A method for controlling oil aging and a piston structure with diagonal oil chambers

Abstract

The application discloses a machine oil aging control method and a piston structure of a diagonal oil chamber, relates to the technical field of machine oil aging control, and the control method comprises the following steps: S1, during the whole operation process of an engine, a controller starts real-time multi-dimensional signal synchronous acquisition; S2, the controller compares parameters collected in real time with limit threshold values, performs dynamic grading determination on machine oil, obtains an engine operation condition, and adopts a machine oil aging prevention and control strategy according to the corresponding engine operation condition; and S3, machine oil operation parameters are collected in real time according to a machine oil life sensor, an aging coefficient of the machine oil is calculated, and the machine oil is adaptively dynamically corrected according to different aging coefficients of the machine oil.

Description

Technical Field

[0001] This application belongs to the field of engine oil aging control technology, specifically relating to an engine oil aging control method and a piston structure with a diagonal oil chamber. Background Technology

[0002] Large-bore engines (≥150mm) are high-end power equipment, widely used in key areas such as ship propulsion, stationary power generation, heavy engineering machinery, and special transport equipment. They are core equipment in the energy supply, engineering construction, and water transport industry chains. Large-bore engines generally adopt an internal piston cooling oil chamber structure, relying on the circulation of engine oil through the oil chamber to remove heat from the piston.

[0003] Existing piston internal cooling oil chambers mostly adopt a single-outlet, single-side oil outlet structure. This results in a single oil flow path and poor flow uniformity within the chamber, making it difficult to control the oil's residence time. Especially under high-power, high-temperature, and high-altitude operating conditions, the piston's heat flux density surges. Oil flowing through the internal cooling oil chamber remains in contact with the high-temperature piston base for an extended period, causing a rapid rise in oil temperature and making it highly susceptible to oxidation and nitration reactions. These aged impurities, circulating through the lubrication system, easily clog oil filters and narrow oil passages, exacerbating lubrication system wear. Under extreme conditions, this can lead to serious malfunctions such as insufficient piston cooling, cylinder scoring, and piston ring groove carbon buildup causing seizure. A single, fixed oil chamber structure can only achieve optimal cooling within specific operating conditions; in other conditions, oil residence time and heat exchange intensity cannot be dynamically adjusted. At low temperatures and light loads, the oil viscosity is high, easily accumulating and depositing in the oil chamber. At high temperatures and heavy loads, the oil's heat exchange intensity is insufficient, and thermal aging is accelerated. Static structural optimization lacks the ability to adaptively adjust to different operating conditions. Furthermore, existing optimization solutions can only achieve static structural finalization before leaving the factory. During the operation of the entire machine, it is impossible to collect key parameters such as multi-point piston temperature, real-time engine load, ambient temperature, and real-time oil degradation level online and in real time. It is impossible to accurately distinguish the differentiated heat load and oil aging risk under different operating conditions, making it difficult to match the corresponding cooling control intensity. It can only rely on fixed oil circulation flow rate and cannot achieve targeted temperature and aging control according to different scenarios. Moreover, it has not established an adaptive control mechanism for the entire life cycle of oil and ignores the impact of oil degradation on the cooling strategy. As the oil gradually degrades from a brand-new state to moderate and severe aging, its anti-oxidation and anti-thermal decomposition performance continues to decline, and the aging rate varies significantly under the same piston temperature. The existing piston cooling solution only uses engine operating conditions as the basis for control and does not identify the oil aging state in real time. It cannot dynamically adjust the oil residence time, cooling flow rate, and oil filling rate in the oil chamber according to the degree of oil degradation. Long-term high-flow flushing of brand-new oil produces unnecessary shear loss, and severely aged oil is still using conventional heat exchange parameters, which can easily generate carbon deposits and impurities that clog the oil passages. Summary of the Invention

[0004] This application provides a method for controlling oil aging and a piston structure with a diagonal oil chamber to solve the above-mentioned technical problems. Existing large-bore engines rely solely on the static structure optimization of the piston's internal cooling oil chamber to delay oil aging, which has shortcomings such as poor adaptability to operating conditions, lack of online multi-dimensional parameter sensing, lack of adaptive control for oil aging stratification, and weak fault tolerance of sensors. It is difficult to solve the problems of high piston thermal load, rapid oil deterioration due to heat, and impurities clogging the lubrication system under high temperature, high altitude, and heavy load conditions.

[0005] The technical solution adopted in this application is as follows: A method for controlling engine oil aging, the method comprising: S1: Throughout the engine operation, the controller synchronously acquires multi-dimensional signals in real time. S2: The controller compares the parameters collected in real time with the limit threshold to determine the dynamic classification of the engine oil, obtain the engine operating conditions, and take the corresponding engine oil aging prevention and control strategy according to the engine operating conditions. S3: Based on the real-time collection of oil operating parameters by the oil life sensor, the oil aging coefficient is calculated, and the oil is dynamically and adaptively corrected according to the different aging coefficients.

[0006] Preferably, the controller performs real-time multi-dimensional signal synchronous acquisition, and the acquired parameters specifically include: multi-point temperature of the piston top and annular groove area, real-time engine load, and intake air altitude and ambient pressure.

[0007] Preferably, the controller compares the real-time collected parameters with the limit threshold to perform dynamic oil grading determination and obtain the engine operating conditions, specifically including: When the piston temperature is lower than the preset low temperature threshold, the engine load is lower than the preset low load threshold, and the ambient temperature is lower than the preset ambient low temperature threshold, it is determined that the engine oil is at risk of aging due to hot and cold oil loss, which is a low temperature light load condition. When the piston temperature is within the preset temperature threshold range, the engine load is within the preset load threshold range, and the ambient temperature is within the preset ambient temperature threshold range, it is determined to be a normal steady-state operating condition. When the piston temperature exceeds the preset high temperature limit, the engine load exceeds the preset high load threshold, and the ambient temperature exceeds the preset ambient high temperature threshold, it is determined to be a high temperature and high load operating condition.

[0008] Preferably, the oil aging prevention strategy based on the corresponding engine operating conditions specifically includes: When the engine is under low temperature and light load conditions, the first-level oil aging prevention and control strategy is activated, the flow ratio valve is controlled to maintain a balanced opening in the middle position, and the oil is symmetrically distributed through the diagonal double oil passages. When the engine is under normal steady-state operating conditions, the secondary oil aging prevention and control strategy is activated, the opening range of the flow proportional valve is controlled to be 65%~75%, the oil residence time in the oil chamber is 15~25ms, and the cooling flow rate is maintained at 70%~80% of the rated flow rate in a balanced laminar flow velocity. When the engine is under high temperature and high load conditions, the three-stage oil aging prevention and control strategy is activated, the opening range of the flow proportional valve is controlled to be 80%~90%, the cooling flow is increased to 85%~90% of the rated maximum cooling flow, and the high temperature residence time of the oil chamber is compressed to 8~14ms.

