CN108519237B - Test system for measuring inflation efficiency of each cylinder of multi-cylinder internal combustion engine - Google Patents
Test system for measuring inflation efficiency of each cylinder of multi-cylinder internal combustion engine Download PDFInfo
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- CN108519237B CN108519237B CN201810381887.1A CN201810381887A CN108519237B CN 108519237 B CN108519237 B CN 108519237B CN 201810381887 A CN201810381887 A CN 201810381887A CN 108519237 B CN108519237 B CN 108519237B
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Abstract
The invention relates to a test system for measuring the inflation efficiency of each cylinder of a multi-cylinder internal combustion engine, which belongs to the technical field of internal combustion engines, wherein the test system is connected with an air inlet channel and an air inlet manifold of a cylinder body of the internal combustion engine; the speed measuring probe position can be accurately regulated in real time, and the invention can dynamically measure the charging efficiency of each cylinder of the multi-cylinder internal combustion engine in real time by adopting two methods simultaneously, or the average charging efficiency of two adjacent working cycles, thereby providing data support for researching the influence of the air passage structure, the valve timing and the running working condition of the internal combustion engine on the charging efficiency of a single cylinder and the influence of the air intake charge on the combustion cycle variation of the internal combustion engine.
Description
Technical Field
The invention belongs to the technical field of internal combustion engines, and particularly relates to a test system for measuring the inflation efficiency of each cylinder of a multi-cylinder internal combustion engine.
Background
The internal combustion engine has the advantages of high heat efficiency, good reliability and the like, and is widely applied to social production and life. The air charging efficiency of the internal combustion engine (the ratio of the actual air charging amount to the theoretical air charging amount can evaluate the perfection degree of the air inlet process, is an important index for measuring the air inlet performance of the engine, and is an important factor for determining the power economy and the emission of the internal combustion engine).
It is known that the flow of gas in the intake system of a reciprocating internal combustion engine is pulsatile, in particular a multi-cylinder internal combustion engine, and that the flow of gas in the intake system is further complicated by the interaction between the individual cylinders, with strongly unstable flow properties. The intake charge to each cylinder may be non-uniform during intake, which may result in poor engine operating uniformity with consequent engine power degradation, economy and emissions degradation, and reduced cylinder life.
The variation of the circulating air inflow directly affects the variation of the in-cylinder pressure, and the dynamic characteristic of the circulating air inflow directly affects the mixing process of the in-cylinder charge, thereby having important influence on the circulating variation of the in-cylinder combustion. Irregular combustion in a gasoline engine cylinder is a big characteristic, wherein combustion cycle variation among cycles is particularly obvious, and excessive cycle variation can lead to the increase of oil consumption, power reduction, rough work and pollutant discharge of the gasoline engine.
The method for researching the non-uniformity of the working engineering of the internal combustion engine caused by the non-uniformity of the intake charge of each cylinder by measuring the intake charge of each cylinder is an important subject to be solved in the field of internal combustion engine testing. The measurement of the air intake charge of each cylinder, namely the air charging efficiency, particularly on the basis of changing the original structure of the engine slightly, a relatively mature test system has not seen reports of related data so far, and the air intake charge measured by a method for measuring the total air intake flow is usually the average air intake charge of each cylinder of the engine, and obviously cannot reflect the air intake charge condition of each cylinder.
Disclosure of Invention
The invention aims to provide a test system capable of dynamically measuring the inflation efficiency of each cylinder of a multi-cylinder internal combustion engine in real time.
The test system can obtain the air intake charge and the air charging efficiency of each cylinder and the pressure wave method by the flow velocity-pressure wave method (measuring the pressure wave and the velocity wave of the air in the air intake manifold of each cylinder in the air intake process of the internal combustion engine and calculating the pressure wave of the air intake manifold of each cylinder, namely the air charging efficiency, by measuring the air pressure in the air intake manifold of each cylinder and the pressure wave in the corresponding cylinder, so as to obtain the air charging efficiency of each cylinder of the medium-large displacement internal combustion engine in a certain working cycle or the average air charging efficiency of two adjacent working cycles, and can compare the measurement precision difference of the two methods.
