An intelligent internal combustion engine capable of self-checking piston friction dynamics

Abstract

The present invention provides an intelligent internal combustion engine capable of self-checking piston friction dynamics, comprising a crankcase, a transmission crankshaft rotatably mounted inside the crankcase, a cylinder head fixedly mounted on one side of the crankcase, a sealing cover detachably mounted on one side of the crankcase close to the transmission crankshaft, a cylinder sleeve fixedly mounted inside the crankcase on the inner side of the cylinder head, a crank connecting rod rotatably mounted on the transmission crankshaft, and a piston slidably mounted on the inner wall of the cylinder sleeve. The present invention enables detection by multiple detection units synchronously, and can verify data abnormal states at multiple detection ends to solve the problem that the existing piston friction force cannot obtain the friction force change of the piston in real time and accurately during operation, and there is only one detection unit, which lacks a substitute after damage and needs to be directly repaired and replaced, which indirectly increases the failure rate. At the same time, there are few detection ends, lack of calibration effect of measurement and control, and unexpected situations occur, and abnormal data cannot be verified in time.

Description

Technical Field

[0001] The invention relates to the technical field of engine pistons, and in particular to an intelligent internal combustion engine capable of self-checking piston friction dynamics. Background Art

[0002] With the continuous development of modern internal combustion engine technology, the requirements for internal combustion engine performance are increasing. As one of the key components of an internal combustion engine, the friction between the piston and the cylinder wall has a critical impact on the overall performance of the internal combustion engine. In the design and operation of traditional internal combustion engines, the monitoring and control of piston friction has always been a difficult problem.

[0003] On the one hand, piston friction is directly related to the mechanical efficiency of the internal combustion engine. Excessive piston friction will cause the internal combustion engine to consume more energy to overcome friction resistance during operation, thereby reducing fuel economy. According to relevant research, in some traditional internal combustion engines, piston friction loss can account for about 30%-50% of the total mechanical loss, which is undoubtedly a considerable energy loss ratio. For example, in a car engine, higher piston friction will increase the vehicle's fuel consumption and shorten the cruising range. It will also increase exhaust emissions and put greater pressure on the environment.

[0004] On the other hand, piston friction will also affect the reliability and durability of the internal combustion engine. The piston and cylinder wall that are in a high friction state for a long time are prone to wear, tear and other faults, which will not only reduce the service life of the internal combustion engine, but also may cause a series of safety problems. For example, in some industrial internal combustion engines, if the piston friction increases abnormally and is not discovered and handled in time, it may cause the matching clearance between the piston and the cylinder wall to increase, and then there will be leakage, power reduction and other phenomena. In severe cases, it may even cause the engine to shut down, affecting the normal production operation.

[0005] However, most existing internal combustion engine technologies lack dynamic and accurate monitoring methods for piston friction. Some traditional detection methods can only estimate piston friction after the engine is shut down or by indirectly measuring parameters. They cannot obtain the friction changes of the piston in real time and accurately during operation. In addition, there is only one detection unit, which lacks a replacement after damage and needs to be repaired and replaced directly, which indirectly increases the failure rate. At the same time, there are few detection terminals and lack of calibration effect of measurement and control. In the event of unexpected situations, abnormal data cannot be verified in time, and then the unit needs to be returned to the factory for repair. Summary of the invention

[0006] In view of the shortcomings of the prior art, the purpose of the present invention is to provide an intelligent internal combustion engine that can self-check the dynamics of piston friction, which can enable detection of multiple detection units simultaneously and can verify data abnormality at multiple detection ends to solve the problem that the existing piston friction cannot obtain the friction change of the piston during operation in real time and accurately, and there is only one detection unit, which lacks a replacement after damage and needs to be directly repaired and replaced, which indirectly increases the failure rate. At the same time, there are few detection ends and lack of calibration effect of measurement and control. In the event of unexpected situations, the abnormal data cannot be verified in time.

[0007] In order to achieve the above-mentioned purpose, the present invention is realized through the following technical scheme: an intelligent internal combustion engine capable of self-checking piston friction dynamics, comprising a crankcase, a transmission crankshaft rotatably mounted inside the crankcase, a cylinder head fixedly mounted on one side of the crankcase, a sealing cover detachably mounted on the crankcase near the transmission crankshaft side, a cylinder sleeve fixedly mounted inside the crankcase on the inner side of the cylinder head, a crank connecting rod rotatably mounted on the transmission crankshaft, and a piston slidably mounted on the inner wall of the cylinder sleeve, one end of the transmission crankshaft is connected to the piston through the crank connecting rod, so that the piston makes a linear reciprocating motion on the inner wall of the cylinder sleeve, and both ends of the inner wall of the piston near the cylinder head are fixedly mounted with mounting seats, characterized in that: it also includes a calibrable multi-terminal piezoelectric detection mechanism, which is arranged in the mounting seat and is used to calibrate the friction data of the piston and perform replaceable detection work;

