Lubrication control system, method, and vehicle for fuel injector

Abstract

The application relates to a lubrication control system, method and vehicle of a fuel nozzle, comprising an oil tank, an oil supply module, a pneumatic module and a control unit; the oil tank is connected to the oil supply module through a first oil supply pipeline; the oil supply module comprises an oil supply pipe and a plurality of oil storage chambers, one end of the oil supply pipe is connected to the oil storage chamber, the other end of the oil supply pipe is connected to the oil tank, and the output end of the oil storage tank is connected to the fuel nozzle; the pneumatic module is connected to the input end of the plurality of oil storage chambers through an air pipeline; the oil tank and the pneumatic module are both connected to the control unit, and the control unit is used for controlling the oil tank to supply oil to the oil supply module and controlling the pneumatic module to supply pressure to the oil storage chamber. The scheme provided by the application can regularly and quantitatively lubricate the fuel nozzle, prolong the service life of the fuel nozzle and improve the efficiency of the engine.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a lubrication control system, method, and vehicle for a fuel nozzle. Background Technology

[0002] In the fuel supply system of an in-cylinder direct injection hydrogen fuel engine, the direct injection nozzle is a core component. Currently, there are two main types of direct injection nozzles on the market: one type has a wear-resistant coating, such as alumina or tungsten silicide; the other type does not have a wear-resistant coating but has a lubricating oil filling hole, requiring manual addition of engine oil to lubricate the nozzle.

[0003] However, manually adding engine oil to lubricate the nozzles requires frequent manual addition, which is costly and cannot be done at regular intervals or in precise quantities. This can lead to damage to the nozzles due to lack of lubrication. Summary of the Invention

[0004] To solve or partially solve the problems existing in the related technologies, this application provides a lubrication control system, method and vehicle for fuel nozzles, which can lubricate the fuel nozzles in a timely and quantitative manner, thereby improving the service life of the fuel nozzles and improving the efficiency of the engine.

[0005] The first aspect of this application provides a lubrication control system for a fuel nozzle, comprising: an oil tank, an oil supply module, a pneumatic module, and a control unit;

[0006] The fuel tank is connected to the fuel supply module via a first fuel supply pipeline;

[0007] The fuel supply module includes a fuel supply pipe and several fuel storage chambers. One end of the fuel supply pipe is connected to the fuel storage chamber, and the other end of the fuel supply pipe is connected to the fuel tank. The output end of the fuel storage tank is connected to the fuel nozzle.

[0008] The pneumatic module is connected to the input end of the plurality of oil storage chambers via an air pipeline;

[0009] Both the oil tank and the pneumatic module are connected to the control unit, which controls the oil tank to supply oil to the oil supply module and controls the pneumatic module to supply pressure to the oil storage chamber.

[0010] In conjunction with the first aspect, in one possible implementation of the first aspect, the oil supply pipe is connected to the input end of the oil storage chamber via a second oil supply line, and a one-way valve is provided on the second oil supply line. The one-way valve is used to control the oil in the oil supply pipe to flow unidirectionally to the oil storage chamber via the second oil supply line.

[0011] In conjunction with the first aspect, in one possible implementation of the first aspect, an oil guide channel is provided on the left side inside the oil tank, and the upper end of the oil guide channel is connected to the second oil supply pipeline; an oil outlet chamber is provided on the right side inside the oil tank, and the oil guide channel is connected to the oil outlet chamber through an oil inlet hole, and the oil guide channel is used to input oil from the second oil supply pipeline to the oil outlet chamber.

[0012] In conjunction with the first aspect, in one possible implementation of the first aspect, the oil outlet chamber is provided with a sliding plate, a guide rail, and a limiting plate. The two ends of the two limiting plates are connected to the inner wall of the oil outlet chamber. The guide rail is fixedly disposed between the two limiting plates. The sliding plate is slidably connected to the guide rail. An oil outlet hole is provided at the bottom of the oil outlet chamber. The sliding plate is used to output oil from the oil outlet hole to the fuel nozzle.

[0013] In conjunction with the first aspect, in one possible implementation of the first aspect, the oil storage tank further includes an air chamber, which is disposed at the upper end of the oil outlet chamber. The upper end of the air chamber is provided with an air inlet and an air vent. Both the air inlet and the air vent are connected to the pneumatic module through the air pipeline. The air chamber is used to make the slider slide on the guide rail by air pressure.