The invention comprises a speed measurement probe control system A, an air inlet flow rate measurement system B, an air inlet pressure measurement system C, a data acquisition and analysis system D, a bracket E, a cylinder body 1, an angle indicator 2, an in-cylinder pressure sensor 3, a wire I4, an air inlet manifold 5, an asbestos gasket I6, a wire II 7, an asbestos gasket II 8, a wire VI 28, a wire VII 29, a wire VIII 30, a nut I38 and a nut II 39, wherein a control signal input end of a singlechip 26 in the speed measurement probe control system A is connected with a control signal output end of the data acquisition and analysis system D through the wire VI 28, a left vertical plate 40 in the speed measurement probe control system A is fixedly connected with a left support plate I9 of the bracket E through a hole group II 12, a right vertical plate 43 is fixedly connected with a right support plate I17 of the bracket E through a hole group III 14, and a transmission rod 42 in the speed measurement probe control system A is sleeved at the upper part of a gas flow rate sensor 20 in the air inlet flow rate measurement system B through a through hole thereof through a hole and is fixedly connected with the nut I38 and the nut II 39; the signal output end of the anemometer in the air inlet flow velocity measurement system B is connected with the signal input end of the data acquisition and analysis system D through a wire VII 29, and the lower end of a guide rail sleeve 34 in the air inlet flow velocity measurement system B is fixedly connected with a hole I13 of a bracket E; the upper end of a sleeve 48 in the air inlet pressure measuring system C is fixedly connected with a hole II 19 of a bracket E, and the signal output end of an air inlet pressure sensor 31 in the air inlet pressure measuring system C is connected with the signal input end of a data acquisition and analysis system D through a lead VIII 30; the left side of a left support plate I9 in a support E is fixedly connected with the right side of an air inlet channel of the cylinder body 1 through an asbestos gasket I6, the right side of a right support plate I17 in the support E is fixedly connected with the left side of the air inlet manifold 5 through an asbestos gasket II 8, the left end of a middle pipe 18 of the support E is communicated with the air inlet channel of the cylinder body 1, and the right end of the middle pipe 18 of the support E is communicated with the air inlet manifold 5; the signal output end of the angle marker instrument 2 is connected with the signal input end of the data acquisition and analysis system D through a lead II 7, and the angle marker instrument 2 is fixed with the crankshaft of the cylinder body 1 through threads; the signal output end of the in-cylinder pressure sensor 3 is connected with the signal input end of the data acquisition and analysis system D through a lead I4, and the in-cylinder pressure sensor 3 is fixedly connected with the upper part of the cylinder cover of the cylinder body 1.
The speed measuring probe control system A consists of a stepping motor 21, a lead IV 23, a lead V24, a singlechip 26, a stabilized voltage supply 27, a left vertical plate 40, a transverse plate 41, a transmission rod 42, a right vertical plate 43, a lead screw 44, a guide rail 45, a sliding block 46 and a bottom plate 47, wherein the left end of the transverse plate 41 is fixedly connected with the right side of the left vertical plate 40, the right end of the transverse plate 41 is fixedly connected with the left side of the right vertical plate 43, and the base of the stepping motor 21 is fixedly connected to the right side of the transverse plate 41.
The near left end of the transmission rod 42 is provided with a through hole, the right end of the transmission rod 42 is fixedly connected with the left surface of the sliding block 46, the center hole of the sliding block 46 is in threaded connection with the lead screw 44, and the right part of the sliding block 46 is in sliding connection with the guide rail 45.
The upper end of the guide rail 45 is fixedly connected with the lower surface of the shell of the stepping motor 21, and the lower end of the guide rail 45 is fixedly connected with the bottom plate 47.
The upper end of the screw rod 44 is fixedly connected with the output shaft of the stepping motor 21, and the lower end of the screw rod 44 is movably connected with the center of the bottom plate 47.
The output end of the stabilized voltage power supply 27 is connected with the power input end of the stepping motor 21 through a lead V24, and the control signal input end of the stepping motor 21 is connected with the control signal output end of the singlechip 26 through a lead IV 23.
The gas flow rate measurement system B consists of a gas flow rate sensor 20, a lead III 22, an anemometer 25, a speed measuring probe 32, a sealing ring I33, a guide rail sleeve 34, a lower end cover 35, a sealing ring II 36 and an upper end cover 37, wherein the upper end cover 37 is in threaded connection with the upper end of the guide rail sleeve 34 through the sealing ring II 36, and the lower end cover 35 is in threaded connection with the end of the guide rail sleeve 34 through the sealing ring I33.