[0009] Preferably, the step of calculating the oil aging coefficient based on real-time acquisition of oil operating parameters by an oil life sensor specifically includes: The dielectric constant of the engine oil is collected by a capacitive oil quality sensor, the engine oil temperature is detected by a temperature sensor, the kinematic viscosity is detected by a piezoelectric oil sensor, and the degree of impurity contamination is detected by an oil sensor. The aging coefficient K is calculated by weighted averaging the above parameter data.

[0010] Preferably, the adaptive dynamic correction of the engine oil based on different aging coefficients specifically includes: When the aging coefficient is 0.8≤K≤1.0, the engine oil is considered to be in the new engine oil stage. The controller uses 70%~80% of the engine's rated cooling flow as the benchmark output value. The oil filling rate of the piston's internal cooling oil chamber is stably controlled at 65%~75%, and the oil residence time in the piston's internal cooling oil chamber is controlled to be 15~25ms. When the aging coefficient is 0.4 < K < 0.8, the engine oil is judged to be in the moderate aging stage. The controller uses 80% to 90% of the engine's rated cooling flow as the reference output value. The oil filling rate of the piston's internal cooling oil chamber is stably controlled at 60% to 70%, and the residence time of the engine oil in the piston's internal cooling oil chamber is controlled to be 8 to 14 ms. When the aging coefficient 0≤K≤0.4, the engine oil is determined to be in a severely aged stage. The controller uses 90%~100% of the engine's rated cooling flow as the benchmark output value. The high-temperature residence time of the cold oil chamber is compressed to 3~7ms, and the steady-state oil filling rate of the oil chamber is reduced and locked to 50%~60%.

[0011] Preferably, the oil aging control method further includes step S4, whereby the controller continuously iteratively constructs a database relating multi-scenario operating condition parameters, cooling parameters, and oil aging rate based on the collected parameters; and dynamically iteratively optimizes the cooling control MAP by comparing the deviation between the actual oil aging rate and the theoretical aging rate under the same operating conditions, relying on the built-in self-learning algorithm.

[0012] Preferably, the oil aging control method further includes step S5, where the controller performs real-time self-checks on the status of each sensor signal. When a single sensor signal is abnormal, fails, or drifts, the fault data is isolated, and the current real operating conditions and oil status are fitted and deduced based on the remaining normal sensor data and the historical operating condition database.

[0013] Preferably, when a single sensor signal becomes abnormal, fails, or drifts, the faulty data is isolated, and the current actual operating conditions and oil status are fitted and deduced based on the remaining normal sensor data, combined with multi-scenario operating condition parameters, cooling parameters, and an oil aging rate correlation database. Specifically, this includes: After the controller identifies a sensor malfunction, it immediately isolates the faulty channel, removes erroneous data, and prohibits faulty parameters from participating in control calculations. The system retains real-time data from all other normally functioning sensors; Based on the multi-scenario operating condition parameters, cooling parameters, and oil aging rate correlation database constructed by the controller, the current real piston heat load, kinematic viscosity, and impurity contamination level are inferred through big data fitting algorithms to determine the state of the oil.

[0014] This application also relates to a piston structure with a diagonal oil chamber, based on the above-described oil aging control method, characterized in that a first outlet is provided on one side of the bottom of the piston, and a second outlet is provided on the other side of the bottom of the piston, with the first outlet and the second outlet being diagonally distributed.

[0015] Due to the adoption of the above technical solution, the beneficial effects achieved by this application are as follows: 1. Traditional operating condition determination relies solely on engine speed and load as single parameters, failing to identify hidden aging conditions under low temperature and light load, or extreme conditions under high temperature and high heat load. This results in low accuracy and poor adaptability. This invention employs a three-parameter coupled threshold comparison of piston temperature, engine load, and ambient temperature, accurately identifying complex combinations of temperature, load, and environmental factors. The operating condition determination is more comprehensive and accurate. The aging mechanisms of engine oil differ significantly under different operating conditions. Low temperature aging is primarily characterized by thermal loss and deposition, steady-state aging by conventional shear aging, and high temperature aging by thermal decomposition and coking. The engine oil aging control method of this application can accurately distinguish different aging scenarios and tailor differentiated control strategies for low-temperature anti-stagnation, steady-state low loss, and high-temperature anti-decomposition, completely solving the shortcomings of traditional single control strategies that cannot adapt to the aging characteristics of multiple scenarios. By comparing thresholds in real time across multiple dimensions, high-risk operating conditions and potential aging risks can be identified in advance, before significant deterioration, carbon buildup, and wear occur in the engine oil. This proactively corrects core parameters such as cooling flow, replacement frequency, and residence time, transforming traditional passive aging prevention into proactive pre-emptive suppression, significantly slowing down the overall aging rate of the engine oil. Furthermore, it covers the entire environmental temperature range—low, normal, and high—and the full load operating range—light load, steady-state, and heavy load—adapting to all working scenarios including engine start-stop, steady-state, transient, and heavy load. This provides a precise operating condition classification foundation for subsequent self-learning MAP optimization, adaptive aging coefficient correction, and sensor fault-tolerant control, greatly improving the scenario adaptability and operational stability of the entire engine control system. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This application provides a method for controlling engine oil aging according to one embodiment of the present application. Figure 2 This is a schematic diagram of a piston structure with a diagonal oil chamber according to one embodiment of this application; In the picture, 1. Piston; 2. First outlet; 3. Second outlet. Detailed Implementation

[0017] To more clearly illustrate the overall concept of this application, a detailed explanation is provided below with reference to the accompanying drawings.

[0018] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, this application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of this application is not limited to the specific embodiments disclosed below.

[0019] Furthermore, it should be understood in the description of this application that the terms "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0020] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0021] In this application, unless otherwise expressly specified and limited, the "above" or "below" of the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. In the description of this specification, references to terms such as "implementation," "example," "a particular embodiment," "example," or "specific example," etc., indicate that the specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described can be combined in any suitable manner in one or more embodiments or examples.

[0022] Example 1 A method for controlling engine oil aging, the method comprising: S1: Throughout the engine operation, the controller synchronously acquires multi-dimensional signals in real time. S2: The controller compares the parameters collected in real time with the limit threshold to determine the dynamic classification of the engine oil, obtain the engine operating conditions, and take the corresponding engine oil aging prevention and control strategy according to the engine operating conditions. S3: Based on the real-time collection of oil operating parameters by the oil life sensor, the oil aging coefficient is calculated, and the oil is dynamically and adaptively corrected according to the different aging coefficients.

