Fluid nozzle device for a piston of an engine

Abstract

A fluid nozzle device directs fluid towards an underside of a piston of an internal combustion engine. The fluid nozzle device has a nozzle tube having an inlet for receiving a fluid, a primary outlet for directing fluid towards the piston, and a secondary outlet for directing fluid towards the piston. The fluid nozzle device has a fluid flow control device configured to control the flow of fluid through the secondary outlet in response to a fluid pressure at the inlet.

Description

TECHNICAL FIELD

[0001] The disclosure relates generally to cooling of pistons. In particular aspects, the disclosure relates to fluid nozzle devices for pistons of an internal combustion engine. Moreover, the disclosure relates to an internal combustion engine comprising such a fluid nozzle device, and to a vehicle comprising the internal combustion engine. The disclosure can be applied to heavy-duty vehicles, such as trucks, buses, and construction equipment, among other vehicle types. Although the disclosure may be described with respect to a particular vehicle, the disclosure is not restricted to any particular vehicle. The fluid nozzle device may also be used in marine vessels, stationary engines, and other internal combustion engine applications.BACKGROUND

[0002] In internal combustion engines, pistons are exposed to significant thermal and mechanical stresses due to their proximity to the combustion chamber. Efficient cooling of the piston is therefore essential to maintain engine performance and durability.

[0003] However, conventional nozzle devices used for piston cooling typically provide continuous fluid flow to the piston underside.

[0004] It would be desirable to provide an improved fluid nozzle device for cooling the piston.SUMMARY

[0005] According to a first aspect of the disclosure, there is provided a fluid nozzle device for directing fluid towards an underside of a piston of an internal combustion engine. The fluid nozzle device comprises a nozzle tube having an inlet for receiving a fluid, a primary outlet for directing fluid towards the piston, and a secondary outlet for directing fluid towards the piston. The fluid nozzle device further comprises a fluid flow control device configured to control the flow of fluid through the secondary outlet in response to a fluid pressure at the inlet.

[0006] The first aspect of the disclosure may seek to address the problem of excessive oil consumption in piston cooling systems of internal combustion engines, which can occur when the nozzle exit diameter is designed to meet high cooling demands during peak engine loads, leading to overcooling and inefficiency at low engine speeds and loads. A technical benefit may include the ability to dynamically adjust fluid flow, such as cooling oil flow to the piston underside by incorporating a secondary outlet that activates only when additional cooling is required. Such configuration may contribute to reducing oil consumption during low engine loads, ensuring more efficient use of cooling oil while maintaining adequate cooling during high engine loads. Such improvement may enhance engine efficiency, reduce energy waste, and support reliable and durable engine operation. More specifically, the first aspect of the disclosure builds on the observation that many fluid nozzle devices for cooling pistons provide adequate cooling under high-load conditions but often cause overcooling during periods of low engine demand. Overcooling results in inefficiencies and unnecessary energy consumption. On the other hand, insufficient fluid flow under high-load conditions can lead to inadequate cooling and thermal damage to the piston. The configuration of the proposed fluid nozzle device addresses these challenges by enabling dynamic adjustment of fluid flow to the piston underside based on various operational requirements, thereby improving cooling efficiency and enhancing engine performance. To this end, the proposed fluid nozzle device allows for providing improved cooling of the piston. Such a fluid nozzle device could target specific cooling areas, including the piston cooling gallery and / or the piston surface, such as an underside surface of the piston.

[0007] Optionally in some examples, including in at least one preferred example, the fluid flow control device may be configured to move between a first position, in which fluid can pass from the inlet to the primary outlet and the secondary outlet, respectively, and a second position, in which no fluid can flow from the inlet to the secondary outlet. A technical benefit may include the ability to adaptively control the fluid flow, such as oil flow, from the secondary outlet, while maintaining fluid flow from the primary outlet. Such configuration may further reduce unnecessary oil consumption, while reducing the risk for overcooling during low-power operations.

[0008] Optionally in some examples, including in at least one preferred example, the fluid flow control device may be configured to move between the first position and second position based on engine load, further enabling efficient cooling during high-demand scenarios while conserving oil during low-load conditions.

[0009] Optionally, in some examples, including in at least one preferred example, the fluid flow control device may be configured to permit fluid to flow from the inlet to the secondary outlet when a fluid pressure at the inlet exceeds a predetermined threshold pressure. A technical benefit may include ensuring that the secondary outlet is activated only when additional cooling is required, such as during high engine loads, while remaining inactive at low pressures. Such configuration may further reduce the risk of excessive oil flow during low-demand scenarios, thus further improving oil usage.

[0010] Optionally, in some examples, including in at least one preferred example, the predetermined threshold pressure may be about 100 kPa.

[0011] Optionally, in some examples, including in at least one preferred example, the nozzle tube may be a single pipe-type structure comprising the inlet, the primary outlet, and the secondary outlet. A technical benefit may include providing a less complex construction of the fluid nozzle device, reducing manufacturing complexity and cost. The single pipe-type structure also ensures compact integration within the engine assembly, thus allowing for the saving of space for other installations.

[0012] Optionally, in some examples, including in at least one preferred example, the nozzle tube may include the fluid flow control device. A technical benefit may include minimizing, or at least reducing, the number of separate components, leading to a more compact and reliable design. Integrating the flow control device directly into the nozzle tube also improves installation and maintenance efficiency.

[0013] Optionally, in some examples, including in at least one preferred example, the fluid flow control device may be a controllable valve device. A technical benefit may include providing more precise control over fluid flow through the secondary outlet.