The lower part of the gas flow rate sensor 20 is arranged in the guide rail sleeve 34 and is in sliding connection with the inner wall of the guide rail sleeve 34; the signal output end of the gas flow rate sensor 20 is connected with the signal input end of an anemometer 25 through a lead III 22.
The intake pressure measurement system C consists of an intake pressure sensor 31, a sleeve 48, a sealing ring III 49 and a bottom cover 50, wherein the upper part of the intake pressure sensor 31 is positioned in the sleeve 48 and is in threaded connection with the inner wall of the sleeve 48; the bottom cover 50 is in threaded connection with the lower end of the sleeve 48; the sealing ring III 49 is arranged between the bottom end of the sleeve 48 and the bottom cover 50, and the inner ring of the sealing ring III 49 is tightly connected with the contact part of the air inlet pressure sensor 31.
The bracket E consists of a left support plate I9, a right support plate I17 and a middle pipe 18, wherein a middle hole I11 is formed in the left support plate I9, a hole group I10 is arranged outside the circumference of the middle hole I11, the hole group I10 consists of 4 holes, and a hole group II 12 is arranged above the middle hole I11; the center of the upper side of the middle pipe 18 is provided with a hole I13, and the center of the lower side of the middle pipe 18 is provided with a hole II 19; the right support plate I17 is provided with a middle hole II 16, a hole group IV 15 is arranged outside the circumference of the middle hole II 16, the hole group IV 15 consists of 4 holes, and a hole group III 14 is arranged above the middle hole II 16; the left end of the middle tube 18 is fixedly connected with the middle hole I11 of the left support plate I9, and the right end of the middle tube 18 is fixedly connected with the middle hole II 16 of the right support plate I17.
The speed measuring probe can realize real-time accurate adjustment of the position, can simultaneously adopt two methods to dynamically measure the charging efficiency of each cylinder of the multi-cylinder internal combustion engine in real time or the average charging efficiency of two adjacent working cycles, and provides data support for researching the influence of the air passage structure, the valve timing and the running working condition of the internal combustion engine on the charging efficiency of a single cylinder and the influence of the charging quantity on the combustion cycle variation of the internal combustion engine.
Drawings
FIG. 1 is a schematic diagram of a test system for measuring the charge efficiency of each cylinder of a multi-cylinder internal combustion engine
FIG. 2 is a schematic view of a stent structure
FIG. 3 is a schematic diagram of the overall installation of the test system
FIG. 4 is a schematic diagram of a speed probe control system and an intake air flow rate measurement system
FIG. 5 is a schematic diagram of an intake pressure measurement system installation
FIG. 6 is a schematic diagram of a bench test system
FIG. 7 is a graph showing the variation of the average flow velocity and the measured point flow velocity with the crank angle in a 3-cylinder measuring section of a certain working cycle
Wherein: 1 is 2.5mm away from the tube axis; 2 is 10mm from the tube axis; 3 is the average flow velocity of the section;
FIG. 8 is a graph showing the variation of intake pressure wave with crank angle at a 3-cylinder measurement section for a certain working cycle
Wherein: A. a speed measuring probe control system B, an air inlet flow speed measuring system C, an air inlet pressure measuring system D, a data acquisition and analysis system E, a bracket 1, a cylinder body 2, an angle indicator 3, an in-cylinder pressure sensor 4, a wire I5, an air inlet manifold 6, an asbestos gasket I7, a wire II 8, an asbestos gasket II 9, a left support plate I10, a hole group I11, a middle hole I12, a hole group II 13, a hole I14, a hole group III 15, a hole group IV 16, a middle hole II 17, a right support plate I18, a middle pipe 19, a hole II 20, a gas flow speed sensor 21, a stepping motor 22, a wire III 23 and a wire IV 24. Wire V25 anemometer 26 SCM 27 regulated power supply 28 wire VI 29 wire VII 30 wire VIII 31 inlet pressure sensor 32 speed measuring probe 33 sealing ring I34 guide sleeve 35 lower end cap 36 sealing ring II 37 upper end cap 38 nut I39 nut II 40 left vertical plate 41 cross plate 42 drive rod 43 right vertical plate 44 screw 45 guide rail 46 slide block 47 bottom plate 48 sleeve 49 bottom cover 50 bottom cover 51 multi cylinder internal combustion engine 52 dynamometer and control system 53 flowmeter 54 guide IX 55 inlet manifold
Detailed Description
The following describes the details and specific embodiments of the present invention with reference to the drawings.
