Oil injection system with variable angle of cold oil cavity in piston of internal combustion engine

Abstract

The invention belongs to the technical field of piston cooling devices, and particularly relates to an internal combustion engine piston inner-cooling oil cavity angle-variable oil injection system which comprises an acquisition assembly, a control assembly and a control assembly. The oil injection assembly comprises an oil injection seat, and an oil injection nozzle is arranged on the oil injection seat; and the execution assembly comprises a control part and an execution part, the execution part is connected with the oil nozzle to drive the direction of the oil nozzle to change, and the control part controls the execution stroke of the execution part according to the working condition state information collected by the collection assembly. The oil injection angle of cooling oil can be changed along with working conditions so as to change the oil charge rate of each inner cooling oil cavity along with the working conditions, and the problems that the heat efficiency of an internal combustion engine is unstable due to the fixed oil charge rate of the inner cooling oil cavity of the piston of the internal combustion engine and the thermal deformation degrees of all parts of the piston are different due to cooling temperature difference and the service life of the piston is shortened are solved.

Description

Technical Field

[0001] This invention belongs to the technical field of piston cooling devices, specifically relating to a variable angle fuel injection system for the internal cooling oil chamber of an internal combustion engine piston. Background Technology

[0002] In a piston-type internal combustion engine, the piston is one of the most critical components and also one of the most demanding in terms of operating conditions. Therefore, efficient piston cooling is crucial for the design of next-generation high-power-density internal combustion engines and the optimization and improvement of existing models. Currently, forced piston cooling methods mainly include forced fuel injection cooling and internal cooling oil chamber oscillation cooling. Compared to the former, internal cooling oil chamber oscillation cooling is more efficient.

[0003] In terms of internal cooling oil chamber design, a split internal cooling oil chamber design has emerged, which is to design multiple independent internal cooling oil chambers in each piston. Its feature is that cooling oil is supplied to different oil passages when the piston is at top dead center and bottom dead center. At the same time, it also serves to lubricate the connecting rod small end and piston pin hole, as well as cool the top surface of the piston inner cavity.

[0004] Because the fuel injectors in the existing internal cooling oil chambers are fixed, the injection angle cannot be changed, and the fuel filling rate of each chamber remains constant. Under low operating conditions, the generated heat is carried away by the cooling oil, leading to a decrease in the thermal efficiency of the internal combustion engine. Under high operating conditions, the temperature difference between the piston exhaust port and the intake port increases, causing uneven thermal deformation of the piston parts corresponding to each internal cooling oil chamber, thus reducing piston life. Therefore, the fixed fuel filling rate of multiple internal cooling oil chambers cannot adequately meet the piston cooling requirements under varying operating conditions. Summary of the Invention

[0005] The present invention aims to provide a variable oil injection system for the internal cooling oil chamber of an internal combustion engine piston, which can change the injection angle of the cooling oil according to the operating conditions, thereby changing the oil filling rate of each internal cooling oil chamber according to the operating conditions. This solves the problems of unstable thermal efficiency of internal combustion engines caused by fixed oil filling rate of internal cooling oil chambers and different degrees of thermal deformation of different parts of the piston due to cooling temperature difference, which reduces piston life.

[0006] To achieve the above objectives, the present invention provides a variable-angle fuel injection system for the internal cooling oil chamber of an internal combustion engine piston, comprising: The data acquisition component collects the working status of the piston; The fuel injection assembly includes a fuel injection seat, on which a fuel injection nozzle is provided, the fuel injection nozzle facing the oil inlet of the piston cold oil chamber; The execution component includes a control unit and an execution unit. The execution unit is connected to the fuel injector to drive the fuel injector to change its orientation. The control unit controls the execution stroke of the execution unit based on the operating condition information collected by the acquisition unit.

