Engine control method and device for preventing cavitation erosion of cylinder sleeve, medium and product

Abstract

The invention provides an engine control method and device for preventing cavitation erosion of an air cylinder sleeve, a medium and a product, and relates to the technical field of engine control, and the method comprises the steps that the cooling water pressure value of a data collection point close to one side of the air cylinder sleeve in a cooling water cavity is obtained, the cooling water pressure value of the data acquisition point is in negative correlation with the vibration speed of the cylinder sleeve; whether the cavitation erosion risk exists in the cylinder sleeve is identified based on the cooling water pressure value; if yes, the flow of cooling water flowing through the cooling water cavity is adjusted, so that the pressure value of the cooling water is increased, and adjustment is stopped until the pressure value of the cooling water is larger than the preset saturated vapor pressure of the cooling water; if not, first information used for representing that the cavitation erosion risk does not exist in the cylinder sleeve is sent out. According to the method, the cavitation erosion risk of the cylinder sleeve can be effectively evaluated in real time, corresponding response is quickly made, the method has the remarkable advantages of quick response and high-precision response, the comprehensive durability of the cylinder sleeve can be remarkably improved, and the service life of the cylinder sleeve can be remarkably prolonged.

Description

Technical Field

[0001] The present disclosure belongs to the field of engine control technology, and particularly relates to an engine control method, device, medium and product for preventing cylinder liner cavitation. Background Art

[0002] During engine operation, cylinder liner cavitation is a common phenomenon.

[0003] Related technologies typically rely on dynamic calculations to determine the vibration velocity of the cylinder liner. This change in vibration velocity is converted into a cooling water pressure drop. The cooling water's static pressure and pressure drop are then used to determine the real-time cooling water pressure, which is then compared with the cooling water's saturated vapor pressure. This allows for an assessment of the cylinder liner cavitation risk and, if such risk exists, implementation of measures to mitigate it. These measures include adjusting the engine block's support for the cylinder liner to increase its stiffness, or directly increasing the rigidity of the cylinder liner to reduce the cylinder liner's vibration velocity. Ultimately, this reduces the probability of bubble formation within the cooling water chamber, thereby reducing the risk of cylinder liner cavitation.

[0004] Existing methods for reducing cylinder liner cavitation risk are complex, computationally intensive, and subject to errors. This results in inaccurate control of bubble generation in the cooling water chamber, making precise control of cylinder liner cavitation risk difficult. A more precise and simplified control method is urgently needed to reduce cylinder liner cavitation risk. Summary of the Invention

[0005] The present disclosure provides an engine control method, device, medium and product for preventing cylinder liner cavitation, aiming to at least to some extent solve the technical problem that related technologies cannot effectively control the risk of cylinder liner cavitation due to calculation errors.

[0006] At least one embodiment of the present disclosure provides an engine control method for preventing cylinder liner cavitation. The engine includes a crankcase body, a cylinder liner, and a cooling water chamber, wherein the crankcase body is coupled to the cylinder liner, and the cooling water chamber surrounds the outside of the cylinder liner. The method includes:

[0007] Acquiring a cooling water pressure value at a data acquisition point in the cooling water chamber close to one side of the cylinder liner, wherein the cooling water pressure value at the data acquisition point is negatively correlated with the vibration speed of the cylinder liner;

[0008] identifying whether the cylinder liner has a cavitation risk based on the cooling water pressure value;

[0009] If so, adjusting the cooling water flow through the cooling water chamber so that the cooling water pressure value increases, and stopping the adjustment until the cooling water pressure value is greater than a preset cooling water saturated vapor pressure; and

[0010] If not, first information indicating that there is no risk of cavitation on the cylinder liner is issued.

[0011] In the method provided by at least one embodiment of the present disclosure, the data collection point is set within a set area on the outer surface of the cylinder liner where the maximum vibration velocity point is located, and obtaining the cooling water pressure value at the data collection point in the cooling water chamber close to one side of the cylinder liner includes:

[0012] Collecting initial cooling water pressure data at the data collection point through a water pressure sensor pre-installed at the data collection point; and

[0013] The initial cooling water pressure data is preprocessed to obtain the cooling water pressure value.

[0014] In the method provided by at least one embodiment of the present disclosure, when the cylinder liner is a wet cylinder liner, the data acquisition point is set in the cooling water chamber and is located at the position of the maximum vibration velocity point on the outer surface of the cylinder liner.