[0023] Traditional operating condition determination relies solely on engine speed and load as single parameters, failing to identify hidden aging conditions under low temperature and light load, or extreme conditions under high temperature and high heat load. This results in low accuracy and poor adaptability. This invention employs a three-parameter coupled threshold comparison of piston temperature, engine load, and ambient temperature, accurately identifying complex combinations of temperature, load, and environmental factors, providing a more comprehensive and accurate assessment. The aging mechanisms of engine oil differ significantly under different operating conditions: low temperature aging is primarily characterized by thermal loss and deposition, steady-state aging by conventional shear aging, and high temperature aging by thermal decomposition and coking. The oil aging control method proposed in this application can accurately distinguish between different aging scenarios, tailoring differentiated control strategies for low-temperature anti-stagnation, steady-state low loss, and high-temperature anti-decomposition, completely overcoming the shortcomings of traditional single control strategies that cannot adapt to the aging characteristics of multiple scenarios. By comparing thresholds in real time across multiple dimensions, high-risk operating conditions and potential aging risks can be identified in advance, before significant deterioration, carbon buildup, and wear occur in the engine oil. This proactively corrects core parameters such as cooling flow, replacement frequency, and residence time, transforming traditional passive aging prevention into proactive pre-emptive suppression, significantly slowing down the overall aging rate of the engine oil. Furthermore, it covers the entire environmental temperature range—low, normal, and high—and the full load operating range—light load, steady-state, and heavy load—adapting to all working scenarios including engine start-stop, steady-state, transient, and heavy load. This provides a precise operating condition classification foundation for subsequent self-learning MAP optimization, adaptive aging coefficient correction, and sensor fault-tolerant control, greatly improving the scenario adaptability and operational stability of the entire engine control system.

[0024] Preferably, in step S1, the controller starts multi-dimensional signal synchronous acquisition in real time, and the acquired parameters specifically include: multi-point temperature of piston top and annular groove area, real-time engine load and ambient temperature.

[0025] Temperature sensors are placed at multiple points on the piston top and circumference to collect temperature data at various locations on the piston top and in the annular groove area. Intake pressure, instantaneous engine speed, throttle opening degree, and rate of change are detected by intake manifold absolute pressure sensors, speed sensors, and throttle opening sensors in the engine's intake manifold. Combined with the load calibration algorithm built into the controller ECU, the system accurately calculates the engine's real-time effective load, transient load fluctuations, and steady-state load range, distinguishing between different operating conditions such as light load, medium load, high load, and sudden burst load, providing core operating condition data for oil aging prevention strategies. A high-precision on-board ambient temperature sensor is deployed in a heat-free area at the engine intake front to collect real-time ambient temperature signals, avoiding interference from engine heat radiation and engine compartment temperatures, ensuring accurate and reliable data. The sensor converts the real-time ambient temperature analog signal into a digital signal and transmits it to the controller.

[0026] Preferably, in step S2, the controller compares the real-time collected parameters with the limit threshold to determine the dynamic oil grading and obtain the engine operating conditions, specifically including: When the piston temperature is lower than the preset low temperature threshold, the engine load is lower than the preset low load threshold, and the ambient temperature is lower than the preset ambient low temperature threshold, it is determined that the engine oil is at risk of aging due to hot and cold oil loss, which is a low temperature light load condition. When the piston temperature is within the preset temperature threshold range, the engine load is within the preset load threshold range, and the ambient temperature is within the preset ambient temperature threshold range, it is determined to be a normal steady-state operating condition. When the piston temperature exceeds the preset high temperature limit, the engine load exceeds the preset high load threshold, and the ambient temperature exceeds the preset ambient high temperature threshold, it is determined to be a high temperature and high load operating condition.

[0027] When the real-time detected piston temperature is lower than the system's preset low-temperature threshold, the real-time engine load is lower than the preset low-load threshold, and the ambient temperature is lower than the preset ambient low-temperature threshold, the system determines that the engine is in a low-temperature, light-load operating condition. This condition often occurs during cold starts, low-speed coasting, and short-distance idling. Under these conditions, the overall engine operating temperature is low, the engine oil cannot quickly reach its optimal operating temperature, the oil viscosity is high, and its fluidity is poor. The oil replacement rate inside the piston's cooling oil chamber is slow, easily leading to localized stagnation and uneven heat exchange. Prolonged exposure to repeated low-temperature start-stop conditions can cause problems such as alternating hot and cold losses, oil emulsification, and impurity buildup. The main failure modes are thermal fatigue aging and low-speed stagnation and deposition aging, posing a hidden risk of oil aging. After accurately identifying this condition, the system can specifically optimize the cooling flow and replacement frequency to avoid oil stagnation, deterioration, and impurity buildup under low-temperature conditions.

[0028] When the real-time piston temperature is consistently within the system's preset normal temperature range, the engine's real-time load is within the preset low-to-medium load steady-state range, and the ambient temperature is within the preset normal temperature range, the system determines that the engine is in a normal steady-state operating condition. This condition represents the engine's most important and normal operating condition, characterized by stable overall engine thermal load, no localized heat accumulation on the piston, good ambient heat dissipation, and the oil's temperature, viscosity, and flow characteristics consistently remaining within their optimal operating range. Under this condition, the oil faces no risk of extreme high-temperature cracking or low-temperature stagnation and deposition; aging primarily occurs through uniform, slow conventional mechanical shear aging and slight oxidative aging. Based on this condition's determination, the system employs a steady-state moderate cooling strategy to minimize oil shear loss while ensuring stable piston heat dissipation, achieving an optimal balance between heat dissipation safety and oil life extension.

[0029] When the real-time piston temperature exceeds the system's preset high-temperature limit threshold, the engine's real-time load exceeds the preset high-load threshold, and the ambient temperature exceeds the preset ambient high-temperature threshold, the system determines that the engine is operating under severe high-temperature and high-load conditions. This condition often occurs during long-distance high-speed driving, uphill heavy-load driving, and hot-weather operation, significantly increasing the overall engine heat load. High temperatures accumulate continuously on the piston top and annular groove areas, and the engine oil operates in a high-heat environment for extended periods. Under these conditions, the engine oil is highly susceptible to thermal oxidation, thermal decomposition, and viscosity decay, accompanied by gum formation and carbon deposit precursor accumulation. The aging rate accelerates dramatically, with high-temperature thermal aging, high-temperature thermal decomposition thickening, and impurity coking aging as the main failure modes. This is the core condition for rapid oil deterioration and premature failure. After accurately identifying this condition, the system proactively strengthens the cooling and displacement strategy, shortening the high-temperature residence time of the engine oil and inhibiting rapid high-temperature aging and carbon deposit formation.

[0030] Preferably, an oil aging prevention strategy is adopted based on the corresponding engine operating conditions, specifically including: S21: When the engine is under low temperature and light load conditions, the first-level oil aging prevention and control strategy is activated, the flow ratio valve is controlled to maintain a balanced opening in the middle position, and the oil is symmetrically distributed through the diagonal double oil passages.