[0008] A friction data transmission mechanism is disposed on one side of the sealing cover and is used to transmit friction force detection data that can calibrate the multi-terminal piezoelectric detection mechanism;

[0009] The detection end switching mechanism is arranged inside the mounting seat and is used to switch the detection end of the piezoelectric detection;

[0010] The lubricating oil temperature control mechanism is arranged on the side of the sealing cover close to the transmission crankshaft and is used to control the operating temperature of the lubricating oil in the crankcase.

[0011] Furthermore, the calibrable multi-terminal piezoelectric detection mechanism includes a sliding block, a piezoelectric sensor, a clamping block, a sliding mounting groove and a fine-tuning cylinder wall fitting component. The sliding block and the piezoelectric sensor are each provided in three groups, and the three groups of sliding blocks and piezoelectric sensors are all distributed in a fan shape with equal distances. The piezoelectric sensor is detachably mounted on a side of the sliding block away from the mounting seat. The sliding mounting groove is provided on a side of the mounting seat close to the sliding block and slidingly cooperates with the sliding block. The clamping block is fixedly mounted on an end of the sliding block away from the piezoelectric sensor. The clamping block slidably cooperates with the sliding mounting groove. The fine-tuning cylinder wall fitting component is provided on the piezoelectric sensor and is used to fine-tune the distance between the piezoelectric sensor and the sliding block to fit the inner wall of the cylinder sleeve.

[0012] Furthermore, the friction data transmission mechanism includes a signal processing transmitter and a piezoelectric tester. The signal processing transmitter is fixedly mounted on a side of the sealing cover away from the transmission crankshaft, and the piezoelectric tester is fixedly mounted on a side of the sealing cover away from the transmission crankshaft and located on a side of the signal processing transmitter. The piezoelectric tester is connected to the signal processing transmitter via a signal line, and a threading hole is provided on the clamping block. The six groups of piezoelectric sensors are electrically connected to the piezoelectric tester via the signal line passing through the threading hole, and the signal processing transmitter is electrically connected to an external controller via the signal line.

[0013] Furthermore, the detection end switching mechanism includes a driving clamping column, a motor, a driving mounting frame, a worm, a worm wheel, a transmission shaft and a clamping adapter assembly, the driving mounting frame is fixedly mounted on the inner wall of the mounting seat on one side close to the cylinder head, the transmission shaft is longitudinally rotationally mounted inside the driving mounting frame, the worm and the transmission shaft are cross-rotatably mounted on the top of the driving mounting frame, the motor is fixedly mounted on the driving mounting frame and is located at one end of the worm, the motor is electrically connected to an external controller via a signal line, the output end of the motor is fixedly mounted on the worm, a worm wheel is fixedly mounted on the surface of the transmission shaft, the worm wheel and the worm are meshed with each other, the transmission shaft is fixedly mounted on the driving clamping column, and the clamping adapter assembly is arranged on the driving clamping column, and is used to push the clamping block to force the sliding block to drive the piezoelectric sensor to close to the inner wall of the cylinder sleeve.

[0014] Furthermore, tension springs are provided on both sides of one end of the clamping block away from the driving clamping column, one end of the tension spring is fixedly installed on the clamping block, and the other end is fixedly installed on one side of the inner wall of the sliding installation groove close to the sliding block.

[0015] Furthermore, a sealing plate is detachably mounted on the side of the piston close to the crank connecting rod via bolts, a limiting column is fixedly mounted on the side of the driving clamping column close to the sealing plate, and a limiting groove is provided on the side of the sealing plate close to the limiting column for rotationally cooperating with the limiting column.

[0016] Furthermore, the lubricating oil temperature control mechanism includes a lubricating oil cooler fixedly installed at the center of one side of the sealing cover close to the transmission crankshaft, a lubricating oil heater fixedly installed on one side of the sealing cover close to the transmission crankshaft, and a temperature sensor fixedly installed on the other side of the sealing cover close to the transmission crankshaft. An injector is also installed on the side of the sealing cover close to the transmission crankshaft, and the injector is connected to an external lubricating oil pump. The oil inlet end of the lubricating oil pump is connected to the lubricating oil in the crankcase via an oil inlet pipeline, and the oil outlet end of the lubricating oil pump is connected to a fuel nozzle via an oil outlet pipeline, and the fuel nozzle faces the piston. The lubricating oil temperature control mechanism is connected to an external controller via a signal cable, and the external controller is electrically connected to the lubricating oil pump via a signal line.