[0014] Optionally, in some examples, including in at least one preferred example, the controllable valve device may be a piston-type valve device comprising a movable piston slidably arranged within the nozzle tube. A technical benefit may include enabling robust and responsive control of the fluid flow through mechanical actuation. Such piston-type valve device may also be particularly useful for handling high pressures and provide reliable performance under varying operating conditions.

[0015] Optionally, in some examples, including in at least one preferred example, the movable piston may be a spring-biased movable piston arranged within the nozzle tube. A technical benefit may include ensuring that the piston returns to its default position when fluid pressure decreases, allowing automatic deactivation of the secondary outlet during low-load conditions without requiring external actuation.

[0016] Optionally, in some examples, including in at least one preferred example, the opening of a fluid passage between the inlet and the secondary outlet may be controlled based on an exerted fluid pressure on an inlet-facing area of the movable piston. A technical benefit may include achieving pressure-sensitive control of the secondary outlet, ensuring that the fluid flow adapts dynamically to changing operating conditions, improving cooling efficiency.

[0017] Optionally, in some examples, including in at least one preferred example, the fluid flow control device may be an electrically actuated fluid flow control device. A technical benefit may include allowing integration with electronic engine management systems, enabling more precise and programmable control over the fluid flow.

[0018] Optionally, in some examples, including in at least one preferred example, the fluid may be an oil.

[0019] Optionally, in some examples, including in at least one preferred example, the fluid nozzle device may be an oil fluid nozzle device. A technical benefit may include providing a fluid nozzle device capable of receiving fluid from the engine's existing lubrication system, allowing for dual purposes of cooling and lubrication, thus reducing the need for additional cooling fluids and simplifying the system architecture.

[0020] Optionally, in some examples, including in at least one preferred example, the secondary outlet may be angled relative to the primary outlet. A technical benefit may include improving the distribution of cooling fluid across different areas of the piston underside, enhancing thermal management.

[0021] Optionally, in some examples, including in at least one preferred example, the primary outlet may be configured to direct fluid towards a first area of the piston, such as the piston cooling gallery, and the secondary outlet may be configured to direct fluid towards a second area of the piston. A technical benefit may include targeting specific areas of the piston underside that may experience higher thermal loads.

[0022] Optionally, in some examples, including in at least one preferred example, the fluid nozzle device may be controllable to direct at least one jet of fluid from the secondary outlet towards the piston when the piston is at Bottom Dead Centre (BDC). A technical benefit may include delivering cooling fluid only when the fluid from the secondary outlet can hit the piston underside, increasing cooling effectiveness while reducing unnecessary fluid usage during other parts of the cycle.

[0023] Optionally, in some examples, including in at least one preferred example, the fluid flow control device may be configured to close the secondary outlet during low engine speeds and / or low engine power output to reduce cooling of the piston. A technical benefit may include preventing overcooling during low-load conditions, conserving fluid (oil), and maintaining efficient engine operation.

[0024] Optionally, in some examples, including in at least one preferred example, the fluid flow control device may be configured to adjust the fluid flow to the piston based on piston cooling requirements. A technical benefit may include dynamically adapting cooling levels to match engine demand, ensuring optimal piston temperatures across a wide range of operating conditions.

[0025] Optionally, in some examples, including in at least one preferred example, the fluid nozzle device may further comprise a fixation structure configured for attachment of the fluid nozzle device to an engine part. A technical benefit may include simplifying the installation process and ensuring stable positioning of the fluid nozzle device within the engine assembly.

[0026] According to a second aspect of the disclosure, there is provided an internal combustion engine comprising at least one cylinder with a corresponding piston movably arranged within the cylinder, and further a fluid nozzle device according to the first aspect of the disclosure. The second aspect of the disclosure may seek to address the problem of excessive oil consumption in piston cooling systems of internal combustion engines, which can occur when the nozzle exit diameter is designed for meeting high cooling demands during peak engine loads, leading to overcooling and inefficiency at low engine speeds and loads. A technical benefit may include the ability to dynamically adjust fluid flow, such as cooling oil flow to the piston underside by incorporating a secondary outlet that activates only when additional cooling is required. Such configuration may contribute to reduce oil consumption during low engine loads, ensuring more efficient use of cooling oil while maintaining adequate cooling during high engine loads. Such improvement may enhance engine efficiency, reduce energy waste, and support reliable and durable engine operation.

[0027] According to a third aspect of the disclosure, there is provided a vehicle comprising an internal combustion engine according to the second aspect of the disclosure and / or a fluid nozzle device according to the first aspect of the disclosure. The third aspect of the disclosure may seek to address the problem of excessive oil consumption in piston cooling systems of internal combustion engines, which can occur when the nozzle exit diameter is designed to meet high cooling demands during peak engine loads, leading to overcooling and inefficiency at low engine speeds and loads. A technical benefit may include the ability to dynamically adjust fluid flow, such as cooling oil flow to the piston underside by incorporating a secondary outlet that activates only when additional cooling is required. Such configuration may contribute to reduce oil consumption during low engine loads, ensuring more efficient use of cooling oil while maintaining adequate cooling during high engine loads. Such improvement may enhance engine efficiency, reduce energy waste, and support reliable and durable engine operation.

[0028] The disclosed aspects, examples (including any preferred examples), and / or accompanying claims may be suitably combined with each other as would be apparent to anyone of ordinary skill in the art. Additional features and advantages are disclosed in the following description, claims, and drawings, and in part will be readily apparent therefrom to those skilled in the art or recognized by practicing the disclosure as described herein.BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Examples are described in more detail below with reference to the appended drawings.

[0030] FIG. 1 is an exemplary perspective view of a vehicle comprising a fluid nozzle device according to an example.

