CN115326404A - Engine bench measurement and control system alarm method and engine bench - Google Patents
Engine bench measurement and control system alarm method and engine bench Download PDFInfo
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- CN115326404A CN115326404A CN202211124401.9A CN202211124401A CN115326404A CN 115326404 A CN115326404 A CN 115326404A CN 202211124401 A CN202211124401 A CN 202211124401A CN 115326404 A CN115326404 A CN 115326404A
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Abstract
The invention belongs to the technical field of engine testing, and discloses an alarm method of an engine pedestal measurement and control system, which comprises the steps of judging whether an engine is in a preset working condition or not, and monitoring the validity of test data if the engine is in the preset working condition; the test data validity monitoring comprises: urea injection quantity data are verified; the urea injection quantity data verification comprises the following steps: determining an actual ammonia-nitrogen ratio according to urea injection quantity data and SCR upstream nitrogen oxide emission quantity measurement data of an ECU; and if the actual ammonia-nitrogen ratio is not in the preset range and the duration is longer than the first preset time, judging that the urea injection quantity data is abnormal, and sending an alarm for the abnormal urea injection quantity data. According to the engine pedestal measurement and control system alarm method, whether the urea injection quantity data has problems is judged according to the actual ammonia nitrogen ratio, and an alarm is sent to remind a tester when the urea injection quantity data has problems, so that the tester can check the problems in time and select to continue the test or stop the test.
Description
Technical Field
The invention relates to the technical field of engine testing, in particular to an engine bench measurement and control system alarm method and an engine bench.
Background
The engine bench measurement and control system mainly aims at operating specific working conditions of an engine, measuring and recording related data of engine performance and emission, and when the abnormal working condition of the engine is detected, the processing modes comprise alarming, idling returning and forced stopping. However, in the engine bench experiment, the problem that data is found to be invalid after the experiment is completed due to the fact that the collected experiment data is wrong, and then the experiment is repeated often occurs, so that the engine development period is prolonged, and the development cost is increased.
Therefore, an engine pedestal monitoring system alarm method and an engine pedestal are needed to solve the above problems.
Disclosure of Invention
The invention aims to provide an engine pedestal measurement and control system alarm method and an engine pedestal, which shorten the development period of an engine and reduce the development cost.
In order to achieve the purpose, the invention adopts the following technical scheme:
an engine bench measurement and control system alarm method comprises the following steps:
judging whether the engine is in a preset working condition, and if the engine is in the preset working condition, carrying out validity monitoring on test data;
the test data validity monitoring comprises: urea injection quantity data are verified;
the urea injection quantity data verification comprises the following steps:
determining an actual ammonia-nitrogen ratio according to urea injection quantity data and SCR upstream nitrogen oxide emission quantity measurement data of an ECU;
and if the actual ammonia-nitrogen ratio is not in the first preset range and the duration is longer than the first preset time, judging that the urea injection quantity data is abnormal, and giving an alarm of the abnormal urea injection quantity data.
Preferably, the predetermined condition is a steady state condition.
Preferably, the test data validity monitoring further comprises: checking nitrogen oxide emission data of a gas analyzer;
the nitrogen oxide emission data verification of the gas analyzer comprises the following steps:
judging whether the nitrogen oxide emission data of the gas analyzer is abnormal or not according to the nitrogen oxide emission data of the gas analyzer and the nitrogen oxide emission data of the ECU;
and if the nitrogen oxide emission data of the gas analyzer are judged to be abnormal, an alarm for the abnormal nitrogen oxide emission data of the gas analyzer is sent out.
Preferably, the determining whether the nitrogen oxide emission data of the gas analyzer is abnormal or not based on the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU includes:
and if the difference value between the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU is not in a second preset range and the duration time is longer than a second preset time, judging that the nitrogen oxide emission data of the gas analyzer is abnormal.
Preferably, the test data validity monitoring further comprises: monitoring the effectiveness of INCA data;
the INCA data validity monitoring comprises:
and if one or more of the continuous preset number of calibration values of the rotating speed, the fuel injection quantity, the advance angle and the rail pressure of the engine in the INCA calibration data are not changed, judging that the INCA data are abnormal, and sending an INCA data abnormal alarm.