[0017] Furthermore, the fine-tuning cylinder wall fitting assembly includes an adjusting plate and a locking screw. The adjusting plate is provided in two groups and is fixedly mounted on both sides of the piezoelectric sensor near one end of the sliding block. The adjusting plate is slidably matched with the inside of the sliding block. Two locking screws are longitudinally provided and are both threadedly connected to the sliding block and are used to lock and fix the adjusting plate.

[0018] Furthermore, the clamping adapter assembly includes a cam block, a sliding rod and a spring. The spring is fixedly mounted on one side of the cam block close to the driving clamping column, and three groups are arranged at equal distances in the longitudinal direction. A through hole is opened inside the driving clamping column for slidingly cooperating with the sliding rod. The spring is sleeved on the surface of the sliding rod, and one end of the spring is fixedly mounted on the driving clamping column, and the other end is fixedly mounted on the cam block.

[0019] The beneficial effects of the present invention are as follows: the present invention performs multi-terminal detection of the friction force of the piston through a calibrable multi-terminal piezoelectric detection mechanism, and can be matched with a friction data transmission mechanism and an external controller to perform data monitoring, and cooperate with a lubricating oil temperature control mechanism to control the temperature of the lubricating oil inside the crankcase to adapt it to the working environment of the piston. At the same time, when the detected data is abnormal, the detection unit in the calibrable multi-terminal piezoelectric detection mechanism can be switched through the detection end switching mechanism, thereby ensuring the accuracy of the detection data and improving the service life of its detection function. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Other features, objects and advantages of the present invention will become more apparent from the detailed description of non-limiting embodiments made with reference to the following drawings:

[0021] Figure 1 It is a structural schematic diagram of the present invention;

[0022] Figure 2 It is a schematic diagram of a partially cut-away explosion structure of the present invention;

[0023] Figure 3 It is a schematic diagram of the three-dimensional structure of the piston of the present invention;

[0024] Figure 4 It is a partially cutaway three-dimensional structural schematic diagram of the piston of the present invention;

[0025] Figure 5 It is a schematic diagram of the internal structure of the mounting base of the present invention;

[0026] Figure 6 It is an exploded stereoscopic schematic diagram of the internal structure of the mounting seat of the present invention;

[0027] Figure 7 It is a schematic diagram of the exploded three-dimensional structure of the driving abutment column of the present invention.

[0028] In the figure: 1. crankcase; 2. transmission crankshaft; 21. crank connecting rod; 3. cylinder head; 4. sealing cover; 41. lubricating oil cooler; 42. lubricating oil heater; 43. temperature sensor; 44. signal processing transmitter; 45. piezoelectric tester; 5. piston; 501. detection hole; 51. mounting seat; 511. sealing plate; 52. sliding block; 521. tension spring; 522. pressing block; 523. threading hole; 524. sliding mounting groove; 53. piezoelectric sensor; 531. adjustment plate; 532. locking screw; 54. driving pressing column; 541. cam block; 542. sliding rod; 543. spring; 55. motor; 551. driving mounting frame; 552. worm; 553. worm wheel; 554. transmission shaft; 6. cylinder sleeve. DETAILED DESCRIPTION

[0029] In order to make the technical means, creative features, objectives and effects achieved by the present invention easy to understand, the present invention is further explained below in conjunction with specific implementation methods.

[0030] See also Figure 1 and Figure 4 , Figure 1 It is a structural schematic diagram of the present invention; Figure 4 It is a partially cutaway three-dimensional structural schematic diagram of the piston of the present invention.

[0031] An intelligent internal combustion engine capable of self-checking piston friction dynamics comprises a crankcase 1, a transmission crankshaft 2 rotatably mounted inside the crankcase 1, a cylinder head 3 fixedly mounted on one side of the crankcase 1, a sealing cover 4 detachably mounted on the side of the crankcase 1 close to the transmission crankshaft 2, a cylinder sleeve 6 fixedly mounted inside the crankcase 1 and located inside the cylinder head 3, a crank connecting rod 21 rotatably mounted on the transmission crankshaft 2, and a piston 5 slidably mounted on the inner wall of the cylinder sleeve 6. One end of the transmission crankshaft 2 is transmission-connected to the piston 5 through the crank connecting rod 21, so that the piston 5 performs linear reciprocating motion on the inner wall of the cylinder sleeve 6. The cylinder head 3 is provided with The fuel supply end, the ignition control end and the combustion control unit, the combustion control unit is connected to the fuel supply end via a fuel supply pipeline, the combustion control unit is connected to the ignition control end via a signal cable, the combustion control unit injects fuel into the space (combustion chamber) defined by the cylinder head 3, the cylinder liner 6 and the piston 5 through the fuel supply end, the combustion control unit ignites the fuel through the ignition control end, both ends of the inner wall of the piston 5 close to the cylinder head 3 are fixedly mounted with mounting seats 51, and also include a calibrable multi-terminal piezoelectric detection mechanism, which is arranged in the mounting seat 51 and is used to calibrate the friction data of the piston 5 and perform replaceable detection work.