[0031] FIG. 2 is an exemplary perspective view of an engine of a vehicle, the engine comprising a fluid nozzle device according to an example.

[0032] FIGS. 3 to 4 are exemplary views of an example of a fluid nozzle device for the engine in FIGS. 1 and 2.

[0033] FIGS. 5A to 5F are exemplary views of an example of a fluid nozzle device for the engine in FIGS. 1 and 2.DETAILED DESCRIPTION

[0034] The detailed description set forth below provides information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practice the disclosure.

[0035] The present disclosure will now be described more fully hereinafter with reference to the accompanying drawings, in which an exemplary embodiment of the disclosure is shown. The disclosure may, however, be embodied in many different forms and should not be construed as limited to the embodiment set forth herein; rather, an embodiment is provided for thoroughness and completeness. Like reference characters refer to like elements throughout the description.

[0036] The present disclosure is at least partly based on the insight that hitherto known nozzle devices for directing a cooling fluid, such as oil, to the underside of a piston often supply an excessive amount of oil, i.e., more oil than is typically needed to cool the piston effectively. While the piston must be cooled by engine oil to maintain a temperature that ensures reliable and durable operation, it has been observed that many types of nozzle devices supply more oil than necessary, particularly at low engine speeds and loads. This issue typically arises because the nozzle device requires a relatively large exit diameter for meeting the cooling flow demands at high engine loads, where high cooling levels are needed. Consequently, the oil flow at low engine speeds becomes higher than necessary to maintain an oil jet speed equal to or greater than the maximum piston speed. Furthermore, it has been observed that piston cooling is one of the largest consumers of oil in the system.

[0037] The present disclosure seeks to address the problem of excessive oil consumption in piston cooling systems of internal combustion engines, which can occur when the nozzle exit diameter is designed to meet high cooling demands during peak engine loads, leading to overcooling and inefficiency at low engine speeds and loads. A technical benefit may include the ability to dynamically adjust fluid flow, such as cooling oil flow to the piston underside by incorporating a secondary outlet that activates only when additional cooling is required. Such configuration may contribute to reducing oil consumption during low engine loads, ensuring more efficient use of cooling oil while maintaining adequate cooling during high engine loads. Such improvement may enhance engine efficiency, reduce energy waste, and support reliable and durable engine operation. Another advantage may be that the proposed fluid nozzle device allows for controlling the oil flow based on pressure characteristics, enabling easier maintenance of the engine oil pressure. In this manner, parasitic losses from the oil pump of the engine may be reduced.

[0038] FIG. 1 is an exemplary vehicle 1, according to an example. The vehicle 1 is here provided in the form of a truck. The vehicle 1 comprises an internal combustion engine 2 having a fluid nozzle device 10 according to an example. The internal combustion engine is an integral part of an internal combustion engine system configured to power and drive the truck. The internal combustion engine 2 may be configured for combustion of diesel fuel and / or gaseous fuel, including e.g. hydrogen gas fuel. FIG. 2 is an exemplary internal combustion engine 2 for the vehicle 1 in FIG. 1. As shown in FIG. 2, the internal combustion engine 2 is a piston engine. The internal combustion engine 2 includes at least one cylinder 4. The cylinder 4 defines a combustion chamber 6. A piston 8 is arranged within the cylinder 4 and is configured to reciprocate along a center axis. Accordingly, the internal combustion engine 2 comprises at least one piston 8. The piston 8 moves between a top dead center (TDC) position and a bottom dead center (BDC) position within the cylinder 4.

[0039] As shown in FIG. 2, the piston 8 has an underside 7. Moreover, the piston 8 has an upper side 9 with a top surface.

[0040] The motion of the piston 8 is transmitted to a crankshaft 5 via a connecting rod 3. The crankshaft 5 converts the reciprocating motion of the piston 8 into rotational motion. Typically, as shown in FIG. 2, the internal combustion engine 2 comprises a plurality of pistons 8 arranged in corresponding cylinders 4.

[0041] The crankshaft 5 is coupled to a transmission that provides torque to the driving elements of the vehicle 1. For a truck, the driving elements are typically one or more pairs of wheels.

[0042] The combustion chamber 6 is formed by the cylinder 4, an inner surface of a cylinder head, and the top surface of the piston 8. The combustion chamber 6 of the cylinder 4 may typically be provided with at least one intake valve and at least one exhaust valve. The intake valve regulates the flow of air into the combustion chamber 6. The exhaust valve regulates the discharge of exhaust gases from the combustion chamber 6. The internal combustion engine 2 may typically comprise a fuel injector. The fuel injector is configured to inject fuel into the combustion chamber 6. The fuel injector may be centrally disposed within the cylinder head.

[0043] To maintain appropriate engine operating temperatures, particularly in high-performance engines, the underside 7 of the piston 8 may typically be cooled. Cooling of the underside 7 can be provided in several different manners. As shown in FIG. 2, cooling of the underside 7 is here achieved by directing a cooling fluid, typically engine oil, towards the underside 7 using a fluid nozzle device 10. As such, the internal combustion engine 2 comprises at least one fluid nozzle device 10. To this end, the fluid nozzle device 10 is configured to direct fluid towards the underside 7 of the piston 8 of the internal combustion engine 2.

[0044] In FIG. 2, each one of the pistons 8 has a corresponding fluid nozzle device 10. Hence, the internal combustion engine 2 comprises at least one fluid nozzle device 10 typically comprises a plurality of fluid nozzle devices 10 for providing cooling to corresponding undersides 7 of corresponding pistons 8. Cooling is provided via the fluid nozzle devices 10 by directing a fluid 52 towards the underside 7 of the piston 8. In FIG. 2, the fluid 52 is an oil. Thus, the fluid nozzle devices 10 is arranged in fluid communication with a fluid supply system 50, such as an oil supply system, which is shown in FIG. 2. The fluid may also encompass other types of fluids, such as an oil mix.