Preferably, the INCA data validity monitoring further comprises:
and if one or more of the engine speed, the fuel injection quantity, the advance angle and the rail pressure in the INCA calibration data is calibrated to be NAN, judging that the INCA data is abnormal, and giving an INCA data abnormal alarm.
Preferably, the test data validity monitoring further comprises: verifying the smoke intensity data of the tail gas of the smoke meter;
the tail gas smoke intensity data verification of the smoke intensity meter comprises the following steps:
determining the range of the smoke intensity of the current tail gas according to the current working condition of the engine;
if the tail gas smoke intensity measurement data of the smoke intensity meter are not in the current tail gas smoke intensity range and last for a third preset time, judging that the tail gas smoke intensity data of the smoke intensity meter are abnormal, and giving an alarm for the abnormal tail gas smoke intensity data of the smoke intensity meter.
Preferably, still include after judging the smokemeter tail gas smoke intensity data unusually: and triggering the cleaning, back flushing and restarting operations of the smoke meter.
Preferably, the test data validity monitoring further comprises: the method comprises the following steps of fuel consumption rate data verification, explosion pressure data verification, after-intercooling temperature data verification, engine oil pressure data verification, exhaust back pressure data verification, intake air flow data verification and exhaust temperature data verification.
An engine bench is used for monitoring and alarming an engine test by using the engine bench measurement and control system alarming method.
The invention has the beneficial effects that:
according to the engine pedestal measurement and control system alarm method and the engine pedestal, the actual ammonia-nitrogen ratio is determined according to the urea injection amount data and the SCR upstream oxynitride discharge amount measurement data of the ECU, if the actual ammonia-nitrogen ratio is not in the first preset range and the duration is longer than the first preset time, the problem of the urea injection amount data is indicated, at the moment, an abnormal alarm of the urea injection amount data is sent out to remind testers of the problem of the urea injection amount data, so that the testers can check the problem in time, and select to continue or stop the test, so that the problem that the urea injection amount data is found to be problematic after the test is finished and the repeated test is needed is avoided, the engine development period is shortened, and the development cost is reduced.
Drawings
FIG. 1 is a flow chart of an engine bench measurement and control system alarm method provided by an embodiment of the invention;
FIG. 2 is a flow chart of urea injection quantity data verification provided by an embodiment of the present invention;
FIG. 3 is a flow chart of the nitrogen oxide emission data verification of a gas analyzer according to an embodiment of the present invention;
FIG. 4 is a flow chart of the INCA data validity monitoring provided by the embodiments of the present invention;
fig. 5 is a flowchart of the data verification of the smoke density of the exhaust gas of the smoke meter according to the embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not to be construed as limiting the invention. It should be further noted that, for the convenience of description, only some structures related to the present invention are shown in the drawings, not all of them.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or may be connected through the use of two elements or the interaction of two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless expressly stated or limited otherwise, the recitation of a first feature "on" or "under" a second feature may include the recitation of the first and second features being in direct contact, and may also include the recitation that the first and second features are not in direct contact, but are in contact via another feature between them. Also, the first feature "on," "above" and "over" the second feature may include the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. are used in an orientation or positional relationship based on that shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to be limiting.
As shown in fig. 1 and fig. 2, the present embodiment provides an engine pedestal measurement and control system alarm method, including: judging whether the engine is in a preset working condition, and if the engine is in the preset working condition, carrying out validity monitoring on test data; the test data validity monitoring comprises the following steps: urea injection quantity data are verified; the urea injection quantity data verification comprises the following steps: determining an actual ammonia-nitrogen ratio according to urea injection quantity data and SCR upstream nitrogen oxide emission quantity measurement data of an ECU; and if the actual ammonia-nitrogen ratio is not in the first preset range and the duration is longer than the first preset time, judging that the urea injection quantity data is abnormal, and sending an alarm for the abnormality of the urea injection quantity data. Wherein the ammonia-nitrogen ratio is the ratio of the urea injection amount to the amount of urea required to convert all nitrogen oxides. Specifically, in the present embodiment, when the actual ammonia-nitrogen ratio value which is not in the first preset range occurs, the duration in which the actual ammonia-nitrogen ratio is not in the first preset range is initialized, that is, the time in which the actual ammonia-nitrogen ratio is not in the first preset range is zeroed, and the duration in which the actual ammonia-nitrogen ratio is not in the first preset range is calculated from this moment. The abnormal alarm in the embodiment comprises the steps that the warning lamp flickers and sends a warning mail to the tester, the tester near the engine pedestal can be reminded by the warning lamp, and the tester can receive warning information when no tester near the engine pedestal can be guaranteed by the warning mail.