[0032] See also Figure 2 , Figure 3 , Figure 5 , Figure 6 and Figure 7 , Figure 2It is a schematic diagram of a partially cut-away explosion structure of the present invention; Figure 3 It is a schematic diagram of the three-dimensional structure of the piston of the present invention; Figure 5 It is a schematic diagram of the internal structure of the mounting base of the present invention; Figure 6 It is an exploded stereoscopic schematic diagram of the internal structure of the mounting seat of the present invention; Figure 7 It is a schematic diagram of the exploded three-dimensional structure of the driving abutment column of the present invention.

[0033] The calibrable multi-terminal piezoelectric detection mechanism includes a sliding block 52, a piezoelectric sensor 53, a pressing block 522, a sliding mounting groove 524 and a fine-tuning cylinder wall fitting component. The sliding block 52 and the piezoelectric sensor 53 are each provided with three groups, and the three groups of sliding blocks 52 and piezoelectric sensors 53 are all distributed in a fan shape with equal distances. The piezoelectric sensor 53 is detachably installed on a side of the sliding block 52 away from the mounting seat 51. The sliding mounting groove 524 is provided on a side of the mounting seat 51 close to the sliding block 52 and is slidably matched with the sliding block 52. The pressing block 522 is fixedly installed on an end of the sliding block 52 away from the piezoelectric sensor 53. The pressing block 522 is slidably matched with the sliding mounting groove 524 and the fine-tuning cylinder wall fitting component is provided on the piezoelectric sensor 53.

[0034] The outer surface of the piezoelectric sensor 53 is also sprayed with a wear-resistant coating, which is a graphite coating and is used to fine-tune the distance between the piezoelectric sensor 53 and the sliding block 52 to fit the inner wall of the cylinder liner 6. The top and bottom of the piston 5 are both provided with detection holes 501, and the detection holes 501 are slidably matched with the piezoelectric sensor 53. The motor 55 is a 24byj48 model reduction stepper motor.

[0035] The combination of the three upper and lower groups of sliding blocks 52 and piezoelectric sensors 53 can have six detection ends. At the same time, the upper and lower piezoelectric sensors 53 can form two pairs of symmetrical detection ports, thereby realizing three groups of symmetrical detection ends. The piezoelectric sensor 53 mainly works based on the piezoelectric effect. When the piezoelectric material is subjected to external force, polarization will occur inside it, thereby generating electric charge on the surface of the material. When external pressure, vibration and other mechanical signals act on the piezoelectric ceramic coating, the piezoelectric ceramic grains will deform, thereby generating charge changes. These charge changes can be detected by the piezoelectric sensor 53 and converted into electrical signals for subsequent processing and analysis, so that the detection data can be calibrated with each other, thereby improving the accuracy of friction detection. The sliding mounting groove 524 can limit the sliding limit position of the clamping block 522 to avoid excessive clamping of the detection end switching mechanism affecting the data detection.

[0036] The friction data transmission mechanism is arranged on one side of the sealing cover 4 and is used to transmit the friction force detection data of the calibrated multi-terminal piezoelectric detection mechanism; the friction data transmission mechanism includes a signal processing transmitter 44 and a piezoelectric tester 45, the signal processing transmitter 44 is fixedly installed on the side of the sealing cover 4 away from the transmission crankshaft 2, the piezoelectric tester 45 is fixedly installed on the side of the sealing cover 4 away from the transmission crankshaft 2 and is located on the side of the signal processing transmitter 44, the piezoelectric tester 45 is connected to the signal processing transmitter 44 via a signal line, a threading hole 523 is opened on the tightening block 522, the six groups of piezoelectric sensors 53 are electrically connected to the piezoelectric tester 45 via the signal line passing through the threading hole 523, the signal processing transmitter 44 is electrically connected to the external controller via the signal line, and the piezoelectric tester 45 is a ZJ-3AN type quasi-static d33 measuring instrument.

