Commercial vehicle hydrogen engine piston cooling nozzle system and control method

Abstract

The invention relates to the technical field of engines, and discloses a commercial vehicle hydrogen engine piston cooling nozzle system and a control method.The commercial vehicle hydrogen engine piston cooling nozzle system comprises an electromagnetic control valve and a nozzle, and the nozzle communicates with an oil outlet of the electromagnetic control valve through an oil duct; the piston cooling nozzle control method comprises a low-temperature mode, the oil temperature of an engine piston is low, and the piston does not need to be cooled; the electromagnetic control valve is powered on, P-A closing of the valve element is achieved under the action of electromagnetic force and spring force, and the nozzle does not spray oil; the engine further comprises a high-temperature high-rotating-speed mode, a high-temperature cooling working mode, a high-temperature low-rotating-speed working mode and a high-temperature cooling working mode, the oil temperature of the engine is high, the engine is high in rotating speed and load, and a piston needs to be cooled; the electromagnetic control valve is powered off, the hydraulic force of the oil is larger than the spring force, the valve element is pushed by the hydraulic force to achieve P-A opening, and the nozzle cools the piston to spray oil; the friction work of the engine, the power consumption of the oil pump and the gas consumption can be reduced.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and in particular to a piston cooling nozzle system and control method for a commercial vehicle hydrogen engine. Background Technology

[0002] Chinese patent publication CN113550808B discloses a throttling control lubrication system, relating to the technical field of diesel engine lubrication systems. It includes an oil pump assembly, a filter assembly, a turbocharger assembly, an oil cooler, an oil distribution block, and a thermostat. The oil pump assembly is connected to the diesel engine oil pan and the oil supply pipe. The oil supply pipe is connected to the oil cooler and the thermostat. The oil cooler and the thermostat are connected to the oil distribution block via pipelines. The oil distribution block is connected to the filter assembly, the turbocharger assembly, the main oil passage, and the piston cooling nozzles via pipelines. By incorporating the thermostat, coolant consumption can be saved. The thermostat can adjust the oil temperature according to actual conditions, ensuring the combined oil temperature reaches the optimal value for operation. Multiple oil lines, coordinated by the oil distribution block, can achieve on-demand distribution and maintain stable pressure, effectively reducing oil consumption while meeting the normal operating requirements of the diesel engine.

[0003] The aforementioned documents disclose diesel engine lubrication systems, which are not applicable to piston cooling nozzles and control methods for commercial vehicle hydrogen engines. Manufacturers urgently need to develop devices and control methods to reduce friction work, oil pump oil consumption, and gas consumption in commercial vehicle hydrogen engines. Summary of the Invention

[0004] To address the aforementioned issues, this invention provides a piston cooling nozzle system and control method for a commercial vehicle hydrogen engine, which can reduce engine friction work, reduce oil pump power consumption, and reduce gas consumption.

[0005] This invention proposes a piston cooling nozzle system for a commercial vehicle hydrogen engine, comprising an electromagnetic control valve and a nozzle, wherein the nozzle is connected to the oil outlet of the electromagnetic control valve via an oil passage.

[0006] The electromagnetic control valve includes a valve seat, valve housing, coil, guide sleeve, magnetic core, magnetic core shaft, pole shoe, annular bracket, spring, valve sleeve, and valve core.

[0007] The valve housing is a cavity structure with openings at the front and rear ends. The valve seat is fastened to the opening at the rear end of the valve housing. The guide sleeve is housed inside the valve housing and is fixed to the bottom wall of the valve seat.

[0008] The coil is wound around the outer wall of the guide sleeve and housed inside the valve housing. The coil is electrically connected to the valve seat, and the magnetic core is slidably sleeved inside the rear end of the guide sleeve.

[0009] The pole shoe is fixed to the front end of the guide sleeve, and the pole shoe and the magnetic core are in contact with each other. The rear end of the magnetic core shaft is fixedly connected to the front end face of the magnetic core, and the magnetic core shaft is slidably sleeved on the pole shoe.

[0010] The annular bracket is fixed to the upper inner wall of the valve housing, and the upper outer wall of the pole shoe is sleeved and fixed inside the annular bracket;

[0011] The valve sleeve is a tubular cavity. The rear end face of the valve sleeve is in contact with and fixed to the annular bracket. The outer wall of the rear end of the valve sleeve is sleeved and fixed to the inner wall of the front end of the valve shell. The valve core is slidably sleeved inside the valve sleeve. A spring is in contact between the rear end face of the valve core and the front end face of the pole shoe.

[0012] The valve sleeve cavity is provided with a limiting structure at the front. The front end face of the valve core can contact the limiting structure at the front of the valve sleeve cavity. The valve sleeve side wall is provided with a P port (Pressure Port, oil inlet) and an A port (Actuator Port, oil outlet) facing each other. The P port and the A port are facing each other and staggered front to back.