The engine bench measurement and control system alarm method provided by the embodiment determines the actual ammonia-nitrogen ratio according to the urea injection amount data and SCR upstream nitrogen oxide emission measurement data of the ECU, if the actual ammonia-nitrogen ratio is not in a first preset range and the duration is longer than a first preset time, it is described that the urea injection amount data has problems, at the moment, an abnormal alarm of the urea injection amount data is sent out, a tester is reminded of the problems of the urea injection amount data, the tester can timely troubleshoot the problems, the test is selected to continue or stop, the problem that the urea injection amount data is found to have problems after the test is completed and the repeated test is needed is avoided, so that the engine development period is shortened and the development cost is reduced.
Specifically, in this embodiment, the specific method for determining whether the actual ammonia nitrogen ratio is within the first preset range includes: and presetting an ammonia nitrogen ratio theoretical value under a steady-state working condition, comparing the actual ammonia nitrogen ratio with the ammonia nitrogen ratio theoretical value, and if the absolute value of the difference value of the actual ammonia nitrogen ratio and the ammonia nitrogen ratio theoretical value is greater than a first set value, indicating that the actual ammonia nitrogen ratio is not in a first preset interval. The theoretical value of the ammonia nitrogen ratio is the ideal ammonia nitrogen ratio under the preset working condition set in the engine ECU. In this embodiment, the theoretical ammonia nitrogen ratio is 1.05, and the first setting value is 0.25, that is, the first preset range is 0.8-1.3.
Optionally, the predetermined condition is a steady state condition. The steady-state operating condition and the transient operating condition are two common concepts for describing the operating condition of the engine, wherein the steady-state operating condition refers to an operating condition in which the rotating speed and the torque of the engine do not change basically within a period of time, in this embodiment, if the rotating speed and the torque of the engine do not change basically within a fourth preset time, the engine is considered to be in the steady-state operating condition, a specific value of the fourth preset time can be selected as required, and in this embodiment, the fourth preset time is 30 seconds. The alarm method of the engine stand measurement and control system in the embodiment aims at test calibration of the universal characteristic MAP, test calibration of an external characteristic curve and the like, and data required by the test are data of the engine in a steady state, so that test data validity monitoring is started when the engine enters a steady-state working condition, and test data validity monitoring is not required for a transition working condition.
Optionally, the test data validity monitoring further comprises: and (4) checking nitrogen oxide emission data of the gas analyzer. As shown in fig. 3, the gas analyzer nox emission data verification includes: and judging whether the nitrogen oxide emission data of the gas analyzer is abnormal or not according to the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU, and if the nitrogen oxide emission data of the gas analyzer is judged to be abnormal, sending an alarm of the abnormal nitrogen oxide emission data of the gas analyzer. The problem that repeated tests are caused due to the fact that the nitrogen oxide emission data of the gas analyzer are unavailable after the tests are completed is avoided.
Further, judging whether the nitrogen oxide emission data of the gas analyzer is abnormal or not according to the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU includes: and if the difference value between the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU is not in a second preset range and the duration time is longer than second preset time, judging that the nitrogen oxide emission data of the gas analyzer is abnormal.
Specifically, in the present embodiment, when a difference that is not within the second preset range occurs, the duration during which the difference between the measured data of the emission amount of nitrogen oxides of the gas analyzer and the measured data of the emission amount of nitrogen oxides of the ECU is not within the second preset range is initialized, that is, the duration during which the difference between the measured data of the emission amount of nitrogen oxides of the gas analyzer and the measured data of the emission amount of nitrogen oxides of the ECU is not within the second preset range is zeroed, and the duration during which the difference between the measured data of the emission amount of nitrogen oxides of the gas analyzer and the measured data of the emission amount of nitrogen oxides of the ECU is not within the second preset range is calculated from this moment.