[0014] In conjunction with the first aspect, in one possible implementation of the first aspect, a liquid level sensor is provided inside the oil tank, a first liquid level line is provided at the upper end of the oil tank, a second liquid level line is provided at the lower end of the oil tank, the liquid level sensor is disposed between the first liquid level sensing line and the second liquid level sensing line, and the liquid level sensor is electrically connected to the control unit.

[0015] In conjunction with the first aspect, in one possible implementation of the first aspect, a first solenoid valve is provided on the first oil supply line, the first solenoid valve is electrically connected to the control unit, and the first solenoid valve is used to control the opening and closing of the first oil supply line.

[0016] A second solenoid valve is installed on the air duct, and the second solenoid valve is electrically connected to the control unit. The second solenoid valve is used to control the opening and closing of the air duct.

[0017] A second aspect of this application provides a control method for a lubrication control system, applied to the lubrication control system of a fuel nozzle as described above, wherein the method includes the following steps:

[0018] The control unit acquires the engine's status information;

[0019] The control unit determines the number of times the nozzle is lubricated based on the engine's status information;

[0020] The control unit controls the oil tank to supply oil to the oil supply module according to the number of lubrication cycles, and controls the pneumatic module to pressurize the oil supply module so that the oil supply module lubricates the nozzle at least once.

[0021] In conjunction with the second aspect, in one possible implementation of the second aspect, the state information includes at least the engine speed information and torque information.

[0022] A third aspect of this application provides a vehicle including a lubrication control system for a fuel injector as described above.

[0023] The technical solution provided in this application may include the following beneficial effects:

[0024] The lubrication control system, method, and vehicle for fuel nozzles disclosed in this application include a fuel tank, a fuel supply module, a pneumatic module, and a control unit. The fuel tank is connected to the fuel supply module via a first fuel supply line. The fuel supply module includes a fuel supply pipe and several fuel reservoirs. One end of the fuel supply pipe is connected to a fuel reservoir, and the other end of the fuel supply pipe is connected to the fuel tank. The output end of the fuel reservoir is connected to the fuel nozzle. The pneumatic module is connected to the input ends of several fuel reservoirs via air lines. Both the fuel tank and the pneumatic module are connected to the control unit, which controls the fuel tank to supply oil to the fuel supply module and controls the pneumatic module to supply pressure to the fuel reservoirs. This allows for timed and metered lubrication of the fuel nozzles, improving their service life and increasing engine efficiency.

[0025] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0026] The above and other objects, features and advantages of this application will become more apparent from the more detailed description of exemplary embodiments thereof in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments thereof.

[0027] Figure 1 This is a schematic diagram of the lubrication control system for a fuel nozzle shown in an embodiment of this application;

[0028] Figure 2 This is a schematic diagram of the structure of the oil storage chamber shown in the embodiments of this application;

[0029] Figure labels: 1. Oil tank; 101. First oil supply line; 102. First solenoid valve; 2. Oil supply line; 201. Second oil supply line; 202. Check valve; 3. Oil reservoir; 301. Oil guide channel; 302. Oil outlet chamber; 303. Oil inlet; 304. Sliding vane; 305. Guide rail; 306. Limiting plate; 307. Oil outlet; 308. Air chamber; 309. Air inlet; 310. Vent; 4. Air line; 401. Second solenoid valve; 5. Pneumatic module; 6. Control unit; 7. Liquid level sensor. Detailed Implementation

[0030] Embodiments of this application will now be described in more detail with reference to the accompanying drawings. While embodiments of this application are shown in the drawings, it should be understood that this application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to make this application more thorough and complete, and to fully convey the scope of this application to those skilled in the art.

[0031] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0032] It should be understood that although the terms "first," "second," "third," etc., may be used in this application to describe various information, this information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0033] Furthermore, in the embodiments of this application, "multiple" refers to two or more. Therefore, in the embodiments of this application, "multiple" can also be understood as "at least two". "At least one" can be understood as one or more, such as one, two, or more. For example, including at least one means including one, two, or more, and is not limited to which ones are included. For example, including at least one of A, B, and C, then it could include A, B, C, A and B, A and C, B and C, or A and B and C.