[0031] When the system determines that the engine is under low-temperature, light-load conditions, it activates the first-level oil aging prevention strategy. The controller maintains a balanced opening of the oil flow proportional valve, avoiding high-flow-rate scouring and low-flow-rate limiting operations, thus maintaining a symmetrical and stable flow state at the valve port. Utilizing the piston's diagonal dual-oil-pass structure, it achieves symmetrical oil distribution and uniform flow, ensuring consistent flow rate, balanced velocity, and stable flow field on both sides of the oil passages. The first-level oil aging prevention strategy is designed to address the characteristics of low-temperature oil: high viscosity, poor fluidity, susceptibility to stagnation, susceptibility to localized accumulation, and significant fatigue aging due to alternating hot and cold temperatures. In low-temperature environments, the oil has not yet reached its optimal operating temperature, resulting in excessively high viscosity. Excessive flow can easily cause pump damage and intensified shearing, while insufficient flow can lead to stagnation of the oil in the oil chamber, causing impurities to settle, uneven localized heat exchange, and exacerbating the oil's thermal fatigue loss. By using a balanced opening at the center position and symmetrical flow control of the dual oil passages, the oil in the oil chamber forms a stable, uniform, and low-disturbance flow state. This avoids ineffective mechanical shearing aging caused by high flow at low temperatures, and also eliminates impurity deposition and local heat exchange failure caused by stagnant flow at low flow rates. This effectively improves the flow characteristics of the oil under low-temperature conditions and suppresses the problems of oil loss and aging due to alternating hot and cold temperatures.

[0032] S22: When the engine is under normal steady-state operating conditions, activate the secondary oil aging prevention and control strategy, control the flow proportional valve opening range to 65%~75%, the oil residence time in the oil chamber to 15~25ms, and maintain the cooling flow rate at 70%~80% of the rated flow rate in a balanced laminar flow velocity.

[0033] When the system determines that the engine is under normal steady-state operating conditions, it activates the secondary oil aging prevention strategy. The controller precisely controls the opening of the flow proportional valve to remain stable within the range of 65% to 75%, and maintains the cooling flow at 70% to 80% of the engine's rated cooling flow, keeping the laminar flow velocity in the oil chamber balanced and stable; at the same time, it strictly controls the high-temperature residence time of the oil in the piston's internal cooling oil chamber to 15 to 25 ms.

[0034] The normal steady-state operating condition is the dominant condition for long-term engine operation. The overall engine thermal load is stable, there is no significant heat accumulation on the piston, and the environmental heat dissipation conditions are good. Oil aging is mainly characterized by slow, uniform mechanical shear aging and slight oxidation aging. The secondary oil aging control strategy employs a steady-state matching scheme with moderate valve opening, medium flow rate, and reasonable residence time. On the one hand, 70%–80% of the rated cooling flow rate combined with a 65%–75% valve opening creates a stable and uniform laminar flow field, free from turbulence, pressure oscillations, and localized velocity disturbances, minimizing continuous shear fatigue damage to the oil. On the other hand, a reasonable residence time of 15–25 ms ensures sufficient heat exchange between the oil and the piston wall, maintaining a stable piston cooling rate and ensuring stable piston operating temperature without localized hot spots, while also preventing slow oxidation accumulation aging caused by prolonged high-temperature static oil storage. This strategy achieves a triple steady-state balance of piston heat dissipation safety, optimal cooling energy consumption, and slowest oil aging, adapting to the needs of long-term, normal engine operation.

[0035] S23: When the engine is under high temperature and high load conditions, the three-stage oil aging prevention and control strategy is activated, the opening range of the flow proportional valve is controlled to be 80%~90%, the cooling flow is increased to 85%~90% of the rated maximum cooling flow, and the high temperature residence time of the oil chamber is compressed to 8~14ms.

[0036] When the system determines that the engine is under high temperature and high load conditions, it activates a three-stage oil aging prevention strategy. The controller actively opens the proportional flow valve, increasing the valve opening to 80%–90% of its maximum capacity, and simultaneously increasing the cooling flow to 85%–90% of the rated maximum cooling flow, rapidly increasing the convection velocity within the piston's cooling oil chamber. At the same time, it significantly reduces the high-temperature residence time of the compressor oil, shortening the oil's high-temperature residence time in the oil chamber to 8–14 ms, implementing a highly efficient oil replacement prevention mode with rapid oil inflow and outflow. Under high temperature and high load conditions, the piston experiences concentrated heat load and high wall temperature. Prolonged contact between the oil and the high-temperature wall surface makes it highly susceptible to thermal oxidation, thermal decomposition, and viscosity decay, leading to the formation of gum and carbon deposit precursors. This is the core condition for rapid oil aging and premature failure. The three-stage oil aging prevention strategy employs an enhanced prevention logic that actively increases flow rate and reduces high-temperature residence time. This significantly improves the heat exchange efficiency of the oil chamber, rapidly removing heat accumulated on the piston and inhibiting localized heat buildup. Simultaneously, it shortens the oil's residence time in high-temperature areas, reducing the oil's high-temperature contact time at the source and blocking the pathways of thermal oxidation and thermal decomposition. The high-frequency, rapid replacement method continuously refreshes the heat-absorbing and heated oil within the oil chamber, constantly introducing fresh, low-temperature oil. This prevents repeated heating and accumulation of high-temperature oil, effectively solving the problem of rapid oil aging, thickening, and coking under high-load, high-heat conditions.

[0037] This application adopts different oil anti-aging control strategies according to different engine operating conditions. For the different thermal environments and different oil aging mechanisms of three types of operating conditions, namely low temperature and light load, normal steady state, and high temperature and high load, it matches the graded control logic of low disturbance and anti-stagnant flow, steady state low loss, and high temperature strong displacement respectively. It changes the traditional crude control method of uniform cooling parameters for all engine operating conditions, and realizes the prevention of oil stagnation when the engine is in low temperature condition, the prevention of oil shearing in steady state condition, and the prevention of oil cracking in high temperature condition.

[0038] Preferably, the oil aging coefficient is calculated based on real-time data collected from the oil operating parameters by the oil life sensor, specifically including: The dielectric constant of the engine oil is collected by a capacitive oil quality sensor, the engine oil temperature is detected by a temperature sensor, the kinematic viscosity is detected by a piezoelectric oil sensor, and the degree of impurity contamination is detected by an oil sensor. The aging coefficient K is calculated by weighted averaging the above parameter data.

[0039] The aging coefficient K is not data from a single sensor, but a comprehensive oil life score obtained by fusing and normalizing multiple parameters from the controller, with a value ranging from 0 to 1. The aging parameter K is calculated by weighting four measured indicators, including: dielectric constant offset (40% weight, representing the degree of oxidation, cracking, and chemical degradation of the oil); oil viscosity decay rate (30% weight, representing the degree of shear fatigue and lubrication failure of the oil); impurity or particulate contamination degree (20% weight, representing the degree of contamination and abrasive catalytic aging); and cumulative high-temperature residence time integral (10% weight, representing the degree of thermal cumulative damage). When the engine oil is in the new oil stage (0.8≤K≤1.0), its dielectric constant, viscosity, and cleanliness are all at standard values, and its performance is intact. When the engine oil is in the moderate aging stage (0.4<K<0.8), its dielectric constant shifts, its viscosity begins to decrease, its heat resistance and shear strength decrease, and it needs to increase the replacement frequency and shorten the high-temperature residence time. When the engine oil is in the severe aging stage (0≤K≤0.4), the engine oil is severely oxidized, has abnormal viscosity, and high impurity content.