[0015] In the method provided by at least one embodiment of the present disclosure, identifying whether the cylinder liner has a cavitation risk based on the cooling water pressure value includes:

[0016] Obtaining the cooling water temperature of the cooling water chamber at the current moment;

[0017] Searching a preset mapping relationship table between cooling water temperature and cooling water saturated vapor pressure to obtain the cooling water saturated vapor pressure that matches the cooling water temperature of the cooling water chamber at the current moment;

[0018] Identifying whether the cooling water pressure value is greater than the cooling water saturated vapor pressure;

[0019] If so, it is determined that the cylinder liner does not have a risk of cavitation; and

[0020] If not, it is determined that the cylinder liner has a risk of cavitation and a warning signal is issued.

[0021] In the method provided by at least one embodiment of the present disclosure, the engine further includes a water pump, the water pump and the cooling water chamber are provided in the same cooling water circulation loop, and regulating the cooling water flow through the cooling water chamber includes:

[0022] Obtaining a pressure deviation between the cooling water pressure value and the cooling water saturated vapor pressure;

[0023] controlling an increase in the flow rate of cooling water output by the water pump based on the pressure deviation;

[0024] again obtaining a cooling water pressure value at a data acquisition point in the cooling water chamber close to one side of the cylinder liner;

[0025] Identify whether the cooling water pressure value is greater than a preset cooling water saturated vapor pressure;

[0026] If so, issuing second information indicating that the cylinder liner has eliminated the risk of cavitation; and

[0027] If not, readjust the cooling water flow rate flowing through the cooling water chamber.

[0028] At least one embodiment of the present disclosure provides a method further comprising:

[0029] In response to the cooling water pressure value being greater than a set multiple of the cooling water saturated vapor pressure, the flow rate of the water pump is reduced to reduce energy consumption of the engine.

[0030] At least one embodiment of the present disclosure provides a method further comprising:

[0031] Recording each operating condition experienced during each engine operation, and the number of times the cylinder liner has a risk of cavitation under each operating condition, and generating a cavitation risk warning report; and,

[0032] When the engine is started or before it is shut down, the method for regulating the cooling water flow through the cooling water chamber is optimized based on the generated cavitation risk warning report, so that the engine operates in the optimized regulation method when the cylinder liner is at risk of cavitation again.

[0033] At least one embodiment of the present disclosure further provides an engine control device for preventing cylinder liner cavitation, the engine comprising a crankcase body, a cylinder liner, and a cooling water chamber, the crankcase body being coupled to the cylinder liner, the cooling water chamber surrounding the outside of the cylinder liner, the device comprising:

[0034] a water pressure sensor, disposed at a data acquisition point in the cooling water chamber near one side of the cylinder liner, and configured to obtain a cooling water pressure value at the data acquisition point, wherein the cooling water pressure value at the data acquisition point is negatively correlated with the vibration velocity of the cylinder liner;

[0035] a risk identification unit configured to identify whether the cylinder liner has a cavitation risk based on the cooling water pressure value;

[0036] a control unit configured to, when there is a risk of cavitation on the cylinder liner, adjust the cooling water flow through the cooling water chamber so that the cooling water pressure value increases, and stop the adjustment when the cooling water pressure value exceeds a preset saturated vapor pressure of the cooling water; and

[0037] The output unit is configured to, when the cylinder liner does not have the risk of cavitation, send first information indicating that the cylinder liner does not have the risk of cavitation.

[0038] At least one embodiment of the present disclosure further provides a storage medium, wherein the storage medium stores a program or instruction, and when the program or instruction is executed by a processor, the steps of the method provided in any embodiment of the present disclosure are implemented.

[0039] At least one embodiment of the present disclosure further provides a program product, including a program or instructions, wherein when the program or instructions are executed by a processor, the steps of the method provided in any embodiment of the present disclosure are implemented.

[0040] Compared to related technologies, the engine control method, device, medium, and product for preventing cylinder liner cavitation provided by the embodiments of the present disclosure provide real-time and accurate monitoring of the cooling water pressure in the engine cylinder liner and, based on actual conditions, timely adjustment of the cooling water flow rate within the cooling water chamber to ensure that the cooling water pressure within the cylinder liner is consistently maintained above the saturated vapor pressure of the cooling water. This method effectively assesses the risk of cylinder liner cavitation in real time and responds accordingly, offering significant advantages in rapid response and high precision. It not only effectively prevents cooling water vaporization in high-temperature and high-pressure environments, thereby significantly reducing the risk of damage to the engine cylinder liner due to cavitation, but also significantly enhances the overall durability and service life of the cylinder liner. This ensures stable and reliable engine operation, giving this engine control method broad application prospects in the engine field. Furthermore, the method is highly automated, following pre-set system steps during operation, significantly reducing the need for manual intervention and effectively avoiding the adverse effects of human error on system stability. This addresses the technical issue in related technologies where calculation errors prevent effective control of cylinder liner cavitation risk.