[0037] The external controller can collect the piezoelectric data detected by the piezoelectric tester 45 sent by the signal processing transmitter 44 through the built-in acquisition unit, and then judge the friction force of the piston 5 at this time through the threshold set in the external controller, and then cooperate with the lubricating oil temperature control mechanism to regulate the working environment temperature of the piston 5. At the same time, the fluctuation range of the collected piezoelectric data can be analyzed to see whether it is abnormal. If it is abnormal, the current working piezoelectric sensor 53 can be switched in cooperation with the detection unit switching mechanism, and the new data is compared with the old data to verify whether the detection is abnormal, so as to avoid the situation where the working environment of the piston 5 is affected by the failure of the piezoelectric sensor 53.

[0038] The detection end switching mechanism is arranged inside the mounting seat 51 and is used to switch the detection end of the piezoelectric detection; the detection end switching mechanism includes a driving abutting column 54, a motor 55, a driving mounting frame 551, a worm 552, a worm wheel 553, a transmission shaft 554 and a abutting adapter assembly, the driving mounting frame 551 is fixedly mounted on the inner wall of the mounting seat 51 near the cylinder head 3, the transmission shaft 554 is longitudinally rotatably mounted inside the driving mounting frame 551, and the worm 552 and the transmission shaft 554 are cross-staggered and rotatably mounted on the top of the driving mounting frame 551 The motor 55 is fixedly mounted on the driving mounting frame 551 and is located at one end of the worm 552. The motor 55 is electrically connected to the external controller via a signal line. The output end of the motor 55 is fixedly mounted on the worm 552. A worm gear 553 is fixedly mounted on the surface of the transmission shaft 554. The worm gear 553 and the worm 552 are meshed with each other. The transmission shaft 554 is fixedly mounted on the driving clamping column 54. The clamping adapter assembly is arranged on the driving clamping column 54 and is used to push the clamping block 522 to force the sliding block 52 to drive the piezoelectric sensor 53 to be close to the inner wall of the cylinder sleeve 6.

[0039] The motor 55 can be driven and controlled by the external controller through electrical signals through the electrical connection with the external controller. When the motor 55 is started, it can drive the worm 552 to rotate, and then drive the transmission shaft 554 to rotate through the engagement of the worm 552 and the worm wheel 553. The rotation of the transmission shaft 554 drives the driving clamping column 54 fixed thereto to rotate. After the driving clamping column 54 rotates, the clamping block 522 is clamped to the side away from the driving clamping column 54 through the clamping adapter component, forcing the clamping block 522 to drive the sliding block 52 and the piezoelectric sensor 53 to press against the inner wall of the cylinder sleeve 6 for new piezoelectric signal detection, and the previously clamped clamping block 522 will be driven by the tension of the tension spring 521 to move and retract in the direction close to the driving clamping column 54, and then separate from the inner wall of the cylinder sleeve 6 without affecting the new piezoelectric data detection.

[0040] Tension springs 521 are provided on both sides of one end of the abutting block 522 away from the driving abutting column 54, one end of the tension spring 521 is fixedly installed with the abutting block 522, and the other end is fixedly installed with the inner wall of the sliding installation groove 524 close to the sliding block 52. The provision of the tension spring 521 can enable the abutting block 522 that loses the abutment of the cam block 541 to be quickly reset, so as to facilitate the separation of the piezoelectric sensor 53 on the sliding block 52 from the inner wall of the cylinder sleeve 6.

[0041] The piston 5 is detachably mounted with a sealing plate 511 on the side close to the crank connecting rod 21 by means of bolts, and a limiting column is fixedly mounted on the side close to the sealing plate 511 of the driving abutting column 54, and a limiting groove for rotationally cooperating with the limiting column is provided on the side close to the limiting column of the sealing plate 511. The sealing plate 511 can protect the interior of the mounting seat 51 from the impact of lubricating oil, and prevent the sliding block 52 and the piezoelectric sensor 53 inside the mounting seat 51 from being impacted by the injected lubricating oil and affecting the data detection, while the limiting column can improve the stability of the rotation of the driving abutting column 54, so that one end of the driving abutting column is limited by the driving mounting frame 551 and the other end is limited by the sealing plate 511.