[0040] Preferably, the engine oil is adaptively and dynamically corrected according to its different aging coefficients, specifically including: S31: When the aging coefficient is 0.8≤K≤1.0, the engine oil is determined to be in the new engine oil stage. The controller uses 70%~80% of the engine's rated cooling flow as the benchmark output value. The oil filling rate of the piston internal cooling oil chamber is stably controlled at 65%~75%, and the oil residence time in the piston internal cooling oil chamber is controlled to be 15~25m.

[0041] The system calculates the aging coefficient using the oil life sensor and determines that it is in the range of 0.8 to 1.0. This indicates that the oil has good physical and chemical properties, sufficient resistance to oxidation, shearing, and thermal decomposition, and no gum or metal abrasive particles. The goal is to protect the oil's long-term performance with minimal loss.

[0042] The controller sets the cooling baseline output flow rate to 70%–80% of the engine's rated cooling flow rate; the oil filling rate of the piston's internal cooling oil chamber is stably maintained at 65%–75%, ensuring sufficient oil in the chamber to form a complete heat exchange oil film and maximizing the piston's heat dissipation contact area; the oil residence time in the piston's internal cooling oil chamber is controlled at 15–25 ms. The new oil has ample performance margin, eliminating the need for intensive flushing and replacement; the moderate oil filling rate combined with a reasonable residence time creates a stable laminar flow field, significantly reducing oil flow shear stress and preventing premature molecular chain fatigue loss in the new oil. Maintaining only the basic heat exchange requirements is sufficient to stably control the piston temperature, reducing unnecessary high-flow-rate oil aging.

[0043] S32: When the aging coefficient is 0.4 < K < 0.8, the engine oil is judged to be in the medium aging stage. The controller uses 80% to 90% of the engine's rated cooling flow as the benchmark output value. The oil filling rate of the piston internal cooling oil chamber is stably controlled at 60% to 70%, and the residence time of the engine oil in the piston internal cooling oil chamber is controlled to be 8 to 14 ms.

[0044] When the aging coefficient drops to the range of 0.4 to 0.8, the engine oil is judged to have entered a moderate aging state. The engine oil antioxidants are continuously consumed, the viscosity stability decreases, trace amounts of oxidation precursors begin to form in the oil, the heat resistance is significantly reduced, and the aging rate is significantly faster than that of new oil at the same temperature. The control target is to moderately enhance the replacement and compensate for the degradation performance of the engine oil.

[0045] The controller increases the cooling reference flow rate to 80%–90% of the rated cooling flow rate; reduces the oil filling rate of the oil chamber to 60%–70%, appropriately reducing the static oil storage in the chamber and reducing the prolonged contact of deteriorated oil with the walls; and shortens the high-temperature retention time of the oil to 8–14 ms, accelerating the oil renewal speed in the chamber.

[0046] Compared to the new oil stage, the increased flow rate and shorter residence time can accelerate the removal of heat-absorbing oil in the oil chamber and shorten the contact time between the oil and the high-temperature piston wall. The slightly reduced oil filling rate reduces the deposit base of impurities and delays further deterioration of the oil through gentle and enhanced replacement. Without causing excessive shear loss, it offsets the risk of thermal aging caused by insufficient oil oxidation resistance.

[0047] S33: When the aging coefficient 0≤K≤0.4, the engine oil is judged to be in a severely aged stage. The controller uses 90%~100% of the engine's rated cooling flow as the benchmark output value. The high-temperature residence time of the cold oil chamber is compressed to 3~7ms, and the steady-state oil filling rate of the oil chamber is reduced and locked to 50%~60%.

[0048] When the aging coefficient falls into the range of 0 to 0.4, the performance of the engine oil is on the verge of failure. Its ability to resist thermal cracking and coking is basically exhausted. The oil is rich in a large number of abrasive particles and oxidized gums. It can quickly thicken, carbonize, and scratch the inner wall of the piston at slight high temperatures. The control target is to forcefully flush the bottom to block the path of rapid deterioration.

[0049] The controller's reference output flow rate is increased to 90% to 100% of the rated cooling flow rate, and a pulsed high-flow displacement mode is adopted; the steady-state oil filling rate of the oil chamber is reduced and locked to 50% to 60%, which greatly reduces the volume of statically retained and deteriorated oil in the chamber; the oil high-temperature residence time limit is compressed to 3 to 7 ms, realizing instantaneous heat exchange of the oil and immediate removal from the high-temperature heat source.

[0050] Severely aged engine oil is prone to coking on the oil chamber walls. A low oil filling rate can reduce the area of ​​deteriorated engine oil adhering to the walls. Combined with the full-scale peak flow rate, a strong flushing flow field is formed throughout the entire area, which quickly empties the engine oil that has been heated and deteriorated and is on the verge of cracking in the chamber. The ultra-short residence time avoids the engine oil from prolonged high-temperature catalytic deterioration at the source. It flushes away carbon deposit precursors and hard abrasive particles, preventing carbon deposits and abnormal wear in the piston ring grooves and oil chamber walls, and achieving extreme life extension protection for the engine oil in the stage of near failure.

[0051] Traditional cooling control adjusts based solely on load or piston temperature, ignoring the inherent performance differences of the engine oil. This application, building upon a basic operating condition strategy, uses real-time oil aging to adjust cooling parameters. It features low loss with new oil, enhanced compensation with moderately aged oil, and comprehensive protection with heavily aged oil. The control logic closely aligns with the actual degradation patterns of the engine oil, significantly improving control precision. Lighter aging results in lower flow rates, higher oil filling rates, and longer residence times, minimizing shear damage to the oil flow. Deeper aging leads to progressively higher flow rates, progressively lower oil filling rates, and continuously compressed residence times, specifically inhibiting thermal decomposition and carbon buildup. Parameters change smoothly with gradient changes, avoiding abrupt parameter shocks, balancing piston cooling safety and oil lifespan. As engine oil ages, the content of gum and impurities increases, and the high static oil storage space easily causes impurities to settle and adhere to the walls. This application simultaneously reduces the oil filling rate as the oil deteriorates, decreasing the static residence volume of the deteriorated oil and eliminating the carbon buildup base at its source. Unlike traditional control methods with a fixed oil filling rate throughout the entire process, this significantly improves the problem of carbon buildup in the oil chamber under heavily aged operating conditions.

[0052] Preferably, the oil aging control method further includes step S4, whereby the controller continuously iteratively constructs a database relating multi-scenario operating parameters, cooling parameters, and oil aging rate based on the collected operating parameters and cooling control parameters; and dynamically iteratively optimizes the cooling control MAP by comparing the deviation between the actual oil aging rate and the theoretical aging rate under the same operating conditions using a built-in self-learning algorithm.