[0041] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0043] Figure 1 A flow chart of an engine control method for preventing cylinder liner cavitation provided by at least one embodiment of the present disclosure;

[0044] Figure 2 A schematic structural diagram of an engine involved in at least one embodiment of the present disclosure;

[0045] Figure 3 A schematic structural diagram of another engine involved in at least one embodiment of the present disclosure;

[0046] Figure 4 A flowchart of an example of an engine control method for preventing cylinder liner cavitation provided by at least one embodiment of the present disclosure;

[0047] Figure 5 A structural block diagram of an engine control device provided by at least one embodiment of the present disclosure;

[0048] Figure 6 A structural block diagram of a program product provided for at least one embodiment of the present disclosure.

[0049] Reference numerals

[0050] 1- cylinder liner; 2- cooling water chamber; 3- crankcase body; 4- piston; 5- data collection point; 11- water pressure sensor;

[0051] 12-risk identification unit; 13-control unit; 14-output unit; 21-processor; 22-memory; 23-input device; 24-output device; P 采 -Cooling water pressure value; P 饱 -Cooling water saturated vapor pressure; ECU-Engine Controller. DETAILED DESCRIPTION

[0052] The present disclosure is further described in detail below in conjunction with the accompanying drawings and examples. It is particularly noted that the following examples are only used to illustrate the present disclosure and do not limit the scope of the present disclosure. Similarly, the following examples are only some embodiments of the present disclosure and not all embodiments. All other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present disclosure.

[0053] The terms "first," "second," and "third" in the embodiments of the present disclosure are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Thus, features defined as "first," "second," and "third" may explicitly or implicitly include at least one of such features. In the description of the present disclosure, the meaning of "plurality" is at least two, such as two or three, etc., unless otherwise specifically defined.

[0054] In the present disclosure, the terms "one embodiment", "some embodiments", "examples", "specific examples" or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, unless there is any contradiction, those skilled in the art may combine and perform secondary processing on the different embodiments or examples and the features of the different embodiments or examples described in this specification.

[0055] The terms "including," "having," and any variations thereof in the embodiments of the present disclosure are intended to cover non-exclusive inclusions. For example, a process, an engine control method, system, product, or apparatus for preventing cylinder liner cavitation that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to the process, engine control method, product, or apparatus for preventing cylinder liner cavitation.

[0056] As used herein, a "program product" is a software product that implements its solution primarily through a computer program and is not limited to running on a specific type of electronic device or apparatus.

[0057] As used herein, “electronic device” (or simply “terminal”) includes, but is not limited to, a device configured to receive / send communication signals via a wired line connection (such as via a public switched telephone network (PSTN), a digital subscriber line (DSL), a digital cable, a direct cable connection, and / or another data connection / network) and / or via a wireless interface (for example, for a cellular network, a wireless local area network (WLAN), a digital television network such as a DVB-H network, a satellite network, an AM-FM broadcast transmitter, and / or another communication terminal).

[0058] The term "cylinder liner" in the embodiments of the present disclosure refers to a cylindrical part in an engine, which is placed in the cylinder block hole of the engine, and the piston reciprocates in the cylinder liner.

[0059] The term "cylinder liner cavitation" in the embodiments of the present disclosure refers to the vibration of the cylinder liner caused by the piston hitting the cylinder liner, which causes changes in the cooling water pressure in the vibration area of ​​the cylinder liner. When the cooling water pressure is lower than the saturated vapor pressure of the cooling water, cavitation bubbles will be generated. The shock wave after the bubble bursts will have a destructive effect on the outer surface of the cylinder liner, causing small pits in the shape of pockmarks to gradually form on the outer surface of the cylinder liner, which is called cylinder liner cavitation.

[0060] The term "engine controller" in the embodiments of the present disclosure is referred to as ECU. The ECU can be used to implement an engine control method for preventing cylinder liner cavitation.

[0061] The methods used in related technologies to reduce the risk of cylinder liner cavitation are too complicated, require a large amount of calculation, and are subject to calculation errors, which makes the control of bubble generation in the cooling water chamber less precise, and therefore it is difficult to achieve an accurate level of control over the risk of cylinder liner cavitation.

[0062] Figure 1 A flow chart of an engine control method for preventing cylinder liner cavitation provided by at least one embodiment of the present disclosure. The engine includes a crankcase body, a cylinder liner (also called a cylinder liner), and a cooling water chamber, wherein the crankcase body is connected to the cylinder liner, and the cooling water chamber surrounds the outside of the cylinder liner. Figure 1 As shown, the method includes the following steps S10 to S40.

[0063] Step S10: obtaining a cooling water pressure value at a data acquisition point in the cooling water chamber close to a side of the cylinder liner, wherein the cooling water pressure value at the data acquisition point is negatively correlated with the vibration speed of the cylinder liner.

[0064] Step S20: Identify whether there is a risk of cavitation of the cylinder liner based on the cooling water pressure value.