[0034] In the description of this application, it should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0035] Unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0036] In related technologies, the direct injection nozzle is a core component in the fuel supply system of an engine with direct injection of hydrogen fuel. Currently, there are two main types of direct injection nozzles on the market: one type has a wear-resistant coating, such as alumina or tungsten silicide; the other type does not have a wear-resistant coating but has a lubricating oil filling hole, requiring manual addition of engine oil to lubricate the nozzle.

[0037] However, manually adding engine oil to lubricate the fuel injectors requires frequent user intervention, resulting in high labor costs and an inability to precisely and timely add oil, potentially leading to damage due to insufficient lubrication. To reduce the occurrence of fuel injectors operating without lubrication, an automatic lubrication system can be installed in the vehicle. This system supplies oil to the fuel injectors just before they begin operation, and can also be programmed to provide lubrication at set times and in measured amounts. This prevents insufficient lubrication during operation and extends the lifespan of the fuel injectors.

[0038] To address the aforementioned issues, this application provides a lubrication control system for a fuel nozzle, which can lubricate the fuel nozzle at regular intervals and in a measured manner, thereby improving the service life of the fuel nozzle and increasing engine efficiency.

[0039] The technical solutions of the embodiments of this application are described in detail below with reference to the accompanying drawings.

[0040] Figure 1 This is a schematic diagram of the lubrication control system for a fuel nozzle as shown in an embodiment of this application.

[0041] See Figure 1A lubrication control system for a fuel nozzle includes: an oil tank 1, an oil supply module, a pneumatic module 5, and a control unit 6;

[0042] Fuel tank 1 is connected to fuel supply module through first fuel supply line 101. Fuel tank 1 stores fuel. The driver can actively add fuel to fuel tank 1. Fuel tank 1 can transfer fuel to fuel supply module through first fuel supply line 101.

[0043] The fuel supply module includes a fuel supply pipe 2 and several fuel storage chambers 3. One end of the fuel supply pipe 2 is connected to the fuel storage chamber 3, and the other end of the fuel supply pipe is connected to the fuel tank 1. The output end of the fuel tank 1 is connected to the fuel nozzle. Several fuel storage chambers 3 are connected to one side of the fuel supply pipe 2. The fuel supply pipe 2 can receive fuel from the fuel tank 1 and store a certain amount of fuel. The fuel supply pipe 2 can transfer fuel to each fuel storage chamber 3. Each fuel storage chamber 3 can be connected to a fuel nozzle, and each fuel storage chamber 3 can supply fuel to the fuel nozzle.

[0044] Fuel injectors are a key component of the fuel injection system, responsible for precisely injecting fuel into the cylinders in a mist form. This atomization helps ensure complete combustion, thereby improving engine combustion efficiency. When fuel injectors malfunction or are damaged, fuel consumption increases. This is because the working condition of the fuel injectors directly affects the amount and timing of fuel injection, thus impacting engine combustion efficiency. If the fuel injectors are clogged or dirty, fuel injection will be impaired, leading to incomplete combustion and increased fuel consumption. The performance of the fuel injectors directly affects engine power output. If the fuel injectors are damaged or malfunctioning, insufficient fuel supply will occur, affecting engine power performance. Especially under acceleration or high-load conditions, fuel injector malfunctions can lead to insufficient engine power, affecting vehicle driving performance. Lubricating the fuel injectors with oil can extend their service life. Therefore, adding oil to the fuel injectors periodically and quantitatively through the fuel supply module can keep the fuel injectors constantly lubricated, extending their service life.

[0045] The pneumatic module 5 is connected to the input end of several oil reservoirs 3 via air pipes 4. The pneumatic module 5 may include an air compressor and air pipes 4. The air pipes 4 are connected to the input end of each oil reservoir 3. The air compressor can pressurize air and input air into the oil reservoir 3 through the air pipes 4, which can push the oil in the oil reservoir 3 to release oil to the fuel nozzle. It is convenient to operate and highly efficient.

[0046] Both the oil tank 1 and the pneumatic module 5 are connected to the control unit 6. The control unit 6 is used to control the oil tank 1 to supply oil to the oil supply module and to control the pneumatic module 5 to supply pressure to the oil storage chamber 3. The control unit 6 can control the oil tank 1 and the oil supply module to release engine oil to the fuel nozzle in a timed and quantitative manner according to the set program.