[0007] The working principle and beneficial effects of this solution are as follows: The acquisition component directly or indirectly collects the state information of the internal combustion engine piston under low / high operating conditions. After the control unit of the execution component obtains the operating condition information collected by the acquisition component, it controls the execution stroke of the execution unit, thereby controlling the orientation of the fuel injector, that is, changing the angle between the fuel injector's cold oil chamber inlet and the internal cooling oil chamber inlet, thus changing the fuel inlet angle and consequently changing the fuel filling rate of the internal cooling oil chamber. Especially when the piston has multiple internal cooling oil chambers and the fuel inlets of each chamber are concentrated together, the fuel injector is positioned between multiple fuel inlets. Changing the orientation of the fuel injector can distribute the proportion of cooling oil entering each internal cooling oil chamber, thereby differentiating the fuel filling rate of each internal cooling oil chamber. This allows the fuel filling rate of each internal cooling oil chamber to change according to the operating conditions, solving the problems of unstable thermal efficiency of the internal combustion engine caused by a fixed fuel filling rate of the internal cooling oil chamber and the uneven thermal deformation of different parts of the piston due to cooling temperature differences, which reduces piston life.

[0008] Optionally, the control unit includes a signal unit and a first processing unit. The signal unit is used to connect to the internal combustion engine MCU signal. The first processing unit acquires the operating condition information collected by the signal unit, calculates the execution stroke information of the actuator, and outputs it to the actuator. The signal unit directly acquires the operating condition information of the internal combustion engine through the internal combustion engine MCU (the MCU of the internal combustion engine is a key control unit of the internal combustion engine. The MCU processes data from components such as crankshaft position sensor, intake pressure sensor, and temperature sensor in real time, and dynamically adjusts key parameters such as injection timing, injection quantity, and intake volume to ensure stable operation of the internal combustion engine under different operating conditions; at the same time, it also integrates fault diagnosis function, triggering alarms or safety modes by monitoring abnormal data to improve operational reliability). This allows the signal unit to directly acquire the piston's operating condition information. The first processing unit calculates the execution stroke information of the actuator based on the operating condition information, thereby changing the angle between the fuel injector and the oil inlet of the internal cooling oil chamber, and changing the oil filling rate of the internal cooling oil chamber. For example, under low operating conditions, the angle between the fuel injector and the fuel inlet is larger, reducing the filling rate of the internal cooling oil chamber and allowing less fuel to enter the internal cooling oil chamber; under high operating conditions, the angle between the fuel injector and the fuel inlet is smaller, increasing the filling rate of the internal cooling oil chamber and allowing more fuel to enter the internal cooling oil chamber.

[0009] Optionally, the control unit includes sensors and a second processing unit. The sensors acquire one or more of the following information: rotational speed, temperature, pressure, vibration, flow rate, speed, tilt angle, and acceleration. The second processing unit acquires the operating condition information collected by the sensors, calculates the execution stroke information of the actuator, and outputs it to the actuator. Sensors may include sensors installed at the output end of the internal combustion engine to acquire the engine's rotational speed information; sensors may include temperature sensors to acquire temperature information such as engine oil temperature, cylinder block temperature, or exhaust temperature; sensors may include pressure sensors to acquire pressure information such as fuel delivery pressure, engine oil pressure, intake pressure, or exhaust pressure; sensors may include flow sensors to acquire fuel information such as engine intake flow rate, exhaust flow rate, or fuel flow rate; sensors may include speed sensors to acquire the speed information of the internal combustion engine vehicle; sensors may include acceleration sensors to acquire the acceleration information of the internal combustion engine vehicle; and sensors may include tilt sensors to acquire the tilt angle (slope) information of the internal combustion engine vehicle. After acquiring data from one or more of the aforementioned sensors, the second processing unit calculates the operating condition information of the internal combustion engine, indirectly obtains the operating condition information of the piston, and then calculates the execution stroke information of the actuator and outputs it to the actuator. The actuator causes the orientation of the fuel injector to change through actions such as reciprocating swing and telescopic movement.

[0010] Optionally, the actuator of the actuating component includes one or both of linear reciprocating motion mechanisms and curved reciprocating motion mechanisms. When the oil inlets of multiple internal cooling oil chambers are arranged in a straight line, the actuator uses a linear reciprocating motion mechanism to drive the fuel injector to change the injector orientation, such as a hydraulic cylinder, pneumatic cylinder, electric cylinder, linear motor, lead screw, gear and rack mechanism, crank-slider mechanism, etc. When the oil inlets of multiple internal cooling oil chambers are arranged in a curved manner, the actuator uses a curved reciprocating motion mechanism to drive the fuel injector to change the injector orientation, such as a cam mechanism, arc reciprocating motion mechanism, four-bar linkage (including crankshaft connecting rod slider mechanism, eccentric wheel mechanism, etc.), curved slide mechanism, cam spring mechanism, etc., or multiple linear reciprocating motion mechanisms can be combined to form a curved reciprocating motion.