The specific method for determining whether the difference between the measurement data of the emission amount of nitrogen oxide of the gas analyzer and the measurement data of the emission amount of nitrogen oxide of the ECU is within the second preset range is to take an absolute value of the difference between the measurement data of the emission amount of nitrogen oxide of the gas analyzer and the measurement data of the emission amount of nitrogen oxide of the ECU, compare the absolute value with a second set value, and if the absolute value is greater than the second set value, indicate that the difference between the measurement data of the emission amount of nitrogen oxide of the gas analyzer and the measurement data of the emission amount of nitrogen oxide of the ECU is not within the second preset range, wherein the second set value is recommended to be 200ppm. The accuracy of the measured data of the emission of the oxynitride of the ECU is higher than that of the measured data of the emission of the oxynitride of the gas analyzer, so that the gas analyzer is arranged to monitor the emission of the oxynitride of the engine during the bench test of the engine to obtain more accurate test data. However, the reliability of the gas analyzer for measuring oxynitride is lower than that of an oxynitride sensor of the engine, and therefore, by taking oxynitride discharge amount measurement data of the ECU as a reference, an abnormal alarm is issued when the difference between the oxynitride discharge amount measurement data of the gas analyzer and the oxynitride discharge amount measurement data of the ECU is not within a second preset range and the duration is longer than a second preset time, so that during bench testing of the engine, oxynitride discharge amount data with higher accuracy can be obtained by the gas analyzer, and repeated tests caused by the fact that the oxynitride discharge amount data of the gas analyzer is unavailable after the tests are completed can be avoided. When the measurement data of the emission amount of nitrogen oxides of the gas analyzer and the measurement data of the emission amount of nitrogen oxides of the ECU are compared, the measurement data of the emission amount of nitrogen oxides at the corresponding position, that is, the measurement data of the emission amount of nitrogen oxides of the gas analyzer upstream of the SCR and the emission amount of nitrogen oxides upstream of the SCR are compared, and the measurement data of the emission amount of nitrogen oxides of the gas analyzer downstream of the SCR and the emission amount of nitrogen oxides downstream of the SCR are compared.
Optionally, the gas analyzer nox emission data verification comprises: and if the measured values of the continuous preset number of the oxynitride discharge amount of the gas analyzer are unchanged, judging that the oxynitride discharge amount of the gas analyzer is abnormal, and sending an alarm for the abnormity of the oxynitride discharge amount of the gas analyzer.
Optionally, the test data validity monitoring further comprises: and monitoring validity of the INCA data. The INCA is common data calibration software for an engine bench test and is used for being connected with an ECU of an engine, so that data monitored by a sensor or a monitoring model of the engine in the ECU of the engine is written into a test data calibration file, however, the engine bench test environment is complex, electromagnetic interference, line faults, computer equipment faults and other reasons can cause the jamming of INCA parameters, namely the INCA cannot normally write the data in the ECU into the test data calibration software, so that complete test data cannot be received after the test is completed, the test needs to be repeated, and the research and development time and the research and development cost of the engine are wasted. As shown in fig. 4, the INCA data validity monitoring includes: and if one or more of the rotating speed, the fuel injection quantity, the advance angle and the rail pressure of the engine in the INCA calibration data are continuously preset, judging that the INCA data are abnormal and sending an INCA data abnormal alarm. One or more measured values of continuous preset quantity in the measured data of the rotating speed, the fuel injection quantity, the advance angle and the rail pressure do not change, which indicates that the data transmission of the INCA is in a problem, at the moment, an INCA data abnormity alarm is sent out, a tester is reminded that the data transmission of the INCA is in a problem, so that the tester can check the INCA in time and select to continue the test or stop the test.
Optionally, the INCA data validity monitoring further comprises: and if one or more of the measured values of the rotating speed, the fuel injection quantity, the advance angle and the rail pressure of the engine in the INCA calibration data is NAN, judging that the INCA data is abnormal, and giving an INCA data abnormal alarm. One or more measured values of the rotating speed, the fuel injection quantity, the advance angle and the rail pressure measured data of the engine are NAN, which also indicates that the data transmission of the INCA has problems, and an INCA data abnormity alarm needs to be sent at the moment so as to remind a tester of the INCA data abnormity.