[0053] MAP stands for Control Parameter Table, and is commonly referred to in the industry as Cooling Control MAP or Electronic Control MAP.

[0054] The controller collects operating condition parameters and cooling control parameters. Specifically, the controller synchronously stores complete operating data for each operating cycle in real time. The data dimensions include operating condition parameters such as piston multi-point temperature, engine real-time load, and ambient temperature, as well as cooling control parameters such as flow proportional valve opening, cooling flow rate, oil chamber filling rate, and oil residence time. It may also include the calculated oil aging coefficient.

[0055] Based on the above parameters, the controller performs multi-dimensional tagging and archiving during storage according to low-temperature light load, normal steady-state, high-temperature high load operating conditions, and the oil condition (new, moderate, and severe aging). This continuously accumulates vehicle lifecycle operation data and dynamically iterates to form a database linking multi-scenario operating parameters, cooling control parameters, and oil aging rates. The database comprehensively records the actual aging performance under different operating conditions and varying degrees of oil degradation, serving as the foundational sample data source for the self-learning algorithm.

[0056] The controller has a built-in preset theoretical aging rate model. This model, based on standard values ​​obtained from bench calibration, represents the ideal aging rate of engine oil under a fixed operating condition and fixed cooling parameters. A self-learning algorithm retrieves historical data under the same labeled operating condition from the associated database in real time, and calculates the difference between the actual aging rate of the engine oil obtained during the current operation and the theoretical aging rate output by the model. If the actual aging rate is greater than the theoretical aging rate, it means that the current cooling parameters are not effective in suppressing aging, the engine oil deteriorates too quickly, and there is room for optimization and adjustment. If the actual aging rate is approximately equal to the theoretical aging rate, it indicates that the current cooling parameters are well matched and no significant adjustments are needed. If the actual aging rate is less than the theoretical aging rate, it indicates that the cooling flow rate and displacement intensity are set too high, resulting in unnecessary oil shear loss and pump power consumption. The parameters of the proportional valve, oil chamber filling volume, and oil chamber residence time can be adjusted appropriately, as follows: When the engine is under low temperature and light load conditions, adjust the proportional valve opening, oil chamber residence time and oil chamber filling rate. The proportional valve opening is slightly narrowed from the middle balance range, the flow area is reduced by 5%, the overall circulation flow is weakened, the oil chamber residence time is extended by 3~5ms to reduce the shearing caused by high frequency renewal, and the oil chamber filling rate is increased by 5%. The heat exchange is stabilized by sufficient oil film in the chamber, and the frequency of circulation flushing is reduced.

[0057] When the engine is under normal steady-state operating conditions, the upper limit of the proportional valve opening range is reduced by 5 to 8 percentage points, for example, the original 75% peak opening is adjusted to 67% to 70%; the rated flow rate ratio of cooling flow is reduced by about 7%, from 70% to 80% to 63% to 73%; the oil chamber residence time is extended by 4 to 6 ms, and the value range is adjusted to 19 to 29 ms; the oil chamber filling rate is increased by 5%, adjusted to 70% to 80%, relying on static oil film heat exchange to reduce forced flow losses.

[0058] When the engine is under high temperature and high load conditions, the overall range of proportional valve opening is reduced by 6 to 10 percentage points, adjusted to 72% to 80%; the cooling flow rate is reduced by 8% based on the rated flow rate, to 77% to 82%. The oil chamber residence time is extended by 3-5ms, and the range is changed to 11-19ms; the oil filling rate of the oil chamber is increased by 5%, adjusted to 65%-75%, to reduce continuous high-speed scouring while ensuring basic heat dissipation.

[0059] Preferably, the oil aging control method further includes step S5, where the controller performs real-time self-checks the status of each sensor signal. When a single sensor signal is abnormal, fails, or drifts, the fault data is isolated, and the current real operating conditions and oil status are fitted and deduced based on the remaining normal sensor data, combined with multi-scenario operating condition parameters, cooling parameters, and an oil aging rate correlation database.

[0060] Furthermore, preferably, when a single sensor signal becomes abnormal, fails, or drifts, the faulty data is isolated, and the current actual operating conditions and oil status are inferred by fitting the data from the remaining normal sensors and combining it with a historical operating condition database. Specifically, this includes: After the controller identifies a sensor malfunction, it immediately isolates the faulty channel, removes erroneous data, and prohibits faulty parameters from participating in control calculations. The system retains real-time data from all other normally functioning sensors; Based on the multi-scenario operating condition parameters, cooling parameters, and oil aging rate correlation database constructed by the controller, the current real piston heat load, kinematic viscosity, and impurity contamination level are inferred through big data fitting algorithms to determine the state of the oil.

[0061] First, the controller continuously and cyclically inspects the temperature sensor, oil life sensor, and ambient temperature sensor, monitoring the sensor's signal communication connectivity, real-time sampling value fluctuation amplitude, single sampling update frequency, and long-term data drift offset to determine if the sensor has signal abnormalities, failures, or drift. Normal sensor signals are stable, value fluctuations are within the calibrated allowable range, and there are no disconnections or packet loss. Once there is a signal interruption without feedback, a sudden change in value, a long-term slow drift, sampling lag, or data loss, it is determined that the sensor in that circuit has an abnormality, failure, or zero-point drift fault.

[0062] Then, once a sensor malfunction is detected, the data isolation mechanism is immediately executed to cut off the data input channel of the malfunctioning sensor, directly remove and discard all abnormal values ​​output by the malfunctioning sensor, and prohibit distorted and failed data from participating in the operation condition judgment, aging coefficient calculation, and cooling strategy correction calculation. This prevents erroneous parameters from misleading the controller to output unreasonable cooling control commands from the source, and prevents the mismatch of flow, residence time, and oil filling rate parameters caused by distorted data, which could lead to piston overheating or accelerated oil aging.

[0063] Then, the controller fully retains the real-time acquisition signals of all other fault-free sensors, forming a multi-dimensional redundant data set. For example, when the temperature sensor that detects piston temperature fails, the data from the pressure sensor, ambient temperature sensor, and oil life sensor are still available; when the oil life sensor drifts and fails, the data from the temperature sensor, pressure sensor, and ambient temperature sensor can be fully retained, relying on multiple normal signals to provide a reliable calculation basis, avoiding the loss of the entire machine's operating condition judgment basis after the failure of a single sensor.

[0064] Then, the controller retrieves the multi-scenario operating condition parameters, cooling parameters, and oil aging rate association database from step S4. The database stores a massive amount of matching relationships between multiple sensor parameters under normal operating conditions. Based on the current real-time data from multiple normal sensors, it retrieves historical samples with similar matching features from the database and uses a built-in multivariate fitting algorithm to extrapolate the engine's actual operating conditions. This includes extrapolating the current actual piston thermal load and equivalent piston operating temperature, accurately distinguishing between low-temperature light load, normal steady-state, and high-temperature high load operating conditions; it also includes extrapolating the real-time aging state of the oil to restore the current true degree of oil degradation.