[0011] Optionally, the actuator includes an inflation device, which comprises an inflation cylinder. A slider is slidably connected within the inflation cylinder, and the slider is slidably sealed to the inner wall of the inflation cylinder. Air chambers are formed between the slider and the inflation cylinder on both sides, and one-way intake valves and one-way exhaust valves are respectively provided on the air chambers. The structure of the inflation device allows it to continuously inflate itself when vibrating due to the sliding of the slider, thereby collecting the vibration of the internal combustion engine during operation as the power source for the actuator. This eliminates the need for external energy input, facilitating the integration of the data collection unit inside the internal combustion engine.

[0012] Optionally, the actuator includes a cylinder structure and a vent valve. The cylinder structure includes a cylinder body and a cylinder piston. The cylinder piston is slidably connected to the cylinder body. A push rod and a balance spring are provided on one side of the cylinder piston. The push rod extends out of the cylinder body. An air inlet is provided on the side of the cylinder body opposite to the push rod of the cylinder piston. The vent valve is connected to the inflation device or the cylinder structure. The vent valve is controlled by the first processing unit or the second processing unit.

[0013] Optionally, the fuel injector includes a fuel injector chamber with a cavity inside, a fuel injector pipe on the fuel injector chamber, and a fuel injector nozzle rotatably connected to the fuel injector pipe; each fuel injector nozzle is equipped with a lever, and a pull rod is connected to the push rod, with all levers hinged to the pull rod.

[0014] Optionally, the fuel injection assembly also includes a gland and a sealing ring. The gland is Z-shaped and has a mounting hole at one end. The sealing ring is fitted onto the connection between the fuel injection pipe and the fuel injector.

[0015] Optionally, a limiting groove is provided at either the end of the fuel injection pipe facing the fuel injector or the end of the fuel injector facing the fuel injection pipe, and a limiting block is provided on the fuel injection pipe or the fuel injector to cooperate with the limiting groove. After the limiting block is inserted into the limiting groove, there is a gap between the two sides of the limiting block and the inner wall of the limiting groove.

[0016] Optionally, the actuator includes a collector for collecting vibrations or heat from the internal combustion engine as direct or indirect power to the actuator. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the installation position of the variable oil chamber angle injection system for the internal combustion engine piston on the cylinder block in an embodiment of the present invention; Figure 2 This is a schematic diagram of the fuel injection assembly in an embodiment of the present invention; Figure 3 This is a cross-sectional view of the fuel injection assembly in an embodiment of the present invention; Figure 4 This is a schematic diagram of the inflation device in an embodiment of the present invention; Figure 5 This is a cross-sectional view of the cylinder structure in an embodiment of the present invention; Figure 6 This is a schematic diagram of the structure of the fuel injector after deflection in an embodiment of the present invention. Detailed Implementation

[0018] The following detailed description illustrates the specific implementation method: The markings in the accompanying drawings of the instruction manual include: diesel engine block 1, piston 2, fuel inlet 201, charging cylinder block 3, slider 301, one-way intake valve 302, one-way exhaust valve 303, cylinder structure 4, cylinder block 401, cylinder piston 402, push rod 403, balance spring 404, fuel injection assembly 5, fuel injection seat 501, fuel injection chamber 502, pressure cap 503, fuel injector 504, fuel injection pipe 505, lever 506, limit groove 507, limit block 508, sealing ring 509, pull rod 6, air pipe 7, and vent valve 8.

[0019] This embodiment is basically as follows: Figure 1 As shown: An internal combustion engine piston internal cooling oil chamber angle variable injection system. In this embodiment, the internal combustion engine is a diesel engine as an example. This diesel engine is installed on a vehicle, and each piston 2 in the diesel engine has two internal cooling oil chambers. Each internal cooling oil chamber is provided with an oil inlet 201 and an oil outlet, and the two oil inlets 201 are adjacent to each other. The system in this embodiment includes: The acquisition component, in this example, the control unit component includes a sensor and a second processing unit. The sensor is a vibration sensor, which is installed on the diesel engine body 1 and is used to acquire the vibration frequency of the diesel engine.