Optionally, the INCA data validity monitoring further comprises: and if one or more of the rotating speed, the fuel injection quantity, the advance angle and the rail pressure of the engine in the INCA calibration data has no data or the data is zero, judging that the INCA data is abnormal, and sending an INCA data abnormal alarm to remind a tester of the INCA data abnormality.
Optionally, the test data validity monitoring further comprises: and (5) verifying the data of the smoke intensity of the tail gas of the smoke meter. As shown in fig. 5, the smoke meter exhaust smoke data verification includes: determining the range of the smoke intensity of the current tail gas according to the current working condition of the engine, wherein the current working condition of the engine refers to the rotating speed and the fuel injection quantity of the engine in the embodiment; if the tail gas smoke intensity measurement data of the smoke meter is not in the current tail gas smoke intensity range and lasts for a third preset time, judging that the tail gas smoke intensity data of the smoke meter is abnormal, and sending an abnormal alarm of the tail gas smoke intensity data of the smoke meter. Wherein, confirm that present tail gas smoke intensity scope specifically includes according to the engine current operating mode: according to the current working condition of the engine, inquiring a smoke limit MAP, and determining the maximum value and the minimum value of the smoke of the tail gas under the current working condition, so as to determine the range of the smoke of the tail gas under the current working condition, namely the range of the smoke of the tail gas, wherein the smoke limit MAP is automatically generated by a control system for controlling an engine pedestal according to the existing test data.
Specifically, in this embodiment, when the exhaust gas smoke intensity measurement value of the smoke meter which is not in the current exhaust gas smoke intensity range occurs, the duration that the exhaust gas smoke intensity measurement data of the smoke meter is not in the current exhaust gas smoke intensity range is initialized, that is, the duration that the exhaust gas smoke intensity measurement data of the smoke meter is not in the current exhaust gas smoke intensity range is set to zero, and the duration that the exhaust gas smoke intensity measurement data of the smoke meter is not in the current exhaust gas smoke intensity range is calculated from this moment.
Optionally, the smoke meter tail gas smoke intensity data verification further comprises: if the tail gas smoke intensity measuring data of the smoke meter has the measuring data of the continuous preset data volume and is not changed, judging that the tail gas smoke intensity data of the smoke meter is abnormal, and giving an alarm for the abnormal tail gas smoke intensity data of the smoke meter.
Optionally, still include after judging the smokemeter tail gas smoke intensity data unusually: and triggering the cleaning, back flushing and restarting operations of the smoke meter. Therefore, error data are reduced as much as possible, data validity is guaranteed, and if experimenters find that the smoke meter is recovered to be normal after cleaning, back flushing and restarting when receiving abnormal alarm of smoke meter tail gas smoke data for troubleshooting, the experimenters can choose to continue the test.
Optionally, the test data validity monitoring further comprises: the method comprises the following steps of fuel consumption rate data verification, explosion pressure data verification, after-intercooling temperature data verification, engine oil pressure data verification, exhaust back pressure data verification, intake air flow data verification and exhaust temperature data verification. The method for checking the fuel consumption rate data, the explosion pressure data, the after-intercooling temperature data, the engine oil pressure data, the exhaust back pressure data, the intake air flow data and the exhaust temperature data is basically the same as the method for checking the smoke density data of the tail gas of a smoke meter, and the corresponding limit value MAP is inquired according to the current working condition of the engine so as to determine the corresponding maximum value and minimum value, wherein the working condition of the engine is the rotating speed and the fuel injection quantity of the engine, and then whether the measured data exceeds the corresponding maximum value and minimum value is judged, if the measured data exceeds the maximum value and minimum value, the data is judged to be abnormal, and the abnormal data alarm is sent. And if the measured values of a continuous preset number of data at a certain position are not changed, the data are also abnormal, and an alarm for the data abnormity needs to be sent out.