[0065] Step S30: If yes, adjust the cooling water flow through the cooling water chamber to increase the cooling water pressure value until the cooling water pressure value is greater than the preset cooling water saturated vapor pressure, and then stop adjusting.

[0066] Step S40: If not, issuing first information indicating that there is no risk of cavitation on the cylinder liner.

[0067] It should be noted that the data collection points are used to install sensors, and the selection of data collection points is crucial to ensuring that the engine control method is effective in preventing cylinder liner cavitation. Sensors include but are not limited to water pressure sensors, and can also be pressure sensors or acceleration sensors, which obtain the cooling water pressure value through indirect methods. In practical applications, the selection of data collection points should be based on a comprehensive consideration of the structural characteristics of the cooling water chamber, the working conditions of the cylinder liner, and the flow characteristics of the cooling water, and the collection points where the cooling water pressure value and the vibration speed of the cylinder liner are significantly negatively correlated should be selected. These collection points are usually located in key positions of the cooling water chamber. By accurately selecting data collection points, the pressure changes in the cooling water chamber can be more effectively monitored, thereby promptly identifying the risk of cylinder liner cavitation and taking corresponding adjustment measures to ensure the normal operation of the engine.

[0068] Some embodiments of the present disclosure also provide devices, media (storage media), and products (program products) corresponding to the above methods.

[0069] The engine control method for preventing cylinder liner cavitation provided by at least one embodiment of the present disclosure is applicable to any application scenario of existing engines, and the embodiments of the present disclosure are not limited to this. For example, the method can be applied to different types of engine controllers ECUs such as gasoline engines, diesel engines or hybrid engines. In gasoline engines, the method can effectively monitor and prevent the risk of cavitation on the cylinder liner caused by the high temperature and high pressure environment generated by gasoline combustion. In diesel engines, considering the higher pressure and temperature generated by diesel combustion, the method further ensures the durability of the cylinder liner by precisely controlling the cooling water flow and pressure. For hybrid engines, the method is also applicable and can maintain effective monitoring and prevention of the risk of cylinder liner cavitation when the engine switches between different operating modes. In addition, the method can also be applied to the power systems of large machinery such as ships, trains, and airplanes to provide comprehensive protection against cylinder liner cavitation for various engines.

[0070] Compared to related technologies, the method proposed in this disclosure accurately monitors the cooling water pressure in the engine cylinder liner in real time and adjusts the cooling water flow rate within the cooling water chamber based on actual conditions, ensuring that the cooling water pressure within the cylinder liner is consistently maintained above the saturated vapor pressure of the cooling water. This method effectively assesses the risk of cylinder liner cavitation in real time and responds accordingly, offering significant advantages in rapid response and high precision. It not only effectively prevents cooling water vaporization in high-temperature and high-pressure environments, thereby significantly reducing the risk of damage to the engine cylinder liner due to cavitation, but also significantly enhances the overall durability and service life of the cylinder liner. This ensures stable and reliable engine operation, giving this engine control method broad application prospects in the engine field. Furthermore, this method is highly automated, following pre-set system steps during operation, significantly reducing the need for manual intervention and effectively avoiding the adverse effects of human error on system stability. This method addresses the technical issue of related technologies that prevent effective control of cylinder liner cavitation risk due to calculation errors.

[0071] In step S10, based on the close relationship between cooling water pressure and cylinder liner vibration velocity, an increase in cylinder liner vibration velocity indicates that the cylinder liner may be experiencing more severe mechanical impact. Increasing the cooling water pressure accordingly can effectively reduce the risk of vibration-induced cavitation. By accurately measuring the cooling water pressure at the data collection point, real-time monitoring of the cylinder liner's operating status is possible.

[0072] For step S20, the collected cooling water pressure value is analyzed using a pre-set analysis method. There are many analysis methods, such as using a pre-calibrated model, a neural network algorithm or a machine learning algorithm, etc. These analysis methods can be selected according to different application scenarios and needs. The pre-calibrated model is usually based on a large amount of experimental data and experience, and is obtained by fitting and optimizing the data, with high accuracy and reliability. The neural network algorithm and the machine learning algorithm are more flexible and can adapt to different engine types and working conditions. Through self-learning and self-adaptation of the data, more accurate prediction and control of the cylinder liner cavitation risk can be achieved. In actual applications, the most appropriate analysis method can be selected according to the specific situation to improve the operating efficiency and stability of the engine.

[0073] Once the risk of cavitation is identified, the system immediately triggers step S30 and takes measures to adjust the cooling water flow, effectively preventing cavitation and ensuring safe and stable engine operation. Cooling water flow adjustment measures include increasing the cooling water supply or adjusting the cooling water circulation rate to precisely control the cylinder liner temperature. Through real-time monitoring and adjustment, the system ensures that the cylinder liner is always operating in optimal condition, preventing cavitation. This step relies on accurate cooling water pressure measurement and efficient control measures, which work together to ensure engine stability and durability.