[0045] As also illustrated in FIG. 2, the fluid nozzle device 10 is arranged within the internal combustion engine 2 to provide cooling of the piston underside 7 while maintaining compatibility with the components of the engine 2, including, for example, the engine's lubrication and cooling systems. The fluid nozzle device 10 is here mounted in proximity to the cylinder 4 in which the piston 8 operates, typically beneath the piston travel path, as defined by TDC and BDC.

[0046] One example of a fluid nozzle device 10 is shown in FIGS. 3 to 4, and further in FIGS. 5A and 5B. FIG. 3 is a cross-sectional perspective view of one cylinder 4 of the internal combustion engine 2. FIG. 4 is a perspective view of the exemplary fluid nozzle device 4. FIGS. 5A and 5B are various views of the exemplary fluid nozzle device 10 in different operating states.

[0047] As mentioned above, the fluid nozzle device 10 is configured to direct fluid 52 towards the underside 7 of the piston 8 of the internal combustion engine 2. The fluid nozzle device 10 comprises a nozzle tube 11. As seen in e.g. FIG. 4, and further in FIGS. 5A and 5B, the nozzle tube 11 has an inlet 12 for receiving the fluid 52. The nozzle tube 11 further includes a primary outlet 13 for directing fluid 52, 52a towards the piston 8, such as the underside 7 of the piston 8. The primary outlet 13 defines a first outlet fluid passage 13a, as shown in FIGS. 5A and 5B. The primary outlet 13 is arranged in the nozzle tube 11 so that one or more fluid jets 52a are directed toward the underside 7. The primary outlet 13 is in fluid communication with the inlet 12 and is arranged coaxially along a straight line with the inlet 12, defining a common flow axis A1. As seen in FIGS. 5A and 5B, the primary outlet 13 and the inlet 12 are integral parts of the nozzle tube 11.

[0048] The nozzle tube 11 also comprises a secondary outlet 14 for directing fluid 52, 52b towards the piston 8, such as the underside of the piston 8. The secondary outlet 14 defines a second outlet fluid passage 14a (see FIG. 5A). The second outlet fluid passage 14a is different from the first outlet fluid passage 13a.

[0049] The secondary outlet 14 is arranged in the nozzle tube 11 so that another fluid jet 52b is directed toward the underside 7.

[0050] The secondary outlet 14 is arranged at an angle α relative to both the flow axis A1 of the inlet 12 and the direction of the primary outlet 13, as shown in e.g. FIG. 5A. The secondary outlet 14 defines a flow axis A2, as shown in e.g. FIG. 5B.

[0051] Accordingly, the primary outlet 13 is arranged spaced-apart from the secondary outlet 14. Thus, the primary outlet 13 and the secondary outlet 14 have openings spaced apart from each other. As shown in FIGS. 5A and 5B, the secondary outlet 14 is angled relative to the primary outlet 13 with the angle α. As such, the primary outlet 13 is configured to direct fluid 52 towards a first area of the piston 8, while the secondary outlet 14 is configured to direct fluid towards a second area of the piston 8, which can be seen e.g. in FIG. 3.

[0052] In one example, the primary outlet 13 is configured to direct fluid 52 towards a first area of the underside 7 of the piston 8, while the secondary outlet 14 is configured to direct fluid towards a second area of the underside 7 of the piston.

[0053] In one example, the primary outlet 13 is configured to direct fluid 52 towards a first area of the piston 8, the first area being the piston cooling gallery, while the secondary outlet 14 is configured to direct fluid towards a second area of the underside 7 of the piston 8.

[0054] The nozzle tube 11 is a here single pipe-type structure. The single pipe-type structure includes the inlet 12, the primary outlet 13, and the secondary outlet 14. Accordingly, the inlet 12, the primary outlet13, and the secondary outlet 14 are integral parts of the nozzle tube 11.

[0055] As shown in FIGS. 5A and 5B, and also indicated in FIG. 4, the fluid nozzle device 10 further comprises a fluid flow control device 20. The fluid flow control device 20 is configured to control the flow of fluid 52 through the secondary outlet 14 in response to a fluid pressure at the inlet 12. The fluid flow control device 20 can be designed in several different manners to control the flow of fluid through the secondary outlet 14 in response to a fluid pressure at the inlet 12. In the exemplary fluid nozzle device 10, the fluid flow control device 20 is configured to move between a first position 40 and a second position 50, as shown in FIGS. 5A and 5B. FIG. 5B illustrates the first position 40, in which fluid 52 can pass from the inlet 12 to the primary outlet 13 and also to the secondary outlet 14. In the second position 50, as shown in FIG. 5A, no fluid 52 can flow from the inlet 12 to the secondary outlet 14. In the second position 50, fluid 52 flows only through the primary outlet 13.

[0056] Put it differently, in the first position 40, fluid 52 can flow through both the primary outlet 13 and secondary outlet 14, while in the second position 50, fluid 52 can only flow through the primary outlet 13, i.e. there is no flow from secondary outlet 14. Such configuration is provided by the arrangement and configuration of the fluid flow control device 20 in the nozzle tube 11.

[0057] Typically, the fluid flow control device 20 is configured to permit fluid to flow from the inlet 12 to the secondary outlet 14 when a fluid pressure at the inlet 12 exceeds a predetermined threshold pressure. The predetermined threshold pressure is e.g. 100 kPa. Other thresholds can be set depending on type of engine 2.