The embodiment also provides an engine bench, and the engine bench measurement and control system alarm method is used for monitoring and alarming the engine test.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. Numerous obvious variations, adaptations, and substitutions will occur to those skilled in the art without departing from the scope of the present invention. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (10)
1. The engine bench measurement and control system alarm method is characterized by comprising the following steps:
judging whether the engine is in a preset working condition, and if the engine is in the preset working condition, carrying out validity monitoring on test data;
the test data validity monitoring comprises: urea injection quantity data are verified;
the urea injection quantity data verification comprises the following steps:
determining an actual ammonia-nitrogen ratio according to urea injection quantity data and SCR upstream nitrogen oxide emission quantity measurement data of an ECU;
and if the actual ammonia-nitrogen ratio is not in the first preset range and the duration is longer than the first preset time, judging that the urea injection quantity data is abnormal, and giving an alarm of the abnormal urea injection quantity data.
2. The engine bench monitoring and control system alarm method according to claim 1, wherein the preset operating condition is a steady state operating condition.
3. The engine pedestal measurement and control system alarm method according to claim 1, wherein the test data validity monitoring further comprises: checking nitrogen oxide emission data of a gas analyzer;
the nitrogen oxide emission data verification of the gas analyzer comprises the following steps:
judging whether the nitrogen oxide emission data of the gas analyzer is abnormal or not according to the nitrogen oxide emission data of the gas analyzer and the nitrogen oxide emission data of the ECU;
and if the nitrogen oxide emission data of the gas analyzer are judged to be abnormal, an alarm for the abnormal nitrogen oxide emission data of the gas analyzer is sent out.
4. The engine bench measurement and control system alarm method of claim 3, wherein judging whether the NOx emission data of the gas analyzer is abnormal or not according to the NOx emission measurement data of the gas analyzer and the NOx emission measurement data of the ECU comprises:
and if the difference value between the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU is not in a second preset range and the duration time is longer than second preset time, judging that the nitrogen oxide emission data of the gas analyzer is abnormal.
5. The engine bench measurement and control system alarm method of claim 1, wherein the test data validity monitoring further comprises: monitoring the effectiveness of INCA data;
the INCA data validity monitoring comprises the following steps:
and if one or more of the rotating speed, the fuel injection quantity, the advance angle and the rail pressure of the engine in the INCA calibration data have no change in the continuous preset number of calibration values, judging that the INCA data are abnormal, and sending an INCA data abnormal alarm.
6. The engine pedestal measurement and control system alarm method according to claim 5, wherein the INCA data validity monitoring further comprises:
and if one or more of the rotating speed, the fuel injection quantity, the advance angle and the rail pressure of the engine in the INCA calibration data is calibrated to be NAN, judging that the INCA data is abnormal, and giving an INCA data abnormal alarm.
7. The engine pedestal measurement and control system alarm method according to claim 1, wherein the test data validity monitoring further comprises: verifying the smoke intensity data of the tail gas of the smoke meter;
the smoke meter tail gas smoke intensity data check includes:
determining the range of the smoke intensity of the current tail gas according to the current working condition of the engine;
if the tail gas smoke intensity measurement data of the smoke meter is not in the current tail gas smoke intensity range and lasts for a third preset time, judging that the tail gas smoke intensity data of the smoke meter is abnormal, and sending an abnormal alarm of the tail gas smoke intensity data of the smoke meter.
8. The engine pedestal measurement and control system alarm method according to claim 7, wherein the method further comprises the following steps after the abnormal data of the smoke intensity of the tail gas of the smoke meter is judged: and triggering the cleaning, back flushing and restarting operations of the smoke meter.
9. The engine pedestal measurement and control system alarm method according to claim 1, wherein the test data validity monitoring further comprises: the method comprises the following steps of fuel consumption rate data verification, explosion pressure data verification, after-intercooling temperature data verification, engine oil pressure data verification, exhaust back pressure data verification, intake air flow data verification and exhaust temperature data verification.
10. Engine mount, characterized in that an engine test is monitored and alarmed using the engine mount measurement and control system alarm method according to any one of claims 1-9.
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| CN202211124401.9A CN115326404A (en) | 2022-09-15 | 2022-09-15 | Engine bench measurement and control system alarm method and engine bench |
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| CN202211124401.9A CN115326404A (en) | 2022-09-15 | 2022-09-15 | Engine bench measurement and control system alarm method and engine bench |
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