[0047] Control unit 6 can be an engine control unit (ECU). The ECU monitors the engine's operating status and parameters, adjusts fuel supply, and controls ignition timing to ensure efficient and stable engine operation. The ECU achieves precise engine control by receiving, processing, and sending signals. It utilizes advanced electronic technology and computing power to digitize the information obtained from sensors and perform corresponding operations according to preset programs and logic.

[0048] The lubrication control system, method, and vehicle for fuel nozzles disclosed in this application include a fuel tank 1, a fuel supply module, a pneumatic module 5, and a control unit 6. The fuel tank 1 is connected to the fuel supply module via a first fuel supply line 101. The fuel supply module includes a fuel supply pipe 2 and several fuel storage chambers 3. One end of the fuel supply pipe 2 is connected to a fuel storage chamber 3, and the other end of the fuel supply pipe 2 is connected to the fuel tank 1. The output end of the fuel storage tank 1 is connected to the fuel nozzle. The pneumatic module 5 is connected to the input ends of several fuel storage chambers 3 via an air line 4. Both the fuel tank 1 and the pneumatic module 5 are connected to the control unit 6. The control unit 6 is used to control the fuel tank 1 to supply oil to the fuel supply module and to control the pneumatic module 5 to supply pressure to the fuel storage chambers 3. This allows for timed and quantitative lubrication of the fuel nozzles, improving their service life and increasing engine efficiency.

[0049] In one possible implementation, the oil supply pipe 2 is connected to the input end of the oil storage chamber 3 via the second oil supply line 201. The second oil supply line 201 is equipped with a one-way valve 202, which is used to control the oil in the oil supply pipe to flow unidirectionally to the oil storage chamber 3 via the second oil supply line 201.

[0050] Specifically, the one-way valve 202 is installed on the second oil supply line 201 and can control whether the second oil supply line 201 is connected. When there is too much oil in the oil supply line, the one-way valve 202 can be opened so that the oil in the oil supply line can be transferred to the oil storage chamber 3. When it is not necessary to transfer oil to the oil storage chamber 3, the one-way valve 202 is closed.

[0051] In one possible implementation, an oil guide channel 301 is provided on the left side inside the oil tank 1, and the upper end of the oil guide channel 301 is connected to the second oil supply pipeline 201; an oil outlet chamber 302 is provided on the right side inside the oil tank 1, and the oil guide channel 301 is connected to the oil outlet chamber 302 through the oil inlet hole 303. The oil guide channel 301 is used to input oil from the second oil supply pipeline 201 to the oil outlet chamber 302.

[0052] Specifically, an oil guide channel 301 can be provided on the right side inside the oil reservoir 1. The length of the oil guide channel 301 can be the same as the height of the oil reservoir 1. The upper part of the oil guide channel 301 is connected to the second oil supply line 201. An oil inlet 303 is provided below the oil guide channel 301. The second oil supply line 201 can input oil into the oil guide channel 301. The oil guide channel 301 can transfer engine oil to the oil outlet chamber 302 through the oil inlet 303. The height of the oil inlet 303 can be set as needed.

[0053] Specifically, the volume of the oil outlet chamber 302 can be 0.5ml, meaning that the oil outlet chamber 302 can hold and release 0.5ml of engine oil at a time.

[0054] In one possible implementation, the oil outlet chamber 302 is provided with a sliding plate 304, a guide rail 305, and a limiting plate 306. The two ends of the two limiting plates 306 are connected to the inner wall of the oil outlet chamber 302. The guide rail 305 is fixedly disposed between the two limiting plates 306. The sliding plate 304 is slidably connected to the guide rail 305. An oil outlet hole 307 is provided at the bottom of the oil outlet chamber 302. The sliding plate 304 is used to output oil from the oil outlet hole 307 to the fuel nozzle.

[0055] Specifically, the two ends of the limiting plate 306 are connected to the inner wall of the oil outlet chamber 302, and one side of the limiting plate 306 is close to the oil guide channel 301. The guide rail 305 is set between the two limiting plates 306. The guide rail 305 can be set as two guide rails 305. The sliding plate 304 is slidably connected to the two guide rails 305. When it is necessary to release oil to the fuel nozzle, the sliding plate 304 can slide down on the guide rail 305, so that the fuel is discharged from the oil outlet hole 307 at the bottom of the oil outlet chamber 302 and released to the fuel nozzle. After the release is completed, the sliding plate 304 can return to the top of the guide rail 305 to prepare for the next sliding. The sliding plate 304 can be made of lightweight aluminum alloy and fits precisely with the guide rail 305 on the inner wall of the oil outlet chamber 302. The surface of the sliding plate 304 can be coated with DLC wear-resistant coating, which can not only ensure the sealing of the oil outlet chamber 302, but also ensure that the sliding plate 304 can slide smoothly on the guide rail 305.