[0042] The lubricating oil temperature control mechanism is arranged on the side of the sealing cover 4 close to the transmission crankshaft 2, and is used to control the operating temperature of the lubricating oil in the crankcase 1; the lubricating oil temperature control mechanism includes a lubricating oil cooler 41 fixedly installed at the center of the side of the sealing cover 4 close to the transmission crankshaft 2, a lubricating oil heater 42 fixedly installed on the side of the sealing cover 4 close to the transmission crankshaft 2, and a temperature sensor 43 fixedly installed on the other side of the sealing cover 4 close to the transmission crankshaft 2. An injector is also installed on the side of the sealing cover 4 close to the transmission crankshaft 2. The injector is connected to an external lubricating oil pump. The oil inlet end of the lubricating oil pump is connected to the lubricating oil in the crankcase through an oil inlet pipeline, and the oil outlet end of the lubricating oil pump is connected to the oil nozzle through an oil outlet pipeline. The oil nozzle faces the piston 5. The lubricating oil temperature control mechanism is connected to an external controller through a signal cable, and the external controller is electrically connected to the lubricating oil pump through a signal line. The lubricating oil heater 42 and the lubricating oil cooler 41 can control the temperature of the lubricating oil inside the crankcase 1, and then the temperature sensor 43 detects the lubricating oil temperature. Finally, the activation of the lubricating oil cooler 41 and the lubricating oil heater 42 is determined by an external controller based on the detected lubricating oil temperature, so that the lubricating oil temperature always maintains a suitable working temperature for the piston 5.

[0043] The fine-tuning cylinder wall fitting assembly includes an adjustment plate 531 and a locking screw 532. The adjustment plate 531 is provided with two groups and is fixedly installed on both sides of the piezoelectric sensor 53 near one end of the sliding block 52. The adjustment plate 531 is slidably matched with the inside of the sliding block 52. Two locking screws 532 are longitudinally provided and are both threadedly connected to the sliding block 52, and are used to lock and fix the adjustment plate 531. The adjustment plate 531 can slide on the sliding block 52 to adjust the distance with the sliding block 52, and the piezoelectric sensor 53 installed on the sliding block 52 can fit the inner wall of the cylinder sleeve 6 after being pressed to the limit position by the pressing block 522. The required pressing position can be selected during the installation and debugging stage, and then the installation position of the adjustment plate 531 is locked by twisting the locking screw 532 to determine the final installation and detection position of the piezoelectric sensor 53.

[0044] The tight fitting assembly includes a cam block 541, a slide bar 542 and a spring 543. The spring 543 is fixedly mounted on one side of the cam block 541 close to the driving tight post 54, and three groups of springs are arranged at equal distances in the longitudinal direction. The driving tight post 54 is provided with a through hole for slidingly matching with the slide bar 542. The spring 543 is sleeved on the surface of the slide bar 542, and one end of the spring is fixedly mounted on the driving tight post 54, and the other end is fixedly mounted on the cam block 541. The cam block 541 can be driven to twist the tight post 54 through the three groups of slide bars 542, and then the elastic force of the spring 543 can make the cam block 541 pop out to move the tight block 522 after tilting driving, so as to ensure the stability of the tight block 522. The tight block 522 can be stably pressed to the limit position on the sliding mounting groove 524 for piezoelectric detection.

[0045] Working principle: During the reciprocating process of the piston 5, the external controller can collect the piezoelectric data detected by the piezoelectric tester 45 sent by the signal processing transmitter 44 through the built-in collection unit, and then judge the friction force of the piston 5 at this time through the threshold set in the external controller, and then cooperate with the lubricating oil temperature control mechanism to regulate the working environment temperature of the piston 5. For example, when the friction force is too large, the lubricating oil is sprayed at low temperature to cool down. If the friction force is too small, the lubricating oil can reduce the injection frequency and the oil temperature of the constant lubricating oil. At the same time, the fluctuation range of the collected piezoelectric data can be analyzed to see if it is abnormal. If it is abnormal, the detection unit switching mechanism is cooperated to switch the currently working piezoelectric sensor 53, compare the new data with the old data, and verify whether the detection is abnormal, so as to avoid the situation where the working environment of the piston 5 is affected by the failure of the piezoelectric sensor 53;

[0046] When the detection unit switching mechanism is required to switch the piezoelectric sensor 53, the motor 55 can be driven and controlled by the external controller through an electrical signal through the electrical connection with the external controller. When the motor 55 is started, it can drive the worm 552 to rotate, and then drive the transmission shaft 554 to rotate through the engagement of the worm 552 and the worm wheel 553. The rotation of the transmission shaft 554 drives the driving clamping column 54 fixed thereto to rotate. After the driving clamping column 54 rotates, the clamping block 522 is pressed against the side away from the driving clamping column 54 through the clamping adapter component, forcing the clamping block 522 to drive the sliding block 52 and the piezoelectric sensor 53 to press against the inner wall of the cylinder sleeve 6 for new piezoelectric signal detection, and the previously pressed clamping block 522 will be driven by the tension of the tension spring 521 to move and retract in the direction close to the driving clamping column 54, and then separate from the inner wall of the cylinder sleeve 6, without affecting the new piezoelectric data detection.