As shown in fig. 1, the invention comprises a speed measurement probe control system A, an air inlet flow rate measurement system B, an air inlet pressure measurement system C, a data acquisition and analysis system D, a bracket E, a cylinder body 1, an angle indicator 2, an in-cylinder pressure sensor 3, a wire I4, an air inlet manifold 5, an asbestos gasket I6, a wire II 7, an asbestos gasket II 8, a wire VI 28, a wire VII 29, a wire VIII 30, a nut I38 and a nut II 39, wherein a control signal input end of a singlechip 26 in the speed measurement probe control system A is connected with a control signal output end of the data acquisition and analysis system D through the wire VI 28, a left vertical plate 40 in the speed measurement probe control system A is fixedly connected with a left support plate I9 of the bracket E through a hole group II 12, a right vertical plate 43 is fixedly connected with a right support plate I17 of the bracket E through a hole group III 14, and a transmission rod 42 in the speed measurement probe control system A is sleeved at the upper part of a gas flow rate sensor 20 in the air inlet flow rate measurement system B through a through hole thereof and is fixedly connected with the nut I38 and the nut II 39; the signal output end of the anemometer in the air inlet flow velocity measurement system B is connected with the signal input end of the data acquisition and analysis system D through a wire VII 29, and the lower end of a guide rail sleeve 34 in the air inlet flow velocity measurement system B is fixedly connected with a hole I13 of a bracket E; the upper end of a sleeve 48 in the air inlet pressure measuring system C is fixedly connected with a hole II 19 of a bracket E, and the signal output end of an air inlet pressure sensor 31 in the air inlet pressure measuring system C is connected with the signal input end of a data acquisition and analysis system D through a lead VIII 30; the left side of the left support plate I9 in the bracket E is fixedly connected with the right side of the air inlet channel of the cylinder body 1 through an asbestos gasket I6, the right side of the right support plate I17 in the bracket E is fixedly connected with the left side of the air inlet manifold 5 through an asbestos gasket II 8,
the left end of a middle pipe 18 of the bracket E is communicated with an air inlet channel of the cylinder body 1, and the right end of the middle pipe 18 of the bracket E is communicated with the air inlet manifold 5; the signal output end of the angle marker instrument 2 is connected with the signal input end of the data acquisition and analysis system D through a lead II 7, and the angle marker instrument 2 is fixed with the crankshaft of the cylinder body 1 through threads; the signal output end of the in-cylinder pressure sensor 3 is connected with the signal input end of the data acquisition and analysis system D through a lead I4, and the in-cylinder pressure sensor 3 is fixedly connected with the upper part of the cylinder cover of the cylinder body 1.
As shown in fig. 3 and 4, the speed measuring probe control system a is composed of a stepper motor 21, a wire iv 23, a wire v 24, a single chip microcomputer 26, a stabilized voltage supply 27, a left vertical plate 40, a transverse plate 41, a transmission rod 42, a right vertical plate 43, a screw 44, a guide rail 45, a slide block 46 and a bottom plate 47, wherein the left end of the transverse plate 41 is fixedly connected with the right side of the left vertical plate 40, the right end of the transverse plate 41 is fixedly connected with the left side of the right vertical plate 43, and the base of the stepper motor 21 is fixedly connected to the right side of the transverse plate 41.
The near left end of the transmission rod 42 is provided with a through hole, the right end of the transmission rod 42 is fixedly connected with the left surface of the sliding block 46, the center hole of the sliding block 46 is in threaded connection with the lead screw 44, and the right part of the sliding block 46 is in sliding connection with the guide rail 45.
The upper end of the guide rail 45 is fixedly connected with the lower surface of the shell of the stepping motor 21, and the lower end of the guide rail 45 is fixedly connected with the bottom plate 47.
