engine speed fluctuation is small when entering self-learning; Load: The load is within the second preset range, and the load fluctuation during self-learning is small; VVT target phase difference from actual phase: The VVT ​​target phase difference from actual phase is within the third preset range; Ignition angle efficiency: Ignition angle efficiency fluctuation range; Cylinder's earliest injection initiation angle: The earliest injection initiation angle of all cylinders is less than the third preset value; Engine coolant temperature: The engine coolant temperature is within the fourth preset range, and the load fluctuation during self-learning is small; Intake temperature: The intake temperature is within a certain range, and the fluctuation of the intake temperature is small when entering self-learning mode; Actual air-fuel ratio: The actual air-fuel ratio fluctuates within the fifth preset range; Number of injections (CNT): The number of injections (CNT) remained unchanged; Piston cooling nozzle operating status: The operating status of the piston cooling nozzle has not changed; The specific process of the self-learning stabilization phase is as follows: Fourth preset time T3 judgment: Determine whether the self-learning stabilization stage has exceeded the fourth preset time T3; Fifth preset time T4 judgment: Determine whether the number of self-learning updates has exceeded the fifth preset time T4; Maintain the current stage: If the conditions for the fourth preset time T3 and the fifth preset time T4 are not met, but the activation condition is met, then the self-learning stabilization stage is maintained. Return to the previous stage: If the conditions of the fourth preset time T3 and the fifth preset time T4 are not met, and the activation condition is not met, then re-evaluate whether the self-learning activation condition is met. Proceed to the next stage: If the conditions for the fourth preset time T3 and the fifth preset time T4 are met, and the activation condition is met, then proceed to the self-learning activation stage.

5. The method for controlling oil pressure in a cooling system according to claim 4, characterized in that: The specific process of the self-learning activation phase in the step of adjusting the target oil pressure is as follows: When entering the self-learning activation phase, the total engine speed, total load, total intake air temperature, total water temperature, total ignition angle efficiency, total target oil pressure, total number of high-intensity knocking occurrences, and total number of pre-ignition occurrences are calculated within the first cumulative time T5. After the first cumulative time T5 is satisfied, the target oil pressure learning and update phase begins.

6. The method for controlling oil pressure in a cooling system according to claim 5, characterized in that: The specific process of the self-learning update phase in the step of adjusting the target oil pressure is as follows: Update and correct values; store various target oil pressure learning coefficients: store the target oil pressure learning coefficients r under various engine speeds, loads, intake air temperatures, coolant temperatures, ignition angle efficiency, piston cooling nozzle conditions, and fuel injection cycles. Adpat All are stored in EEPROM.

7. The method for controlling oil pressure in a cooling system according to claim 6, characterized in that: The specific process of the self-learning storage phase in the step of adjusting the target oil pressure is as follows: Average value calculation: Calculate the average engine speed n during the second cumulative time T6 of the self-learning phase. Avg Average load rho Avg Average intake air temperature T ManAvg Average water temperature T CoolantAvg Average ignition angle efficiency r SparkAvg ; Operating condition update: Adjust the target oil pressure learning value coefficient r at the average engine speed. Adpat Update to the corresponding engine speed condition and adjust the target oil pressure learning value coefficient r under average load. Adpat Update to the corresponding load condition and adjust the target oil pressure learning coefficient r at the average intake air temperature. Adpat Update to the corresponding intake air temperature condition and adjust the target oil pressure learning value coefficient r at the average water temperature. Adpat Update to the corresponding water temperature condition and adjust the target oil pressure learning coefficient r under the average ignition angle efficiency. Adpat Update to the corresponding ignition efficiency condition and adjust the target oil pressure learning coefficient r under the same piston cooling nozzle condition. Adpat Update the piston cooling nozzle status accordingly and adjust the target oil pressure learning coefficient r for the same number of fuel injections. Adpat Update the corresponding fuel injection count and store each updated value in the EEPROM.