[0047] After the sensor is switched, compare the new data with the initial abnormal data:

[0048] If the second data fluctuates too much with the initial data, the piezoelectric sensors 53 located at the top and bottom of the piston 5 are activated to conduct a new round of data comparison and verification. If the data fluctuation after verification is still close to the initial abnormal data, it indicates that the friction of the piston 5 is indeed abnormal. At this time, if the friction is too large, the cooling of the lubricating oil is increased, such as increasing the low-temperature injection amount; if the friction is too small, the injection frequency of the lubricating oil is appropriately reduced and the oil temperature is maintained stable. If the abnormality is serious, it is indicated that maintenance may be required.

[0049] If the data fluctuation is not large after the piezoelectric sensor 53 is switched, two groups of piezoelectric sensors 53 that are not commonly used are activated for detection. If the new data is normal, it can be determined that the piezoelectric sensor that has been used for a long time may have abnormal sensor sensitivity; if the new data is still abnormal, there may be other influencing factors that need to be further investigated, such as checking the matching accuracy of the cylinder liner and the piston, the quality of the lubricating oil, etc.

[0050] The above shows and describes the basic principles and main features of the present invention and the advantages of the present invention. It is obvious to those skilled in the art that the present invention is not limited to the details of the above exemplary embodiments, and the present invention can be implemented in other specific forms without departing from the spirit or basic features of the present invention. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the present invention is defined by the attached claims rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims are included in the present invention. Any figure mark in the claims should not be regarded as limiting the claims involved.

[0051] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. An intelligent internal combustion engine capable of self-checking piston friction dynamics, comprising a crankcase (1), a transmission crankshaft (2) rotatably mounted inside the crankcase (1), a cylinder head (3) fixedly mounted on one side of the crankcase (1), a sealing cover (4) detachably mounted on the crankcase (1) on a side close to the transmission crankshaft (2), a cylinder sleeve (6) fixedly mounted inside the crankcase (1) and located on the inner side of the cylinder head (3), a crank connecting rod (21) rotatably mounted on the transmission crankshaft (2), and a piston (5) slidably mounted on the inner wall of the cylinder sleeve (6), one end of the transmission crankshaft (2) is transmission-connected to the piston (5) through the crank connecting rod (21), so that the piston (5) performs linear reciprocating motion on the inner wall of the cylinder sleeve (6), and mounting seats (51) are fixedly mounted on both ends of the inner wall of the piston (5) close to the cylinder head (3), characterized in that: It also includes a calibrable multi-terminal piezoelectric detection mechanism, which is arranged in the mounting seat (51) and is used to calibrate the friction force data of the piston (5) and perform replaceable detection work; A friction data transmission mechanism, arranged on one side of the sealing cover (4) and used for transmitting friction force detection data that can calibrate the multi-terminal piezoelectric detection mechanism; A detection end switching mechanism is arranged inside the mounting seat (51) and is used to switch the detection end of the piezoelectric detection; A lubricating oil temperature control mechanism, which is arranged on a side of the sealing cover (4) close to the transmission crankshaft (2) and is used to control the operating temperature of the lubricating oil in the crankcase (1); The calibrable multi-terminal piezoelectric detection mechanism comprises a sliding block (52), a piezoelectric sensor (53), a pressing block (522), a sliding mounting groove (524) and a fine-tuning cylinder wall fitting component. The sliding block (52) and the piezoelectric sensor (53) are each provided in three groups, and the three groups of sliding blocks (52) and piezoelectric sensors (53) are all distributed in a fan-shaped manner at equal distances. The piezoelectric sensor (53) is detachably mounted on a side of the sliding block (52) away from the mounting seat (51). The sliding mounting groove (524) is provided in a manner that allows the sliding block (52) to be mounted on a side of the sliding block (52) away from the mounting seat (51). 24) is provided on a side of the mounting seat (51) close to the sliding block (52) and is slidably matched with the sliding block (52); the pressing block (522) is fixedly mounted on an end of the sliding block (52) away from the piezoelectric sensor (53); the pressing block (522) is slidably matched with the sliding mounting groove (524); the fine-tuning cylinder wall fitting component is arranged on the piezoelectric sensor (53) and is used to fine-tune the distance between the piezoelectric sensor (53) and the sliding block (52) so as to fit the inner wall of the cylinder sleeve (6); The detection end switching mechanism comprises a driving abutting column (54), a motor (55), a driving mounting frame (551), a worm (552), a worm wheel (553), a transmission shaft (554) and a abutting adapter assembly, wherein the driving mounting frame (551) is fixedly mounted on a side of the inner wall of the mounting seat (51) close to the cylinder head (3), the transmission shaft (554) is longitudinally rotatably mounted inside the driving mounting frame (551), the worm (552) and the transmission shaft (554) are cross-staggered and rotatably mounted on the top of the driving mounting frame (551), and the motor (55) is fixedly mounted on the driving mounting frame (551). ) and is located at one end of the worm (552), the motor (55) is electrically connected to an external controller via a signal line, the output end of the motor (55) is fixedly mounted to the worm (552), a worm wheel (553) is fixedly mounted on the surface of the transmission shaft (554), the worm wheel (553) and the worm (552) are meshed with each other, the transmission shaft (554) is fixedly mounted to the driving abutting column (54), the abutting adapter component is arranged on the driving abutting column (54), and is used to abut the abutting block (522) to force the sliding block (52) to drive the piezoelectric sensor (53) to be close to the inner wall of the cylinder sleeve (6); Tension springs (521) are provided on both sides of one end of the clamping block (522) away from the driving clamping column (54); one end of the tension spring (521) is fixedly mounted to the clamping block (522), and the other end is fixedly mounted to the inner wall of the sliding mounting groove (524) close to the sliding block (52).