[0013] The inner wall of the valve sleeve aligned with port A has an annular oil passage groove, and the outer wall of the valve core has a circumferential oil passage groove. The axial length of the oil passage groove is equal to the horizontal distance from the front end of the inner wall of port P to the front wall of the annular oil passage groove. When the oil pressure in port P of the valve sleeve is less than the spring force, or when the coil is energized and the solenoid control valve operates, causing the front end of the magnetic core shaft to press against the rear end face of the valve core, the front end face of the valve core contacts the limiting structure at the front of the valve sleeve cavity. The PA of the solenoid control valve is closed, and the oil entering the main oil passage port P of the valve sleeve cannot pass through the oil passage groove of the valve core and flows out through the annular oil passage groove of the valve sleeve to the nozzle oil passage port A. When the oil pressure in port P of the valve sleeve is greater than the spring force, and the coil is not energized and the solenoid control valve operates, the magnetic core shaft does not provide a leftward thrust. The high-pressure oil pushes the valve core to move backward, so that the oil passage groove of the valve core connects with the annular oil passage groove on the inner wall of the valve sleeve. The PA of the solenoid control valve opens, and the oil is discharged from port A.

[0014] A removable filter screen is provided at the P port to filter impurities in the oil entering the valve sleeve cavity; the rear end side wall of the valve sleeve is a frustum structure with an outwardly protruding inclined surface, and the front end side wall of the corresponding valve shell has an inwardly narrowed opening, which limits the connection of the rear end of the valve sleeve; O-rings are clamped and fixed between the rear end of the coil and the inner bottom wall of the valve seat, between the rear end face of the annular bracket and the front end face of the guide sleeve, and between the rear end face of the valve sleeve and the front end face of the annular bracket to prevent short circuit faults caused by oil or water entering the electrical control valve.

[0015] The nozzle includes a body, a plug, an oil pipe, and a fixing bracket. The body is a tubular body with an internal stepped cavity. An oil passage hole is opened on the upper side wall of the body. One end of the oil pipe is connected to the oil passage hole. The plug can be opened and closed and is fixed to the upper opening of the body. The fixing bracket is sleeved on the middle of the outer side wall of the body. The oil discharged from port A enters from the lower end of the body and flows to the oil pipe through the upper oil passage hole.

[0016] The nozzle also includes a plunger, a plunger spring, and a plunger guide sleeve; a protruding post is provided on the inner top wall of the sealing body; the diameter of the upper cavity of the stepped structure inner cavity is larger than the diameter of the lower cavity; the plunger guide sleeve is sleeved and fixed on the inner wall of the body above the oil passage; the plunger is slidably sleeved in the plunger guide sleeve, and the lower end of the plunger can contact the stepped structure cavity connection of the stepped structure inner cavity; the diameter of the plunger is larger than the diameter of the lower cavity of the body; the upper end of the plunger spring is sleeved on the protruding post and limited to contact the inner top wall of the sealing body; the lower end of the plunger spring is limited to contact the plunger; the spring-pressed plunger sealing body upper and lower cavity transition position can ensure that the oil entering the oil pipe cannot flow back to the solenoid control valve.

[0017] A piston cooling nozzle system for a commercial vehicle hydrogen engine also includes an engine, an ECU, an engine speed sensor, and an oil temperature and pressure sensor. The ECU controls the opening and closing of the nozzles by controlling an electromagnetic control valve to cool the engine piston according to the heat load. The engine speed sensor and the oil temperature and pressure sensor provide the ECU with real-time data such as oil temperature and pressure and engine speed.

[0018] An engine piston cooling nozzle control method includes a low-temperature operating mode where the engine oil temperature is low and the engine piston does not require cooling. The electromagnetic control valve is energized at this time, and the valve core of the electromagnetic control valve closes under the combined action of the electromagnetic thrust of the magnetic core shaft and the spring force, cutting off the oil supply to the nozzle and preventing oil injection. Benefits: During low-temperature cold starts, the piston does not require cooling. By reducing the oil pump load under this condition, the warm-up speed can be accelerated, improving fuel economy and reducing HC emissions (HC = hydrocarbons, which are unburned gasoline / fuel, pollutants in exhaust gases).

[0019] Calibration strategy for low-temperature operating mode: If the oil temperature is below the range of 55℃-60℃, including when the engine speed changes from 600rpm to 2020rpm, the oil temperature is set to 60℃; or when the engine speed changes from 2020rpm to 600rpm, the oil temperature is set to 55℃; the solenoid control valve is energized.

[0020] An engine piston cooling nozzle control method includes a high-temperature, high-speed operating mode. The operating conditions are that the engine oil temperature is high, the speed is high, and the load is low, so the engine piston does not need to be cooled. At this time, the electromagnetic control valve is energized, and the valve core of the electromagnetic control valve is closed by the electromagnetic thrust of the magnetic core shaft and the spring force of the spring, thus cutting off the oil supply circuit of the nozzle and preventing the nozzle from spraying oil.

[0021] Benefits: Under high temperature, high speed, and low load conditions, the piston does not require cooling. By reducing the oil pump load under these conditions, oil circulation resistance can be reduced, internal engine friction losses can be decreased, excessive cooling can be avoided, thermal efficiency can be reduced, the engine's fuel economy and HC emissions can be improved, and air consumption can be reduced.

[0022] Calibration strategy for high temperature and high speed operating mode: If the oil temperature is higher than 55℃-60℃, when the engine speed changes from 870rpm to 2020rpm, the oil temperature is set to 60℃.