[0056] In one possible implementation, the oil tank 1 further includes an air chamber 308, which is located at the upper end of the oil outlet chamber 302. The upper end of the air chamber 308 is provided with an air inlet 309 and an air vent 310. Both the air inlet 309 and the air vent 310 are connected to the pneumatic module 5 through an air pipe 4. The air chamber 308 is used to make the slide plate 304 slide on the guide rail 305 by air pressure.

[0057] Specifically, the air chamber 308 can hold a certain amount of air. An air inlet 309 and an air vent 310 are provided above the air chamber 308. Both the air inlet 309 and the air vent 310 are connected to the air pipe 4. When oil needs to be released, the pneumatic module 5 inputs compressed air into the air chamber 308 through the air pipe 4. The compressed air is released downward from the air chamber 308, causing the slide plate 304 to slide downward on the guide rail 305, so that the oil reservoir 3 releases fuel to the gas nozzle.

[0058] In one possible implementation, a liquid level sensor 7 is provided inside the oil tank 1, a first liquid level line is provided at the upper end of the oil tank 1, a second liquid level line is provided at the lower end of the oil tank 1, the liquid level sensor 7 is disposed between the first liquid level sensing line and the second liquid level sensing line, and the liquid level sensor 7 is electrically connected to the control unit 6.

[0059] Specifically, the level sensor 7 inside the fuel tank 1 can be used to monitor the fuel level inside the fuel tank 1. When the fuel level is lower than the second level line, it can remind the user to refuel the fuel tank 1. When the fuel level is higher than the first level line, it can remind the user that there is too much fuel. The level data collected by the level sensor 7 can be transmitted to the control unit 6.

[0060] In one possible implementation, a first solenoid valve 102 is provided on the first oil supply line 101, the first solenoid valve 102 is electrically connected to the control unit 6, and the first solenoid valve 102 is used to control the opening and closing of the first oil supply line 101; a second solenoid valve 401 is provided on the air line 4, the second solenoid valve 401 is electrically connected to the control unit 6, and the second solenoid valve 401 is used to control the opening and closing of the air line 4.

[0061] Specifically, the first solenoid valve 102 and the second solenoid valve 401 can be normally closed solenoid valves. The first solenoid valve 102 and the second solenoid valve 401 can be connected to the control unit 6. The control unit 6 can control the opening and closing of the solenoid valves according to a predetermined program. When refueling is required, the control unit 6 can control the first solenoid valve 102 to open so that the oil in the oil tank 1 can enter the oil supply pipe. When refueling is not required, the control unit 6 can control the first solenoid valve 102 to close. When it is necessary to release the oil in the oil reservoir 3 to the fuel nozzle, the control unit 6 can control the second solenoid valve 401 to open so that compressed air enters the oil reservoir 3 through the air pipe 4 and releases the oil in the oil reservoir 3 to the fuel nozzle.

[0062] This application also includes a control method for a lubrication control system, applied to a lubrication control system for a fuel nozzle, wherein the method includes the following steps:

[0063] Control unit 6 acquires engine status information;

[0064] The control unit 6 determines the number of times the fuel injectors need to be lubricated based on the engine's status information;

[0065] The control unit 6 controls the oil tank 1 to supply oil to the oil supply module according to the number of lubrication cycles, and controls the pneumatic module 5 to pressurize the oil supply module so that the oil supply module lubricates the fuel nozzle at least once.