8. The method for controlling oil pressure in a cooling system according to claim 7, characterized in that: The specific process of the working condition update step in the self-learning storage phase is as follows: The following are nine scenarios where the number of multiple sprays is N: First coefficient update: If the total number of knock events is not less than the fourth preset value CNT1, and the total number of pre-ignition events is not less than the fifth preset value CNT2; 1) If the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Adding m1 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat The second adjustment factor k2 remains unchanged; 2) If the piston cooling nozzle is not activated, the target oil pressure learning coefficient r Adpat Adding n1 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat The first adjustment factor k1 remains unchanged; Second coefficient update: If the total number of knock events is less than the fourth preset value CNT1 but greater than 0; but the total number of pre-ignition events is not less than the fifth preset value CNT2; 1) If the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Adding m2 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat The second adjustment factor k2 remains unchanged; 2) If the piston cooling nozzle is not activated, the target oil pressure learning coefficient r Adpat Adding n2 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat The first adjustment factor k1 remains unchanged; Third coefficient update: If the total number of knock events is not less than the fourth preset value CNT1, and the total number of pre-ignition events is less than the fifth preset value CNT2 but equal to 1; 1) If the piston cooling nozzle is activated, the target oil pressure learning coefficient r Adpat Adding m3 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat The second adjustment factor k2 remains unchanged; 2) If the piston cooling nozzle is not activated, the target oil pressure learning coefficient r Adpat Adding n3 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat The first adjustment factor k1 remains unchanged; Fourth coefficient update: If the total number of knock events is less than the fourth preset value CNT1 but greater than 0, and the total number of pre-ignition events is less than the fifth preset value CNT2 but equal to 1; 1) If the piston cooling nozzle is activated, the target oil pressure learning coefficient r Adpat Adding m4 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat The second adjustment factor k2 remains unchanged; 2) If the piston cooling nozzle is not activated, the target oil pressure learning coefficient r Adpat Adding n4 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat The first adjustment factor k1 remains unchanged; Fifth coefficient update: If the total number of knock events is not less than the fourth preset value CNT1, and the total number of pre-ignition events is less than the fifth preset value CNT2 but equal to 0; 1) If the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Adding m5 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat The second adjustment factor k2 remains unchanged; 2) If the piston cooling nozzle is not activated, the target oil pressure learning coefficient r Adpat Adding n5 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat The first adjustment factor k1 remains unchanged; Sixth coefficient update: If the total number of knock events is less than the fourth preset value CNT1 but greater than 0, and the total number of pre-ignition events is less than the fifth preset value CNT2 but equal to 0; 1) If the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Adding m6 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat The second adjustment factor k2 remains unchanged; 2) If the piston cooling nozzle is not activated, the target oil pressure learning coefficient r Adpat Adding n6 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat The first adjustment factor k1 remains unchanged; Seventh coefficient update: If the total number of knock events equals 0; and the total number of pre-ignition events is not less than the fifth preset value CNT2; 1) If the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Adding m7 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat The second adjustment factor k2 remains unchanged; 2) If the piston cooling nozzle is not activated, the target oil pressure learning coefficient r Adpat Adding n7 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat The first adjustment factor k1 remains unchanged; Eighth coefficient update: If the total number of knock events equals 0; and the total number of pre-ignition events is less than the fifth preset value CNT2; 1) If the piston cooling nozzle is activated, the target oil pressure learning value coefficient r Adpat Adding m8 to the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat The second adjustment factor k2 remains unchanged; 2) If the piston cooling nozzle is not activated, the target oil pressure learning coefficient r Adpat Adding n8 to the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat The first adjustment factor k1 remains unchanged; Ninth coefficient update: If the total number of knock events equals 0; and the total number of pre-ignition events equals ; 1) If the piston cooling nozzle is activated, the target oil pressure learning coefficient r Adpat Subtracting m9 from the previous updated value, the first adjustment coefficient k1 is equal to the first adjustment coefficient k1 before the update multiplied by (1+r). Adpat The second adjustment factor k2 remains unchanged; 2) If the piston cooling nozzle is not activated, the target oil pressure learning coefficient r Adpat Subtracting n9 from the previous updated value, the second adjustment coefficient k2 is equal to the second adjustment coefficient k2 before the update multiplied by (1+r). Adpat The first adjustment coefficient k1 remains unchanged.

9. The method for controlling oil pressure in a cooling system according to claim 7, characterized in that: It also includes the step of exiting the cooling system oil pressure increase mode. The specific process is as follows: when exiting the cooling system oil pressure increase mode, a transitional method is used to gradually restore the target oil pressure to the normal oil pressure.

10. A cooling system oil pressure control device, comprising a computer program, characterized in that: The computer program is capable of executing the cooling system oil pressure control method as described in any one of claims 1 to 9.

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