The upper end of the screw rod 44 is fixedly connected with the output shaft of the stepping motor 21, and the lower end of the screw rod 44 is movably connected with the center of the bottom plate 47.
The output end of the stabilized voltage power supply 27 is connected with the power input end of the stepping motor 21 through a lead V24, and the control signal input end of the stepping motor 21 is connected with the control signal output end of the singlechip 26 through a lead IV 23.
As shown in fig. 3 and 4, the gas flow rate measurement system B is composed of a gas flow rate sensor 20, a wire iii 22, an anemometer 25, a speed measuring probe 32, a sealing ring i 33, a guide rail sleeve 34, a lower end cover 35, a sealing ring ii 36, and an upper end cover 37, wherein the upper end cover 37 is in threaded connection with the upper end of the guide rail sleeve 34 via the sealing ring ii 36, and the lower end cover 35 is in threaded connection with the end of the guide rail sleeve 34 via the sealing ring i 33.
The lower part of the gas flow rate sensor 20 is arranged in the guide rail sleeve 34 and is in sliding connection with the inner wall of the guide rail sleeve 34; the signal output end of the gas flow rate sensor 20 is connected with the signal input end of an anemometer 25 through a lead III 22.
As shown in fig. 5, the intake pressure measuring system C is composed of an intake pressure sensor 31, a sleeve 48, a sealing ring iii 49, and a bottom cover 50, wherein the upper part of the intake pressure sensor 31 is positioned in the sleeve 48 and is in threaded connection with the inner wall of the sleeve 48; the bottom cover 50 is in threaded connection with the lower end of the sleeve 48; the sealing ring III 49 is arranged between the bottom end of the sleeve 48 and the bottom cover 50, and the inner ring of the sealing ring III 49 is tightly connected with the contact part of the air inlet pressure sensor 31.
As shown in FIG. 2, the bracket E consists of a left support plate I9, a right support plate I17 and a middle tube 18, wherein the left support plate I9 is provided with a middle hole I11, the circumference of the middle hole I11 is provided with a hole group I10, the hole group I10 consists of 4 holes, and a hole group II 12 is arranged above the middle hole I11; the center of the upper side of the middle pipe 18 is provided with a hole I13, and the center of the lower side of the middle pipe 18 is provided with a hole II 19; the right support plate I17 is provided with a middle hole II 16, a hole group IV 15 is arranged outside the circumference of the middle hole II 16, the hole group IV 15 consists of 4 holes, and a hole group III 14 is arranged above the middle hole II 16; the left end of the middle tube 18 is fixedly connected with the middle hole I11 of the left support plate I9, and the right end of the middle tube 18 is fixedly connected with the middle hole II 16 of the right support plate I17.
As shown in fig. 6, the test system is mounted between the rightmost cylinder intake manifold 5 and the rightmost cylinder intake passage of the multi-cylinder internal combustion engine 51, particularly in the test bed arrangement position. The dynamometer and the control system 52 thereof are used for controlling the operation condition of the multi-cylinder internal combustion engine 51, the signal output end of the flowmeter 53 is connected with the signal input end of the data acquisition and analysis system D through a wire IX 54 and is used for measuring the total air intake amount of the air intake manifold 55, and the test system can test the air intake amount flowing through the air intake manifold 5 and entering a corresponding single cylinder, so that the average value of the air charging efficiency of one working cycle or the air charging efficiency of two adjacent working cycles of the cylinder is calculated.