[0058] In FIGS. 5A and 5B, fluid flow control device 20 comprises the fluid flow control device 20, in particular, the nozzle tube 11 comprises the fluid flow control device 20. The fluid flow control device 20 is disposed within the nozzle tube 11. In other examples, the fluid flow control device 20 may be at least partly moveably arranged to the nozzle tube 11.

[0059] The fluid flow control device 20 is here a controllable valve device. By way of example, the controllable valve device is a piston-type valve device, as shown in FIGS. 5A and 5B. The piston-type valve device comprises a movable piston 21 slidably arranged within the nozzle tube 11. The movable piston 21 is spring-biased and arranged within the nozzle tube 11, as shown in FIGS. 5A and 5B. The movable piston is thus a spring-biased movable piston 21. The movable piston 21 can be spring-biased arranged within the nozzle tube 11 in several different ways, such as by a spring disposed in the nozzle tube 11. Hence, the fluid flow control device 20 here comprises a spring mechanism 23. The spring mechanism 23 is arranged in the nozzle tube 11 to set the movable piston 21 in its spring-biased configuration in relation to the nozzle tube 11.

[0060] The spring mechanism 23 is configured to control the fluid flow control device 20 to move between the first position 40 and the second position 50. More specifically, the spring mechanism 23 is configured to control the fluid flow control device 20, such as the movable piston 21, to move between the first position 40 and the second position 50 based on fluid pressure exerted on the spring-biased movable piston 21. As shown in FIG. 5B, the fluid exerts a pressure P on an inlet-facing area 22 of the spring-biased movable piston 21. The inlet-facing area 22 is an integral part of the movable piston 21. The inlet-facing area 22 is arranged to face the inlet 12.

[0061] As such, the fluid flow control device 20 is configured to move from the second position 50 (FIG. 5A) to the first position 40 (FIG. 5B) in response to the exerted fluid pressure P, such as the exerted fluid pressure on the inlet-facing area 22 of the spring-biased movable piston 21.

[0062] To this end, in operation of the fluid flow control device 20, an opening of a fluid passage between the inlet 12 and the secondary outlet 14 is controlled based on the exerted fluid pressure P on the inlet-facing area 22 of the movable piston 21. Typically, the fluid flow control device 20 is configured to open the passage between the inlet 12 and the secondary outlet 14, i.e. position 40, based on the spring rate of the spring-biased movable piston 21 and the exerted fluid pressure on the inlet-facing area 22. By way of example, the fluid flow control device 20 is configured to open the passage between the inlet 12 and the secondary outlet 14 (position 40 in FIG. 5B) so that fluid 52, 52b is permitted to flow from the inlet 12 to the secondary outlet 14 when a fluid pressure at the inlet 12 exceeds the predetermined threshold pressure, e.g., 100 kPa. Other thresholds can be set depending on the type of engine 12, type of fluid flow control device 20 and type of spring mechanism 23. Below, or equal to, the predetermined threshold pressure, the passage between the inlet 12 and the secondary outlet 14 is closed, corresponding to the position 50 in FIG. 5A. As such, the fluid flow control device 20 is configured to close the passage between the inlet 12 and the secondary outlet 14 (position 50 in FIG. 5A) so that fluid 52 is prevented from flowing from the inlet 12 to the secondary outlet 14 when the fluid pressure P at the inlet 12 is equal to or below the predetermined threshold pressure.

[0063] Typically, the fluid flow control device 20 can be configured to operate in an on / off mode, where the passage between the inlet 12 and the secondary outlet 14 is either fully open or fully closed depending on whether the fluid pressure at the inlet 12 is above or below the predetermined threshold. Such mode provides a binary control approach suited to specific engine configurations and operational requirements.

[0064] In one example, the predetermined threshold pressure can act as a starting point for a gradual opening of the passage between the inlet 12 and the secondary outlet 14. For instance, as the fluid pressure at the inlet 12 rises incrementally above the threshold, the fluid flow control device 20 may progressively increase the flow from the inlet 12 to the secondary outlet 14, enabling finer control of fluid delivery to the piston underside 8.

[0065] Additionally, or alternatively, a hybrid approach can be employed, where the fluid flow control device 20 operates in both gradual and on / off modes. For example, during certain engine conditions, such as intermediate load, the fluid flow control device 20 may allow a gradual adjustment of flow, while at high or low load conditions, the device may switch to an on / off mode for rapid response.

[0066] As mentioned above, at low engine speeds and / or during periods of low engine power output (low load condition), the cooling requirements for the piston 8 are typically reduced. In these conditions, the fluid flow control device 20 can be configured to remain in the position 50, i.e. the secondary outlet 14 is closed by the fluid flow control device 20, preventing unnecessary fluid flow to the piston underside 7. By configuring the fluid flow control device 20 to remain in the “off” position 50, i.e. secondary outlet 14 is closed, during such conditions, the total fluid exit area of the fluid nozzle device 10 is minimized. Such reduction in fluid exit area allows the engine 2 to achieve the required piston speed cooling at a lower fluid pressure demand. Such operation may reduce energy consumption associated with fluid delivery and avoids overcooling, which can lead to inefficiencies. Operating with a lower oil pressure demand at low engine speeds provides several advantages. First, it becomes easier to maintain the so-called main gallery oil pressure, reducing the risk of triggering a low oil pressure warning on the dashboard. Second, the reduced oil pressure demand may typically decrease the workload on the oil pump, improving overall energy efficiency and lowering the mechanical stress on the system.