[0023] Alternatively, when the engine speed decreases from 2020 rpm to 870 rpm, the oil temperature is set to 55°C.

[0024] Furthermore, within the nozzle's torque spectrum range of 870rpm-2020rpm, the torque range is ≤55%-60%.

[0025] This includes setting the torque to 60% when the load changes from 0% to 100%;

[0026] Alternatively, it could include setting the torque to 55% when the load changes from 100% to 0%; and energizing the solenoid control valve.

[0027] An engine piston cooling nozzle control method includes a high-temperature cooling working mode. The working conditions are that the engine oil temperature is high, the speed is high, and the load is large, so the engine piston needs to be cooled. At this time, the electromagnetic control valve is in a de-energized state, the hydraulic pressure of the main oil passage is greater than the spring force, and the valve core of the electromagnetic control valve is pushed by the hydraulic pressure of the main oil passage to open PA, the oil supply circuit of the nozzle is opened, and the nozzle realizes the cooling oil spraying to the engine piston.

[0028] Benefits: Under high temperature, high speed, and high load, the piston needs to be cooled. By adjusting and controlling the solenoid valve to cut off the power, the piston cooling nozzle sprays oil to cool the piston, enhances piston heat dissipation, prevents piston overheating, deformation or burning, ensures that the engine can maintain normal temperature and performance under high load, and improves engine reliability.

[0029] Calibration strategy for high-temperature cooling mode: If the oil temperature is higher than 55℃-60℃, when the engine speed changes from 870rpm to 2020rpm, the oil temperature is set to 60℃.

[0030] Alternatively, when the engine speed decreases from 2020 rpm to 870 rpm, the oil temperature is set to 55°C.

[0031] Furthermore, when the nozzle is within the 870rpm-2020rpm range and the torque range value is >60%, the solenoid control valve is de-energized.

[0032] An engine piston cooling nozzle control method includes a high-temperature, low-speed operating mode. The operating condition is that the engine oil temperature is high and the speed is low, so the engine piston does not need to be cooled. At this time, the electromagnetic control valve is de-energized, and the valve core of the electromagnetic control valve is closed by the spring force of the spring, the oil supply circuit of the nozzle is cut off, and the nozzle does not spray oil.

[0033] Benefits: At high temperatures and low speeds, the piston does not require cooling. By reducing the oil pump load under these conditions, oil circulation resistance can be reduced, internal engine friction losses can be decreased, excessive cooling can be avoided, leading to a decrease in thermal efficiency, improved fuel economy and HC emissions at low speeds, and reduced gas consumption.

[0034] Calibration strategy for high temperature and low speed operating mode: If the oil temperature is higher than 55℃-60℃, when the engine speed changes from 600rpm to 870rpm, the oil temperature is set to 60℃.

[0035] Alternatively, when the engine speed decreases from 870 rpm to 600 rpm, the oil temperature is set to 55°C; the solenoid control valve is de-energized.

[0036] Beneficial effects

[0037] This invention can reduce engine friction work, reduce oil pump power consumption, and reduce gas consumption; during cold starts at low temperatures, the piston does not need to be cooled, and by reducing the oil pump load under this condition, the warm-up speed can be accelerated, improving fuel economy and HC emissions at low speeds. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0039] Figure 2 This is a schematic diagram illustrating the working principle of the high-temperature, low-speed operating mode of this invention.

[0040] Figure 3 This is a schematic diagram illustrating the working principle of the high-temperature cooling mode of this invention.

[0041] Figure 4 This is a schematic diagram illustrating the working principle of the high-temperature, high-speed, and low-temperature operating modes of this invention.

[0042] Figure 5 This is a schematic diagram of the cross-sectional structure of the nozzle of the present invention.

[0043] In the picture:

[0044] 1. Electromagnetic control valve;

[0045] 1.1 Valve seat;

[0046] 1.2 Valve housing;

[0047] 1.2.1 Inner closing;

[0048] 1.3, Coil;

[0049] 1.4 Guide sleeve;

[0050] 1.5 Magnetic core;

[0051] 1.6 Magnetic core shaft;

[0052] 1.7, Extreme Boots;

[0053] 1.8 Circular support;

[0054] 1.9 Spring;

[0055] 1.10, Valve sleeve;

[0056] 1.10.1, Port P;

[0057] 1.10.2, Port A;

[0058] 1.10.3, Annular oil passage groove;

[0059] 1.10.4 Removable filter screen;

[0060] 1.11, Valve core;

[0061] 1.11.1 Oil ring groove;

[0062] 2. Nozzle;

[0063] 2.1. Ontology;

[0064] 2.1.1 Oil passage hole;

[0065] 2.2. Blocking;

[0066] 2.2.1. Protruding column;

[0067] 2.3 Oil pipes;

[0068] 2.4 Fixed bracket;

[0069] 2.5. Plunger;

[0070] 2.6. Plunger Spring;

[0071] 2.7. Plunger guide sleeve. Detailed Implementation

[0072] To make the technical problems solved by the present invention, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the present invention will be further described below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention. Furthermore, it should be noted that, for ease of description, only the parts related to the present invention are shown in the accompanying drawings, not all of them.

[0073] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for 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. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions.