Before the formal test starts, the speed measuring probe control system A is calibrated, so that the corresponding input value of the control signal input window on the data acquisition and analysis system D corresponds to the deep distance of the speed measuring probe 32 in the air intake manifold 5 one by one. After the calibration is completed, the multi-cylinder internal combustion engine 51 is operated under the working condition to be tested, and the test is started. Firstly, two test point position values are input to a data acquisition and analysis system D, a control signal output end of the data acquisition and analysis system D transmits a control program code to a control signal input end of a singlechip 26 through a lead VI 28, the singlechip 26 sends a pulse control signal to a control signal input end of a stepping motor 26 through a lead IV 23 according to the control code program, a lead screw 44 of the stepping motor 21 rotates for a certain angle under the control of the control signal, the lead screw 44 drives a sliding block 46 to vertically move for a certain distance, the sliding block 46 drives a transmission rod 41 to vertically move for the same distance as the sliding block 41, the transmission rod 41 finally drives a gas flow rate sensor 20 to slide to a first test point position in a guide rail sleeve 34, and then a working cycle air inlet flow rate change curve (the control accuracy of the stepping motor is 0.1mm, the highest sliding speed of the sliding block is 600mm/s, and the requirements on the accuracy of the control position can be met) can be met. The anemometer 25 processes the incoming signal and transmits the signal output end to the signal input end on the data acquisition and analysis system D through a wire VII 29, and a charge amplifier is arranged in the system and can amplify the signal and convert the signal into a digital signal to be stored in a memory and displayed on a display screen of the data acquisition and analysis system D. The intake pressure sensor 31 simultaneously measures the intake pressure value, the measured pressure signal is transmitted to the signal input end of the data acquisition and analysis system D through a lead VIII 30, the in-cylinder pressure sensor 3 simultaneously measures the in-cylinder pressure value, and the measured pressure signal is transmitted to the signal input end of the data acquisition and analysis system D through a lead I4. Because the system is internally provided with the charge amplifier, the air inlet pressure signal and the in-cylinder pressure signal can be amplified and processed, and can be converted into digital signals to be stored in a memory, and meanwhile, the digital signals are displayed on a display screen of the data acquisition and analysis system D.
The data acquisition and analysis system D is based on a corner indicator 2 (the crank angle resolution is 0.2deg. CA, and crank angle signals are synchronously obtained), and the system processes and obtains a curve of the intake air flow rate of a certain working cycle along with the crank angle, a curve of the average intake air flow rate of a certain two adjacent working cycles along with the crank angle, a curve of the intake air pressure of a certain working cycle and the in-cylinder pressure along with the crank angle, and the curves are stored and displayed on a system computer display screen.
Meanwhile, the test systems are connected in parallel, and each air inlet manifold of the multi-cylinder engine is connected into the test system, so that the inflation efficiency of each air cylinder of the multi-cylinder engine can be tested simultaneously through one test.
The average inflation efficiency of a single cylinder of the multi-cylinder engine in two adjacent working cycles and the inflation efficiency of a working cycle can be obtained through a solidification software program established by a calculation formula through acquiring two measuring point flow velocity, pressure value and cylinder pressure along with a crank angle change value and other relevant original data in an intake manifold corresponding to each cylinder. And the difference of the flow velocity-pressure wave method and the pressure wave method can be compared, and the measured inflation efficiency of the whole machine can be compared, so that the test precision of the two methods can be judged.
Examples:
under 2200 rpm and 3/4 opening of the throttle valve, the data measured by the test system are used to calculate the average inflation efficiency value of two adjacent work cycles and the inflation efficiency of one work cycle according to the flow rate-pressure wave method and the pressure wave method.
Wherein: the position of the two measuring points is y 1 ＝16mm,y 2 The crankshaft rotation angle resolution at which the data acquisition analysis system of the internal combustion engine of 8.5mm acquires the flow rate and pressure wave signals is 0.1deg.
The data were measured using the above test system and the average of the inflation efficiencies of the various work cycles and the inflation efficiencies of the various two adjacent work cycles for each cylinder were calculated as shown in tables 1 and 2. Part of the curves of the intake air flow rate and the intake pressure wave as a function of the crank angle are shown in fig. 7 and 8.
TABLE 1 pressure wave method to derive the charging efficiency for different duty cycles of each cylinder
TABLE 2 flow Rate-pressure wave method to obtain the average of the charging efficiencies of different two adjacent work cycles for each cylinder
From the above table, it can be seen that there is a significant difference in the inflation efficiency between different working cycles of each cylinder calculated by actually measuring data using the flow rate-pressure wave and the pressure wave method, respectively, and there is a certain difference between each cycle of the same cylinder.
The average value of the whole machine air charging efficiency under the working condition is measured while the multi-cylinder air charging efficiency is measuredMeanwhile, the average value eta of the whole machine air charging efficiency can be obtained by adding and averaging the data in the table 1 and the table 2 vm 。
Average value of inflation efficiency:
wherein: n is the engine speed (r/min); i is the number of cylinders; g is the total intake air amount (m < 3 >/h).