[0074] In step S40, upon confirming that the cylinder liner is in a safe state, meaning there's no risk of cavitation, the system immediately triggers step S40 and automatically sends a first message via a pre-defined information channel, such as the engine control system interface, a remote monitoring platform, or the maintenance personnel's mobile device. This information is typically presented in the form of intuitive icons, clear text prompts, or real-time data reports, quickly informing personnel of the cylinder liner's current health status. This instant feedback mechanism allows personnel to promptly understand the engine's operating status and make appropriate maintenance or operational decisions, further ensuring engine safety and reliability.

[0075] Figure 2 This is a schematic diagram of the structure of an engine involved in at least one embodiment of the present disclosure. Figure 2 As shown, piston 4 is mounted in cylinder liner 1. During engine operation, piston 4 reciprocates within cylinder liner 1, while cooling water flows through cooling water chamber 2, removing heat generated by friction and combustion in cylinder liner 1 and piston 4. Crankcase body 3 moves with the movement of piston 4.

[0076] Figure 3 This is a structural diagram of another engine involved in at least one embodiment of the present disclosure. Figure 3 The left figure in FIG is a schematic diagram of a local structure of an engine related to the method provided by the present disclosure. Figure 3 The right picture is Figure 3 The enlarged schematic diagram of the local structure in the box in the left figure. Figure 3 As shown, the water pressure sensor at the data collection point 5 is installed on one side of the cylinder liner 1 at the cooling water chamber 2, and is used to monitor the cooling water pressure value at the location in real time.

[0077] In some embodiments, in order to provide accurate data support for cylinder liner cavitation risk assessment, the data collection point is set within a set area on the outer surface of the cylinder liner where the maximum vibration velocity point is located, and step S10 is refined into the following sub-steps S101 and S102.

[0078] Sub-step S101: collecting initial cooling water pressure data at the data collection point through a water pressure sensor pre-installed at the data collection point.

[0079] Sub-step S102: performing data preprocessing on the initial cooling water pressure data to obtain the cooling water pressure value.

[0080] Among them, the data collection point for the installation of the water pressure sensor in sub-step S101 can be calculated by dynamic software, and the position is within the set area where the maximum vibration velocity point is located on the outer surface of the cylinder liner of the cooling water chamber. For dry cylinder liners, the data collection point is usually located in the middle or lower part of the outer wall of the cylinder liner, because these areas are more susceptible to the impact and vibration of the cooling water. For wet cylinder liners, the position of the data collection point may be adjusted according to the specific structure of the cylinder liner and the layout of the cooling system, but it is also necessary to ensure that it is located within the set area with the maximum vibration velocity. The data preprocessing in sub-step S102 includes steps such as removing abnormal data, smoothing, and data standardization to ensure the accuracy of subsequent data analysis. Through data preprocessing, noise interference can be effectively reduced and the reliability of cooling water pressure data can be improved, thereby providing more accurate data support for the subsequent cylinder liner cavitation risk assessment.

[0081] In some embodiments, to more effectively assess the cavitation risk of the cylinder liner, when the cylinder liner is a wet liner, a data collection point is placed in the cooling water chamber at the point of maximum vibration velocity on the outer surface of the cylinder liner. The wet cylinder liner's design places it in direct contact with the cooling water, so pressure changes within the cooling water chamber have a direct impact on the cavitation risk of the cylinder liner. Placing the data collection point in the cooling water chamber and precisely positioning it at the point of maximum vibration velocity on the outer surface of the cylinder liner captures the most critical cooling water pressure data. This location is based on precise calculations using dynamics software, ensuring the representativeness and accuracy of the data. This setup allows for more precise monitoring and analysis of cooling water pressure changes, leading to a more effective assessment of the cylinder liner's cavitation risk. Furthermore, this precise data collection method provides strong data support for subsequent engine control strategies, contributing to more accurate and efficient engine protection.

[0082] In some embodiments, in order to adapt to the engine operating in various complex working conditions, step S20 is refined into the following sub-steps S201 to S205.

[0083] Sub-step S201: obtaining the cooling water temperature of the cooling water chamber at the current moment.

[0084] Sub-step S202: searching a preset mapping relationship table between cooling water temperature and cooling water saturated vapor pressure to obtain the cooling water saturated vapor pressure that matches the cooling water temperature of the cooling water chamber at the current moment.

[0085] Sub-step S203: Identify whether the cooling water pressure value is greater than the cooling water saturated vapor pressure.

[0086] Sub-step S204: If yes, determine that there is no risk of cavitation of the cylinder liner.