[0067] However, maintaining a so-called high piston cooling jet (PCJ) oil pressure is still necessary to meet the demands imposed by piston temperature, which can be delivered by setting the fluid flow control device 20 in the position 40, in which both the primary outlet 13 and the secondary outlet 14 are opened. As such, the fluid nozzle device 10 further includes the capability to dynamically alter the total fluid flow by opening the secondary outlet 14 only when additional engine piston cooling is required. The secondary outlet 14 is designed to open at the predetermined PCJ oil pressure, which is here defined based on the spring rate of the spring mechanism 23 and the inlet-facing area 22 of the lower part of the movable piston 21 within the fluid flow control device 20. Such configuration provides that fluid flow can be more precisely regulated based on the cooling needs of the engine piston 8.

[0068] By incorporating such functionality, the fluid nozzle device 10 reduces the workload required to maintain engine oil pressure when piston cooling demands are low. As a result, the oil pump may not need to exert excessive effort to meet the oil pressure requirements during low engine loads, thereby enhancing overall system efficiency.

[0069] An additional benefit of such design is the increase in oil jet speed when the fluid flow control device 20 is in the position 50. A higher oil jet speed typically ensures that the cooling oil jet velocity matches or exceeds the maximum piston speed, enabling continuous and effective cooling of the piston underside 7. Such increased jet speed may further allow for even lower PCJ oil pressure requirements, providing a more robust system for efficient piston cooling while reducing energy consumption and wear on engine components.

[0070] Typically, the fluid flow control device 20 operates solely based on the fluid pressure at the inlet 12. Such pressure-driven mechanism enables a more responsive and straightforward design without the need for additional external controls or actuators.

[0071] The fluid pressure itself can be dynamically adjusted through various measures, allowing precise control over the operation of the fluid flow control device 20. For instance, a variable oil pump can be employed to modulate the fluid pressure in real time, adapting to the engine's operational requirements. Additionally, a variable restriction valve can be introduced upstream of the fluid nozzle device 10 to regulate the fluid pressure. Such measures and features may enable fine-tuning of the fluid supply system, ensuring enhanced cooling under varying engine conditions.

[0072] In other examples, the fluid flow control device 20 may be an electrically actuated fluid flow control device. Hence, the fluid flow control device 20 is not necessarily restricted to movable piston fluid flow control devices.

[0073] As mentioned above, the fluid 52 directed through the fluid nozzle device 10 is an oil. The oil may be an engine oil used for lubricating the engine. Such oil may also be used for cooling the pistons 8. The piston cooling function does not necessarily require oil, and other fluids may be possible for cooling. If a different fluid from the engine lubricant is used, the piston cooling system may typically also need to be separated from the engine lubrication system.

[0074] Referring now to FIGS. 5A to 5B, in combination with FIG. 2, the operations of the fluid nozzle device 10 is further described. As mentioned above, the primary outlet 13 is configured to direct fluid towards a first area of the underside 7 of the piston 8 (of the engine 2). The secondary outlet 14 is configured to direct fluid towards a second area of the underside 7. Such configuration is here provided by the arrangement of the secondary outlet 14 being angled relative to the primary outlet 13.

[0075] Moreover, the fluid nozzle device 10 is controllable to direct at least one jet 52b of fluid 52 from the secondary outlet 14 towards the underside of the piston 8 when the piston 8 is at BDC. In addition, the fluid nozzle device 10 is controllable to direct at least another jet 52a of fluid 52 from the primary outlet 13 towards the underside 7 of the piston 8. Such control of delivering fluid to the piston 8 is here controlled by the configuration of the fluid flow control device 20.

[0076] Typically, the fluid flow control device 20 is configured to close the secondary outlet 14 during low engine speeds and low engine power output to reduce cooling of the piston 8. The reduction of piston cooling during these conditions also reduces the workload on the oil pump, which may serve as a fuel-saving measure.

[0077] In addition, or alternatively, the fluid flow control device 20 is configured to adjust the fluid flow to the piston 8 based on piston cooling requirements. The fluid flow control device 20 may be controlled by a controller of the vehicle 1, and / or by a controller of the engine 2. Such a controller is arranged in communication with the components of the internal combustion engine 2 and typically configured to regulate various functions, including the operation of the fluid nozzle device 10. The controller may be the ECU of the vehicle, and thus not further described.

[0078] As shown in e.g. FIG. 4, the fluid nozzle device 10 may comprise additional features besides the nozzle tube 11 and the fluid flow control device 20. By way of example, the fluid nozzle device 10 further comprises a fixation structure 15. The fixation structure 15 is configured for attachment of the fluid nozzle device 10 to an engine part. As shown in FIG. 4 in combination with FIG. 3, the fixation structure 15 secures the fluid nozzle device 10 to an engine part, or engine component, such that the fluid nozzle device 10 is positioned in place underneath the underside 7 of the piston 8. The fluid nozzle device 10 is typically secured to a structural engine component. By way of example, the fluid nozzle device 10 is secured to a structural engine component, such as a part of the cylinder, the engine block or crankcase, by means of the fixation structure 15. The fixation structure 15 is configured to provide a stable and durable attachment, ensuring that the fluid nozzle device 10 remains properly aligned during engine operation. The fixation structure 15 may involve bolts, clamps, or a threaded connection that engages with a dedicated mounting point in the engine block. In FIG. 4, the fixation structure 15 is a plate with a through hole 18. In FIG. 3, the fixation structure is an elongated member connecting the nozzle tube 11 of the fluid nozzle device 10 with a lower part of the cylinder. Hence, the fluid nozzle device 10 can be attached and secured within the engine 2 in several different ways.