Calculated from the above formula based on measured data:
the average value eta of the whole machine inflation efficiency obtained by the flow velocity-pressure wave method vm ＝0.9101
The average value eta of the whole machine inflation efficiency obtained by a pressure wave method vm ＝0.9089
From the above data, it is known that the average value of the overall inflation efficiency has good consistency with the average value of the overall inflation efficiency obtained according to the flow rate-pressure wave method and the pressure wave method. This may fully demonstrate that the data obtained using this test system for the average of the different duty cycle charging efficiencies of each cylinder and the different two adjacent duty cycle charging efficiencies of each cylinder is correct and practical. The measurement results of the two methods are basically consistent, are well matched with the actual measurement value of the whole machine inflation efficiency, and can be used for checking and judging the non-uniformity degree of the air intake among different working cycles of each cylinder of the multi-cylinder machine.
The flow velocity-pressure wave method adopted by the invention can measure the average value of the inflation efficiency of a certain two adjacent working cycles, but is only suitable for the section of a circular or approximate circular air inlet manifold, and compared with the flow velocity-pressure wave method, the pressure wave method can measure the inflation efficiency value of a certain working cycle of each cylinder, and has the advantages of smaller test workload and lower cost. Meanwhile, the current method for replacing the average value of the charging efficiency of each cylinder by the average value of the charging efficiency of the whole engine and researching the non-uniformity of the air inflow and the charging efficiency of each cylinder of the multi-cylinder internal combustion engine is rough and unscientific. The invention can dynamically and accurately obtain the inflation efficiency value of a working cycle of each cylinder of the multi-cylinder internal combustion engine and the average value of inflation efficiency of two adjacent working cycles in real time, and provides scientific data support for further researching the non-uniformity of the air inlet process of each cylinder of the multi-cylinder internal combustion engine.
Claims (3)
1. The test system for measuring the inflation efficiency of each cylinder of the multi-cylinder internal combustion engine is characterized by comprising a speed measurement probe control system (A), an air inlet flow rate measurement system (B), an air inlet pressure measurement system (C), a data acquisition and analysis system (D), a support (E), a cylinder body (1), an angle indicator (2), an in-cylinder pressure sensor (3), a lead I (4), an air inlet manifold (5), an asbestos gasket I (6), a lead II (7), an asbestos gasket II (8), a lead VI (28), a lead VII (29), a lead VIII (30), a nut I (38) and a nut II (39), wherein the speed measurement probe control system (A) comprises a stepping motor (21), a lead IV (23), a lead V (24), a singlechip (26), a stabilized voltage supply (27), a left vertical plate (40), a transverse plate (41), a transmission rod (42), a right vertical plate (43), a lead screw (44), a guide rail (45), a sliding block (46) and a bottom plate (47), the left end of the transverse plate (41) is fixedly connected with the right surface of the left vertical plate (40), and the right end of the transverse plate (41) is fixedly connected with the stepping motor (21) and the right vertical plate (41) is fixedly connected with the stepping motor (41); the left end of the transmission rod (42) is provided with a through hole, the right end of the transmission rod (42) is fixedly connected with the left surface of the sliding block (46), the central hole of the sliding block (46) is in threaded connection with the lead screw (44), and the right part of the sliding block (46) is in sliding connection with the guide rail (45); the upper end of the guide rail (45) is fixedly connected with the lower surface of the shell of the stepping motor (21), and the lower end of the guide rail (45) is fixedly connected with the bottom plate (47); the upper end of the screw rod (44) is fixedly connected with the output shaft of the stepping motor (21), and the lower end of the screw rod (44) is movably connected with the center of the bottom plate (47); the output end of the stabilized voltage power supply (27) is connected with the power input end of the stepping motor (21) through a lead V (24), and the control signal input end of the stepping motor (21) is connected with the control signal output end of the singlechip (26) through a lead IV (23); the inlet air flow rate measurement system (B) consists of a gas flow rate sensor (20), a lead III (22), an anemometer (25), a speed measurement probe (32), a sealing ring I (33), a guide rail sleeve (34), a lower end cover (35), a sealing ring II (36) and an upper end cover (37), wherein the upper end cover (37) is in threaded connection with the upper end of the guide rail sleeve (34) through the sealing