[0087] Sub-step S205: If not, it is determined that there is a risk of cavitation of the cylinder liner and a warning signal is issued.

[0088] Substeps S201 through S205 enable a rapid and accurate assessment of cylinder liner cavitation risk. These steps, through real-time monitoring of cooling water temperature and the calculation of the cooling water saturated vapor pressure, combine this with the cooling water pressure to make a comprehensive assessment. This fully considers the complexity and dynamic nature of the cooling water system, ensuring the reliability of the assessment results. This allows the engine control system to respond quickly and implement necessary protective measures, effectively preventing cylinder liner cavitation and extending engine life.

[0089] In some embodiments, in order to effectively avoid cavitation, the engine also includes a water pump, and the water pump and the cooling water chamber are arranged in the same cooling water circulation loop, and the adjustment of the cooling water flow rate flowing through the cooling water chamber in step S30 is refined to include the following sub-steps S301-sub-steps S306.

[0090] Sub-step S301: obtaining a pressure deviation between the cooling water pressure value and the cooling water saturated vapor pressure.

[0091] Sub-step S302: controlling the increase in the cooling water flow rate output by the water pump based on the pressure deviation.

[0092] Sub-step S303: again obtaining the cooling water pressure value at the data collection point in the cooling water chamber close to the cylinder liner side.

[0093] Sub-step S304: Identify whether the cooling water pressure value is greater than a preset cooling water saturated vapor pressure.

[0094] Sub-step S305: If yes, issue a second message indicating that the risk of cavitation of the cylinder liner has been eliminated.

[0095] Sub-step S306: If not, readjust the cooling water flow rate flowing through the cooling water chamber.

[0096] It should be noted that the water pump does not have to be an electronically controlled water pump, it can also be a mechanical water pump or other types of water pumps. The key is that the water pump can adjust the flow rate of cooling water according to the difference between the cooling water pressure and the saturated vapor pressure, thereby achieving precise control of the cylinder liner temperature and avoiding the occurrence of cavitation.

[0097] Substeps S301 through S306 enable precise control of the cooling water flow rate, ensuring that the cooling water forms a stable protective layer around the cylinder liner, effectively combating the risk of cavitation. This refined control strategy not only improves engine efficiency but also further enhances its stability and durability. Furthermore, through real-time monitoring and dynamic adjustments, this method can rapidly respond to any potential cavitation threats, ensuring the engine is always in optimal operating condition.

[0098] In some embodiments, in order to further optimize the utilization efficiency of cooling water, the method further includes the following step S50.

[0099] Step S50: In response to the cooling water pressure value being greater than a set multiple of the cooling water saturated vapor pressure, reducing the flow rate of the water pump to reduce the energy consumption of the engine.

[0100] Step S50 can further optimize cooling water utilization efficiency and avoid unnecessary energy waste. When the cooling water pressure is significantly higher than a set multiple of its saturated vapor pressure, for example, 1.2 times, the cooling water system is relatively safe. Appropriately reducing the water pump flow rate at this point will not negatively impact cylinder liner cooling but can significantly reduce engine energy consumption and improve overall operating efficiency. This step demonstrates that this method not only ensures engine safety but also takes into account efficient energy utilization, making it a crucial component of intelligent engine control strategies.

[0101] In some embodiments, the method further includes the following steps S60 to S70.

[0102] Step S60: Record each operating condition experienced during each engine operation, as well as the number of times the cylinder liner has cavitation risk under each operating condition, and generate a cavitation risk warning report.

[0103] Step S70: When the engine is started or before it is shut down, the method for regulating the cooling water flow through the cooling water chamber is optimized based on the generated cavitation risk warning report, so that the engine operates in the optimized regulation method when the cylinder liner has the risk of cavitation again.

[0104] Steps S60 and S70 further enhance the intelligence of the cooling water system. Step S60, by recording engine operating conditions and cavitation risk occurrences in detail, provides valuable data support for subsequent analysis and optimization. Step S70, based on this data, dynamically adjusts the cooling water flow rate, ensuring the engine can adopt a more appropriate adjustment method when faced with potential cavitation risks. This process not only enhances the engine's adaptability to complex operating conditions but also further improves the cooling system's operating efficiency, thereby extending the engine's service life and reducing maintenance costs.