[0079] In FIG. 4, the fluid nozzle device 10 here also comprises a body 16. The body 16 is configured to fluidly connect the inlet 12 of the fluid nozzle device 10 with the fluid supply system 50, e.g. via a fluid inlet 17. The body 16 of the fluid nozzle device 10 thus includes a fluid connection interface in the form of the fluid inlet 17 that integrates with the fluid supply system 50 of the internal combustion engine 2, as shown in FIG. 2. The body 16 is configured to fluidly connect to the fluid supply system 50 via the fluid inlet 17. Accordingly, the fluid inlet 17 is thus in fluid communication with the nozzle inlet 12, allowing pressurized fluid 52, such as oil, to be delivered to the fluid nozzle device 10. Such integration ensures that the cooling fluid supply remains consistent and reliable during all engine operating conditions.

[0080] In installation of the fluid nozzle device 10 within the engine 2, as shown in FIGS. 2 and 3, the nozzle tube 11 is oriented to direct cooling fluid towards the underside 7 of the piston 8 as it moves within the cylinder 4. The primary outlet 13 and secondary outlet 14 of the nozzle tube 11 are positioned to target specific regions of the piston underside 7, such as the areas 7a and 7b (FIG. 3). In one example, the area 7a is the entry point for a piston cooling gallery. The primary outlet 13 typically directs cooling fluid 52b to a central or high-thermal-load area of the piston 8, such as the region directly below the piston crown. The secondary outlet 14 is positioned and angled to deliver additional cooling fluid 52a to peripheral or localized areas of the piston underside 7, such as the piston cooling gallery, addressing specific thermal management needs.

[0081] To achieve enhanced cooling of the underside 7, the opening of the secondary outlet 14 is controlled selectively by the fluid flow control device 20. The opening of the secondary outlet 14 is controlled selectively by the fluid flow control device 20 and the exerted fluid pressure P on the fluid flow control device 20. As such, the fluid flow control device 20 can be controlled based on engine load and operating conditions.

[0082] To this end, the fluid flow control device 20 within the nozzle tube 11 governs the activation of the secondary outlet 14. The fluid flow control device 20, here implemented as a piston-type valve or an electrically actuated valve, ensures that additional fluid flow occurs only when the fluid pressure at the nozzle inlet 12 exceeds a predetermined threshold. For example, during high engine loads, when the piston 8 receives significant heat, the fluid flow control device 20 permits fluid to flow through both the primary outlet 13 and the secondary outlet 14.

[0083] The placement of the fluid nozzle device 10 underneath the underside 7 of the piston 8 should typically be calibrated so that the fluid jets 52a, 52b from the outlets 13 and 14 maintain their trajectory and velocity, while reaching the targeted areas of the piston underside 7.

[0084] The arrangement of the fluid nozzle device 10 within the internal combustion engine 2 provides a targeted and adaptable cooling of the underside 7 of the piston 8. Such configuration may also reduce localized thermal stresses on the piston 8, enhances engine efficiency, and prolongs the lifespan of critical engine components.

[0085] The present disclosure also relates to the internal combustion engine 2. The internal combustion engine 2 is typically an integral part of an internal combustion engine system. The internal combustion engine 2 comprises at least one cylinder with a corresponding piston 8 movably arranged within the cylinder. The internal combustion engine 2 further includes the fluid nozzle device 10 according to any one of the above examples in FIGS. 1 to 5B. The present disclosure also relates to the vehicle 1 comprising the internal combustion engine 2 and the fluid nozzle device 10 according to any one of the above examples in FIGS. 1 to 5B.

[0086] To sum up, as shown in FIGS. 5A and 5B, there is provided a fluid nozzle device 10 for directing fluid towards the underside 7 of the piston 8. The fluid nozzle device 10 comprises the nozzle tube 11 having the inlet 12 for receiving the fluid 52, the primary outlet 13 for directing a portion of fluid 52 towards the underside 7 of the piston 8, and the secondary outlet 14 for directing a portion of fluid 52 towards the underside 7 of the piston 8. Moreover, the fluid nozzle device 10 comprises the fluid flow control device 20, which is configured to control the flow of fluid 52 through the secondary outlet 14 in response to a fluid pressure at the inlet 12, typically corresponding to the pressure P.

[0087] Moreover, the present disclosure may be exemplified by any one of the below examples.

[0088] Example 1. A fluid nozzle device 10 for directing fluid towards an underside of a piston 8 of an internal combustion engine 2, the fluid nozzle device comprising a nozzle tube 11 having an inlet 12 for receiving a fluid, a primary outlet 13 for directing fluid towards the piston, and a secondary outlet 14 for directing fluid towards the piston, wherein the fluid nozzle device comprises a fluid flow control device20 configured to control the flow of fluid through the secondary outlet in response to a fluid pressure at the inlet.

[0089] Example 2. The fluid nozzle device of example 1, wherein the fluid flow control device is configured to move between a first position 40, in which fluid can pass from the inlet to the primary outlet and the secondary outlet, respectively, and a second position 50, in which no fluid can flow from the inlet to the secondary outlet.

[0090] Example 3. The fluid nozzle device of any one of example 1 or example 2, wherein the fluid flow control device is configured to permit fluid to flow from the inlet to the secondary outlet when a fluid pressure at the inlet exceeds a predetermined threshold pressure.

[0091] Example 4. The fluid nozzle device of any one of the preceding examples, wherein the nozzle tube is a single pipe-type structure comprising the inlet, the primary outlet, and the secondary outlet.

[0092] Example 5. The fluid nozzle device of any one of the preceding examples, wherein the nozzle tube comprises the fluid flow control device.

[0093] Example 6. The fluid nozzle device of any one of the preceding examples, wherein the fluid flow control device is a controllable valve device.