[0074] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections or detachable connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0075] Example 1

[0076] See Figure 1 and Figure 5 As shown, a piston cooling nozzle system for a commercial vehicle hydrogen engine includes an electromagnetic control valve 1 and a nozzle 2, wherein the nozzle 2 is connected to the oil outlet of the electromagnetic control valve via an oil passage.

[0077] The electromagnetic control valve 1 includes a valve seat 1.1, a valve housing 1.2, a coil 1.3, a guide sleeve 1.4, a magnetic core 1.5, a magnetic core shaft 1.6, a pole shoe 1.7, an annular bracket 1.8, a spring 1.9, a valve sleeve 1.10, and a valve core 1.11;

[0078] The valve housing 1.2 is a cavity structure with openings at the front and rear ends, and the valve seat 1.1 is fastened to the rear opening of the valve housing 1.2;

[0079] The guide sleeve 1.4 is housed inside the valve housing 1.2 and is fixed to the inner bottom wall of the valve seat 1.1. The coil 1.3 is wound around the outer side wall of the guide sleeve 1.4 and housed inside the valve housing 1.2. The coil 1.3 is electrically connected to the valve seat 1.1.

[0080] The magnetic core 1.5 is slidably sleeved inside the rear end of the guide sleeve 1.4, and the pole shoe 1.7 is fixed to the front end of the guide sleeve 1.4, with the pole shoe 1.7 and the magnetic core 1.5 in adjacent contact. The rear end of the magnetic core shaft 1.6 is fixedly connected to the front end face of the magnetic core 1.5, and the magnetic core shaft 1.6 is slidably sleeved on the pole shoe 1.7. The annular bracket 1.8 is fixed to the upper inner side wall of the valve housing 1.2, and the upper outer side wall of the pole shoe 1.7 is sleeved and fixed inside the annular bracket 1.8.

[0081] Valve sleeve 1.10 is a tubular cavity. The rear end face of valve sleeve 1.10 is in contact with and fixed to an annular bracket 1.8, and the outer rear wall of valve sleeve 1.10 is sleeved and fixed to the inner front wall of valve housing 1.2. Valve core 1.11 is slidably sleeved inside valve sleeve 1.10. A spring 1.9 contacts the rear end face of valve core 1.11 and the front end face of pole shoe 1.7. A limiting structure is provided at the front of the cavity of valve sleeve 1.10, and the front end face of valve core 1.11 can contact the limiting structure at the front of the cavity of valve sleeve 1.10. Valve sleeve 1.10 has a P port 1.10.1 (Pressure Port, oil inlet) and an A port 1.10.2 (Actuator) facing each other on the side wall of valve sleeve 1.10. Por (oil outlet), P port 1.10.1 and A port 1.10.2 are arranged opposite each other and staggered. The inner wall of the valve sleeve 1.10 opposite to A port 1.10.2 is provided with an annular oil passage groove 1.10.3. The outer wall of the valve core 1.11 is provided with an oil passage annular groove 1.11.1. The axial length of the oil passage annular groove 1.11.1 is equal to the horizontal distance from the front end of the inner wall of P port 1.10.1 to the front wall of the annular oil passage groove 1.10.3.

[0082] A removable filter screen 1.10.4 is provided at the P port 1.10.1; the rear end side wall of the valve sleeve 1.10 is a frustum structure with an outwardly protruding inclined surface, and the front end side wall of the valve shell 1.2 that is fitted with it has an inwardly narrowed opening 1.2.1; O-rings are clamped and fixed between the rear end of the coil 1.3 and the inner bottom wall of the valve seat 1.1, between the rear end face of the annular bracket 1.8 and the front end face of the guide sleeve 1.4, and between the rear end face of the valve sleeve 1.10 and the front end face of the annular bracket 1.8.

[0083] The nozzle 2 includes a body 2.1, a plug 2.2, an oil pipe 2.3, and a fixing bracket 2.4. The body 2.1 is a tubular body with an internal stepped cavity. An oil passage hole 2.1.1 is opened on the upper side wall of the body 2.1. One end of the oil pipe 2.3 is connected to the oil passage hole 2.1.1. The plug 2.2 can be opened and closed to seal and is fixed at the upper opening of the body 2.1. The fixing bracket 2.4 is sleeved on the middle of the outer side wall of the body 2.1.

[0084] The nozzle 2 further includes a plunger 2.5, a plunger spring 2.6, and a plunger guide sleeve 2.7; a protruding post 2.2.1 is provided on the inner top wall of the plug 2.2; the upper cavity diameter of the body 2.1 of the stepped structure inner cavity is larger than the lower cavity diameter; the plunger guide sleeve 2.7 is sleeved and fixed on the inner wall of the body 2.1 above the oil passage 2.1.1; the plunger 2.5 is slidably sleeved in the plunger guide sleeve 2.7, and the lower end of the plunger 2.5 can contact the stepped structure cavity connection of the stepped structure inner cavity; the diameter of the plunger 2.5 is larger than the diameter of the lower cavity of the body 2.1; the upper end of the plunger spring 2.6 is sleeved on the protruding post 2.2.1 and limited to contact the inner top wall of the plug 2.2; the lower end of the plunger spring 2.6 is limited to contact the plunger 2.5.