[0105] Figure 4 This is a flow chart of an example of an engine control method for preventing cylinder liner cavitation provided by at least one embodiment of the present disclosure. Figure 4 As shown, the water pressure sensor transmits the collected cooling water pressure data to the engine controller ECU, and the ECU collects the cooling water pressure value P 采 and cooling water saturated vapor pressure P 饱 For comparison, the saturated vapor pressure of cooling water P 饱 It can be obtained from the inherent properties of cooling water. If the cooling water pressure value P 采 Greater than the saturated vapor pressure of cooling water P 饱 , then ECU does not issue any instructions; if the cooling water pressure value P 采 Less than the saturated vapor pressure of cooling water P 饱 , the ECU controls the electronically controlled water pump to increase the flow rate, thereby increasing the cooling water pressure value P collected by the water pressure sensor. 采 , until the cooling water pressure value P 采 Greater than the saturated vapor pressure of cooling water P 饱 The system can accurately and effectively monitor and control the risk of cylinder liner cavitation.

[0106] Figure 5 This is a block diagram of the structure of an engine control device provided by at least one embodiment of the present disclosure. The engine includes a crankcase body, a cylinder liner, and a cooling water chamber. The crankcase body is connected to the cylinder liner, and the cooling water chamber surrounds the outside of the cylinder liner. Figure 5 As shown, the engine control device for preventing cylinder liner cavitation includes a water pressure sensor 11 , a risk identification unit 12 , a control unit 13 and an output unit 14 .

[0107] The water pressure sensor 11 is arranged at a data collection point in the cooling water chamber close to the cylinder liner side and is configured to obtain the cooling water pressure value at the data collection point, wherein the cooling water pressure value at the data collection point is negatively correlated with the vibration speed of the cylinder liner.

[0108] The risk identification unit 12 is configured to identify whether there is a risk of cavitation of the cylinder liner based on the cooling water pressure value.

[0109] The control unit 13 is configured to adjust the cooling water flow through the cooling water chamber when there is a risk of cavitation of the cylinder liner, so that the cooling water pressure value increases until the cooling water pressure value is greater than the preset cooling water saturated vapor pressure and stop adjusting.

[0110] The output unit 14 is configured to, when the cylinder liner does not have cavitation risk, send out first information indicating that the cylinder liner does not have cavitation risk.

[0111] The specific manner in which each unit in the above device embodiment performs operations has been described in detail in the embodiment of the method, and will not be elaborated on here.

[0112] In some embodiments, the control unit 13 includes an engine controller (ECU) and an electronically controlled water pump. These three core components, the water pressure sensor, the engine controller (ECU), and the electronically controlled water pump, serve as key components of a real-time monitoring and control system for the cooling water pressure on the cylinder liner side of the cooling water chamber. They are responsible for signal acquisition, control, and execution, respectively.

[0113] The embodiment of the present disclosure further provides a storage medium, which stores a program or instruction. When the program or instruction is executed by a processor, the steps of the above method embodiment are implemented.

[0114] The present disclosure also provides a program product, such as Figure 6 As shown, the program product includes one or more processors 21 and a memory 22. Figure 6 A processor 21 is taken as an example.

[0115] The controller may further include an input device 23 and an output device 24 .

[0116] The processor 21, the memory 22, the input device 23 and the output device 24 may be connected via a bus or other means. Figure 6 The bus connection is taken as an example.

[0117] The processor 21 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or a combination of the above chips. The general-purpose processor can be a microprocessor or any conventional processor.

[0118] Memory 22, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and units, such as the program instructions / units corresponding to the method in the embodiments of the present disclosure. Processor 21 executes the non-transitory software programs, instructions, and units stored in memory 22 to execute various functional applications and data processing of the server, thereby implementing the steps of the above-mentioned method embodiments.

[0119] The memory 22 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and application programs required for at least one function; the data storage area may store data created based on the use of the processing device operated by the server, etc. In addition, the memory 22 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other non-volatile solid-state storage device. In some embodiments, the memory 22 may optionally include a memory remotely located relative to the processor 21, and these remote memories may be connected to a network connection device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0120] The input device 23 can receive input digital or character information and generate key signal input related to user settings and function control of the processing device of the server. The output device 24 can include a display device such as a display screen.

[0121] One or more units are stored in the memory 22 and when executed by one or more processors 21, perform the following steps: Figure 1 The method shown.

[0122] Those skilled in the art will appreciate that all or part of the processes in the above method embodiments can be implemented by instructing related hardware through a computer program. The program can be stored in a computer-readable storage medium, and when the program is executed, it can include the processes in the above method embodiments. The storage medium can be a magnetic disk, an optical disk, a read-only memory (ROM), a random access memory (RAM), a flash memory (FM), a hard disk drive (HDD), or a solid-state drive (SSD). The storage medium can also include a combination of the above types of memory.

[0123] Although the embodiments of the present disclosure have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present disclosure, and such modifications and variations are all within the scope defined by the appended claims.

[0124] Although the embodiments of the present disclosure have been shown and described above, it is understood that the above embodiments are illustrative and are not to be construed as limitations on the present disclosure. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present disclosure.