[0065] Then, based on the derived engine operating condition information, the controller performs real-time control of oil aging according to the primary, secondary, and tertiary oil aging prevention strategies to address the risk of basic oil aging. The controller then adjusts the proportional valve opening, oil chamber filling rate, and oil chamber residence time in real time based on the oil aging status and the corresponding oil aging prevention strategies, under different engine operating conditions. The following describes the dynamically adjusted control strategy when a sensor malfunctions and the engine is determined to be in a normal stable operating condition: The engine is judged to be operating under normal steady-state conditions, with the following basic parameters: proportional valve opening of 65%~75%, flow rate of 70%~80%, residence time of 15~25ms, and oil chamber filling rate of 65%~75%. If the aging coefficient is K=0.3 at this time, the engine oil is in a severely aged state. Based on this steady-state benchmark, the flow rate is increased again to 90%~100% of the proportional valve, and the valve pulse is fully open; the residence time is compressed to 3~7ms, and the oil chamber filling rate is reduced to 50%~60%. This achieves the adjustment of control strategy parameters based primarily on engine operating conditions and secondarily on the degree of engine oil aging.

[0066] Taking a temperature sensor malfunction as another example, how can we adjust the control parameters based on the engine operating condition and the oil aging status? The temperature sensor detecting piston temperature is damaged. Multivariate fitting derivation shows that the equivalent piston temperature is too high, under high load, and in a high-temperature environment. This is determined to be an equivalent high-temperature, high-load operating condition. Under these conditions, the engine is in a high-temperature, high-load condition, and a three-stage oil aging control strategy is adopted. At this time, the proportional valve opening is 80%~90%, the flow rate is 85%~90%, the residence time is 8~14ms, and the oil filling is 60%~70%. Simultaneously, the equivalent aging coefficient K=0.35 is derived, indicating that the oil is in a severely aged state. On the high-temperature, high-load baseline, a severe aging correction is superimposed: the flow rate is increased to 90%~100%, the pulse valve is switched to full-open mode, the residence compression is reduced to 3~7ms, and the oil filling is reduced to 50%~60%. This achieves a strong flushing and bottom-line strategy based on high-temperature conditions and superimposed with severe oil aging.

[0067] This application synchronously collects multi-dimensional signals online, including the temperature at multiple points on the piston top and annular grooves, real-time engine load, ambient temperature, and oil operating status. It no longer relies solely on a single load to roughly determine operating conditions, but can accurately distinguish between three typical operating conditions: low-temperature light load, normal steady state, and high-temperature high load. Correspondingly, it employs first-level, second-level, and third-level oil aging prevention strategies. In low-temperature light load conditions, a balanced valve opening and diagonally bisected oil passages are used to avoid oil accumulation and heat loss. In normal steady state conditions, a moderate valve opening and reasonable oil chamber residence time are used to balance heat dissipation and oil shear loss. In high-temperature high load conditions, a larger proportional valve is actively opened to increase cooling flow and reduce the high-temperature residence time of the compressor oil. Combined with a dual-outlet diagonal piston oil chamber structure, it can dynamically match complex extreme operating conditions such as high altitude, high temperature, heavy load, and cold start, overcoming the deficiency of traditional static oil chamber structures that only achieve optimal performance under a single calibrated condition. From a control perspective, it dynamically reduces the piston base temperature, decreases the high-temperature heating time of the oil, and significantly inhibits oil oxidation and nitration reactions.

[0068] This application uses a real-time computer-controlled oil aging coefficient K to classify engine oil into three stages: new, moderately aged, and heavily aged. It then makes secondary dynamic adjustments based on the basic cooling parameters under operating conditions. For new engine oil with sufficient performance, the cooling flow rate is appropriately reduced, and the oil filling rate in the oil chamber is increased to minimize unnecessary oil shear fatigue losses. For moderately aged engine oil with diminished oxidation resistance, the cooling flow rate is simultaneously increased, the residence time is shortened, and the oil filling rate is slightly reduced to prevent further deterioration. For heavily aged engine oil with almost depleted anti-coking ability, a peak cooling flow rate, extreme compression high-temperature residence time, and low-fill-rate strong flushing mode are used to quickly remove the high-temperature deteriorated engine oil from the oil chamber, preventing the accumulation of oxides, large molecular carbon chains, and nitrates. This addresses the shortcomings of existing technologies that do not differentiate between the degree of oil deterioration and use fixed cooling parameters throughout the process, effectively reducing the formation of carbon deposit precursors, lowering the probability of oil filter and small oil passage blockages, extending oil change intervals, and reducing maintenance costs for large-diameter ships and construction machinery.

[0069] This application continuously stores parameters for all operating conditions, cooling execution parameters, and oil aging rates, constructing a multi-dimensional relational database. Through a self-learning algorithm, it continuously compares the deviation between the actual and theoretical oil aging rates under the same operating conditions, automatically iteratively optimizing cooling control parameters. If excessive cooling intensity causes excessive oil loss, the algorithm automatically reduces the proportional valve opening, extends the residence time, and increases the oil filling rate; if insufficient cooling intensity or excessive oil aging occurs, it automatically strengthens the cooling replacement intensity. Unlike universal control tables that are calibrated once on the bench and remain unchanged for life, this application can adapt to long-term heavy-load, high-frequency high-altitude operation data and autonomously optimize control parameters. The more it is used, the better the cooling adaptation effect becomes, significantly reducing the workload of bench calibration for large-bore engines in multiple scenarios. It also balances engine oil pump power consumption and oil life extension requirements, taking into account both the economic efficiency and reliability of power equipment operation.

[0070] This application performs real-time self-checks on all sensor signals throughout the entire process. When only a single sensor malfunctions, drifts, or fails, the system quickly isolates distorted fault data. Relying on a long-accumulated database of operating conditions, it uses a multivariate fitting algorithm to deduce equivalent piston temperature, equivalent load, and equivalent oil aging coefficient. This fully reproduces the operating condition classification judgment and oil aging adaptive correction, solving the problem of the failure of refined cooling strategies after sensor failure in existing technologies. This significantly improves the fault tolerance capability and continuous operation stability of the power system.

[0071] Example 2 This application also relates to a piston structure with a diagonal oil chamber. Based on the oil aging control method described above, a first outlet 2 is provided on one side of the bottom of the piston 1, and a second outlet 3 is provided on the other side of the bottom of the piston. The first outlet 2 and the second outlet 3 are diagonally distributed.