[0066] Specifically, the engine status information can include the engine start signal, speed, torque, and other operating information. When the engine starts, the control unit 6 receives the engine start signal, energizing the first solenoid valve 102 and keeping it normally open. At this time, the control unit 6 starts a timer for 180 seconds. After 180 seconds, the control unit 6 can control the second solenoid valve 401 to open for 3 seconds, allowing the oil in the oil reservoir 3 to fill the fuel injectors, completing the initial oil filling of each cylinder's fuel injector after the first engine start. After the initial oil filling, the control unit 6 calculates and counts the cumulative number of fuel injector operations in real time based on engine speed, torque, and other signals. When the cumulative number of fuel injector operations reaches a certain threshold, the control unit 6 can control the second solenoid valve 401 to open for 3 seconds to fill each cylinder's fuel injector with oil through the oil reservoir 3. The control unit 6 can reset the previous round of cumulative fuel injector operation counts to zero and start a new round of counting, waiting for the next filling, until the control unit 6 receives the engine stop signal and de-energizes the first solenoid valve 102 and the second solenoid valve 401.

[0067] This application also includes a vehicle with a lubrication control system for the fuel injectors described above.

[0068] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated further here.

[0069] The various embodiments of this application have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or improvement of the technology in the market, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. A lubrication control system for a fuel nozzle, characterized in that, include: Fuel tank, fuel supply module, pneumatic module, control unit; The fuel tank is connected to the fuel supply module via a first fuel supply pipeline; The fuel supply module includes a fuel supply pipe and several fuel storage chambers. One end of the fuel supply pipe is connected to the fuel storage chamber, and the other end of the fuel supply pipe is connected to the fuel tank. The output end of the fuel storage chamber is connected to the fuel nozzle. The pneumatic module is connected to the input end of the plurality of oil storage chambers via an air pipeline; The oil tank and the pneumatic module are both connected to the control unit, which controls the oil tank to supply oil to the oil supply module and controls the pneumatic module to supply pressure to the oil storage chamber. The oil supply pipe is connected to the input end of the oil storage chamber through a second oil supply line; an oil guide channel is provided on the left side inside the oil storage chamber, and the upper end of the oil guide channel is connected to the second oil supply line; An oil outlet chamber is provided on the right side inside the oil storage chamber. The oil guide channel is connected to the oil outlet chamber through an oil inlet hole. The oil guide channel is used to input oil from the second oil supply pipeline into the oil outlet chamber. The oil outlet chamber is provided with a sliding plate, a guide rail, and a limiting plate. The two ends of the two limiting plates are connected to the inner wall of the oil outlet chamber. The guide rail is fixedly disposed between the two limiting plates. The sliding plate is slidably connected to the guide rail. An oil outlet hole is provided at the bottom of the oil outlet chamber. The sliding plate is used to output oil from the oil outlet hole to the fuel nozzle.

2. The lubrication control system according to claim 1, characterized in that, A one-way valve is provided on the second oil supply line. The one-way valve is used to control the oil in the oil supply line to flow unidirectionally to the oil storage chamber via the second oil supply line.

3. The lubrication control system according to claim 1, characterized in that, The oil storage chamber also includes an air chamber, which is located at the upper end of the oil outlet chamber. The upper end of the air chamber is provided with an air inlet and an air vent. Both the air inlet and the air vent are connected to the pneumatic module through the air pipeline. The air chamber is used to make the slider slide on the guide rail by air pressure.

4. The lubrication control system according to claim 1, characterized in that, A liquid level sensor is installed inside the oil tank. A first liquid level line is provided at the upper end of the oil tank, and a second liquid level line is provided at the lower end of the oil tank. The liquid level sensor is located between the first liquid level sensing line and the second liquid level sensing line, and the liquid level sensor is electrically connected to the control unit.

5. The lubrication control system according to claim 1, characterized in that, A first solenoid valve is provided on the first oil supply line. The first solenoid valve is electrically connected to the control unit. The first solenoid valve is used to control the opening and closing of the first oil supply line. A second solenoid valve is installed on the air duct, and the second solenoid valve is electrically connected to the control unit. The second solenoid valve is used to control the opening and closing of the air duct.

6. A control method for a lubrication control system, characterized in that, A lubrication control system for a fuel nozzle as described in any one of claims 1-5, wherein the method comprises the following steps: The control unit acquires the engine's status information; The control unit determines the number of times the fuel nozzle is lubricated based on the engine's status information; The control unit controls the oil tank to supply oil to the oil supply module according to the number of lubrication cycles, and controls the pneumatic module to pressurize the oil supply module, so that the oil supply module lubricates the fuel nozzle at least once.

7. The method according to claim 6, characterized in that, The status information includes at least the engine's speed and torque information.

8. A vehicle, characterized in that, The lubrication control system includes the fuel nozzle as described in any one of claims 1-5.

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