[0085] Example 2

[0086] A piston cooling nozzle system for a commercial vehicle hydrogen engine also includes an engine, an ECU, an engine speed sensor, and an oil temperature and pressure sensor. The ECU controls the opening and closing of the nozzle 2 by controlling the solenoid control valve 1 to cool the engine piston according to the heat load. The engine speed sensor and the oil temperature and pressure sensor provide the ECU with real-time data such as oil temperature and pressure and engine speed.

[0087] See Figure 1 and Figure 5 As shown, a commercial vehicle hydrogen engine piston cooling nozzle system includes an electromagnetic control valve 1 and a nozzle 2, wherein the nozzle 2 is connected to the oil outlet of the electromagnetic control valve via an oil passage.

[0088] The electromagnetic control valve 1 includes a valve seat 1.1, a valve housing 1.2, a coil 1.3, a guide sleeve 1.4, a magnetic core 1.5, a magnetic core shaft 1.6, a pole shoe 1.7, an annular bracket 1.8, a spring 1.9, a valve sleeve 1.10, and a valve core 1.11;

[0089] The valve housing 1.2 is a cavity structure with openings at both the front and rear ends. The valve seat 1.1 is fastened to the rear opening of the valve housing 1.2. The guide sleeve 1.4 is housed inside the valve housing 1.2 and fixed to the inner bottom wall of the valve seat 1.1. The coil 1.3 is wound around the outer wall of the guide sleeve 1.4 and housed inside the valve housing 1.2. The coil 1.3 is electrically connected to the valve seat 1.1. The magnetic core 1.5 is slidably sleeved inside the rear end of the guide sleeve 1.4. The pole shoe 1.7 is fixed to the front end of the guide sleeve 1.4, and the pole shoe 1.7 is adjacent to the magnetic core 1.5. The rear end of the magnetic core shaft 1.6 is fixedly connected to the front end face of the magnetic core 1.5, and the magnetic core shaft 1.6 is slidably sleeved on the pole shoe 1.7. The annular bracket 1.8 is fixed outside the valve. On the upper inner wall of the shell 1.2, the upper outer wall of the pole shoe 1.7 is sleeved and fixed inside the annular bracket 1.8. The valve sleeve 1.10 is a tubular cavity. The rear end face of the valve sleeve 1.10 is in contact with and fixed to the annular bracket 1.8, and the rear outer wall of the valve sleeve 1.10 is sleeved and fixed to the front inner wall of the valve shell 1.2. The valve core 1.11 is slidably sleeved inside the valve sleeve 1.10. A spring 1.9 contacts the rear end face of the valve core 1.11 and the front end face of the pole shoe 1.7. A limiting structure is provided at the front of the cavity of the valve sleeve 1.10, and the front end face of the valve core 1.11 can contact the limiting structure at the front of the cavity of the valve sleeve 1.10. A P-port 1.10.1 (Pressure) is opened on the side wall of the valve sleeve 1.10. Port 1.10.1 (oil inlet) and Port A 1.10.2 (oil outlet). Port P 1.10.1 and Port A 1.10.2 are arranged opposite each other and staggered. The inner wall of the valve sleeve 1.10 opposite to Port A 1.10.2 is provided with an annular oil passage groove 1.10.3. The outer wall of the valve core 1.11 is provided with an oil passage annular groove 1.11.1. The axial length of the oil passage annular groove 1.11.1 is equal to the horizontal distance from the front end of the inner wall of Port P 1.10.1 to the front wall of the annular oil passage groove 1.10.3.

[0090] A removable filter screen 1.10.4 is provided at the P port 1.10.1; the rear end side wall of the valve sleeve 1.10 is a frustum structure with an outwardly protruding inclined surface, and the front end side wall of the valve shell 1.2 that is fitted with it has an inwardly narrowed opening 1.2.1; O-rings are clamped and fixed between the rear end of the coil 1.3 and the inner bottom wall of the valve seat 1.1, between the rear end face of the annular bracket 1.8 and the front end face of the guide sleeve 1.4, and between the rear end face of the valve sleeve 1.10 and the front end face of the annular bracket 1.8.

[0091] The nozzle 2 includes a body 2.1, a plug 2.2, an oil pipe 2.3, and a fixing bracket 2.4. The body 2.1 is a tubular body with an internal stepped cavity. An oil passage hole 2.1.1 is opened on the upper side wall of the body 2.1. One end of the oil pipe 2.3 is connected to the oil passage hole 2.1.1. The plug 2.2 can be opened and closed to seal and is fixed at the upper opening of the body 2.1. The fixing bracket 2.4 is sleeved on the middle of the outer side wall of the body 2.1.

[0092] The nozzle 2 further includes a plunger 2.5, a plunger spring 2.6, and a plunger guide sleeve 2.7; a protruding post 2.2.1 is provided on the inner top wall of the plug 2.2; the upper cavity diameter of the body 2.1 of the stepped structure inner cavity is larger than the lower cavity diameter; the plunger guide sleeve 2.7 is sleeved and fixed on the inner wall of the body 2.1 above the oil passage 2.1.1; the plunger 2.5 is slidably sleeved in the plunger guide sleeve 2.7, and the lower end of the plunger 2.5 can contact the stepped structure cavity connection of the stepped structure inner cavity; the diameter of the plunger 2.5 is larger than the diameter of the lower cavity of the body 2.1; the upper end of the plunger spring 2.6 is sleeved on the protruding post 2.2.1 and limited to contact the inner top wall of the plug 2.2; the lower end of the plunger spring 2.6 is limited to contact the plunger 2.5.