[0020] In this embodiment, the execution unit in the execution component includes an inflation device, which includes an inflation cylinder 3. A slider 301 is slidably connected inside the inflation cylinder 3, and the slider 301 slides and seals against the inner wall of the inflation cylinder 3. The sliding seal can be achieved by improving manufacturing precision to create an airtight seal, or by using a rubber sealing ring, as shown in the attached figure. Figure 4 As shown. Air chambers are formed between the slider 301 and the charging cylinder 3 on both sides. Each air chamber is equipped with a one-way intake valve 302 and a one-way exhaust valve 303. The charging device is positioned in all directions where the diesel engine may vibrate. For example, parallel to the piston movement direction and parallel to the vehicle's steering direction (perpendicular to the piston movement direction, as shown in the attached diagram). Figure 1As shown, the vibration of the diesel engine causes the slider 301 to slide back and forth within the charging cylinder 3 as much as possible in the above directions. During the reciprocating sliding process, air is introduced through the one-way intake valve 302, and the intake pressure continuously accumulates with the vibration of the diesel engine. When the diesel engine operates from a low operating condition to a high operating condition, the stronger the vibration of the diesel engine, the greater the gas pressure in the charging device. Generally, the higher the operating condition of the diesel engine, the stronger the vibration, that is, the greater the gas pressure in the charging device at high operating conditions, and vice versa. In other embodiments, a charging device may contain multiple charging cylinders facing different directions, and each cylinder is equipped with a slider, a one-way intake valve, and a one-way exhaust valve, so that vibration energy in multiple directions can be collected with only one charging device. In other embodiments, the actuating component includes a collector, which is used to collect the vibration or heat of the internal combustion engine as direct or indirect power for the actuating part. For example, the mechanical vibration energy or thermal energy of the diesel engine is collected and converted into electrical energy to power the actuating part of the actuating component.

[0021] In another embodiment, the control unit includes a signal unit and a first processing unit. The signal unit is used to connect to the diesel engine MCU signal. The first processing unit employs a microprocessor device with calculation, storage, input, and output functions. The first processing unit acquires the operating condition information collected by the signal unit, calculates the execution stroke information of the actuator, and outputs it to the actuator. The signal unit includes a signal circuit connected to the diesel engine MCU (wired connection can use shielded cable, optical fiber, etc., wireless connection can use Bluetooth, Wi-Fi, 4G / 5G, etc.) and a power supply circuit. The power supply circuit supplies power to the signal circuit. The signal circuit directly acquires the diesel engine's operating condition information from the MCU, and then the actuator calculates and executes the corresponding control actions. However, compared with the solution in the previous embodiment, this embodiment is simpler, more direct, and lower in cost, and is particularly beneficial for the retrofitting of existing diesel engines.

[0022] In another embodiment, the control unit acquires one or more of the following operating condition information—temperature, pressure, vibration, flow rate, speed, tilt angle, and acceleration—using additional sensors mounted on the diesel engine. This information is then processed by a second processing unit (a microprocessor device with calculation, storage, input, and output capabilities, similar to the first processing unit) to calculate the execution stroke information of the actuator and output it to the actuator. In the two embodiments not described above, the actuator is an easily electrically controlled electric cylinder, voice coil motor, etc., and its output is connected to the fuel injectors, thereby electrically, separately, and accurately controlling the deflection angle of each fuel injector.

[0023] Fuel injection assembly 5, basically as shown in the attached document. Figure 2 and attached Figure 3As shown, the system includes an injector housing 501, on which an injector nozzle 504 is mounted. In this embodiment, the injector housing 501 includes an injector chamber 502, a pressure cap 503, and a sealing ring 509. The injector chamber 502 has a cavity, and an injector pipe 505 is mounted on it, connecting to the cavity within the injector chamber 502. Pressurized cooling oil is injected into the cavity of the injector chamber 502. The injector nozzle 504 is rotatably connected to the injector pipe 505, allowing it to rotate relative to the axis of the injector pipe 505. The pressure cap 503 is Z-shaped, with a mounting hole at one end. This end of the pressure cap presses the injector chamber 502 against the diesel engine block 1, and screws are installed in the mounting hole to secure the pressure cap 503 to the diesel engine block 1. The sealing ring 509 is fitted at the connection between the fuel injection pipe 505 and the fuel injector 504, so that the fuel injector 504 can maintain the seal at the connection while rotating relative to the fuel injection pipe 505.