Claims

1. An engine control method for preventing cylinder liner cavitation, wherein the engine comprises a crankcase body, a cylinder liner, and a cooling water chamber, wherein the crankcase body is connected to the cylinder liner, and the cooling water chamber surrounds the outside of the cylinder liner, characterized in that: The method comprises: Acquiring a cooling water pressure value at a data acquisition point in the cooling water chamber close to one side of the cylinder liner, wherein the cooling water pressure value at the data acquisition point is negatively correlated with the vibration speed of the cylinder liner; identifying whether the cylinder liner has a cavitation risk based on the cooling water pressure value; If so, adjusting the cooling water flow through the cooling water chamber so that the cooling water pressure value increases, and stopping the adjustment until the cooling water pressure value is greater than a preset cooling water saturated vapor pressure; and If not, first information indicating that there is no risk of cavitation on the cylinder liner is issued.

2. The method according to claim 1, characterized in that The data collection point is set within a set area on the outer surface of the cylinder liner where the maximum vibration velocity point is located, and obtaining the cooling water pressure value of the data collection point in the cooling water chamber close to one side of the cylinder liner includes: Collecting initial cooling water pressure data at the data collection point through a water pressure sensor pre-installed at the data collection point; and The initial cooling water pressure data is preprocessed to obtain the cooling water pressure value.

3. The method according to claim 1, characterized in that When the cylinder liner is a wet cylinder liner, the data collection point is set in the cooling water chamber and is located at the position of the maximum vibration speed point on the outer surface of the cylinder liner.

4. The method according to any one of claims 1 to 3, characterized in that The identifying whether the cylinder liner has a cavitation risk based on the cooling water pressure value includes: Obtaining the cooling water temperature of the cooling water chamber at the current moment; Searching a preset mapping relationship table between cooling water temperature and cooling water saturated vapor pressure to obtain the cooling water saturated vapor pressure that matches the cooling water temperature of the cooling water chamber at the current moment; Identifying whether the cooling water pressure value is greater than the cooling water saturated vapor pressure; If so, it is determined that the cylinder liner does not have a risk of cavitation; and If not, it is determined that the cylinder liner has a risk of cavitation and a warning signal is issued.

5. The method according to any one of claims 1 to 3, characterized in that The engine further includes a water pump, wherein the water pump and the cooling water chamber are provided in the same cooling water circulation loop, and the regulating the cooling water flow through the cooling water chamber includes: Obtaining a pressure deviation between the cooling water pressure value and the cooling water saturated vapor pressure; controlling an increase in the flow rate of cooling water output by the water pump based on the pressure deviation; again obtaining a cooling water pressure value at a data acquisition point in the cooling water chamber close to one side of the cylinder liner; Identify whether the cooling water pressure value is greater than a preset cooling water saturated vapor pressure; If so, issuing second information indicating that the cylinder liner has eliminated the risk of cavitation; and If not, readjust the cooling water flow rate flowing through the cooling water chamber.

6. The method according to claim 5, characterized in that Also includes: In response to the cooling water pressure value being greater than a set multiple of the cooling water saturated vapor pressure, the flow rate of the water pump is reduced to reduce energy consumption of the engine.

7. The method according to any one of claims 1 to 3, characterized in that Also includes: Record each operating condition experienced during each engine operation, as well as the number of times the cylinder liner has cavitation risk under each operating condition, and generate a cavitation risk warning report; as well as, When the engine is started or before it is shut down, the method for regulating the cooling water flow through the cooling water chamber is optimized based on the generated cavitation risk warning report, so that the engine operates in the optimized regulation method when the cylinder liner is at risk of cavitation again.

8. An engine control device for preventing cylinder liner cavitation, the engine comprising a crankcase body, a cylinder liner, and a cooling water chamber, the crankcase body being connected to the cylinder liner, the cooling water chamber surrounding the outside of the cylinder liner, characterized in that: The device comprises: a water pressure sensor, disposed at a data acquisition point in the cooling water chamber near one side of the cylinder liner, and configured to obtain a cooling water pressure value at the data acquisition point, wherein the cooling water pressure value at the data acquisition point is negatively correlated with the vibration velocity of the cylinder liner; a risk identification unit configured to identify whether the cylinder liner has a cavitation risk based on the cooling water pressure value; a control unit configured to, when there is a risk of cavitation on the cylinder liner, adjust the cooling water flow through the cooling water chamber so that the cooling water pressure value increases, and stop adjusting the cooling water pressure value when the cooling water pressure value exceeds a preset saturated vapor pressure of the cooling water; and The output unit is configured to, when the cylinder liner does not have the risk of cavitation, send first information indicating that the cylinder liner does not have the risk of cavitation.

9. A storage medium, characterized in that: The storage medium stores a program or instruction, and when the program or instruction is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A program product comprising a program or instructions, characterized in that When the program or instruction is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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