[0093] Example 3

[0094] See Figure 4 As shown, an engine piston cooling nozzle control method includes a low-temperature working mode where the engine oil temperature is low and the engine piston does not need to be cooled. At this time, the electromagnetic control valve 1 is energized, and the valve core 1.11 of the electromagnetic control valve 1 is closed by the electromagnetic thrust of the magnetic core shaft 1.6 and the spring force of the spring 1.9. The oil supply circuit of the nozzle 2 is cut off, and the nozzle 2 does not spray oil.

[0095] Benefits: During cold starts at low temperatures, the pistons do not require cooling. By reducing the load on the oil pump under this condition, heat loss can be reduced, the engine warm-up speed can be accelerated, and fuel economy and HC emissions can be improved.

[0096] Calibration strategy for low-temperature operating mode: If the oil temperature is below the range of 55℃-60℃, including when the engine speed changes from 600rpm to 2020rpm, the oil temperature is set to 60℃.

[0097] Alternatively, it may include setting the oil temperature to 55°C when the engine speed decreases from 2020 rpm to 600 rpm; and energizing the solenoid control valve 1.

[0098] Example 4

[0099] See Figure 4 As shown, an engine piston cooling nozzle control method includes a high-temperature, high-speed operating mode. The operating conditions are that the engine oil temperature is high, the speed is high, and the load is low, so the engine piston does not need to be cooled. At this time, the electromagnetic control valve 1 is energized, and the valve core 1.11 of the electromagnetic control valve 1 is closed by the electromagnetic thrust of the magnetic core shaft 1.6 and the spring force of the spring 1.9. The oil supply circuit of the nozzle 2 is cut off, and the nozzle 2 does not spray oil.

[0100] Benefits: Under high temperature, high speed, and low load conditions, the piston does not require cooling. By reducing the oil pump load under these conditions, oil circulation resistance can be reduced, internal engine friction losses can be decreased, excessive cooling can be avoided, thermal efficiency can be reduced, the engine's fuel economy and HC emissions can be improved, and air consumption can be reduced.

[0101] Calibration strategy for high temperature and high speed operating mode: If the oil temperature is higher than 55℃-60℃, when the engine speed changes from 870rpm to 2020rpm, the oil temperature is set to 60℃.

[0102] Alternatively, when the engine speed decreases from 2020 rpm to 870 rpm, the oil temperature is set to 55°C.

[0103] Furthermore, within the torque spectrum range of 870rpm-2020rpm, nozzle 2 has a torque range of ≤55%-60%;

[0104] This includes setting the torque to 60% when the load changes from 0% to 100%;

[0105] Alternatively, it could include setting the torque to 55% when the load changes from 100% to 0%; and energizing the solenoid control valve 1.

[0106] Example 5

[0107] See Figure 3 As shown, an engine piston cooling nozzle control method includes a high-temperature cooling working mode. The working conditions are that the engine oil temperature is high, the speed is high, and the load is large, so the engine piston needs to be cooled. At this time, the electromagnetic control valve 1 is in a de-energized state, the hydraulic pressure of the main oil passage is greater than the spring force of spring 1.9, and the valve core 1.11 of the electromagnetic control valve 1 is pushed by the hydraulic pressure of the main oil passage to open PA, the oil supply circuit of nozzle 2 is opened, and nozzle 2 realizes the cooling oil spray for engine piston.

[0108] Benefits: Under high temperature, high speed, and high load, the piston needs to be cooled. By adjusting and controlling the solenoid valve to cut off the power, the piston cooling nozzle sprays oil to cool the piston, enhances piston heat dissipation, prevents piston overheating, deformation or burning, ensures that the engine can maintain normal temperature and performance under high load, and improves engine reliability.

[0109] Calibration strategy for high-temperature cooling mode: If the oil temperature is higher than 55℃-60℃, when the engine speed changes from 870rpm to 2020rpm, the oil temperature is set to 60℃.

[0110] Alternatively, when the engine speed decreases from 2020 rpm to 870 rpm, the oil temperature is set to 55°C.

[0111] Furthermore, when nozzle 2 is within the range of 870rpm-2020rpm and the torque range value is >60%, the solenoid control valve 1 is de-energized.

[0112] Example 6

[0113] See Figure 2 As shown, an engine piston cooling nozzle control method includes a high-temperature, low-speed operating mode. In this mode, the engine oil temperature is high and the engine speed is low, so the engine piston does not require cooling. The electromagnetic control valve 1 is de-energized at this time, and the valve core 1.11 of the electromagnetic control valve 1 is closed by the spring force of spring 1.9, cutting off the oil supply to nozzle 2 and preventing oil injection. Benefits: At high temperature and low speed, the piston does not require cooling. By reducing the oil pump load under this condition, oil circulation resistance can be reduced, internal engine friction losses can be decreased, and excessive cooling can be avoided, leading to a decrease in thermal efficiency. This improves fuel economy and HC emissions at low speeds, and reduces air consumption.