[0024] The execution component includes a control unit and an execution unit. In this embodiment, the execution unit includes a cylinder structure 4, as shown in the attached figure. Figure 5 As shown, the cylinder structure 4 includes a cylinder body 401 and a cylinder piston 402. The cylinder piston 402 is slidably connected inside the cylinder body 401. A push rod 403 and a balance spring 404 are provided on one side of the cylinder piston 402. The balance spring 404 is sleeved on the push rod 403, which extends outside the cylinder body 401. An air inlet is provided on the side of the cylinder body 401 facing away from the push rod 403. The air inlet is connected to any one-way exhaust valve 303 on the charging device via an air pipe 7. The air pipe 7 constitutes the control part of the actuator. The charging device sends pressurized gas into the cylinder structure 4 through the air pipe 7, pushing the cylinder piston 402 to overcome the elastic force of the balance spring 404, causing the push rod 403 to extend and retract on the cylinder body 401. The extension and retraction stroke of the push rod 403 under the same pressure can be adjusted by using different balance springs 404 to adapt to different models of diesel engines. Within the same cylinder structure 4, the greater the pressure of the pressurized gas supplied by the inflation device, the longer the stroke of the push rod 403. In this embodiment, the actuator is also equipped with a vent valve 8. The inlet end of the vent valve 8 is connected to the air path between the inflation device and the cylinder structure 4. The vent valve 8 is equipped with a solenoid valve core, which controls the opening size of the vent valve 8's exhaust end. The solenoid valve core is controlled by the control unit of the actuator assembly, thereby adjusting the air pressure within the entire actuator and subsequently controlling the displacement stroke of the push rod 403. The vent valve 8 is also equipped with a handle that can be manually opened and closed for manual pressure relief during maintenance.

[0025] In this embodiment, each fuel injector 504 is equipped with a lever 506, and a pull rod 6 is connected to the push rod 403. All levers 506 are hinged to the pull rod 6. The output end of the cylinder structure 4 is connected to the pull rod 6, driving the pull rod 6 to perform linear reciprocating motion. The extension stroke of the push rod 403 in the actuator is converted into the rotation angle of the injector 504 by the pull rod 6 and the lever 506. That is, a limiting groove 507 is provided on either the end of the injector pipe 505 facing the injector 504 or the end of the injector 504 facing the injector pipe 505. A limiting block 508 that cooperates with the limiting groove 507 is provided on the injector pipe 505 or the injector 504. That is, a fan-shaped groove (64°) is opened at the end of the injector pipe 505 facing the injector 504, and a fan-shaped (60°) limiting block 508 is provided at the end of the injector 504 facing the injector pipe 505. After the limiting block 508 is inserted into the limiting groove 507, there is a gap between the two sides of the limiting block 508 and the inner wall of the limiting groove 507, so that the limiting block 508 can deflect within a range of 2° to the left and right in the limiting groove 507, thereby changing the orientation of the injector 504. When the fuel injector 504 is not deflected, it faces the center of the oil inlets 201 of the two internal cooling oil chambers, and the cooling oil will be evenly distributed into the two internal cooling oil chambers. After the fuel injector 504 is deflected, as shown in the attached figure... Figure 6 As shown, the cooling oil will no longer be evenly distributed; instead, the filling rate of one internal cooling oil chamber will be higher than that of the other. As the operating conditions vary, the vibration amplitude and frequency of the diesel engine differ, the deflection angle of the injector 504 also differs, and the filling rates of the two internal cooling oil chambers also differ. This solves the problems of unstable diesel engine thermal efficiency caused by a fixed filling rate in the internal cooling oil chamber of the diesel piston 2, and the uneven thermal deformation of different parts of the piston 2 due to cooling temperature differences, thus reducing the lifespan of the piston 2. The above is merely an embodiment of the present invention. The invention is not limited to the field covered by this embodiment. Commonly known structures and characteristics in the solution are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are able to access all existing technologies in the field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can improve and implement this solution based on the inspiration provided in this application and their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the structure of this invention, and these should also be considered within the scope of protection of this invention. These modifications and improvements will not affect the effectiveness of the invention or the practicality of the patent. The scope of protection claimed in this application shall be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A variable-angle fuel injection system for the internal cooling oil chamber of an internal combustion engine piston, characterized in that: include: The data acquisition component collects the working status of the piston; The fuel injection assembly includes a fuel injection unit, on which a fuel injection nozzle is provided; The execution component includes a control unit and an execution unit. The execution unit is connected to the fuel injector to drive the fuel injector to change its orientation. The control unit controls the execution stroke of the execution unit based on the operating condition information collected by the acquisition unit.