[0072] This application designs a dual-outlet system inside the piston, increasing the number of oil outlets in the internal cooling oil chamber to two: a first outlet 2 and a second outlet 3. The first outlet 2 and the second outlet 3 are diagonally distributed, diverting the oil to both sides of the piston through symmetrically distributed oil channels. This diagonal outlet design creates a bidirectional laminar flow of oil within the oil chamber, resulting in a more uniform flow velocity distribution, reducing the shearing effect of turbulence on the oil, delaying the breakage of oil molecular chains, and lowering the aging rate. Simultaneously, a flow proportional valve can regulate the oil flow rate and velocity. By monitoring the piston temperature online, when the piston temperature approaches its temperature limit, the oil flow rate and velocity are increased, while the residence time of the oil in the internal cooling oil chamber is controlled. This reduces the piston temperature while also controlling the oil aging rate. This design and control method can lower the piston operating temperature by 20-30°C, further slowing down oil aging.

[0073] For any parts not mentioned in this application, existing technologies may be used or referenced.

[0074] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

[0075] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A method for controlling engine oil aging, characterized in that, Control methods include: S1: Throughout the engine operation, the controller synchronously acquires multi-dimensional signals in real time. S2: The controller compares the parameters collected in real time with the limit threshold to determine the dynamic classification of the engine oil, obtain the engine operating conditions, and take the corresponding engine oil aging prevention and control strategy according to the engine operating conditions. S3: Based on the real-time collection of oil operating parameters by the oil life sensor, the oil aging coefficient is calculated, and the oil is dynamically and adaptively corrected according to the different aging coefficients.

2. The method for controlling engine oil aging as described in claim 1, characterized in that, The controller is in real-time activating multi-dimensional signal synchronous acquisition, and the acquired parameters specifically include: multi-point temperature of the piston top and annular groove area, real-time engine load, and intake air altitude and ambient pressure.

3. The method for controlling engine oil aging as described in claim 1, characterized in that, The controller compares real-time collected parameters with limit thresholds to determine the dynamic oil grading and obtain the engine operating conditions, specifically including: When the piston temperature is lower than the preset low temperature threshold, the engine load is lower than the preset low load threshold, and the ambient temperature is lower than the preset ambient low temperature threshold, it is determined that the engine oil is at risk of aging due to hot and cold oil loss, which is a low temperature light load condition. When the piston temperature is within the preset temperature threshold range, the engine load is within the preset load threshold range, and the ambient temperature is within the preset ambient temperature threshold range, it is determined to be a normal steady-state operating condition. When the piston temperature exceeds the preset high temperature limit, the engine load exceeds the preset high load threshold, and the ambient temperature exceeds the preset ambient high temperature threshold, it is determined to be a high temperature and high load operating condition.

4. The method for controlling engine oil aging as described in claim 3, characterized in that, The oil aging prevention strategy adopted according to the corresponding engine operating conditions specifically includes: When the engine is under low temperature and light load conditions, the first-level oil aging prevention and control strategy is activated, the flow ratio valve is controlled to maintain a balanced opening in the middle position, and the oil is symmetrically distributed through the diagonal double oil passages. When the engine is under normal steady-state operating conditions, the secondary oil aging prevention and control strategy is activated, the opening range of the flow proportional valve is controlled to be 65%~75%, the oil residence time in the oil chamber is 15~25ms, and the cooling flow rate is maintained at 70%~80% of the rated flow rate in a balanced laminar flow velocity. When the engine is under high temperature and high load conditions, the three-stage oil aging prevention and control strategy is activated, the opening range of the flow proportional valve is controlled to be 80%~90%, the cooling flow is increased to 85%~90% of the rated maximum cooling flow, and the high temperature residence time of the oil chamber is compressed to 8~14ms.

5. The method for controlling engine oil aging as described in claim 1, characterized in that, The process of calculating the oil aging coefficient based on real-time oil operating parameters collected by the oil life sensor specifically includes: The dielectric constant of the engine oil is collected by a capacitive oil quality sensor, the engine oil temperature is detected by a temperature sensor, the kinematic viscosity is detected by a piezoelectric oil sensor, and the degree of impurity contamination is detected by an oil sensor. The aging coefficient K is calculated by weighted averaging the above parameter data.

6. The method for controlling engine oil aging as described in claim 5, characterized in that, The adaptive dynamic correction of engine oil based on different aging coefficients specifically includes: When the aging coefficient is 0.8≤K≤1.0, the engine oil is considered to be in the new engine oil stage. The controller uses 70%~80% of the engine's rated cooling flow as the benchmark output value. The oil filling rate of the piston's internal cooling oil chamber is stably controlled at 65%~75%, and the oil residence time in the piston's internal cooling oil chamber is controlled to be 15~25ms. When the aging coefficient is 0.4 < K < 0.8, the engine oil is judged to be in the moderate aging stage. The controller uses 80% to 90% of the engine's rated cooling flow as the reference output value. The oil filling rate of the piston's internal cooling oil chamber is stably controlled at 60% to 70%, and the residence time of the engine oil in the piston's internal cooling oil chamber is controlled to be 8 to 14 ms. When the aging coefficient 0≤K≤0.4, the engine oil is determined to be in a severely aged stage. The controller uses 90%~100% of the engine's rated cooling flow as the benchmark output value. The high-temperature residence time of the cold oil chamber is compressed to 3~7ms, and the steady-state oil filling rate of the oil chamber is reduced and locked to 50%~60%.

7. The method for controlling engine oil aging as described in claim 1, characterized in that, It also includes step S4, where the controller continuously iterates and builds a database relating multi-scenario operating parameters, cooling parameters, and oil aging rate based on the collected parameters; and dynamically iterates and optimizes the cooling control MAP by comparing the deviation between the actual aging rate and the theoretical aging rate of the oil under the same operating conditions, relying on the built-in self-learning algorithm.

8. The method for controlling engine oil aging as described in claim 7, characterized in that, It also includes step S5, where the controller performs real-time self-checks on the status of each sensor signal. When a single sensor signal is abnormal, fails, or drifts, the fault data is isolated. Based on the remaining normal sensor data, combined with multi-scenario operating parameters, cooling parameters, and oil aging rate correlation database, the controller fits and infers the current real operating conditions and oil status.

9. The method for controlling engine oil aging as described in claim 8, characterized in that, When a single sensor signal becomes abnormal, fails, or drifts, the faulty data is isolated, and the current actual operating conditions and oil status are inferred by fitting the data from the remaining normal sensors and combining it with the historical operating condition database. Specifically, this includes: After the controller identifies a sensor malfunction, it immediately isolates the faulty channel, removes erroneous data, and prohibits faulty parameters from participating in control calculations. The system retains real-time data from all other normally functioning sensors; Based on the multi-scenario operating condition parameters, cooling parameters, and oil aging rate correlation database constructed by the controller, the current real piston heat load, kinematic viscosity, and impurity contamination level are inferred through big data fitting algorithms to determine the state of the oil.

10. A piston structure with a diagonal oil chamber, based on the oil aging control method according to any one of claims 1-9, characterized in that, The piston (1) has a first outlet (2) on one side of its bottom and a second outlet (3) on the other side of its bottom. The first outlet (2) and the second outlet (3) are diagonally distributed.

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