[0094] Example 7. The fluid nozzle device of example 6, wherein the controllable valve device is a piston-type valve device comprising a movable piston slidably arranged within the nozzle tube.

[0095] Example 8. The fluid nozzle device of example 7, wherein the movable piston is a spring-biased movable piston arranged within the nozzle tube.

[0096] Example 9. The fluid nozzle device of any one of examples 7 to 8, wherein an opening of a fluid passage between the inlet and the secondary outlet is controlled based on an exerted fluid pressure on an inlet-facing area of the movable piston.

[0097] Example 10. The fluid nozzle device of any one of examples 1 to 5, wherein the fluid flow control device is an electric actuated fluid flow control device.

[0098] Example 11. The fluid nozzle device of any one of the preceding examples, wherein the fluid is an oil.

[0099] Example 12. The fluid nozzle device of any one of the preceding examples, wherein the secondary outlet is angled arranged relative to the primary outlet.

[0100] Example 13. The fluid nozzle device of any one of the preceding examples, wherein the primary outlet is configured to direct fluid towards a first area of the piston, and the secondary outlet is configured to direct fluid towards a second area of the piston.

[0101] Example 14. The fluid nozzle device of any one of the preceding examples, wherein the fluid nozzle device is controllable to direct at least one jet of fluid from the secondary outlet towards the piston when the piston is at Bottom Dead Centre (BDC).

[0102] Example 15. The fluid nozzle device of any one of the preceding examples, wherein the fluid flow control device is configured to close the secondary outlet during low engine speeds and / or low engine power output to reduce cooling of the piston.

[0103] Example 16. The fluid nozzle device of any one of the preceding examples, wherein the fluid flow control device is configured to adjust the fluid flow to the piston based on piston cooling requirements.

[0104] Example 17. The fluid nozzle device of any one of the preceding examples, further comprising a fixation structure 15 configured for attachment of the fluid nozzle device to an engine part.

[0105] Example 18. The fluid nozzle device of any one of the preceding examples, further comprising a body 16 configured to fluidly connect with a fluid supply system 50 via a fluid inlet 17, wherein the fluid inlet is in fluid communication with the nozzle inlet 12 of the tube 11.

[0106] Example 19. An internal combustion engine 2 comprising at least one cylinder with a corresponding piston movably arranged within the cylinder, and further a fluid nozzle device according to any one of the preceding examples.

[0107] Example 20. A vehicle 1 comprising an internal combustion engine according to example 19 and / or a fluid nozzle device according to any one of examples 1 to 18.

[0108] The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms “a,”“an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms “comprises,”“comprising,”“includes,” and / or “including” when used herein specify the presence of stated features, integers, actions, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and / or groups thereof.

[0109] It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms.

[0110] These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.

[0111] Relative terms such as “below” or “above” or “upper” or “lower” or “horizontal” or “vertical” may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being “connected” or “coupled” to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being “directly connected” or “directly coupled” to another element, there are no intervening elements present.

[0112] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0113] It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation, the scope of the disclosure being set forth in the following claims.

Claims

1. A fluid nozzle device for directing fluid towards an underside of a piston of an internal combustion engine, the fluid nozzle device comprising a nozzle tube having an inlet for receiving a fluid, a primary outlet for directing fluid towards the piston, and a secondary outlet for directing fluid towards the piston, wherein the fluid nozzle device comprises a fluid flow control device configured to control the flow of fluid through the secondary outlet in response to a fluid pressure at the inlet.

2. The fluid nozzle device of claim 1, wherein the fluid flow control device is configured to move between a first position, in which fluid can pass from the inlet to the primary outlet and the secondary outlet, respectively, and a second position, in which no fluid can flow from the inlet to the secondary outlet.

3. The fluid nozzle device of claim 1, wherein the fluid flow control device is configured to permit fluid to flow from the inlet to the secondary outlet when a fluid pressure at the inlet exceeds a predetermined threshold pressure.

4. The fluid nozzle device of claim 1, wherein the nozzle tube is a single pipe-type structure comprising the inlet, the primary outlet, and the secondary outlet.

5. The fluid nozzle device of claim 1, wherein the nozzle tube comprises the fluid flow control device.

6. The fluid nozzle device of claim 1, wherein the fluid flow control device is a controllable valve device.

7. The fluid nozzle device of claim 6, wherein the controllable valve device is a piston-type valve device comprising a movable piston slidably arranged within the nozzle tube.

8. The fluid nozzle device of claim 7, wherein the movable piston is a spring-biased movable piston arranged within the nozzle tube.

9. The fluid nozzle device of claim 7, wherein an opening of a fluid passage between the inlet and the secondary outlet is controlled based on an exerted fluid pressure on an inlet-facing area of the movable piston.

10. The fluid nozzle device of claim 1, wherein the secondary outlet is angled arranged relative to the primary outlet.

11. The fluid nozzle device of claim 1, wherein the primary outlet is configured to direct fluid towards a first area of the piston, and the secondary outlet is configured to direct fluid towards a second area of the piston.

12. The fluid nozzle device of claim 1, wherein the fluid nozzle device is controllable to direct at least one jet of fluid from the secondary outlet towards the piston when the piston is at Bottom Dead Centre (BDC).

13. The fluid nozzle device of claim 1, wherein the fluid flow control device is configured to close the secondary outlet during low engine speeds and / or low engine power output to reduce cooling of the piston.

14. An internal combustion engine comprising at least one cylinder with a corresponding piston movably arranged within the cylinder, and further a fluid nozzle device according to claim 1.

15. A vehicle comprising an internal combustion engine and a fluid nozzle device according to claim 1.

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