2. The variable angle fuel injection system for the internal cooling oil chamber of an internal combustion engine piston according to claim 1, characterized in that: The control unit includes a signal unit and a first processing unit. The signal unit is used to connect to the internal combustion engine MCU signal. The first processing unit acquires the operating status information collected by the signal unit, calculates the execution stroke information of the actuator, and outputs it to the actuator.

3. The variable angle fuel injection system for the internal cooling oil chamber of an internal combustion engine piston according to claim 1, characterized in that: The control unit includes sensors and a second processing unit. The sensors acquire one or more of the following information: rotational speed, temperature, pressure, vibration, flow rate, speed, tilt angle, and acceleration. The second processing unit acquires the operating condition information collected by the sensors, calculates the execution stroke information of the actuator, and outputs it to the actuator.

4. The variable angle fuel injection system for the internal cooling oil chamber of an internal combustion engine piston according to claim 3, characterized in that: The execution unit of the execution component includes one or both of linear reciprocating motion mechanisms and curved reciprocating motion mechanisms.

5. The variable-angle fuel injection system for the internal cooling oil chamber of an internal combustion engine piston according to any one of claims 2 to 3, characterized in that: The actuator includes an inflation device, which includes an inflation cylinder. A slider is slidably connected inside the inflation cylinder. The slider is slidably sealed to the inner wall of the inflation cylinder. Air chambers are formed between the slider and the inflation cylinder on both sides. A one-way air inlet valve and a one-way air outlet valve are respectively provided on the air chambers.

6. The variable angle fuel injection system for the internal cooling oil chamber of an internal combustion engine piston according to claim 5, characterized in that: The actuator includes a cylinder structure and a vent valve. The cylinder structure includes a cylinder body and a cylinder piston. The cylinder piston is slidably connected to the cylinder body. A push rod and a balance spring are provided on one side of the cylinder piston. The push rod extends out of the cylinder body. An air inlet is provided on the side of the cylinder body opposite to the push rod of the cylinder piston. The vent valve is connected to the inflation device or the cylinder structure. The vent valve is controlled by the first processing unit or the second processing unit.

7. The variable angle fuel injection system for the internal cooling oil chamber of an internal combustion engine piston according to claim 6, characterized in that: The fuel injector includes a fuel injector chamber with a cavity inside. A fuel injector pipe is provided on the fuel injector chamber, and the fuel injector nozzle is rotatably connected to the fuel injector pipe. Each fuel injector nozzle is provided with a lever, and a pull rod is connected to the push rod. All levers are hinged to the pull rod.

8. The variable angle fuel injection system for the internal cooling oil chamber of an internal combustion engine piston according to claim 7, characterized in that: The fuel injection assembly also includes a gland and a sealing ring. The gland is Z-shaped and has a mounting hole at one end. The sealing ring is fitted at the connection between the fuel injection pipe and the fuel injector.

9. The variable angle fuel injection system for the internal cooling oil chamber of an internal combustion engine piston according to claim 8, characterized in that: A limiting groove is provided at either end of the fuel injection pipe facing the fuel injector or at either end of the fuel injector facing the fuel injection pipe. A limiting block that mates with the limiting groove is provided on the fuel injection pipe or the fuel injector. After the limiting block is inserted into the limiting groove, there is a gap between the two sides of the limiting block and the inner wall of the limiting groove.

10. The variable angle fuel injection system for the internal cooling oil chamber of an internal combustion engine piston according to claim 1, characterized in that: The actuator includes a collector, which is used to collect vibrations or heat from the internal combustion engine as direct or indirect power for the actuator.

Images