2. An intelligent internal combustion engine capable of self-checking piston friction dynamics according to claim 1, characterized in that: The friction data transmission mechanism comprises a signal processing transmitter (44) and a piezoelectric tester (45); the signal processing transmitter (44) is fixedly mounted on a side of the sealing cover (4) away from the transmission crankshaft (2); the piezoelectric tester (45) is fixedly mounted on a side of the sealing cover (4) away from the transmission crankshaft (2) and located on a side of the signal processing transmitter (44); the piezoelectric tester (45) is connected to the signal processing transmitter (44) via a signal line; a threading hole (523) is provided on the abutting block (522); the six groups of piezoelectric sensors (53) are electrically connected to the piezoelectric tester (45) via signal lines passing through the threading holes (523); and the signal processing transmitter (44) is electrically connected to an external controller via a signal line.

3. The intelligent internal combustion engine capable of self-checking piston friction dynamics according to claim 2, characterized in that: A sealing plate (511) is detachably mounted on a side of the piston (5) close to the crank connecting rod (21) via bolts, a limiting column is fixedly mounted on a side of the driving abutting column (54) close to the sealing plate (511), and a limiting groove is provided on a side of the sealing plate (511) close to the limiting column for rotationally cooperating with the limiting column.

4. The intelligent internal combustion engine capable of self-checking piston friction dynamics according to claim 1, characterized in that: The lubricating oil temperature control mechanism comprises a lubricating oil cooler (41) fixedly mounted at the center of one side of the sealing cover (4) close to the transmission crankshaft (2), a lubricating oil heater (42) fixedly mounted on one side of the sealing cover (4) close to the transmission crankshaft (2), and a temperature sensor (43) fixedly mounted on the other side of the sealing cover (4) close to the transmission crankshaft (2). An injector is also mounted on the side of the sealing cover (4) close to the transmission crankshaft (2). The injector is connected to an external lubricating oil pump. The oil inlet end of the lubricating oil pump is connected to the lubricating oil in the crankcase via an oil inlet pipeline. The oil outlet end of the lubricating oil pump is connected to an oil nozzle via an oil outlet pipeline. The oil nozzle faces the piston (5). The lubricating oil temperature control mechanism is connected to an external controller via a signal cable. The external controller is then electrically connected to the lubricating oil pump via a signal line.

5. The intelligent internal combustion engine capable of self-checking piston friction dynamics according to claim 1, characterized in that: The fine-tuning cylinder wall fitting component comprises an adjustment plate (531) and a locking screw (532). The adjustment plate (531) is provided in two groups and is fixedly mounted on both sides of an end of the piezoelectric sensor (53) close to the sliding block (52). The adjustment plate (531) is slidably matched with the inside of the sliding block (52). Two locking screws (532) are longitudinally provided and are both threadedly connected to the sliding block (52) and are used to lock and fix the adjustment plate (531).

6. The intelligent internal combustion engine capable of self-checking piston friction dynamics according to claim 1, characterized in that: The abutting adapter assembly comprises a cam block (541), a slide bar (542) and a spring (543); the spring (543) is fixedly mounted on a side of the cam block (541) close to the driving abutting column (54), and three groups of the springs (543) are arranged at equal distances in the longitudinal direction; a through hole for slidingly cooperating with the slide bar (542) is provided inside the driving abutting column (544); the spring (543) is sleeved on the surface of the slide bar (542), and one end of the spring is fixedly mounted on the driving abutting column (54), and the other end is fixedly mounted on the cam block (541).

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