ring II (36), the lower end cover (35) is in threaded connection with the end of the guide rail sleeve (34) through the sealing ring I (33), and the lower part of the gas flow rate sensor (20) is arranged in the guide rail sleeve (34) and is in sliding connection with the inner wall of the guide rail sleeve (34); the signal output end of the gas flow rate sensor (20) is connected with the signal input end of the anemometer (25) through a lead III (22); the control signal input end of a singlechip (26) in the speed measurement probe control system (A) is connected with the control signal output end of a data acquisition and analysis system (D) through a lead VI (28), a left vertical plate (40) in the speed measurement probe control system (A) is fixedly connected with a left support plate I (9) of a bracket (E) through a hole group II (12), a right vertical plate (43) is fixedly connected with a right support plate I (17) of the bracket (E) through a hole group III (14) through bolts, and a transmission rod (42) in the speed measurement probe control system (A) is sleeved on the upper part of a gas flow rate sensor (20) in an air inlet flow rate measurement system (B) through a through hole of the transmission rod and is fixedly connected with a nut I (38) and a nut II (39); the signal output end of the anemometer in the air inlet flow velocity measurement system (B) is connected with the signal input end of the data acquisition and analysis system (D) through a wire VII (29), and the lower end of a guide rail sleeve (34) in the air inlet flow velocity measurement system (B) is fixedly connected with a hole I (13) of a bracket (E); the upper end of a sleeve (48) in the air inlet pressure measuring system (C) is fixedly connected with a hole II (19) of a bracket (E), and the signal output end of an air inlet pressure sensor (31) in the air inlet pressure measuring system (C) is connected with the signal input end of a data acquisition and analysis system (D) through a lead VIII (30); the left side of a left support plate I (9) in a support (E) is fixedly connected with the right side of an air inlet channel of a cylinder body (1) through an asbestos gasket I (6), the right side of a right support plate I (17) in the support (E) is fixedly connected with the left side of an air inlet manifold (5) through an asbestos gasket II (8), the left end of a middle pipe (18) of the support (E) is communicated with the air inlet channel of the cylinder body (1), and the right end of the middle pipe (18) of the support (E) is communicated with the air inlet manifold (5); the signal output end of the angle marker instrument (2) is connected with the signal input end of the data acquisition and analysis system (D) through a lead II (7), and the angle marker instrument (2) is fixed with the crankshaft threads of the cylinder body (1); the signal output end of the in-cylinder pressure sensor (3) is connected with the signal input end of the data acquisition and analysis system (D) through a lead I (4), and the in-cylinder pressure sensor (3) is fixedly connected with the upper part of the cylinder cover of the cylinder body (1).
2. The test system for measuring the inflation efficiency of each cylinder of the multi-cylinder internal combustion engine according to claim 1, wherein the intake pressure measuring system (C) consists of an intake pressure sensor (31), a sleeve (48), a sealing ring III (49) and a bottom cover (50), and the upper part of the intake pressure sensor (31) is positioned in the sleeve (48) and is in threaded connection with the inner wall of the sleeve (48); the bottom cover (50) is in threaded connection with the lower end of the sleeve (48); the sealing ring III (49) is arranged between the bottom end of the sleeve (48) and the bottom cover (50), and the contact part of the inner ring of the sealing ring III (49) and the air inlet pressure sensor (31) is tightly connected.
3. The test system for measuring the inflation efficiency of each cylinder of a multi-cylinder internal combustion engine according to claim 1, wherein the bracket (E) consists of a left support plate I (9), a right support plate I (17) and a middle pipe (18), wherein the left support plate I (9) is provided with a middle hole I (11), the circumference of the middle hole I (11) is provided with a hole group I (10), the hole group I (10) consists of 4 holes, and a hole group II (12) is arranged above the middle hole I (11); the center of the upper side of the middle pipe (18) is provided with a hole I (13), and the center of the lower side of the middle pipe (18) is provided with a hole II (19); the right support plate I (17) is provided with a middle hole II (16), a hole group IV (15) is arranged outside the circumference of the middle hole II (16), the hole group IV (15) consists of 4 holes, and a hole group III (14) is arranged above the middle hole II (16); the left end of the middle tube (18) is fixedly connected with the middle hole I (11) of the left support plate I (9), and the right end of the middle tube (18) is fixedly connected with the middle hole II (16) of the right support plate I (17).
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