[0114] Calibration strategy for high temperature and low speed operating mode: If the oil temperature is higher than 55℃-60℃, when the engine speed changes from 600rpm to 870rpm, the oil temperature is set to 60℃.

[0115] Alternatively, when the engine speed decreases from 870 rpm to 600 rpm, the oil temperature is set to 55°C; solenoid control valve 1 is de-energized.

[0116] Although the invention has been specifically shown and described in conjunction with preferred embodiments, those skilled in the art should understand that various changes in form and detail may be made to the invention without departing from the spirit and scope of the invention as defined in the appended claims, all of which shall be within the scope of protection of the invention.

Claims

1. A piston cooling nozzle system for a commercial vehicle hydrogen engine, characterized in that: it includes an electromagnetic control valve (1) and a nozzle (2), wherein the nozzle (2) is connected to the oil outlet of the electromagnetic control valve via an oil passage; The electromagnetic control valve (1) includes a valve seat (1.1), a valve housing (1.2), a coil (1.3), a guide sleeve (1.4), a magnetic core (1.5), a magnetic core shaft (1.6), a pole shoe (1.7), an annular bracket (1.8), a spring (1.9), a valve sleeve (1.10), and a valve core (1.11). The valve housing (1.2) is a cavity structure with openings at both the front and rear ends. The valve seat (1.1) is fastened to the rear opening of the valve housing (1.2), and the guide sleeve (1.4) is housed inside the valve housing (1.2) and fixed to the valve seat. (1.1) Inner bottom wall, coil (1.3) is wound around the outer wall of guide sleeve (1.4) and housed inside valve housing (1.2), coil (1.3) is electrically connected to valve seat (1.1), magnetic core (1.5) is slidably sleeved inside the rear end of guide sleeve (1.4), pole shoe (1.7) is fixed to the front end of guide sleeve (1.4), and pole shoe (1.7) and magnetic core (1.5) are adjacent to each other, rear end of magnetic core shaft (1.6) is fixedly connected to the front end face of magnetic core (1.5) and magnetic core shaft (1.6) is slidably sleeved on pole shoe (1.7), annular bracket (1.8) Fixed to the upper inner wall of the valve housing (1.2), the upper outer wall of the pole shoe (1.7) is sleeved and fixed inside the annular bracket (1.8), the valve sleeve (1.10) is a tubular cavity, the rear end face of the valve sleeve (1.10) is in contact with and fixed to the annular bracket (1.8), and the rear outer wall of the valve sleeve (1.10) is sleeved and fixed to the front inner wall of the valve housing (1.2), the valve core (1.11) is slidably sleeved inside the valve sleeve (1.10), and a spring (1.9) is in contact between the rear end face of the valve core (1.11) and the front end face of the pole shoe (1.7). The valve sleeve (1.10) cavity has a limiting structure at the front, and the front end face of the valve core (1.11) can contact the limiting structure at the front of the valve sleeve (1.10) cavity. The valve sleeve (1.10) sidewall has a P port (1.10.1) and an A port (1.10.2) facing each other. The P port (1.10.1) and the A port (1.10.2) are facing each other and staggered. The inner sidewall of the valve sleeve (1.10) aligned with the A port (1.10.2) has an annular oil passage groove (1.10.3). The outer sidewall of the valve core (1.11) has an oil passage annular groove circumferentially. 1.11.1) The axial length of the oil passage groove (1.11.1) is equal to the horizontal distance from the front end of the inner wall of the P port (1.10.1) to the front wall of the annular oil passage groove (1.10.3).

2. The commercial vehicle hydrogen engine piston cooling nozzle system according to claim 1, characterized in that: A removable filter screen (1.10.4) is provided at the P port (1.10.1); the rear end side wall of the valve sleeve (1.10) is a frustum structure with an outwardly protruding inclined surface, and the front end side wall of the valve shell (1.2) that is fitted with it has an inwardly constricted opening (1.2.1); O-rings are clamped and fixed between the rear end of the coil (1.3) and the inner bottom wall of the valve seat (1.1), between the rear end face of the annular bracket (1.8) and the front end face of the guide sleeve (1.4), and between the rear end face of the valve sleeve (1.10) and the front end face of the annular bracket (1.8).

3. The commercial vehicle hydrogen engine piston cooling nozzle system according to claim 2, characterized in that: The nozzle (2) includes a body (2.1), a plug (2.2), an oil pipe (2.3), and a fixing bracket (2.4); the body (2.1) is a tubular body with an internal stepped cavity, and an oil passage hole is opened on the upper side wall of the body (2.1). 2.1.1), one end of the oil pipe (2.3) is connected to the oil passage ( 2.1.1), the plug (2.2) can be opened and closed to seal and fix at the upper opening of the body (2.1), and the fixing bracket (2.4) is sleeved on the middle of the outer side wall of the body (2.1).

4. A commercial vehicle hydrogen engine piston cooling nozzle system according to claim 3, characterized in that: The nozzle (2) also includes a plunger (2.5), a plunger spring (2.6), and a plunger guide sleeve (2.7); a protruding post (2.2.1) is provided on the inner top wall of the plug (2.2); the upper cavity diameter of the body (2.1) of the stepped structure inner cavity is larger than the lower cavity diameter; the plunger guide sleeve (2.7) is sleeved and fixed on the inner wall of the body (2.1) above the oil passage (2.1.1); the plunger (2.5) is slidably sleeved in the plunger guide sleeve (2.7); and the lower end of the plunger (2.5) can contact the stepped structure cavity connection of the stepped structure inner cavity; the diameter of the plunger (2.5) is larger than the lower cavity diameter of the body (2.1); the upper end of the plunger spring (2.6) is sleeved on the protruding post (2.2.1) and limited to contact the inner top wall of the plug (2.2); and the lower end of the plunger spring (2.6) is limited to contact the plunger (2.5).

5. A commercial vehicle hydrogen engine piston cooling nozzle system according to claim 4, characterized in that: It also includes an engine, ECU, engine speed sensor and oil temperature and pressure sensor. The ECU controls the opening and closing of the nozzle (2) by controlling the solenoid control valve (1) to cool the engine piston according to the heat load. The engine speed sensor and oil temperature and pressure sensor provide the ECU with real-time data such as oil temperature and pressure and engine speed.

6. A method for controlling engine piston cooling nozzles, applied to the piston cooling nozzle system of a commercial vehicle hydrogen engine as described in any one of claims 1-5, characterized in that: Including the low temperature working mode, the engine oil temperature is low and the engine piston does not need to be cooled; the electromagnetic control valve (1) is energized at this time, and the valve core (1.11) of the electromagnetic control valve (1) is closed by the electromagnetic thrust of the magnetic core shaft (1.6) and the spring force of the spring (1.9), the oil supply circuit of the nozzle (2) is cut off, and the nozzle (2) does not spray oil.

7. The method for controlling engine piston cooling nozzles according to claim 6, characterized in that, Calibration strategy for low temperature working mode: If the oil temperature is below the range of 55℃-60℃, including when the engine speed changes from 600rpm to 2020rpm, the oil temperature is set to 60℃; or when the engine speed changes from 2020rpm to 600rpm, the oil temperature is set to 55℃; the solenoid control valve (1) is energized.

8. The method for controlling engine piston cooling nozzles according to claim 7, characterized in that: Including high temperature and high speed working mode, the working condition is that the engine oil temperature is high, the speed is high, and the load is small, and the engine piston does not need to be cooled; the electromagnetic control valve (1) is energized at this time, and the valve core (1.11) of the electromagnetic control valve (1) is closed by the electromagnetic thrust of the magnetic core shaft (1.6) and the spring force of the spring (1.9) under the dual action, the oil supply line of the nozzle (2) is cut off, and the nozzle (2) does not spray oil; Calibration strategy for high temperature and high speed working mode: If the oil temperature is higher than 55℃-60℃, when the engine speed changes from 870rpm to 2020rpm, the oil temperature is set to 60℃; or, when the engine speed changes from 2020rpm to 870rpm, the oil temperature is set to 55℃; and the nozzle (2) is within the spectrum range of 870rpm-2020rpm and the torque range value is ≤55%-60%, including when the load changes from 0% to 100%, the torque is set to 60%; or including when the load changes from 100% to 0%, the torque is set to 55%; the electromagnetic control valve (1) is energized.

9. The method for controlling engine piston cooling nozzles according to claim 8, characterized in that: Including the high temperature cooling working mode, the working condition is that the engine oil temperature is high, the speed is high, and the load is large, and the engine piston needs to be cooled; the electromagnetic control valve (1) is in the de-energized state at this time, the hydraulic pressure of the main oil passage is greater than the spring force of the spring (1.9), the valve core (1.11) of the electromagnetic control valve (1) is pushed by the hydraulic pressure of the main oil passage to realize PA opening, the oil supply circuit of the nozzle (2) is opened, and the nozzle (2) realizes the cooling oil spray for the engine piston; Calibration strategy for high temperature cooling working mode: If the oil temperature is higher than 55℃-60℃, when the engine speed changes from 870rpm to 2020rpm, the oil temperature is set to 60℃; or, when the engine speed changes from 2020rpm to 870rpm, the oil temperature is set to 55℃; and when the nozzle (2) is within the spectrum range of 870rpm-2020rpm and the torque range value is >60%, the electromagnetic control valve (1) is de-energized.

10. The method for controlling engine piston cooling nozzles according to claim 9, characterized in that: Including high temperature and low speed working mode, the working condition is that the engine oil temperature is high and the speed is low, and the engine piston does not need to be cooled; the electromagnetic control valve (1) is in the de-energized state at this time, the valve core (1.11) of the electromagnetic control valve (1) is closed by the spring force of the spring (1.9), the oil supply line of the nozzle (2) is cut off, and the nozzle (2) does not spray oil. Calibration strategy for high temperature and low speed working mode: If the oil temperature is higher than 55℃-60℃, when the engine speed changes from 600rpm to 870rpm, the oil temperature is set to 60℃; or, when the engine speed changes from 870rpm to 600rpm, the oil temperature is set to 55℃; the electromagnetic control valve (1) is de-energized.

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